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Here is the depth chart going into spring training as I see it for Washington. Next to hitters is their projected WAR from the CHONE projection rankings, and next to pitchers is their projected VORP from Baseball Prospectus. Later today I will release what I believe the depth chart will look like Aug. 1.
C Jesus Flores 1.4
Ivan Rodriguez 1.2
Wil Nieves 0.1
1B-Adam Dunn 3.1
Chris Duncan -.01
2B Ian Desmond -0.8 Cristian Guzman 1.8
Willie Harris 1.4
SS Cristian Guzman 1.8
Alberto Gonzalez 0.1
3B Ryan Zimmerman 5.0
Mike Morse 0.8
LF Josh Willingham 2.5
Willie Harris 1.4
CF Nyjer Morgan 1.8
Justin Maxwell 0.2
RF Elijah Dukes 1.8
Justin Maxwell 0.2
UTL Willie Harris 1.4
Mike Morse 0.8
Alberto Gonzalez 0.1
Starting Rotation
John Lannan 23.9
Jason Marquis 23.0
Scott Olsen 7.9
Craig Stammen 2.4
Garret Mock 13.0
Closer- Matt Capps 13.7
Set-up Tyler Clippard 10.6
Set-up Brian Bruney 8.5
Middle Tyler Walker 8.8
Middle Jason Bergmann 9.6
Middle Sean Burnett 5.1
Note: Back-end of the rotation will be in constant flux, no need to project it here.


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The Graduate Center offers more than thirty doctoral programs in the arts, humanities, social sciences, and natural sciences, including History.
Learn about the Graduate Center's core faculty,
including Distinguished Professor David Joselit (pictured),
on the Faculty Profiles page.
Through its extensive public programming, the Graduate Center contributes to the intellectual and cultural vitality of New York City.
The Graduate Center has announced its
Doctoral Student Parental Accommodation Policies.
Support for the Graduate Center ensures continued excellence in arts and
sciences graduate education, research, and public programming.
The OHR supports the GC's mission through the provision of high quality human resources and labor relations services. The OHR is committed to ensuring access to information on employment statutes, policies, and procedures. Confidentiality, discretion and sensitivity are paramount in OHR operations. Effective "onboarding" programs are designed to support new employees. Coaching on workplace challenges is offered to promote resolutions and avoid employee disputes. The OHR fosters and supports policies and practices to ensure a respectful and safe workplace.
Please contact the Human Resources Web Coordinator with your questions, comments and feedback.
Graduate Center365 Fifth AvenueNew York, NY 10016-4309
Email: email@example.com: 212-817-7700

subset: commoncrawl


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Dorothy R. Dombrowski, 78, Amherst Junction, died Friday, Dec. 6, 2013, at her residence.
A Mass of Christian Burial was held Wednesday, Dec. 11, at Sacred Heart Catholic Church in Polonia, with the Rev. Greg Michaud officiating. Burial was in the parish cemetery.
Visitation was at the Jungers- Holly Funeral Home in Amherst Tuesday, Dec. 10, and at the church Wednesday.
Condolences may be offered online at www.hollyfuneralhome.com.
Mrs. Dombrowski was born Oct. 14, 1935, in Stevens Point, the only daughter of Barney and Martha (Ostrowski) Gavin.
She was married to Ernest J. Dombrowski Oct. 25, 1952. He died June 17, 2001.
She was a full time mother and housewife and worked on the family farm. She later worked for a number of years for the Tomorrow River School District in the housekeeping department.
She was a member of the Sacred Heart Rosary Society.
Survivors include four daughters, Kathleen (Marvin) Somers, Stevens Point, Cheryl (Dwight) Hucke, Nelsonville, Joan Woyak, Custer, and Denise (Richard) Fisher, Nelsonville; four sons, John, Monico, Wayne (Kay), Amherst Junction, James (Joy), Nelsonville, and Paul (Margaret), Eagle River, Alaska; two brothers, Alfred and Robert Gavin, both of Stevens Point; 23 grandchildren; and 15 great-grandchildren.
She was also preceded in death by two sons, Ronald and Thomas; and two brothers, Rudy and Myron Gavin.


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Note: We recently received a shipment of what was supposed to be a belicoso, but they showed up with a traditional rounded cap. Because of this, we are passing on a deep discount to you in order to get rid of them.
The name Erik Espinosa might not ring a bell, but you've probably already encountered at least one of his top-notch brands. He's been behind the wheel of brands like Cubao, 601, Murcielago, La Bomba, and a handful of others. Recently, he opened his own factory in Esteli, Nicaragua, called La Zona. As part of his plan to release a new portfolio of top-notch boutique handmades, the Espinosa Habano boldly leads the charge.
Introducing the Espinosa Habano. A lovely medium-bodied handmade that dishes out wave after wave of handmade goodness. Carefully crafted under Erik Espinosa's watchful eye, each cigar starts with a leathery and flavorful Nicaraguan Habano wrapper. This leaf sits atop a long-filler bouquet of proprietary tobaccos, secretly blended, for a rich well-balanced smoke. Together, these tobaccos strike up a savory array of smooth, soothing flavors. Prominent notes of pepper, cedar, cocoa, and a creamy semi-sweet finish, all round out this highly satisfying handmade. Erik Espinosa hit all the right keys with this one, and it shows.
Espinosa Habano received two, well-deserved 90-point ratings. One of which noted,
"Peppery at first, this thick cigar develops notes of rich coffee, followed by a bit of toast and a solid earthiness. A balanced and tasty smoke."
"I received these in a sampler pack with other Espinoza cigars that included the 601 series and the Bomb. This was my favorite. For a price less than La Zona you cannot go wrong. I will order a box or two. "


text:
Humidity 89%
Winds 13.8mph
Humidity 89%
Winds 13.8mph
Aug 11, 2014 6:16 PM by Associated Press
Kevin Ward Jr. died of blunt force trauma when he was hit by a car driven by NASCAR star Tony Stewart.
Ontario County Sheriff Philip Povero says the autopsy was completed Monday. The 20-year-old driver was competing in a dirt-track race in upstate New York.
Authorities questioned Stewart on Saturday night and went to Watkins Glen to talk to him again Sunday. Povero said Monday there were no plans "at this time" to talk to him again.
There is no timetable to complete the investigation.
Povero says there is nothing in the inquiry that supports criminal conduct or probable cause. He says there was no camera in Stewart's car.
(Copyright 2014 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.)
1 day ago
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text:
Saint Croix Health Center in New Richmond Wisconsin has a 94% occupancy rate with 68 residents using its 72 beds. They are not part of a multiple nursing home ownership and are a County Government run nursing home.
Saint Croix Health Center has an above average registered nurse per resident per day of 65 minutes compared to the Wisconsin state nursing home average of 59 minutes. They had 1 deficiencies in its past 2 state inspections compared to the WI average of 10 and 1 complaints compared to the WI average of 3. Saint Croix Health Center had 3 fire safety deficiencies in the past 2 state inspections which is better than the Wisconsin state nursing home average of 11.
Below is general facility information for Saint Croix Health Center in New Richmond, WI. More facility details are available on your free report.
Below are services offered at Saint Croix Health Center Additional services details and additional information are available on your free nursing home report.


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I recently mentioned moving banks, i have decided my main importance at present is an overdraft facility.
The santander account has a 0% overdraft rate but only for the first 12 months, so make sure you keep an eye on it, and change after the year. On top of this it does offer a very low 0.1% interest rate. that's definately the best recommendation at the moment.
My husband has this (with A&L, which is now Santander) and hasn't been charged for his overdraft in the last 2-3 years. Not sure if he pays a monthly fee though
i believe santandare my son is with them seem prety good
i would suggest shopping around as you have your requirements which will vary person to person
Think you might find LLoyds has the lowest rate. Check out this site and Guardian money site. Good luck
I think you get 0% overdraft for a year with Santander if you switch to it.
There are some requirements, like paying ?1k/month.
Check this link
for some comparison on best overdraft facility.
Best of luck!
clysdale are really great to me and dont charge me for unexpected overdrafts which is great of them!
First Direct offer a 0% ?500 overdraft limit. When I opened my account they said it was for the first 12 months, however this has been extended and I think if they see you as a good customer they are happy to keep this facility in place. I suppose it depends how much you are looking for?
Posts within the money.co.uk community represent the views, experiences and opinions of members and experts only. They should not be taken as financial advice and should not be followed without further research.


