text:
Gus Figueredo
Street Address:
7950 West Flagler Street
Suite 103
Miami, FL 33144-2206
Mailing Address:
7950 W Flagler St Ste 103
Miami, FL 33144-2206
Phone: (305) 262-0440
Fax: (305) 262-2008
Office Hours:
Mon-Thu 9:00am to 6:00pm
Friday 9:00am to 5:00pm
Saturday & Evenings by Appt.
My background and achievements
- President's Club Qualifier
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- National Association of Insurance & Financial Advisors
- State Farm Associate since 1991
- Born and raised in MIami
Our mission is to get you the best value for your auto, life, health and other insurance needs through our amazing State Farm products. We feel we can do this without sacrificing the great customer service that you deserve. We're right here in Miami; my staff and I look forward to serving all your insurance and financial service needs.
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text:
notaeum | medical dictionary |
<zoology> The back or upper surface, as of a bird.
Origin: NL, fr. Gr. Pertaining to the notum or back.
(01 Mar 1998)
nostril, nostrum, NO synthase, NOT < Prev | Next > notal, notalgia, notancephalia
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subset: commoncrawl


text:
ST. LOUIS — Democrat Barack Obama will campaign in Missouri this weekend.
Missouri campaign spokesman Justin Hamilton confirmed Wednesday that the presidential candidate will make two stops in the swing state.
He said Obama will address a public rally at the St. Louis Arch grounds sometime early Saturday afternoon, then will appear in Kansas City that evening. Details were still up in the air.
Obama and Republican John McCain are still running about even in Missouri according to the latest poll.
The CNN/Time/Opinion Research poll of 763 likely Missouri voters had McCain at 49 percent and Obama at 48 percent. The poll, conducted Oct. 11-14, has a margin of error of plus or minus 3.5 percentage points.
The results are similar to a poll conducted by the same group two weeks ago that showed Obama at 49 percent and McCain at 48 percent.


text:
Eric Skinner, Associate Broker (208) 290-6314 E-Mail | About Eric
My North Idaho Listings
Welcome to Sandpoint Real Estate Guide, servicing North Idaho. I'm here to guide you in finding that perfect property waterfront or view property in North Idaho. I know the North Idaho markets because I live and play here. There are lots of great towns to choose from all with there own country charm and culture. Sandpoint, Clark Fork, Hope, and Bonners Ferry just to name a few.
Photo Tour of Sandpoint and surrounding areas!
Listing Number 20142612
This warm home is a great blend of country living with modern finishing. Enter the kitchen with custom made Alder cabinets, granite counter tops.
$389,000.00 | View Details
Listing Number 20151097
beautiful 5 Bedroom 3.75 Bath home on a beautiful 1.36 acres. This 2008 Remodel home boasts hand crafted hickory cabinets, stainless steel appliances.
$265,000.00 | View Listing
Listing Number 20151053
120' of Level Waterfront property on the Pend Oreille River in Priest River ready to build your dream house on!
$225,000.00 | View Listing
Listing Number 20142611
Looking for a shop on usable acreage that borders National Forest Land? Don't miss this 2004 built shop on 20 acres in Priest Lake off Lark Road.
$159,000.00 | View Listing
Lot 5 - 5.0 Acres
Lot 5 is heavily treed still, so open up the view to see what you can find! Purchase additional adjacent lots for a great estate type of parcel. The property is close to schools and town.
$116,500.00 | View Details
Lot 10 - 4.89 Acres
LOT 10 is located on a slight elevation from some of the other Saddle Ridge Lots, giving it a great opportunity for wonderful views. Lot 10 is heavily treed still.
Lot 3 - 4.55 Acres
LOT 3 is a very picturesque setting with pasture area and small area of woods with great open views. Purchase additional adjacent lots for a great estate type of parcel.
$96,500.00 | View Details
Lot 2 - 4.55 Acres
Lot 2 would make an excellent horse property as it is very level with very easy access off the main road, and would get a lot of southern sun.
$86,500.00 | View Details
5.65 Acres
Looking for a little acreage but need to be close to town? Don't miss looking at this 5.65 acres only 5 miles from downtown Sandpoint.
$60,000.00 | View Details
Lot 7 - 0.46 Acres
Secondary community waterfront lot in Swan Shores priced to sell. Lot is level and ready to build on, and has great great direct access to the Pend Oreille River.
$55,000.00 | View Details
Idaho Real Estate Listings | SandpointLuxuryHomes
Other Cities and Communities around Sandpoint Bonners Ferry, Idaho | Careywood, Idaho | Clark Fork, Idaho | Cocolalla, Idaho | Coolin, Idaho | Dover, Idaho Hope, Idaho | Kootenai, Idaho | Laclede, Idaho | Moyie Springs, Idaho | Naples, Idaho | Oldtown, Idaho Ponderay, Idaho | Priest Lake, Idaho | Priest River, Idaho | Sagle, Idaho | Stoneridge Golf Course
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text:
A fire in part of the Labor Department overnight closed the building to all but essential staff, but officials made the decision to continue with the release of the closely watched monthly jobs report.
Labor Department spokesman Stephen Barr said they were concerned with getting the jobs data out on time. The jobs report comes out on the first Friday of the month.
"As soon as we realized that the first floor of the building was largely OK and safe and reporters could get their stuff out on the Web we decided lets go ahead," Mr. Barr said. He said the fire started in a fourth-floor cubicle and it triggered the water sprinklers, leading to water damage from the fourth floor down in one wing of the building.
News agencies that cover the report were able to report the figures on time. The government also posted information about the report on the Web shortly after the 8:30 a.m. ET release time.
Officials are still assessing the damage from the fire and trying to figure out what caused it, Mr. Barr said, but there are no known injuries.
Electricity is out in part of the building, but not in the part where reporters receive the data.
"We were just glad we didn't have to herd everyone into a park," Mr. Barr said.
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text:
vertical square bar necklace, sterling silver, 32 inches
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cool Pattern!
yup! like this +1. check mine too :)
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Program Name: Tropical Lines Published By: MadGears License Type: Freeware Date Released: October 30, 2008
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text: Nashville Baby Photographer | Pretty in Pink Thursday, February 17, 2011 Baby Avery is now 4 months old. I fell in love with her all over again… Didn't her mommy and daddy do a fabulous job decorating her nursery? Those pinks and antique browns are so gorgeous!! Category: babies « Nashville Birth Photography | Baby Meets the Family Nashville Children's Photographer | Winter Fun » show hide 4 comments Barb Holmes - February 17, 2011 - 4:53 pm These pictures are breathtaking!!! Amparo - February 17, 2011 - 5:39 pm Wow! She is gorgeous. Avery seems to like her meals, she is just blooming out like a beautiful pink rose. A big hug for Avery, parents and grandparents. Melanie - February 18, 2011 - 5:41 am She is awesome!! love her Tammy - February 18, 2011 - 1:12 pm It is very exciting for me to see these two beautiful people, Jared and Michelle, add this precious Avery to their family!! Such adorable photos.. Your email is never published or shared. Required fields are marked * Name * Email * Website Comment


text:
Released: Apr 15th, 2008
Running Time: 83 Min.
Director: Uncredited
Company: Homegrown Video
DVD Extras: Bonus Scenes, Outtakes, Trailer(s)
Johnny (I), Dick Chibbles, Roxanna, Guy DeSilva, Raquel Santino, Naomi XXX, Lindy Russell, Gizmo (II)
Critical Rating: AAA
Genre: MILF
Homegrown Video is a top name in amateur adult video, and their Housewives Unleashed series features hot and horny MILFs enjoying their fifteen minutes of porno fame.
Volume 27 begins with Raquel Santino standing on a ladder wearing a very short skirt, which attracts neighbor Dick Chibbles and his camera. Before you know it, a little flashing turns into backyard boning, and Santino even takes a cell phone call from her poor husband while riding cowgirl.
Veteran performer Guy DeSilva shows up to bang Lindy Russell and play with her feet, while the two remaining scenes feature British performers: Naomi XXX does an interracial cream pie quickie, and hot Russian whore Roxanna admits her addiction to cum.
Retailing: A MILF title for the amateur shelf, or vice versa.


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Definition from Wiktionary, the free dictionary
From a Middle English misconstruction of noumpere, from Old French nonper ("odd number, not even (as a tie-breaking arbitrator)"), from non ("not") + per ("equal"), from Latin par ("equal")
umpire (plural umpires)
- (tennis) The official who presides over a tennis game sat on a high chair.
- (cricket) One of the two white-coated officials who preside over a cricket match.
- (baseball) One of usually 4 officials who preside over a baseball game.
- (American football) The official who stands behind the line on the defensive side.
- The umpire must keep on his toes as the play often occurs around him.
