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Former NFL Defensive Genius Buddy Ryan Dead at 82
Former NFL coach Buddy Ryan, best remembered for his work as the architect of the 1985 Chicago Bears defense, has died at the age of 82.
Shooting at Orlando Nightclub Leaves 50 Dead, Dozens Injured in 'Act of Terrorism' (UPDATED)
UPDATE 5:50 p.m. ET: Orlando officials have begun listing names of the deceased on their website.
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Ted Cruz Ends Campaign for President
Texas Senator Ted Cruz has suspended his campaign for president.
Mean Tweets About Female Sportswriters Are Absolutely Beyond Brutal
The "Mean Tweets" bit popularized by Jimmy Kimmel gets a very ugly -- and very sexist -- makeover.
Little Boy Pulls Off Classic Prank on Marathon Runners
You probably didn't know the London Marathon took place last weekend, but you'll wish you had watched it after seeing this.
Shameful Adults Brawl at Little League Game While Bewildered Kids Watch
So much for teaching the values of good sportsmanship.
Belittling Teacher Arrested for Slapping Student in Class
A high school teacher in Texas is in hot water for getting physical with a student -- and it was all caught on camera.
This Freaky Phenomenal Flip Is the Best Way to Score a Run in Kickball
Kickball. The word conjures up images of second grade recess, right? Well, now you'll associate it with extreme athletic ability.
Dozens Dead After Multiple Explosions Rock Brussels; ISIS Claims Responsibilty; Photos of Suspects Released (UPDATED)
A series of explosions seared through Brussels, Belgium, on Tuesday, causing multiple fatalities.
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Hooters Ball Girl Makes an Atrocious Spring Training Throw
Baseball players aren't the only ones who need to hone their skills during spring training.

subset: commoncrawl


text: Jun' Bugzy - Power(Control) by Jun' Bugzy published on 2013-01-12T19:38:16Z Track written and performed by Joseph "Jun' Bugzy" Robinson II Exclusive single off of the "My Diary: Lost Pages" Online Series Lazrso Records 2012 Genre Hip-Hop/Rap Comment by Jun' Bugzy @mal-peezy: u know it, brodi 2013/04/19 04:55:15 +0000 Comment by RICH POLO Talk that shit homie! 2013/04/14 23:58:09 +0000 Comment by Jun' Bugzy @ly3t-85: A while ago...I was just sitting on it. You were supposed to do vocals for this trakk. I sent u the email for this tooooo long ago 2013/01/12 19:58:46 +0000 Comment by L-Y3T how long ago did you do this one? 2013/01/12 19:55:01 +0000


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Archive for Buses
Riders Alliance: With Metrocard replacement, MTA may miss the boat on proof of paymentPosted by: | Comments
Can the MTA get a once-in-a-generation opportunity to overhaul its fare payment technology right? This is a question more important than many realize right now as the MTA finally gears up to usher in a replacement for the Metrocard and move its fare payment system into the 21st century. This is a question that plays more to buses rather than to subways, as subway riders will keep flocking to the system no matter how the fare payment technology works, and it's a question that could solve the problem of declining bus ridership. It's also a question one rider advocate group fears the wrong answer will emerge.
The story is simple: The MTA wants to replace the Metrocard with something leaner and meaner. The technology will likely rely on open payment standards popular in the payment card industry and will allow the MTA to shed the costs associated with running and maintaining a proprietary fare technology. It will be flexible enough to support pay-per-ride fares and bulk discounts (such as unlimited ride cards keyed to a time period). But will it support electronic proof of payment, a feature that could drastically improve bus service? The Riders Alliance is worried it won't, and they've called upon the MTA to address this deficiency.
In a report released on Friday, the Riders Alliance laid out its case for electronic proof of payment. I'll excerpt:
Right now the MTA's RPF, with bids due July 13th, does not require "electronic proof of payment" technology, whereby users would have their payment validated electronically, rather that with a paper receipt…Why does it matter? Because one way to make buses faster and more reliable is to replace the current system, where everyone boards one by one at the front, with all-door boarding, where people could get on the bus through any available door. An all-door boarding system usually relies on inspectors who can board the bus and make sure riders have purchased tickets—today on Select Bus Service, by checking to see if the rider purchased a paper receipt at the bus stop. In the future, if the MTA is to consider rolling out all-door boarding to all bus lines citywide, a paper ticket system would likely be too onerous and expensive, making a digital system necessary. And if the MTA doesn't require that the new fare payment system accommodate a digital inspection, bus riders could be stuck with a whole new generation of boarding slowly, one-by-one, at the front of the bus.
All-door boarding, facilitated by an electronic proof of payment system that allows for easy verification of payment, can significantly reduce bus travel times and save money—without increasing rates of fare evasion. A primary driver of delays at bus stops is the length of time required for all passengers to board…
The only buses in New York that allow all-door boarding are Select Bus Service routes, which require riders to pay at a machine before boarding the bus. SBS routes have seen speed increases from 16 to 22 percent and ridership gains between 10 and 20 percent in the first year after implementation. At the same time, enforcement from the NYPD's Eagle Team have led to significant drops in fare evasion: in 2012, fare evasion on the Bx41 in the Bronx dropped by 74 percent and on the Bx12 by 80 percent after the deployment of SBS on those routes…The MTA estimates that off-board fare collection, combined with all-door boarding, is responsible for a 10 to 15 percent total improvement in travel time [for Select Bus Service routes].
We don't currently have all-door boarding on buses because the MTA claims it would be far too expensive to install MetroCard readers throughout the city. The prices quoted often run into the low billions. Meanwhile, around North America, transit agencies in San Francisco, Seattle, Los Angeles and Montreal have introduced all-door boarding, and travel time reductions generally attributable to this improved boarding process run to around 15 percent across the board. It's a no-brainer really.
For its part, the MTA has raised concerns over fare evasion. "We must balance convenience against the very real threat of fare evasion if 'electronic proof of payment' technology is ever to be viable," agency spokesman Kevin Ortiz said to the Daily News. This, however, seems to be a symptom of Not-Invented-Here-itis, a frequent illness in NYC transit planning. As Streetsblog detailed on Tuesday, some targeted fare enforcement efforts on POP routes drive down fare evasion, and the economics dictate that faster bus service — which should drive up ridership — would pay for the cost of fare evasion. Creating a fare structure that incentivizes purchases of time-based fare cards could also help combat any concerns over fare evasion.
Ultimately, the MTA gets once chance to do this project right. Once they've locked in on a potential replacement for the Metrocard, making whole-sale changes will grow more difficult and costly. For the sake of a 21st century fare payment technology and, more importantly, for the sake of the city's bus riders, electronic proof of payment should be a mandatory part of this next-gen solution.
DOT Mobility Report highlights NYC's bus problemPosted by: | Comments
Every day, the 8.5 million people who live in New York, along with numerous tourists and others journeying in for work or education or fun, have to get somewhere. We have to get to our jobs and our schools, our grocery stores and our parks, and our museums, plays and baseball stadiums. We take subways and buses, cars and taxis, bikes and boats. On some days, our riders are smoother than others, but by and large this transportation network gets us where we need to be.
It's not, however, all perfect, and lately cracks in a particularly vital segment have been on full display. New York City's bus network seems to be hemorrhaging riders at a study clip, and although policy-makers have expressed concern over sharply declining ridership figures, they have not yet taken steps to solve New York City's bus problems. A solution could require a major reconfiguring of how we prioritize traffic and street space, and current City and MTA officials haven't been willing to dig in for a fight.
