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24th May 2012
Photo with 250 notes
Tagged: I don't want to nitpick Tom but is this really your plan?Living for others can be more courageous than dying for them.You SUCK at marginal analysis.This is not romantic. This is not impressive. This is disturbed.Also I *am* a kind of cold-hearted bitch.Isabummer
30th January 2012
Photo with 403 notes
Tagged: You are amazingly non-observant.IsabummerThe good people of Forks must sleep soundly at night with a police chief like him.
17th January 2012
Photoset with 342 notes
Tagged: IsabummerI am happy New Moon is over.
26th November 2011
Photo with 170 notes
Tagged: Duh.IsabummerHis grim smile was short-lived.I like mixing Latin with my Valley Girl to class it up.
4th November 2011
Photo with 263 notes
Tagged: IsabummerDo not underestimate the self-preservation powers of a well-held grudge.Ask my nephews: I'm a fun aunt.
16th September 2011
Photo with 203 notes
Tagged: Semantic satiation (also semantic saturation) is a psychological phenomenon/disease in which repetition causes a word or phrase to temporarily lose meaning for the listener, who can only process the speech as repeated meaningless sounds.Bella's holesIsabummerMy next post will make this relevant.that's what she said
14th September 2011
Photo with 149 notes
Tagged: Run, Yasmine! Run like the wind!IsabummerWe're deep into the realm of psychological fuckery.This is a problem.not cool.DANGER. DANGER.
5th July 2011
Photo with 62 notes
Tagged: Oh, Pollyanna...IsabummerYou complete me... kitchen.We're deep into the realm of psychological fuckery.I am disappointed in you.Woman without her man is just WOE.
27th June 2011
Photo with 147 notes
Tagged: Seriously, Bella?Well, that's just silly.She forgets to breathe.MiserabellaIsabummer''Semidry rocks'' - unintentionally hilariousThe giant hole in her chest is causing respiratory distress.
16th June 2011
Photo with 174 notes
Tagged: Oh, her humanity.I am human, and I take offense.IsabummerI know plenty of special humans.Things I should not have to say.really?C'mon... I think ''mope'' is probably the right word.mope mope mope mope mope mope mopeThat's a weird thing to have self-esteem issues about.
19th April 2011
Photo with 113 notes
Tagged: Bella Optimism: The glass had water in it, and the water wasn't even murky.Wake up dead, you dieIsabummerI realized...I'm alive. Again!
14th April 2011
Photo with 230 notes
Tagged: grim suppressionvicious suppressionpiercing hoperenewed hopeIsabummermope mope mope mope mope mope mopeCrylight
13th April 2011
Photo with 214 notes
Tagged: we're entering serious psychological fuckery, kidsIsabummerWe're entering some forestry fuckery.om-nom-nom dangeromnomnom brood brood omnomnomgiven the choice between being bummed out that a platonic friend hasn't talked to you in a week and being eaten by a bear -- ALWAYS CHOOSE BEING BUMMED OUT
12th April 2011
Photo with 290 notes
Tagged: EDIT: ... in case I continued to be mopey.mope mope mope mope mope mope mopequotey fingers of sarcasmwait... what?Isabummer
Photo with 158 notes
Tagged: Isabummeranother guy (real or imagined) does not countbeyond co-dependent into co-requiring-a-penised-companiontaking on the characteristics of notebook paper is a no-no
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For Sale: WABA Women's T-Shirts
In addition to our standard black T-shirts, we've added something for the ladies: a women's-specific T-shirt in deep indigo. We're selling the shirts in our store now. (If you're in the mood to browse, there's plenty of other great WABA swag available for purchase.)
Though we did our best to ensure that the shirts would run true to size, they are cut frustratingly small. We recommend sizing up.
Local Blogs
Coalition for Smarter Growth
FABB Blog
Greater Greater Washington
Housing Complex
Rebuilding Place/Urban Space
Tales From The Sharrows
Silver Spring Trails
Washington Post: Dr. Gridlock
The Wash Cycle
National Blogs
Alliance for Biking & Walking
Atlantic Cities
League of American Bicyclist

subset: commoncrawl


text:
MediaCore is a media-focused CMS. It features rich video and audio support, YouTube/Vimeo integration, HTML5 video, support for the iPad/iPhone, podcasting, iTunes RSS generation, user-submitted content, an embedded media player, and searching. It is highly customizable. There is both a front-end for users and a back-end for administrators. Users can browse videos or podcasts. Users can search for videos by topics and tags. Users can upload videos to the platform; administrators can moderate newly uploaded videos. Administrators can add video, audio, or podcasts. A comment platform for moderation is built-in. Podcasts can be video or audio. It also has automatic iTunes feed generation, automatic RSS feed generation, and feedburner support.
Vote-MM aims to improve current Mailman mailing lists with some Web 2.0 time-saving functionality (RSS and voting capabilities). It adds support for RSS to Mailman. The mail footer is modified to include voting links. A new Web app for reading mail/voting is provided. A Mozilla Thunderbird plug-in is also provided, so users can vote and see voting information.
Flixn Media Platform is a collection of Flash-based tools and backend utilities to facilitate the generation of rich Web media, and video in particular. It features components to enable recording from a webcam and/or microphone, uploading and transcoding of video, and feature-rich playback. The platform was designed for mass/virtual deployment.
CheckApp will serve as a basis for a free (as in freedom and as in beer) social network, so that anyone will be able to check out and modify the code, or deploy this application in their own server. It will also try to minimize the usage of personal information, so there would be no privacy problems.


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On Saturday, June 11, at noon Boston Pride will host its 41st annual Pride Parade and we hope you'll join us in celebrating this exciting and important event.
The largest gay pride event in New England, and one of the most popular on the Eastern Seaboard, Boston Gay Pride takes place each year in mid-June - in 2011, the main parade, festival, and neighborhood block parties take place the weekend of June 11 and June 12, but there...
1 City Hall Plaza
Boston, MA 02201
Admission Info:
General Day and Time Info:
12 Noon - Rain or Shine
Accessibility Info: Currently, no accessibility information is available for this event.
Facebook Comments
Member Reviews
There are currently no reviews/comments for this event. Be the first to add a review/comment , and let folks know what you think!


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Product of the Week - Commercial Grade Garment Rack
ByThis is an awesome garment rack! Because of its portability, I use it for my frequent flea market sales, and for winter coat storage.
Posted December 6, 2010, filed in Product of the week, Clutter Control Products, Videos, Podcasts
Tags: garment rack clothes storage clothes drying yard sale clutter control stacksandstacks.comTrackback URL


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I was so disappointed to see #8 on Nursery School: 10 ways to green your home for the new baby. It stated "8) Use glass baby bottles to protect your newborn from the bisphenol-a found in many polycarbonate (#7) plastic models." But there was no mention of breastfeeding in lieu of bottles. It bears repeating that breastmilk is the best food for baby, and is also the most environmentally responsible choice.
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While glass is a great
While glass is a great idea....many daycares will not let you use glass bottles so we are going with the Born Free BPA Free bottles. And yes....I breastfed #1 exclusively for 8 months and will be BF #2 for a year but I work and have to pump (thankfully medla products are BPA free)
We all know breastfeeding is best, however my daughter was lactose intolerant and allergic to breast milk, as was I. So I had to switch her to bottles after only two weeks. I chose Born Free because they are BP-A free. Also, I'm not 100%, but I believe Nuby sippy cups are as well.
Bottle Feeding
I bottle feed my lo and definitely GLASS with silicone (not plastic) nipples. With formula, take out of the cans (even the plastic lids contain BPA)..and store in air tight class....lets go back to the old days as such, basics are best.
Breastfeeding and bottles
You're right that breastfeeding is the best food for baby as well as the most environmentally responsible choice. However, exclusively breastmilk does not mean exclusively breastfed - think of all of the working/pumping mothers out there who work hard to make sure they are providing breastmilk that their child's care providers can feed to their wee ones. In addition, there are women who, for whatever reason, are not able to breastfeed their babies.
So, all things considered, perhaps we should have stated, "8) When you need to use a bottle to feed your baby, use glass baby bottles..."