- (Australian rules football) A match official on the ground deciding and enforcing the rules during play. As of 2007 the Australian Football League uses 3, or in the past 2 or just 1. The other officials, the goal umpires and boundary umpires, are normally not called just umpires alone.
- (law) A person who arbitrates between contending parties
Usage notes[edit]
- In general, a referee moves around with the game, while an umpire stays (approximately) in one place.
umpire (third-person singular simple present umpires, present participle umpiring, simple past and past participle umpired)
- (sports, intransitive) To act as an umpire in a game.
- (transitive) To decide as an umpire; to arbitrate; to settle (a dispute, etc.).
- South
- Judges appointed to umpire the matter in contest between them, and to decide where the right lies.
- South
A person who arbitrates between contending parties
to act as an umpire in a game
- English terms derived from Middle English
- English terms derived from Old French
- English terms derived from Latin
- English terms with IPA pronunciation
- English lemmas
- English nouns
- English countable nouns
- en:Tennis
- en:Cricket
- en:Baseball
- en:Football (American)
- en:Australian rules football
- en:Law
- English verbs
- en:Sports
- English intransitive verbs
- English transitive verbs
- English nouns which have interacted with their indefinite article
- en:Occupations


text:
According to one measure developed to compare congestion on facilities throughout a metropolitan area, congestion increased by 16 percent between 1982 and 1990 in 50 of the largest U.S. metropolitan areas (Shrank et al. 1993). Congestion in this study was approximated by an index developed by researchers at the Texas Transportation Institute (TTI); as measured by this index, half of the 50 metropolitan areas tracked had reached undesirable levels of congestion by the end of the decade (Table A-1).
This index of metropolitan area congestion, however, is illustrative only. Like all other available measures of congestion based on existing data, the index is an indirect measure of the congestion occurring on metropolitan roadways. In fact, there is no good measure of urban traffic congestion that is comparable across areas and that has been collected consistently over time. Indeed, one other indirect measure of congestion that has been collected over time does not correspond with the upward trend shown by the TTI index (Gordon and Richardson, Vol. 2). As described in more detail below, aggregate trend data on the average duration of the journey to work imply that speeds experienced by the average commuter have not worsened. Gordon and Richardson (Vol. 2) hypothesize that the relative stability in journey-to-work duration indicates that, over time, motorists and businesses make rational choices to avoid delays. These choices include changing location, typically by moving from an urban to suburban or exurban site (Gordon and Richardson, Vol. 2). Nonetheless, the trends from these two data sources are inconsistent: one implies that congestion is worsening, the other implies that it is not. Which is right?
Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
Appendix A
Traffic Congestion
According to one measure developed to compare congestion on facilities throughout a metropolitan area, congestion increased by 16 percent between 1982 and 1990 in 50 of the largest U.S. metropolitan areas (Shrank et al. 1993). Congestion in this study was approximated by an index developed by researchers at the Texas Transportation Institute (TTI); as measured by this index, half of the 50 metropolitan areas tracked had reached undesirable levels of congestion by the end of the decade (Table A-1).
This index of metropolitan area congestion, however, is illustrative only. Like all other available measures of congestion based on existing data, the index is an indirect measure of the congestion occurring on metropolitan roadways. In fact, there is no good measure of urban traffic congestion that is comparable across areas and that has been collected consistently over time. Indeed, one other indirect measure of congestion that has been collected over time does not correspond with the upward trend shown by the TTI index (Gordon and Richardson, Vol. 2). As described in more detail below, aggregate trend data on the average duration of the journey to work imply that speeds experienced by the average commuter have not worsened. Gordon and Richardson (Vol. 2) hypothesize that the relative stability in journey-to-work duration indicates that, over time, motorists and businesses make rational choices to avoid delays. These choices include changing location, typically by moving from an urban to suburban or exurban site (Gordon and Richardson, Vol. 2). Nonetheless, the trends from these two data sources are inconsistent: one implies that congestion is worsening, the other implies that it is not. Which is right?
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
TABLE A-1 Roadway Congestion Levels in 1989 for 50 Metropolitan Areas (Shrank et al. 1993)
Urban Area
Roadway Congestion Index
Urban Area
Roadway Congestion Index
Los Angeles, Calif.
St. Louis, Mo.
Washington, D.C.
Cleveland, Ohio
San Francisco–Oakland, Calif.
Miami, Fla.
Norfolk, Va.
Chicago, Ill.
Austin, Tex.
San Diego, Calif.
Ft. Lauderdale,Fla.
Seattle–Everett, Wash.
San Bernardino–Riverside, Calif.
Albuquerque, N.Mex.
New York, N.Y.
Minneapolis–St. Paul, Minn.
Houston, Tex.
Memphis, Tenn.
New Orleans, La.
Fort Worth, Tex.
Atlanta, Ga.
Hartford, Conn.
Honolulu, Hawaii
Nashville, Tenn.
Detroit, Mich.
San Antonio, Tex.
Portland, Oreg.
Louisville, Ky.
Boston, Mass.
Salt Lake City, Utah
Dallas, Tex.
Columbus, Ohio
Philadelphia, Pa.
Tampa, Fla.
Pittsburgh, Pa.
San Jose, Calif.
Oklahoma City,Okla.
Denver, Colo.
Charlotte, N.C.
Phoenix, Ariz.
El Paso, Tex.
Sacramento, Calif.
Kansas City, Mo.
Baltimore, Md.
Corpus Christi, Tex.
Milwaukee, Wis.
Orlando, Fla.
NOTE: Based on the index used by Shrank et al. (1993), a score of 1 indicates that an area has undesirable levels of areawide congestion.
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
The apparent inconsistency between the TTI index and trend data on commuting trips can be explained in three ways: (a) neither the TTI index nor the journey-to-work data measure congestion directly, (b) they are actually measuring different things (traffic volumes on specific facilities versus durations of work trips), and (c) the origins or destinations, or both, of work trips are changing over time in response to congestion on facilities. Because of these differences, one would not expect the two trends to be entirely consistent. A brief overview is provided here of these three explanations for the apparent inconsistency between the two measures of congestion.
As background for this review, the broad trends affecting travel demand in metropolitan areas are summarized first. Second, alternative measures of congestion are reviewed. Finally, the reasons for the apparently paradoxical findings between these alternative, but indirect, measures of congestion are summarized.
Total metropolitan area travel in the 1980s grew sharply, which has led to considerable concern about growing traffic congestion. Between 1980 and 1990, vehicle kilometers of travel in urban areas grew almost 50 percent, whereas urban population grew only 12 percent (Gordon and Richardson, Vol. 2). Many metropolitan areas have shown double-digit population growth over the last decade, but even in areas without increased population, more women have joined the work force, job growth has increased, and population and employment growth has continued to shift to outlying areas of metropolises (Pisarski 1987; Gordon and Richardson, Vol. 2).
The amount of traffic growth engendered by these changes has increased faster than population in almost all of the largest metropolitan areas (Table A-2). (The measure of increased traffic growth per lane-kilometer in Table A-2 takes into account the expansions of highway capacity.) Even metropolitan areas with little population growth, such as Chicago, New York, Philadelphia, and Boston, show double-digit increases in traffic as more Americans live in suburban residential areas, work in other parts of the metropolitan area, and increasingly rely on the automobile to travel between them.
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
TABLE A-2 Trends in Congestion in the 10 Largest Metropolitan Areas (Hanks and Lomax 1990; Shrank et al. 1993)
Metropolitan Areaa
Congestion Ranking in 1990
Travel Growth, 1982–1990 (% change)
Population Growth, 1982–1990 (% change)
DKT per Lane-Kilometer, 1982–1990 (% change)
New York
Los Angeles
San Francisco–Oakland
Washington, D.C.
San Diego
NOTE: DKT = daily vehicle kilometers traveled. 1 km = 0.6 mi.
a In order by 1990 population.
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
Work Trips
During the 1970s and into the 1980s, the suburban rings around metropolitan areas experienced dramatic increases in workers, and the subsequent increases in commuting trips greatly increased peak-period travel (Cervero 1986; Pisarski 1987). Between 1970 and 1980, for example, Houston's population grew 40 percent and its suburban employment mushroomed 90 percent (Pisarski 1987). These employment increases were fueled by the rapid development of office and industrial parks outside urbanized areas—a phenomenon that has occurred all over the country. "Already, two thirds of all American office facilities are in [outlying suburban areas], and 80 percent of them have materialized in the last two decades" (Garreau 1991). The "edge cities" of New Jersey that abridge New York City, for example, have more office space than Manhattan (Garreau 1991).