Earlier this week, NYC DOT released a new Mobility Report [pdf], and the colorful document highlights how New York City is more crowded than ever before and traffic speeds, especially in Manhattan's so-called central business district south of 60th Street, have never been slower. "With record tourism, jobs and population growth, New York City is now experiencing packed subway trains, along with a 300% surge in daily bicycling since 1990," DOT Commissioner Polly Trottenberg noted in a statement. "The report's conclusions are clear: As we move forward, policy makers will need to redouble efforts to chart a course that supports mass transit and other options to keep a growing and thriving New York City moving."
If only it were that simple. As the population grows, mobility has slowed, and buses have been the biggest victims of slow speeds. The numbers are stark. In 2000, annual bus ridership hit 699 million, and that number held steady until 2010 when the MTA slashed numerous bus routes and generally reduced service throughout the city. Since then, and despite a rollback of some of the cuts, annual ridership hit 651 million last year, and there is no indication this trend will reverse.
The report discusses the rise of cycling as a popular means of filling in holes in the transit network and solving many people's last-mile problems, but it seems to lay the blame of the bus decline squarely on the shoulders of speed. Using BusTime data, DOT found that travel speeds in Manhattan, where ridership has sunk the most, are slowest, and in many spots, buses are traveling slower than a healthy adult can walk. For example, a westbound M42 averages 3.2 miles per hour between 2nd Avenue and 6th Avenue between 7 a.m. and 7 p.m. on a weekday. For many people, it is literally faster to walk.
That bus speeds are so slow is no big surprise, but what can we do to fix it? The report indicates that speeds are the cause for a decline, but it falls short of identifying any cures. Generally, three issues create slow buses. First, the boarding process where riders dip their MetroCards (and often struggle with it) is slow and clunky, creating very long dwell times at stations. Second, buses are subject to the whims of the street. Without dedicated infrastructure, buses get stuck in traffic, and even in places where dedicated lanes do exist, enforcement is spotty. Queue-jumping technology, or signal priortization, was supposed to be a part of the city's Select Bus Service offerings, but it still hasn't been rolled out. Add it all up, and you get slow buses.
From where I sit, fixing the buses would involve a massive philosophical change in which pre-board fare payment is the norm rather than a feature of a souped-up express bus. It would involve rethinking the bus network to ensure that buses provide connections between where riders are and where they want to be. It would also require a major push to bring dedicated bus lanes to far more areas of the city. Buses shouldn't be a secondary mode of transit, subject to congestion; buses should get priority over surface congestion.
Ultimately, if the city is serious about eliminating congestion, especially in Manhattan, the answer will be some form of pricing model, but that will lead to the need to invest in buses. And to do that, the city has to start respecting buses. Otherwise, they will be forever stuck in traffic, inching slowly down their routes, sometimes faster than walking, usually slower than biking, and always a second-class mode of transit.
Great moments in USB charging ports on MTA busesPosted by: | Comments
The first of the MTA's new wifi-equipped buses hit the road yesterday. A few months ago, Gov. Andrew Cuomo called them "Ferrari-like," and he seemed awfully happy to be there at the unveiling yesterday. MTA CEO and Chairman Tom Prendergast called these new buses part of the "enhanced experience for our customers," and the rhetoric around Millennials was kept to minimum. But what do they look like in the while? Sometimes, all you need is one photo.
While riding these new buses with the USB chargers, make sure your cord is long enough pic.twitter.com/bvU3oW1WSH
— Dan Rivoli (@danrivoli) May 17, 2016
More on the new F express plan later. I ended up spending the night in Chicago on business and am still working through the reaction to the MTA's proposals.
USB charging ports, wifi not the answer for better bus servicePosted by: | Comments
Over the past few years, the phrase "lipstick on a pig" has been bandied about so many times that it's nearly lost all meaning, but now and then, it's still an appropriate way to describe a laughably feeble attempt to do something. Today, that something is Gov. Andrew Cuomo's push to improve bus service or make New York City buses more attractive to Millennials or all riders or someone by slapping some new colors on the outside of the bus and adding wifi service and USB charging ports on the inside. Without a commitment to improving bus service, whether through more frequent service, better routing, pre-board fare payments or dedicated lanes, this is the very definition of putting lipstick on an exceedingly slow and unreliable pig.
The MTA's bus ridership issues have been pronounced over the past few years. Even as subway ridership has shown historic growth, bus ridership — spurred in part by deep service cuts in 2010 that were never reversed — has declined for much of the past decade. Even last year, as the subways saw rush hour expand and ridership hit 6 million on over 40 weekdays, local bus ridership declined by 2.5 percent, and if this trend continues through 2016, ridership on the MTA's local bus routes could dip below 2 million per weekday.
Over the years, the MTA has wondered internally and publicly why this trend is a downward one. When BusTime, the MTA's real-time bus tracking application launched, the agency hoped access to information would drive ridership up. After all, an informed ridership should be one that better exploits the system. Rather, ridership has decreased. Maybe informed riders who realize the next bus is 20 minutes away simply choose to walk or take a cab instead of waiting as they used to.
Now the latest efforts at making buses a sexy and attractive option involve elements that do nothing to get at the core of the problem. Following his State of the State tour that involved a mention of state-of-the-art buses, Cuomo, with MTA Chairman and CEO Tom Prendergast at his side, unveiled the details. The 2042 new buses, some of which will begin arriving next month, include a new look and feel and feature USB charging ports and on-board wifi. In describing these new buses, the governor said they have "European flair" with an "almost Ferrari-like look," which led many to wonder if Cuomo has ever set eyes on a Ferrari.
In discussing these upgrades, Prendergast stressed how the MTA is trying to appeal to Millennial riders who, he claims, expect these amenities from buses. "As more and more millennials enter the system and use it daily, these are expectations, not desires on their part," he said. "Many of the young people using our system today grew up with a smartphone in one hand and a tablet in the other."
According to MTA estimates, adding USB ports and Wifi service to new buses will cost around $5000 per bus or around $10.2 million overall. For an agency currently working through a $28 billion capital plan, $10 million is pocket change, but $10 million is also enough to restore or expand a significant number of bus lines. And therein lies the rub.
It's true that these upgrades, by themselves, are not totally useless. In particular, new buses will also have information screens (at an even higher cost of $15,000 per bus) that will show next-stop information, available transfers, weather and, I assume, some advertising. Plus, for those who have long bus rides, wifi and charging stations may be useful features.
But they cannot be the only improvements made to the bus network if the MTA is serious about making buses better. Millennials, just like the septuagenarians who ride the buses, simply want better service first and amenities second. They want buses that are faster than walking and reliable enough to show up regularly and on time. They want buses that move smoother through congested streets and a stop a little less often than ever other block. That's how the MTA could build a bus network to attract more riders. Wifi, to a certain degree, and USB charging ports are simply elements of window dressing for a redesigned decal stuck on the outside of city buses, none of which all that European or Ferrari-like. It is the quintessential lipstick for a rather slow pig, and that pesky funding question hovers above all of Cuomo's hollow initiatives.
