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The best of the new cycling infrastructure in London is almost entirely composed of bi-directional cycleways, placed on one side of the road. This includes pretty much the entirety of CS3 and CS6 – the former running from Parliament Square to Tower Hill, the latter from Elephant and Castle to just north of Ludgate Circus.
Bi-directional cycleways are often not the best design solution, but the decision to go with bi-directional cycleways is not an accident. Undoubtedly people at Transport for London have thought long and hard about the best way to implement cycling infrastructure given current UK constraints, and have plumped for two-way as the most sensible approach.
To be clear, bi-directional cycleways do have serious downsides – they can lead to more conflict at side roads as cycles will be coming from unexpected directions, and pedestrians in particular may find them harder to deal with. Head-on collisions with other people cycling are also more likely. On 'conventional' streets – one lane of motor traffic in each direction – uni-directional cycleways are clearly preferable, all other things being equal.
However, bi-directional cycleways do also have advantages, and one in particular that has probably swayed the decision-makers in London. It's touched upon in this excellent summary of the advantages and disadvantages of bi-directional and uni-directional approaches by Paul James –
Depending on the roadway in question you could have less junctions to deal with, if you have many turnings on one side of the road, running a bi-directional cycleway on the opposite side so as to save on conflicts might be a good idea.
This is clearly the reasoning behind putting a bi-directional cycleway on the 'river' side of the Embankment. There are no junctions to deal with, cycling in either direction, so even though people are cycling on the 'wrong' side of the road, heading east, that's a lot safer (and also more convenient) than having to deal with all the side roads that do exist on the non-river side of the road.
But this isn't the only type of conflict-avoidance that explains why bi-directional cycleways have been chosen in London. Bi-directional cycleways also reduce conflicts at junctions that have to be signalised, by 'bundling up' all the cycle flows on one side of the road. This is actually very important, thanks to the limitations of current UK rules, and it's the subject of this post.
In all the countries in mainland Europe (and also in Canada and the United States) it is an accepted principle that motor traffic turning right (the equivalent of our left) with a green signal should yield to pedestrians (and people cycling) progressing ahead, also with a green signal. Here's a typical example in Paris; the driver is turning off the main road, with a green signal, but pedestrians also have a green signal to cross at the same time. The driver should yield (and is).
This approach actually makes junctions very straightforward, and efficient. A complete cycle of the traffic lights at a conventional crossroads requires only two stages to handle all the movements of people walking, cycling and driving. In the first, walking, cycling and driving all proceed north-south (with all 'turning' movements yielding to 'straight on' movements), and in the second, the same, but in the east-west direction.
Compare that with a typical UK junction, which will have three stages (if it takes account of pedestrians at all) and ignores cycling altogether, lumping it in with motor traffic. First, motor traffic (with cycling included in it) going north-south; then, motor traffic heading east-west; then pedestrians finally get a go on the third stage, with all other movements held.
This arrangement obviously doesn't allow any turning conflicts (apart, of course, from motor vehicles crossing each other's paths) – pedestrians don't get to cross the road until all motor traffic is stopped, with an additional third stage. (This is, effectively, a 'simultaneous green' for pedestrians, although we are rarely generous to give pedestrians enough signal time to cross the junction on the diagonal).
And this gives us a clue to the problem when it comes to adding in cycling, when these kinds of turning conflicts aren't allowed. You either have to add in stages where motor traffic is prevented from turning, or you have to stop pedestrians from crossing the road while cyclists are moving. Both of these approaches would add in a large amount of signal time, and would make for inefficient junctions.
One possible answer is including cycling in the 'simultaneous green' stage, but with sensible design – cycles moving from all arms of the junction at the same time as pedestrians have their green, and pedestrians crossing cycleways on zebra crossings. For whatever reason (from what I hear, DfT resistance) this kind of junction is still not appearing in the UK, forcing highway engineers to improvise within the constraints of the current rules. As Transport for London have done.
If we are trying to build uni-directional cycleways, those UK rules effectively mean we either have to ban turns for motor traffic, or we have to employ very large junctions indeed, to handle signalising different movements. Take the Cambridge Heath junction on Superhighway 2, which has to use three queuing lanes for motor traffic in each direction. One for the left turns (which have to be held while cyclists and motor traffic progress ahead), one for straight ahead, and one for right turns (which have to be separate from straight ahead movements, otherwise the junction will clog up).
That's an awful lot of space when you add in the cycling infrastructure – space not many junctions in urban areas will have.
In an ideal world – and with sensible priority rules – these junctions could just be shrunk down to two queuing lanes in each direction. A left turning lane combined with a straight ahead lane, and a right turn lane. All these lanes would run at the same time as cycle traffic progressing ahead (as well as pedestrians), with the left turners yielding.
Unsurprisingly this is – of course – how the Dutch arrange this kind of junction.
This is much more compact than the kind of 'Cambridge Heath'-style junction that we are forced to employ in Britain.
But, given that we unfortunately can't do this, and that we rarely have the kind of space available that there is on Superhighway 2, bi-directional cycleways are the most obvious answer. As I hinted at in the introduction, this is why they've been used by Transport for London – they're not stupid!
Let's take one of the junctions on the North-South superhighway, at Ludgate Circus. Space here is much more limited than on CS2 – we can't add in multiple turning lanes – so that means, given the constraints of UK rules, a bi-directional cycleway is the most sensible option.
Only two queuing lanes for motor traffic are required, in each direction, making this arrangement much more compact. It helps, of course, that a bi-directional cycleway is more space-efficient than two uni-directional ones, but the main win here is the fact that all the potential conflicts are 'bundled' on one side of the road. That means motor traffic flowing south doesn't have turning conflicts on the inside.
Clearly, as I've outlined early on in this post, bi-directional cycleways will, more often than not, be less desirable than uni-directional ones, in urban areas. But they are currently – thanks to UK rules – probably the best way of building inclusive cycling infrastructure when space is genuinely limited, as they are the simplest way of side-stepping around British priority rules. (An additional benefit is that they will typically only involve converting, at most, a single lane of motor traffic, which helps when it comes to persuading reluctant local authorities worried about retaining capacity for drivers.)
Perhaps the way forward is to continue building bi-directional cycleways, but keeping in mind the possibility of adapting bi-directional designs into uni-directional ones, if and when UK rules become more flexible, or if and when 'simultaneous green' arrangements start to appear.
So I have to write a tedious blogpost about the story of a nonsense statistic, a statistic that appears in the Begg report covered in yesterday's blog post.
Namely, the claim that Mayor Boris Johnson exacerbated the problem of congestion in London
by removing the western extension of the congestion zone and by reducing road capacity in central London by 25% on key routes through the introduction of cycle superhighways [my emphasis]
Elsewhere in the report [p.26] this claim is even wilder –
… by removing the western extension of the congestion zone and by reducing road capacity in central London by 25% through the introduction of cycle superhighways
I'm not even going to bother with that one, because it's so plainly ludicrous (at best only 3% of roads in central London have protected cycleways) and because it is most likely the result of a mistaken omission of 'on key routes'.
But even the former claim is mysterious. Given that there are effectively just a handful of new superhighways in central London – CS5, CS6, CS3 and parts of CS2, how on earth has a figure of 'reducing road capacity in central London on key routes by 25%' been arrived at?
Charitably, we might interpret the claim as being a reduction in capacity on some key routes in central London by 25%. (This is an explanation some of those who have disseminated the statistic are desperately falling back on). But if that was the claim that was being made, why isn't the word 'some' actually included, anywhere in the report where this claim is repeatedly made?
Further, in the context of the passage, the implication is quite clear – road capacity has been reduced on key routes by (allegedly) 25% overall, enough to justify comment. To put this another way, if road capacity had been reduced on just a handful of main roads, why on earth would that merit comment in a passage about London-wide congestion? This attempt at an explanation is incoherent.
We then come to the problem of 'key routes' themselves. Funnily enough TfL were careful to avoid 'key routes' for buses as much as possible when they build the E-W and N-S Superhighways, as you can see from this map of key bus routes, spotted by Jono Kenyon.
These high-profile interventions barely co-exist with these key bus routes, using routes where there is relatively little (or no) TfL bus activity. If there has been a reduction of 25% on 'key routes' it isn't the ones buses are using. The Embankment, which has seen a reduction in the number of motor traffic lanes (a very different thing from capacity) from 4 to 3 (a potential source for a '25%' claim) is very much not a key route for buses.
So where did this dubious statistic even come from in the first place? The answer (thanks to some digging by Carlton Reid and Peter Walker) appears to be from a Transport for London presentation made by Helen Cansick to the London Travel Watch board, on May the 12th last year.
… the 25 percent statistic is not as robust as it was portrayed in the bus report. For a start, it's not from a written source. Professor Begg told BikeBiz:
"The statistic comes from Transport for London. Helen Canswick of TfL network management gave a presentation to London TravelWatch at which she was asked what the reduction traffic capacity would be as a result of roads modernisation. She told members they had modelled a reduction of network capacity in the central area of 25 percent."
Extraordinarily Begg himself confirms here that "the statistic" is actually about reduction in capacity due to the road modernisation programme – a programme that encompasses improvements for cycling, but also public realm schemes and improvements for walking and public transport – and, err, road schemes.
This much is plain when we look at the minutes of the meeting during which the Canswick presentation was made.
The Policy Officer asked what the total reduction in road capacity would be under the modernisation plan. Ms Cansick said that following completion in December 2016 there would be a reduction of road capacity for motor vehicles of 25% within the inner ring road.
Exactly the same statistic that Begg says he used (albeit erroneously). Who might this Policy Officer be?
