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Motor vehicle crashes are the leading cause of accidental death and a major cause of unintentional injury in the United States. They burden society with nearly $140 billion in annual economic losses alone (NHTSA 1995, i).1 Although the current fatality rate of 1.1 fatalities per 100 million vehicle kilometers (1.7 fatalities per 100 million vehicle miles) traveled is a historic low, it nonetheless represents more than 40,000 annual deaths and 3 million injuries (NHTSA 1995, i). Federal motor vehicle safety standards and vehicle design improvements, which resulted in the introduction of such safety features as air bags, have played an important role in improving highway safety. Fatality rates have fallen by nearly 70 percent since 1966, the year federal motor vehicle safety standards were authorized (NHTSA 1995).
Past safety gains notwithstanding, consumers have become more aware of the value of vehicle safety features and rate them as important factors in passenger vehicle purchasing decisions. Consumers could make even more informed purchase decisions with accurate comparative information on vehicle safety characteristics. Over time, improved comparative data on vehicle safety characteristics could also affect vehicle design as manufacturers respond to market pressure to provide safer vehicles. In addition, consumer safety information can be an appropriate complement to regulation: within a set of minimum standards, it enables consumers to make choices that reflect individual preferences and attitudes toward risk (Magat and Viscusi 1992, 4).
The purpose of this study is to examine consumer automotive safety information requirements and the most cost-effective methods of communicating this information. More specifically, the congressional
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Motor vehicle crashes are the leading cause of accidental death and a major cause of unintentional injury in the United States. They burden society with nearly $140 billion in annual economic losses alone (NHTSA 1995, i).1 Although the current fatality rate of 1.1 fatalities per 100 million vehicle kilometers (1.7 fatalities per 100 million vehicle miles) traveled is a historic low, it nonetheless represents more than 40,000 annual deaths and 3 million injuries (NHTSA 1995, i). Federal motor vehicle safety standards and vehicle design improvements, which resulted in the introduction of such safety features as air bags, have played an important role in improving highway safety. Fatality rates have fallen by nearly 70 percent since 1966, the year federal motor vehicle safety standards were authorized (NHTSA 1995).
Past safety gains notwithstanding, consumers have become more aware of the value of vehicle safety features and rate them as important factors in passenger vehicle purchasing decisions. Consumers could make even more informed purchase decisions with accurate comparative information on vehicle safety characteristics. Over time, improved comparative data on vehicle safety characteristics could also affect vehicle design as manufacturers respond to market pressure to provide safer vehicles. In addition, consumer safety information can be an appropriate complement to regulation: within a set of minimum standards, it enables consumers to make choices that reflect individual preferences and attitudes toward risk (Magat and Viscusi 1992, 4).
The purpose of this study is to examine consumer automotive safety information requirements and the most cost-effective methods of communicating this information. More specifically, the congressional
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request that prompted the study asks for an evaluation of "the validity of current programs, public and private, in providing accurate information to consumers on the real-world safety of vehicles, the possibility of improving the system in a cost-effective and realistic manner, and the best methods of providing useful information to consumers " (Appendix B).
Experiences with other informational programs, such as energy efficiency labeling for major appliances and fuel economy information for passenger vehicles, suggest that clearly presented, meaningful information can raise awareness and, over time, foster more informed purchase decisions.
The National Highway Traffic Safety Administration (NHTSA) is the lead federal agency for motor vehicle regulation and for providing consumer automotive information.2 Title II of the 1972 Motor Vehicle Information and Cost Savings Act (Public Law 92-513) directed NHTSA to develop comparative information on the damage susceptibility, crashworthiness, repairability, and insurance costs of individual makes and models of automobiles for distribution to consumers (Booz, Allen Applied Research 1976, II-1). The intent was to help consumers select wisely among purchase options and provide market incentives for vehicle manufacturers to produce cars that are less susceptible to damage, more crashworthy, and more easily repaired (U.S. Congress. Senate 1971, pp. 10, 15–16, 23–24; U.S. Congress. House 1972, pp. 7–8, 17–18).
NHTSA's primary response to the vehicle safety-related information requirements of Title II was to establish the New Car Assessment Program (NCAP) in 1978. The program provides consumers with a measure of the relative crashworthiness of passenger vehicles of similar weight by estimating injury levels of vehicle occupants involved in frontal crashes from crash tests using humanlike instrumented dummies. Test results, which were first made available for selected model year 1979 automobiles, have been published annually ever since. In response to a 1992 congressional request, NHTSA adopted a simplified, more user-friendly rating scheme to make the test results more understandable and accessible to consumers (NHTSA 1993, 8).
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More recently, as part of a Notice of Proposed Rulemaking on rollover prevention (Federal Register 1994), NHTSA proposed a new consumer safety information requirement —a safety label on all passenger vehicles providing comparative information on their resistance to rollover.3 Both the automobile industry and safety advocacy groups raised issues concerning the proposed measures of and the presentation of information about vehicle rollover propensity.4 The desirability of the safety label itself is an issue. Because of various federal and state requirements, vehicles have, or will soon have, labels providing information on many subjects—fuel economy, domestic content, bumper impact capability, proper placement of child safety seats, and use of safety belts with air bags—as well as more traditional price and equipment information. Additional safety information could overwhelm the consumer or simply be ignored, lessening or eliminating the value of the information.
The reaction to NHTSA's proposed safety information requirement prompted Congress to request this study and delay issuance of a final rule until its completion. In response to these concerns, the study attempts to determine
Appropriate safety-related characteristics for which consumer information is needed;
The technical feasibility of developing simple and meaningful measures of complex safety information, including the feasibility of establishing summary measures of vehicle safety;
Meaningful and cost-effective approaches of conveying safety and other automotive information to consumers; and
Institutional strategies needed to promote continuing improvements in consumer safety information and vehicle design.
The study is focused on development of more meaningful vehicle safety information to foster better consumer purchase decisions. New vehicles, including passenger cars and light truck vehicles (i.e, pickup trucks, vans, and sport utility vehicles) are the primary focus, but some of the approaches could also be relevant for used cars.5
In the remainder of this chapter, some of the complexities involved in the development of meaningful consumer automotive safety information are introduced. These include the multidimensional nature of vehicle safety; the relative contribution of the vehicle, the driver, and the environment to crash likelihood; consumer attitudes toward the riskiness of driving generally; and institutional issues affecting information provision.
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One of the difficulties of providing vehicle safety information in a simplified format for consumers is defining what is meant by vehicle safety. Unlike vehicle fuel economy or appliance energy efficiency, which can readily be represented in one or two summary measures (e.g., gas mileage in city driving and highway driving), vehicle safety is a multidimensional concept that is difficult to capture in a single measure.
One way to conceptualize vehicle safety is to distinguish vehicle design characteristics and features related to the probability of being in a crash—referred to as crash avoidance—from those providing protection from harm during a crash—referred to as crashworthiness.
Crash Avoidance
Vehicle characteristics such as braking performance, vehicle stability, and visibility can help drivers avoid a crash or recover from a driving error. For example, antilock brakes prevent the wheels from locking and the car from skidding, thus helping the driver maintain control of the vehicle, particularly on wet and slippery surfaces (IIHS 1994b). Vehicles that have a low center of gravity relative to their track width have less of a propensity to roll over if the car runs off the road or collides with a barrier or another vehicle, all else being equal (Gillespie 1992, 310–313).
In some cases the potential benefits of crash avoidance features may be considerably muted by driver behavior. For example, sports cars, which are known for their stability and handling capabilities, have some of the highest fatality rates as a vehicle class (IIHS 1994c). In the future, new technologies under development as part of the Intelligent Transportation Systems program6—heads-up instrument display panels, enhanced night vision systems, and collision avoidance systems—may enhance driver ability to avoid crashes.
Vehicle Crashworthiness
Once a crash occurs, vehicle safety characteristics such as weight and size play a critical role in determining the protection afforded vehicle occupants. The extent of injury is directly affected by the crash energy and the manner in which vehicle occupants experience the associated forces. Heavier vehicles typically have a larger interior space, thus providing a longer distance for the occupants to decelerate to a stop and reducing the likelihood of injury (Evans 1994, 12). Larger vehicles, with
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more external energy-absorbing structures, do a better job of preventing intrusion into the occupant compartment and increasing the time the crash forces take to reach the occupants (O'Neill 1995, 4, 6–7). All else being equal, occupants of a heavier, larger car will fare better than the occupants of a smaller, lighter car if the two cars collide.