On NYC's choices and the struggles with bus bunchingPosted by: | Comments
With 2016 starting with a long weekend, with the exception of one quick trip into Manhattan for dinner on January 1, I've spent the past few days bumming around Brooklyn. I've taken a good mix of buses and subways, and the trips were smooth and efficient. That doesn't mean everything is rosy with our public transit system, and I had my eye out for ways we can improve. Nowhere is that more obvious than with our bus system.
As I enter my tenth year of maintaining this site, I've occasionally examined buses and their problems, but my coverage has often focused on upgrades instead of operational issues. With Select Bus Service the flavor of the decade, the MTA and New York City are working to improve bus service. I haven't been particularly impressed with NYC DOT's willingness to stick to its guns (or make the case needed to show why these upgrades are necessary), and I've thought that our leaders haven't shown much leadership with regards to the tougher decisions that need to be made. But that's politics. I want to take today about operations.
This idea comes to me from a chance sighting on Saturday evening. A little before 8 p.m., my wife and I walked over from our apartment to the Brooklyn Museum. As we passed through Grand Army Plaza, not one, not two, but three Downtown Brooklyn-bound B41 buses arrived at the same stop at the same time. I didn't notice if any were a limited, and I admit that it's possible that only two local buses were bunched at the same stop while a third limited simply happened to be passing by at the same time. But still, there they were, all three together in front of Brooklyn's Central Library.
Bus bunching is of course a symptom of the way we treat buses, but it's also a symptom of the MTA's long-standing inability to manage the problem. Buses in New York City bunch of three reasons, each of which could be addressed to varying degrees. In no particular order, they are: uneven dwell times, unpredictable surface traffic (along with a lack of infrastructure that prioritizes buses), and bad dispatching and route-management practices.
Dwell times for buses are an obvious problem. As we've seen with Select Bus Service, the number one driver of reduced travel time concerns dwell. By instituting a pre-board fare payment system, the MTA has sped up the torturous process of bus boarding we sit through today. Now, riders fumble for a Metrocard, wait for a seemingly endless dip, retrieve their card and move on. Those that pay cash have to fill up the coin slot with $2.75 in quarters, nickels and dimes. It's slow and inefficient, and a full-system move to a pre-board payment system or, hopefully before the sun explodes or the ice caps melt, to a new contactless fare system will vastly reduce dwell time. With uneven and long dwell times, crowded buses are delayed while an emptier bus can gain ground quickly. Thus, bunching.
The second problem concerns travel conditions. Buses can bunch if one hits traffic while the other does not. Eventually, the two will meet. By not giving high-traffic routes — like, for instance, the B41 up and down Flatbush Ave. — dedicated lanes and signal priority, the buses are entirely beholden to the flow of traffic. Some speed up; some slow down; and by the time they travel over 5 miles down Flatbush Ave., they bunch. This is a choice we as a city have made with regards to the way we treat buses, and it is a symptom of a fundamentally broken approach to a mode of transportation for over 2 million people per day.
Finally, buses bunch because of route-management issues. As buses are delayed due to the conditions above — or as they make up ground due to empty stations — dispatchers could try to hold buses to ensure even spacing. Invariably though, riders on the the bus making up ground would have to sit out delays in their journeys forced on them by dispatchers, and this is not a particularly appealing outcome for anyone. Headways that aren't maintained as buses leave their terminals may also cause bunching, but this is supposed to be a problem the MTA could address via the data available from the BusTime system.
Ultimately, though, there's no easy answer to the bunching conundrum. Transit agencies are still trying to solve bunching, but in New York, we've created conditions ripe for bunching. Reducing dwell times and improving infrastructure that prioritizes buses are noble goals that improve service for every rider and can help avoid bunching. Even if they won't represent a cure-all, getting there is far slower and more painful than it deserves to be, and for that, we can look to the politics of a city and transit agency too timid to make the tough choices and too bureaucratic to adapt to changing fare payment technologies. And so those three buses all arriving at one stop at the same time is a more common sight than we would all prefer to see.
For more on bus bunching, check out this neat interactive that lets you bunch buses.
Riders Alliance calls upon MTA to eliminate Q70 fare to improve transit to LGAPosted by: | Comments
The Riders Alliance — with an eye toward an easy upgrade — wants to begin to push back on this idea. In a report released today, the advocacy group (of which I sit on the board) called up on the MTA to eliminate the fare on the Q70, thus making the bus ride between LaGuardia Airport and Jackson Heights or Woodside free. The group contends that the MTA wouldn't lose money with the move — and based on a modest projected growth in ridership, could possible capture more revenue from those going to and from the airport. Additionally, the group has called upon the MTA to better brand the Q70 as specifically for airport travelers while increasing reliability and upgrading service. The ideas are new-to-New York but hardly revolutionary and deserve more than just a cursory glance.
"Transit access to LaGuardia shouldn't be New York's best-kept secret," John Raskin, Executive Director of the Riders Alliance, said. "It should be intuitive and simple. Turning the Q70 into a free LaGuardia subway shuttle is a cost-effective improvement that could revolutionize how New Yorkers get to the airport. It's not a billion-dollar project; it's a free project with billion-dollar returns."
Raskin is of course referring to Gov. Andrew Cuomo's multi-billion-dollar plan to build a poorly-routed LaGuardia AirTrain. The Riders Alliance feels their bus proposal would alleviate the need for an AirTrain in the short term, but it's not just about finding a better way to build a more direct and cost-efficient AirTrain. It's about providing a better transit solution for LaGuardia-bound travelers overall.
The crux of the report rests on the fact that 90 percent of the Q70 ridership is already transferring to or from the subway (85%) or LIRR (5%), and thus, the MTA has already captured that revenue. In essence, nearly all riders are already riding the Q70 for free, but everyone pays in dwell time, a major criticism for Q70 ridership. (In fact, if anything, eliminate the fare just to cut dwell times on the Q70 would be well worth it.) Were the bus to be free, the Riders Alliance contends, even an increase in transit usage by just one percent of all LaGuardia Airport travelers would cancel out the free bus and in fact make the MTA money. Whether the subways could fit another 200,000 passengers is another question.
But this isn't just about making the bus free to increase ridership in the short term. While some are skeptical of initiatives that seem like a short-term move designed to get more people on transit (rather than on implementing changes that lead New Yorkers to choose a car-free, transit-heavy lifestyle), the Riders Alliance report takes a longer view as well. The group has called upon the MTA to run the Q70 with headways no longer than 10 minutes while providing either a dedicated lane for the bus or allowing drivers to optimize their route based on current traffic conditions. Doing so should make the free bus not just the easy choice in the short term but the right choice in the long term as well.
Additionally, the report notes that current Q70 service isn't particularly well-suited to appeal to LaGuardia riders. In addition to inconsistent headways and routing that suffers from the whims of surface traffic, signage doesn't encourage use. The buses do not include information regarding departure terminals and signage at the airport can't even get the fares right. MetroCards aren't available for purchase at the bus stop, and those unfamiliar with the New York City bus network wouldn't easily determine that the Q70 provides a quick connection to the subway. The bus is, in fact, labeled as a bus to Queens rather than a bus to the subway or the LIRR, and neither the MTA nor the Port Authority have signage that clearly indicates what this bus does. In fact, a quarter of airport travelers surveyed said they didn't know and couldn't tell that the Q70 was more a shuttle to transit rather than a local bus through Queens.