Rapid job growth in outlying areas of central cities quickly resulted in more jobs in the suburban rings than in the urban core—and in much more dispersed locations. By 1980, commutes from suburb to urban areas—the popular notion of the typical journey-to-work trip—represented only 18 percent of commute trips for metropolitan areas with 500,000 or more population. Suburb-to-suburb trips accounted for 40 percent of commute trips by 1980 and were growing at over twice the rate of suburb-to-central-area trips (Pisarski 1987, 43). These trips are also shorter in duration than other commute trips within metropolitan areas (Gordon and Richardson, Vol. 2, Table 2). The trips may be longer in distance but are completed at higher speeds than commute trips within central cities or commute trips from suburbs to central cities.
Preliminary data from the 1990 census on mode choice and average travel times within individual metropolitan areas indicate a continued strong increase in the choice of the automobile for the journey to work and the growing preference for driving alone—even in highly congested areas like Los Angeles, San Francisco, and Washington, D.C. (Pisarski 1992). The percentage of workers driving alone to work increased from 64.4 percent in 1980 to 73.2 percent in 1990 (DOT 1993). The continued popularity of automobile commuting, even when more time is apparently being spent in congested conditions, traces to several trends. In addition to the increased suburbanization of jobs, other important changes include the continued preferences for the privacy and convenience of automobile travel and lower-density suburban locations for housing (Downs 1992). The declining real cost of gasoline during the last decade has made the
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
choice of automobile travel all the more attractive, as have subsidies that encourage use of the automobile. The deep subsidies that come in the form of employer-provided parking, which is usually costless to the employee, encourage solo driving (Shoup, Vol. 2). The provision of infrastructure through property taxes and other nontransportation revenue sources further masks the true cost of driving automobiles, which thereby encourages their use (Hanson 1992).
Nonwork Trips
The previous discussion of travel demand focused on peak-period travel and work trips. The continued suburbanization of jobs and residences has also coincided with a pronounced increase in nonwork travel (Gordon et al. 1988). Moreover, nonwork trips during the peak are growing much faster than any other category. Between 1977 and 1983, for example, total trips increased by 16.3 percent, but nonwork trips by private automobile in the morning peak period increased by a whopping 42 percent (Gordon et al. 1988). This growth in nonwork peak travel by automobile is most pronounced among suburban residents and is most closely associated with two-worker households and families with children. Most surprisingly, about half of peak-period travel is now made up of nonwork trips.1
Underlying the sharp increases in travel demand in recent years are some important trends. The entry of women into the work force has caused travel demand to outpace population growth. The suburbanization of jobs and continued suburbanization of residences have caused metropolitan
As argued by Gordon et al. (1988), given that more than half of peak-period trips are not work trips, the case for congestion pricing is all the stronger. Presumably the demand for nonwork trips is more elastic than that for work trips. Hence a substantial fraction of trips could be shifted with modest prices. Although this argument is quite plausible, it is not clear whether peak-period nonwork trips are actually occurring on the most congested facilities likely to be subjected to congestion pricing. For example, Giuliano (Vol. 2) notes from her survey research on very congested facilities that most of the travelers are indeed work travelers. Nonetheless, even if only some of the peak-period travelers on congested facilities are making discretionary trips, pricing would most certainly alter their behavior.
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
areas to spread. Suburbanization has caused a dispersal of automobile travel over a wider, less dense area in which the automobile is the only convenient alternative for work trips. A much faster rate of growth has occurred in suburb-to-suburb trips than in suburb-to-central-area trips. Substantial growth has occurred in nonwork trips during the peak period.
Although any motorist is aware of traffic congestion when he or she experiences it, available data to provide a precise measure of congestion are another matter. Available data provide only indirect measures of congestion. The alternatives are to infer congestion from a) traffic volumes on facilities or (b) changes in trip durations over time.
Facility-Based Measure
The Highway Capacity Manual, the most widely used reference in highway planning and design, does not define congestion on facilities explicitly (TRB 1985). Rather, it lays out a definition of capacity, which must be understood relative to the desired or expected level of service (LOS). The Highway Capacity Manual defines the maximum capacity of a facility as "the maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under prevailing roadway, traffic, and control conditions." LOS is defined as "a qualitative measure describing operational conditions within a traffic stream, and their perception by motorists and/or passengers." Six levels of service are described, from LOS A, which is free flow, to LOS F, which is characterized by stop-and-go traffic (see accompanying text box).
The definition of congestion for any facility using the LOS approach depends on the quality of service "expected," which may vary between designers and users and even among users. In measuring congestion with the LOS approach, the judgment of the designer or analyst plays a large part in what is defined as congestion.
Hanks and Lomax (1990), researchers at TTI, developed a widely cited index estimating metropolitan area congestion that is based on such judgments. The index is one of the few measures that can be consistently applied across metropolitan areas (Hanks and Lomax 1990; Shrank et al.
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
A: Free flow. Drivers unaffected by others in traffic stream, free to select speed and maneuver.
B: Still free flow, but with more notice of other drivers. Slight loss in freedom to maneuver.
C: Stable flow, but the beginning of the flow in which operations become significantly affected by the presence of other drivers. Declining comfort and convenience.
D: High density but stable flow. Maneuvering restricted.
E: At or near capacity. Speeds reduced to slow but uniform flow. Maneuvering extremely difficult. Flow unstable.
F: Stop-and-go flow. Queues develop behind breakdowns in flow.
1993).2 This index estimates congestion on the freeways and principal arterials within an urbanized area by comparing daily traffic per lane-kilometer with a judgment regarding the traffic level at which congestion begins.
The estimated congestion is weighted by total travel on each system such that a value of 1.0 indicates the beginning of congestion for an urban area. The TTI roadway congestion index (RCI) is (1 mi = 1.6 km)
where VMT is vehicle miles traveled.
Hanks and Lomax base their estimate of congestion on the proportion of traffic volumes on freeways and principal urban arterials that exceeds LOS C (Hanks and Lomax 1990, A.7-A.11). According to their analysis of
The congestion index is updated annually. Shrank et al. (1993) provide 1990 data for 50 urban areas.
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
traffic volumes and delays on Houston-area roads over the 1970 to 1985 period,
The maximum freeway service flow rate for level-of-service C is 1,550 passenger cars per lane hour (volume/capacity ratio equal to .77 for a 70 mph design speed facility) [(TRB 1985)]. Using average values for K factor (the percentage of daily traffic volume during the peak hour) and directional distribution, and including some adjustment for trucks, these values can be interpreted to indicate that 15,000 vehicles per lane day is an estimate of the beginning of level-of-service D operation. . . . The use of the boundary between level-of-service C and D as the beginning of congestion is consistent with reports by the Department of Transportation to Congress on the status of highways in the United States (congestion begins at a volume/capacity ratio of .8) and the AASHTO Policy on Geometric Design of Highways and Streets. (Hanks and Lomax 1990)
Although their analysis leads Hanks and Lomax to define 15,000 vehicles per lane-day for freeways as a point at which congestion is becoming critical, in their index they use 13,000. They define 13,000 vehicles per lane-day as "a measure of approaching congestion," which is consistent with a measure used in other FHWA and Texas Department of Transportation reports.
The TTI index is based on counts of daily traffic volumes rather than measures of peak-period traffic volumes because the daily traffic count on most major routes is an available statistic, whereas peak-period traffic volume is not. The selection of daily traffic levels at which congestion occurs is based on estimates of the average percentage of travel occurring in peak periods. Traffic congestion, however, is specific to individual routes, corridors, or intersections. The use of average peaks gives, at best, an indirect gauge of the congestion that motorists encounter on their trips. Moreover, as noted above, the percentage of work and nonwork traffic occurring during peak periods appears to be changing over time, with peak-period traffic growing faster (Gordon et al. 1988). As a final point, the aggregation of the traffic data to a metropolitan-wide average, although useful as an indicator for the metropolitan area, may mask conditions that are much worse on some facilities and much better on others. Despite these weaknesses, the increases in the TTI measure of metropolitan congestion over time are plausible because the index is based on measures of traffic volumes compared with estimates of highway capacity, which is not increasing nearly as fast as traffic. As long as these conditions continue, congestion must increase as demand approaches capacity.
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CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
Trip-Based Measure
Gordon and Richardson (Vol. 2) compared survey data on average work trips from different national surveys with the areas ranked most congested by facility-based measures. Their analysis shows no correlation between the average duration of the journey to work and congestion in the cities Hanks and Lomax identified as the most congested (see Gordon and Richardson, Vol. 2, Table 1). Los Angeles, for example, which is ranked first by the TTI index, is placed in the middle of metropolitan areas on the basis of average work trip times. Hartford, which ranks at the bottom of the TTI list, has almost the longest average work trip times of the areas studied. Moreover, despite the increased congestion levels over time indicated by the TTI index, the average work trip duration between 1983 and 1990 has hardly changed (Gordon and Richardson, Vol. 2, Table 4).