@DaveHill @KristianCyc … Prof Begg told me he was told it by Vincent Stops who in turn was told it in a briefing from TfL.
— Peter Walker (@peterwalker99) June 13, 2016
Vincent Stops is of course a London TravelWatch policy officer, one who was present at that meeting, and clearly the person who passed the '25%' statistic on to Professor Begg.
The only remaining question is at what point a figure about 25% reduction due to TfL's overall road modernisation programme became converted into a 25% reduction due specifically to cycling infrastructure, as the claim appeared in Begg's report.
If by any chance you've missed it, do please read Paul Gannon's forensic analysis of a report produced by David Begg for Greener Journeys, entitled 'The Impact of Congestion on Bus Passengers'. I don't really need to add much to what Paul has written; he has done a great job wading through the detail of a report that has some fairly odd things to say about cycling.
However, there is a curious case of repetition that bears further scrutiny. This paragraph appears on page 30 in the Begg report –
What is less well-known is how relatively affluent cyclists in London are compared with bus passengers. Transport for London describes the London cyclist as "typically white, under 40, male with medium to high household income". A report by the London School of Hygiene & Tropical Medicine's Transport & Health Group in 2011 describes cycling in London as disproportionately an activity of white, affluent men.
It's a passage that corresponds closely to this one in a Dave Hill piece from October last year –
A study by academics at the London School of Hygiene and Tropical Medicine (LSHTM) published in 2011, explores why in London "cycling is disproportionately an activity of affluent, white men" or, as Transport for London (TfL), has put it, why the London cyclist is "typically white, under 40, male, with medium to high household income."
Exactly the same two sources on class, gender and ethnicity and, more tellingly, exactly the same two quoted passages, from those two sources. These are essentially two identical paragraphs, barring some shuffling and switching of words.
Coincidence? That seems extraordinarily unlikely, given a) the wealth of material out there on class and ethnicity, b) the age and relative obscurity of both of these sources, and c) the small chance of these two identical quotes being plucked from them. The blindingly obvious explanation is that exactly the same person has supplied exactly the same two sources to these two different parties, who have both parroted it uncritically.
This wouldn't matter if the evidence being cited was convincing. However, (and sadly for both Hill and Begg) it isn't.
As Paul points out, these sources are being used by Begg to present 'cyclists' as a more influential lobby than bus users by virtue of their class and wealth; to argue that they have more 'power' than bus users and are hence able to twist the urban transport agenda to their advantage more effectively than bus lobbyists. The section on cycling affluence in the Begg report follows closely after this assertion –
The more affluent and generally well-educated the traveller, the more vocal and powerful a lobby they form to be able to effect change that is advantageous to their choice of mode.
Perhaps unsurprisingly, given that they appear to be being fed exactly the same information, this is also a line of argument used by Hill.
@joelcacooney Middle class professionals dominate London cycling demographic. That's why they are listened to & bus users are ignored.
— DaveHill (@DaveHill) June 7, 2016
And this fairly explicit agenda was 'recycled' in an extraordinary TransportXtra piece that extends the class-based argument to Britain as a whole.
Unfortunately – at least as far as London is concerned – this 'argument of power' is far from persuasive. Even if we accept that the cycling demographic in the capital is 'dominated' by influential middle class professionals, the number of people cycling in London is still tiny relative to those taking the bus (a point that bus lobbyists are of course more than happy to point out). Around ten times more journeys are made by bus every day in London, compared to the number that are cycled. This means that the number of middle class professionals taking the bus in London will far outweigh the number of middle class professionals who cycle, given that 'bus passengers are not primarily those on lower incomes, but are representative of the profile of Londoners.'
What we are left with, then, is the deeply implausible assertion that the 'influentialness' of a middle class professional transport lobby flows not from its actual size but from the extent to which it 'dominates' its mode of transport. By this logic, if a town has just 100 cyclists (70 of whom are middle class professionals), and 1000 bus users (500 of whom are middle class professionals), its 'cycle lobby' will be more influential than its 'bus lobby'. Make of that what you will.
We might also point out that 'the London bus lobby' isn't simply composed of bus users; it's also composed of large and relatively powerful bus companies – companies like Stagecoach (2015 revenue, £3.2bn; operating profit, £225m), Abellio (a subsidiary of the Dutch national railways group) and Arriva (a subsidiary of the German national railways group). By comparison, the London cycling lobby has… well, membership organisations like the London Cycling Campaign, and individual campaigners and bloggers. If this motley lot are more influential than bus companies, then I'm a Dutchman.
As for the evidence itself used to make the claims for the influential, well, they are unconvincing. As Paul observes in his piece, the statistic 'only 1.5% of those living in households earning under £15,000 cycled compared with 2.2% of those living in households earning over £35,000' doesn't even appear in this study – it appears in another study (this one) that is merely referenced by the first LSTHM study. Paul points out how this statistic has been presented omitting the detail that, in households with an income of £15,000-£35,000, the cyclist percentage is virtually identical to that in households earning over £35,000 – 2.1%, compared to 2.2%. Even if we take these kinds of differences seriously, they really are negligible in the context of overall cycling share – see how these statistics look when they are presented as below.
Remember, it is actually being argued here that almost imperceptible differences between income groups at very low overall levels of cycling somehow makes the cycling lobby influential.
Cycling is not 'disproportionately' an activity of the affluent. Unfortunately, nor is it 'disproportionately' an activity of 'whites'. More recent TfL research – from last year, not from 2011 – found that 'cycling levels among BAME Londoners and white Londoners are very similar' and that 'there is also very little difference between white and BAME Londoners in frequency of cycling'.
The evidence that cycling is 'disproportionately' the activity of allegedly more influential members of society is weak or absent, and even if were present, the theory of 'cycling influence' fails to explain how an allegedly powerful cycle lobby is so influential despite being so relatively tiny compared to the numbers of similarly influential people taking the bus.
So here's the thing. If bus groups want to lobby for more bus priority, they should do exactly that. They should lobby for bus lanes at the expense of private motor traffic, not at the expense of cycling. Crucially, they should be arguing for these bus lanes alongside cycleways, rather than instead of them. If you are concerned about the flow of buses, bus lanes full of people cycling are not efficient, and if you are not providing cycleways, that is where the people cycling will be. They won't disappear into thin air; they will be in your bus lanes, holding up your buses.
So I'd like to see a bus lobby that is arguing for the right things – a coherent, fast system of bus priority at the expense of private motor traffic, rather than at the expense of cycling. I don't want to see a bus lobby that is relying on dubious sources to launch a misguided and counterproductive class war against other modes of transport.
If you read the headlines, you might hear that Transport for London are spending ONE BILLION POUNDS ON CYCLISTS. Or that they are spending FIFTY MILLION POUNDS ON ONE CYCLE ROUTE FOR CYCLISTS. Crazy, right? That's a huge some of money to be spending on a cycle route. What have cyclists done to deserve all that cash?
One response is of course to point that these big, scary sums of money are actually quite trivial in terms of the overall transport spend in London. Ranty Highwayman has already done the sums, so I don't have to go over the same ground, but to take just one example, just stopping the Hammersmith Flyover from falling down cost £100 million – basic road maintenance on an ageing bridge for motoring easily outstrips all the spending on cycling infrastructure in London, thus far.
But another way of approaching this issue is to place 'spending on cycling' in historical context. Let's take, say, the Blackfriars Underpass, just one small part of the contemporary east-west Superhighway route. It was built in 1967, to facilitate the flow of motor traffic. As is apparent from the film below, the convenience, comfort and safety of anyone walking and cycling in the area did not feature in the scheme.
In '1967 money' it cost £2.6m, which funnily enough is equivalent to around fifty million pounds today – more than the entire cost of the east-west Superhighway itself.
Or take the aforementioned Hammersmith Flyover, a structure designed purely to facilitate the flow of private motor traffic, built in 1960 at a cost of £1.3m, which in today's money equates to around £27 million. For – effectively – an 800 metre bridge across a roundabout.
Or take Park Lane, widened at around the same time to six lanes, at the expense of 20 acres of Hyde Park and a number of buildings, at a cost, in contemporary terms, of roughly £21 million, again for a very short stretch of road.
Or the Westway and West Cross Route, part of the (aborted) inner London motorway box, built in the late 1960s at a total cost of £36.5m, or around half a billion pounds in today's money.
I could of course go on, listing scheme after scheme just in London, without even touching on other major projects in other British towns and cities. In reality, the twentieth century was a period in which our entire road and street system was reshaped and rebuilt to favour motoring, at enormous expense, and at tremendous cost to cycling in particular, but also of course upon walking.
Roads did not spontaneously arrange themselves into the kinds of form shown in the picture above. Political decisions were taken to shape our towns and cities around the car, a programme that required vast sums of money to be spent. 'The natural order of things' that is today being challenged by a small number of cycling schemes on a tiny, tiny proportion of the overall road network is not 'natural' at all – it's the outcome of political choices, made over several decades. Just because we're living in that environment today without appreciating how it came into being doesn't make those political choices any less real.
Another picture from "Carscapes", of Leeds today. The war on the motorist in evidence pic.twitter.com/O2KUsvcU
— Mark Treasure (@AsEasyAsRiding) February 15, 2013
It's also worth pointing out that, at the time many of these decisions were being made, the motor car was still very much a minority mode of transport.