To that end, the Riders Alliance have proposed rebranding the bus so that it's clear where this bus goes and how it goes there. Without a fare and with more frequent service and better advertising, the bus can be a key link to the airport rather than something those in the know take out of convenience. It's a new idea for New York City but hardly one so radical that it can't work. As Joe Sitt, head of the Global Gateway Alliance, said, "A clearly branded, free airport subway shuttle is a low cost solution that would provide LaGuardia's 27 million passengers with a 21st century access link, and with plans to modernize LaGuardia underway, the time to act is now."
For its part, though, the MTA threw cold water on the plan. Transit spokesman Kevin Ortiz said the agency "wholeheartedly disagree[s] with the premise that this could all be done at no cost to the MTA. First of all, one-fourth of riders do not come from the subway and don't use the free transfer, and thus we would lose money on one out of every four customers under their plan. If ridership would continue to grow on the route to the level they claim, we would have to add service, and that costs money. And where would we find the buses? Also, what's to say that all this would do is shift a portion of riders from the M60 to Q70? At the end of the day, there is simply zero evidence that making it a free shuttle would increase ridership on subways to the point it would make the shuttle self-sustaining."
Is this is simply a case of "we-didn't-invent-it"-itis that plagues New York City, legitimate pushback or a combination of the two? Either way, this is a plan whose feasibility is worth pursuing.
Coming Monday: Riders Alliance to call for free Q70 servicePosted by: | Comments
Later on today, the Riders Alliance, along with the Global Gateway Alliance and other NYC advocacy groups, will issue a report and hold a press conference calling upon the MTA to eliminate the fare on the Q70 bus. Their proposal would streamline and clarify access to LaGuardia Airport while increasing the number of airport travelers using a transit connection. The group contends the idea could be implemented immediately and would likely improve the MTA's bottom line. It's an intriguing idea and one completely foreign to New York City.
Due to an embargo on the report, I can't say much more now about the initiative, but I have a full post ready to go when the embargo is lifted at noon today. Be sure to check back then for the details and fine print regarding this plan. Needless to say, it's one that deserves full consideration (if not a fast implementation). Can the MTA embrace an idea that so outside the box for the agency? We'll find out soon.
Video: MTA piloting bike racks on busesPosted by: | Comments
As I've mentioned before, the MTA's pilot programs have become something of a catch-all for new initiatives. Most of these programs are of the new-to-New York variety that have been implemented elsewhere, usually for years without incident, and the latest — bike racks on a pair of bus routes operating on Staten Island — is no different. To drive home the point, the MTA released a video over the Labor Day weekend that highlights just how people are supposed to use the bike racks.
The pilot itself is a great idea. The S53 and S93 bus routes will have front-mounted racks that can each fit two bikes. Customers are responsible for loading and unloading the bikes while the video reminds those cyclists of key safety tips to ensure drivers are aware of when riders are using the racks. The two routes both serve a college campus with many cyclists and bike routes on both sides of the Verrazano-Narrows Bridge.
"Bringing the Bike & Ride program to the S53 and S93 will increase the mobility of students who are traveling between home and campus. Before this program, our customers had no direct way to travel with their bicycles on public transportation between Brooklyn and Staten Island. Now customers can take advantage of the city's bike lanes and greenways without worrying about how to transport their bicycles," Darryl C. Irick, President of MTA Bus and Senior Vice President, NYC Transit Department of Buses, said. "A future expansion will depend on results of this pilot and will most likely focus on routes that cross bridges."
It's easy for us to scoff at this pilot as yet another one of those examples of New York exceptionalism. Bike racks are common on buses throughout the world, and the MTA doesn't really need to pilot them to know that they'll work and be tremendously popular. But here, the MTA is looking at how these two different racks work and which type should be used throughout the city. The agency is also looking at routes with tight turns and situations where front-mounted racks impair the MTA's ability to machine-wash buses.
And what of the costs? The racks check it at a hair over $1100 a pop, a downright reasonable figure for something transit-related and one that should decrease if the MTA orders more in bulk. So long as this program moves out of pilot and into full implementation, this is an upgrade long overdue.
Along 86th St., some key SBS upgrades but with too much fanfarePosted by: | Comments
In an alternate universe where New York City politicians and planners aren't afraid to take risks, yesterday was a big day for the M86. In this alternate universe, after a short planning process, Transit's second busiest crosstown route, averaging 24,000 weekday riders, saw massive upgrades as the city opted to close Central Park's 86th transverse to cars during peak hours, install a signal prioritization system from river to river, ensure bus bulbs and dedicated lanes were in place and generally treat the M86 as worth being a crosstown route over 30 blocks north of the nearest cross-Manhattan subway line.
That's not what happened. Instead, as part of the Mayor's promise to call 20 routes "Select Bus Service" by some indeterminate time that was originally supposed to be the end of 2017, a bunch of politicians gathered on the West Side to celebrate the launch of the M86 SBS. After eight years of talking about it, the M86 got a pre-board fare system, multi-door boarding, a few queue jump lanes that are already drawing NIMBY complaints, those weirdly unappealing new forward signs that replaced the hallmark SBS flashing blue lights, and the promise of some bus bulbs.
As part of the upgrades, every politician representing both the Upper East and Upper West Sides sent out a statement of support as though these upgrades are worth multiple rounds of back-slapping. In a moment of utter hilarity considering its taking nearly a decade to get here and the bus route was still late by a few weeks, State Senator Adriano Espaillat thanked NYC DOT for "quickly completing this project" while Jim Clynes, chair of Manhattan's CB 8, noted that M86 SBS will have "a subway feel." That everyone felt the need to gather in the first place is telling.
What DOT and the MTA did with the M86 will represent massive improvements in travel time for crosstown bus riders. Dwell times — especially at key locations where the M86 intersects busy subway lines at Central Park West and Lexington Ave. — represented the single biggest challenge to speedy crosstown operations, and if the city isn't willing to give buses dedicated road space during commuting peak hours, pre-board fare payment and multi-entrance boarding are low-hanging fruit that pay key dividends for those 24,000 daily riders.
But these improvements are run-of-the-mill upgrades that are viewed as best practices for local buses the world over. The MTA didn't eliminate any M86 stops; the bus still makes two stops on the same block of 86th St. between Columbus and Amsterdam Avenues. DOT didn't reallocate street space except for some limited queue jump lanes that allow buses to get a hard start at red lights. So why the press conference?
When I posed this question earlier in the day, a few of my Twitter followers suggested, perhaps cynically but also accurately, that these improvements wouldn't happen at all if politicians don't have the opportunity to grab camera space while trumpeting them. Sadly, this is true, but on the flip side, I wondered if these improvements wouldn't be treated as revolutionary if 15 politicians didn't insist on showing up to press conferences or sending out statements every time the MTA and DOT implement on one bus line what other countries consider to be system-wide best practices. Every crosstown bus should feature a proof of payment that allows for multi-door boarding, and such a system should be implemented as soon as the fare payment kiosks are installed, not eight years after the first Community Board presentations.
Until we as a city and our politicians as our city leaders get over the need to have a press conference about something as mundane as a new fare payment system on one bus line and a few queue-jump lanes, we are doomed to watch our transit system die from a lack of Great Ideas and the will to implement them. Politicians should be asking "what took so long?" and "how soon can we get these improvements rolled out on the M79, M96 and M106?" rather than falling over themselves to congratulate the M86 for catching up with most of London's regular bus service. Don't slap a fancy name on these ops upgrades. Aim higher. Be better.
