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Commercial-News, Matt Huber, Associated Press
DANVILLE, Ill. — Doesn't your favorite doll deserve an afternoon out? The Vermilion County Museum Society is calling all dolls — of all sizes, ages and styles — and their owners to enjoy "Tea for Two, Your Doll and You." The program will start at noon Oct. 16 at the museum, and will feature a luncheon with dainty food and a presentation about doll collecting and the art of dolls.
Speaker will be Julia Furman of Cary, Region 10 director of the United Federation of Doll Clubs, Inc. Region 10 covers Illinois and Wisconsin.
"I think people will enjoy this," museum Director Sue Richter said. "We've been having fun looking up information on dolls."
People are invited to bring their favorite dolls, which will have their own seating area. The bite-size food (just right for dolls) will be provided by Applewood Foods Catering. Seating is limited to 50-60 people.
This is the first time for the doll program, which is being held as part of Arts Month.
Furman, whose job is to promote doll collecting, will give a short talk about the federation, which promotes appreciation, education and preservation of dolls. Then, she will distribute inventory sheets so owners can examine their dolls to determine their age and background, if they don't know that information already.
She said, "I'm not a professional dealer or appraiser, but I hope to be able to help with the identification of dolls."
She also will have books, photos and dolls on display.
A collector all of her life, Furman said she has hundreds of dolls at her home. One of her first dolls was a 1957 Shirley Temple doll by Ideal.
The museum also will display part of its doll collection — including a large Shirley Temple pushing a smaller one in a buggy.
Richter said she and the staff have been learning a lot about dolls while setting out the collection, adding, "We're finding fascinating information."
For example, the manufacturer's name is often on the doll clothes, rather than the doll itself. So, people could have trouble finding out who made the doll if they don't have the original clothing.
The museum has several dolls collected by Grace Fenton, a local teacher, during her travels around the world in the 1930s. The ethnic or character dolls include a papier-mâché Gandhi doll made in Poland in 1933; Eskimo dolls with authentic hair and fur coats; and Chinese, Spanish and Moroccan dolls.
There's also a pre-1875 fashion doll with wooden hands and feet, still in its original dress. Another unique doll from the late 1800s was used by dress makers to give a woman an idea of what the finished version would look like. That doll has a kid leather body, ceramic hands and feet, glass eyes and human hair, and it's stuffed with sawdust.
The display includes three baby dolls from the late 1800s that were owned by Mary Butcher Mauerman.
Other dolls include: two of the Dionne quintuplets and their doctor, along with a fan featuring the quints from a drugstore in Covington, Ind.; a 1961 Barbie doll (with a "bubble" haircut) and Ken from Richter's personal collection; a celluloid Hitler bodyguard (celluloid was banned in the late 1950s because it's highly flammable); a 1965 Vogue Baby Dear; and a 1973 Fisher Price Baby Ann.
"Some of the dolls (on display) have been loved to death," Richter said.
The museum's display on the second floor will be up through Christmas.
Online: http://bit.ly/R3mdXF
Information from: Commercial-News, http://www.dancomnews.com
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Security will be tighter than ever in several US cities during Independence Day celebrations this week, which will see some of the largest public gatherings in the country since the deadly Boston Marathon bombings in April.
Security officials said they would deploy record numbers of police, install scores of new surveillance cameras and search checkpoints at fireworks displays, concerts and other Fourth of July events in Boston, New York, Washington and Atlanta.
The National Explosives Task Force has urged fireworks sellers in the US to report buyers who raise suspicion, according to an industry advisory.
The Boston Marathon bombers had used materials from fireworks bought at a store to build bombs, as had a man convicted of attempting to bomb Times Square in New York in 2010.
"The increase (in security) is, of course, related to the Marathon bombing and other global events," said David Procopio, a spokesman for the Massachusetts State Police, noting that Boston's Independence Day events were reportedly the Boston bombers' initial target.
Three people were killed and 264 injured when two pressure-cooker bombs, loaded with shrapnel and fireworks-grade gunpowder, exploded at the finish line of the Boston Marathon April 15, in the biggest attack on American soil since the September 11, 2001 attack on New York's World Trade Center towers.
Tamerlan and Dzhokhar Tsarnaev, the two brothers suspected of carrying out the attack on the marathon, had originally planned to set off their homemade bombs on July 4, but attacked earlier because they had made the devices sooner than expected, law enforcement officials have said.