At the time of the 'Traffic in Towns' report in 1963, there were only 6.4 million cars in Britain, for a population of 54 million people. Of course, car use was growing, and may have continued to grow, even without any of the changes to the built environment that were occurring both before and after the Buchanan report. But I think it's reasonable to point out that, essentially, you end up with the kind of transport use that you plan for. If you build very big roads in your towns and cities that make it easy to drive about, and difficult or inconvenient (or even dangerous and intolerable) to walk and cycle about, then we shouldn't be surprised which mode of transport people decide to use for short trips.
As well as undoing the twentieth century's failure to consider existing, established modes of transport in road design, the investment in cycling infrastructure that is taking place in Britain (albeit barely scratching the surface in London and a handful of other cities, and non-existent pretty much everywhere else) is really just an attempt to tip the scales slightly back the other way, towards a mode of transport that has never seen investment in any significant way, and that was erased from our towns and cities by an enormous historical programme of investing in motoring that we don't notice today because its effects upon our built environment are so ubiquitous.
I first heard of Klean Kanteen via Lovely Bicycle. They are available here in the UK (including in a few bricks and mortar shops) but as they are made for the US market, their capacities are made to crazy US units, rather than sensible, rest-of-the-world metric.
Vacuum flasks are nothing new, but the majority of vacuum flasks on the market are aimed at people who want to carry hot, still drinks and are often sold with lids intended to double up as cups to drink from. Something I wanted for a long time is a vacuum flask for cold, possibly fizzy drinks and which I could drink from directly whilst on the go, rather than using a separate cup. One of my main aims was to reduce the number of cold drinks I purchased whilst out and about on warmer days, partly to save money and partly because of the tendency of many shops to use broken/ineffective drinks chillers (Boots and Superdrug, I am looking at you).
Eventually, I found out that Klean Kanteen made insulated versions of some of their bottle sizes. The size I bought (nominally 591 ml, 600 ml in practice) came with a loop carabiner lid, and I was not sure if the lid would be ok with fizzy drinks. However, I saw that a larger version of the same bottle (but with a swing-top lid) was being sold by Klean Kanteen as a growler* for carrying (fizzy) beer.
For a while I used the loop carabiner lid, but the seal on this did not do very well with carbonated drinks; the lid had to be screwed down very tight to prevent the pressure leaking out and when it was opened, a small part of the seal would often unseat before the rest, sometimes resulting in a highly directional spray (especially after riding the Brompton over cobbles). This happened in quite spectacular fashion as a sat in the quiet coach of a Virgin Pendolino to Edinburgh, spraying two fellow passengers with a fine mist of Pepsi Max. After this, I decided to give the Swing-top lid sold with the Klean Kanteen growlers a try instead. The addition of the swing-lock cap produces an ideal solution for keeping cold, fizzy drinks cold and fizzy for an extended period of time (6+ hours has been no problem). Occasionally, I have also had coffee in the bottle, which stays hot enough for me for at least four hours (and possibly a fair bit more too). A few times, I have even used it for beer.
Another feature of the flask which I like is that it is constructed from 18/8 stainless steel, inside and out. Whilst I suspect that the recent hysteria about BPA is overblown, I do not like the flavour-retention which happens with re-usable plastic bottles. Aluminium bottles can also have this problem, as they require lining and this lining is usually made of some sort of plastic. The advantage of stainless steel is that it does not retain or impart any flavour on the contents of the bottle and is resistant to corrosion from the sorts of things you are likely to store inside the bottle and also the sorts of conditions the outside is likely to be exposed to. It is also durable, I have dropped mine a few times and whilst it is dented, it still functions perfectly well.
This bottle really works well for me, I use it everyday. I even took it with me when I had to travel to Japan for work in early May, which allowed me to really maximise the benefit from the airport lounge access I got as a random bonus checking in.
*Growlers are vessels for transporting draught beer from a bar or brewery for later consumption elsewhere. I suspect that the name may be hindering their uptake in the UK somewhat.
One of the most remarkable things about the new cycling infrastructure in London is not just the numbers of people using it, already, but the way it is being used spontaneously, by a wide range of users. Not just by tourists hopping onto hire bikes –
but also by people using many different kinds of transport. Scooterists.
This morning I shared my #cycle lane with a scooter, a skateboard, a hoverboard, and some rollerblades, anything to save 5 mins eh #London
— Laura Warrington (@themovingparade) May 24, 2016
@CycleBath Segregated cycle infrastructure benefits so many people other than people on bikes! pic.twitter.com/AmhJalm0fg
— Adam Reynolds (@awjre) May 25, 2016
Mobility scooterists (even if they are let down by cycling infrastructure disappearing).
Handicapped mobility scooter suddenly has to merge w/ traffic bcos segregation disappears at Whitechapel market CS2 pic.twitter.com/zmkvPuDoIc
— Two Wheels Good blog (@TwoWheelsGoodUK) May 22, 2016
And even horseists.
Good to see London's new parliament square cycle lane in action #space4riding #space4cycling horse with laughter pic.twitter.com/7Yn6oyXslV
— david dansky (@FixedFun) May 23, 2016
As well as, of course, the myriad types of cycling device that are starting to appear now that conditions are so much less hostile.
So although this is formally 'cycling infrastructure', it's really more pragmatic to describe it as a bit of street space that's useful for all those ways of getting about that aren't motor vehicles, and aren't walking.
It even makes sense for people to jog in these lanes, at quieter times – joggers are faster than people walking, and they can make their own decisions about when it is comfortable to use cycling infrastructure, and when it isn't. Anecdotally, I think fewer people are jogging in them now they are busier (and indeed open!), but there's no particular reason to get territorial. It's space that can and should be used by modes of transport that don't mix well (or safely) with motor traffic, and don't mix well with people walking either.
So in a subtle way, this infrastructure is improving the pedestrian environment, by incentivising all these 'awkward' uses of footways into a much more appropriate space – including the obvious legal (and illegal) cycling on the footway, but also scootering, skateboarding and mobility scooters. If there's cycling infrastructure alongside a footway you are walking on, you will only have to deal with other people walking.
It's also showing that – despite the persistent stream of media noise about the alleged threat posed by speeding London cyclists – people are quite happy to share space with people cycling, in a way they plainly wouldn't with motor traffic. People jogging, scooting, wheeling, skateboarding, and just travelling along a little bit faster than walking, all using cycling 'space', is really objective proof that cycling does not present a huge amount of danger. If it was that terrifying, all these people would still be using the footways.
This isn't road space reallocation 'for cyclists' – it really doesn't make sense to frame it so narrowly. Rather, it's more space for all those people who wanted to cycle (because frankly cycling is a brilliant way to get about) but were put off by frankly horrible conditions, and just as importantly, more space for anyone who wants to travel around in a way that doesn't quite fit with walking. Simultaneously it therefore also represents a freeing up of pedestrian space.
It's just better for everyone.
The National Propensity to Cycle Tool (PCT) is a powerful planning tool which shows existing commuting cycling trips (based on mapping the 2011 census), and then uses that data to illustrate where the main cycle flows are, or should be, and therefore where cycling infrastructure should be prioritised.
Importantly, it doesn't just cover existing cycling flows; it can be updated to show what (commuter) cycling levels would be like if we had the same propensity to cycle as Dutch people (adjusted for hilliness), and where people would choose to cycle, based on directness.
The purpose of the route allocation is to see on which routes the most provision might be necessary as cycling grows rather than to show where people currently cycle. We recognise that many people currently choose longer routes to avoid busy roads. But for cycling to reach its potential safe direct routes are needed. The Route Network layer is therefore intended to show where (on which routes) investment is most needed rather than where people currently cycle.
I've been playing around with it over the last few days, based on the town of Horsham, and the results are quite instructive. Based on the census results, cycling to work levels are currently a fairly miserable 3% of all trips to work in the town centre.
I say 'miserable' because the town is flat and compact – only around 3 miles across, and with all trips (even from some surrounding villages) less than 2 miles from the centre.
Despite this favourable geography, the town (population around 60,000) is dominated by car commuting – between 40 and 50% of trips to work are driven.
The Propensity to Cycle Tool is great because it allows us to visualise alternative scenarios, and how to prioritise designing for them. We can plot the cycling trips currently being made from area to area (in the 2011 census) as straight lines.
Then (and here's the clever bit) we can see how those trips would be made by the most direct routes, mapped onto the road network.
The levels of cycling can then be changed by shifting from the 2011 census to either the (unambitious) government target of doubling cycling levels, 'gender equality', 'Go Dutch', or 'Ebikes'.
What is really interesting (but unsurprising) is that the routes being taken don't change as the levels of cycling increase, as you can see from the 'Go Dutch' scenario shown above. It's unsurprising, of course, because people will still choose the direct routes, regardless of whether they happen to be part of a small number of cycling commuters, or part of a town with mass cycling. Why would they change to less direct routes?
The great thing about this tool is that it shows exactly where interventions should be prioritised. I can see clearly from the map above that two of the most important routes (at least for commuting) in Horsham are the two roads north of the town centre – North Parade, and North Street.
It just so happens that these are two roads where there is plenty of space to incorporate high-quality cycling infrastructure, with only the loss of some grass, and central hatching – and the existing, poor, cycle lanes.
So if, for instance, we were looking to prioritise where to invest in cycling infrastructure for the most benefit (rather than just looking to do tokenistic improvements ) these two roads would be among the main priorities. The PCT tool even allows you to click on the roads in question, to bring up helpful information. For instance, 'Going Dutch' would mean taking nearly 200 car commuters off this particular road.
If it wasn't already clear, main roads are quite obviously where interventions are required, and where they will be most useful. They are main roads for a reason; they tend to form the most direct routes, and they also connect between the places people are coming from, and going to. The Propensity to Cycle Tool isn't really showing the equivalent of back street, or 'Quietway', routes. The cycle flows are all on the major roads, or on the distributor roads that connect up residential streets.