text:
Just added Hawaii Slam to my ever growing tour schedule this year. Always a lovely jaunt to the island. I'll perform on September 4, 2014, with a show or two to be added somewhere else on the islands.
If you want to know where I will be performing this year, check out my schedule here.
If you want to book me, drop me line at email@example.com
Get in on my Lifetime Membership! Join Club Me!
Black History Month 2014: The first Black woman to… become a physician in the United States
Rebecca Lee Crumpler
Rebecca Lee Crumpler
Every year for Black History Month I explore the obvious and not so obvious parts of American history that those called Black have taken part in. The things that we (Black people) have done other than be stolen from our homeland and made forced labor in a land foreign to us. I'm going to start this series by looking up the first time someone…
At the touch of you,
As if you were an archer with your swift hand at the bow,
The arrows of delight shot through my body.
You were spring,
And I the edge of a cliff,
And a shining waterfall rushed over me.
Witter Bynner, "At the Touch of You" was published in Witter Bynner's collection Grenstone Poems; a sequence (Frederick A. Stokes, 1917).
This poem is in the public domain.
From Poets.org


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BSA® Ladies' Butterfly Misses-Fit T-shirt
Starting at:
Brightly colored butterflies congregate to spell out "BSA" in pretty fashion on the front of this easy-fitting Aqua tee. Includes "Boy Scouts of America" lettering at bottom of the screen-printed, glitter-ink design. Crewneck, short-sleeve T-shirt is made of 100% ringspun cotton. Imported. Learn More -
CamelBak® M.U.L.E.® Hydration Pack
$99.99The workhorse of CamelBak's mountain bike line, the M.U.L.E. is the tried-and-true, all-day, every-day mountain bike pack. Holds all you need for 3+ hour rides over any terrain. Includes XV™ back panel, featuring thermo-molded pods, providing superior cross-ventilation in a lightweight design. Learn More -
CamelBak® Rim Runner™ 22 Hydration Pack
$99.99Ample cargo and hydration capacity for a 3-hour to full-day hike! Includes Air Director™ back panel, featuring foam pods covered in soft mesh to create multiple ventilation channels. Learn More -
Century of Honor: 100 Years of Scouting in The Church of Jesus Christ of Latter-Day Saints
$29.95On May 21, 1913, The Church of Jesus Christ of Latter-day Saints officially affiliated with the Boy Scouts of America. Since the beginnings of that dynamic partnership, millions of youth and adults have registered in LDS Church-sponsored Scouting units, and leaders of the two organizations have worked together to instill character, citizenship, and fitness in young men. Learn More


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Customer Reviews
By: Jack from Atlanta, GA on 12/28/2012
Bought this as a gift for my wife. She is very pleased with it. Seems to be a well made, quality product. My only complaint is that the assembly instructions were somewhat vague and, I believe, designed for someone with a knowledge of easels whereas I am a complete novice.Comment:
By: Tessa from Houston,TX on 08/04/2012
Great price on this very sturdy and easy to use easel. I bought this to do some painting with and eventually mount my flat screen on once the easel is broken in! I am extremely please with the quality of this product and Madison Art shipped very fast:-)Comment:
By: Caitlin from Charleston, SC on 10/19/2011
I love this easel. It is not only wonderful to look at, but very useful and easy to use. I especially love the feature of being able to use it flat like a table.Comment:
By: Sheila Zeller from Maple Bay, BC - Canada on 08/24/2011
This easel is beautifully constructed and extremely sturdy. We are pleased that it adjusts to a true vertical position as we're actually converting it into a TV stand, and can see the repurposing will be an easy task to accomplish. It will become the star attraction!Comment:
By: Mary from Tobermory. ON on 08/17/2011
Great price and fast delivery. The easel is great. The only problem was the assembly instructions where not very clear, but I figured it out. But it is sturdy and well constructed. It is everything I wanted in an easel!Comment:
By: Carol Buck from Auburn, AL on 06/27/2011
Madison Art Shop had the most reasonable price. My easel arrived quickly, undamaged and was easily assembled. The wood and strong base offer a sturdy support for my canvas. I love being able to sit comfortably while painting. All in all, a very good shopping experience for one who is skeptical of "on line shopping."Comment:
By: Nancy from Sanford, FL on 10/27/2009
Beautifully made, sturdy, and easy to use. The BEST Deluxe Lobo Easel fits in my small studio. I was looking for something solid but inexpensive, and I'm very satisfied. The fact that it tips forward helps with glare, and I like the fact that it will go flat for varnishing. I had a little trouble assembling it, but finally got it right. A good product, as advertised.Comment:
By: cathrin from new brunswick, NJ on 02/13/2008
This easel is Magnificent!!! I was bitterly disappointed in another easel company; but Madison Art Shop reminded me that you can get good quality art supplies online! This easel EASILY adjusts from Vertical to Horizontal position and the Thick, Oak that it is made of gives it a sturdiness that compares to nothing else! Settings also STAY where you want them! Awesome easel!
Copyright � 2002- Madison Art Shop� LLC. All Rights Reserved.


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Portal 2
Question from tyranitaronweed
Playing blind?
Less than 20 minutes ago, I downloaded Portal 2 off of Steam. Everything seemed to be working fine when I started up the game. I selected to start a new game, the game loaded, everything was fine. The problem comes when I actually start playing.
I get to the opening part where some computerized voice wakes me up for a physical. At this point, I'm playing almost completely blind. The only things the screen will show other than pitch blackness will be the commands on what keys to press to walk, instructions to look up, down, and I can open up the pause menu. This is naturally making the instruction to
??? looks like it ate half of my question... Here's the rest.
"stand in front of the framed painting on the wall" pretty difficult to accomplish, and according to some guides I looked up to see if it naturally did that, this isn't supposed to be happening.
I'm very disappointed that a game I spent $30 for is broken right off the bat, and I can't get a refund or attempt to re-download. So what are my options at this point? I would appreciate it if I could re-download the game without spending another $30.
Accepted Answer
Try uninstalling and reinstalling the game. If that doesn't work goto systemrequirementlab.com/ and have it make sure your computer can play the game. Otherwise try going to Valve website and indicate your issues with the troubleshooting link.
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text: Well I just was on my way home from the ISU vet hospital to Ankeny, when as I rounded the bend coming into Huxley I noticed that I had no radio, no clock, and all my gauges were reading nothing. As I slowed for the first light, my explorer died. It now goes click click click when I try to start it. What a fun day. Hmm, new alternator? or cataract surgery for the dog?


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- Home
- Asia
The largest continent does not have the largest number of reserves but it has certain species which belong near the top of any wildlife glossary, namely Bengal tigers and Orang-utans, to say nothing of sloth bears and proboscis monkeys. The two signature species are also hugely endangered and your visit genuinely makes a difference to their survival.
Wildlife Encounters in Asia
14 days from
Flight Inclusive. Country: Indonesia
Discover orang-utans in the primal jungles of Sumatra before tracking the fearsome Komodo dragons, the world largest lizard around the archipelago of Komodo National Park. Two of Indonesia's most impressive wildlife experiences not enough for you the how about climbing an active…
Trip code: AOZ
Next departure: 4th May 2014
Max group size: 16
16 days from
Flight Inclusive. Country: India
Central India is home to many fabled wildlife parks. On this safari we spend maximum time in three outstanding parks to give the best opportunity for tiger and wildlife viewings. Pench National Park, located on the southern boundary of Madhya Pradesh, consists of 758 square…
Average review rating based on 74 reviews.
Trip code: AIW
Next departure: 21st March 2014
Max group size: 16
10 days from
Flight Inclusive. Country: Sri Lanka
Sri Lanka, known for its culture, beaches, highlands and tea, is less well known for its wildlife. This is a tour purely concentrating on whales and the wildlife of Yala National Park, especially leopards.
Many people are only just learning of the extraordinary phenomenon…
Average review rating based on 26 reviews.
Trip code: AIY
Next departure: 4th April 2014
Max group size: 18
22 days from
Flight Inclusive. Country: Malaysia
Borneo is home to some of the most diverse and beautiful wildlife in the whole of South East Asia.
Starting with a visit to majestic Mt Kinabalu, we then continue to one of the trip highlights - the pristine Danum Valley. A nature lover's paradise, whose beauty and…
Average review rating based on 13 reviews.
Trip code: AOH
Next departure: 15th March 2014
Max group size: 16
11 days from
Flight Inclusive. Country: India
Cradled between mountain ranges, Bandhavgarh boasts a breathtaking mixture of dense green valleys and rocky hills. This stunning park, home to a huge variety of wildlife including leopards, Chital deer, wild boar, sloth bear and wild dog as well as an astounding number of…
Average review rating based on 4 reviews.
Trip code: AKT
Next departure: 10th April 2014
Max group size: 8
15 days from
Flight Inclusive. Country: India
Snow Leopards are one of the world's most elusive mammals but in winter they descend from the high Himalayan peaks in search of food. This beautiful, enigmatic cat inhabits some of the most remote and mountainous regions of Central Asia.
Our adventurous trip takes us…
Average review rating based on 7 reviews.
Trip code: TGL
Next departure: 6th February 2015
Max group size: 16