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Save Your Old Tree with Cabling and Bracing
Having a big old tree in your yard is a great asset. But time and weather can threaten it. If your tree looks vulnerable to wind or damage from heavy snow, cabling or bracing can help save it. These techniques should be left to a professional. You don't want to climb up and put cables and braces in your tree branches.


text:
Are You a Great Date?
Whether you'll make plans to go out again depends a lot on how the first date goes. Find out if he'll think you're down-to-earth and fun or way too much work! by taking this quiz!
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text:
I was a Quality Assurance Engineer, recently retired. Always had an interest in travel, ham radio (GW8TVX), home computing and photography. Having seen so many wonderful panoramic photographs on Google Earth, I thought I would try and make some myself. Thus fill a little more of my new found free time and perhaps use with my other hobbies and from there, who knows.
For my panorama I use a Nikon D610 or Nikon D90, Nikon 10.5mm Fisheye lens, Nodal Ninja NN5 panoramic head, Kolor Autopano Giga.
Contact me:-
hoperp at hotmail.com
hoperp at dsl.pipex.com


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Director William Friedkin on Rising and Falling and Rising in the Film Industry
His thoughts on The Exorcist, Sorcerer, Cruising, Killer Joe, and more.
Skip to content, or skip to search.
Skip to content, or skip to search.
His thoughts on The Exorcist, Sorcerer, Cruising, Killer Joe, and more.
True love: price upon request.
"People break up their engagements all the time, and then the guy loses the rock. It's not fair to the man."
We rate 26 shows' odds of survival, on a scale of Work It (as good as dead) to 2 Broke Girls (a slam dunk for coming back next season).
We are immature, we know.
Good news for David Spade.
We turn the Bubble Meter on 'Community,' 'CSI: Miami,' 'Mike & Molly' and many more to see if they'll be coming back.
'Mike and Molly' and 'Rules of Engagement' may help fill the void left by 'Two and a Half Men.'
On 'The Good Wife,' 'Rules of Engagement,' and 'Feces My Dad Said.'
CBS: maybe coming to Hulu.


text:
Related topics: DJs
Marquee Nightclub & Dayclub Announces the Return of Kaskade's Summer Lovin ResidencyApril 9, 2014 By: Nightclub & Bar
Multi Grammy-nominated artist Kaskade returns to Marquee Nightclub & Dayclub with an all-new redesigned Summer Lovin' residency. The night and daytime season-long party will bring back the unparalleled production value that Summer Lovin' is known for with a fresh look and feel. Beginning May 3, guests will travel back in time with the electronic music DJ as the venue transforms into a 1970's party.
The past will meet the present as venue-wide custom décor brings the iconic disco fever back to life, paired with chart-topping EDM beats. The production will feature two diverse shows, both set by a soundtrack of Kaskade's signature euphoric sounds. By day, the poolside revelry at Marquee Dayclub will mirror a classic 70's workout scene, complete with neon exercise gear, sweat bands and knit leg warmers. By night, Marquee Nightclub will transform into a disco-themed dance party with bell bottoms and big hair throughout.
The residency will be featured throughout the summer with additional dates announced on the first of each month through August while special room packages will be available at The Cosmopolitan of Las Vegas.
Marquee Nightclub
Saturday, May 3
Saturday, May 17
Saturday, May 24
Saturday, August 30
Marquee Dayclub
Saturday, May 3
Saturday, May 24
Saturday, June 21
Sunday, June 22
Saturday, August 30
Reproduction in whole or part is prohibited
Please send any technical comments or questions to our webmaster.


text:
Compression Pedals
JHS Limeaid Bass CompressorJHS' Lime Aid Compressor is the bass complement to the popular Pulp n Peel-- full of low end response and an ability to keep untouched, clean signal alongside your compressed tone.$199.00
Fairfield Circuitry Accountant CompressorJust like it sounds, the Accountant from Fairfield Circuitry takes care of business. If there's any kind of input to be parsed, the Accountant will crunch it. He keeps your entire outfit streamlined and in good standing.$150.00
Empress CompressorThe Empress Compressor provides a professional, studio quality compressor in a stompbox. Featuring switchable metering and versatile controls, the Empress Compressor is the perfect solution for instrument compression.$249.00
Electro Harmonix Soul Preacher PedalThe Electro Harmonix Soul Preacher Compressor can help balance the dynamics of your guitar playing, as well as add tons of sustain. Choose from 3 Attack speeds and let the Electro Harmonix Soul Preacher teach you the way of the compressor! OS$78.30
Electro Harmonix Black Finger Tube CompressorThe Electro Harmonix Black Finger compressor gives the warmth of two 12ax7 tubes! This opto compressor has two light driving sources for different attack settings and compression feel. Check out the Electro Harmonix Black Finger Compressor pedal.$201.30
EarthQuaker Devices The Warden CompressorEarthQuaker Devices' The Warden is a studio grade optical compressor in a pedal. Character and controls for Tone, Attack, Release, Level, Sustain, and Ratio make The Warden the secret weapon of your signal chain.$195.00
DMB Spankenstein CompressorThe DMB Spankenstein Compressor is an IC-based compressor pedal that utilizes parallel compression to allow for the clean signal to be blended in. The DMB Spankenstein Compressor allows you to have your sustain while keeping your attack.$249.99
Diamond Pedals CPR-1 Compressor PedalDiamond Pedals CPR-1 Compressor Pedal is made from the finest professional audio grade components in the . The Diamond CPR-1 Compressor is a super clean, ultra-quiet compand tone shaping tool with a very musical EQ built right in.$209.00
Diamond Bass CompressorThe Diamond Pedals Bass Compressor offers the same excellent sustain, stability and tone of the original Diamond Pedals compressor, only now redesigned specifically for basses. The Diamond Pedals Bass Compressor is designed to provide frequency response down to 20 Hz, and works perfec... read more$249.00
CMAT Mods Deluxe Signa CompressorThe CMAT Mods Deluxe Signa Compressor is a warm, smooth compressor that provides pop and sustain in spades. Perfect for long, sustaining solos or chicken pickin' alike, the CMAT Mods Deluxe Signa Compressor is a versatile effect of many uses.$160.00
CMAT Mods Deluxe CompressorBuilt with higher quality parts and adding extra tonal control, the CMAT Mods Deluxe Compressor takes the classic Ross circuit to a whole new level. Utilizing closely matched transistors the CMAT Mods Deluxe Compressor has an extra low noise floor for dead quiet operation.$150.00
Boss CS-3 Compression SustainerThe Boss CS-3 Compression Sustainer is a bullet proof compression pedal you may find is the secret weapon in many guitarists arsenal. If you aren't happy with your guitar tone, try the legendary Boss CS-3 Compression Sustainer in your signal chain.$99.00
Bearfoot FX Pale Green CompressorThe Bearfoot FX Pale Green Compressor is the self-described "compressor for people who hate compressors," known for its transparent compression and dead-silent operation.$199.00


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The Vatican has come out and declared that animated TV characters Homer and Bart Simpson are Catholic! They base this on a 2005 episode called "The Father, the Son, and the Holy Guest Star." The producers tend to disagree with the church's stance on their characters.
See what both sides are saying in this wholy donut war and then check out the entire episode in question to decide for yourself if the Pope can lay claim to the most beloved fault-filled family in TV history!


text:
Appendix F
Other Work Environment Characteristics
In addition to the information contained in the demographic exhibits in the report, the Comptroller's survey also collected other demographic data. The exhibits for these data are listed below.
Counselors were also asked whether their positions were full-time or part-time (Exhibit F-1). The overwhelming majority were full-time counselors.
Exhibit F-1
Full-time and Part-time Employment
Work schedule Percent Full-time 96.6% Part-time 3.4% Total 100.0%
Counselors were also asked several questions about their office environment. One question was whether the counselor had access to a computer in the office (Exhibit F-2). While it is likely that that the computer was assigned the counselor, it is possible that the computer was shared with other staff or counselors. Few respondents indicated that they did not have access to a computer.
Exhibit F-2
Access to a Computer
Do your have access to a computer in your office? Percent Yes 98.3% No 1.7% Total 100.0%
Counselors were also asked if they had access to the Internet in their office (Exhibit F-3). Here again, the responses showed that few counselors did not have access to the Internet.
Exhibit F-3
Access to the Internet
Access to the Internet? Percent Yes 96.4% No 3.6% Total 100.0%
School counselors were also asked if they had telephones in their offices (Exhibit F-4).
Many counselor duties require privacy, especially if the counselor is talking to a student, a parent or another authority, be it child protective services or law enforcement.
Exhibit F-4
Telephone in the Office
Do you have a telephone in your office? Percent Yes 98.7% No 1.3% Total 100.0%
For the same reason that a private telephone is essential in counselor activities, a private office is also important. Nearly all the counselors who responded had a private office (Exhibit F-5).
Exhibit F-5
Private Office
Do you have a private office? Percent Yes 94.9% No 5.1% Total 100.0%
Sometimes a private office is not enough. Offices with thin walls or those subdivided by partitions can make ensuring privacy difficult. In addition, the inability to close a door or the prospect of having an office in a high traffic area for students and staff might also pose problems for counselors who need to restrict access to the students or parents they may be counseling. Counselors were asked to rate the privacy of their offices (Exhibit F-6).
Exhibit F-6
Privacy Rating
How would you rate the privacy of your office? Percent Good 67.9% Fair 24.4% Poor 7.7% Total 100.0%
More than two-thirds indicated that the privacy of their office was good.