What will make this tool really powerful is when it is released in 'Version 2' next year, because it will incorporate other journeys, not just commuting – because obviously only a minority of the trips we make are actually trips to and from work.
Version 2 will go beyond commuting data to incorporate other trip purposes, including education trips at route and area level and other non-commuting trips at area level.
Apparently commuting flows are actually a good approximation for travel flows in general, but incorporating trips for education, leisure and shopping will make the case for cycling even more powerful.
I was in Leicester last week and (briefly) managed to look again at some of the cycling infrastructure the city has been building recently. There is an impressive-looking cycleway, complete with bus stop bypass, on Welford Road.
Like other new cycling infrastructure in the city, it has been built with distinctive, Dutch-style red asphalt, making it obvious that this isn't part of the footway, and something that's different from the road. The kerbs have also been designed well – low-level, and forgiving, meaning they can be ridden over without crashing, and also that the full width of the cycleway can be used, while retaining a height distinction from the footway, and the road.
This is something London hasn't quite got right. The cycleways in London are of the same colour tarmac as the road, which has led to a number of incidents (presumably, mostly innocent) in which drivers have ended up using the cycleway, instead of the road. The kerbs alongside the new superhighways are also problematic, particularly on the section along the Embankment.
The height difference between the footway and the cycleway along here means that the effective width of the cycleway is reduced. At the narrower points of the superhighway here – around 3m wide – the usable width is reduced down to about 2.5m, which is pretty narrow for a two-way path, especially one that is only going to get a lot busier.
But unfortunately Leicester somehow manages to convert their beautiful cycleways, with their lovely kerbs, into a horrible mess at the junctions. Here is an exit-only side road from a residential street, that few drivers will be using.
That red tarmac comes to an end, merging into a shared use footway across an expanse of tactile paving, with no priority for walking or cycling across a minor side street. Not comfortable to cycle across; confusion and conflict with people walking, and loss of priority, and momentum.
I noticed that the same kind of problem appears at signalised junctions. Again, the answer in Leicester seems to be 'give up', and treat people cycling like pedestrians.
The red asphalt comes to an end, you merge onto a shared use footway, and cross the road on a toucan crossing.
It seems a little unfair to criticise Leicester here, because they are doing an awful lot more than most towns and cities across Britain, reallocating road space to build cycleways, and making a genuine effort to start prioritising cycling. But these kinds of junction designs just aren't good enough.
Meanwhile London – while it might not be getting the designs of the cycleway kerbs and surfacing right – is doing precisely the right kind of thing at junctions, keeping cycling distinct from walking, and ensuring that cycling has clear priority.
Here an exit-only residential side street – very similar to Leicester – is treated in a very different way. There is no tactile, no giving up, no merging of walking and cycling. Both footway and cycleway continue clearly across the side road.
Nor is there any merging of walking and cycling together at signalised junctions. The two modes are designed for separately.
So London is getting some things exactly right, and other things a bit wrong, while Leicester is getting some things exactly right, and other things a bit wrong.
I suspect a large of the difference here probably flows from the starting premise. London is quite explicitly building roads for cycling, something that is obviously carriageway, designed and built like you would build roads for motor traffic. That's good for junction design, less good for details like kerbs. Meanwhile Leicester appears to be building what amount to enhanced footways; cycling accommodated on the pavement, but in a well-designed and visually-distinct way. Until, that is, you encounter a junction, where that cycleway reveals its true colours as a bit of footway.
Two different approaches, both with mixed success, succeeding and failing in different ways. Really, London should just carry on doing what it is doing, but making sure that the cycleways are built slightly better, with higher quality kerbs, while Leicester should look to London to see how to design junctions. Combined, the two cities might actually be producing the genuinely excellent cycling infrastructure you see in cities like Utrecht.
So the question for Britain is whether this is really a sensible way to proceed. If two of the leading cycling cities in Britain – two places showing willingness to change their roads, and to experiment – are still managing to get things wrong, but in different ways, doesn't that suggest a desperate need for some of kind of national pooling of design experience and expertise, so that both cities are arriving at the best possible outcomes, and – perhaps even more importantly, towns and cities across the country can get things right straight away, without making the same kinds of mistakes as the leading cities?
It's admirable what Leicester and London are doing, but – particularly in the case of Leicester – a lot of what they're doing simply isn't up to standard. They're fumbling towards the light, and if willing authorities are still struggling, the outlook for places with little or no interest or expertise in designing for cycling is desperately bleak.
It really doesn't have to be this way. We know what works. We know the best ways to build cycling infrastructure, because we're now actually getting it right in Britain, even if we're not getting absolutely everything right in the same place. So rather than leaving local authorities to stumble upon it – and probably get a good deal of it wrong, even if they're trying their best – why on earth are we not putting all the good stuff in one place? In some kind of easy-to-use manual, showing local authorities the absolute best ways to deal with side roads; to deal with signalised junctions; to build kerbs; and so on. All of the kinds of things that local authorities across the country are having to find out for themselves, in a ridiculous duplication of effort, with poor and wasteful outcomes.
'Localism' should really mean giving local authorities the freedom to build high quality cycling infrastructure, drawn from design elements included in Department for Transport-endorsed standards. It certainly should not mean leaving local authorities to work it all out for themselves, one-by-one. Because that's just idiotic.


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Vocational institutes can be a great education option for a lot of people.
A vocational institute (or college) is a public or private school designed to prepare a student specifically for one type of career. Every class is structured to help the student acquire the skills necessary for the job they wish to get.
Because each hour of class time is devoted to a particular subject or skill that will prove useful in their future career field, vocational colleges are institutions where a student can acquire the skills and training that will prepare them for their future job.
Many students appreciate the practical nature of vocational colleges. They like the fact that their coursework is all career-specific, and much of the instruction is hands-on training where they can become proficient in the particular skills they will use upon graduation.
Vocational colleges, technical institutes, and community colleges are a terrific alternative for students who have no intention of attending a four-year university after high school. Students attending a vocational institute or trade school will typically earn their certificate, diploma or degree in under two years, often in under one year.
And students who don't have a good school in their town are not shut out. More and more online vocational schools are showing up online these days. Most of these online vocational institutes are not new, they are just web-based options of existing campus-based schools.
The shortest programs available are generally the Certificate of Completion in a specific vocational or trade program. These programs may last only a few months or even shorter. Associate degrees usually take two years to complete. Not all vocational institutes offer associate degrees, community colleges are typically better suited for earning an associate's degree.
A vocational college is also a great option for someone who is entering the workforce for the first time or an experienced worker who wants to transition to a different career or job. Completing training from a vocational college can greatly improve your odds of getting that first job in a new field.
Vocational institution admission requirements vary by school. Some schools require students to have a high school diploma or GED, while other schools allow anyone over 18 to enroll.
So what can you learn at a vocational college?
Some of the skills taught include hairdressing, medical lab, construction, computer science, accounting, carpentry, masonry, criminal justice, law enforcement, legal services, office administration, painting, electrician, nursing, sales, public works and many more.
Vocational schools have been around for a long time. In the United States, there are over 50 schools that have been in operation for 100 years or more. Some of these schools are private, some are partially publicly funded, and some are fully state-funded.
If it sounds like this type of school might be right for your situation, there is no need to wait — you can probably get started in a new career today.
- Auto Mechanics
- Electrician
Get hands-on training with Remington College. We offer diploma and associate and bachelor's degree programs in business, criminal justice, culinary arts, health care, and cosmetology at our campuses in Alabama, Arkansas, Florida, Hawaii, Louisiana, Ohio, South Carolina, Tennessee, and Texas — plus some courses are offered online.
- Professional Diploma in Heating, Ventilation, and Air Conditioning
If you enjoy working with your hands and are looking for a rewarding career, contact Advanced Technology Institute, located in Virginia Beach, VA!
ATI offers NATEF/ASE Master Certified Automotive Technology programs, is approved for Veterans, and is licensed by the Commonwealth of Virginia. Financial Assistance is available for those who qualify and graduate employment services are also offered.
- Automotive Technology - Diploma
- HVAC and Refrigeration - Diploma
- HVAC and Refrigeration w/ Service Management - Associate's
- And more...
- Heating, Ventilation and Air Conditioning (Diploma)
- Electrician (Diploma)
At UEI College, we want you to succeed. We're like a family and we want you to be a part of it. From the moment you enter ourschool, to graduation and beyond, we are right there with you.
- Automotive Technician (9-Month Diploma Program)
- Plumbing Diploma
- HVAC Technician
- Electrical Training Program
At Brightwood Career Institute, we offer accelerated programs that combine flexible schedules and professional instruction to create a rewarding learning experience focused on helping you gain skills for your chosen career.
We keep education relevant by employing instructors with real-world experience in the field, who bring their career backgrounds to the classroom. Our programs are continually assessed by faculty, staff and members of the business and education communities to help ensure your studies align with your career goals. Programs offered by Brightwood Career Institute focus on local employment needs, in areas such as allied health, nursing and technical and professional programs.
- Electrical Technician
At Porter and Chester Institute, we're serious about preparing you for career success. By completing one of our Automotive, Computer, Healthcare, or Trades programs, you'll enjoy five advantages during your job search:
1. You gain knowledge and skills employers want you to know.
2. You learn from instructors who've worked in the field.
3. You learn by doing through hands-on instruction.
4. You develop personal skills and habits to become more employable.
5. You enhance your job interview skills and résumé.
- Automotive Technology
- Powersports Equipment and Small Engine Mechanic
- Heating, Air Conditioning & Refrigeration Mechanic
- Carpentry
- And more...