text:
2-4 inches of snow expected in Denver, Berthoud Pass Reopens After Avalanche ... Watch Latest Forecast | Difficult Travel | I-70 Traffic Cameras | VIDEO: Timelapse Storm Moves In
Serious Stomach Virus Getting Closer To Colorado
A serious stomach virus is traveling across the country and has gotten as close to Colorado as Kansas and Nebraska.
Top Cheesy Dishes In Denver
Denver's wheelhouse is stacked high with cheesy dishes, including casual street food, comfort food and elegance entrees.
230 Pounds Of Cheese Seized At NM Port From Colorado Resident
Federal agents working the Santa Teresa port of entry say they seized 230 pounds of cheese during a recent stop.
9 Things To Avoid Purchasing At Grocery Stores
Supermarkets carry a lot more than food these days and it can be easy to grab extras. But a new survey by U.S. News and World Report lists nine things consumers shouldn't buy at the grocery store.
Have Some Heart: Top Artichoke Dip In Denver
The artichoke dip is one of the most popular appetizer menu items of all time. Check out five of the best palate-pleasing dips Denver has to offer.


text:
Clubs & Organisations
The Ex-Military Land Rover Association
The Dormobile Club
The Federation of British Historic Vehicle Clubs is a grouping of some 370 Clubs and Museums together with over 1500 Trade and Individual Supporters. The aim of the Federation is to uphold the freedom to use old vehicles on the roads without any undue restriction and to support its member organisations in whatever way it can. The S2C are affiliate members of the FBHVC.
Austrian Rover Club
Friends of the Series 2 Club
The Magazines
Other links of interest
Further links to technical information pages are available in our Technical Archive.
updated 4th November 2010
Home | Club Information | Join Us | Contact Us Privacy Policy | Terms of Use | Disclaimer | © 2011 Series 2 Club Ltd. All Rights Reserved
SERIES 2 CLUB LTD. Company limited by guarantee, registered in England No. 2451020. Registered Office: Blinder House, Flagg, Buxton, Derbyshire, SK17 9QG


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Playstation 3
This page contains Prince Of Persia: The Two Thrones Codes for Playstation 3 called "Baby Toy Hammer" and has been posted or updated on Nov 20, 2010 by jhaymarc. Let us know what you think of this Code by thumbs voting.
- Developer: Ubisoft Montreal
- Publisher: Ubisoft
- Genre: Action Adventure Fantasy
- Release Date: Dec 21, 2010
- ESRB: Mature
Baby Toy Hammer
Pause game play, then press Left(2), Right(2), Square, Triangle(2), Square, Up, Down.
More Codes
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Stuck on this game? Set a specific, clearly defined question and let others answer your question or view answers to previously asked questions. If you think you are an Prince Of Persia: The Two Thrones expert then please try to help others with their questions.
Difficulty in playing the chapter The brothel
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text:
Carolina Skinny Waxed Pant
Style #: 21382866
This unique waxed fabric adds a sleek hint of shine to our patterned skinny-fit Carolina pant, making them an eye-catching and sexy day-to-night piece.
- Skinny silhouette. Low-rise. Waxed fabric in an allover geometric print.
- Zip fly with button closure. Faux patch pockets at front. Classic five-pocket style.
- 31" inseam.
- Cotton blend. Dry clean.
Alternate Views