Gordon et al. characterize the disparity between these findings this way:
The commuting paradox reflects the apparent contradiction between perceptions of worsening traffic congestion and evidence of either declining or stable commuting times. However, not only is there no contradiction but the two phenomena are causally related. Rational commuters will, sooner or later, seek to escape congestion by changing the location of their homes and/or their jobs. This type of adjustment is easier to make in large, dispersed metropolitan areas with alternate employment subcenters and a wide variety of residential neighborhoods. The process is facilitated by the decentralizing location decisions of firms seeking to move closer to suburban labor pools. (Gordon et al. 1991)
Although it is plausible that congestion brings about the suburbanization of jobs and residences, it may be premature to state that average commute trips are not increasing. The estimates of travel times used by Gordon and Richardson are based on surveys in which respondents are asked to estimate the duration of their work trips. As the authors acknowledge, one would expect that respondents would round off trip times in 5-min increments. Thus it would be difficult to discern small changes in the average over time. Moreover, respondents may have difficulty accounting for the increased variability of trips. In other words, respondents may be encountering congestion more frequently than in the past. Although the average commute on a "good" day may still be, say, 20 min, the frequency of "bad" days may be increasing. The subjective measure of average trip times would tend to make it difficult to account for such changes.
OCR for page 104
CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
An additional shortcoming of this measure is that in order to develop an average commute time for the entire metropolitan area, these estimated averages are then averaged again. In short, this is a highly aggregated measure of a phenomenon that is localized and specific. Many travelers within a metropolitan area may be experiencing sharply increased congestion, even though in aggregate these time losses are being offset by the growth in shorter durations in expanding parts of the same area.
There is also a problem of discrepancies among individual surveys. The national census data relied on by Gordon and Richardson, for example, do not correspond with recently released local travel surveys of the Los Angeles and San Francisco metropolitan areas. Preliminary census data for Los Angeles County report an average commute time of about 27 min, but a recent survey by the Southern California Association of Governments (SCAG) reports an average for 1991 of 29.2 min (Pisarski 1992; SCAG 1993). For the San Francisco Bay Area, the discrepancies are much larger. In the Bay Area's 1981 survey, average commutes were 9 percent higher than those reported to the census, and in 1990 the average commutes were 18 percent higher (Purvis 1994). In contrast to the relative stability in average commute times reported in census data, local surveys for both Los Angeles and the San Francisco Bay Area over a 20- to 30-year period indicate that reported average commutes are increasing. Between 1967 and 1991, average commutes in Los Angeles County increased by 21 percent, and between 1960 and 1990, average commutes in the San Francisco Bay Area increased 17 percent (SCAG 1993; Purvis 1994).
Despite these data discrepancies, the argument that Gordon and Richardson make—that individuals and businesses relocate to avoid congestion —has partial corroboration from other sources. Other data cited above indicate the substantial increase in the suburbanization of jobs during the 1980s and the continued faster growth in suburban and exurban population than in central-area population. Thus there is supporting evidence that changes in jobs and residences within metropolitan areas are altering the commuting behavior of many workers. Whether these changes are caused by or are large enough to offset growing congestion, however, is not certain.
Two different indirect measures of congestion appear to tell different stories. One indicates that areawide congestion is worsening; the other
OCR for page 104
CURBING GRIDLOCK: Peak-Period Fees To Relieve Traffic Congestion
indicates that behavioral changes keep congestion from worsening because people make rational choices to avoid delay. It can be argued that both stories are true. Consider this example. Drivers become frustrated with the length of time spent on a congested route to work; over time they change their residence to shorten the commute time. [Some may choose to move closer to work in order to reduce travel times; some may choose to move both job and residence to outlying areas to escape congestion (Wachs 1993).] Despite the change to a different route for most of the trip, the congestion on that facility might increase because of increased trip making by others. The time savings may offset the growing time losses of others using the increasingly congested facility. Thus it is possible to have both increased congestion on facilities and a stability in average commute times.
On the other hand, both of the indirect measures of congestion reviewed here have weaknesses. Both are highly aggregated when congestion is local and specific. Moreover, the facility-based measure assumes average peaking characteristics that, in practice, would tend to vary widely across routes and that may be changing over time. The trip-based measure could have biases because of its subjective nature, and there is some unexplained discrepancy with other data sources.
In the context of the issues being discussed in this report, whether congestion on facilities is increasing or whether congestion is being held in check by locational changes is almost a moot point. Traffic congestion is an important social problem because it wastes time and consumes resources that could be invested more productively. The theoretical underpinnings of pricing to reduce congestion are outlined in Appendix B.
U.S. Department of Transportation
Southern California Association of Governments
Cervero, R. 1986. Suburban Gridlock. Center for Urban Policy Research. Rutgers University, Brunswick, N.J.
DOT. 1993. Journey-to-Work Trends in the United States and Its Major Metropolitan Areas: 1960 to 1990. Office of Highway Information Management, Federal Highway Administration .
Downs, A. 1992. Stuck in Traffic: Coping with Peak-Hour Traffic Congestion.The Brookings Institution, Washington, D.C.
Garreau, J. 1991. Edge City: Life on the New Frontier.Doubleday, New York. 546 pp.
OCR for page 104
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Gordon, P., et al. 1988. Beyond the Journey to Work. Transportation Research, Vol.22A, No. 6, pp. 419–426.
Gordon, P.,et al. 1991. The Commuting Paradox. Journal of the American Planning Association, Vol.57, No. 4, Autumn, pp. 416–420.
Hanks, J.,andT. Lomax. 1990. Roadway Congestion in Major Urban Areas, 1982 to 1988. Report 1131-3. Texas Transportation Institute.
Hanson, M. 1992. Automobile Subsidies and Land Use: Estimates and Policy Responses . Journal of the American Planning Association, Vol.58, No. 1, Winter, pp. 60–71.
Pisarski, A. 1987. Commuting in America: A National Report on Commuting Patterns and Trends.Eno Foundation for Transportation, Inc., Westport, Conn.
Pisarski, A. 1992. New Perspectives in Commuting Based on Early Data from the 1990 Decennial Census and the 1990 Nationwide Personal Transportation Study (NPTS) .U.S. Department of Transportation, July.
Purvis, C. 1994. Changes in Regional Travel Characteristics and Travel Time Budgets in the San Francisco Bay Area: 1960–1990. To be published in Transportation Research Record, TRB, National Research Council, Washington, D.C.
SCAG. 1993. Summary Findings: 1991 Southern California Origin-Destination Survey February.
Shrank, D., et al. 1993. Estimates of Urban Roadway Congestion, 1990. Research Report 1131-5. Texas Transportation Institute.
Transportation Research Board. 1985. Special Report 209: Highway Capacity Manual.National Research Council, Washington, D.C.
Wachs, M. 1993. Learning from Los Angeles: Transport, Urban Form, and Air Quality . Transportation, Vol. 20, No. 4, pp. 329–354.


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Between 1545 and 1546 Martin Luther preached on several occasions in Halle, a former ducal town with a rich and colourful history. Luther's main adversary, Cardinal Albrecht, also lived in the city in today's Saxony-Anhalt region.
Grimma, an idyllic little town south-east of Leipzig on the river Mulde in Saxony , had a special significance for Luther: Katharina von Bora, who later became his wife, lived in a convent here for 14 years.
Gotha in present-day Thuringia is the former seat of the Duchy of Saxe-Gotha. Martin Luther liked to stop here on his travels to and from Worms , Marburg and Schmalkalden .
Martin Luther once declared Erfurt, the capital of Thuringia , to be "in the ideal location, the perfect place for a city". He knew Erfurt well, having spent six years there as a monk.
Martin Luther, Johann Sebastian Bach and Saint Elisabeth of Thuringia are some of the great names associated with Eisenach, the home of Wartburg Castle, on the northern edge of the Thuringian Forest.
Eilenburg, just outside Leipzig in Saxony, was once the residence of the Wettin dynasty. Its heyday was in the Middle Ages, when its brewing industry flourished. Martin Luther visited this prosperous small country town several times between 1522 and 1545.
Although the Lutheran Church of Our Lady is today an internationally recognised symbol of Protestant architecture as well as a famous Dresden landmark, the Reformation initially attracted very few supporters in the city.
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There are lots of qualifications available to you, no matter what age you are or your level of ability. Whether you want to study full-time or part-time, at college or 'on-the-job', there is something to suit you.
Scottish Vocational Qualifications (SVQs) are work-related qualifications that allow you to gain the skills and knowledge you need to do a job. You can do an SVQ at different levels. These qualifications are based on National Occupational Standards agreed by industry, so they are recognised by employers throughout the UK.
Find out more information about SVQs here.