Vehicle size and weight thus help mitigate the effects of a collision with another vehicle or an object outside the car. Occupant protection features have been developed to reduce what are known as the "second " and "third" collisions, that is, the collision of the vehicle occupants inside the car (against the dashboard or windshield) and the collision of internal organs within the human body, respectively. For example, collapsible steering columns and padded dashboards help deflect or cushion collision impacts. Safety belt systems, which are required in all vehicles, help avoid the second impact. The seat belt is intended to restrain the lower torso and help hold the occupant inside the vehicle, whereas the shoulder belt primarily keeps the upper body away from the steering wheel, dashboard, or windshield (IIHS 1994b). Air bags further protect the occupant's upper body in a severe frontal crash by providing an energy-absorbing cushion between the driver or front seat passenger and the interior of the vehicle (IIHS 1994b). Frontal air bags, however, provide no protection in rollovers or rear- or side-impact crashes; only safety belt systems offer this protection. Seat- and door-mounted air bags are now being introduced by some manufacturers to provide better protection in side-impact crashes.
This brief summary of how vehicle characteristics and features affect highway safety illustrates the complexity of attempting to describe these factors in a simple yet meaningful manner as a basis for comparing the relative safety of individual vehicles. A major issue, which is discussed in the following section, is the difficulty of isolating vehicle factors from driver behavior and environmental conditions, which all interact to affect crash likelihood and crash outcomes.
Vehicle crashes are complex events involving driver behavior, vehicle characteristics, and environmental conditions. Three in-depth studies of crashes dating from the 1970s (Perchonok 1972; Sabey 1973; Treat et al. 1979) attempted to assign causality to each of the major factors contributing to crash likelihood. The studies found that driver error or in-
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appropriate driving behavior was the major contributing factor in 60 to 90 percent of motor vehicle crashes. Environmental factors (e.g., weather, road conditions, signing, and lighting) played a major role in 12 to 35 percent of the crashes. Vehicle-related factors (e.g., brake failures) were dominant in only 5 to 20 percent of the crashes.
A recent General Accounting Office (GAO) study (GAO 1994) also investigated the relative contributions of driver attributes and vehicle characteristics to crash likelihood.7 GAO found that driver characteristics such as age and traffic violation history far outweighed vehicle factors—including vehicle age, weight, and size—in predicting crash involvement (GAO 1994, 2, 3). Thus, although vehicles differ in many of their characteristics and features, vehicle-related characteristics are only one factor, and to the extent prior studies are correct, a small factor in crash likelihood.
Once in a crash, however, vehicle characteristics that contribute to crashworthiness, such as size and weight, how the vehicle absorbs energy, and restraint system attributes, play a large role in determining the likelihood and extent of occupant injury. In fact, because of this close coupling of vehicle characteristics and vehicle crashworthiness, federal regulations and research have placed a high priority on measures for improving vehicle crashworthiness. Numerous studies have documented that crashworthiness improvements have resulted in measurable reductions in fatalities and that the benefits of crashworthiness regulations on the average are greater than the costs.8
Nearly 30 years of federal safety regulation and manufacturer design to comply with these standards has resulted in great improvements in vehicle design and performance. In addition, safety regulations have provided standards against which individual vehicles can be compared and their performance measured.
The National Traffic and Motor Vehicle Safety Act (P.L. 89-563) of 1966 authorized the then newly created NHTSA to set minimum vehicle safety performance standards, which meet the needs of motor vehicle safety.9 Within 2 years of its creation NHTSA had issued 29 motor vehicle safety standards and had proposed 95 more (Graham 1989, 32).
The primary concern of NHTSA's early vehicle-related programs was to improve vehicle crashworthiness in frontal crashes, because of the large number of fatalities and injuries in this type of crash (TRB 1990,
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41). Early crashworthiness research focused on methods for reducing injury in frontal collisions through demonstration of air bag technologies and development of anthropometric test devices (crash dummies). These efforts culminated in Federal Motor Vehicle Safety Standard (FMVSS) 208 requiring that new automobiles not exceed certain injury thresholds measured in a 48-km/hr (30-mph) frontal crash test.10
After a lengthy and contentious debate over the technical feasibility and reliability of automatic or passive occupant restraint systems to improve vehicle crashworthiness, the U.S. Department of Transportation (DOT) issued a final rule in 1984 requiring automatic protection in new vehicles.11 The automobile manufacturers could meet the amended FMVSS 208 with automatic safety belt systems or air bags; phase-in requirements began in model year 1987.
After the initial emphasis on mitigation of frontal collisions, NHTSA 's attention shifted to occupant protection in side-impact crashes during the mid-1970s (TRB 1990, 41). After 10 years of development, NHTSA promulgated its amended regulation on side impact in 1988. The standard was upgraded in 1993 so that all passenger vehicles must now meet a dynamic side-impact crash standard.
In recent years NHTSA has focused on rollover crashes, another major source of fatalities and injuries (TRB 1990, 41). An Advance Notice of Proposed Rulemaking was published in January 1992, but NHTSA concluded in its recent Notice of Proposed Rulemaking that establishing a single minimum stability standard for passenger cars and light trucks could not be justified on cost-benefit grounds (Federal Register 1994, 33,258).12 Instead, NHTSA is proposing a broad range of measures to address rollover crashes, including antilock brakes; increased roof strength, better window construction, and improved door latches; and the consumer safety label previously discussed (Federal Register 1994, 33,256).
Federal vehicle safety regulations appear to have contributed to greater uniformity in safety performance, particularly in vehicle crashworthiness as measured by frontal crash test results for passenger vehicles of roughly equivalent weight (Kahane et al. 1994). Moreover, safety standards now apply to all categories of vehicles. By 1998 all new passenger vehicles—light trucks, vans, and sport utility vehicles as well as cars—will be required to have the same major safety features and meet the same crash test standards.13 (Appendix C gives the regulations that are or soon will be required for the passenger and light truck vehicle fleet.14)
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Federal vehicle safety standards also provide a source of comparative information about vehicle safety features and performance that can be adapted for consumer information purposes. Information is or soon will be available for a wide variety of vehicle safety characteristics and features, much of which is derived from vehicle regulatory requirements. However, some important vehicle safety characteristics, such as size, weight, energy-absorbing capability, and many nonregulated safety features are not reflected in federal motor vehicle safety standards.
There may be a receptive audience for vehicle safety information now that consumers have become more aware of the value of vehicle safety features. Some consumers, however, may take safety for granted in automobile purchasing decisions because of the existence of federal regulations. Participants in recent NHTSA focus groups gave credence to this possibility: "Safety is not going to be my prime concern because I know that by federal law there are certain features which must be on all vehicles. I trust those features" (S.W. Morris & Co. 1993, 20).
Consumer interest in vehicle safety information also may be affected by how drivers perceive the riskiness of driving. Millions of Americans drive each day and complete their trips safely, thus reinforcing the individual's perception that the risks involved in driving are low. With about 175 million licensed drivers, each driving an average of 21 400 km (13,400 mi) per year, the occurrence of a crash,15 on the average, is one every 335 000 driver kilometers (209,400 driver miles) or every 16 years of driving. The occurrence of a fatality is considerably less—one every 93 million driver kilometers (58 million driver miles) or every 4,300 years of driving.16 Of course, driving is not always conducted under average conditions. The likelihood of fatalities is considerably higher on two-lane rural roads, on weekend nights when alcohol consumption is a key factor, and for young (under 25) and older (65 or over) drivers and vehicle occupants. Nevertheless, the common perception, even among drivers who have been in a crash, is that such incidents are rare, unpredictable events largely outside reasonable human control—a view reinforced by the frequent direct feedback of crash-free motor vehicle trips (Evans 1991, 311).
Many drivers believe that driving risk is low and that they themselves are less likely than others to experience a crash. Research indi-
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cates that most drivers rank their own driving skills and safe driving practices as better than average (Evans 1991, 322–324; Williams et al. 1995, 119; Svenson 1981, 146). Thus, they may not be inclined to seek information on vehicle safety, or, where information is provided, they may view the information as applying to others.
A final issue that affects the provision of meaningful consumer automotive safety information concerns the providers of that information. Congress has designated NHTSA as the lead agency with responsibility for this function, and NHTSA has enjoyed some success in this role. The agency 's primary consumer vehicle safety information initiative—the NCAP—has encouraged manufacturers to design more crashworthy vehicles. Vehicle crash test scores have improved markedly since testing was begun in 1979, with the greatest improvements in the early 1980 model years. Parallel reductions in fatality likelihood for belted drivers in actual head-on collisions over this same period suggest that publication of NCAP scores contributed to vehicle design improvements (Kahane et al. 1994, 13).17
However, there are limitations to NHTSA's role as consumer safety information provider, suggesting the need for a broader-based effort. NHTSA's ability to develop more comprehensive consumer information is severely limited by resource constraints. Further progress also requires systematic rethinking of improvements in testing and measurement, which will be difficult for NHTSA if it does not have the collaboration of industry. Finally, safety is not the only policy objective for which NHTSA is responsible. For example, consumers could be urged to purchase larger and heavier cars to reduce the injury potential of vehicle occupants, but this prescription would likely be at odds with NHTSA's responsibility to improve vehicle fuel economy.
Given all the caveats about the difficulty of providing meaningful consumer automotive safety information—the multidimensional character of vehicle safety and crash likelihood, the diminishing variation in safety features among motor vehicles, and the low risk that many travelers assign to driving—why attempt to improve vehicle safety infor-