subset: commoncrawl


text:
John Goad does Galax 2014
Here's an eyewitness report from the 2014 Old Fiddlers' Convention in Galax, VA, created by our Special Bluegrass Correspondent. It's like you were there.
If you've not yet seen the winner's list, you can read it here.
John Curtis Goad
Latest posts by John Curtis Goad (see all)
- Ralph Stanley passes - June 23, 2016
- One More Flight – Sawtooth Brothers - June 14, 2016
- Living the Dream – The Spinney Brothers - June 13, 2016
Category: Bluegrass festival/concert news
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|By Business Wire
Article Rating:
|February 5, 2014 01:39 PM EST
Anametrix, the first cloud-based, real-time marketing analytics platform, today welcomes Barry Parshall, veteran marketing and analytics leader, as SVP of product management. Parshall leads the company's product strategy to extend real-time, multichannel-analytics capabilities that enable decision support for Global 2000 marketing organizations.
- As head of product management, Parshall will work with the Anametrix engineering, data-science, professional-services and account-management teams, as well as the growing roster of Anametrix clients, to expand and enhance the company's analytics product offerings. Designed to give marketing organizations access to powerful and flexible decision-support solutions, Anametrix marketing analytics go well beyond dashboards. Parshall will ensure Anametrix solutions not only deliver a clear picture of historical trends but also uncover hidden correlations and recommend the path to a better future through predictive and what-if analyses.
- Parshall has been at the forefront of emerging technologies and innovations in business intelligence, web analytics and digital marketing, having served in a variety of senior, product-leadership roles during the past 25 years. Now he joins Anametrix at an important inflection point bringing a new cycle of innovation, which enables marketing organizations to analyze multichannel data from all sources in real-time to optimize return on marketing investment (ROMI).
- Prior to joining Anametrix, Parshall was SVP of product management for iJento, a multichannel, customer-intelligence vendor that introduced solutions at the intersection of web analytics and business intelligence. He also worked at Adobe on the flagship Omniture solutions. Earlier in his career, he was head of product strategy at WebTrends from 2001 to 2009. He also served as lead product manager for Crystal Decisions, a business intelligence firm later acquired by Business Objects, and he served as VP of products for Micro Data Base Systems.
- Parshall earned a B.S. in Mathematics, Computer Science, from Purdue University.
Pelin Thorogood, president and CEO of Anametrix
"Our customers will benefit greatly from the deep insight, experience and passion Barry Parshall brings to marketing analytics. He was on the front lines of innovation in business intelligence and web analytics and has experienced the massive transformation in the analytics market first hand. His sensitivity to rapidly changing client needs, combined with his intimate knowhow of the latest advancements, will ensure Anametrix continues to deliver the highest value solutions to our clients."
Jim Sterne, president, Target Marketing, and founder, eMetrics Summit and Digital Analytics Association
"In the dozen years I've known Barry, he has been a beacon of clear thinking and even clearer communication. He really understands the complex details of deriving insight from data and knows how to convert that understanding into valuable products."
LinkedIn for Barry Parshall: http://www.linkedin.com/in/barryparshall
Anametrix transforms businesses with marketing analytics. We collect, analyze and make sense out of data across all marketing channels in real time to enable marketers to discover new truths about customers, prospects and the market at large. Anametrix delivers 360-degree visibility into business data to uncover new trends and hidden correlations, explore new relationships and deliver a bigger and more predictable impact on revenue. Founded in 2010 by the trailblazing web analytics team behind WebSideStory, Anametrix has headquarters in San Diego, Calif. For more information, visit www.anametrix.com.
Anametrix is a trademark of Anametrix. Other company and product names are trademarks of their respective owners.
"We work in the area of Big Data analytics and Big Data analytics is a very crowded space - you have Hadoop, ETL, warehousing, visualization and there's a lot of effort trying to get these tools to talk to each other," explained Mukund Deshpande, head of the Analytics practice at Accelerite, in this SYS-CON.tv interview at 18th Cloud Expo, held June 7-9, 2016, at the Javits Center in New York City, NY.
Jul. 1, 2016 12:30 AM EDT Reads: 698
Cloud Expo, Inc. has announced today that Andi Mann returns to 'DevOps at Cloud Expo 2016' as Conference Chair The @DevOpsSummit at Cloud Expo will take place on November 1-3, 2016, at the Santa Clara Convention Center in Santa Clara, CA. "DevOps is set to be one of the most profound disruptions to hit IT in decades," said Andi Mann. "It is a natural extension of cloud computing, and I have seen both firsthand and in independent research the fantastic results DevOps delivers. So I am excited t...
Jul. 1, 2016 12:00 AM EDT Reads: 593
[session] The Factory of the Future, Today By @Cisco | @ThingsExpo #IoT #BigData #DigitalTransformation
IoT offers a value of almost $4 trillion to the manufacturing industry through platforms that can improve margins, optimize operations & drive high performance work teams. By using IoT technologies as a foundation, manufacturing customers are integrating worker safety with manufacturing systems, driving deep collaboration and utilizing analytics to exponentially increased per-unit margins. However, as Benoit Lheureux, the VP for Research at Gartner points out, "IoT project implementers often ...
Jun. 30, 2016 07:30 PM EDT Reads: 741
Unless your company can spend a lot of money on new technology, re-engineering your environment and hiring a comprehensive cybersecurity team, you will most likely move to the cloud or seek external service partnerships. In his session at 18th Cloud Expo, Darren Guccione, CEO of Keeper Security, revealed what you need to know when it comes to encryption in the cloud.
Jun. 30, 2016 07:15 PM EDT Reads: 550
Edge Hosting has announced a partnership with and the availability of CloudFlare, a web application firewall, CDN and DDoS mitigation service. "This partnership enhances Edge Hosting's world class, perimeter layer, application (layer 7) defensive mechanism," said Mark Houpt, Edge Hosting CISO. "The goal was to enable a new layer of customer controlled defense and compliance through the application of DDoS filters and mitigations, the web application firewall (WAF) feature and the added benefit ...
Jun. 30, 2016 06:45 PM EDT Reads: 745
[session] Redis Functions and Data Structures By @DaveNielsen | @CloudExpo #Cloud #Redis #Containers
Redis is not only the fastest database, but it is the most popular among the new wave of databases running in containers. Redis speeds up just about every data interaction between your users or operational systems. In his session at 19th Cloud Expo, Dave Nielsen, Developer Advocate, Redis Labs, will share the functions and data structures used to solve everyday use cases that are driving Redis' popularity.
Jun. 30, 2016 06:15 PM EDT Reads: 444
"SpeedyCloud's specialty lies in providing cloud services - we provide IaaS for Internet and enterprises companies," explained Hao Yu, CEO and co-founder of SpeedyCloud, in this SYS-CON.tv interview at 18th Cloud Expo, held June 7-9, 2016, at the Javits Center in New York City, NY.
Jun. 30, 2016 06:15 PM EDT Reads: 1,049
Your business relies on your applications and your employees to stay in business. Whether you develop apps or manage business critical apps that help fuel your business, what happens when users experience sluggish performance? You and all technical teams across the organization – application, network, operations, among others, as well as, those outside the organization, like ISPs and third-party providers – are called in to solve the problem.
Jun. 30, 2016 05:15 PM EDT Reads: 1,026
Creating replica copies to tolerate a certain number of failures is easy, but very expensive at cloud-scale. Conventional RAID has lower overhead, but it is limited in the number of failures it can tolerate. And the management is like herding cats (overseeing capacity, rebuilds, migrations, and degraded performance). Download Slide Deck: ▸ Here In his general session at 18th Cloud Expo, Scott Cleland, Senior Director of Product Marketing for the HGST Cloud Infrastructure Business Unit, discusse...
Jun. 30, 2016 05:00 PM EDT Reads: 1,180
The cloud promises new levels of agility and cost-savings for Big Data, data warehousing and analytics. But it's challenging to understand all the options – from IaaS and PaaS to newer services like HaaS (Hadoop as a Service) and BDaaS (Big Data as a Service). In her session at @BigDataExpo at @ThingsExpo, Hannah Smalltree, a director at Cazena, provided an educational overview of emerging "as-a-service" options for Big Data in the cloud. This is critical background for IT and data profession...
Jun. 30, 2016 04:00 PM EDT Reads: 516
"Tintri was started in 2008 with the express purpose of building a storage appliance that is ideal for virtualized environments. We support a lot of different hypervisor platforms from VMware to OpenStack to Hyper-V," explained Dan Florea, Director of Product Management at Tintri, in this SYS-CON.tv interview at 18th Cloud Expo, held June 7-9, 2016, at the Javits Center in New York City, NY.
Jun. 30, 2016 04:00 PM EDT Reads: 439
Machine Learning helps make complex systems more efficient. By applying advanced Machine Learning techniques such as Cognitive Fingerprinting, wind project operators can utilize these tools to learn from collected data, detect regular patterns, and optimize their own operations. In his session at 18th Cloud Expo, Stuart Gillen, Director of Business Development at SparkCognition, discussed how research has demonstrated the value of Machine Learning in delivering next generation analytics to imp...
Jun. 30, 2016 04:00 PM EDT Reads: 1,033
It's easy to assume that your app will run on a fast and reliable network. The reality for your app's users, though, is often a slow, unreliable network with spotty coverage. What happens when the network doesn't work, or when the device is in airplane mode? You get unhappy, frustrated users. An offline-first app is an app that works, without error, when there is no network connection. In his session at 18th Cloud Expo, Bradley Holt, a Developer Advocate with IBM Cloud Data Services, discussed...