National Qualifications (NQ) are taken by students in secondary schools and colleges (and some training centres). They cover subjects to suit everyone's interests and skills. The types of NQ that you will come across are:
Find out more from SQA's website here.
Higher National Certificates (HNC) and Higher National Diplomas (HND) are taught in a range of subjects. The courses give you the practical skills you need to do a job and the knowledge your employer will expect you to have.
Find out more.
A Degree is a level 6 qualification and usually takes 3 years full-time, although some very specialist areas of study may take 4 or even 5 years to complete. The two most common Degrees are either called a Bachelor of Arts (BA) or Bachelor of Science (BSc), such as a BSc in Horticulture. Honours Degrees are divided into four 'classes' (like grade): 1 (first - the highest level), 2.1 (upper second), 2.2 (lower second) and 3 (third or pass).
You can find out more information about Degrees from UCAS.
A Postgraduate qualification is awarded after a Degree. These qualifications concentrate less on theoretical learning and more on hands-on, practical application for the job market. Postgraduate qualifications take a year or more to complete and can be studied full or part-time. Many offer direct entry onto Master's Degrees at partner universities. You can study qualifications such as Crop Protection & Agronomy and Agricultural Engineering.
Postgraduate qualifications are usually studied at a further education college or at a university. You can find out more information about the venues offering the courses from UCAS.
A Masters is a Postgraduate qualification that can be taught in scientific (MSc) or non-scientific arts (MBA) subjects and usually take 2 years to complete. A doctorate (PhD) usually takes 3 years or more to complete and is made up graduate study and a dissertation. This is the highest level of study someone can achieve. You can study qualifications such as Rural Estate & Land Management and Farm & Agricultural Business Management.
Masters and doctorate qualifications are usually studied at a university. You can find out more information about universities from UCAS.
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If you have taken any of the qualifications listed on this page, we'd like to hear from you. Let us know what you thought of them by completing our online survey.
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Sailendra Nath Roy might have himself a new world record after pulling a 40-ton train two-and-a-half inches with his hair. The claim is being submitted to the Guinness Book of World Records. This wouldn't be Roy's first world record.
On a mobile device? Watch Man pulls 40-ton train with hair for record.


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News Headlines
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WoW Figure Prints Interview and Tour Review - PAGE 2
Adrian Estergaard - Tuesday, December 23rd, 2008 Like Share (1)The top-secret Figure Prints facility is hidden in the frozen wilds of Vancouver, Canada. I trekked across frozen tundra, through icy blizzards, and past hungry bears for a chance to bring you an inside look at how WoW characters are built. There was a Tim Hortons' involved too. I met the production manager Dan near the Figure Prints facility and, on the way over, he let me in on some big news - the crew won't there much longer.
Don't worry though! They aren't shutting down, it's because Dan just received confirmation that they're getting a new, bigger, facility. With 5700 square feet they'll be doubling their current setup, growing to 10 3D printers and getting even closer to their goal of eliminating the lottery. The news about the move was so new that when I mentioned it to the staff it caught them by surprise and I accidentally spoiled Dan's big announcement! Not only that, the new facility will also have better ventilation for each de-powdering stati... I'm getting ahead of myself aren't I? How about some basics to get things rolling.
There are basically three parts to the printing facility. The front (which is hidden behind a fake business name) is a packing and shipping area where finished Figure Prints are based, domed and sent out. Behind that is the office where orders are handled. That's where character data is pulled from the Armory for the printing machines and sets of characters are assembled into efficient printing layouts - fitting as many as possible into each lengthy printing batch.
The final area is the top-secret room where the printing is done. It's packed with 3D printers, each working away on turning a $2,000 bucket of the special printing powder into a half-dozen or so Figure Prints. After they're printed, the figures are pulled out and taken to a special room for de-powdering while the machine is cleaned for the next batch.
Here's a video from inside the Figure Prints facility. It shows you some of what's going on and takes you into the top-secret area for a special look at figures being printed.
Like Dan says, that's just the first step. After being printed, a figure is de-powdered, given a finishing treatment, dipped into a special blend of seven secret herbs and spices (DO NOT EAT!) and cooked. Then it's time to base it, pack it in one of the special domes and get it shipped out.
With the current setup, Dan and the crew are set to pump out 2,000 figures a month. Due to Christmas holidays and such they're going to be a bit short in December. But, the Wrath of the Lich King expansion, and Death Knights, actually slowed down the orders for new figs as people gathered more gear for their new characters. So, requests for figures should pick up soon and the new facility will let the team blow right past 2,000/month and let more WoW players get their hands on their favorite characters.
The biggest surprise about the Figure Prints facility is how eco-friendly it is! From limiting the number of paper documents used in the office, to recycling and re-using all their production materials, they even make sure all the chemicals they use to make the figures follow the California laws for health & safety - the toughest ones in US and Canada! They'd even appreciate if people could recycle the boxes their Figure Prints are shipped in.
The big move isn't the only thing going on at Figure Prints. Once production is able to clear up the lottery, more mount, pet and custom base options will become available. One base idea that's being worked on is of a victory pose with a figure standing triumphant over a fallen enemy. We'll have more on Figure Prints in the future and we'll find out what you want to know, so go hit the forums and let us know what you're curious about!
- Comment on this article (13)
- check out our other Massively Multiplayer RPG (PC) articles
- read more World of Warcraft reviews
- visit our Massively Multiplayer RPG (PC) section
Such a nerd, I know...
Anyway, nice article there.
Damn good idea for a business though, it's no suprise the demand exceeds the supply, they're gonna be rolling in it within no time.
I'm keeping old gear for when I do.
Also, there are a few easter egg things lurking in the video and pictures - anybody notice anything yet?
Figure Prints has sent us their Blizzcon video too. Huntyr has uploaded it, making us the first site to have it.
Here's a link: http://videos.neoseeker.com/movies/1033-figure-prints-production/
This one is a longer video that shows more of the production facility - including the de-powdering process and a look at the old liquid treatment process.
There's no audio though and that might be our fault. We're checking into it right now and will have more info asap.
P.S. No way could a Gnome take a Tauren! The stunty 'wee gits are good for nothing but fetching slippers and serving drinks to small children!
Thank you and good night i will be here all week.
quote ThrombosisJonesHi there - This is Will from Propadata Films. The FigurePrints in production video was made by myself and is a side piece from a short documentary about the 3D prints, currently in production. You may see it here:Hey, hey!
Figure Prints has sent us their Blizzcon video too. Huntyr has uploaded it, making us the first site to have it.
Here's a link: videos.neoseeker.com/movies/1033-figure-prints-production/
This one is a longer video that shows more of the production facility - including the de-powdering process and a look at the old liquid treatment process.
There's no audio though and that might be our fault. We're checking into it right now and will have more info asap.
This version does have sound....Keep your eyes out for the full documentary piece, coming out soon - it will be posted at http://www.PropadataFilms.com
Thanks for reposting the video! Glad you liked it...


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Tom Cruise Accused of Auditing Possible Wife Before Katie Holmes
kihcarasSep 5 2012,
According to the cover story of Vanity Fair, high ranking Scientology officials were responsible for finding a suitable partner for Tom Cruise back in 2004. Apparently, officials settled on Nazanin Boniadi, an actress who you may recognize from How I Met Your Mother.
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Flag of Iraq
Use | National flag and ensign |
Proportion | 2:3 |
Adopted | 22 January 2008 |
Design | A horizontal tricolour of red, white, and black, charged with the takbīr (Allahu akbar, "God is great") in green Kufic script, centered on the white stripe. |
The flag of Iraq (Arabic: علم العراق) includes the three equal horizontal red, white, and black stripes of the Arab Liberation flag. This basic tricolor has been in use since 1963, with several changes to the green symbols in the central white stripe; the most recent version bears the takbīr rendered in green.
History of the Iraq flag[edit]
The first flag of modern Iraq was the Kingdom of Iraq, and was adopted in 1921. It was a black-white-green horizontal flag, with a red trapezoid (some variants have a triangle) extending from the mast side, inspired by the flag of the Arab Revolt. Two seven-point white stars on the triangle denoted the two principal peoples of the kingdom: the Arabs and the Kurds. The design also reflected the newly installed Hashemite Dynasty in Iraq (originally from Hejaz in the Arabian Peninsula), who had played a leading role in the Arab Revolt. As such, it was similar to the flags of Hashemite Jordan, and the short-lived Kingdom of Hejaz. Prior to Iraqi independence in 1932, this flag was also used by the British Mandate of Mesopotamia. Today, it is used by pro-Hashemite monarchists in Iraq.