Since the MTA and New York City's DOT debuted Select Bus Service in 2008, I haven't been particularly impressed by the program or the rollout. Heralded as the next best thing in buses for New York City, it's barely BRT-lite, and it's taken nearly a decade for the city and MTA to identify and plan only a handful of best-practices improvements to local bus routes. If anything, adding bus lanes that aren't physically separated with only the bare minimum of lane enforcement along with pre-boarding fare payment (and fare checks that, at the start, slowed down service) should be standard on nearly all local bus routes. That we're still waiting on something as basic as signal prioritization is telling.
Meanwhile, while most countries with real bus infrastructure would view these upgrades as laughably modest, in New York City, they become somehow controversial. Take a lane away for parked cars or moving personal automobiles? You may be better off invading a small country. Suggest camera lane enforcement? Add flashing lights to a bus to distinguish service? Beware the wrath of know-nothing State Senators. (The MTA has finally introduced new destination signs that flash the words "+SELECT BUS" in amber on a blue background as subpar replacements for the blue lights. More on those soon.)
And yet, despite my skepticism, these SBS upgrades are real, if incremental, improvements, and if implemented properly, they ideally will help bolster ridership on city buses while cutting down on travel times. Thus, we as a city should embrace bus infrastructure and treat it as we would something positive. You try telling that to whoever's responsible for this mess:
Select Bus Service stop in the greatest city on Earth. pic.twitter.com/l3bcJ9YEq8
— Brooklyn Spoke (@BrooklynSpoke) July 7, 2015
As you can see, Doug Gordon spotted this during his bike ride home on Tuesday. The SBS M15 stop near the Bowery Whole Foods is completed inundated with someone's garbage bags and one of the fare payment machines is inaccessible as well. After some questioning, Whole Foods said to me that those bags weren't theirs and instead belonged to the residential building above the store. I haven't been able to reach the building yet, but Gordon tells me this is far from an isolated incident. It's no way to treat a bus stop, let alone one that's supposed to be a key stop on a flagship Select Bus Service line.
But that's not the only way Select Bus Service is under attack. In a Gotham Gazette piece that follows months of anti-Select Bus Service writings, Allan Rosen, a former MTA planner and long-time reader and commenter on this site, claimed that the Woodhaven BRT plan could jeopardize the Second Ave. Subway. His rationale is that since the second phase of the Second Ave. Subway, estimated at around $4.5-$5 billion will compete with the $230 million BRT for New Starts funding, federally funded BRT could foreclose federal funds for the Second Ave. Subway.
This, of course, isn't how the New Starts program works. The feds end up contributing money to nearly all projects deemed worthy, and they have, over the years, held up the Second Ave. Subway as the gold standard for worthiness based upon projected ridership. Meanwhile, the scale is off as Phase 2 of the Second Ave. Subway is far, far more likely to be delayed by inaction from Albany than by an alleged fight over a few hundred million dollars.
If we dig into the history of Phase 1 of the Second Ave. Subway, we see diverse funding sources. Of the approximately $4.86 billion the feds say Phase 1 will cost, $1.3 billion comes New Starts and around $50 million originates out of other federal programs. The remainder breaks down as follows: $450 million from the 2005 State Transportation Bond Act and over $3 billion from MTA dedicated sources and PAYGO operating funds. The New Starts money that could go to either SAS Phase 2 or Woodhaven BRT is a drop in the bucket, and it certainly isn't the bus upgrade's fault that a northward extension of the Second Ave. Subway may be delayed.
It's ultimately an indictment of New York City's willingness to mimic that buses and bus upgrades can come under attack from all corners. We live in a very dense city that relies on its transit network, and yet simple improvements take years to introduce and engender unnecessarily emotional debates over priorities and street space. If New Yorkers are serious about transit upgrades, it's time to take the buses — BRT, Select Bus Service, whatever you want to call it — seriously. That starts with taking care of bus stops and continues with honest discussions over proper funding mechanisms. Right now, we've seen none of that.


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Three Things That Good Leaders Do Well
Regardless of title or position, the foundation of leadership for every one of us, rests on three essential pillars: Managing Yourself, Leading Others, and Managing the System.
Regardless of title or position, the foundation of leadership for every one of us, rests on three essential pillars: Managing Yourself, Leading Others, and Managing the System.
Examine how adopting a more intentional use of conversation in performance can push leaders to have the confidence to drive what is most critical for success - both personally and company-wide.
We've all heard the solution to HR silos; how important it is to integrate our talent management processes. For the past five years it is just about all we have heard from the great oracles of HR. The benefits are compelling. We know that those organizations that have managed to successfully integrate their talent management have 26% higher revenue per employee, 17% lower staff turnover, and many other exceptional business benefits.
Learn more about what engagement truly means and how organizations should seek to engage, rather than seek engagement. Additionally, explore what to do with the data you've collected, and how to use insights to create action plans that result in happier employees and better business performance.
Learn how to use digital technology to transform employee engagement and company culture, and how digital technology can have a big impact on your company's bottom line.
In this 13 minute interview with Alex Goryachev, Head of Innovation Strategy and Programs, Cisco Corporate Strategic Innovation Group, we ask him:
While a talent management strategy that unifies every phase of the employee lifecycle is critical to building a resilient, engaged workforce, it's only the beginning. Getting the most from your people—while ...Read more
Gain insights on engagement strategies that will leave your people feeling heard and valued, while also learning the fundamental importance of engaging your employees.
Companies require -- and deserve -- a highly evolved set of skills and competencies from their human capital leaders. Read about the top 10 traits that Chief People Officers must possess to lead their organizations into the future.
Discover 10 essential habits that managers can practice every day to help them become more effective and engaging leaders.


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Poem-a-Day is the original and only daily digital poetry series featuring over 200 new, previously unpublished poems by today's talented poets each year. On weekdays, poems are accompanied by exclusive commentary by the poets. The series highlights classic poems on weekends. Launched in 2006, Poem-a-Day is now distributed via email, web, and social media to 350,000+ readers free of charge and is available for syndication by King Features.
sign up
Brilliant Juice
Brilliant Juice
It is the people who remember,
but when the people are gone
we won't have anyone to remember.
People go to a lot of trouble
to make things memorable.
I would like to make things enjoyable
by watching everyone,
and wondering what is going on.
Today I am as full of this day
as the air in this apartment
is full of particulate matter that sparkles off
the highway. A sliver of the moon
is still visible at midday.
Reading the news is unbearable,
but necessary. All exits are final
and all that.
Copyright © 2016 by Todd Colby. Originally published in Poem-a-Day on June 28, 2016, by the Academy of American Poets.
Copyright © 2016 by Todd Colby. Originally published in Poem-a-Day on June 28, 2016, by the Academy of American Poets.
previous poems
|September 08, 2011
|I'd Like a Little Flashlight
|Rachel Zucker
|September 07, 2011
|The Patient
|Gillian Conoley
|September 06, 2011
|Toothpaste Kids Sunburn
|Jordan Davis
|September 05, 2011
|Work Without Hope
|Samuel Taylor Coleridge
|September 04, 2011
|Evening Song
|Sherwood Anderson
|September 03, 2011
|Discordants [Dead Cleopatra lies in a crystal casket]
|Conrad Aiken
|September 02, 2011
|in the decision of a beginning [3]
|Rusty Morrison
|September 01, 2011
|J. Michael Martinez
|August 31, 2011
|Air Envelope
|Catherine Wagner
|August 30, 2011
|The Hills, 5
|Kate Durbin


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I'm always on the hunt for a good gyro – so I'm wondering what folks think of the DC Greek Food truck? How does it compare to gyros at brick and mortar spots like the Greek Spot or the Greek Deli?