Jun. 30, 2016 04:00 PM EDT Reads: 1,067
In the world of DevOps there are 'known good practices' – aka 'patterns' – and 'known bad practices' – aka 'anti-patterns.' Many of these patterns and anti-patterns have been developed from real world experience, especially by the early adopters of DevOps theory; but many are more feasible in theory than in practice, especially for more recent entrants to the DevOps scene. In this power panel at @DevOpsSummit at 18th Cloud Expo, moderated by DevOps Conference Chair Andi Mann, panelists discusse...
Jun. 30, 2016 03:30 PM EDT Reads: 1,032
A strange thing is happening along the way to the Internet of Things, namely far too many devices to work with and manage. It has become clear that we'll need much higher efficiency user experiences that can allow us to more easily and scalably work with the thousands of devices that will soon be in each of our lives. Enter the conversational interface revolution, combining bots we can literally talk with, gesture to, and even direct with our thoughts, with embedded artificial intelligence, wh...
Jun. 30, 2016 03:00 PM EDT Reads: 1,286
Connected devices and the industrial internet are growing exponentially every year with Cisco expecting 50 billion devices to be in operation by 2020. In this period of growth, location-based insights are becoming invaluable to many businesses as they adopt new connected technologies. Knowing when and where these devices connect from is critical for a number of scenarios in supply chain management, disaster management, emergency response, M2M, location marketing and more. In his session at @Th...
Jun. 30, 2016 01:30 PM EDT Reads: 1,370
As organizations shift towards IT-as-a-service models, the need for managing and protecting data residing across physical, virtual, and now cloud environments grows with it. Commvault can ensure protection, access and E-Discovery of your data – whether in a private cloud, a Service Provider delivered public cloud, or a hybrid cloud environment – across the heterogeneous enterprise. In his general session at 18th Cloud Expo, Randy De Meno, Chief Technologist - Windows Products and Microsoft Part...
Jun. 30, 2016 01:15 PM EDT Reads: 749
In his keynote at 18th Cloud Expo, Andrew Keys, Co-Founder of ConsenSys Enterprise, provided an overview of the evolution of the Internet and the Database and the future of their combination – the Blockchain. Andrew Keys is Co-Founder of ConsenSys Enterprise. He comes to ConsenSys Enterprise with capital markets, technology and entrepreneurial experience. Previously, he worked for UBS investment bank in equities analysis. Later, he was responsible for the creation and distribution of life sett...
Jun. 30, 2016 01:00 PM EDT Reads: 1,530
What does it look like when you have access to cloud infrastructure and platform under the same roof? Let's talk about the different layers of Technology as a Service: who cares, what runs where, and how does it all fit together. In his session at 18th Cloud Expo, Phil Jackson, Lead Technology Evangelist at SoftLayer, an IBM company, spoke about the picture being painted by IBM Cloud and how the tools being crafted can help fill the gaps in your IT infrastructure.
Jun. 30, 2016 01:00 PM EDT Reads: 1,042
"delaPlex is a software development company. We do team-based outsourcing development," explained Mark Rivers, COO and Co-founder of delaPlex Software, in this SYS-CON.tv interview at 18th Cloud Expo, held June 7-9, 2016, at the Javits Center in New York City, NY.
Jun. 30, 2016 11:45 AM EDT Reads: 641


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Local Sports
Blackhawks Send Bolland to Toronto
7/1/2013 @ 9:25 AMNEWARK, N.J. (AP) - Bryan Bickell is sticking with Chicago. Dave Bolland is on his way to Toronto.
The Blackhawks traded Bolland to the Maple Leafs for three draft picks yesterday at the NHL Draft. Chicago received the 51st and 117th picks this year, and a fourth-rounder next season.
Bolland's departure allowed Chicago to sign Bickell to a four-year deal. Bickell was eligible for unrestricted free agency and cashed in after coming up with a big postseason despite against Boston in the Stanley Cup final with a sprained right knee.
Bolland scored the game-winning goal in Game 6 that gave the Blackhawks their second Stanley Cup in four years.
See other LocalSports news:Salem Running Club To Begin
Girls Soccer Camps to Be Held At Kaskaskia College
Tennis Camps to Be Held At Kaskaskia College July 25-26
Post 128 Seniors Host Carlyle Tonight...Juniors at Greenville Tournament
Yanks & Reds Into Minor's Final


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San Francisco Museum of Modern Art
San Francisco Museum of Modern Art
SFMOMA was destined from its start in 1935 to defy convention, investing early in photography, installations, video and other...
Museum of the African Diaspora
MoAD assembles an international cast of characters to tell the epic story of diaspora, including a moving video of slave narratives told...
California Historical Society Museum
Enter a Golden State of enlightenment at this Californiana treasure trove, featuring themed exhibitions drawn from the museum's...
Liss Fain Dance
Holding your breath is instinctual as you watch this modern-dance troupe with solid classical training throw themselves into original...
In the historic Pacific Telephone & Telegraph building, Iron Chef Mourad Lahlou creates conversation-starting dishes like lamb with...
151 3rd St · interesting places nearby
San Francisco Museum of Modern Art information
SFMOMA was destined from its start in 1935 to defy convention, investing early in photography, installations, video and other then-experimental media. Once the collection moved into architect Mario Botta's light-filled brick box in 1995, SFMOMA showed its backside to New York and leaned full-tilt toward the western horizon, pushing the art world to embrace new media, new artists and new ideas. Currently undergoing a half-billion-dollar, 235,000-sq-ft expansion to house expanded collections, the museum is closed until summer 2016.


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Creamy Gnocchi, Spinach and Broccoli Bake
Total Time
Prep 10 mins
Cook 40 mins
Yet another recipe that was originally in Everyday with Rachel Ray, however I changed it up a bit. You use store bought Gnocchi and the sauce is super simple. This freezes well too!
Ingredients Nutrition
- 2 tablespoons butter
- 1⁄2 cup onion, minced
- 1 garlic clove, minced
- 1 tablespoon flour
- 2 cups half-and-half (fat free will not thicken up)
- 5 ounces frozen spinach, thawed and drained
- 10 ounces frozen cut broccoli in cheese sauce, thawed in microwave
- 1⁄4 cup parmesan cheese, finely shredded
- salt
- pepper
- 1 teaspoon italian seasoning (I have also used Greek Seasoning)
- 1 lb potato gnocchi
- Bring a large pot of salted water to a boil.
- In the meanwhile, in a large skilled, melt the butter over medium-low heat. Add onion and garlic and cook, stirring occasionally until softened (10 minutes or less).
- Add 1 tbsp flour to the onions/garlic. Stir constantly for 2 minutes. Add the half and half and simmer, stirring constantly until slightly thickened (3 minutes). Stir in the cheese, spinach, broccoli, salt, pepper and spice. Remove from heat, cover and set aside.
- When the water is boiling, cook your gnocchi as per the directions on the package. Drain when done. Add sauce to the gnocchi and stir to coat. (You can either cook it or freeze it at this time).
- Bake in a 350 degree oven, uncovered for 20 minutes or until hot and bubbly.
- IF COOKING FROM FROZEN. . .bake uncovered 350 degrees for 40 minutes or until hot and bubbly.
Most Helpful
Very good. This freezes well and tastes just as good re-cooked. Thanks!
Doubled the recipe to fit a 9x13 pan, fed 5 of us perfectly with no leftovers in sight. However wasn't able to double the amount of milk called for as I ran out, was still delicious. Didn't bother with the cheesy broccoli, just used plain organic frozen as well as a bunch of fresh spinach, didn't measure the veggies just tossed them all in. Was so flavorful for how few ingredients were needed, will make again for sure, thank you for posting this!
I really enjoyed this meal and my partner loved it. I didn't weigh my veggies and opted to just use fresh broccoli rather than a cheesy frozen version (to be honest, I don't think we can get that here anyway). It was beautiful and creamy even without that extra cheese. I did sprinkle a little parmesan on top. I followed the recipe very closely and aside from the previous notes, made as written. This was wonderful for our winter.


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Home » Cards & Casino » Android Spinia
Android Spinia - 0.99 USD
by ianXian, Version: 1.0 , 227 KB Official Site
Package name: dm.mobile.Spinia , Last Update: 2012-12-17 14:08:00
0 ratings (0.000 average)
<50 downloads
What's new in this version (1.0):
This is the android version of Spinia. You can choose different levels to play. Same rules as the PC version. The only difference is playing with fingers not mouse. Enjoy!
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Straight Teen Asks Gay Best Friend to Prom
This is one of the more unusual prom couples you'll see.
This is one of the more unusual prom couples you'll see.
Did you happen to hear a strange series of distant thuds earlier this week? That was the sound of a billion jaws dropping once the Chevrolet-FNR was revealed at the Shanghai Motor Show.
A child's first birthday is a landmark event. It's one that this kid's parents are turning into an epic production.
Baseball is back. There may not be three more welcome words among sports fans this side of "Dollar Beer Night."
When it comes to April Fools' Day jokes, this mom isn't content to Crest on her laurels.
Good photos are key when it comes to selling your house. If that's true, then this house should be sold by the end of the week.
Usually, when you mention 19 Kids and Counting, the comments that you hear are along the lines of "Wow, that's a lot of kids." Well, not this time.
Odds are you've already worked the eraser on your pencil down to a nub while trying to pick your bracket. And try though you might, picking a perfect bracket will not happen.