In 1958, in response to the merger of Egypt and Syria in the United Arab Republic, the two Hashemite kingdoms of Iraq and Jordan established the Arab Federation, a confederation of the two states. The flag of the union was essentially that of Jordan but without seven pointed star in the red chevron.[1] This flag is identical to the flag of Palestine adopted in 1964, and almost identical the flag of the Ba'ath Party. The union lasted less than six months, being terminated by the Iraqi Revolution of 1958 in July.
Following the Revolution of 14 July 1958, led by Abdul Karim Qassim, which abolished the Hashemite monarchy in Iraq and turned the country into a republic, Iraq adopted a new flag (Law 102 of 1959) that consisted of a black-white-green vertical tricolour, with a red eight-pointed star with a yellow circle at its centre. The black, white, green, and red are the pan-Arab colours, representing pan-Arabism, while the yellow sun represented the Kurdish minority. In addition, the red star (of Ishtar) was used to represent Iraq's ancient heritage, as well as its minority Christian (the Chaldeans, Syriac, and Assyrian).
This version of the Iraqi national flag is currently allowed to be flown in the Kurdish minority region of Iraq, while the 1963-2008 versions of the Iraqi flag are not, due to their connotations of pan-Arabism, and their adoption during the period of Ba'ath Party rule.[2][3][not in citation given]
After Qassim was overthrown by the Ba'ath Party in 1963, the new Ba'athist government adopted a modified version of the Arab Liberation flag as the new flag of Iraq on 31 July 1963 (Law 28 of 1963). This horizontal tricolour of red, white, and black bands (first used in the Egyptian Revolution of 1952) formed the basis of the flag of the United Arab Republic (UAR). Though the UAR broke up in 1961, hopes for Arab unity persisted. As such, whereas the UAR flag had two green stars in the white band, signifying its two members (Egypt and Syria), the new Iraqi flag had three stars, symbolising the aspiration that Iraq would join with Egypt and Syria in a new union. Sharing this goal, Syria adopted the new Iraqi flag as its own later that same year. This remained the flag of Syria until 1971, when the green stars were replaced by the Hawk of Qureish.
The Iraqi Flag Law No. 28 of 1963 was replaced by Flag Law No. 33 of 1986, during the presidency of Saddam Hussein, in which although the flag remained the same, the meaning of the three stars was changed from their original geographic meaning to representations of the three tenets of the Ba'ath party motto: wahda, hurriyah, ishtirakiyah (unity, freedom and socialism).
On 13 January 1991, the flag was modified by Flag Law No. 6 of 1991. At the instigation of Saddam Hussein, the takbīr (the phrase Allahu akbar, meaning "God is great" in Arabic) was added in green between the stars. The form of the takbīr was in Hussein's own handwriting. Many[who?] interpreted the addition of the sacred Islamic text as an attempt to garner wartime support from previously outlawed religious Iraqi leaders, to stop the disrespect of the Iraqi flag in Iraqi-occupied Kuwait, and to bolster the Iraqi government's Islamic credentials in the period immediately preceding the Persian Gulf War.[citation needed]
As with other flags inscribed with Arabic script, the hoist is to the right of the obverse (front) of the flag.
Due to these differing views, and the prevailing opposition to an outright abandonment of the current Iraqi flag, a compromise measure was adopted by the U.S.-appointed Iraqi interim administration in 2004. The basic form of the existing flag was retained;[4] however, the takbīr was rendered in traditional stylized Kufic script, as opposed to the handwriting of Saddam Hussein.
The modified flag was unveiled at the ceremony marking the technical 'handover' of power from the Coalition Provisional Authority occupation forces to the U.S.-appointed administration on 28 June 2004.[5]
On 22 January 2008, a new design for the flag was confirmed by Law 9 of 2008. In this current version, the three stars were removed, while the takbīr was retained in its 2004 form. The parliament intended that the new design last for one year, after which a final decision on the flag would be made. However, the flag law was reviewed in parliament on 30 April 2009.[6]
Flag proposals and flag contest[edit]
2004 flag proposal and controversy[edit]
Following the invasion and occupation of Iraq by the United States in 2003, the Iraqi government was overthrown, and the Ba'ath Party was outlawed. Strong speculation followed that the U.S. government would press for a change in the Iraqi flag to remove its pan-Arab symbolism, and to make a definitive break with the period of Ba'athist rule. To a degree, this view was shared by some groups in Iraq. In addition to some displeasure among Iraqis who had suffered under Saddam Hussein to retaining national symbols used by his government, there was also strong aversion to the flag from Iraq's Kurdish minority, who resented its evocation of pan-Arabism. However, Iraqi opponents of changing the flag argued that since the flag had been used since 1963, long before Saddam Hussein's presidency, it was unfair to characterise it as a 'Saddamist' flag. They also stressed that pan-Arabism has been a dominant popular principle among Iraqi's majority population for decades prior to Iraqi independence in 1932.
On 26 April 2004 the U.S. appointed Iraqi Governing Council (IGC) announced a new flag for post-Saddam Iraq. The IGC stated that, from around 30 competing entries, it had chosen a design by the distinguished Iraqi artist-architect Rifat Chadirji, who lives in London, and is a brother of a member of the IGC.
The proposed flag was had several meanings:
Symbol | Meaning |
White background | Purity |
Two blue bands | The blue bands represent the Tigris and the Euphrates rivers. |
Yellow band | Kurdish minority. The flag of Kurdistan features a yellow sun. |
Blue crescent | The crescent represents Islam. The shade of blue represents Iraqi Turkmens. |
The design marked a notable break with the three flags of modern Iraqi history (namely the Arab Revolt-inspired flag of the Kingdom, the flag introduced by Abdul Karim Qassim, and the Arab Liberation inspired flag of 1963), all of which were based on the four pan-Arab colours. Indeed, of these colours, only white was represented in the IGC design. Moreover, Islamic crescents are usually depicted in green or red in Arab heraldry. The proposed change provoked an intensely negative reaction across groups of Iraq's Arab majority, including those vehemently opposed to Saddam Hussein. Those opposed to the U.S. occupation, including Shi'a cleric Muqtada Al-Sadr, decried the design as an attempt by the U.S. government to strip Iraq of its identity, and its historically prominent role in the Arab world. In particular, critics lamented the proposed abandonment of the Arab Liberation Flag, the omission of the traditional colors of pan-Arabism, and the removal of the takbīr.
Additionally, the new flag's predominantly blue-on-white appearance immediately antagonised many in Iraq because of its alleged resemblance to the flag of the State of Israel, considered hostile to Iraq since the former's establishment in 1948.
The new flag was reported to have been burned by insurgents in Fallujah on 27 April 2004, the day before its planned official adoption.
On 28 April 2004, IGC President Massoud Barzani formally presented a modified version of the flag in which the originally very light shade of blue as reported by the press on 26 April 2004 had been changed to a darker tone. It was unclear whether this was a change made because of the protests made against the original design or, as the Council claimed, a rectification of printing errors in the earlier news reports. Barzani also explained that the flag was a temporary design, to be used over the ensuing months until the adoption of a definitive flag.
In the face of the overwhelming public outcry, adoption of the blue crescent flag was abandoned entirely.
2008 flag proposal[edit]
Despite the compromise in 2004, opposition to the flag persisted from Kurdish groups. In January 2008, a new design was proposed, removing the three green stars, instead placing a green eight pointed star around a yellow circle in the middle of the takbīr, which is written in the Kufic script and prized as a Mesopotamian Arabic style, having originated in Iraq.[7]
2008 flag contest[edit]
In July 2008, the Iraqi parliament launched a contest to design a new Iraqi flag. The contest ran until September 2008, with 50 designs submitted. Six designs were chosen and sent to the parliament which was going to choose a new flag before the end of 2008.[8]
Another design was also proposed similar to the 2004-2008 flag, but the script was changed to yellow to represent the Kurdish people in northern Iraq. The meaning of the three stars would be changed to symbolize peace, tolerance and justice.[9]
See also[edit]
- ^ http://iraqflag.parliament.iq/icor.php?name=iraqiflag&pa=showpage&pid=10
- ^ Today's Zaman[dead link]
- ^ MEMRI: Inquiry and Analysis Series - No. 293
- ^ "Republic of Iraq flag". World flags 101. Retrieved 2008-02-10.
- ^ "CNN.com - U.S. returns sovereignty to Iraq - Jun 28, 2004".[dead link]
- ^ "Council of Representatives of Iraq (parliament) schedule includes Iraqi law review on April 30th 2009. (in Arabic)". Council of Representatives of Iraq. 2009-04-29. Retrieved 2009-04-29.
- ^ Garrels, Anne (2008-01-12). "Iraq to Restore Former Baath Party Followers". National Public Radio. Retrieved 2008-01-24.
- ^ "Iraqi new flag to be identified before year end". Patriotic Union of Kurdistan. 2008-10-12. Retrieved 2008-10-12.