3 Comment
I would be very surprised if any truck could come close to the excellence that is the Greek Deli.
I liked it. It's not a Greek Spot caliber gyro, but it's pretty close.
It's adequate. No pork souvlaki, only chicken. Pretty interchangeable "gyro" that's identical to any other food truck gyro: chunked gyro meat, pita, lettuce, hothouse tomato.
And, yeah, if Greek Deli had a food truck, I'd be all over that like stink on rice.
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Google Content Advertising. Part 2 — What does Google say?
allankSeptember 30, 2009No commentsPPC Advertising AdWords content, AdWords Content Ads, Content Ad consulting, Content Advertising
In Part 1 we talked about the forgotten area in the great PPC vs. Organic leads debate….content advertising. At this point, you may be thinking, "well if hardly anyone is using it, then it must not work". And actually you would be right for a great number of advertisers. Many advertisers do not use it properly and it can...Read more
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Ingram Micro
Brightpoint Announces 2009 Spending and Debt Reduction Plan
INDIANAPOLIS, Feb. 9, 2009 (GLOBE NEWSWIRE) -- Brightpoint, Inc. (Nasdaq:CELL) today announced a plan to reduce spending in 2009 by $40 million to $45 million and to reduce average daily debt by approximately $100 million to $150 million in 2009 (the "2009 Spending and Debt Reduction Plan"). As result of the 2009 Spending and Debt Reduction Plan, we expect to have an incremental reduction in interest expense in 2009. The current global economic downturn had significant negative impact on the Company's operating results for the year ended December 31, 2008, and the Company believes that there continues to be uncertainty about the impact this global economic downturn will have on the wireless device industry during 2009. The Company is proactively taking these precautionary measures to lower its debt and spending by initiating its 2009 Spending and Debt Reduction Plan. The Company believes the 2009 Spending and Debt Reduction Plan will improve cash flow, provide financial flexibility and enhance operation excellence and long-term shareholder value.
Ingram Micro
Brightpoint Reports Fourth Quarter and Year End 2008 Financial Results
INDIANAPOLIS, Feb. 9, 2009 (GLOBE NEWSWIRE) -- Brightpoint, Inc. (Nasdaq:CELL) reported its financial results for the fourth quarter and year ended December 31, 2008. Unless otherwise noted, amounts pertain to the fourth quarter of 2008.
Epiq Systems Inc
Epiq Systems, Inc. -- 4th Quarter and Full Year 2008 Results to be Announced February 24, 2009
KANSAS CITY, Kan., Feb. 9, 2009 (GLOBE NEWSWIRE) -- Epiq Systems, Inc. (Nasdaq:EPIQ) will report fourth quarter and full year 2008 financial results on Tuesday, February 24, 2009 after the close of the market. At that time, the press release will be available on the company website at www.epiqsystems.com.
Nicholas-Applegate Convertible & Income Fund II
Nicholas-Applegate Convertible & Income Fund II Reports Results for the Fiscal Quarter and Nine Months Ended November 30, 2008
NEW YORK, Feb. 9, 2009 (GLOBE NEWSWIRE) -- Nicholas-Applegate Convertible & Income Fund II (the "Fund") (NYSE:NCZ), a closed-end management investment company which seeks to provide total return through a combination of capital appreciation and high current income, today announced its results for the fiscal quarter and nine months ended November 30, 2008.
Electroglas, Inc.
Electroglas Announces Appointment of Warren C. Kocmond, Jr. as Chief Executive Officer
SAN JOSE, Calif., Feb. 9, 2009 (GLOBE NEWSWIRE) -- Electroglas, Inc. (Nasdaq:EGLS) (the "Company"), a leading supplier of wafer probers and prober-based test handling solutions for the semiconductor industry, today announced that Thomas M. Rohrs will become Executive Chairman of the Board and that Warren C. Kocmond, Jr. has accepted the Company's offer to become its Chief Executive Officer, effective February 9, 2009. Mr. Kocmond has served as the Chief Operating Officer of the Company since May 2008.
Alico, Inc.
Alico Reports First Quarter Earnings
LA BELLE, Fla., Feb. 9, 2009 (GLOBE NEWSWIRE) -- Alico, Inc. (Nasdaq:ALCO), a land management company, announced a net loss for the three months ended December 31, 2008 of $0.2 million or $0.02 per share, compared with a profit of $2.2 million or $0.30 per share for the three months ended December 31, 2007. Earnings from interest on mortgages and investments and earnings from real estate operations were below prior year results and combined to cause the earnings decline.
Zoltek Companies, Inc.
Zoltek Reports First Quarter Results
ST. LOUIS, Feb. 9, 2009 (GLOBE NEWSWIRE) -- Zoltek Companies, Inc. (Nasdaq:ZOLT) today reported the financial results for the first quarter of its 2009 fiscal year.
Balchem Corporation
Balchem Corporation Announces Quarterly Conference Call On Fourth Quarter 2008 Financial Results On February 24, 2009
NEW HAMPTON, N.Y., Feb. 9, 2009 (GLOBE NEWSWIRE) -- Balchem Corporation (Nasdaq:BCPC) today announced that a conference call will be held on Tuesday, February 24, at 2:00 PM Eastern Time (ET) to review fourth quarter 2008 results. Dino A. Rossi, Chairman, President and CEO, and Frank Fitzpatrick, Chief Financial Officer, will host the call.
Dow Jones Indexes
Component Changes Made to Dow Jones Japan Select Dividend 30 Index
NEW YORK, Feb. 9, 2009 (GLOBE NEWSWIRE) -- Dow Jones Indexes, a leading global index provider, today announced component changes in the Dow Jones Japan Select Dividend 30 Index.
International Assets Holding Corporation
International Assets Reports Record Operating Revenues (Non-GAAP) of $31 Million and $3.3 Million Earnings for First Quarter of Fiscal 2009
NEW YORK, Feb. 9, 2009 (GLOBE NEWSWIRE) -- International Assets Holding Corporation (the 'Company') (Nasdaq:IAAC) today announced its fiscal 2009 first quarter financial results which are set out in the table below. Sean O'Connor, CEO, stated, "We are pleased to have produced record non-GAAP revenues and strong non-GAAP earnings in difficult market conditions. This is a validation of our strategy of building niche, customer-centric businesses with uncorrelated revenue streams. Losses in our asset management segment were offset by strong performances in our international equities market-making, commodities and foreign exchange trading, resulting in a non-GAAP return on average stockholders' equity of 21.4% for the quarter."


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But given the fact that viewers are spoilt for nothing less than high-pitched drama, it's going to be quite a task for the makers of Iss Pyaar…and Bade Achhe…to grab and sustain eyeballs unless they take the Pavitra Rishta and Navya route.
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Microsoft Exchange Server Jobs in the South East
Jobs 1 to 15 of 62
Service Desk Analyst
Due to promotions from within they are now seeking a Service Desk Analyst to join their head offices in Chichester. Your new role The Service Desk Analyst will be the central point of contact for all IT related incidents and service requests, and will provide 1st line support through to...