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mation? There are four good reasons. First, market incentives may not be adequate to provide the comprehensive safety information that consumers need to make informed purchase decisions. Second, although motor vehicle safety regulations have provided common safety standards among passenger vehicles, vehicles continue to differ in many safety-related dimensions (e.g., mass, size, stability, and crashworthiness). These dimensions can affect safety-related performance, which suggests the desirability of publicizing these differences. Third, the experience of NHTSA's NCAP indicates that providing comparative information on vehicle safety performance can be effective in motivating automobile manufacturers to build added safety into vehicle design. Fourth, the information may affect consumer attitudes and purchasing behavior. Many individuals of driving age will be in the market for a car18 in the next few years, and market research suggests that consumers, at least new car purchasers, are more aware today of the value of vehicle safety features. Thus, a potentially large audience exists for meaningful vehicle safety information, which can help consumers select the safest vehicle that will meet their needs and minimize crash likelihood and injury potential.
The remainder of the report is concerned with what and how vehicle safety information should be provided to consumers. The key data sources and state of knowledge about vehicle crash avoidance and crashworthiness as a basis for providing consumer vehicle safety information are summarized in Chapter 2. The strengths and weaknesses of currently available consumer safety information are reviewed in Chapter 3, and recommendations are made for improving current information. An overview of what is known about how consumers think about automobile safety and how they search for and use information in making automobile purchase decisions is given in Chapter 4. Research to fill current gaps in knowledge is identified. Recommendations for developing and communicating improved consumer vehicle safety information, including summary measures of vehicle safety, are presented in Chapter 5, and an organizational structure and an implementation strategy to promote continuing improvements in consumer safety information and vehicle safety design are proposed in Chapter 6.
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1. Economic costs include medical costs, present and future discounted earnings losses, legal and court costs, coroner or medical examiner costs, emergency services, insurance administrative expenses, and delay costs caused by the crash (NHTSA and FHWA 1991, 31). Costs are estimated in 1990 dollars.
2. However, other federal agencies are involved. The Environmental Protection Agency is responsible for fuel economy information, the Justice Department handles price labeling on new cars, and the Federal Trade Commission handles used car labeling.
3. In the longer run, the NHTSA-proposed safety label could contain other information on vehicle safety, such as vehicle performance in frontal and side-impact crashes. The Notice of Proposed Rulemaking indicated that NHTSA would propose such additions in a supplemental rulemaking (Federal Register 1994, 33,256).
4. Industry and safety advocates both criticized the proposed safety label, but for different reasons. The automobile manufacturers questioned the feasibility of providing meaningful comparative information on vehicle rollover propensity in a simplified form (AAMA 1994). Safety advocates supported the concept of a safety label but were highly critical of what they regard as the overly simplified information NHTSA currently provides on vehicle frontal crashworthiness (IIHS 1994a). Moreover, they strongly opposed the requirement of a safety label, perceiving it as a substitute for a rollover stability standard (Advocates for Highway and Auto Safety 1994).
5. Providing safety information about used vehicles is a far more complex task because of the potential for modifications to used vehicles as well as their different crash experience. However, some methods of communicating vehicle safety information on new vehicles (e.g., a safety brochure), depending on the information they include, could also be appropriate for used vehicles.
6. The Intelligent Transportation Systems program includes four major categories of technology: (a) advanced traffic management systems for controlling and optimizing traffic flows on road networks, (b) advanced traveler information systems, (c) advanced vehicle control systems, and (d) commercial vehicle operations (TRB 1991, 21–23).
7. The analysis was based on a North Carolina data base, and hence the findings cannot be generalized to the nation as a whole.
8. Evans (1991) summarizes the NHTSA estimates of fatality reductions for vehicle occupants that can be attributed to the introduction of individual crashworthiness regulations, which range from 0.33 percent to 4.4 percent, and estimates larger combined effects in the neighborhood of 11 percent. (Note that these results do not include effects on nonoccupants, who, it can be argued, are largely unaffected by crashworthiness measures that are aimed at protecting vehicle occupants, such as energy-absorbing steering
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columns.) Other researchers such as Crandall et al. (1986) have found that "the total benefits from the lifesaving effects of [crashworthiness] safety regulation are substantially greater than the costs of the required safety features on passenger cars under most reasonable assumptions" (p. 84).
9. The companion Highway Safety Act (P.L. 89-564) of 1966 provided national standards to guide state and local highway safety programs and provided grants to support these activities.
10. Specifically, the test measures the force of impact on the heads, chests, and upper legs of electronically instrumented, safety-belted dummies in the driver and passenger seats.
11. DOT agreed to rescind the federal requirement that automobile manufacturers install air bags or automatic belts if states representing two-thirds of the population mandated the use of safety belts. In the end, however, the conditions laid out by DOT were not met within the proposed guidelines, and the automobile manufacturers were required to phase in either air bags or automatic belts (TRB 1989, 12).
12. This ruling has been vigorously opposed by highway safety groups, among others, who maintain that NHTSA could have examined other options such as stability standards for certain vehicle classes (Advocates for Highway and Auto Safety 1994).
13. However, because of the slow turnover of the vehicle fleet, it may be a decade or more before all vehicles on the road meet current regulatory requirements.
14. U.S. motor vehicle safety regulations, while extensive, do not include any field-of-view requirements, which are mandated in many European countries.
15. Estimates of crashes provided by the National Safety Council—11,200,000 motor vehicle crashes in 1994—were used for this calculation (Fearn et al. 1995, 78). Police-reported crashes, estimated at 6,492,000, are considerably lower (NHTSA 1995, i).
16. The primary source for the fatality and vehicle miles traveled figures is NHTSA (1995, i).
17. The automatic protection requirement of FMVSS 208, which affected model years 1987 and later, also contributed to reductions in fatality risk (Kahane et al. 1994, 13).
18. In 1989 there were 0.95 vehicles per person of driving age (Lave 1992, 5–7), indicating that nearly all of those eligible to drive have access to a car.
American Automobile Manufacturers Association
Federal Highway Administration
General Accounting Office
Insurance Institute for Highway Safety
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National Highway Traffic Safety Administration
Transportation Research Board
AAMA. 1994. Response to Docket No. 91-68, Notice 3, No. 47. Comments on Consumer Information Regulations; Rollover Prevention . Detroit, Mich., Oct. 20, 71 pp.
Advocates for Highway and Auto Safety. 1994. Response to Docket No. 91-68, Notice 3, No. 35. Petition for Reconsideration: Termination of Rulemaking on Light Passenger Vehicle Rollover Prevention. Washington, D.C., Aug. 30, 55 pp.
Booz, Allen Applied Research. 1976. Final Phase I Report, The Automobile Consumer Information Study, Title II, P.L. 92-513. DOT-HS-803-254. Bethesda, Md., June, 184 pp.
Crandall, R.W., H.K. Gruenspecht, T.E. Keeler, and L.B. Lave. 1986. Regulating the Automobile. The Brookings Institution, Washington, D.C., 202 pp.
Evans, L. 1991. Traffic Safety and the Driver. Van Nostrand Reinhold, New York, 405 pp.
Evans, L. 1994. Small Cars, Big Cars: What Is the Safety Difference? Chance, Vol. 7, No. 3, pp 9–16.
Fearn, K.T., L. Kao, and T. Miller. 1995. Accident Facts, 1995 Edition. National Safety Council, Itasca, Ill.
Federal Register. 1994. Consumer Information Regulations; Federal Motor Vehicle Safety Standards; Rollover Prevention. NHTSA, U.S. Department of Transportation. Vol. 59, No. 123, June 28, pp 33,254–33,272.
GAO. 1994. Highway Safety: Factors Affecting Involvement in Vehicle Crashes. GAO/PEMD-95-3. Washington, D.C., Oct., 46 pp.
Gillespie, T.D. 1992. Fundamentals of Vehicle Dynamics. Society of Automotive Engineers, Inc., Warrendale, Pa.
Graham, J.D. 1989. Auto Safety: Assessing America's Performance. Auburn House Publishing Co., Dover, Mass.
IIHS. 1994a. Response to Docket No. 91-68, Notice 3, No. 54. Consumer Information Regulations; Federal Motor Vehicle Safety Standards; Rollover Prevention. Arlington, Va., Oct. 21, 4 pp.
IIHS. 1994b. Shopping for a Safer Car. Arlington, Va., Sept.
IIHS. 1994c. Special Issue: Driver Death Rates by Vehicle Make and Series. Status Report, Vol. 29, No. 11, Oct. 8.
Kahane, C.J., J.R. Hackney, and A.M. Berkowitz. 1994. Correlation of Vehicle Performance in the New Car Assessment Program with Fatality Risk in Actual Head-On Collisions. No. 94-S8-O-ll. National Highway Traffic Safety Administration, 17 pp.
Lave, C. 1992. Cars and Demographics. Access, No. 1, Fall, pp 4–11.
Magat, W.A., and W.K. Viscusi. 1992. Informational Approaches to Regulation. MIT Press, Cambridge, Mass.
S.W. Morris & Co. 1993. Focus Groups on Traffic Safety Issues: Public Response to NCAP. DTNH22-90-C-07015. Bethesda, Md., Aug. 23, 51 pp.
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NHTSA and FHWA. 1991. Moving America More Safely. U.S. Department of Transportation, Sept., 61 pp.
NHTSA. 1993. New Car Assessment Program. Response to the NCAP FY 1992 Congressional Requirements. U.S. Department of Transportation, Dec., 125 pp.
NHTSA. 1995. Traffic Safety Facts 1994. DOT-HS-808-292. U.S. Department of Transportation, Aug.
O'Neill, B. 1995. The Physics of Car Crashes and the Role of Vehicle Size and Weight in Occupant Protection. IIHS, July, 14 pp.
Perchonok, K. 1972. Accident Cause Analysis. Cornell Aeronautical Laboratory, Inc., Ithaca, N.Y., July.
Sabey, B. 1973. Accident Analysis in Great Britain. Transport and Road Research Laboratory, Crowthorne, Berkshire, United Kingdom, Oct.
Svenson, O. 1981. Are We All Less Risky and More Skillful Than Our Fellow Drivers? Acta Psychologica, No. 47, pp 143–148.
Treat, J.R., et al. 1979. Tri-Level Study of the Causes of Traffic Accidents 1979. DOT HS-034-3-545. Indiana University, Bloomington.
TRB. 1989. Special Report 224: Safety Belts, Airbags, and Child Restraints. National Research Council, Washington, D.C., 69 pp.
TRB. 1990. Special Report 229: Safety Research for a Changing Highway Environment . National Research Council, Washington, D.C., 166 pp.
TRB. 1991. Special Report 232: Advanced Vehicle and Highway Technologies. National Research Council, Washington, D.C., 90 pp.
U.S. Congress. House of Representatives. 1972. House Report No. 92-1033. April 28.
U.S. Congress. Senate. 1971. Senate Report No. 92-413. Oct. 28.
Williams, A.F., N.N. Paek, and A.K. Lund. 1995. Factors That Drivers Say Motivate Safe Driving Practices. Journal of Safety Research, Vol. 26, No. 2, pp 119–124.