- ^ Charif, Chalaan (2008-01-15). "Iraq's new flag half satisfies everyone". Radio Netherlands. Retrieved 2008-01-24.
External links[edit]
Wikimedia Commons has media related to Flags of Iraq. |
Wikinews has related news: Iraq removes Saddam references from flag |
- Iraq parliament approves new flag
- Iraq unveils new national flag (BBC)
- Controversial new Iraqi flag unfurled (al-Jazeera)
- Iraqis unimpressed by flag design (BBC; refers to the sibling relationship between the al-Chaderchis, accusations of nepotism)
- Burning with anger: Iraqis infuriated by new flag that was designed in London (The Independent, reaction of Iraqis, sibling relationship)
- Flags of Modern Iraq (Arabic-Radio-TV, The Flags of Modern Iraq (1921–present)
- Iraq at Flags of the World
- New York Times article on new flag
- Global Justice Project: Iraq


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Software Sets the Pace
Software Sets the Pace
Peter Coffee
Posted 2003-08-04
Algorithms still outpace silicon as driver of computing progress.
Its easy to get blasé about the power of hardware improvement to make slow processes get faster. Why optimize code for any one task when the hardware designers will do the job for all of us? Once in a while, though, its worth looking up from our
microprocessor road maps
to realize that advancements in algorithms--the recipes of low-level computation--are still making major contributions to advancing the state of the art.
Several things have recently reminded me of the importance of these models of problem solving. As July began, AMD advised me of the 1.0 release of the
Core Math Library for the AMD64 platform
, co-developed with
the Numerical Algorithms Group Ltd.
With the release date for AMDs
desktop-oriented Athlon 64 now announced
as Sept. 23, its certainly not too soon for developers to be given new tools for crafting code that can make the most of that power. Without those routines, we might be sadly disappointed in the real-world benefits of all that
new silicon--and I mean "hot" literally, sad to say.
I also noted the astonishing speed improvements in the
5.0 release of Wolfram Research Inc.s Mathematica
. I had previously observed, on the occasion of the 4.2 release, that speed improvements due to better algorithms in successive versions of Mathematica have sometimes
outpaced Moores-Law rates of improvement
by a factor of four or more. The latest version, remarkably, continues that trend. What forced this subject to the top of my stack, though, was
an article by Rachel Chalmers
that led me to the
archive of the late computer scientist Edsger Dijkstra
--the man best known for the terse sentiment
"GOTO Considered Harmful,"
a 35-year-old observation that arguably inaugurated the discipline of structured programming, and also made "considered harmful"
an inside joke among well-read hackers
. I was struck by Dijkstras indictment of the teaching of programming languages, with or without GOTO statements, as giving students
more exposure to the set of problems than to the set of solutions
. By defining learning in terms of notations, instead of teaching ways of thinking about problems, this practice perpetuates the viewpoints in force at the times that our established languages were designed. Theres
so much to learn about algorithms
, independent of the language in which theyre written, that its easy to wonder if hardware improvement is wildly over-emphasized as the vehicle for continued performance growth--especially when writing code, unlike making chips, is an industry segment that requires little capital and therefore
lends itself to rapid migration
across national borders in search of cost-effective talent. Rarely has the expression "work smarter, not harder" been so literally true. I dont mean this to be discouraging--rather, its meant as an observation that we all still have ways to become more valuable contributors to our teams.
Tell me what youre doing smarter.
Peter Coffee is Director of Platform Research at salesforce.com, where he serves as a liaison with the developer community to define the opportunity and clarify developers' technical requirements on the company's evolving Apex Platform. Peter previously spent 18 years with eWEEK (formerly PC Week), the national news magazine of enterprise technology practice, where he reviewed software development tools and methods and wrote regular columns on emerging technologies and professional community issues.Before he began writing full-time in 1989, Peter spent eleven years in technical and management positions at Exxon and The Aerospace Corporation, including management of the latter company's first desktop computing planning team and applied research in applications of artificial intelligence techniques. He holds an engineering degree from MIT and an MBA from Pepperdine University, he has held teaching appointments in computer science, business analytics and information systems management at Pepperdine, UCLA, and Chapman College.
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Providing training and formal sector jobs for youth in rural India.
First Year
of Investment
There are over 180 million unskilled students in India, the majority of which live in rural areas with dim prospects for acquiring formal sector entry-level employment.
Due to the huge gaps in educational quality, India faces critical shortages in skilled labor availability, despite having nearly 2 million new job seekers per month.
For a fee of INR 5,000 (USD 90), students enter Edubridge's a customized job training and placement program catering to students with high-school diplomas or dropouts from urban or peri-urban training centers.
Edubridge guarantees job placement for all of its customers; if no job placement is found, Edubridge will refund the entire entry fee. Current professional sectors include retail and business process outsourcing, and the company plans on expanding to include banking and financial services.
The innovative pay-per-use infrastructure system allows Edubridge to generate a 10x capital efficiency compared to its competitors.
In the context of rural India where the majority of families are smallholder farmers or low-skill tradesman, Edubridge's students will typically be the first to be formally employed in their family with salaries as high as INR 6,000/ month (USD 110).
Since its founding in 2010, Edubridge has set up 12 training centers across four states and trained over 6,000 students; over the next two years the company plans to expand to 30 centers training approximately 8,000 students per year.


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Dengeki Daisy
Dengeki Daisy Chapter 68: I Decided To Be Happy
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(in 30 seconds)
— Reasons to register
75: Mail 073 Our Future
74: Let's Go Home
73: Our Future
72: My Hero Will Come
71: Lucky Charm
70: Unwavering
68: I Decided To Be Happy
67: Because This Time It's Important
66: That Which is Entrusted
65: The "Testament" of Professor Midorikawa
64: Message From Soichiro (Part 002)
63: A Message From Soichiro (Part 001)
62: Feelings and Pain
61: Attack
60: I'm Counting on You
59: With Our Faith
58: The Day I Get Closer Someday
57: Footsteps From The Past...
56: Crush His Plan 1
55: Crush His Plan (First Part)
54: A Child's Distinction, an Adult's Resolution
53: We Swear On Our Friendship
52: Testament, And Answer, And Friendship.
51: Dangerous Love Game
50: It's Still Too Early To Be A Man
49: Hide The Frustrations In Your Heart
48: Rena's Fiance
47: Daisy Bell
46: I Cannot Resist Your Beautiful Self
45: Tests And Trials
43: You've Got Mail
42: I Want To Feel You
41: Whereabouts Of The "Sin"
40: Reunion
39: The Day "Daisy" Was Born
38: The Beginning Of The "Sin"
37: Two Men
33: So I Can Meet With You
32: Stray Heart
31: What Was Stolen
30: Only I Know
29: Not Suited for a Cute Girl
28: The Possibility of a Happy End
27: Decision
26: Kiss
25: Most In The World
24: Accompany Me
23: To Protect And To Lose Something
22: Each Person`s Pain
21: The First...
20: To You, My Beloved
19: The Things I Can Do For You
18: The Fourth Man
17: The Name Of That Flower
16: Which Feelings Are Those?
15: In Order to Become a Cruel Woman
14: Secret
13: When the Truth is Out
12: Inside that Cell Phone
11: Thanks for Everything
10: Will You Disappear
9: The hero is at an adolescent age...
8: Best Friends
7: He will protect me
6: We have a problem big sis
5: Extra
4: That person is near yet far
3: I am Still Inexperienced
2: Even for an instant, he is a hero!
1: Suspicious Guy
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Information for 2009. Data for 2010 is available here
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text:
TV shows from the late 1940s and the early 1950s, when the programs were produced by advertising agencies on behalf of their clients and were broadcast live, make up a large portion of what has been referred to as the "Golden Age of Television." Lest we forget, however, not every program was a gem.
That reality was clearly top of mind for Mrs. A. Scott Bullitt, president of King Broadcasting Co. in Seattle, when she delivered this "recipe for an average TV program" before a group of educators and TV industry managers in 1952 (as reported in J. Fred MacDonald's 1990 book "One Nation Under Television"):
Recipe for an Average TV Program
1 cup of Sponsor's Requirements—sift gently
2 tablespoons of Agency Ideas, carefully chilled
Add ½-dozen Staff Suggestions, well-beaten. However fresh and flavorful, they will curdle when combined with Agency Ideas, so they must be beaten until stiff.
Stir together in a smoke-filled room and sprinkle generously with Salesmen's Gimmicks.
Cover the mixture with a tight lid so that no Imagination can get in and no Gimmicks can get out, and let stand while the costs increase.
1 jigger of Talent, domestic will do.
Flavor with:
Production Problems
A pinch of Doubt
And, if you have any, a dash of Hope
Fold ingredients carefully together so they can get into a small studio. This requires a very light touch as the slightest jolt will sour the results.