Boston's Independence Day events include concerts and a fireworks display along the city's waterfront that traditionally attracts a half million people.
A federal indictment says Tamerlan - who was killed in a shootout with police days after the bombing - purchased 48 mortars containing some eight pounds of low-explosive gun powder from a fireworks store in New Hampshire in February.
Dzhokhar is in jail awaiting trial on charges including murder and using a weapon of mass destruction. He could face the death penalty if convicted.
Massachusetts State Police Commissioner Timothy Alben said the state will deploy record numbers of uniformed and undercover cops, install a 'significant' number of new surveillance cameras, boost boat patrols, and ban items like backpacks and large coolers at the events.
"Please be assured that the steps ... are not the result of any specific threat to this event. We have no intelligence of any such threat," he said.
Massachusetts officials have declined to provide additional details of the security measures, but said they were the result of collaboration with other police departments with counter-terrorism experience, including those in New York and London.
Police officials in New York and Washington also said they were tightening security.
"Coverage includes large numbers uniformed and plain clothes police officers, police helicopters and boats, additional mobile cameras, radiation detection, and street checkpoints," said Paul Browne, Deputy Commissioner of the New York City Police Department.
In Atlanta, where there will be a Fourth of July fireworks display and an annual Peachtree Road Race, officials said the entire police force would be working, and surveillance along the race course would be increased.+
"There should not be a single spot on the route that does not have camera coverage," Atlanta Police Chief George Turner said. "The specter of what happened in Boston with the marathon on April 15 weighs heavily on our hearts and minds."
- Reuters
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Olympus E-510 Nature Photography Pro Kit
Ralf Jurrien : December 3th 2007 - 00:44 CET
Olympus E-510 Nature Pro Kit :
Olympus is pleased to announce the release of six kits tailored to the requirements of photographers working in professional fields. Each features the superior technology and latest imaging innovations of the Olympus E-System. Based on either an E-410 or E-510 D-SLR body, all kits boast Live View for ease of framing and incorporate a new generation 10 Megapixel Live MOS sensor so that image quality, speed and sensitivity are all second to none. Thanks to adherence to the Four Thirds Standard, the six new pro kits offer cross-manufacturer compatibility to safeguard the investment for the future. The following kit is now available - E-510 Nature Pro Kit.
E-510 Nature Pro Kit Specifications
• Olympus E-510 body
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About Olympus Four Thirds System
This is the first and currently only open standard for digital SLRs. As the name suggests, Four Thirds systems use a 4/3-type image sensor, the size of which allows the development of tailor-made interchangeable lenses. These are not only smaller and lighter, but also offer a greater light-gathering power than lenses based on the 35mm film format. Besides Olympus, current members of the Four Thirds consortium include Kodak, Fuji, Sanyo, Sigma, Panasonic and Leica.
Olympus E-510 Nature Pro Kit
To capture the diversity of the environment in all its glory, nature photographers need a camera and accessories that deal with a very wide spectrum of locations and subjects. The Nature Pro Kit is a treasure chest of premium equipment designed to help you shoot everything from a close-up of a spring blossom to a remote desert vista. In addition to the E-510 body, it includes the Zuiko Digital ED 7-14mm 1:4.0, Zuiko Digital 14-54mm 1:2.8-3.5, Zuiko Digital ED 50-200mm 1:2.8-3.5, and Zuiko Digital ED 50mm 1:2.0 Macro lenses. It even includes the Zuiko Digital 1.4x Teleconverter EC-14. Together, the components of the Nature Pro Kit cover the whole gamut of focal lengths from 7mm extreme wide-angles to 280mm tele. What's more, the Macro lens allows for spectacular close-ups. In conjunction with the Live View function of the E-510, users can view a section of the composition magnified up to 10x so that manual focusing can be set with phenomenal precision. Live View also lets photographers keep an eye on their surroundings so they can see their next great shot developing.
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Pink Elephant Frame
Personalized Picture Frame
Dimensions: 8" x 10" (holds a 4" x 6" photo)
Material: Wood
This picture frame matches our pink elephant bank and is the perfect spring duo to have in your home or child's bedroom for the Easter holiday.