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Tyler Perry, the star, writer and producer of films such as "Madea Goes to Jail" and the television show "House of Payne," could be adding philanthropist to his growing list of credits.
According to his publicist, Perry is sponsoring a Disney World trip for 65 Pennsylvania children at a largely minority day-care center after a swim club canceled pool privileges for the children.
"He wanted to do something nice for them and let them know that for every negative experience, there are people out there who want them to succeed regardless of the color of their skin," said Keleigh Thomas, Perry's publicist. She added the entertainer would be footing the bill for all transportation, hotel, admissions and food costs at the Florida theme park.
When Perry heard about the situation with the children in the highly publicized aftermath of the pool cancellation, he immediately wanted to help them, Thomas told CNN, adding that a trip to Disney World is definitely "better than the pool."
For the rest of the article…please see CNN

subset: commoncrawl


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Children's Medical Research Institute
This article needs additional citations for verification. (January 2009) |
The Children's Medical Research Institute (CMRI) is an Australian-based independent scientific research organisation created in 1958 by Paediatricians Sir Lorimer Dods and Dr John Fulton and Douglas Burrows, honorary treasurer and later president of the Royal Alexandra Hospital for Children,[1] to "perform scientific research with a commitment to better treat, and where possible, prevent childhood illness and disability so that all concerned have a better quality of life"[1]. The Institute is the organiser of Australia's annual Jeans for Genes campaign.
The CMRI conducts research into the fundamental causes of disease [2], current research is focussed on cancer, epilepsy and birth defects.
Recently, the Institute joined with the University of Newcastle to establish a Chemical Proteomics Centre for Kinomics (CFK) - a new discipline not yet available in Australia. This new centre, also a world-first, is supported by a $3.1 million grant awarded in 2009 by the Australian Cancer Research Foundation.[2]
Research Units[edit]
Cancer Research Unit
Cell Biology Unit
Cell Cycle Unit
Cell Signalling Unit
Embryology Unit
Gene Therapy Research Unit
Major Achievements[edit]
In March 2007, Dr Scott Cohen and his team [3] made a significant discovery in telomerase research by establishing that the enzyme consists of two molecules each of telomerase reverse transcriptase, telomerase RNA, and dyskerin.
In 1995 CMRI researcher Prof Roger Reddel and team discovered ALT (Alternative lengthening of telomeres), a method by which approximately 15% of human cancer cells achieve 'immortality' and keep dividing. This work is being pursued with a focus on understanding ALT and developing potential anti-cancer treatments and diagnostic tools.
Found a single genetic defect can cause cleft lip and palate
Fate map of the early embryo to help us understand many developmental problems
Identification of the components of telomerase, which will be important for treating 85% of all cancers
Discovery of the Alternative Lengthening of Telomeres (ALT) mechanism, which will lead to treatments for the other 15% of cancers
Developing a blood test for ALT cancers that will allow physicians to diagnose and plan treatments for cancers such as aggressive glioblastoma brain tumours
Partnering with The Children's Hospital at Westmead on a cure for genetic liver disease, with clinical trials about to begin
Discovering and developing a new class of drugs for treating epilepsy
What's Ahead[edit]
Develop epilepsy treatments that will help children (and adults) around the world
Develop new treatments for kidney disease and diabetes
Gene therapy cures for rare genetic diseases in children
New treatments for infectious diseases
Telomere research to help us understand predisposition to disease
Find new and better treatments for every type of cancer
- ^ Yu, John, 'Dods, Sir Lorimer Fenton (1900–1981)', Australian Dictionary of Biography, National Centre of Biography, Australian National University, http://adb.anu.edu.au/biography/dods-sir-lorimer-fenton-12426/text22341, accessed 11 August 2012
- ^ Chemical Proteomics Centre for Kinomics, Australian Cancer Research Foundation.


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Phoenix Health Plans Health Care
Abrazo Advantage Health Plan (AAHP) is part of a the Abrazo Health Care family, and a subsidiary of Vanguard Health Systems, Inc.
Abrazo Health Care
Abrazo Health Care is committed to providing excellent medical care to Arizona residents. Our system includes six Arizona hospitals, including the Arizona Heart Hospital, the Arizona Heart Institute, 20 primary care offices, Phoenix Health Plan and Abrazo Advantage Health Plan.
Abrazo Health Care is one of Arizona's largest employers and the second largest health care system in the state. Each of our hospitals is ranked among "The Best of Arizona" We are the only health care system in Phoenix where all six hospitals are accredited by the Society of Chest Pain Centers. Our hospitals are committed to treating patients with chest pain in accordance with guidelines supporting evidence-based medicine.
Visit the Abrazo Health Care Website
Arizona Heart Hospital
Partnering with physicians and employees, the Arizona Heart Hospital delivers state-of-the-art cardiovascular care in a professional, caring, patient-focused setting to enhance the quality of life for patients and their families. The Arizona Heart Hospital is located in Phoenix as a campus of Phoenix Baptist Hospital.
Visit the Arizona Heart Hospital Website
Arizona Heart Institute
Among the world's leading providers of cardiovascular care, the Arizona Heart Institute was the country's first freestanding outpatient clinic solely dedicated to the prevention, diagnosis and treatment of heart and blood vessel disease. The independent cardiovascular specialty physician practice is part of the Abrazo Medical Group.
Visit the Arizona Heart Institute Website
Arrowhead Hospital
A 220 bed, full-service, acute-care hospital in Glendale offering a 20-minute door-to-doc Emergency Department commitment, computer-assisted total joint replacement center and an outpatient pain management clinic.
Visit the Arrowhead Hospital Website
Maryvale Hospital
As one of the fastest growing birthing centers in Arizona, Maryvale Hospital has quickly become a familiar face in Phoenix, focusing on mother and child by offering individualized care in a tranquil environment. The hospital's 24-hour emergency center, cardiovascular care and vascular services serve the southwest valley.
Visit the Maryvale Hospital Website
Paradise Valley Hospital
A full-service acute care hospital providing specialized services, Paradise Valley Hospital in north Phoenix offers state-of-the-art orthopedics featuring navigational technology and sports medicine, expanded rehabilitation services, enhanced diagnostic imaging, and dedicated women's programs.
Visit the Paradise Valley Hospital Website
Phoenix Baptist Hospital
A 216-bed acute care facility and community teaching hospital in central Phoenix features a Women's Center focusing exclusively on obstetrics, gynecology, breast health and surgical recovery within private patient suites. The hospital is also recognized for cardiovascular care, orthopedics, radiology and 24-hour emergency services.
Visit the Phoenix Baptist Hospital Website
West Valley Hospital
A 164-bed acute care facility in Goodyear offering advanced surgical technology and featuring orthopedics, state-of-the-art obstetrics, complete cardiovascular care and women's diagnostic services. A free Total Joint Education Class is offered twice each month for those interested in learning more about joint replacement surgery.
Visit the West Valley Hospital Website
Abrazo Medical Group
Primary care and specialty physicians provide the highest quality of care for Phoenix Health Plan members and most major insurance groups. Abrazo Medical Group offers 20 convenient locations and office hours to meet patient needs.
Link to the Abrazo Medical Group Website


text:
Eh? Bread and Torah Project
By: News Tribune staff, Duluth News Tribune
The Eh? desk has long lamented the dearth of good bagels in our fair region.
So the opportunity presented by the first annual Ilene Levin Scholars-in-
Residence Program is particularly intriguing.
Temple Israel in Duluth, 1602 E. Second St., is hosting Rabbis Linda Motzkin and Jonathon Rubenstein, of Temple Sinai in Saratoga Springs, N.Y., and founders of the Bread and Torah Project.
At 6:45 p.m. today, learn to make bagels, help make a Torah scroll and learn about Jewish teachings and practices.
At 2 p.m. Friday, learn how to bake a challah. Participants get to bring home the goods. After that, at 4 p.m. there's a study session with the rabbis and 5:30 p.m. Shabbat services. At 9:15 a.m. Saturday, there's a Torah study with 10 a.m. services.
For information, call (218) 724-8857.
We welcome your submissions and suggestions. Drop us a line at news@duluth news.com, twitter.com/ ehplusdnt, ehplus.areavoices. com, or mail items to Eh?, Duluth News Tribune newsroom, 424 W. First St., Duluth, MN 55802.
Tags: eh, life, food, religion


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A minor's sexual harassment claim against a municipality could proceed despite being filed after the six-month statute of limitations period, a Superior Court judge has decided.
The defendant argued that the claim should be dismissed because the minor claimant filed her Chapter 151B complaint with MCAD more than one year after the alleged incidents.
But Superior Court ...