text:
As described in the previous chapter, a highway expansion can induce traffic increases by releasing suppressed demand or attracting travelers away from other modes. The concern of this chapter is whether, over the long term, increased highway capacity results in development that fosters additional motor vehicle travel and hence degrades air quality and increases energy consumption (Figure 5-1). In the first section of this chapter the debate is framed against the backdrop of the influences on metropolitan decentralization. In the next three sections an overview is given of the current knowledge —from theory, empirical research, and modeling—about transportation's effect on land use. In the fifth section the efforts to change population densities through land use and transportation policies are discussed, and the possible effect of these changes on regional air quality and energy consumption is examined. In the final two sections the chapter is summarized and recommendations are made for research to improve the ability to estimate the land use, air quality, and energy consumption consequences of expanded highway capacity.
Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 174
EXPANDING METROPOLITAN HIGHWAYS: Implications for Air Quality and Energy Use
Land Use and Urban Form
As described in the previous chapter, a highway expansion can induce traffic increases by releasing suppressed demand or attracting travelers away from other modes. The concern of this chapter is whether, over the long term, increased highway capacity results in development that fosters additional motor vehicle travel and hence degrades air quality and increases energy consumption (Figure 5-1). In the first section of this chapter the debate is framed against the backdrop of the influences on metropolitan decentralization. In the next three sections an overview is given of the current knowledge —from theory, empirical research, and modeling—about transportation's effect on land use. In the fifth section the efforts to change population densities through land use and transportation policies are discussed, and the possible effect of these changes on regional air quality and energy consumption is examined. In the final two sections the chapter is summarized and recommendations are made for research to improve the ability to estimate the land use, air quality, and energy consumption consequences of expanded highway capacity.
OCR for page 174
EXPANDING METROPOLITAN HIGHWAYS: Implications for Air Quality and Energy Use
FIGURE 5-1 Impacts of highway capacity additions on land use and urban form.
OCR for page 174
EXPANDING METROPOLITAN HIGHWAYS: Implications for Air Quality and Energy Use
Arguments Against Capacity Additions
Arguments about the adverse air quality and energy effects of shifts in land use patterns related to expanded highway capacity can be distinguished at two levels of impact. The initial impact is at the project level, at which the capacity expansion on an individual link improves the access between points at either end. Over time, the improved access may facilitate more economic activity and more development, which will result in more traffic.
At the general level, it can be argued that increased roadway capacity, especially projects serving the periphery of urban areas, supports continued low-density land development. Such development further encourages automobile use and ultimately increases air pollution and energy consumption (Figure 5-2).
Between these two extremes the potential for a network effect also exists. New capacity on a link serving two points will improve access to those points from other locations that are connected by the road system [although in some cases improvements in the flow between two points in a complex network can actually worsen system performance because of Braess's paradox (Bass 1992)]. As access is improved between any two points in a network, economic growth may follow, which would ultimately result in more traffic on adjoining segments of the network because of the improved link.
As noted earlier in this report, the scale of capacity enhancements ranges from modest (such as improved signalization) to major (such as new links or new beltways). The potential land use consequences of these varied levels of expansion increase with scale.
Research Questions
The air-quality arguments against expanding capacity must be framed as research questions in which the net traffic, air quality, and energy impacts are considered. The questions that arise can be grouped into the following categories:
OCR for page 174
EXPANDING METROPOLITAN HIGHWAYS: Implications for Air Quality and Energy Use
FIGURE 5-2 Highway capacity effect on land use and air quality? (Toles © 1989 The Buffalo News. Reprinted with permission of Universal Press Syndicate. All rights reserved.)
Direct effect: Will the increased traffic and emissions between Points A and B as a result of new development negate the air-quality benefits of improved traffic flow? Will the period of net benefits outweigh the period of net costs? If so, over what period (e.g., 5 years, 10 years, 20 years)?
General effect: Do capacity expansions result in or contribute to low-density land use developments that spawn automobile-oriented life-styles, increased traffic, higher energy consumption, and additional air pollution?
The counter-factual case: Will congestion worsen in the absence of an expanded link or new facility because of growth (indepen
OCR for page 174
EXPANDING METROPOLITAN HIGHWAYS: Implications for Air Quality and Energy Use
dent land use changes) at both A and B that increases traffic between A and B? Is this scenario better or worse for air quality and energy use than building the facility?
Direction of causality: Does the improved link between A and B cause the growth between them or is the pressure to improve the link caused by expectations of or demand for growth?
As will be described in the following sections, few of these questions can be fully answered using available theory and research. The main reason is that the research must address a very complex and indirect process. Answering the question raised in this study—what are the long-term effects of adding highway capacity on air quality and energy use—requires first an examination of the impacts of capacity additions on land use and development patterns; then identification of the related impacts on travel patterns; and finally an assessment of the effects of changes in travel patterns on vehicle emissions, air quality, and energy use. There are extensive literatures on many of these individual topics (e.g., the linkage between highway improvements and land use patterns and between transportation investments and regional growth) and numerous models developed to estimate these relationships (e.g., location theory). However, only a limited number of studies are available that examine directly the link between expansion of highway capacity, land use, and air quality.
In addition, many methodological problems arise in trying to address these questions. For example, as described later, although the provision of transportation is a requirement for suburbanization, the trend toward suburban development is influenced by far more than transportation capacity itself; the pressures for suburbanization themselves may create the demand for highway capacity. In addition, development spawns new and often unanticipated demands for transportation. Thus transportation and land use are interconnected. Moreover, land use changes take many years, if not decades, to unfold.
Before turning to the theories, studies, and models that have been used in an attempt to answer some of these questions, the context of land use changes in metropolitan areas is reviewed to better appreciate the complexity of the process and transportation's role in development and economic growth.
OCR for page 174
EXPANDING METROPOLITAN HIGHWAYS: Implications for Air Quality and Energy Use
Context of Transportation–Land Use Relationship
The questions listed earlier assume a direct and discernable relationship between transportation investments and land use. This assumption appears well founded in light of the history of urban development and changes in transportation technologies. When walking and horse-drawn vehicles were the principal modes of transportation, cities supported high population densities with a dense network of narrow streets (Garrison and Deakin 1992). With the advent of technological innovations such as the streetcar, residential development began to shift away from the congested inner core. This was particularly evident in Philadelphia between 1840 and 1880 (Putman 1977). The early electrified rail transit systems of the era between 1870 and 1910 further expanded the process of decentralization. Finally, the advent of the automobile permitted the dispersed low-density suburban development characterizing contemporary metropolitan areas. Throughout this period, land use policies were limited to serving the interests of developers and landowners. Where zoning was practiced its scope was limited to minimizing conflicts between incompatible uses (Garrison and Deakin 1992). Both transit systems and road building served suburbanization. Many analysts have argued that this process was accelerated after World War II by federal policies such as mortgage underwriting standards and support for road construction. These policies are believed by some to have facilitated the development of the detached, single-family homes so typical of suburbia. The evidence regarding decentralizing land uses around cities, however, suggests a more complicated set of forces.
Metropolitan areas in the United States and abroad have been decentralizing, as measured by population density, since at least the middle of the 19th century (Mills and Tan 1980; Meyer and Gomez-Ibanez 1981; Mieszkowski and Mills 1993). Cities became increasingly dense during the early stages of the Industrial Revolution but then began decentralizing, particularly as resident incomes and transportation facilities improved.
The decentralization of cities can be measured using a density gradient. Density is measured by the number of people per unit of land and the gradient is a measure of the declining density away from the
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center. Cities are typically denser at the middle than at the periphery. At least since records have been kept, population densities at the urban center have declined, as have densities on the periphery. With some notable exceptions such as Tokyo, which does not have inexpensive land for expansion, this change has occurred independently of changes in transportation technology or degree of automobile use (Meyer and Gomez-Ibanez 1981).1 There is no clear evidence that the federal and state housing and transportation policies of the postwar period accelerated this trend. The period of most rapid decentralization occurred between 1920 and 1950 (Mieszkowski and Mills 1993).
In addition to the transportation-related explanations, various causes have been advanced to explain this process in the United States. Various urban fiscal and social stresses have been cited as having encouraged substantial proportions of the urban population to leave for suburbs that are racially and ethnically homogeneous, have lower taxes, and offer better schools (Mieszkowski and Mills 1993).2 Rising incomes in the urban population also play a major role in suburbanization. As incomes rise, individuals seek larger residences, which are typically less expensive at the periphery because of lower land costs (Gomez-Ibanez 1985). Mieszkowski and Mills (1993) point out that rising incomes are influential in both the transportation-related and fiscal and social stress-related classes of explanations for decentralization.
Suburbanization is unquestionably facilitated by state and federal support of road building and by local land use policies encouraging low-density development. However, density gradients in the United States and abroad suggest that much decentralization would have occurred in any event. Moreover, many argue that the policies of road building and support for detached single-family housing are strongly favored by the population at large (Downs 1993). Thus it is open to question whether the policies have shaped the preferences or vice versa. Before turning to the research itself, it is important to acknowledge the difficulty of disentangling transportation's role in land use from this mix of fiscal and social stresses, rising incomes, and public preferences.
Net Growth and Redistributed Growth
The effects of transportation in facilitating physical development are not necessarily the same as its effects on economic growth. Part of the
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argument made against expanded highway capacity is that by facilitating increased economic activity in a region, the expanded capacity will encourage more traffic and more air pollution. If a region is growing economically, development will occur somewhere within or near it. Combined with the effects of land use and zoning policies, transportation investments influence the location of growth, but they alone do not cause the growth. A number of highway and transit projects that were built to facilitate development, which did not subsequently occur, could be cited as evidence. Although transportation capacity is necessary for growth, it is not sufficient. Other conditions must be present —such as better access to labor, agglomeration economies (in which similar industries cluster together), or previously inaccessible natural resources—for a transportation project to contribute to net economic growth.
Transportation investments may affect growth, when other conditions hold, but it is important to distinguish between net new growth and redistributed growth. A highway project providing access to undeveloped land may encourage a shift of future development from a developed to an outlying area, but this may merely be a redistribution of growth that would have occurred elsewhere in the region. Redistributed growth at low densities raises concerns about increased traffic, but this is not the same as the traffic that might be generated by net new growth. Transportation investment, however, may result in productivity advantages associated with a location change, which could lead to net new growth. For example, a new factory located on the periphery of an urban area may be able to reorganize its work flows in more productive ways, or the employer may be able to hire labor at lower costs. If the owner of the factory is able to sell more of its product, the factory may be expanded. Thus transportation investments can influence private productivity, which in turn can stimulate new growth.
A debate has emerged over the stimulative effects of public infrastructure investments, of which transportation is a major component. In a series of articles Aschauer (1989a, 1989b, 1991) has argued that national public infrastructure investments (highways, transit, airports, and water and sewer supply) have a major stimulative effect on private productivity and output. Aschauer's application of a production function model at the national level implies that a $1 increase in pub-
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lic infrastructure investment will increase private output by roughly 40 cents. Munnell (1990, 1991) obtains similar results. The national effects of public investments, as estimated by these approaches, are much larger than the multistate, state-level, or metropolitan estimates developed by Munnell and others (Hulten and Schwab 1991). For example, Eberts's (1988) study of metropolitan areas found that a $1 increase in public investment increased private output by 7.5 cents. Munnell (1991) argued that one should not make too much of the size of these estimates; the pertinent fact is that they are all positive and statistically significant. Hulten and Schwab (1993), however, show that plausible corrections to the statistical procedures used by Aschauer, Munnell, Eberts, and others can alter both the sign and the statistical significance of the relationships they report. Whereas all of these authors would agree that individual projects can influence private output if other conditions hold, there is little agreement about their effects in general. Thus the highway capacity expansions of interest in this report cannot be assumed to stimulate growth, although they do when other conditions, such as the presence of agglomeration economies or improved access to labor or materials, hold.
Demographic Influences on Growth
Metropolitan decentralization has created a demand for transportation capacity not merely because of redistributed growth but also because many regions, particularly those in the South and West, are growing even as they decentralize. Population growth in the United States increased by approximately 10 percent between 1980 and 1990, but almost all of this increase occurred in metropolitan areas (Bureau of the Census 1994, Table 41). During that period population increased by 11.8 percent in metropolitan areas but by only 2.7 percent in non-metropolitan areas (Table 5-1). The growth in metropolitan population is unevenly distributed around the nation, with metropolitan areas in the South and West growing much faster than those in the Northeast and Midwest (Table 5-1).
Changes in the location preferences of firms and individuals across regions appear to create much of the demand for new transportation capacity. The transportation capacity is not itself attracting population
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TABLE 5-1 Percentage Change in U.S. Population, 1980–1990 (Bureau of the Census 1994, Table 41)
United States
and employment to the South and West, nor is it attracting growth to metropolitan areas. As described in later sections, however, transportation capacity affects the location and shape of development.
In the early 1900s Von Thunen and Ricardo recognized that agricultural land values depended in large measure on the accessibility of the land. Farmers valued land located closer to markets or linked by superior road access more highly than land located farther away. These insights were applied to residential land values in urban areas by Alonso (1964), who advanced the theory that residential land values closer to the center would be valued more highly than those on the periphery. Residents would balance housing costs against travel costs, and when travel costs (principally in the form of time) were high, residents would pay a premium for housing near the center. Alternatively, transportation improvements serving the periphery would reduce transportation costs and increase the value of land there while reducing the value of land in the central area. Reductions in commuting costs therefore would tend to cause cities to spread out.
The shape of cities, of course, is also heavily influenced by the location preferences of commercial entities. Giuliano (1989a) groups commercial location theories into three categories: (a) retail and service, (b) industrial, and (c) business location. Retail and service enterprise location is based on central place theory, which predicts
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location on the basis of population characteristics and the willingness of residents to travel for different kinds of goods (Christaller 1966; Giuliano 1989a).
According to this theory, a reduction in transport cost would result in larger, more dispersed centers, because consumers would be willing to travel farther to shop and consume services. Conversely, an increase in travel cost would result in smaller, more concentrated centers, all things being equal. (Giuliano 1989a)