text:
Japanese soba noodles get their appealing, nutty flavor and speckled brown color from a secret ingredient:...
- For a chance to win a gift basket, take our survey
- Your Account
A nice hearty, heart-healthy meal. Very simple to make but satisfying in a comfort-food kind of way. Kids also love this simple noodle dish.


text:
Specialising in sterling silver, Magnolia strives to create a product as unique as each individual customer. 25 designers from around the world handcraft pieces using 925 sterling silver and precious and semi-precious stones. Each distinctive piece becomes part of an ever-changing collection - no less than 500 jewellery designs hit stores every single month! Moreover, up to 3,000 designs may be available at a store at any given time.
OPEN TODAY09:00am - 12:00am
Free WiFi zones in Chadstone


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Kajani wrote:Perhaps they also may "steal" specialists like smiths?
Flagg wrote:I'm putting together a story that involves a band of southerners going above the Wall. They'll be traveling light, so I'm trying to determine the most efficient goods for them to bring with them to pay their way through the various wildling territories. I'm thinking steel arrowheads and spear points might be a safe bet.
Kajani wrote:DaimosofRedstone: I know that the Wall errected when in Westeros only bronze was used. I think that the material for iron could be found very well in the north (if I am correct it is even harder to find tin than crude iron which you already could find under the grass).
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text:
Is your computer infected with W32/Stanit? This step-by-step guide can help you safely and quickly remove W32/Stanit. If you have any problem or question during the whole removal process, please contact Tee Support agents 24/7 online for more detailed instructions.
What is W32/Stanit
W32/Stanit is an abominable malware that is well known to carry with a bunch of destructions to embarrass computer's safety. This annoying pest has the capability to install into computer sneakily while surfing on hacked website or some other malicious webpage. When infected with W32/Stanit, many running files will be significantly hided and replaced by the infectious files that related to the malware. Without luck, nothing programs displayed on desktop can be seen but with blank. W32/Stanit seems too cunning to be removed that no antivirus is capable of dealing with. It is found to be turned up again once it has been deleted. Worse still, W32/Stanit will slow down computer speed, make system chaos and gain access for remote hackers to come and do harms on computer. Hence, to secure the safety of your pc, it's recommended to terminate W32/Stanit without any hesitation.
W32/Stanit Identified as Security Threat by Impressions
1. W32/Stanit reputation/ rating online is terrible.
2. W32/Stanit is installed/ run without your permission.
3. The official website of W32/Stanit is poorly built without contact info.
4. Poor Performance like highly-consumed system resources is caused by W32/Stanit.
Best Way to Eliminate W32/Stanit Completely and Safely
Currently, W32/Stanit could not be removed completely does not attribute to antivirus software is unavailable. But due to W32/Stanit hides deeply in registry entry and mutates itself in fast speed that no antivirus software could keep pace with. It seems there is no solution with W32/Stanit? Of course not! Manually removal with expert skill would be the best effective way to eliminate W32/Stanit. Here is the step-by-step guide for manual removal as below.
How to Get Rid of W32/Stanit Manually
Step one: Open Task Manager by pressing keys "CTRL + Shift + ESC", search for W32/Stanit processes and right-click to end them.
outlook.exe iexplorer.exe firefox.exe
Step two: Click on the "Start" menu and then click on the "Search programs and files" box, Search for and delete these files created by W32/Stanit.
C:\Documents and Settings\Administrator\Local Settings\help.exe %PROGRAM_FILES%\ W32/Stanit \ W32/Stanit
Step three: Open Registry Editor by navigating to "Start" Menu, type "Regedit" into the box and click "OK" to proceed. When Registry Editor is open, search and get rid of the following registry entries:
HKCU\SOFTWARE\Microsoft\Windows\CurrentVersion\Run HKEY_LOCAL_MACHINE\Software\ W32/Stanit
(Note: if you have no sufficient expertise in dealing with W32/Stanit 's files, processes, .dll files and registry entries, it may lead to mistakes damaging your system, so please be careful during the manual removal operation.)
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- Get Rid of Troj/JSRedir-IA Manually, Uninstall Troj/JSRedir-IA Easily