Customer Reviews
Read what our customers say about our Personalized Christmas Ornaments and their shopping experience!Hover over testimonials to stop scrolling
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Section of ATC unhappy with workThe ATC is part of the state-run Airports Authority of India. While a section of ATCs are unhappy over the increasing workload and stress they face, senior AAI officials said several measures, including recruitment of more ATCs, are being adopted to ensure ... Asian Age, 3 weeks ago
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Wednesday, June 15th, 2016 08:51 A group of Guild Wars 2 players are holding a virtual Pride march this month in support of LBGT community members. Looking to join huge communities? Try one of the best MMOs on PC. Announced on the Guild Wars 2 ...NewsFlow24, 1 month ago
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The End of Automobile Dependence
320 pages
7 x 10
One 8-page color insert
320 pages
7 x 10
One 8-page color insert
Cities will continue to accommodate the automobile, but when cities are built around them, the quality of human and natural life declines. Current trends show great promise for future urban mobility systems that enable freedom and connection, but not dependence. We are experiencing the phenomenon of peak car use in many global cities at the same time that urban rail is thriving, central cities are revitalizing, and suburban sprawl is reversing. Walking and cycling are growing in many cities, along with ubiquitous bike sharing schemes, which have contributed to new investment and vitality in central cities including Melbourne, Seattle, Chicago, and New York.
We are thus in a new era that has come much faster than global transportation experts Peter Newman and Jeffrey Kenworthy had predicted: the end of automobile dependence. In The End of Automobile Dependence, Newman and Kenworthy look at how we can accelerate a planning approach to designing urban environments that can function reliably and conveniently on alternative modes, with a refined and more civilized automobile playing a very much reduced and manageable role in urban transportation. The authors examine the rise and fall of automobile dependence using updated data on 44 global cities to better understand how to facilitate and guide cities to the most productive and sustainable outcomes.
This is the final volume in a trilogy by Newman and Kenworthy on automobile dependence (Cities and Automobile Dependence in 1989 and Sustainability and Cities: Overcoming Automobile Dependence in 1999). Like all good trilogies this one shows the rise of an empire, in this case that of the automobile, the peak of its power, and the decline of that empire.
"Newman and Kenworthy have a track record second to none in homing in on the key issues in sustainable transport and pointing to the irrefutable conceptual and intellectual logic of 'doing the right thing.' They have now done it again and in a crisp, very clear analysis they demonstrate how the car is already loosening its grip on the mind-set of politicians and planners and we are now able to see the shape of the next phase."
World Transport Policy and Practice
"Logical, accessible, and at times devastatingly persuasive…[it] is a tightly packed yet readable marvel of comprehensiveness, clear interpretation of evidence, and accessible communication….The End of Automobile Dependence is a treatise rather than a primer, unlikely to be read by most of the people who need most to read it: a group roughly describable as 'everyone in a developed or developing country who'll be making transportation decisions over the coming century.' For urban planners, transportation specialists, public officials, architects operating on master-plan scales, and students of the built environment at any level of expertise, however, it's invaluable reading."
Arch News Now
"Chapters disentangle the economic, political, and cultural roots of [the end of automobile dependence]; analyze how transportation planning can change… and take a long view of 'what automobile-dependent cities might be like in a future free of carbon emissions.'"
"The key appeal of Newman and Kenworthy's work is that they have a positive message for the future of cities—that through innovation in funding and technology, and careful integration of land use development and transport, a multi-modal mobility system can be created that supports the social, economic and environmental sustainability of cities."
Urban Policy and Research
"The End of Automobile Dependence is an optimistic book...What the authors present is a world in which cars are not necessary for every trip, but clearly still have important uses. Ultimately, we are moving in the right direction, as cities that wish to thrive cannot ignore the physical, ecological and economic limits to automobile addiction."
Environment and Urbanization
"There is no comparable book."
"In these pages, Peter Newman and Jeffrey Kenworthy provide a definitive post-mortem for the era of car-dependence and a vision for safer, more sustainable and welcoming streets. From reinvigorated transit networks to smarter suburban development strategies to the downtown renaissance playing out in cities worldwide, Newman and Kenworthy have sketched a roadmap to an urban future powered not by internal combustion, but human ingenuity."
Janette Sadik-Khan, Bloomberg Associates; Former NYC Transportation Commissioner
"A profoundly important and optimistic book on planning our cities. Newman and Kenworthy complete their trilogy on automobile dependence by demonstrating that global trends are turning towards a more sustainable future for many metropolitan regions."
David Gordon, Director, School of Urban and Regional Planning, Queen's University, Canada
"The closing volume of Newman and Kenworthy's epic transportation trilogy outlines multiple paths to a post-automobile addiction world. It demonstrates how reducing automobile dependence can help us make rapid progress towards more sustainable, economically secure and healthy cities and accelerate decarbonisation to reduce climate change risk."