Industrial location theory traces to Weber's early work during the 1920s, which is focused on the location advantages of regions. Firms are postulated to locate where the costs of transporting inputs to production and serving markets are minimized.
Business location theory is an extension of residential location theory; it holds that expanding transportation capacity to the periphery will increase the value of land at the periphery because of shifts in residential demand. The shifts will reduce the relative value of land at the center, which businesses can then use to their advantage, but the attractiveness will depend on whether the business is labor-or land-intensive. Thus, this theory predicts that reductions in transportation cost will have a decentralizing effect for residents, a centralizing effect for businesses seeking agglomeration economies or access to labor with specialized skills, and a decentralizing effect for businesses seeking access to land or lower-cost labor (Giuliano 1989a).
Several insightful reviewers have pointed out the limitations and weaknesses of location theory (Meyer and Gomez-Ibanez 1981; Gomez-Ibanez 1985; Giuliano 1989a; Giuliano 1989b; Garrison and Deakin 1992; Moore and Thorsnes 1994). Their conclusions are summarized in this section. It is acknowledged at the outset that all theories tend to oversimplify, for example by treating only a single mode or type of trip; assuming a homogeneous housing stock; or dealing with residential location while holding business location constant or vice versa, although the two are logically related. Perhaps most significant, most theories assume a monocentric city whereas current metropolitan areas—at least those that are growing—are polycentric.3 Industrial location theory has been criticized for focusing on cost minimization rather than consumer demand and for ignoring other
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TABLE 5-5 Mode Shares: LUTRAQ Western Bypass Study Area (Cambridge Systematics et al. 1992 and Parsons-Brinckerhoff in Giuliano 1994)
Home-based work trips
Solo drive
All Trips
II would reduce total automobile travel in the afternoon peak by 13.6 percent (Giuliano 1994, 30).
It is difficult to predict how much pedestrian- and transit-oriented residential designs in newly developing or redeveloping locations in a metropolitan area might affect automobile travel and how these changes, in turn, would affect regional air quality. Density benefits in terms of reduced automobile travel are partially offset by increased emissions due to traffic congestion. Modeling results from the Denver metropolitan area, for example, suggest that restricting almost all future development to transit corridors would substantially increase population density and transit use in these corridors by 2010, but no net improvement in regional air quality would result (May and Scheuernstuhl 1991). According to these estimates, carbon monoxide emissions would increase because of increased congestion, whereas other emissions would be largely unchanged. This study, however, assumed that pedestrian trips would not replace automobile trips within the transit corridors, which could bias the results. Nor did the study model the possible effects of complementary travel demand policies such as pricing parking. More important to understanding the implications for regional emissions is the low density of the existing metropolitan area. As with most western and southern metropolitan
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areas where population is growing, Denver's urbanized area has a relatively low population density [687 persons per square kilometer (1,780 persons per square mile)]. Even for the forecast year of 2010, 70 percent of Denver's population and 60 percent of employment locations are already in place. Thus substantially increased density, which at current growth rates would not be reached until well after 2010, would be required for these shifts in transportation and land use policies to substantially affect mode choice and trips at the regional level.
The regional consequences of added highway capacity and its effects on transportation, land use, and air quality are being estimated in many metropolitan areas because of the requirements in the Clean Air Act Amendments of 1990 (CAAA) and the Intermodal Surface Transportation Efficiency Act of 1991 that state air quality plans and transportation capital investment plans conform with one another. The San Francisco Bay Area's transportation investment plan has been extensively analyzed for its potential effects on air quality. These analyses were generated in part by litigation to stop the expansion of highway capacity in the region (Harvey and Deakin 1991). The new traffic that could be generated by the plan was estimated, and its effects on land use and regional air quality were forecast. The forecasts indicated that capacity increases internal to the region resulted in net reductions in emissions, whereas capacity increases in the fringe areas resulted in net increases in emissions. The overall effects of the build scenario were small, however; the transportation investment plan was estimated to reduce regionwide CO and VOCs by about 1 percent by 2010. These results are well within the forecast error of the models. The results could become negative if plausible changes in assumptions, such as more or faster automobile travel, are made (Harvey and Deakin 1991). 8 Current zoning and development restrictions also affect the results. When these restrictions are relaxed, specific communities can experience significant increases or decreases in density because of shifts in development and employment within the region (ABAG 1991), but the overall regional effects, positive or negative, remain small. Similar results have been obtained in the conformity analyses conducted by other metropolitan planning organizations (Hartgen et al. 1993; Hartgen et al. 1994). The modeling procedures used to calculate these effects, although state of the art in some re-
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gions, are fairly crude in others. Concerted research on such topics as travel behavior and modeling improvements is required to enhance the ability to estimate the consequences of highway capacity expansion on land use and air quality.
Highway capacity expansions are criticized because they are thought to lead to suburban sprawl, greater automobile use, and increased energy consumption and air pollution. The factors causing the decentralization of urban areas, however, are far more complex than just the expansion of highway capacity. Highway access to outlying areas is certainly necessary to support decentralization, but rising incomes, home buyers ' desire for larger homes and more land, and flight from problems in central cities have also influenced decentralization. It remains an open question whether the provision of road capacity helped cause the decentralization of urban areas or whether the demands for decentralization caused the roads to be built or expanded.
Highway expansions, combined with prevailing land use and automobile pricing policies, have influenced the form of metropolitan development. Most metropolitan areas have grown in population and spread that population over a larger land area. This has been particularly true in the south and west over the last decade. Highway expansions have helped redistribute this growth. Capacity expansions tend to redistribute growth that would have occurred anyway, but they can result in net new growth if they stimulate productivity gains in the private sector. This can happen if an expansion allows firms to improve access to labor, capital, or markets.
Theory predicts that a reduction in transportation costs due to an expanded highway will have a decentralizing effect on residential development and both centralizing and decentralizing effects on businesses. Businesses that serve individuals tend to follow them. Businesses exporting goods and services out of the urbanized area may or may not decentralize depending on the importance of agglomeration economies and the extent to which they are labor or land intensive. The net effect of reduced transportation costs, however, will be toward decentralization.
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Early case studies indicated that highway investments had powerful effects on land values and suburban development. More recent studies of major highway and transit investments do not indicate large effects. Analysts have advanced a number of reasons why transportation investments in recent decades have small effects on land use. Part of the problem is methodological. The cause-and-effect relationships are difficult to distinguish, even with sophisticated statistical techniques. Moreover, the impacts affect subsequent development for many decades, but most studies examine short-term consequences.
There are practical reasons why highway capacity expansions have relatively minor effects, at least over a 5- to 10-year period. The out-of-pocket cost of transportation is low (and falling), which reduces the importance of location relative to other preferences. It could be that once a basic level of accessibility is established, other preferences—for housing, neighborhood, or schools—take precedence (Giuliano 1989b). In addition, the transportation infrastructure in large urbanized areas is extensive and affords a high degree of personal mobility. Even substantial new investments in capacity will make only incremental changes in the infrastructure and will therefore have small effects on regional land use. (The effects within specific corridors, however, can be substantial.)
By contrast, past changes in transportation technology that influenced urban form were dramatic (Meyer and Gomez-Ibanez 1981,105). Shifting from walking to horse-and-buggy to streetcar to automobile produced sharp changes in travel speed, which facilitated a dispersal of residential development around metropolitan areas. These changes helped shape land use when they were introduced, but no similar changes have occurred in recent decades (Gomez-Ibanez 1985; Meyer and Gomez-Ibanez 1981, 105) or are anticipated in the near term.
Given the extensive highway network and the low-density built environment around it, even large expansions of highway and transit capacity are unlikely to have more than marginal consequences on land use in a 5- to 10-year time frame. It follows that small changes in capacity, such as improved traffic flow from signalization, will have negligible effects on land use.
Integrated models have been developed to examine the transportation-land use relationship. These models are far from perfect, but they provide a sense of the direction and magnitude of change. They confirm that highway capacity expansions on the periphery of an
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urban area lead to decentralization as the theory predicts, but they also indicate that the effects on density, and hence air quality, are small over a 20-year forecast period. Conformity analyses of metropolitan areas to meet the requirements of the CAAA, for example, indicate that the differences between the build and no-build scenarios are typically within the forecast errors of state-of-the-art models. Because highway expansions and low-density development patterns determine land uses over many decades, the effects of even marginal increases in highway capacity in any given year are likely to compound beyond the 20-year forecast used in most analyses.
Policies that encourage higher residential densities are being pursued in some metropolitan areas to reduce automobile use. Given the prevailing use of automobiles—and the subsidies that encourage their use (e.g., subsidized parking)—it would take large increases in density for trip making to shift from automobiles to other modes. Modest increases in density can reduce the amount of automobile travel, but the density of the average urbanized area would have to more than double to significantly affect mode choice. Moreover, most development is occurring on the periphery of urbanized areas, where the existing densities are far lower than within the urbanized area. Current policies and practices in most metropolitan areas make changes in density sufficient to affect mode choice and regional air quality difficult to achieve. Neighborhoods resist measures to increase density or to provide mixed uses, and close-in suburbs impose growth restrictions or use zoning practices that force development farther out. Efforts to reduce automobile use and improve regional air quality will have more potential if society is willing to make major changes in land use planning at the regional level and to fully price the use of the highway system.
Behavioral Research
An improved understanding of behavioral responses to transportation capacity expansions, among other influences shaping location preferences, is fundamental to efforts to better predict the land use and environmental effects of increased highway capacity. Because land
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uses change very slowly, behavioral responses to changes in highway capacity must be measured over forecast periods of 20 to 40 years to fully appreciate the implications of the capacity change. Longitudinal studies are required to address these issues. The main methodological problem to be solved is how to control for and isolate the effects of other influences shaping location preferences so that the effects of transportation investment can be studied. Methodological problems are compounded by the lack of adequate historical data on the many components to be measured. Finally, the cost and lack of funding for ongoing longitudinal studies make it difficult to mount a research program that might provide additional insights into the issues. The committee recognizes the significant methodological and empirical problems in addition to the costs of performing such analyses. Nevertheless, longitudinal studies are necessary to understand how the effects of changes such as highway capacity additions accumulate and unfold over decades. Research is needed on appropriate methodologies and data collection strategies.
Cross-sectional domestic and international comparisons of trip making as a function of land use patterns (e.g., density, land use mix, and urban design)—with controls for life-style, demographic, and household characteristics—should also be pursued to better understand how travel behavior can be affected through land development policies.
Suggestions for improving both the theoretical framework and the application of land use models have recently been made by other scholars (Wegener 1994; Deakin 1991) and are not repeated here. One of the key deficiencies is the lack of practical models that can be applied in metropolitan planning practice for policy analysis. Existing land use models could be improved by validating their ability to forecast. This could be done by first calibrating the models on existing historical data and then testing their ability to "predict" the present. In a few metropolitan areas the data exist to make such analyses possible.
The linkages between land use and transportation forecast models should be improved so that the long-term effects of transportation
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policies, such as adding highway capacity, on land use and related travel behavior can be examined comprehensively and with greater accuracy.
1. See especially the arguments advanced by Meyer and Gomez-Ibanez in Chapter 2 and Appendix A of their book, which builds upon the paper by Mills and Tan (1980).
2. Mieszkowski and Mills (1993) provide a critical review of the different explanations of suburbanization. Whereas crime, educational attainment, and taxes were not found to influence the decentralization of U.S. cities, race was found to be influential. Comparisons between Canadian and U.S. cities, which were found to be decentralizing at the same rate between 1950 and 1970, were unable to distinguish the influence of the more centralized land use planning and transit-dependent policies on the higher densities of Canadian cities from social stresses such as crime and schooling.
3. Moore and Thorsnes (1994) point out that the monocentric model provides important and useful insights that inform the development of a polycentric model, but the polycentric model is much more complicated because it is multidimensional.
4. For simplicity of exposition, this discussion assumes that increased regional automobile travel will have similar emissions consequences across regions. Because of the variability in meteorological conditions, the effects of increased travel on ozone formation will vary considerably across regions (NRC 1991).
5. The effects on air quality of jobs following residents in a decentralized pattern are complex. They include the consequence of less transit use but, as discussed in Chapter 3, are also greatly influenced by the automobile speed of the trips they replace. Depending on speed, speed variability, traffic volume, and local climatic conditions, this could be better or worse for air quality.
6. Ewing et al. (1994) obtain similar results for the effects of density on travel and trips in a microlevel analysis of travel in six South Florida communities of widely varying densities.
7. Urbanized area is a Bureau of the Census term defined by total population, presence of a central city, and population density. There must be a total population of 50,000 or more, and population density must exceed 386 people per square kilometer (1,000 people per square mile). An urbanized area can be parts of counties, unlike metropolitan areas, which are defined by county boundaries.
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8. The effects of capacity expansions on total traffic and emissions were also influenced by existing constraints on development. Growth controls in inner suburbs, for example, restrict the ability to increase density (and thereby reduce automobile use) as a result of expanded capacity in the urban core. By removing these restrictions on development, "the [modeling] results would have been somewhat different specifically, highway investment in the core would lead to some densification " (Harvey and Deakin 1991).
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Pucher, J. 1994. Public Transport Developments: Canada vs. the United States. Transportation Quarterly, Vol. 48, No. 1, Winter, pp. 65–78.
Putman, S. 1977. Calibrating a Residential Location Model for 19th-Century Philadelphia Environment and Planning A, pp. 449–460.
Putman, S. 1991. Integrated Urban Models 2: Policy Analysis of Transportation and Land Use. Pion Limited, London, 355 pp.
Putman, S. 1993. Sensitivity Tests with Employment and Household Location Models. Presented at the 3rd International Conference on Computers in Urban Planning and Urban Management, Georgia Institute of Technology, July
Rossetti, M., and B. Eversole. 1993. Journey to Work Trends in the United States and Its Major Metropolitan Areas. FHWA-PL-94-012. Federal Highway Administration, U.S. Department of Transportation
Schrank, D., S. Turner, and T. Lomax. 1993. Estimates of Urban Roadway Congestion, 1990. Research Report 1131-5. Texas Transportation Institute, College Station, March.
Small, K., and S. Song. 1992. "Wasteful" Commuting: A Resolution. Journal of Political Economy, Vol. 100, No. 4, pp. 888–898.
Wegener, M. 1994. Operational Urban Models: State of the Art. Journal of the American Planning Association, Vol. 60, No. 1, Winter, pp. 17–29.
Wilson, A., et al. 1981. Optimization in Locational and Transport Analysis. John Wiley and Sons, New York.