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Perkins+Will Names John Sadlon Principal, Corporate Practice Leader
NEW YORK, Aug. 6, 2012 /PRNewswire/ — Leading international architecture and design firm Perkins+Will announced today that John Sadlon has joined the company as Principal and Corporate Practice Leader for the New York office.
"Perkins+Will's formidable global practice and commitment to service and design excellence, thought leadership, and social responsibility are well aligned with both my professional expertise and personal passions," said Sadlon. "I am thrilled to join such a diverse team of professionals, to further cultivate relationships with clients worldwide and strengthen Perkins+Will's well-established presence within the architecture and design community."
With more than twenty years of experience, Sadlon is widely recognized as a key player in the New York commercial interiors market. Prior to joining Perkins+Will, he served as Managing Principal of Mancini Duffy's New York office, where he established the firm's international practice in 2003 and led significant client accounts across a variety of industries, including law firms, financial organizations, and higher education institutions. Over the course of his career, Sadlon's work has won numerous accolades, including a Sustainable Leadership Award as well as two Awards of Honor and one Award of Excellence from the Society of American Registered Architects Professional Design Awards. He has also been featured in top-tier publications such as NY Real Estate Weekly, Real Estate New York (recognized as one of the "40 Under 40″ to look for in 2009), Corporate Interiors, and Interior Design. In addition to his professional pursuits, he serves as co-chair of the Design Professions Council of the Fetzer Institute.
"We are extremely pleased that John has joined our team in New York," said Paul Eagle, Principal and Managing Director of Perkins+Will's New York office. "We are confident that his expertise in cultivating client relationships and his excellence in delivering innovative solutions will be a great asset to us and will prove to enhance our ever-growing corporate practice."
At Perkins+Will, Sadlon will be a critical member of the corporate and interior design teams that work to create distinct environments–spaces that reflect the brand identity and embody the mission, values, and culture of Perkins+Will's corporate clients. His position as a Principal will give him the opportunity to expand the firm's reach and facilitate new achievements for the design industry by developing business strategies and strengthening global relationships within Perkins+Will's offices throughout North America, Europe, and the Middle East.
About Perkins+Will
Established in 1935, Perkins+Will is a global multidisciplinary architecture and design firm founded on the belief that design has the power to transform lives and enhance society. With a staff of 1,500 in 24 locations worldwide, the firm serves clients across a broad range of project types and grounds its work in deep research. Perkins+Will ranks among the world's top design firms and is the recipient of hundreds of awards. Social responsibility is fundamental to the firm's outlook, work, and culture, and every year Perkins+Will donates one percent of its design services to non-profit organizations. With pioneering tools to advance sustainable design practices, the largest green building portfolio in North America, more than 1,000 LEED® Accredited Professionals, and a commitment to the 2030 Challenge, Perkins+Will is recognized as one of the industry's preeminent sustainable design firms. For more information, visit www.perkinswill.com.
Press Contact:
Lindsay Bubbico
Finn Partners for Perkins+Will
SOURCE Perkins+Will


text:
"I basically whacked them on the nose, which made them release their grip, and then we got out of the place as fast as we could really, before they dogs had a go at us."
Neil Harrison
"If you had half of your face whacked off in an accident, and you lost your jaw and your nose, he'd put you back together."
Mario Gallucci
"St. Patrick... one of the few saints whose feast day presents the opportunity to get determinedly whacked and make a fool of oneself all under the guise of acting Irish."
Charles M. Madigan
"There's never going to be a great misunderstanding of me. I think I'm a little whacked."
Pamela Anderson
"They're so good they'll make your tongue jump out of your mouth and whack you in the face."
Mitch Glenn
"Whack, whack. It never grows back."
Greg McCarty
"I really want to whack someone."
Brad Kalilimoku


text:
Permanent URL to this publication: http://dx.doi.org/10.5167/uzh-43351
Tschudin, A; Clauss, M; Codron, D; Liesegang, A; Hatt, J M (2011). Water intake in domestic rabbits (Oryctolagus cuniculus) from open dishes and nipple drinkers under different water and feeding regimes. Journal of Animal Physiology and Animal Nutrition, 95(4):499-511.
Published Version PDF - Registered users only 1426Kb | ||
| Accepted Version 1380Kb |
Rabbits (Oryctolagus cuniculus) are often presented suffering from urolithiasis. A high water intake is important in the prophylaxis of uroliths. We investigated the influence factors for water intake using 12 rabbits subjected to different feed and water regimes with practical relevance: Hay, fresh parsley, a seed mix and two different pelleted feed were offered in diverse combinations. Water was provided either by open dish or nipple drinker. Water was accessible ad libitum except for four treatments with 6 h or 12 h water access. Under the different feeding regimes, the drinker had no influence on water intake, but faecal dry matter content was significantly higher with nipple drinkers [60.0 ± 2.1 vs. 57.2 ± 2.1% of wet weight (mean ± 95% confidence interval), p = 0.003]. Dry food led to a higher drinking water intake but total water intake was still lower than with addition of 'fresh' food. With restricted water access, rabbits exhibited a significantly higher water intake with open dishes compared with nipple drinkers (54.9 ± 9.8 vs. 48.1 ± 8.2 g/kg(0.75) /day (mean ± 95% confidence interval), p = 0.04). High proportions of fresh parsley or hay in the diet enhanced total water intake and urine output, and led to lower urinary dry matter content and lower urinary calcium concentrations. Restricted access to drinkers led to a decreased total daily water intake and increased dry matter content of urine and faeces. For optimal water provision and urolith prophylaxis, we recommend a diet with a high 'fresh food' proportion as well as additionally hay ad libitum with free water access, offered in an open bowl.
Item Type: | Journal Article, refereed, original work |
Communities & Collections: | 05 Vetsuisse Faculty > Institute of Animal Nutrition 05 Vetsuisse Faculty > Veterinary Clinic > Department of Small Animals > Clinic for Zoo Animals, Exotic Pets and Wildlife |
DDC: | 570 Life sciences; biology 630 Agriculture |
Language: | English |
Date: | 2011 |
Deposited On: | 25 Jan 2011 17:37 |
Last Modified: | 27 Nov 2013 18:34 |
Publisher: | Wiley-Blackwell |
Publisher DOI: | 10.1111/j.1439-0396.2010.01077.x |
PubMed ID: | 21091544 |
Citations: | Web of Science®. Times Cited: 2 Google Scholar™ |
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BOTETOURT — Barbara Newman Sparks, 79, of Botetourt, died December 4, 2013 at Berkshire Nursing Home. Born September 8, 1934 a daughter of the late, Martin and Carrie Fisher. Barbara was a member of Zion Hill Baptist Church (Fincastle) and Laural Fork Baptist Church (Rocky Gap).In addition to her parents she is preceded in death by a brother, William Fisher.
Surviving are her husband, James "Jim" Sparks; three daughters, Sherry Newman, Ann Newman (John Howard) and Jackie Bennett (Terry); sister-in-law, Dot Kidd (Harold Andrews); two grandchildren, T.J. Bennett and Tandra Bennett; numerous nieces and nephews; numerous special friends.
In lieu of flowers the family requests donations be made to: Humane Society, 1340 Baldwin Ave NE, Roanoke, VA 24012.
A celebration of Barbara's life will be conducted at 2:00 p.m., Saturday, December 7, 2013 at Zion Hill Baptist Church with Pastor Lee Mackentosh and Pastor Robert Walker officiating. Burial to follow at Zion Hill Cemetery. The family will receive friends from 2 to 4 and 6 to 8 p.m., Friday, December 6, 2013 at Rader Funeral Home-Daleville.
Condolences may be sent to www.rader-funeralhome.com.
Rader Funeral Home is honored to serve the Newman and Sparks family. 540-992-1212.
Obituary Archives
Barbara Newman Sparks
- Obituary Archives
Shelby Jean Roop
NORTH TAZEWELL, Va. — Shelby Jean Roop, age 66, of North Tazewell, VA died Saturday, March 8, 2014 at the University of Virginia Hospital in Charlottesville, VA.
Lester Shrader
BLUEFIELD — Lester Shrader, 85, of Moonlight Lane, Bluefield, WV, passed away on Friday, March 7, 2014 at his residence.
Ronald Dale Henry
BLUEFIELD — Ronald Dale Henry, 67, of 415 Federal Street, Bluefield, WV, passed away on Friday, March 7, 2014 at the Maples Nursing Home in Bluefield.
Richard Lee Thomas
LINDSIDE — Richard Lee Thomas, 86, of Lindside, WV, passed away, Saturday, March 8, 2014, at the Springfield Center, Lindside, WV.
William Kelsey "Bill" McClure
PRINCETON — William Kelsey "Bill" McClure, 97, of the Athens Road in Princeton, died Thursday, March 6, 2014 at Glenwood Retirement Village following a long illness.
Neil Franklin Thompson Jr.
PETERSTOWN — Neil Franklin Thompson, Jr., 35 of Peterstown, WV passed away Wednesday, March 5, 2014 at Carilion Roanoke Memorial Hospital, Roanoke, VA.
Madison Jade Tiller
MONTCALM — Madison Jade Tiller, 4 years old, of Montcalm, passed away on Wednesday, March 5, 2014 from injuries sustained in an automobile accident in Brushfork.
Roy Jackson (Bub) Smith
FALLS MILLS, Va. — Roy Jackson (Bub) Smith, 82, of the Falls Mills Road, Falls Mills, VA, passed away on Friday, March 7, 2014 at his home.
Ida Lee Hawkins
BLUEFIELD — Ida Lee Hawkins, 93, of Bluefield peacefully completed her life on earth and began her new life in heaven on March 7, 2014.
David Raymond Gray
PRINCETON — David Raymond Gray, 87, of Princeton passed away on Friday, March 7, 2014 at Princeton Community Hospital after a long battle with illnesses.
- More Obituary Archives Headlines
Shelby Jean Roop