Aromar Revi, Director, Indian Institute for Human Settlements (IIHS)
"Newman and Kenworthy offer a framework for a true democracy of transportation choice. This realistically optimistic book augurs the emergence of cities that will truly optimize their transportation systems—economically, for resource efficiency, and for quality of life."
Jeb Brugmann, Founder, ICLEI-Local Governments for Sustainability, author Welcome to the Urban Revolution
"The books of Newman and Kenworthy have opened doors for new thinking, new concepts and a new comprehensive theory. This book is a good basis for a paradigm shift and new orientation towards walking and transit urban fabrics."
Leo Kosonen, Architect, Former City Planning Manager from City of Kuopio, Research Fellow of SYKE
"This is a book I would like to walk into a city council meeting and thump on the table before the council and say 'Read it.'"
"This is another fabulous offering from Peter Newman and Jeffrey Kenworthy, describing the move away from auto dependence in many contemporary cities. ... It is advised as required reading for all transport planning students and practitioners."
Journal of Urban Design
Preface: The Trilogy
Chapter 1. The Rise and Fall of Automobile Dependence
Chapter 2: Urban Transportation Patterns and Trends in Global Cities
Chapter 3: Emerging Cities and Automobile Dependence
Chapter 4: The Theory of Urban Fabrics: Understanding the End of Automobile Dependence
Chapter 5: Transportation Planning: Hindrance or Help?
Chapter 6: Overcoming Barriers to the End of Automobile Dependence
Chapter 7: The End of Automobile Dependence: A Troubling Prognosis?
Chapter 8: Conclusion: Life after Automobile Dependence
Endnotes and Reference
On February 8 at 5:00 pm PST, join Island Press and their Bay Area partners for an online discussion with global transportation expert Peter Newman. Peter will discuss how to accelerate a planning approach to designing urban environments that can function reliably and conveniently on alternative modes, with automobiles playing a reduced and manageable role in urban transportation. The discussion will focus on Newman's new book, The End of Automobile Dependence, and how its messages can be applied to real world transportation problems. The discussion will be moderated by TransForm's Chris Lepe, Senior Community Planner, Silicon Valley.
Thanks to the webinar co-sponsors: TransForm; SPUR; Transportation and Land Development Committee, Transportation Research Board, The National Academies of Sciences, Engineering, and Medicine; and APA Nor Cal Sustainability Committee.
Peter Newman is the Professor of Sustainability at Curtin University. He has written 16 books and over 300 papers. His books include The End of Automobile Dependence and Sustainability and Cities: Overcoming Automobile Dependence which was launched in the White House in 1999. Peter was a Fulbright Senior Scholar at the University of Virginia and was on the IPCC for their 5th Assessment Report. In 2014 he was awarded an Order of Australia for his contributions to urban design and sustainable transport. He is a Fellow of the Academy of Technological and Engineering Sciences Australia. Peter has worked in local government as an elected councilor, in state government as an advisor to three Premiers and in the Australian Government on the Board of Infrastructure Australia. In 2016, Australia Prime Minister Malcolm Turnbull noted that Professor Newman was his "tutor on transportation policy." More details here.
With walking, biking, and transit use on the rise in cities, and car ownership on the decline, what is the future of car dependence? Join us as we host Peter Newman to speak about his new book The End of Automobile Dependence and find out what he thinks about the future of cars and urban rail. The event is free!
In honor of World Car Free Day 2015 (September 22) we wanted to know: Which city could best benefit from participating in World Car Free Day?
Here's what some of our authors and one of our editors had to say:
Los Angeles: The City of Los Angeles should participate in World Car Free Day. Despite being considered a car-first place, much progress has been made in developing transit and active transportation facilities. The City's recently adopted Mobility Element charts a new path to increase transit and active transportation facilities. There is a political and resident support for a car free day, as successful Ciclavia bicycle events have proven. Los Angeles has a tradition of experimentation and adaptation as demonstrated in the way the Angelenos traveled differently during the 1984 Olympics. It's time to do that again!