Line the pan with Union Regulations—otherwise the mixture will stick.
Place in oven with your fingers crossed.
Sometimes it comes out a tasty delicacy, and, sometimes, it's just cooked.
Early 'Recipe' Reveals TV's Darker Side
Apr 27, 2008 • Post A Comment


text:
Kim, Woocheol and Linton, Oliver B. (2004) The live method for generalized additive volatility models. Econometric Theory, 20 (6). pp. 1094-1139. ISSN 1469-4360
Download (519Kb) | Preview |
We investigate a new separable nonparametric model for time series, which includes many autoregressive conditional heteroskedastic (ARCH) models and autoregressive (AR) models already discussed in the literature. We also propose a new estimation procedure called LIVE, or local instrumental variable estimation, that is based on a localization of the classical instrumental variable method. Our method has considerable computational advantages over the competing marginal integration or projection method. We also consider a more efficient two-step likelihood-based procedure and show that this yields both asymptotic and finite-sample performance gains.
Item Type: | Article |
Official URL: | http://uk.cambridge.org/journals/ect/ |
Additional Information: | Copyright © 2004 Cambridge University Press. LSE has developed LSE Research Online so that users may access research output of the School. Copyright © and Moral Rights for the papers on this site are retained by the individual authors and/or other copyright owners. Users may download and/or print one copy of any article(s) in LSE Research Online to facilitate their private study or for non-commercial research. You may not engage in further distribution of the material or use it for any profit-making activities or any commercial gain. You may freely distribute the URL (http://eprints.lse.ac.uk) of the LSE Research Online website. |
Library of Congress subject classification: | H Social Sciences > HB Economic Theory |
Sets: | Research centres and groups > Financial Markets Group (FMG) Collections > Economists Online Research centres and groups > Suntory and Toyota International Centres for Economics and Related Disciplines (STICERD) Departments > Economics |
Date Deposited: | 17 Feb 2008 |
URL: | http://eprints.lse.ac.uk/321/ |
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text:
If you go
What: Hazel Dell Parade of Bands' 49th annual parade with 23 local school bands and at least 128 other groups. This year's theme is "Super Heroes!" The grand marshal is Jim Sork, retired Vancouver Public Schools educator and administrator.
Where: The parade begins at the District 6 fire station at 8800 Hazel Dell Ave. and ends at 78th Street and Highway 99.
When: 10:30 a.m. Saturday.
Information: Hazel Dell Salmon Creek Business Association or Hazel Dell Parade of Bands.
When it comes to defining a superhero, Batman and Superman certainly both fit the bill — but to many people, so do firefighters, nurses, soldiers, police officers and other first responders.
As about 150 school bands and other groups march in this weekend's 49th annual Hazel Dell Parade of Bands, they'll pay tribute to both kinds of superheroes. And organizers hope that spectators young and old will join them.
"If people want to, we absolutely want them to (dress up)," said Shelley Palmer, the parade co-chair. "I hope the kids do, that would be so much fun."
Organizers picked the "Super Heroes!" theme as a fun way to ramp up to the 50th anniversary parade, coming in 2014.
"We tried to come up with something that people could get excited about," said Brad Lothspeich, the other parade co-chair. "I'm eager to see what everyone picks (for their superhero). It could be a fireman, it could be Superman."
Asked what her favorite superhero was, Palmer said she was a big fan of Robert Downey Jr.'s Iron Man.
"He just is out there doing good, getting rid of all those evildoers," Palmer said. "And he always has a cool car."
The answer for Lothspeich was more simple.
"I work for the fire department, so you know my answer," Lothspeich said. "When I was a kid, though, my favorite was Superman."
The parade is also getting a technology upgrade this year, with a new Facebook fan page and the "Hazel Dell Parade" app for smartphones.
"The app will show our lineup, so people can track various groups in the parade," Lothspeich said. "They can also send in pictures."
It will be a test run for the new features so they'll be ready for the big 50th anniversary next year, the two said.
"Next year is going to be really, really big," Palmer said. "It's going to take us a year to put it together."
'Get ready'
Usually, parade planning starts each September, but the co-chairs are already starting to plan for the 50th event, she added.
Before the parade begins, the Lions Club will host a breakfast from 7 to 10 a.m. at Fire District 6 Station 1 at 8800 N.E. Hazel Dell Ave. Cost is $6.50 for adults, $5.50 for seniors and children ages 6 to 12, and free for children younger than 6.
A fun run begins at 10 a.m., with about 100 people planning to run the route before the parade begins.
"They kind of lead out the parade," Palmer said. "They let everybody know to get ready, it's coming."


text:
Staff Reporter
VIJAYAWADA: The Vijayawada Institute of Mental Health and Neuro Sciences (VIMHANS) at Suryaraopet is gearing up to receive Chief Minister Y. S. Rajasekhara Reddy on Saturday.
Dr. Reddy will visit the institute to inaugurate DNB (Diplomate National Board), a post-graduate medical course in psychiatry, the first of its kind to be introduced in the region.
Director of the institute Indla Ramasubba Reddy told a press conference on Friday that the main objective of introducing the DNB course was to fill the gap between the need for qualified psychiatrists in the country and the limited availability of them. "We have only 3,500 clinical psychiatrists across the country against the need of at least 40,000 of them," he said.
Since there were only about 300 MD seats in various medical colleges in the country, the Union Ministry of Health and Family Welfare had permitted private hospitals with adequate staff and infrastructure to train doctors by offering the DNB course.
VIMHANS, a 25-year-old 60-bed hospital, had a special de-addiction clinic to offer services to people addicted to alcohol, smoking, gutka and other drugs. The institute also had a separate memory clinic, which was open on Saturdays. Equipped with state-of-the-art biofeedback equipment, it would help people get relief from day-to-day stress and tension, Dr. Reddy said.
Chief psychiatrist I. Vishal Reddy was also present.


text:
The Elder Scrolls V: Skyrim
Based on your Size, Intellect, and Technical Skills...
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Hmm, based on my opinions of myself and my skillsets, I would probably be either straight up dead, or some kind of mage. --- I can do a thing at a place at a time involving people concerning events. http://i292.photobucket.com/albums/mm33/Avarion999/Ran1.png | |
Hmm I'm average height and pretty lean, I've actually been in Archery for a few years now so it's safe to say I'd be a decent Archer in the game. Though I'd definitely wanna try and learn some magic so I can do the bound bow :D --- GT: Sereyn | |
I'm a pretty scrawny guy with plenty of book smarts so either a mage at the college or a court wizard for one of the jarls. | |
HMXTaylor_Lee posted... I'm not particularly talented, smart, or strong. http://www.suicidehotlines.com/ --- http://www.youtube.com/watch?v=QvSMp7T2Kes ^ Drugs. | |
rx54 posted... HMXTaylor_Lee posted...I'm not particularly talented, smart, or strong. I can't tell if that was posted out of sincerity or mockery, but I do appreciate it. | |
I would become boring crap like 98% of NPCs. --- 0=Rei. Pronounced Rei-six. Born New England. Lived in Japan. Citizen of Earth. | |
Ryan-06 posted... I would become boring crap like 98% of NPCs. http://www.suicidehotlines.com/ --- http://www.youtube.com/watch?v=QvSMp7T2Kes ^ Drugs. | |
Honestly I'd be too tired most of the time to do any of the bigshot dragonborn stuff, I'd find a reasonably sized cave overlooking a river in the forest/mountains to spruce up and spend my days crafting furniture for personal use. The solitude would suit me fine, would rather live out a quiet existence than risk being burned to death by dragons or beheaded by power-tripping imperial captains. I'm not going to lie to myself and say I'd make a fine warrior or anything like that. I'm only 5, 7', so fighting bandits head on wouldn't be too much of a sane idea for me, sneak attacks would be ok though, apparently my footsteps are pretty quiet IRL (I tend to make a lot of people jump by walking up behind them and saying "hello." Apparently they never hear me coming.) I'd probably just beartrap the hell out of my territory to keep intruders and animals away, let them take care of things. I'd spend a lot of the time sleeping, or reading when I'm not napping, if I'm feeling a little adventurous I'll do some hiking or fishing but that's about as lively as it'll get for me. --- "I used to rescue presidents, then I took an arrow in the knee...and still rescued the president." -Snake Plissken |
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Submit a Screenplay
The Call for Entries for submissions to the 2015 Hollywood Screenplay Contest is now open. Winners and Official Finalists of the 2015 Hollywood Screenplay Contest will be announced officially on September 30, 2015.
The Hollywood Screenplay Contest proudly accepts entries via FilmFreeway.com, the world's best online submissions platform. Click to submit with FilmFreeway.
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