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Please note that the UN-HABITAT Cities Lecture has been suspended since 2010
2008: Professor Anthony Gar-on Yeh, Centre of Urban Studies and Urban Planning, University of Hong Kong
Professor Anthony Gar-On Yeh, one of the foremost urban planners in Asia, won the 2008 UN-HABITAT Lecture Award which recognizes outstanding and sustained contribution in the field of human settlements. He delivered his lecture entitled GIS as a Planning Support System for the Planning of Harmonious Citieson 4 November, 2008 during the fourth session of the World Urban Forum in Nanjing, People's Republic of China (3-6 November, 2008).
Professor Yeh is currently Dean of the Graduate School, Head and Chair Professor of the Department of Urban Planning and Design, Director of both the Centre of Urban Studies and Urban Planning and Geographic Information Systems (GIS) Research Centre at the University of Hong Kong. Apart from serving as honorary professor in key universities and research institutes in China, he has served in numerous academic institutions across Asia in various capacities. He has been the Chairman of the Hong Kong Geographical Association, President of the Hong Kong GIS Association and Vice-President of the Hong Kong Institute of Planners. Professor Yeh also holds key positions in international associations including as Vice-President of the Commonwealth Association of Planners (1988-91); as Founding Secretary-General of the Asian Planning Schools Association (1993-present) and Founding Secretary-General of the Asia GIS Association (2003-present); and as Chairman of the Geographic Information Science Commission of the International Geographic Union (1996-04).
Having authored 40 books and monographs and over 200 journal papers and book chapters, Professor Yeh has had, and continues to have, a profound influence on thinking and practice in the field of urban planning. In particular, he has pioneered the application of information technologies to the field of urban and regional studies and continues to make outstanding contributions in this regard in addition to his work on new towns in Asia and urban development and planning in Hong Kong and China. His work has had widespread influence on human settlements research and policy formulation within Hong Kong, China and across the Asia-Pacific region.
2007: Professor Martha Schteingart, El Colegio de México, Mexico City, Mexico
Professor Martha Schteingart, one of the most prominent urbanists in Latin America, has been awarded the 2007 UN-HABITAT Lecture Award. She delivered her lecture entitled "Urban Problems and Policies in Latin America. Truths and Fallacies" (English/Spanish) on 4 October, 2007 in Monterrey, Mexico, during the international conference on "The State of Safety in World Cities, 2007".
She is currently a professor and researcher at the Center for Demographic and Urban Studies (CEDDU) at El Colegio de México, in Mexico City. Professor Schteingart is also a National Researcher of the Mexican System of Researchers and an elected member of the Advisory Committee of the Office of the Ombusdman on Environmental and Urban Issues in the Federal District of Mexico. Professor Schteingart has conducted research and lectured at various universities in Europe, USA and Latin America.
Professor Schteingart is truly outstanding in the field of urban studies and planning. Throughout her extended academic career, she has published 22 books, over 140 book chapters, journal articles and reviews in the areas of urban land and housing, social division and segregation, poverty and social policies, services, transportation and the environment. She has had a significant impact in drawing attention to the shelter needs of the urban poor and her extensive research has influenced the work of academic institutions, governments, private enterprises, civil society organizations and others engaged in the field of human settlements within and beyond Latin America.
2006: Professor John Friedmann, University of British Columbia, Vancouver, Canada and University of California (UCLA), USA
Professor Friedmann is currently Honorary Professor in the School of Community and Regional Planning at the University of British Columbia, Vancouver, Canada and Professor Emeritus of Urban Planning at UCLA, USA. He has worked in and written about Latin America, North America, Europe and China, authorizing 15 books and 150 book chapters, articles and reviews as well as co-editing 11 books. He has held numerous major appointments, professorships, fellowships and delivered lectures at leading research and academic institutions world wide. Professor Friedmann is the epitomic progressive planner, influential intellectually and in practice to generations of planning students and practitioners from around the world. His ideas of regional development, world cities, participation and empowerment, and the importance of civil society in relation to planning and governance have been extremely important in the evolution of planning ideas in both the developed and developing world.
* Between 2006 and 2008, the Lecture series was called the UN-HABITAT Lecture Award.


text:
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Sun Java Microsystem Security Service for Solaris 10 OS
Linux Avanzado - Curso de Sw Libre de la UOC
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Student Employment
You have the opportunity to work on campus and earn money for your educational expenses. We offer a wide variety of professional positions in campus settings that may even align with your career pursuits. And, it'll look great on your résumé!Types of student employment
Federal College Work-Study is a federal need-based financial aid program designed to provide part-time employment to eligible students. We receive an allocation from the federal government each fiscal year that we combine with college funds to provide part-time jobs for students. To be considered for work-study, you'll need to file the Free Application For Federal Student Aid (FAFSA).
SNC Regular Employment is an option for you if you're not eligible for Federal College Work-Study dollars but would still like to work on campus.
Note: The federal government designates certain positions on campus as being only for students who are eligible for Federal College Work-Study. We monitor those positions and will notify you (and your supervisor) if you're ineligible for a work-study position.
Student Employment Policies
- We offer student employment at St. Norbert College to enable as many students as possible the ability to partially defray expenses through student employment. We want your work experience to complement your education and to enhance future employment through the development of desirable work attitudes and habits.
- The financial aid office administers all student employment on campus.
- You need to be enrolled at least half time (six or more credits) in undergraduate studies. If you're offered summer employment, you need to be enrolled at least half time during the following fall term in undergraduate studies.
- You're responsible for securing your own employment by following the application process detailed for the specific job you're applying to. Jobs are posted online on the student employment website.
- You may work a maximum of 20 hours per week while classes are in session and a maximum of 40 hours per week during breaks and throughout the summer.
- You're allowed to have more than one job on campus as long as the total combined number of hours per week does not exceed 20.
- If you experience academic problems, you may want to evaluate if continued employment will interfere with your academic progress.
- Student employment for the academic year begins with the first day of the payroll period of regularly scheduled classes in fall, and ends with the last day of the payroll period of final exams in the spring.
- Student employment for the summer begins with the first day of the payroll period after the last day of classes for the academic year and ends with the last day of the payroll period before classes begin for the fall semester.
- We may need to revise student employment policies based on changes in federal and state regulations governing employment, or based on staffing needs.
Applying for On-campus Student Employment
Select from on-campus student employment openings and follow the "How to Apply" instructions listed.
Required Forms for Student Employment
If you previously haven't worked for St. Norbert College, you'll need to complete the following employment forms and return them to the Office of Financial Aid within three days of beginning employment. If you're an international student, you can complete your employment verification forms directly with the payroll office.
- Immigration Form I-9
You're required to provide documents that establish both your identity and employment authorization. The most common acceptable forms are:
- Valid U.S. passport or valid foreign passport with attached employment authorization; or
- Original social security card, or original or certified copy of a birth certificate issued by a state, county, municipal authority or outlying possession of the United States bearing an official seal and photo driver's license or school photo I.D. - Federal withholding form
- Rules of conduct form
- If needed: State withholding form or reciprocity form
Student Work Hours
Full-time students are restricted to working no more than 20 hours per week when classes are in session. Students are allowed to work more than one job on-campus provided the total (combined) number of hours per week for all of the jobs worked does not exceed 20. A student may work up to 40 hours per week when classes are not in session. Students are not eligible to work overtime hours.
Lunch/breaks – You'll have a 15-minute break during each four-consecutive-hour work segment and one unpaid half-hour break during each workday of eight hours or more. These breaks will need to be taken at times approved in advance by your supervisor. You won't be compensated for breaks not taken.
Sick days – If you're ill, you should contact your supervisor as soon as you know that you won't be able to report to work as scheduled. Sick days are unpaid.
Holidays – If you're unable to work your regularly scheduled hours during a break period or holiday, you should inform your supervisor as soon as you know. Vacation and holidays are unpaid.
Additional Information on Student Employment
The Office of Financial Aid (Todd Wehr Hall, Room 136; 920-403-4071) and Payroll Services (Todd Wehr Hall, Room 150; 920-403-3434) administer on-campus student employment.
The Office of Financial Aid works with job listings, student job placement, student employment policies and procedures, I-9 Form compliance, withholding and reciprocity forms.
Payroll Services works with payroll schedules, Knightline time sheets, paycheck/direct deposit notifications and international student employment verification forms.
For additional student employment information, visit the Financial Aid website.