About 150 people signed up to jump in at the first Special Olympics Polar Plunge event at Lake Kohlmier. The event began at 1 p.m., and all participants had taken their turns a little more than a half-hour later...
Three quick tips on how to effectively pair up what can be a difficult tandem.


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Sponsoring a cat makes an ideal and unusual gift for someone for Christmas or a birthday, particularly if they are a cat lover.
You can sponsor a cat through Cats Protection. Formed in 1927, Cats Protection has grown to become the UK's leading cat welfare charity. Cats Protection now rehome and reunite 55,000 cats and kittens every year. Cats Protection's vision is to ensure every cat is given the chance of a life where it will be treated with kindness and an understanding of its needs.
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Early this morning (27 June 2016), members of Christian peace groups blocked the three entrances to AWE Burghfield using super glue and arm tubes...
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Supply issues squeeze Comvita profit
Relevant offers
Financial Results
Comvita, the world's biggest manufacturer and marketer of New Zealand's unique manuka honey, has reported a 7.4 per cent drop in interim profit due to supply issues and continuing tough trading in non-Asian countries.
The NZX-listed company has reported net profit for the six months to September 30 of $2.38 million, down from $2.57m for the same period last year. Sales rose 8.7 per cent to $45.4m compared with $41.8m last year.
The company said that the first six months of the trading year were its quieter period. Sales and earnings growth during the period were constrained by the short supply of its key ingredient, manuka honey. Chairman Neil Craig said the honey crop from last summer was "well below average" due to poor weather which resulted in a sharp increase in the purchase price.
The company continues to increase its manuka honey volumes under direct ownership in order to secure long-term supply requirements while also mitigating for sharp price changes year to year, he said.
Trading activity had been especially strong in China, South Korea and Hong Kong. Craig said second half year sales and profits were historically significantly stronger than the first half. "We expect this to be the case again this financial year as Asian sales continue to grow strongly,'' he said.
"The growth of our business year to date in our key Asian markets is especially pleasing and this will be fully reflected over the coming months as we enter the peak season in these Northern Hemisphere countries."
Craig said the company is confident the company will deliver an increase in earnings for the full year. Net profit for the full year ending March was $8.22m on sales of $95.9m.
The company has found trading difficult in non-Asian markets such as Australia and the UK where it sells through third party retail chains. "The general downturn in the economy and consumer confidence in these markets in particular is resulting in an increasingly competitive environment for our retailer customers," said Craig.
Comvita will pay an interim dividend of 4 cents a share for the first half of the year which will be paid on December 21. The dividend reinvestment plan will not apply.
The share price remained unchanged at $3.70 a share mid-morning.
- BusinessDay.co.nz
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|By Business Wire
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|February 6, 2013 09:01 AM EST
Sepaton, Inc., the maker of the world's fastest enterprise backup and recovery solutions, has announced new major customer wins and key personnel appointments as it continues its EMEA expansion.
One of Britain's largest high street retailers, one of Belgium's largest cable television operators; and the international arm of a global communications and ICT solutions provider are among the latest companies to protect their business-critical data with Sepaton's disk-based backup and recovery solutions.
Sepaton's high-end enterprise data protection systems are the only solutions specifically designed for the data intensive environments of large enterprises. The company is already trusted by the world's largest businesses, including FTSE 500 companies and other leading brands that backup tens to hundreds of terabytes of data each night.
Sepaton has also made several key appointments of senior staff in EMEA to meet the growing demand for its products. The company is adding experienced enterprise backup and recovery professionals to its team to maintain the highest quality of service to its customers.
Most recently, the firm appointed Mike Baker, who joins Sepaton as a senior EMEA sales executive. Mike is responsible for developing and closing new business across all European markets. Mike brings extensive experience in the storage industry, gained through high-profile sales and leadership positions at Amdahl, Fujitsu, IBM and at Quantum, where he was expansion markets, area director. He reports to London-based, Tim Butchart, vice president, worldwide commercial sales.
Tim Butchart said: "Our business is growing quickly as explosive data growth in large enterprises is increasing demand for the high performance, grid scalability, and cost-efficiencies that only Sepaton's award-winning purpose-built backup appliance (PBBA) products can deliver. Mike's proven ability to understand and meet the data protection needs of very large enterprises and his experience in developing commercial enterprise accounts will help us to meet this demand and to serve new clients across the EMEA region."
About Sepaton, Inc.
Sepaton delivers the world's fastest enterprise backup and recovery solution. It is designed specifically for enterprise IT organisations that manage extremely large and growing volumes of data, that must be backed up within tight time windows - every time, guaranteed -and that require the fastest possible recovery in the event of a failure. Sepaton's patented scale-out DeltaScale architecture enables high performance and modular expansion to enable centralised protection of massive data volumes. Sepaton is the safe choice for large enterprises.
Sepaton is headquartered in Marlborough, MA, and has international offices in London and Beijing. For additional information or visit http://www.sepaton.com.
Sepaton, S2100, DeltaRemote, and DeltaStor are registered trademarks and ContentAware, DBeXstream, and DeltaScale are trademarks of Sepaton, Inc. All other brand and product names are or may be trademarks of their respective owners.
Internet of @ThingsExpo, taking place November 1-3, 2016, at the Santa Clara Convention Center in Santa Clara, CA, is co-located with the 19th International Cloud Expo and will feature technical sessions from a rock star conference faculty and the leading industry players in the world and ThingsExpo Silicon Valley Call for Papers is now open.
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Machine Learning helps make complex systems more efficient. By applying advanced Machine Learning techniques such as Cognitive Fingerprinting, wind project operators can utilize these tools to learn from collected data, detect regular patterns, and optimize their own operations. In his session at 18th Cloud Expo, Stuart Gillen, Director of Business Development at SparkCognition, discussed how research has demonstrated the value of Machine Learning in delivering next generation analytics to imp...
Jun. 24, 2016 02:15 PM EDT Reads: 278
SYS-CON Events announced today that ReadyTalk, a leading provider of online conferencing and webinar services, has been named Vendor Presentation Sponsor at the 19th International Cloud Expo, which will take place on November 1–3, 2016, at the Santa Clara Convention Center in Santa Clara, CA. ReadyTalk delivers audio and web conferencing services that inspire collaboration and enable the Future of Work for today's increasingly digital and mobile workforce. By combining intuitive, innovative tec...
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Amazon has gradually rolled out parts of its IoT offerings, but these are just the tip of the iceberg. In addition to optimizing their backend AWS offerings, Amazon is laying the ground work to be a major force in IoT - especially in the connected home and office. In his session at @ThingsExpo, Chris Kocher, founder and managing director of Grey Heron, explained how Amazon is extending its reach to become a major force in IoT by building on its dominant cloud IoT platform, its Dash Button strat...
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Connected devices and the industrial internet are growing exponentially every year with Cisco expecting 50 billion devices to be in operation by 2020. In this period of growth, location-based insights are becoming invaluable to many businesses as they adopt new connected technologies. Knowing when and where these devices connect from is critical for a number of scenarios in supply chain management, disaster management, emergency response, M2M, location marketing and more. In his session at @Th...
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The cloud market growth today is largely in public clouds. While there is a lot of spend in IT departments in virtualization, these aren't yet translating into a true "cloud" experience within the enterprise. What is stopping the growth of the "private cloud" market? In his general session at 18th Cloud Expo, Nara Rajagopalan, CEO of Accelerite, explored the challenges in deploying, managing, and getting adoption for a private cloud within an enterprise. What are the key differences between wh...
Jun. 24, 2016 11:15 AM EDT Reads: 553
It is one thing to build single industrial IoT applications, but what will it take to build the Smart Cities and truly society changing applications of the future? The technology won't be the problem, it will be the number of parties that need to work together and be aligned in their motivation to succeed. In his Day 2 Keynote at @ThingsExpo, Henrik Kenani Dahlgren, Portfolio Marketing Manager at Ericsson, discussed how to plan to cooperate, partner, and form lasting all-star teams to change t...
Jun. 24, 2016 11:00 AM EDT Reads: 908
In his keynote at 18th Cloud Expo, Andrew Keys, Co-Founder of ConsenSys Enterprise, provided an overview of the evolution of the Internet and the Database and the future of their combination – the Blockchain. Andrew Keys is Co-Founder of ConsenSys Enterprise. He comes to ConsenSys Enterprise with capital markets, technology and entrepreneurial experience. Previously, he worked for UBS investment bank in equities analysis. Later, he was responsible for the creation and distribution of life sett...
Jun. 24, 2016 10:30 AM EDT Reads: 820
19th Cloud Expo, taking place November 1-3, 2016, at the Santa Clara Convention Center in Santa Clara, CA, will feature technical sessions from a rock star conference faculty and the leading industry players in the world. Cloud computing is now being embraced by a majority of enterprises of all sizes. Yesterday's debate about public vs. private has transformed into the reality of hybrid cloud: a recent survey shows that 74% of enterprises have a hybrid cloud strategy. Meanwhile, 94% of enterpri...
Jun. 24, 2016 09:45 AM EDT Reads: 1,128
There are several IoTs: the Industrial Internet, Consumer Wearables, Wearables and Healthcare, Supply Chains, and the movement toward Smart Grids, Cities, Regions, and Nations. There are competing communications standards every step of the way, a bewildering array of sensors and devices, and an entire world of competing data analytics platforms. To some this appears to be chaos. In this power panel at @ThingsExpo, moderated by Conference Chair Roger Strukhoff, Bradley Holt, Developer Advocate a...