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NCEM Young Composers Award 2014
Launched on BBC Radio 3's Early Music Show on Sunday 17 November, this major national award is presented by The National Centre for Early Music and BBC Radio 3 in partnership with the internationally acclaimed vocal ensemble The Tallis Scholars, who are currently celebrating their 40th anniversary. The award is open to young composers resident in the UK in two age categories: 18 years and under; and 19 to 25 years.
The two winning works will be premiered by The Tallis Scholars in a concert given as part of the Music at Oxford International Concert Season 2014/15 and recorded for broadcast on BBC Radio 3's Early Music Show. This concert will take place on Friday 24 October 2014 at the Church of St. John the Evangelist, Oxford.
Composers are invited to write a new three to four minute work for a capella (unaccompanied) choir, specifically with The Tallis Scholars in mind. It should be scored for SSATB (two to a part), with the possibility of dividing these voices into ten parts. Compositions must set verses (Lamentations) from the Book of Jeremiah, a Biblical text which mourns the destruction of the city of Jerusalem in about 600 BCE. It is a text which has inspired many composers, from Tallis to Palestrina and Gesualdo and, more recently, Stravinsky (his Threni). Please see the Terms and Conditions for which verses to set, and full details of the award.
Applicants must have registered their interest in the award by emailing the National Centre for Early Music at firstname.lastname@example.com by 5.00pm on Friday 21 February. Completed scores and application forms must be delivered to the NCEM by 5.00pm on Friday 21 March. The award will be judged in York on Thursday 8 May, when a shortlist of entries will be rehearsed by the York based Ebor Singers in a workshop led by the composer Christopher Fox at the National Centre for Early Music. At 7.30pm on the same day The Ebor Singers will perform each of the pieces in front of a panel of judges in a public concert, after which the two winners will be announced, one for each of the two age categories.
The Terms and Conditions and application forms can be downloaded at the foot of the page, along with a Background to the Lamentations, written by the NCEM's Education Consultant Cathy Dew.
For further information see:
BBC Radio 3 Early Music Show www.bbc.co.uk/radio3/earlymusicshow
The Tallis Scholars www.thetallisscholars.co.uk
Music at Oxford www.musicatoxford.com
Listen to the winners of the 2012 Award - which was also presented in association with The Tallis Scholars - at www.ncem.co.uk/composersaward2012 and see the film of the 2011 Award in association with viol consort Fretwork at www.ncem.co.uk/composersaward2011 .
The 2014 NCEM Young Composers Award is supported by the D'Oyly Carte Charitable Trust and the Mayfield Valley Arts Trust.