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Reader comments are listed below. Comments are currently closed and new comments are no longer being accepted.
roadkill612 wrote:
Aug 3rd 2010 3:00 GMT
""If it ever started to run away on a downgrade, the locomotives would never get it stopped.""
>> fail to see your logic - the locos dont stop it - the air brakes on each car do.
[[Let me explain: The brakes on each car are activated by dumping pressure from the brake reservoir. If you get into really big trouble, there is an emergency reservoir, and you dump the whole thing and grind flats on the wheels.
All of these reservoirs are charged from the train line, i.e., the pipe that carries compressed air from the locomotives to the successive main and reserve brake reservoirs on each car.
As you hook more and more cars together, and therefore their air hose couplings, it takes longer, and longer for (a) the brakes to apply - because they are applied by the driver reducing pressure in the train line, this being a pneumatic signal that passes sequentially along the train line; and (b) for the reservoirs to recharge after a brake application.
In essence, the driver gets a limited number of attempts to apply the brakes, the brakes apply slowly at the best of times, and it takes a really long time to charge the brake reservoirs back up again once you have made a significant brake application.
So, if you get into trouble, regular brake application isn't sufficient, and you make an emergency brake application, you don't get another chance. If that happens, the only thing between you and disaster is the regenerative braking in the locos themselves, and three locos, no matter how big and heavy, aren't going to stop a 29,000 ton runaway going down hill.
There's subtlety in operating a really heavy freight, and brake application on a line that undulates, for example, is something that requires caution and experience.
Mexico was working on a line between the Pacific and Gulf of Mexico shores to compete with the Panama Canal. Ships would just drop their containers on the Pacific side (Salina Cruz) then they'd be taken via high speed rail to the Gulf of Mexico (Coatzacoalcos) across the Isthmus of Tehuantepec and reloaded on different ships.
yOU GUYS MAY LIKE THIS LINK.
Komatsu introduces world's first hybrid excavator-
CUTE - INSTEAD OF BRAKING THE SWINGING LOAD - REGENERATE TO EFFICIENT CAPACITORS & ASSIST W/ A V PEAKY WORKLOAD - THE DIG AND LIFT IS HARD - THE SWING AND DROP IS EASY. tHE CAPACITORS MAY BE HEAVY, BUT BALLAST IS GOOD.
kxbxo wrote:
Aug 2nd 2010 8:34 GMT
"Each fully loaded train, headed by three diesel locomotives built in Pennsylvania by General Electric, is 2.4km long and carries 29500 tonnes of iron ore"
It is the equivalent of 240 x 34ft ore cars.
>> 2.4km is 1.5 miles if that helps
Must be a very shallow ruling grade - like dead flat.
>> Its from Mount tom price to a port so it would be initially downhill and net downhill presumably.
>> I wouldnt like his chances of getting going again if the driver stopped in the wrong spot for a mother roo and her babys to cross :)
If it ever started to run away on a downgrade, the locomotives would never get it stopped.
>> fail to see your logic - the locos dont stop it - the air brakes on each car do.
Assuming this must be a captive line, with no interchange service?
>> Very captive - they are fighting very hard to stop other potential mines in the area from using it.
Freights much over 12,000 tons, or 7800 ft long are fairly rare.
>> Call that a train, this a train :) (the knife line from crocodile dundee)
to increase train length to permit greater use of electronically controlled distributed power.
>>> Yes - i am skeptical of the "headed by 3 locos" phrasing of teh journalist.
roadkill612 wrote:
Aug 2nd 2010 5:39 GMT
"Each fully loaded train, headed by three diesel locomotives built in Pennsylvania by General Electric, is 2.4km long and carries 29500 tonnes of iron ore"
woo - thats a lot
[[Darn right it is.
It is the equivalent of 240 x 34ft ore cars.
Must be a very shallow ruling grade - like dead flat. If it ever started to run away on a downgrade, the locomotives would never get it stopped. Assuming this must be a captive line, with no interchange service?
To lift that train from a standing start would be a particularly good illustration of the beauty of electric traction: an almost flat torque curve from a standing start to normal speed. At present the first climb out of the Powder River basin is handled with AC Diesel-Electric locomotives that can produce controlled torque at virtually any speed, so they crawl up the grade for half an hour at 1 mph. Try that with conventional locomotives.]]
"The below indicates my admitted guesses about the grunt a loco can get from an overhead wire were wrong, which i am happy with.
Electric seems good for fairly heavy freight anyway. 6000 tonnes (serendipitously similar to a ton - as indeed is a meter to a yard)"
[[In the North American context, a heavy freight is anything over 10,000 tons. Freights much over 12,000 tons, or 7800 ft long are fairly rare. Usually the limiting factors are bridge capacities or siding lengths. Most of the Class I roads, and in particular the western roads BNSF and UP, have been systematically lengthening siding lengths, increasing double track lengths, and so on, to increase train length to permit greater use of electronically controlled distributed power.]]
same thread, different topic.
I played with google earth a while ago, and it seemed the country just north of panama (forgotten which), offered a tempting route for a container rail link to compete with the panama canal. Just a thought. Any comments?
"Each fully loaded train, headed by three diesel locomotives built in Pennsylvania by General Electric, is 2.4km long and carries 29500 tonnes of iron ore"
woo - thats a lot
The below indicates my admitted guesses about the grunt a loco can get from an overhead wire were wrong, which i am happy with.
Electric seems good for fairly heavy freight anyway. 6000 tonnes (serendipitously similar to a ton - as indeed is a meter to a yard)
We seem, here in OZ, to be lumbered with a legacy system due to being early adopters (we were the richest country in the world (per capita) in 1900, til we had to import oil for our cars, and much of the wealth was spent on pork barrel railways and the corresponding sinecures for supporters etc.).
We seem to have 1500v dc in s/e OZ.
I still find it astonishing that a 4-5 loco coal train travelling along an almost entirely electrified, mountainous route, cannot accommodate at least one fully or partially electric loco (for regeneration if nothing else).
My guess is that the incompetent bureaucrats in control find it too hard to schedule horses (locos) for courses.
wiki say:
re russia
"For some time, electric railroads were only considered to be suitable for suburban or mountain lines. But, in around 1950, a decision was made (according to the legend - by Stalin himself) to electrify the highly-loaded plain prairie line of Omsk-Novosibirsk. After this, electrifying the major railroads with 3,000 V DC became a mainstream.
25 kV AC contact wiring started in the USSR in around 1960, when the industry managed to build the rectifier-based AC-wire DC-motor locomotive (all Soviet and Czech AC locomotives were such; only the post-Soviet ones switched to electronically controlled induction motors). The first major line with AC power was Mariinsk-Krasnoyarsk-Tayshet-Zima; the lines in European Russia like Moscow-Rostov-on-Don followed.
In 1990s, some DC lines were rebuilt as AC ones to allow the usage of the huge 10 MWt AC locomotive of VL85. The line around Irkutsk is one of them. The DC locomotives freed by this rebuild were transferred to St. Petersburg region.
The Trans-Siberian Railway has been partly electrified since 1929 and entirely electric hauled since 2002. The system is 25 kV AC 50 Hz after the junction station of Mariinsk near Krasnoyarsk, 3,000 V DC before it, and train weights are up to 6000 tonnes.[25]"
Both Victorian Railways and New South Wales Government Railways, which pioneered electric traction in Australia in the early 20th century and continue to operate 1,500 V DC Electric Multiple Unit services, have withdrawn their fleets of main line electric locomotives.
In both states, the use of electric locomotives on principal interurban routes proved to be a qualified success. In Victoria, because only one major line (the Gippsland line) had been electrified, the economic advantages of electric traction were not fully realised due to the need to change locomotives for trains that extended beyond the range of the electrified network. VR's entire electric locomotive fleet was withdrawn from service by 1987,[18] and the Gippsland line electrification was dismantled by 2004.[19] Similarly, the new fleet of 86 class locomotives introduced to NSW in 1983 had a relatively short life as the costs of changing locomotives at the extremities of the electrified network, together with the higher charges levied for electricity use, saw diesel-electric locomotives make inroads into the electrified network and the electric locomotive fleet was progressively withdrawn.[20] Electric power car trains are still used for urban passenger services.
Queensland Rail, conversely, implemented electrification relatively recently and utilises the more recent 25 kV AC technology with around 1,000 km of the QR narrow gauge network now electrified. It operates a fleet of electric locomotives to transport coal for export, the most recent of which are those of the 3,000 kW (4,020 HP) 3300/3400 Class.[21] Queensland Rail is currently rebuilding its 3100 and 3200 class locos into the 3700 class, which use AC traction and only need three locos on a coal train rather than five. Queensland Rail is getting thirty 3800 class locos from Siemens in Munich Germany, which will arrive late 2008 to 2009."
Not to denegrate the US freight rail industry, which has done very well over the last 30 years, but US freight has some enormous advantages over Europe and Japan in terms of political and physical geography: the entire North American system is integrated without pesky national border crossing issues, there are large parts of the country very far from the coast, there are large flat areas, and there are enormous generators (coal, grain). Contrast that to Japan, where freight rail makes no sense - terrain is all mountains, no large mines or farms, and since it's an island, you just ship things to their final destination - no need for intermodal.
US freight RRs hold the cards because they own the rights-of-way. That basically assures they can get whatever improvements they think are necessary. The courts have long established that a state's power of eminent domain is trumped by the Interstate Commerce Clause, meaning that in order to forcefully take the tracks, a state would have to go to the Surface Transportation Board and get them to allow the takeover. I don't think this has ever happened, but you can find numerous instances of cities and states trying to take RR property and the RR taking it to the STB and winning.
High-speed rail is not coming to Wyoming anytime soon. The argument that passenger service will kill freight is a straw man raised by people who do not want passenger rail for ideological reasons.
sorry for the typos ...
In the 1960's, brilliant researchers Gordon Powell and James Danby ( http://www.poly.edu/maglev/index.htm and http://www.maglev2000.com/ ) invented what is know today as first generation EDS (electrodynamic suspension) Maglev technology that was largely ignored here in the United States of America due to the timing of that invention and the peak of this nation's roll out of a national highway system and the automobile and trucking transportation industries.
Japan promptly invested in Powell and Danby's maglev invention and today has a functional Maglev system (see JR-Maglev), which has since been followed by Shanghai Maglev and will be followed in 2012 by a major South Korean commercial maglev line.
The United States government continues, despite President Obama's leadership on high speed rail, to heavily subsidize the automobile and trucking transportation industries to the detriment of high speed rail, commerce, jobs, energy policy, and national security here.
Highways and and automobiles/trucks remain crucially important to people and the transportation industries, but they must be supplemented, not replaced, by high speed rail here in the United States.
While the line in the sand has been drawn creating two camps arguing whether or not high speed rail investment should be happening here in the United States, the more important argument on whether to invest in American technology and ingenuity, IF HIGH SPEED RAIL IS DEPLOYED in the United States, continues to be muted.
Today, and since the 1990's, a discovery of 2nd generation EDS maglev by these same PROVEN maglev discoverers, Powell and Danby, remains largely ignored in the United States of America.
This time, it is for different reasons than in the 1960's.
Today, a multitude of excuses from and special interests of public and private sector entities can be found converging in order to derail 2nd generation maglev, whether they be existing high speed rail companies relying on a great variety of inferior but time proven and extremely expensive technologies, built-in congressional budgetary and political favoritism for highway and automotive interests interweaved with anti-rail and false-hopes austerity crowd steered by for-profit media outlets, and sadly what has become a track record of failure by American investors to invest in American ingenuity and high speed rail inventions (rather they wittingly or unwittingly opt to invest in financial products such as derivatives).
The technology to safely and cheaply move freight (including liquids, such as water and oil) and people at speeds of 300mph exists today, has existed for a long time, yet the technology cannot attract investors in this nation.
This is said by some to reflect free market forces that correctly determine the worthiness of technologies that should be invested in, which has never been shown to be more false than today.
At several junctures in very recent American history, this 2nd generation maglev technology had been earmarked to be proven (a process by which the technology is built and deployed for testing in order to become commercially viable) but instead has been steered to the wayside (see Florida Maglev 2000 Project and Riverhead, Long Island, NY Tiger fund application denial).
If not for the factual, historical record which clearly shows what happened with the original Powell and Danby discovery of EDS maglev, what excuses would those who remain opposed to investment in American high speed rail ingenuity and discoveries put forth to deny the value in or prevent investment in 2nd generation maglev?
At almost every juncture where 2nd generation EDS maglev advocates get public attention for this remarkable and much needed technology, the technology and its advocates are quickly and decisively dismissed by loudmouths in the for-profit media as pie in the sky, or unproven, or inferior, or waste-of-time, or something to consider next century technology.
Despite the historical record, Powell and Danby's amazing 2nd generation maglev remains little known, largely out of the public eye, without popular support from the US Congress, state houses, institutional investors, and appears to have designated as the stuff of quacks.
Where is the media's careful examination of the historical record as it applies to Powell and Danby's maglev inventions and the opportunity cost to people everywhere to ignore this technology?
What happened to America's "do what it takes" mentality of pioneering?
Can a for-profit media operating under the guise of a "free press" in the United States objectively devote the resources that it takes to inform and the public about the brilliant 2nd generation maglev discoveries of Powell and Danby BEFORE trillions of dollars are wasted on old and massively expensive high speed rail technology that accomplishes far less and provides immensely less value?
It sure doesn't appear like that will happen.
Although the Trans-Siberian is electrified, it is not a good example.
You would think that Russia ought to be doing great business transporting Chines goods to Europe on that line, but not so. It just isn't up to the job. There are too many managerial and governance problems.