Chichester -
Hays Specialist Recruitment Ltd
Salary: £20000.00 - £24000.00 per annumPosted: 8 days ago
1st Line Support - Windows Server - Exchange - Desktop
Windows Server - Exchange - Active Directory - Vmware - Hyper V - TCP/IP - DNS - DHCP - Windows OS... The company is a well known IT Company who works with lots of the latest technologies, the variety is extensive and everyday will offer something different. Skills required: * Windows 2003/2008/2012. * Active Directory. * Exchange 2010/...
Rochester, Kent -
Senitor Associates
Salary: £20000 per annumPosted: 3 days ago
IT Support Engineer
IT Support Technician with experience of Microsoft technologies including Windows Server, Active Directory and Exchange required to join a busy IT Support company... Key skills required: - Windows 7 through to Windows 10. - Administration of Microsoft Server 2008 / 2012 including Small Business Server. - Administration of MS Exchange 2007 / 2010 / 2013. - Microsoft...
Worthing -
Recruitment Genius Ltd
Salary: £21000 - £25000 per annumPosted: 4 days ago
2ND LINE DESKTOP SUPPORT - Southampton £29k
Responsibilities and required experience of the Desktop Support: o Active Directory administration (Windows, McAfee login password and lockout resets) o Installation/replacement of Desktops, Laptops, Blackberry, Mobile and Telephony Equipment. o Level 1 assistance with Microsoft Office related products and queries... o Troubleshoot and resolve Blackberry and Mobile Phone related...
Southampton -
Modis International Ltd
Salary: £28000 - £29000 per annumPosted: 22 days ago
IT Support Engineer - Southampton - £30,000 to £40,000
This will include Microsoft Server 2008 / 2012, Exchange 2010 / Office 365, VMware, Dell SAN'S along with general desktop support (Windows 7 & 10)... You will have experience of: Server 2008 / 2012. VMware. SAN's, preferably Dell systems. Exchange / Office 365. Windows 7 & 10... Keywords: Infrastructure Support, Infrastructure engineer, Server 2008,...
Southampton -
Spectrum IT
Salary: £30000 - £40000 per annum + training & benefitsPosted: 24 days ago
Office365 3rd Line Support \ Migration Engineer
Our client, a London based consultancy, are currently seeking several experienced Office 365 Support Engineers for initially a 3month contract. Based at the client site in Woking the role will involve a mixture of 3rd line support and Office365 migration activities... Required Skills: Hands on experience with Microsoft Exchange or...
Woking, Surrey -
Fielding Recruitment Ltd
Posted: 3 days ago
IT Helpdesk Analyst - IT Service Desk - Godalming - £24,000
Core Technologies: Windows 7, MS Office, MS Outlook, Active Directory & MS Exchange Server... - Windows 7, Windows 8 or Windows 10... - Exchange Server &/or Outlook... Key Words: IT Service Desk, IT Helpdesk, Windows 7, Windows 8, Windows 10, MS Office, Active Directory, Exchange Server, MS Outlook, IT Engineer, IT Technician, IT...
Godalming, Surrey -
Ashdown IT
Salary: £24000 per annum + excellent benefitsPosted: 5 days ago
Technical Support Engineer
TECHNICAL SUPPORT ENGINEER, WINDOWS SERVER 2008/2012, MS SQL SERVER, MS WINDOWS SERVER 2008/2012, MS WINDOWS DESKTOP 7/8/10, MS OFFICE, OFFICE 365, MS EXCHANGE, CAD/CAM FARNBOROUGH, HAMPSHIRE, £ 25 - 30,000 + 25 DAYS HOLIDAY, COMPANY PENSION, HEALTHCARE... Suitable Technical Support Engineers will have the following skills and...
Farnborough, Hampshire -
SLS Services Ltd
Salary: £25000 - £30000 per annum, Benefits attractive benefitsPosted: 3 days ago
Infrastructure Engineer
Key words: LAN, WAN, WLAN, Active Directory, Windows Server, Exchange, Cisco, CCNA, MCSA, MCSE, MCP, VMware, Infrastructure, VDI, Service Desk, 1st line, 2nd line... Key skills/experience: - Understanding of LAN, WAN, WLAN networks... - Fully conversant with Microsoft Windows Server 2008 / 2012 and Windows 7 / 8... - Experience of working with hypervisors (...
Basingstoke, Hampshire -
Salary: £45000 - £50000 per annumPosted: 5 days ago
Senior Infrastructure Engineer/ Systems Administrator
Essential Skills: *Microsoft Windows Server 2008/2012/ 2012 R2. *Strong Cisco skills. *Windows operating systems. *Exchange 2010/2013. Desirable Skills: *Virtualisation Skills (VMware / vSphere) *Office 365... Tags: Senior IT Infrastructure Engineer, IT Support Engineer, Systems Administrator, Infrastructure Manager, Infrastructure, IT Manager, Windows, Exchange, Active Directory, Microsoft, MS, VMWare, VM Ware,...
Bracknell, Berkshire -
Salary: £50000 - £55000 per annum + Quarterly Bonus, Pension etc...Posted: 2 days ago
2nd Line Support Engineer
Due to their continued successes and achievements they have seen a mass amount of growth worldwide and now sit above major competitors such as EMC, Veeam, Symantec, HP and IBM... Line team within 6-12 months with the option to become a specialist within either: Server, Virtualization (Hyper-V/VMware),...
Reading, Berkshire -
Salary: From £25,000 to £30,000 per annumPosted: 4 days ago
Active Directory Engineer - Start 27th June - Berkshire - £315
Active Directory Project Engineer - Start Monday - Berkshire - £315/day. Skills: Windows Server, Active Directory, AD Config, Design, Security, Exchange... Essential Skills: Active Directory Configuration and Design Experience. Wintel hardware experience, particularly HP servers/blades. Active Directory Administration Experience. Windows 2003, 2008, DNS and clustering. MS Exchange. Scripting, Powershell. Experience in...
Newbury, Berkshire -
Rate: £300 - £315 per dayPosted: 2 days ago
Field Service Engineer - Server - Office 365 - Azure
Windows Server - Exchange - Office 365 - Sharepoint - Hyper V - VMware - SBS - IT Solutions - Azure... *Microsoft Windows Server 2003 / 2008 / 2012 (including Active Directory/DNS/Group Policy etc.) *Microsoft Office 365 including Exchange Online, SharePoint Online and Lync Online. *Microsoft Azure Platform. *Microsoft Exchange Server 2007 / 2010 / 2013. *VMware and Microsoft Hyper-...
Brighton, East Sussex -
Senitor Associates
Salary: £26000 per annumPosted: 4 days ago
Field Service Engineer - Brighton - Office 365 / Windows Server
Windows Server - Exchange - Office 365 - Sharepoint - Azure - Hyper V - VMware - SBS - IT Solutions... Skillset: *Microsoft Windows Desktop Operating Systems (Windows XP, Vista, 7, 8) *Microsoft Windows Server 2003 / 2008 / 2012 (including Active Directory/DNS/Group Policy etc.) *Microsoft Office 365 including Exchange Online, SharePoint Online and Lync Online. *Microsoft Azure...