text: Definition of Equuleus in English: Equuleus Syllabification: E·quu·le·usPronunciation: /ēˈkwo͝olēəs / Astronomy 1A small northern constellation (the Foal or Little Horse), perhaps representing the brother of Pegasus. It has no bright stars. 1.1 (as genitive Equulei /ēˈkwo͝olēˌī/) Used with a preceding letter or numeral to designate a star in this constellation: the star Delta Equulei OriginLatin. More definitions of EquuleusDefinition of Equuleus in: The British & World English dictionary Get more from Oxford Dictionaries Subscribe to remove ads and access premium resources Find out more More on Equuleus Nearby words equivocation equivoque Equuleus ER -er More words in this category Boötes Cancer Centaurus Corona Borealis fish 1 Word of the day Wanderjahr Pronunciation: ˈvändərˌyärnouna year spent traveling abroad See full definition


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New report examines how budget cuts would put at risk 22,500+ jobs and harm regions with innovative aerospace clusters. (Free download available.)
The blueprint cites the example of 500 commercial clients of the insurer FM Global, which experienced about 85% less damage from Hurricane Katrina as similarly situated properties. The reduced losses were directly the result of building retrofits and other hurricane loss prevention and preparedness measures taken by the insurer's 500 policyholders.


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Illinois Digital Archives
initial post-conviction proceeding, the record rebutted his claim that he could not have raised the trial court's failure to admonish at that time. In addition, the trial court's finding that there was not "cause" for failing to raise the issue in the initial proceeding was subject to the manifest weight of the evidence standard of review. The trial court's finding was not against the manifest weight of the evidence; the failure of a post-conviction petitioner (or his counsel) to recognize the factual or legal basis of a claim does not constitute "cause." Finally, although the case law at the time of the initial proceeding was against defendant on the failure to admonish issue, the claim itself was not new and had been raised unsuccessfully for several years. A lack of precedent for a particular position does not constitute "cause" for failing to raise the issue; even where the law is unfavorable, an issue must be raised to preserve it for review. (Defendant was represented by Assistant Defender Kerry Bryson, Ottawa.) §9-1(i)(2) People v. Wrice, 2012 IL 111860 (No. 111860, 2/2/12) 1. Under People v. Wilson, 116 Ill.2d 29, 506 N.E.2d 571 (1987), use of a coerced confession as substantive evidence of guilt cannot be harmless error. Here, the court modified the rule to hold that use of a physically coerced confession as substantive evidence of guilt cannot be harmless error. 2. The court rejected the State's argument that the Wilson rule will allow petitioners to easily establish "prejudice" for purposes of the "cause" and "prejudice" test, and will therefore invite frivolous claims of coerced confessions in successive post-conviction petitions. First, a post-conviction petitioner must show both "cause" and "prejudice" in order to obtain leave to file a subsequent post-conviction petition. Here, the State conceded that the defendant had established "cause" for failing to raise the issue in his earlier petitions. Second, meeting the "cause" and "prejudice" test does not entitle the petitioner to relief. Instead, the petition merely proceeds to adjudication, with the petitioner required to carry the burden to establish the truth of his allegations. Because defendant alleged that newly discovered evidence showed that his confession was the product of police torture, and the State conceded that defendant had shown "cause" for failing to raise the issue in prior post-conviction 50
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Astoria Hotel100 Sussex Gardens , Westminster, London, W2 1UH (Show map)
Review score
Score from 522 reviews
Location is good. Breakfast nice.
Moscow Area
Good price for a good hotel. Under reconstruction so I believe it´s going to even better. New bathrooms and showers. Nice included breakfast. Close to the center of London, 10 min walk.
Convenient location. Staff friendly and responded to our requests very quickly.
Good staff with excellent customer service. Breakfast was lovely, location excellent and will still want to stay in that hotel anytime any day.
Excellent value for money Close to everything! Excellent!
Bedding and shower were clean, good mattress. Breakfast was perfectly OK, room facilities all present. Staff friendly and helpful.
Couldn't fault anything Back to be my favourite place to stay in london Very welcoming staff
The room was clean. Breakfast was good, and hot. Free WIFI. We basically had everything we needed.
The reception when we first arrived was good where we got info on things to do. We are able to leave our luggage before checking in and after checking out at the reception area ewhich was a free service. We had a hearty breakfast thanks to Sol and crew
Value for what I paid.only downside is shower cubic is too small but can't complain as u r getting cheap accommodation . It's near to underground and sightseeing bus tours
Astoria Hotel is a Neo-Georgian building situated on a tree-lined street, less than half a mile north of Hyde Park. The Hotel provides a concierge service and a full English breakfast. There is a 24-hour front desk and free Wi-Fi throughout. Rooms at the Astoria are individually decorated using contemporary furnishings and pastel colours. They are all equipped with an en suite bathroom and a TV, as well as tea and coffee making facilities and a work desk. The hotel is less than a mile from Marble Arch and only a mile from Bayswater's popular shopping district. Heathrow Airport can be reached in 20 minutes from Paddington Rail Station and Buckingham Palace is less than 2 miles from the property. Hotel Rooms: 23 Why use Booking.com?Why use Booking.com?Low ratesNo booking fees • Save money! • Best Price Guaranteed 433,261 properties worldwide
Including 116,390 holiday rentals Unbiased reviews26,040,000 reviews from real guests We speak your languageWebsite and customer service in English (UK) and 41 other languages Booking is safeWhen you book with us your details are protected by a secure connection. Food & DrinkRestaurant InternetFree! WiFi is available in all areas and is free of charge. ParkingPrivate parking is possible on site (reservation is needed) and costs GBP 10 per day. Services24-hour front desk, Currency exchange, Tour desk, Ticket service, Luggage storage, Concierge service, Ironing service GeneralSafety deposit box, Non-smoking rooms, Family rooms, Heating Check-in13:00 - 23:30 hours Check-out01:00 - 11:00 hours Cancellation/
Westpoint HotelWith a superb location near Hyde Park, Westpoint Hotel is an attractive Georgian building with modern rooms, a 2-minute walk from Paddington rail and Underground station.Most recent booking for this hotel was today at 20:14
Score from 2052 reviews
Review score
- 7/10
White House HotelSet in an elegant Victorian town house, White House Hotel has a 24-hour front desk and cosy bedrooms. The hotel is situated in stylish Paddington, just a 10-minute walk from Hyde Park.Most recent booking for this hotel was today at 15:12
Score from 421 reviews
Review score
- 6.1/10
Royal Norfolk HotelLess than a 1-minute walk from Paddington Station, The Royal Norfolk Hotel offers a free luggage storage service and en suite rooms with Freeview TV.Most recent booking for this hotel was 9 minutes ago
Score from 1516 reviews
Review score
- 6.3/10
StylotelJust a 5-minute walk from Hyde Park, Stylotel is a state-of-the-art property set between 2 19th-century townhouses, with ultra-modern, contemporary rooms. Oxford Street is a 15-minute walk away.Most recent booking for this hotel was today at 19:51
Score from 866 reviews
- 7.6/10