The line was poorly laid out in the first place, it was built to low standards, and it has never been well run. On top of everything, it is built to the wrong gauge, so there is break of gauge between the old Russian System and China, and between the old Russian system and Europe.
That is why, eventually, China will pay for its own modern, well-built, double track, standard gauge electrified line across Kazakhstan and other unpleasant places to obtain rail access to Europe. The Chinese will control and run the line themselves o make sure it is run properly.
It will be fascinating to see how China negotiates to obtain the result it wants. One way or another, though, they will figure out a way to do it.
This points to another thing.
There is also huge money to be made by building an intermodal line between Mumbai and Istanbul. Each of the countries involved would reap huge commercial benefits. If it were ever built, it would be a license to print money.
And that would be an eminently just reward for the entrepreneur who achieves the task: It would take truly remarkable diplomatic skills to convince the governments of Turkey, Iran, Pakistan, and India to co-operate, even when it is manifestly in their common interest to do so.
Eraserhead, AnjinSan, Roadkill, et al.,
When comparing the rail systems, keep in mind that in North America only 2% of carloadings are presently passenger. The passenger business generates a lot of print coverage, and it is hugely political. It just isn't particularly commercially important.
On electrification,
Essentially all North American locomotives already are electric locomotives, but they carry their generator sets with them.
I don't know about the "frying" of wires. That seems doubtful to me, and easily solved in any case. But others may know better.
What I do know is that there is a rule of thumb in the business that the maximum power transmission, per axle, is about 900 hp with 42" locomotive wheels. If you figure that a locomotive can't have anything more than three axles per truck, and two trucks, then you get a theoretical maximum power of 5400 hp, which some people think is close enough to 6000 hp.
The weight of locomotives is also limited by the track over which they are running, so that also puts an upper limit on the size of the units. Finally, the lessons learned by the UP with their class of 24 super-long locomotives is that it is better to gang a bunch of smaller units together, and have them commonly controlled. Much easier for maintenance, much more versatile for combining or distributing locomotive power to match power to train weight and ruling grade.
In all of these things, I have never heard that the limiting factor is electrical engine current draw.
The Pennsylvania Railroad ran both passenger and freight trains behind the very successful GG-1 locomotives on the east coast main line.
The reason that the railroads generally have not invested in electrification is because the initial investment is too big. It takes a lot of traffic, and confidence that demand is going to be there for a long, long time.
Right now, when locomotives run down hill, their regenerative braking grids glow bright red. In an electric system, a fair portion of that power goes back into trains that are moving loads uphill at the same time. CP has looked at mountain electrification several times.
The Milwaukee Road system worked well enough, but was doomed from its inception by being the third northern transcontinental, and running through a region of sparse demand. Brilliant engineering can not make up for lack of demand.
And then there was a tunnel that cost too much ...
For half a century there has been uncertain (or falling) traffic density. E.g., from 1925 until 1982 the share of North American general merchandise freight carried by rail fell continuously, from well over 80% to less than 5%. It all went to the trucking industry.
Since 1982, and particularly since 1994, that trend has reversed. Long-term traffic projections are good. Further, since Hunter Harrison introduced scheduled railroading at the IC prior to the CN takeover, people have taken a whole new look at using intermodal and other existing services.
I would therefore expect a number of railroads are dusting off their electrification design studies.
Anjin-San wrote:
"@Prof M H Settelen
Actually, I could think of one US senator who could match Baroness Thatcher or Bundeskanzlerin Merkel, but his name has become a swear word for some US citizens : Al Gore."
Al Gore is neither a scientist nor an engineer ... he admitted to doing poorly in science and avoiding math altogether in college. His bachelors degree from Harvard was in government ... he failed to complete any graduate program, dropping out of both the Vanderbilt Divinity School and Vanderbilt Law School.
I'm tired of the lionization of Al Gore, seeing as his confrontational, panicky, politicizing approach to climate change has been largely responsible for making large segments of the American population skeptical about responsible legislation to curb greenhouse gas emissions. For a better strategy, look to the Rocky Mountain Institute (RMI).
@roadkill612, the longest railway line in the world - the Trans Siberian - is entirely electrified.
United States is spread out, very spread out in the west. Urban density is not high except for the major cities. They already have their own transit systems. The west coast has large mountains also to contend with, and very expensive land now. Without building on the existing right of ways high speed rail would be ludicrously expensive. And most of the railroad right of ways were not built for high speed rail but built for low cost of construction 150 years ago.
Rail is efficient, but expensive to set up. A flat city in California pays over 3 million per local transit rail car. and I believe 16 million per mile of rail installed on already acquired land. If there is an incident or malfunction the entire system is shut down and people are sometimes delayed hours.
I've ridden the train and rail transit in many parts of the country and even cross country and it is wonderful to be able to get up and walk around. Have reasonable restrooms. But sitting for 7 hours in one spot in the Texas sun waiting for a broken down freight line to move put a damper on the trip.
The eastern US has nice Amtrak train service, because it was set up 100 years ago. From philadelphia airport you can catch a train to the station and go to any major city on the east coast.
Let the locals build to the local demand. If it makes sense it will happen. Increased density may spur growth. More dependable, clean, and comfortable bus transit, "plug in" Prius, or resurrecting the EV1 might be better solutions for the next 30 years in much of the US.
"Union Pacific used to be (still is?) the largest private purchaser of diesel fuel in the world, at just under 2B gallons per year."
Why on earth dont they use natural gas for power?
As a guess?
>> at least you are honest.
Because diesel is an amazingly robust, safe, reliable, convenient fuel.
>>Yep, I think we know that. Its also expensive, imported and scarce. We are rapidly approaching peak oil. Gas is also safe - it is lighter than air and dissipates quickly. It would have to be a bad accident given the strength of the tanks. Gas powered cars are common here (different gas but still) and i am pretty sure there hasnt been a single explosion in 45 years. The freight companies are shifting pressurized gas as freight now, whats the difference if the loco uses one for fuel.
In North America we have a ready supply of relatively inexpensive, reliable diesel locomotives.
>> The same could have been said for propeller powered airliners, but you moved on without regrets. I am guessing a bit, but I think it would involve dropping (basically) a jumbo jet motor on a loco (similar to the M1A1 / M1A2 Abrams battle tank) and connecting it to a dynamo. It would have 2-3 times the power of a diesel loco and have a fraction of the fuel bill. Most trains are multi loco so it doesnt have to be all one or the other. Adding one of these babies to the loco cluster for the haul to the top of the rockies seems a good start.
All of the infrastructure for running large fleets of diesel locomotives is in place.
>>Yep - I think we know that too. But you said one company alone uses 2B gallons a year of diesel.
The real question is why there is so little electrified line.
The cost of building electrified line is high, and there is a fair bit of maintenance on the catenary.
>> and the rest - on my electrified line it is closed for maintenance every second weekend it seems, and its usually the wires they are fiddling with.
But the heavier the loads and the steeper the grades, the bigger the advantage of electrification.
>> very skeptical. My guess is the opposite. A heavy freight train would fry the electric system. There just isnt enough grunt in an overhead wire. Perhaps others could comment.
>> where i live they run huge coal trains over long distances (150 miles) which are electrified all the way (Lithgow NSW - Wollongong NSW). Never have i seen an electric loco.
Electrification permits use of electricity from any source - coal, oil, gas, hydro, nuclear, (even wind perhaps?)
>> yep - ditto
Everybody knows that electrified line is best over the long term for high tonnage operation.
>> Oh do they?
All the major freight roads have considered electrification of portions of their lines at one time or another.
>> what kind of argument is that? i.e. they rejected it.
Electrification requires high-density traffic to justify the higher maintenance load. Lower density traffic would force lower maintenance solution of diesel of turbine locomotives.
It's not impossible. Russia has been running electrified Trans-Siberian railroad since WW2, building and running several dedicated Hydro Power stations for the route.
@Steve in NJ
I'm afraind you have missed my main point; the biggest benefit of better public transport is the ability to DISPENSE WITH private cars.
Single biggest reduction in a household's carbon footprint can be achieved by doing away with your own car (as I have been doing since my return to Japan). This requires entire cities to be designed around a 'compact' design, where everything can be reached within walking (or cycling, at worst) distance, with access to reliable public transport network again within walking distance.
The United States is frankly ****ed in this respect because its wide open suburban sprawl lacks the critical population density to make any form of public transport economically viable, and therefore is doomed to ride their private cars come hell and high oil prices...
It would help if the Economist could post the international comparison of passenger rail fares per km either at PPP or market exchange rates, to illustrate the relative importance each country assigns to passenger and freight rail transport.
Japanese freight rail rates are higher because their narrower guage and smaller physical profile makes it less competitive against road transport, AND they prioritize passenger transport over freight, having converted several freight routes into mixed-use or dedicated passenger routes.
Europe sits right at the middle between the American and Japanese extremes, with HSR initiatives for both passenger (TGV, AVE, HS1, etc) and freight (Gotthard and Loetschberg base tunnels) services.
kxbxo has hit the nail on the head on intermodal freight: "The public pay for an increase in track capacity, namely extra tracks, and maybe electrification, in the existing rights-of-way in areas of significant passenger density."
Diesel is the world's most important fuel. Freight moves by diesel, a finite resource. However, electricity is the form of energy most easily produced sustainably, and railroads, being linear transportation, are easily converted to electricity. We need to approach the problem of transportation and rail in a systematics fashion to meet the needs of the future.
I propose a three-mode system: System A - slow speed, long trains carrying bulk cargo; System B - double speed short train priority freight and non-metro passenger service; System C - triple speed inter-metro passenger service. The federal government would own and maintain the right of way and trackage, which would be leased by the operators. All trackage would be electrified.
System A would be similar to today's freight rail service; Systems B would run on its own unidirectional track with no grade crossings and with strict traffic control, maintaining unit spacing, with trains operated by intermodal trucking companies; System C would interconnect with air traffic and could be operated by airlines. System B would allow for a radical redesign of over-the-road trucks and trailers providing yet greater fuel efficiency.
It would be expensive to upgrade our rail infrastructure; however, a project of this magnitude has been done twice before: once, with the original rail system, and, second, with our interstate highway system. To see what a country with an inadequate rail network looks like, one need only look at Afghanistan.
Obama regime should stop the Fed from effectively subsidising the Big Bankers to the tunes of many billions of dollars by giving them free money. This way, the country may save enough to build a decent network of fast rails.
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Thread: Relative paths
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Relative paths
Running into problems with relative paths for various files. I'm trying to segregate related scripts into their own folders. ie header & footer into a template folder. admin functions into an admin folder etc...
I'm running into the most basic problems such as - a page in the admin folder includes the header file.
echo ' <link rel="stylesheet" type="text/css" href="' .$APP_BASE. '/template/screen.css" media="screen" />';
$APP_BASE = '//' . $_SERVER['HTTP_HOST'] . rtrim(dirname($_SERVER['PHP_SELF']), '/\\');
<link rel="stylesheet" type="text/css" href="//nexus/raw/admin/template/screen.css" media="screen" />
Appreciate the help.Of all the things I've lost in my life time, my mind is the one I miss the most!
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You did not actually state what was wrong with that CSS link (other than it should have a http: before the // to make it a properly formed, fully specified, URL.)... the CSS link inside the header file isn't correct.
But, I will guess that because dirname($_SERVER['PHP_SELF']) is the path to the file that is including the header and that this changes depending on which file is including the header file, that you are getting a varying path to the css file?
Don't use the $_SERVER['PHP_SELF'] in this situation. If you are trying to make an absolute URL to the css file, just do that -
$APP_BASE = 'http://' . $_SERVER['HTTP_HOST'];
echo '<link rel="stylesheet" type="text/css" href="' .$APP_BASE. '/your_actual_full_path_here_to_the/template/screen.css" media="screen" />';
Edit: Also, take a look at the __FILE__ magic constant - http://www.php.net/manual/en/languag...predefined.php if you want to get the path to the included file instead of the file that is doing the including.PHP Code:
echo '<link rel="stylesheet" type="text/css" href="/your_actual_full_path_here_to_the/template/screen.css" media="screen" />';
Last edited by CFMaBiSmAd; 11-16-2007 at 06:41 AM. Reason: add magic constant info
If you are learning PHP, developing PHP code, or debugging PHP code, do yourself a favor and check your web server log for errors and/or turn on full PHP error reporting in php.ini or in a .htaccess file to get PHP to help you.
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I think you have 2 options:
1) Add more to the href that calls the CSS file. I was going to say to use $_SERVER['HTTP_HOST'] - but you are already. However, it doesn't appear to be creating any output. You'll need to figure out why - I have no idea at this late hour
2) don't bother putting the domain name - just use a directory path starting with "/" So, if your CSS file is at http://www.example.com/templates/style.css then your link tag should have href="/templates/style.css" and then you may be able to leave PHP right out of it, (this is what I usually do).
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Or just use the base tag.