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SYS-CON Events announced today that Bsquare has been named "Silver Sponsor" of SYS-CON's @ThingsExpo, which will take place on November 1–3, 2016, at the Santa Clara Convention Center in Santa Clara, CA. For more than two decades, Bsquare has helped its customers extract business value from a broad array of physical assets by making them intelligent, connecting them, and using the data they generate to optimize business processes.
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There is little doubt that Big Data solutions will have an increasing role in the Enterprise IT mainstream over time. Big Data at Cloud Expo - to be held November 1-3, 2016, at the Santa Clara Convention Center in Santa Clara, CA - has announced its Call for Papers is open. Cloud computing is being adopted in one form or another by 94% of enterprises today. Tens of billions of new devices are being connected to The Internet of Things. And Big Data is driving this bus. An exponential increase is...
Jun. 24, 2016 08:45 AM EDT Reads: 1,176
Internet of @ThingsExpo, taking place November 1-3, 2016, at the Santa Clara Convention Center in Santa Clara, CA, is co-located with 19th Cloud Expo and will feature technical sessions from a rock star conference faculty and the leading industry players in the world. The Internet of Things (IoT) is the most profound change in personal and enterprise IT since the creation of the Worldwide Web more than 20 years ago. All major researchers estimate there will be tens of billions devices - comp...
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A strange thing is happening along the way to the Internet of Things, namely far too many devices to work with and manage. It has become clear that we'll need much higher efficiency user experiences that can allow us to more easily and scalably work with the thousands of devices that will soon be in each of our lives. Enter the conversational interface revolution, combining bots we can literally talk with, gesture to, and even direct with our thoughts, with embedded artificial intelligence, wh...
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Cognitive Computing is becoming the foundation for a new generation of solutions that have the potential to transform business. Unlike traditional approaches to building solutions, a cognitive computing approach allows the data to help determine the way applications are designed. This contrasts with conventional software development that begins with defining logic based on the current way a business operates. In her session at 18th Cloud Expo, Judith S. Hurwitz, President and CEO of Hurwitz & ...
Jun. 24, 2016 08:15 AM EDT Reads: 1,382
Cloud computing is being adopted in one form or another by 94% of enterprises today. Tens of billions of new devices are being connected to The Internet of Things. And Big Data is driving this bus. An exponential increase is expected in the amount of information being processed, managed, analyzed, and acted upon by enterprise IT. This amazing is not part of some distant future - it is happening today. One report shows a 650% increase in enterprise data by 2020. Other estimates are even higher....
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In his general session at 18th Cloud Expo, Lee Atchison, Principal Cloud Architect and Advocate at New Relic, discussed cloud as a 'better data center' and how it adds new capacity (faster) and improves application availability (redundancy). The cloud is a 'Dynamic Tool for Dynamic Apps' and resource allocation is an integral part of your application architecture, so use only the resources you need and allocate /de-allocate resources on the fly.
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The 19th International Cloud Expo has announced that its Call for Papers is open. Cloud Expo, to be held November 1-3, 2016, at the Santa Clara Convention Center in Santa Clara, CA, brings together Cloud Computing, Big Data, Internet of Things, DevOps, Digital Transformation, Microservices and WebRTC to one location. With cloud computing driving a higher percentage of enterprise IT budgets every year, it becomes increasingly important to plant your flag in this fast-expanding business opportuni...
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industrial company for a multi-year contract initially valued at over $4.0 million. In addition to DataV software, Bsquare will also provide comprehensive systems integration, support and maintenance services. DataV leverages advanced data analytics, predictive reasoning, data-driven diagnostics, and automated orchestration of remediation actions in order to improve asset uptime while reducing service and warranty costs.
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Vidyo, Inc., has joined the Alliance for Open Media. The Alliance for Open Media is a non-profit organization working to define and develop media technologies that address the need for an open standard for video compression and delivery over the web. As a member of the Alliance, Vidyo will collaborate with industry leaders in pursuit of an open and royalty-free AOMedia Video codec, AV1. Vidyo's contributions to the organization will bring to bear its long history of expertise in codec technolo...
Jun. 19, 2016 12:45 PM EDT Reads: 1,214


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Important delivery notice
The products on this site are only delivered to UK addresses. If you require delivery to another country please visit one of our other sites below.
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Biennials live for 2 years, whereas perennials live for longer. As a general rule, biennial and perennial seeds should be sown in spring, but some can be sown in autumn as well. Many varieties will self-seed after flowering, giving you even more plants!
added to your basket.
Cyclamen hederifolium 'Mixed'
Cyclamen neapolitanum, SowbreadMore info
Red Hot Poker 'Traffic Lights'
Kniphofia hirsuta, Torch Lily
An intriguing dwarf red hot poker with unusual red, amber and green flower spikes. First year flowering, adding interest to borders and containers. Height: 30-40cm (12-16in). *Sow Sept/Oct to flower the following season. More info
Geranium pratense 'Purple Haze'
Hardy Geranium, Meadow Cranesbill
One of the hardy Geranium discoveries of the century! 'Purple Haze' is a stunning plant, producing amazing foliage with a unique bronze-purple hue, a shade rarely seen in hardy Geranium foliage. The leaves are deepest in shade during spring, gradually changing to an attractive deep green with strong purple edging. Even more exciting is the striking contrast of the blooms, perfectly themed in shades of gorgeous violet-mauve. Height: 60-75cm (24-30in).More info
Hellebore 'Washfield Doubles'
Helleborus x hybridus
We pay great care and attention to our Hellebore Washfield Mixed seed production. Trained staff painstakingly pollinate each flower by hand twice to produce the best possible quality seed. All of our seed is harvested at the peak of freshness in May and June and is then immediately packed and shipped straight out to our customers. Hellebore seed germinates at its best when sown within a month of harvest so we recommend that you sow your seeds as soon as you receive them. Height: 45-60cm (18-24in). More info
Achillea millefolium 'Cassis'
YarrowMore info
Sedum 'Rock Garden Mixed'
Sedum rupestre, Sedum spathulifolium, Sedum album, Sedum aizoon, Sedum reflexum, Stone Orpine, Reflexed Stonecrop, Spoon-leaved Stonecrop, White Stonecrop
Harvest permitting includes: S. reflexion, S. spathulifolium, S. album hybrids, S. aizoon and many others in full foliage and flowering colour range.More info
Erigeron karvinskianus 'Profusion'
Erigeron karvinskianus, Fleabane, Mexican FleabaneMore info
Achillea ptarmica 'Double Diamond'
Yarrow, Sneezewort
Compact bushy plants are smothered with mainly double, dazzling white pom-pom flowers. An improved selection of this fabulous first-year-flowering hardy perennial, growing to 30cm (12") in the first year and 80cm (32") in the second. Achillea 'Double Diamond' is ideal for the front and middle of borders, as ground cover or as low hedging where it will attract bees and other beneficial insects. This elegant Yarrow also makes a lovely cut or dried flower. Height: 80cm (31"). Spread: 60cm (24"). More info
Hellebore (Purple-flowered Christmas Rose)
Helleborus purpurascens
Rarely offered for sale as seed! This exquisite Helleborus produces clumps of robust, leathery foliage along with many large blooms, flushed in shades of purple, pink and even slate grey!More info
Centranthus 'Star Ruber Mixed'
Valerian, Red Valerian, Pretty BetsyMore info
Cynara cardunculus
The ripening seed heads of Cynara cardunculus are a fantastic combination of bronzes and golds. The stems are thick and sturdy, the foliage is large, serrated and silver and in its own right presents an imposing border plant for most of the year. More info
Monarda didyma 'T&M Superb Mixed'
Bee Balm, Bergamot
Culinary note: Use the dried leaves to make Bergamot tea or use the sweet, spicy flavoured petals to enhance salads, jellies, rice or pasta dishes. For more details about edible flowers click here.More info
Copyright © Thompson & Morgan, 2004-2016. All rights reserved.


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Our boy Lombardi keeps lighting it up...2 goals so far in today's game. Phaneuf's got 2 assists also.
Go Flames Go!
Mason Raymond Placed On Waivers - The Flames have placed the struggling forward on waivers this afternoon. According the NHL on NBC's Twitter account, the Calgary Flames have placed Mason...
1 day ago


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Kenneth Lyle Weeks 1934 - 2007 Fort Scott
Graveside services for Kenneth Lyle Weeks, 73, Fort Scott, will be 11 a.m. Friday at Memorial Park Cemetery, Lawrence.Mr. Weeks died Sunday, Dec. 30, 2007, at Fort Scott Mercy Hospital.He was born Jan. 28, 1934, in Lawrence, the son of Charles Glenn and Wilma Louise Kinnett Weeks. Mr. Weeks grew up in Lawrence and attended Kansas School for the Deaf in Olathe. He worked at the Barteldes TNT popcorn plant and did custodial work at Kansas University. He was a client at Cottonwood Inc. for several years and worked at a sheltered workshop in St. Paul, Kan. The last few years, he worked for Tri-Valley Developmental Services in Fort Scott. Mr. Weeks enjoyed music and baseball. He was baptized in 1949 at the Church of Christ.Survivors include two brothers, Charles and his wife Bea, Romance, Ark., and Ronald, Wichita; two sisters, Marian Cashatt and her husband Donald, Baldwin City, and Carol Bergsten and her husband Harold, Orlando, Fla.; and several nieces and nephews.Friends may call from noon to 9 p.m. Thursday at Rumsey-Yost Funeral Home.The family suggests memorials to Tri-Valley Developmental Services, 4305 Campbell Drive, Fort Scott, 66701.Online condolences may be sent at www.rumsey-yost.com.
Quality Electric Inc 785-843-9211
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