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Unfortunately it's not possible to make reservations for this hotel at this time.. Click here to see nearby hotels Holiday Inn Express Hotel & Suites Atlanta Southwest-Fairburn7905 Senoia Road, Fairburn, GA 30213 (Show map) Located off Interstate 85 in Fairburn, Georgia, this hotel is within 12 miles of Atlanta International Airport. It features an indoor pool and rooms with a 32-inch flat-screen TV. Each contemporary room at this Fairburn Holiday Inn Express Hotel and Suites is decorated in bright colors and includes a microwave and refrigerator. Guests can watch cable TV or browse the internet with free Wi-Fi. The on-site gym has floor-to-ceiling mirrors and cardio equipment. A 24-hour business center is available along with laundry and dry cleaning services. The Georgia International Convention Center is a 20-minute drive from Holiday Inn Express Hotel & Suites Atlanta Southwest Fairburn. The Six Flags Over Georgia Amusement Park is a 30-minute drive from the hotel. Hotel Rooms: 82, Hotel Chain: Holiday Inn Express. Why use Booking.com?Why use Booking.com?Low ratesNo booking fees • Save money! • Best Price Guaranteed 434,134 properties worldwide
Including 116,903 vacation rentals Unbiased reviews26,220,000 reviews from real guests We speak your languageWebsite and customer service in English (US) and 41 other languages Booking is safeWhen you book with us your details are protected by a secure connection. ActivitiesFitness Center, Hot Tub, Indoor Pool InternetFree! Wi-Fi is available in all areas and is free of charge. ParkingFree! Free public parking is available on site (reservation is not needed). Services24-Hour Front Desk, Laundry, Dry Cleaning, Meeting/Banquet Facilities, Business Center, Fax/Photocopying GeneralSafe, Non-smoking Rooms, Facilities for Disabled Guests, Heating, All Spaces Non-Smoking (Public and Private) Check-inFrom 3:00 PM Check-outUntil 11:00 AM Cancellation/
Family with young children
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April 9, 2013
Staff was friendly. Rooms, lobby and pool clean and well taken care of.
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text: Xbox One's Kinect is already award-winning Gaming 14 November 13 by Philippa Warr Tweet Xbox One KinectMicrosoft The Xbox One isn't even out yet but the bundled Kinect hardware has already been named as one of the 100 greatest innovations of 2013.The award comes courtesy of Popular Science's annual "Best of What's New" list and flags up the fact the Kinect has been much improved since it debuted in 2010.From the magazine's accompanying description it's not hard to see why it made the list:"The new Kinect is 10 times as accurate as its predecessor. A high-def camera and an infrared sensor capture a body's movements -- right down to the fingertips -- in any light."Algorithms interpret the data to map skeletal and muscular movement, estimate heart rate, and track emotions. Developers will be able to use that data to code games that play off a gamer's every tick, blink, or gasp.""The Best of What's New Awards is our magazine's top honor, and the 100 awardees are selected from a pool of thousands," said Popular Science's executive editor, Cliff Ransom. "Each winner is handpicked and revolutionary in its own way. Whether they're poised to change the world or simplify your living room, the Best of What's New awardees challenge us to see the future in a new light." Comments Read more on Xbox Microsoft's current games console and competitor to the PlayStation 3 and Nintendo Wii Gaming From phone to Xbone: Nokia boss to lead Microsoft devices Gaming Kinect-based games shown to have positive impact on children with learning difficulties Gaming Xbox One's Kinect completely ruins Need for Speed Gaming Atari game burial mystery gets Xbox documentary Gaming Vlambeer: Xbox launch parity 'problematic for indies' Gaming First wave of Xbox One indies to launch in March 2014 Read more on Microsoft Maker of Windows, Office, Xbox, Zune, Windows Phone and Microsoft Bob Business Hello, Windows. Is it free you're looking for? Gaming Twitch launching on Xbox One. Better put your pants on for Titanfall Gaming From phone to Xbone: Nokia boss to lead Microsoft devices Gaming Xbox lures buyers with price drop and Titanfall bundle Business Microsoft squares up to Google with Office Online Technology Microsoft wants OneDrive to be your one and only Latest on wired.co.uk


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Jazz Musician of the Day: Butch Warren
Butch Warren (born in 1939) is an American jazz double bassist who plays in the hard bop genre. He was especially active in the late-50s and the 1960s. Contents Warren began playing professionally at age 14 in a local Washington, D. C... more


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You can catch all the special moments from PACT 2013 Luncheon on YouTube and Flickr.
PACT is a multi-ethnic, inter-faith grassroots organization that empowers everyday people to create a more just community. Click to read more!
Excellent new schools for thousands of children. Expanded health coverage for uninsured. New law enforcement policies to rebuild community trust and protect public safety for all. Protected services to support healthy aging, and much more!
By engaging voters from diverse backgrounds, PACT helped to: Win proposition 30 which maintains critical resources for our schools, public safety & health & social service programs. Raise the minimum wage in San Jose to $10. Change the electorate in CA!
San Jose Mercury News
The Franklin-McKinley School District will partner with charter schools to share campuses and training. Franklin-McKinley's other partners include five charter organizations, People Acting in Community Together and other community and education groups.
Valley Catholic
A new group of concerned parents in Morgan Hill is imploring elected school board members to better educate the city's Latino students.
From 9-2:30 at 2102 Almaden Road, San Jose. Join us and community groups on a strategy sessions focused on improving lives of low-wage workers.
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text: | Mind Your NetiquetteApril 28, 2008 - Pat BeckEmily Post penned tens of thousands of words on proper social behavior - in other words, manners. In 1922, when Emily first wrote her definitive guide to etiquette, she said, "Wherever two people come together and their actions affect one another, you have etiquette." Wow, little did she realize that those two people would be able to meet on the Internet and their actions have the possibility to be observed by millions of others. Yes, there have been a great deal of cultural changes in eighty-six years but does that really give permission to people to be cruel when hiding behind a fictitious name? In the short time that our new website has been operating, since February of this year, we have had 4,682 comments on stories and blogs. Undoubtedly, a few more even while I am typing. I value the opinion of our readers and how they react to what we are reporting. What you have to say does really matter. I just cannot understand why individuals need to make a conscious choice to use their brainpower to communicate with hurtful, mean and even obscene words. Yes, you individuals who waste your precious gift of thought and intellect on being rude and negative - you do have the right. All I ask is for people to realize that words can be so very empowering and influencing. They can also be devastating when used in a negative manner. Thanks to all of you who have taken to the new opportunities with the interaction of our website in the productive way that it was developed to be used. Please just mind your netiquette. If you don't know what it is, Google it. Article CommentsNo comments posted for this article. Post a Comment | in: News, Blogs & Events Web |