Brighton, East Sussex -
Senitor Associates
Salary: £32000 per annumPosted: 3 days ago
IT Infrastructure Solutions Engineer
It is anticipated that when not engaged on Consultancy or Engineering activity the Infrastructure Solutions Engineer will provide senior support in to the managed service team in addition to coaching mentoring and knowledge transfer to other members of the team. II am looking for the right Candidate to have proven...
Newbury -
Hays West And Wales
Salary: £40000.00 - £48000.00 per annum + Please quotePosted: 22 days ago
MS Exchange Jobs in the South East


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Weather News
Southwest WA catching up on rain after dry start to winterBrett Dutschke, Tuesday August 6, 2013 - 14:19 EST
Western Australia's southwest had a very dry June, a wetter July and is now starting August with some soaking rain, replenishing dams and adding valuable moisture to the soil.
Much of the Lower West, Central Wheat Belt, South West and Southern Coastal are making up some of the winter rainfall deficit. A series of fronts and low pressure troughs are linking up with high moisture to bring widespread rain this week.
Parts of the South West and Lower West have just had decent falls and are closing in on the winter average.
In the last 24 hours Donnybrook picked up 51mm, Karnet 41m and Collie East and Bridgetown both 21mm each.
Margaret River gained 17mm overnight, taking its winter total to 482mm, 78 percent of its long-term average of 621mm.
During the rest of Tuesday and Wednesday a rain band will continue to stream across the southwest corner, bringing a further 30-to-80mm to locations such as Collie and Bunbury.
The rain band will then swing north and east across the whole South West Land Division and Goldfields during Wednesday night and Thursday, bringing widespread five-to-40mm. The heaviest falls will be near the west coast.
By Friday, some locations near the west coast will be well on their way to achieving their winter average with more than three weeks to go.
Unfortunately for places further north and inland of Perth, the coming rain will only minimally reduce the season's deficit.
Mullewa in the Central West has only had 26mm so far this season, only 16 percent of the winter average of 162mm. The 15-to-20mm to come in the next few days will be very handy but only take the running total to about 25 percent.
Another front this weekend will bring further showers to the far southwest of the state but lack the moisture to take significant falls inland.
Between now and the weekend, unseasonably warm weather will continue, most noticeably at night, where temperatures should be four-to-eight degrees above average.
Cloud, high humidity and a warm airmass are contributing to this warmth. Last night was the warmest night since autumn for most of the region and was the warmest August night in 14 years in Pearce, staying above 15 degrees all night.
Perth had an overnight minimum of 15.5 degrees, 7.5 degrees above average and a seven-year high for August.
- Weatherzone
© Weatherzone 2013
More breaking news
ABC News
Sydney Morning Herald
National Nine News
News Limited
Weather News
Tasmania floods: Recovery money targets farmers, small businesses
Interest-free loans for up to two years are among extra flood assistance detailed for Tasmanian farmers and businesses.
Lorinna residents still relying on barge after floods cut road access
Almost three weeks after the devastating floods in north-west Tasmania, there is still no road access for the small community of Lorinna.
Mild wake up for the Northern Territory
From southwest WA to the eastern seaboard, overnight temperatures plummeted well below average on Sunday morning.


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text:
- Condition:
- New
- Item No.
- 856045
- Mfg Part No.
Aten CS22U 2-Port USB KVM Switch
$ 24.26 Original Price$ 25.00
Free Shipping | In Stock
Tripp Lite Lite NetCommander B072-016-1-IP 16-Port KVM Over IP Switch
$ 639.68
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IOgear GCS72U KVM Switch with Audio
$ 26.98 Original Price$ 29.95
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Black Box Network Services USB-Powered 10/100 5-Port Switch
$ 32.23 Original Price$ 34.95
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Sonnet Technologies Tango 3.0 PCIE Combo Card 3EXT FW800 Plus 2EXT & 1INT USB3
$ 81.39 Original Price$ 99.00
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IOgear 2-Port USB DVI Cable KVM Switch
$ 74.97 Original Price$ 99.95
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TRENDnet TK-803R, 8-Port Rack Mount USB KVM Switch
$ 128.59 Original Price$ 144.99
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TRENDnet TK-209K 2-Port USB KVM Switch with Audio
$ 28.93 Original Price$ 29.99
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IOgear GCS42UW6 2-Port USB KVM Switch
$ 22.44
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HP LCD 8500 1U Console US Kit
$ 1084.36 Original Price$ 1299.00
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Product Information for Gefen 4x1 DPKVM Switcher
Highlights for Gefen 4x1 DPKVM Switcher
- Product Type:KVM Switchbox
Marketing Information
Easily switch between four computers using DisplayPort with the Gefen 4x1 DPKVM Switcher.
The rack-mountable Gefen 4x1 DPKVM Switcher offers an economical solution for switching between four different computers to one display location. In addition, USB peripherals and audio are carried at the same time from each source making this a very versatile solution.
Eliminating the need to purchase many displays, keyboards and other accessories for each computer in a studio or professional environment, this versatile solution saves money, supports both Mac and PC-type computers, and offers uncluttered and increased desktop space
The 4x1 DPKVM Switcher outputs are: One DisplayPort, two USB 2.0 ports (used for keyboard, mouse and other USB 2.0 peripherals) and an analog L/R audio. This Switcher can be controlled using front panel discrete switching, the included IR Remote control, or the RS-232 port for switching automation.
General Information
Package Contents
- 4x1 DPKVM Switcher
- 4 x 6 ft. DisplayPort Cables
- 4 x 6 ft. USB 2.0 Cables (A - B)
- 4 x 6 ft. 3.5 mm Mini-Stereo Audio Cables
- 1 x IR Remote Control Unit
- 1 x 5V / 4A DC Locking Power Supply
- 1 x Set Rack Ears
- 1 x User Manual
Certifications & Standards
- cULus
Green CompliantYes
Green Compliance Certificate/AuthorityWEEE
Physical Characteristics
Power Description
Technical Information


text:
World of Wheels-Chicago is a 3 day event being held from 4th March to the 6th March 2016 at the Donald Stephens Convention Center in Chicago, United States Of America. This event showcases product from Automotive industry.
Visitors Attending
Jayga V. Garcia
Sales And Promotions Rep.,district Manager,area Di ..
Chicago, United States Of America
Carl Jphoto
Ceo at Photographer
Palatine, United States Of America
Brenda L. Ison
Sandwich Artist at Subway
satvir kumar
Owner at s kumar export
India, Anonymous+Proxy
Bertil Weil
Founder, Sales Consultant at Global Asia Solutions
San Francisco Bay
Jacqueline Hope
Cashier at Citgo
Chicago, United States Of America
Entry Fees
|General Admission
|$ 19
|$ 17
|Children 6-12
|$ 5
|$ 4
Map & Directions
Donald E. Stephens Convention Center
5555 N. River Road Rosemont
Rosemont, USA
Featured Hotels in Rosemont
From USD 94.05
From USD 84.55
From USD 79
From USD 71
Exhibitor Profile
World of Wheels-Chicago draws in a large number of professional exhibitors and sponsors looking to promote products in the market to the visitors and spread awareness about latest vehicles and auto parts. Some of the prime items of exhibit at the show are auto bodies, spare parts and auto accessories, passenger and commercial vehicles, car maintenance equipment, car security, alternative fuel and fuel systems, oil and lubricants, auto components, tools and garage station equipments.
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