-Richard W. Willson, author of Parking Management for Smart Growth
Shanghai: I think Shanghai would benefit most from a Car Free Day. Shanghai is a very dense city and when it began modernising and bringing cars into its ancient walking and cycling streets, they became rapidly very congested. In the past decade Shanghai has built the largest Metro in the world which now carries 9 million people a day. They have begun limiting car numbers with a ballot system and charging heavily for car registration. But the streets are still dangerous as the new Chinese car culture is aggressively asserting its right to the streets. A car-free day would show the public that most of Shanghai is a walking city in its history and urban fabric (as outlined in our book) and needs to be respected. They would love to enjoy the freedom of safe streets. Long term it may create a more respectful culture and regulations for pedestrian priority on their streets.
-Peter Newman, author of The End of Automobile Dependence: How Cities Are Moving Beyond Car-Based Planning
New York City: New York City could benefit significantly to taking back the streets on World Car Free Day, not only to show New Yorkers the potential of a car-free, pedestrian-led city, but for Mayor DeBlasio to make a statement about the value of public space and his commitment to Vision Zero. DeBlasio has successfully lowered the speed limit and limited automobile traffic in Central and Prospect Park, but has yet to invest in the sweeping enforcement, design, and policy changes needed to protect pedestrians. To date, the number of pedestrian deaths in 2015 is the same as this number last year—60, with the number of children killed also the same at six. Traffic injuries disproportionately affect the most vulnerable—the poor and elderly. Many of the poorest neighborhoods in the city have higher crash densities than the wealthiest neighborhoods. And although senior citizens make up only 12 percent of the NYC population, they account for nearly 40 percent of pedestrian fatalities.
Many questioned DeBlasio's commitment to Vision Zero after his comments about ripping up the Times Square pedestrian plaza—proven to have made the area safer for pedestrians. But larger questions loom about his commitment to his campaign platform of reducing inequities. Street safety presents an opportunity for DeBlasio to address the need to make the city safe for ALL New Yorkers. Summer Streets, visited by over 300,000, offers three glorious car-free days in August, but covers just seven miles of Manhattan. On Tuesday, New York has an opportunity to go car free on its most dangerous boulevards and highlight the needs of the most vulnerable New Yorkers in having safe streets.
-Heather Boyer, Island Press Executive Editor
All of them: I was asked: "Which city could best benefit from participating in World Car Free Day?" The glib answer would be: "All of them. And towns, too."
Glib, and not – you'd think – about to fly any time soon. But the reason for World Car Free Day isn't to annoy those wedded to their cars it's a disrupter, a chance to take stock and see if we can get by, for just 24 hours, without infernal combustion engines. Naturally, we can but most conurbations which take part in the day won't go the whole hog – it's generally just a street or two that's closed off. This is still good but it's not quite disruptive enough. Bogotá in Columbia is the city which truly takes the day to its heart: it has been staging a Car Free Day since 2000 and this wasn't via a dictat from on high, the annual event was okayed by a public referendum.
Since staging the first event Bogotá has invested in more civically sensible ways of getting around the city, installing bike lanes, protecting pedestrians and investing in transit. Much of this was the work of then mayor Enrique Peñalosa. To truly make a success of Car Free Day cities have to have politicians that want the idea to work, who want their cities to be designed for people, not cars.
Many cities around the world are now "getting it". And staging Car Free Days is a useful way of – even just for a day – rethinking what makes cities – and towns – truly tick. (Clue: it's not an endless stream of bumper-to-bumper cars.)
-Carlton Reid, author of Roads Were Not Built for Cars
Katharine Sucher is the Publicity & Marketing Assistant at Island Press.
Last week, President Obama had this to say about the future of transportation at his final State of the Union Address: "Rather than subsidize the past, we should invest in the future — especially in communities that rely on fossil fuels. That's why I'm going to push to change the way we manage our oil and coal resources, so that they better reflect the costs they impose on taxpayers and our planet. That way, we put money back into those communities and put tens of thousands of Americans to work building a 21st century transportation system."
We wanted to know—what will this 21st century transportation system look like? We turned to some of our authors to find out:
Ray Tomalty, co-author of America's Urban Future (forthcoming February 2016)
The president was of course alluding to a carbon tax, which he is known to favor over cap-and-trade systems. Economists estimate a carbon tax could raise $1.2 to $1.5 trillion per year in the US, and if even a small part of this were spent on developing innovative transportation technology, a 21st century transportation system would be a real possibility in the US. At present, only about $2.3 billion in federal spending is devoted to transportation research. This is helping to test new technologies such as vehicle-to-vehicle communication, which has great potential to avoid accidents and improve traffic flow, reduce greenhouse gas emissions, improve travel times, and obviate the need for road infrastructure expansion. This technology is being tested on small stretches of urban highways across the country, but at the present rate of investment, it will be decades before fully automative vehicles are widespread in the US.