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71381 : Adobe Reader / Acrobat U3D Parent Node Count Handling Overflow Printer | http://osvdb.org/71381 | Email This | Edit Vulnerability
A memory corruption flaw exists in Adobe Reader and Acrobat. The U3D component fails to sanitize user-supplied input when using the Parent Node count to calculate the size of an allocation, resulting in memory corruption. With a specially crafted 3D file, a context-dependent attacker can execute arbitrary code.
Upgrade to version 8.2.6, 9.4.2, or 10.0.1 or higher, as they have been reported to fix this vulnerability. An upgrade is required as there are no known workarounds.
CVSSv2 Base Score = 9.3 Source: nvd.nist.gov | Generated: 2011-02-11 | Disagree?
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Chauncey Black - Everyday Is Your Birthday
Artist: Chauncey Black
Producer: Teddy Riley
Album: Church Boy
Avg Rating: 2.2 ( 24 total votes )
Signed to Busta Rhymes's Flipmode Entertainment, R&B artist Chauncey Black (formerly of Blackstreet) has a plan in place for his woman. Treating her like Everyday Is Your Birthday, Chauncey takes her to the the mall, the salon, and the dealership to buy whatever she wants (all on his dime). If you aren't able to guess by his falsetto vocals and the Teddy Riley instrumental, though, his true intentions become apparent when they head back to his house and do just "what we like to do." Although Everyday Is Your Birthday is one of the Booth's shortest songs (clocking in at less than 3 minutes), it is just enough time to get his female audience "in the mood."
Listen to More: Chauncey Black Written by Burmy
This is the first song featured on DJBooth from this artist. If you would like to hear more, be sure to rate and comment!
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Bill O'Reilly vs. David Silverman: You Know They're All Scams
By FOX NEWS - YOU TUBE - ATHEISTMEDIABLOG
Added: Wed, 05 Jan 2011 15:06:13 UTC
Via AtheistMediaBlog for the link.
Richard Dawkins: 2 live TV appearances...
- - RichardDawkins.net 133 Comments
Sky News at 3.30 pm GMT
BBC Newsnight beginning at 10.30 pm GMT.
Tim Minchin song mocking Christ pulled...
Matthew Holehouse - The Telegraph 98 Comments
An ITV spokesman said: "We often make changes to programmes before transmission and on this occasion we felt that the song didn't quite work editorially."
Richard Dawkins on Sky News, TODAY,...
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Richard Dawkins on Sky News, today (Sat 17 Dec), 1.30 pm GMT, in response to David Cameron's claim that Britain is a Christian country.
- - BBC 2 34 Comments
Stephen Colbert Interviews Neil...
Stephen Colbert/Neil deGrasse Tyson -... 16 Comments
'Brinicle' ice finger of death filmed...
Ella Davies - BBC Nature 28 Comments
Earth's Rotation Changes Zodiac Signs
Fox News - YouTube - AtheistMediaBlog 71 Comments
Father Morris: It's Not Healthy to Have...
Fox News - YouTube - AtheistMediaBlog 118 Comments
FOX: Atheist Billboard Stirs God Debate
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Ellis Hobbs and Tedi Bruschi - Same Wrist Injury?
I wonder if Ellis is going to take as much time or more like Tedi did when he broke his wrist,Wonder if its the EXACT injury to the wrist-both needed surgery and Tedi was out about a month or so..Hope Ellis can get back sooner than that - First Hamstrings,Now Wrists...Will it ever end on our injuries this year to our best players?
Re: Ellis Hobbs and Tedi Bruschi - Same Wrist Injury?
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BLOG — Ole Miss' search for a new head football coach is continuing to progress as the five-members assigned to help hire that next person was officially announced.Ole Miss Chancellor Dan Jones told the media Monday during the press conference announcement that Houston Nutt would not return as head coach that former Rebel quarterback Archie Manning and Mike Glenn, an executive vice president with FedEx, would be leading the search committee as co-chairmen.
Three more names were added to the committee Friday, according to information released through the school. Those names include Richard Noble, the Ole Miss Alumni Association President; Ron Rychlak, the Chair of the Intercollegiate Athletics Committee and Ethel Young-Minor, who is currently an Associate Professor after starting her tenure at Ole Miss in 1996 as an English and African American Studies instructor.
Today will be the first time the committee meets to discuss coaching candidates and other things associated with the search. Bob Beaudine, a principal in Eastman & Beaudine, a national search firm, will also assist in the search for a new coach.
"We are immensely grateful for the commitment each and every one of the committee members will make to finding a championship-caliber leader for Ole Miss football," Jones said in a statement. "The eagerness of the Ole Miss family to contribute in every way is what makes this university so special."
Manning also commented on the search process through Ole Miss.
"We are excited about representing Ole Miss in this important search and look forward to sharing all of the incredible things about this university with candidates," Manning said. "We will not rest until we have found the best person to lead Ole Miss football." (November 12, 2011)


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Judge: Pay $125,000 dollars or lose horses
UPDATED 10:25 PM CDT Apr 25, 2013New details tonight about the woman, Carolyn Vaughn, accused of neglecting dozens of horses. Investigators officially charged her with animal cruelty this week.
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1. Vincent Jackson
So....um.....this is awkward. I'll cut to the chase. I am sorry Vincent. Is there any chance you would consider staying here in San Diego? It would really be what's best for your career, what with the nice weather and franchise QB that seems to love you, and....well, I'll never overlook your value to the team ever again. Especially not in a contract year. Please don't leave.
2. Defensive Secondary
This is going to sound weird, because I'm supposed to be an expert on these things, but I have no idea who the Chargers' starting SS is. Every time I feel confident in writing a "Congratulations Paul Oliver!" post, Steve Gregory comes out of the shadows and makes a huge play. Are they playing on assigned downs? is Eric Weddle in there on every play? I have no idea. There's a constant mix of three guys that always seems to be on the field, even though that's impossible, and they allow for Antoine Cason and Quentin Jammer to play in whichever way they want.
Remember in the days of Drayton Florence and Sammy Davis when the Chargers had one of the worst secondaries in the league each year? A.J. Smith should be given credit for focusing on that group as a weakness and drafting the right group of players to turn it into one of the league's best units.
Once again, the Chargers CBs and Safeties frustrated the opposing QB and nearly eliminated the opposition's top play-makers (in this case, Vernon Davis and Michael Crabtree) altogether. I would expect a similar performance against the Bengals and Broncos to close out an outstanding season for this position group.
3. Pass Rush
Any time you sack the opposing QB 6 times it is a dominating performance by your team's pass-rush. The Chargers managed to bring lots of pressure from everywhere, from the DEs to the NT to the OLBs and even the MLBs on blitzes, and it kept Alex Smith from ever getting comfortable in the pocket on Thursday night.
It got to the point where I almost started feeling bad for Smith. Before the snap he'd look across the line at Luis Castillo, Antonio Garay, Shaun Phillips, Antwan Barnes and others, and just know that they were going to be hitting him as hard as they possibly could in about 2 seconds. The offensive line in front of him didn't stand a chance at slowing down the best pass-rush in the league (that feels weird to say), and especially not with Joe Staley out for the season.
4. Running Game Balance
It is almost as if Norv Turner is purposely doing this as a game, week-in and week-out finishing games with his two top RBs having the exact same number of carries. "We have no starter!", I fully expect him to say some time soon. "Nobody on this teams gets the majority of the carries, it is the perfect balance between speed and power."
17 carries for Ryan Mathews, including some explosive plays and more than a couple of carries that had to put the defense on high alert. This kid is going to start breaking big runs soon, the only question is when. Then there were 17 carries for Mike Tolbert, who pounded himself into the consciousness of the average NFL fan along with the San Francisco defense. When you're describing the perfect NFL running game, this is almost exactly what you're aiming for in a RB tandem.
5. El MVP
While I will fully-admit that Tom Brady is having a fantastic season, I do not think he has eliminated everyone else from MVP consideration. Philip Rivers is having just as good of a season, with a little less luck and a whole lot worse group of Special Teamers sharing colors with him each week. The way he has pushed through this season, with all of the different receivers he's had to throw to, deserves a whole lot of recognition. So, I'll leave it at this: If the Chargers make the playoffs this season, then nobody deserves the MVP trophy more than El Capitan.


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Brokerage: Nomura
Rating: Buy
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Rationale: The execution pace remains a concern as the company managed to deliver only 0.5 million square feet in Q4. But the stock currently trades at a 60% discount to their real estate NAV, which seems attractive.


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My parents' debate continued downstairs, but their words faded. I went to the room's only window and looked out on the world. My older sister, Nikki, and I loved to look through the window as families arrived at the swap market across the street. Our home was on a busy street that sat right on the border of Maryland and Washington, D.C., stuck confusingly between two different municipal jurisdictions, a fact that would become very significant in the near future. I pulled back the thin diaphanous curtain that covered the windows and spotted my friend Ayana outside with her mother. She was half Iranian and half Italian, with long, dark hair and warm eyes that always fascinated me. They were light green, unlike the eyes of anyone else I knew, and they twinkled as if they held stars. I wanted to tap on the window to say hello as she walked past our house to the tenement building next door. But I was afraid of making more trouble for myself, so I just smiled.
On the dresser by the window sat a framed picture of me with Nikki. I sat on her lap with my arm wrapped around her neck, a goofy smile on my face. Nikki is seven years older, so in the picture she was nine and I was barely two. Colorful beads capped the braided tips of her hair, a style she shared with my mother, and large, black-framed eyeglasses covered half of her face. Nikki's real name was Joy, like my mom's, but everyone called her Nikki. My mother was obsessed with the poet Nikki Giovanni, in love with her unabashed feminine strength and her reconciliation of love and revolution. I spent nearly every waking moment around Nikki, and I loved her dearly. But sibling relationships are often fraught with petty tortures. I hadn't wanted to hurt her. But I had. |


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A historic dance hall, the cypress-shaded Guadalupe, a couple of rustic inns: A great weekend getaway awaits you less than an hour from Austin and San Antonio.
It takes slant-heeled boots and a strong jaw to campaign in West Texas; a Ph.D. probably doesn't help.
The Improbable Rise of Redneck Rock rises again.
Country, jazz, blues, R&B, polka, and conjunto—the late, great Doug Sahm was a walking encyclopedia of Texas music. An exclusive excerpt from a new biography explores how he stirred it all together and found his own sound in his first great song.


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Feb 2008 Playa Copal, Bahai de Salinas, Costa RicaModerators: BayAreaKite, WindMuch
6 posts
• Page 1 of 1
Feb 2008 Playa Copal, Bahai de Salinas, Costa Ricahttp://www.flickr.com/photos/24286055@N ... 004625531/[url=http://]fotos of kiting and friends[/url]
Here are some of our pictures from December
yah bring back memories of our trip down there in November as well
www.loscocco.net/images/200711costarica My Photography ==> http://www.Loscocco.com
Kites:Ocean Rodeo: 2013 Razor Boards:Ocean Rodeo: 5' 7" Surf, Mikes Lab Raceboard, Mako 140cm, Naish 5' 4" Wetsuit:Hyperflex: AMP 5/3MM Fullsuit Harness:Ocean Rodeo: Sessions2
Ahhhh. Yes, good memories. Except for that nasty flu virus we all caught at the end of the trip. Perfect timing for reminiscence to get me stoked for Los Roques. Only 2 weeks!
Team rider for Sheldon Kiteboarding and North
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