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Date published: 2014-01-17
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Western Digital My Passport Studio
What's the one thing external hard drives have been missing all these years? If you answered "a screen," perhaps the Western Digital My Passport Studio ($150-$200) is for you. Available in 320, 500, and 640GB capacities, these sleek silver drives feature both FireWire 800 and USB 2.0 interfaces, Time Machine support for the Mac users out there, and a super-crazy, e-paper "label" on the outside that lets you know details like remaining capacity, whether the drive is locked, and, to help with drive organization, a personalized label to help you keep track of its contents. Although, honestly, if you're having problems keeping track of all your external drives, perhaps you should cut down on the


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Employee Rights and Responsibilities
It is important that you know your rights and responsibilities when you apply to work for an employer who participates in E-Verify. Employers who use E-Verify must follow E-Verify rules and responsibilities and protect the privacy of their employees. If you believe an employer is not following the E-Verify rules listed in the 'Employee Rights Overview' or has discriminated against you, we encourage you to report it.
Employee Rights
The 'Employee Rights Overview' outlines the rights of an employee whose employer participates in E-Verify.
Employee Responsibilities
The 'Employee Responsibilities Overview' outlines the responsibilities of an employee whose employer participates in E-Verify.
This page provides general overview information about E-Verify. For instructions and policy guidance, visit the For Employers section of the website, or visit the For Employees section of the website.
Last Reviewed/Updated: 04/02/2014


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Find commute times to your work, school, gym and more.
Brookside Realty
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1 and 2BR apts. in quiet garden complex near center of town. Clean, modern apts. Off street pkg. Lndry and super on premises
Spacious, clean, bright apartments at a great rent! New carpet and appliances; lots of space; walk to town and train. Convenient to Danbury and I-84. Attentive, on-site superintendent. If you want to see an apartment, call Henry at at the listed phone number.
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Meeting the Needs of a Dynamic Urban Forest
The New York City Urban Field Station's mission is to improve quality of life in urban areas by conducting and supporting research about social-ecological systems and natural resource management. It began as a partnership between the USDA Forest Service Northern Research Station and the NYC Department of Parks & Recreation. The Urban Field Station does the following:
- Promotes environmental stewardship and ecological literacy (people's understanding of ecology) to improve human well-being in New York City, the country's largest and most diverse metropolitan area.
- Works with land managers to create innovative "research in action" programs that support urban ecosystems.
- Conducts comparative research and shares findings with decision makers and researchers in other metropolitan regions in the United States and around the world.
- Links to a growing network of U.S. Forest Service scientists and university partners who focus on urban research.
Highlighted Projects
STEW-MAP - The Stewardship Mapping and Assessment Project (STEW-MAP) is helping us understand how individual citizens, non-profit organizations, businesses, and governments work together to care for specific places and the environment in general . STEW-MAP uses a broad definition of 'environmental stewardship' that includes conserving, managing, monitoring, advocating for, and educating the public about local environments (including water, land, air, waste, toxics, and energy issues).
Landscapes of Resilience UFS staff are conducting cross-disciplinary research, funded by the TKF Foundation's program "Open Spaces Sacred Places: The Healing Power of Nature", that explores how urban green spaces promote individual and community resilience in Joplin, MO and New York City. The two cities face distinct stressors and are in different stages in their recovery timeline (an EF5 tornado in May 2011 vs. Superstorm Sandy in October 2012). Collaborating with Cornell University and local partners in each city (Drury University, City of Joplin, Forest ReLeaf of Missouri, TILL Design), the research team seeks to understand how the processes of collaborative planning and stewardship of natural resources can support recovery from a wide range of disasters and disturbances.
MillionTreesNYC - Forest Service researchers serve as science advisors to MillionTreesNYC, a project that aims to plant and care for one million new trees in New York City. MillionTreesNYC is a joint project of the NYC Department of Parks and Recreation and the New York Restoration Project that builds on the sustainability goals of Mayor Michael Bloomberg's PlaNYC 2030. Scientists from across the Northern Research Station have provided research, monitoring, and evaluation to support the MillionTreesNYC project.
The Green, the Grey, and the Human - Urban Field Station researchers are collaborating with faculty at NYU and SUNY-Buffalo in an interdisciplinary effort to explore critical connections between green infrastructure (e.g., parks, open spaces), grey infrastructure (e.g., streets and buildings), and human health and well-being. This research is funded in part by a contract from the USDA Forest Service to the NYU College of Dentistry, and a consultancy from the NYU College of Dentistry to Dr. Sara Metcalf. It investigates both the underlying structures of the city as well as the human innovations (e.g., individual actions, organizational networks, new forms of governance) that arise in response to competition over scarce urban space, reflect diverse cultural values, and shape the course of natural resource management in cities.
Urban Natural Resources Stewardship at Northern Research Station
NYC Research Focus Areas fall within the NRS Theme Urban Natural Resources Stewardship
Read our current Progress Report (pdf)
Other NRS Urban Field Stations