Many transportation experts believe the most pressing application of driverless technology is in driverless buses, which can greatly reduce the cost of public transit and vastly improve service. Unfortunately, little research and development is being dedicated to this purpose, something that could be addressed with funding from a carbon tax. Drone technology is another research and development area in need of greater public investment, a technology that is bringing the driverless movement to aviation and creating new possibilities for personal and goods transportation. Beyond research, new investment is needed in innovative transportation infrastructure. High-speed train service is a proven technology all over the developed world but in its infancy in the US (only one high-speed route in the country, the Acela Express linking Boston to Washington).
More thinking and research is also needed to explore the link between new transportation technologies, behavioral responses, and land use planning. This will require greater cooperation among local, regional and state planning authorities and cross-sectional cooperation among planning and transportation agencies. As the soon-to-be-released book, America's Urban Future, written by Alan Mallach and myself shows, this is a field in which Canadian metropolitan areas have a long history of experimentation, so there may be something to be learned by looking north of the border for ideas on moving forward on this front.
Photo Credit: Shutterstock
Grady Gammage, author of The Future of the Suburban City (forthcoming April 2016)
By about 2050, driving your own vehicle will be a recreational activity like off-road four wheeling. Routine travel in autonomous, mostly electric vehicles will be commonplace. The cars will be smaller, lighter and often shared use but mostly they will still have only one or two people in them at a time. Transit in all forms will dramatically increase, but in most cities people will still be living in houses with driveways and garages and they'll use personal mobility vehicles to get around.
Carlton Reid, author of Roads Were Not Built for Cars
Cars? Where we're going we won't need cars. The past can tell us a lot about the future, and the past tells us that we're very poor at predicting the next transport revolution.
18th-century folk thought canals would last forever. Early 19th-century folk thought the same about turnpike roads. And for those who grew up in the "railway age," the only future imagined was of steel rails and steam trains. Few predicted the motor car's eventual dominance, and it's reasonable to assume that the same inability to accurately predict the future afflicts us, too. As "car age" people, we tend to extrapolate into the future of transport using what we know, and that's car-shaped objects on roads. The Tesla is a wonderful thing but the technology that underpins it is hardly new – electric cars were more popular in the 1890s than gasoline cars. And electric cars may appear to be "cleaner," but this is only true if they're replenished by solar power – all other recharging methods involve traditional power sources so, really, most electric cars are coal-powered cars.
And what of autonomous cars? Again, this is hardly the disruptive technology that many think it is. I've been using driverless cars for 50 years, cars which scuttle away and hide when not needed. Taxis. I can summon one with an app when in a meeting and it will appear outside and whisk me to wherever I want to go. When I use taxis, including Uber, I can kick back and let the driver – a silent automaton if I so will it – worry about the road ahead. I fiddle on my smartphone without even raising my eyes. Where autonomous vehicles might change the world – if we let them, and I'd rather we didn't – is over who has priority on roads. Currently, driverless cars are programmed to avoid cyclists and pedestrians. In a city full of cars driven by onboard computers it will be a great game to ride or step in front of them, safe in the knowledge they're programmed not to touch you.
Because cities are expected to fill with more and more people I don't see how driverless cars will be able to navigate around these empowered pedestrians or emboldened bicyclists, at least not in central business districts. It's far more likely that there's another technology waiting in the wings that we can scarcely even imagine. That is certainly what happened to our forebears. Until then (and, if I'm allowed to, even after then) I'll continue to ride my bicycle. A driverless car has clear user benefits, but an autonomous bicycle would be rather dull and pointless.
Richard Willson, author of Parking Management for Smart Growth
Just as we need to stop subsidizing the past in energy policy, we need to stop subsidizing the past by favoring driving and parking over more appropriate transportation modes. Parking should be priced to cover both its actual cost and the costs it imposes on others and the planet. This is rarely the case in US cities, where the dual legacies of excessive minimum parking requirements and parking subsidies have distorted vehicle ownership and travel choices. These distortions have in turn, undermined land use efficiency, design, social equity, and livability. The 21st century transportation system will have fewer privately-owned cars and less parking. New technologies will ensure that we have all the mobility we want with fewer cars. Car companies know this – that's why they are redefining themselves as mobility companies.