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More Prometheus Casting News - Rafe Spall On-Board
A bit more casting news coming in for Ridley Scott's is or isn't it an Alien prequel, Prometheus, and it appears that an actor who's no stranger to having a bit of red on him has joined the intergalactic fold.
Michael Fassbender Sheds a Bit More Light on Ridley Scott's Prometheus
We admit it. When it comes to Ridley Scott's is or isn't it an Alien prequel, Prometheus, we can't get enough info and teasers. And it seems that Michael Fassbender is our best source at the moment as the actor has spoken once again about the hush-hush project and how his character fits into things.
More Prometheus Casting News
And slowly the pieces are all coming together concerning Ridley Scott's Alien prequel, now titled Prometheus. More casting news has hit the net and we got the word on who you can expect the Xenomorphs to become attached to!
More Prometheus Chatter - About Those Aliens ...
Some more chatter has found its way online pertaining to Ridley Scott's Alien prequel, now titled Prometheus. Wondering just how the Xenomorphs will be introduced? Wonder no longer.
Submitted by Uncle Creepy on Fri, 02/25/2011 - 12:24am
The Space Jockey Will Return to Alien Prequel Prometheus
With the Alien prequel, now titled Prometheus, looming on the horizon, everyone's wondering just how much of the Alien universe will be explored in the upcoming film. While the jury is still out, we do know one familiar face coming back ... the space jockey!
Scoot McNairy Circling Prometheus and Abraham Lincoln: Vampire Hunter
After bursting onto the genre scene in Gareth Edwards' highly acclaimed Monsters, actor Scoot McNairy has gotten Hollywood's attention, and as a result the man has some really exciting projects on the table.
Michael Fassbender Talks Alien Prequel Prometheus
What's this? Two Prometheus stories just minutes apart from each other? Yep, that's how this unusually busy Friday is going. In any event there's been a lot of talk concerning just how much of a prequel Prometheus will be to Alien. Thankfully star Michael Fassbender is here to wash away some of the scary doubt.
Charlize Theron Heads to Prometheus To Tango with Aliens
Add some more star power to the ever growing cast of Prometheus, Ridley Scott's upcoming prequel to the runaway hit Alien. Looks like everyone behind this one has been pleased in terms of casting. Now just start making this thing already!
More on (the Alien Prequel?) Prometheus
Okay. We officially have a headache. Is Prometheus an Alien prequel? Is it an entirely different beast altogether? Or is it both? There's certainly a lot of confusion surrounding the Ridley Scott film, and no one on the inside is talking. Although ...
Alien Prequel Prometheus Finds its Male Lead
Let's face it. Sharing the screen with an actor as talented as Dragon Tattoo's Noomi Rapace is no easy task. She needs a co-star who's not only up to the challenge but has the acting chops to pull it off. Director Ridley Scott has found his choice for just such a co-star.
Make a New Date with (Alien Prequel) Prometheus
We're not entirely sure just how much of a prequel to Alien Ridley Scott's new film Prometheus will be, but being that H.R. Giger is still involved, there's hope!
Alien "Prequel" Gets a Title and a Leading Lady
Okay, now this is some news we can celebrate going into the weekend! Not only does the Ridley Scott "Alien prequel" have a title and a star (one we couldn't be more excited about), but we also have a better idea of how it fits into the Alien mythos.
Submitted by Uncle Creepy on Fri, 01/14/2011 - 8:42pm


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Just over 950m mobile phone users worldwide are forecast to use their handsets for mobile ticketing by 2018, up from 458m this year, according to a new report from Juniper Research, but NFC ticketing will be slower to hit the mainstream than the analysts had previously expected.
"In the short term, the outlook for NFC ticketing was less optimistic, with a lack of implementation standards a key barrier to interoperability," Juniper says. "Furthermore, transaction speed targets have yet to be achieved, providing a further obstacle to widespread deployments and increasing the probability that contactless cards, rather than NFC handsets, will be the primary delivery mechanism."
"We had already scaled back our forecasts for NFC ticketing deployments in the wake of Apple's decision not to include an NFC chipset in the iPhone 5," says Mobile Ticketing Strategies report author Dr Windsor Holden. "Given the outstanding technical issues and the continuing failure of NFC stakeholders to communicate the value proposition to transport operators, further downward revisions were required; we do not envisage anything other than ad hoc deployments in the immediate future."
Last week, Gartner cut its NFC payments forecast by 40%. Berg Insight, however, forecast that one in three mobile phones in circulation in 2017 will come with NFC.


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A number of factors are involved in determining the ideal observatory configuration. For example, how big is your telescope? What is the size of your observatory site? Are there any restrictions or special considerations? Durango Skies has the knowledge and experience to recommend the solution that is right for you. We will team with your architect/builder to review the observatory site design and perform a plan review with the builder or contractor who is preparing your site.
As an authorized dealer, Durango Skies can order the observatory, telescope, mount and pier for your observatory project. We schedule and coordinate delivery dates of your observatory and telescope equipment according to your construction timeline. During the observatory ordering process, which can take several months, we are available to answer any questions that your builder may have regarding site construction.
Durango Skies provides supervision and guidance of your crew to properly assemble the dome and install the electronic components. We thoroughly test the dome, making sure the rotation and shutter operate smoothly in both manual and mechanized modes. We also install the pier, mount, and telescope, and perform a rough polar alignment of the system before the telescope is mounted. Once the telescope is installed, we test the entire system and complete the final polar alignment. We can also test the dome's automation software and its integration with your telescope system.
Durango Skies can provide you with personalized on-site training, from the operation and care of your dome and telescope, to guidance on your automation software. We can also get you started on astrophotography.


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Mediterranean House Plans Belle Chase are great for families. This sprawling house plan has a great wall of sliders for your view of the golf course or lake. This plan offers 3 bedrooms plus a study and 4 bathrooms. The bonus room is great for the pool table. You'll enjoy having friends over to enjoy a movie in your theatre room. This Mediterranean home plan is not available for sale in Orlando, FL.
All sales of house plans, modifications, and other products found on this site are final. No refunds or exchanges can be given once your order has begun the fulfillment process. Please see our Policies for additional information.
All house plans offered on ThePlanCollection.com are designed to conform to the local building codes when and where the original house plan was drawn.
The homes as shown in photographs and renderings may differ from the actual blueprints. For more detailed information, please review the floor plans herein carefully.