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Ferris State University's Educational Counseling and Disabilities Services is offering a free workshop for students who are considering changing their current career path.
There are four opportunities to attend the 50-minute workshop. Each workshop is held at 11 a.m. in Room 322 of the Starr Building.
Participants will be given the opportunity to take two nationally recognized career assessments and return for follow-up appointments with a career counselor.
Workshops will be held March 15, 17, 22 and 29.
Anyone with a disability who needs special accommodations to attend this event should call 231-591-3057 or e-mail email@example.com.
Thursday, March 10, 2011
Plan B Career Exploration Workshop
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10 comments on "Photos"
[…] Alberto Orbeta's Site […]
You really enjoy your work overseas. Nice pictures especially w/ your little bunso.
Courtesy of geocities.com, we have the same patriarch "Francisco P.Orbeta" mine start to "Luciano Orbeta" to my grandpa "Cornelio P. Orbeta" and my father "Ruben P. Orbeta". Here's yours…
Francisco PARAS ORBETA
sp: Antonia ALCANTARA
|—-Segundo ORBETA, – 1882 – 1922
sp: Eulalia SANCHEZ, – 1883 – 1967
|—-Hilarion S. ORBETA,
| 1st sp: Consuelo POLLARD,
| 2nd sp: Basilisa ROBRIGADO,
|—-Victor "Tagumpay" ORBETA,
| sp: Salud PASCOS,
| |—- Aurora "Baby" ORBETA,
| |—- Buenaventura ORBETA,
| | sp: Nelia ANARNA,
| | |—- Maynard ORBETA,
| | | sp: Alicia CAMPBELL,
| | |—- Allan ORBETA,
| | sp: Bekca TINGLE,
| |—- Victor ORBETA, Jr.
| | sp: Avelina SARION,
| | |—- Alberto ORBETA,
| | |—- Eduardo ORBETA,
| | |—- Victor ORBETA, III
| | |—- Renato ORBETA,
| | |—- Reynaldo ORBETA,
| | |—- Rosalyn ORBETA,
| | |—- Daisy ORBETA,
| | |—- Maricel ORBETA,
| | |—- Michelle ORBETA,
| | |—- Marissa ORBETA,
| |—- Zenaida ORBETA,
| | sp: Alexander Romuald ROMERO,
| | |—- Romuald Titus ROMERO,
| | | sp: Evelyn JAVIER,
| | | |—- Ezekiel Franco ROMERO,
| | | |—- Muriel ROMERO,
| | |—- Maria Victoria ROMERO,
| | | sp: Francis Robert LEOCADIO,
| | | |—- Maria Luisa LEOCADIO,
| | | |—- Lorraine LEOCADIO,
| | | |—- Lucille LEOCADIO,
| | |—- Maria Isabel ROMERO,
| | |—- Carlos Jose ROMERO,
| |—- Enrique ORBETA,
| | sp: Annie GO,
| | |—- Myla ORBETA,
| | |—- Myco ORBETA,
| | sp: Wilma CALINDAS,
| | |—- Michelle ORBETA,
| | | sp: Faaiuaso L. LILO,
| | | |—- Veronica Rochelle LILO,
| | | |—- Vanessa Michelle LILO,
| | |—- Erika ORBETA,
| |—- Natividad ORBETA,
| | sp: Armando CANARIA,
| | |—- Kathleen CANARIA,
| | |—- Erik CANARIA,
| | |—- Jasmine CANARIA,
| |—- Leticia ORBETA,
| sp: Herson GOZAR,
| |—- Miguel GOZAR,
|—-Arturo ORBETA,
| sp: Salud SALUD,
|—-Asuncion ORBETA,
| sp: Uldarico MIPANA,
|—-Gregorio ORBETA,
| sp: Paz REYES,
|—-Cecilio ORBETA,
| sp: Rosalia FLORES,
|—-Josefina ORBETA,
| sp: Ramon NALUIS,
|—-Francisca ORBETA,
| sp: Camilo PENA,
|—-Remedios ORBETA,
Close Descendants of the Patriarch Francisco
Francisco PARAS ORBETA,
sp: Antonia ALCANTARA,
|— Cecilia ORBETA,
| sp: Esteban YOKINGCO,
|— Bonifacia ORBETA, (Childless)
| sp: Felix SANTIAGO,
|— Irenea ORBETA,
| sp: Francisco QUINTOS,
|— Juliana ORBETA,
| sp: Unknown,
|— Luciano ORBETA,
| 1st sp: Cecilia PAZ,
| 2nd sp: Aguida OLITAN,
|— Segundo ORBETA,
| sp: Eulalia SANCHEZ,
|— German ORBETA,
| sp: Gavina SAN JOSE,
|— Melanio ORBETA,
sp: Guillerma SOTO,
Our patriarch, Francisco Paras Orbeta and his spouse, Antonia Alcantara, by whom he had eight children, were the solely recorded ancestors of the Orbeta-Alcantara Family of barrio San Pedro de Makati (nicknamed Sanfiro.)
According to my 1st cousin, the late Nieves Orbeta-Martinez, our grandfather, Francisco was known to be a Spanish-Filipino or Basque-Filipino mestizo, and had managed a "buy-and-sell" business around the coastal towns of Laguna de Bay, with the assistance of his eldest son, Luciano (the father of Nieves,) in manning his big river boat, via the Pasig River. And it was in the costal town of Pililla, where Luciana met his 1st wife, Cecilia Paz; settled there and raised his family.
(Note – The probability that our patriarch's forbears were remote descendants of the Orbeta-Echevarria family, was propounded by fellow researcher, Dominick Vila Coto of Florida, USA, in his e-mail of 23 April 2005:) "According to my records, based on information given by don Angel de la Torre, and on excerpts from Pio Baroja's books La Estrella del Capitan Chimista and Libro de Plencia, two or three members of the Orbeta-Echevarria family went to the Philippines when the archipelago was part of the old Spanish Empire. Among them was Jose Ramon Orbeta ( he was captain of the Regimiento de Pangasinan 2′ de Milicias Disciplinadas de Luzón, with the rank of commander, from 1829 to 1847), and Juan Antonio Orbeta, two of my ancestors. They owned business in Manila and were the owners of two brigantines named "La Bilbaina" and "La Plencitarra" (I think Juan Antonio owned "La Plencitarra" after his father's death). They were married to women in their homeland, but the spouses stayed behind during their lengthy stay in the Philippines, and I would not be surprised if they had children there.
"The following is an excerpt of what I have compiled about Jose Ramon de Orbeta Echavarria and his son Juan Antonio de Orbeta Suertegaray. I don't know their relationship to Francisco, who I suspect was either a cousin or uncle of Jose Ramon: After his discharge from government and military service he remained in the Philippines for a few years. He resided in a neighborhood called Binondo, where he was the co-owner of a business called "Almacen del Capricho," in the Escolta St., Manila, near the Pasig River. The main focus of his wholesale business was to buy silk and other Oriental products for sale in Spain and other European nations. While in the Philippines he bought an old frigate called "La Bilbaina," in partnership with his son José Antonio, and Francisco de Orbeta; which they renamed "Isla de Panay." This old ship was consigned by Mechacatorre & Co to transport Chinese workers to the port of Amoy, with José Villaranda as pilot, (see notes under José Antonio Orbeta for further details). José Ramón retired in Seville, Spain, where he died in 1859. "
Be that as it may, I am still hoping that one day, I shall come across the identities of the forebears of our patriarch, from old friends, relatives, and Genealogists in the Internet.
-Courtesy of geocities.com
Hi! Insan and2 ka na ba Pinas by March 12, 2009? Magkakaroon kami ng one (1) day food and beaverages seminar (Kiosk and bar set up) under my principal supplier in Makati sila ang major suppliers ng mga kitchen equipments ng McDo, J.bee, A & W, C.King etc. Eg. TAYLOR Soft Serves & Ice Cream Machine, La Spaziale Espresso/Coffee Machine, Monitowoc Ice Cube mach., Bunn Ultra Juice Maker etc.
Our service provider is based na dito sa Urdaneta City to supervised Northern Luzon's Major food chains. At meron tayo after sale sa lahat ng equipments.
Hope mak-attend one or more members of your family or associates interested to explore the soaring oppotunity in Food Business at sa maraming nagtatanong ngayon… "Ano ba ang magandang NEGOSYO???"
Hopefully ito ang sagot. Pls wait for details. I'LL send you details soon inaantay ko pa un invitation graphics design na matapos. Our Venue is in Lenox Hotel, Dagupan City no need to go to World Trade in Pasay for Food Expo. Dinala na namin dito sa probinsya 1st time in Luzon next Legaspi City, Baguio City, Tagbilaran City tuloy na yan til SOUTH. My guests are selected personality dis is for FREE.
Nasilip ko un Red Ninja Dimsun nyo baka makadagdag sa bright ideas nyo sa Kiosk food franchise business nyo itong gaganapin seminar. CLICK! ang Food business ngayon inspite of Global Crisis. Un sa Legaspi City seminar under NCC.
Dis Business Opportunity is designed for OFWs, retirees, private or gov't Employees at para sa lahat. Sun Belt will host the seminar, My Best Regards.
Thanks a lot. March 20 pa siguro ako makakauwi ng Pinas. papuntahin ko na lang representative ko insan
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#2798 - afrobunny (06/29/2012) [-]
Which workout is better, fitness? Insanity, or P90X? go!
#2828 to #2798 - thepenname (06/29/2012) [-]
I don't know, my brother and I are both Tony Horton marks since we used his Power 90 (kind of the precursor to P90X) to get into shape. Well, me more than my brother. I do have one disc of P90X+ and I can say those two routines (just abs and upper body) are fucking killer. Really, I think you'll get decent results with either. Going off bcsaint's comment, consider how much time you can dedicate to a workout or you want to dedicate as well as how much you can afford. I think Insanity doesn't require any equipment, so that's one advantage in terms of cost. In P90X, they want you to have resistance bands or dumbbells, push-up stands and Beach Body's multi-positional pull-up bar. So yeah, a lot more shit for which to shell out the bucks.
#2826 to #2798 - cpislucky (06/29/2012) [-]
Depends on what you want
Insanity focuses almost solely on cardio
P90x focuses on changing the workout and exercising different areas of the body.
From personal experience, I would say that P90x does provide better results though.
Insanity focuses almost solely on cardio
P90x focuses on changing the workout and exercising different areas of the body.
From personal experience, I would say that P90x does provide better results though.
#2815 to #2798 - bcsaint (06/29/2012) [-]
It depends on how much time you have, the p90x is about 1 hour and 45 mins some days while the insanity is about 45 mins. The p90x is more of a hard core work out, but demands a lot of time that most people can't afford. The insanity is hard core for a little while, but not with as good of results


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Nick Simmons - General Manager and Vice President, Media
Nick Simmons began his career working in local radio where he presented programmes for the BBC and ILR, going on to spend 12 years working at the Automobile Association where he was responsible for the day-to-day operation of AA Roadwatch.
In 1997 he joined ITIS as Operations Director and was appointed Business Development Director two years later. Nick was made Managing Director of INRIX media in August 2008.
Bryn Mills - Director of Technology, Media & Incidents
Bryn Mills has worked with INRIX media since 2000, initially as Senior Developer and since 2004 as the company's Chief Technology Officer. Prior to this he worked with a GIS data capture consultancy for six years, latterly as Production and Software Director.
Aileen Holohan - Finance Director
Aileen Holohan joined INRIX in 2000 as Management Accountant and was appointed Group Financial Controller in 2002. In 2007 Aileen was appointed as Finance Director of ITIS UK Limited, the International arm of the company and in September 2008 as Finance Director of INRIX media.
Peter Lees - Director of Operations, Media
Peter Lees joined INRIX media in 2000 as a broadcaster and editor. In 2004 he became Area Manager for Wales, additionally managing London and the South of England in 2007. Peter was appointed to General Manager in 2009.
Andrea Day - Manager, Client Relations and Communications
Andrea Day joined INRIX media in 2004, originally being drawn to the company as a broadcaster and editor. She became North West Area Manager in 2006 and took up the Training and Communcations Manager role in 2008. Her current position that she was appointed to in 2012, involves handling the day to day relationships with the radio industry and media partners in the UK.
Rob Clayton - Information and Quality Manager
Rob has been with INRIX media since 1995 and is the longest serving member of staff having worked in Manchester, and London. He's been a Broadcaster, Editor, Senior Editor, and Weekend Manager until taking on his current role in 2006. Rob is responsible for developing and maintaining editorial standards and ensuring the consistent high standards of INRIX media's information. Rob is also responsible for handling day to day relationships with many of our information sources.
Cat Kobylinski - Virtual News Bureau Manager
Cat Kobylinski joined INRIX Media in 2008 as a Broadcaster and Editor, before taking on her current position in March 2012. Her role includes generating exposure across all media forums, responding to unplanned traffic incidents and planned events that are likely to impact motorists, to establish INRIX as an authority in the traffic news field.
© 2012 INRIX media Ltd. All Rights Reserved. INRIX media is a wholly owned subsidiary of INRIX.


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Yummy food for your brood
Dec 7, 2012
Christmas Cookies Recipes for Families
It's that time of year again – holiday cookie season! These show-stopping cookies will inspire plenty of oohs and ahhs from your friends and kids.
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Embrace your sweet tooth with these decadent cookies that are perfect for packing up and giving as gifts to friends and neighbors. That's if your kids don't eat them all first!


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1.) Mini Marshmallows: This one may be obvious, but use the mini marshmallows. They melt faster and much more evenly than the big ones.
2.) Name Brand: I am generally not a name brand kind of girl. I go generic all the way. But I admit if you want the best results, Kraft marshmallows have the best melting capacity and Kellog's Rice Krispies have the best texture. If you are making these for your 5 and 7 year old though, go generic. They won't know the difference. (This is totally an unbiased opinion, I'm not sponsored by either of these brands.... yet... I'm looking at you Kraft. Ahem.)
3.) Cook marshmallows low and slow: Everyone has the tendency to speed through the melting process. But the mallows need some serious love, people. If you try and rush through this, they will get hard once they cool instead of keeping the chewy texture everyone loves. So to avoid this, turn that heat down to low. It might take a bit longer but it's worth it!
4.) Save some marshmallows until the last minute of melting: Save like 1 cup of the mallows until the last minute of melting. That way you get a few chunks of pure marshmallowy goodness.
5.) Heaping: All my recipes use a 1:1 ratio of marshmallows to rice krispies. But I must admit that my measurements are usually heaping when it comes to marshmallows. (So when I say 6 cups of marshmallows, I mean 6 generous cups... no skimping)
6.) Add vanilla: It's amazing what that little bit of extra flavoring can do. Trust me.
7.) Add extras during last minute of melting the marshmallows: You want to add all the flavor enhancers (i.e. cake mixes, pudding mixes, etc) before the marshmallows fully melt. My advice is to add them during the last minute of melting the marshmallows so all the sugar crystals have time to dissolve. (Nobody likes grainy mallows!)
8.) Let the rice krispies sit 5 min before pressing into the pan: Simply dump the rice krispies into the pan and let them sit a minute. This helps avoid a soggy or stale texture. After a minute or two of cooling you can then press them into the pan.
9.) Use a smaller pan. In most all my recipes I say to use a 9x9 pan because I like my rice krispies nice and thick. Realistically you could use a 9x13, they will just be thinner.
10.) When in doubt, add more marshmallows :)