Photo Credit: Shutterstock
Jeffrey Kenworthy, co-author of The End of Automobile Dependence
New technologies will clearly be part of any 21st century transportation system, including autonomous cars, but they should not be embraced in the way they are currently envisaged. A car is a car and takes up space with roads and parking, as well as helping to facilitate the continued destruction of agricultural land and natural areas through sprawl. This can be said of autonomous cars as well as electric cars, so ideally a 21st century transportation system will not look like the current automobile-dependent system in the USA, where cars are still responsible for around 96% of all the motorized passenger travel in cities.
A 21st century urban transportation system will have a multitude of modes (walking, bikes, car-sharing, transit, car-on-demand, private cars and probably other innovative technologies such as pedelecs, Yikes, etc.) seamlessly linked together. This will be achieved increasingly through the use of smart communications technologies, which will give people instant access via smart phones and tablet computers, for the best combination of modes for any trip.
In all the excitement over autonomous cars, we must not forget that electrically powered conventional transit modes such as light rail (LRT) and metro systems are still vastly under-provided for in US cities, due to being starved of adequate funding over the last 80 years. With advances in design, materials, comfort, on-board facilities, wireless networks and many other improvements, especially more protected rights-of-way, using transit in the future will be very different from what we know today. 21st century transportation systems should not only see more transit, but much more non-motorised movement, such as walking and cycling, leading to a less obese nation. This change alone will see billions shaved off US health care costs, not to mention the cost savings of a "road diet."
John Renne, co-author of Transport Beyond Oil
Rapid changes in technology, such as self-driving electric cars and trucks, hold promise that the transportation industry will continue to innovate during the 21st century. Combined with a societal move towards an information and sharing-economy there is no doubt that marginal efficiencies will allow for a less carbon-intensive transportation system. However, the scale and intensity of weather impacts due to climate change necessitate a more drastic approach to achieve the key goal of limiting global temperature rise. The good news is that the path is simple. Anything we can do to promote walkable and bikeable communities will have the greatest impact. Therefore, we need to prioritize mass transit, which is the only transportation technology that has been proven to create walkable communities at the local level and deliver regional connectivity with the lowest consumption on carbon and emissions.
Katharine Sucher is the Publicity & Marketing Assistant at Island Press.
On Monday, February 8, Island Press hosted a webinar for its San Francisco Bay Area partners featuring international sustainability expert Peter Newman and TransForm's Chris Lepe. Newman discussed his latest Island Press book, The End of Automobile Dependence, the final volume in a trilogy with co-author Jeffrey Kenworthy on automobile dependence (Cities and Automobile Dependence in 1989 and Sustainability and Cities: Overcoming Automobile Dependence in 1999), and how its key findings can be applied to real-world transit and transportation issues. Many thanks to the following partners and co-sponsors for making the webinar possible: TransForm; SPUR; APA Northern California Sustainability Committee; and Transportation and Land Development Committee, Transportation Research Board, The National Academies of Sciences, Engineering, and Medicine.
Check out the webinar recording on YouTube or watch below.
Matt Solomon is Partnership Manager with Island Press.
How can cities and transit systems enhance the efficiency of their bus services? Jeffrey Kenworthy, co-author of The End of Automobile Dependence: How Cities are Moving Beyond Car-Based Planning and Matthew Bradley, lead author of "Congestion Offsets: Transforming Cities by Letting Buses Compete" share some ideas on bus-only lanes and congestion controls below.
Bus-only lanes are an ostensibly easy way to improve bus services throughout a region. It is not technically difficult to simply declare whole lanes along chosen roads as bus lanes to ensure buses are not stuck in congestion (and even to lay down concrete barriers to ensure the lanes are respected). The difficult part in dedicating bus lanes is political, but the reality is cars already take much more than their fair share of road space and buses and bus patrons are the ones who suffer most from this inequitable situation through significantly increased journey times, despite taking up a fraction of the road space per-person that is used by single-occupancy or even multiple occupancy cars. Dedicated bus lanes can help relieve some of this inequality.
City-wide congestion controls such as congestion offsets, which penalize private cars for overusing public roads and are explained in more detail below, can also enhance the competitiveness of bus services. For years now cities worldwide have been talking about policies such as road pricing (electronic and otherwise), carbon taxes, and so on to reduce car use, especially in peak periods. These policies have proven about as popular with politicians and the general population as a cold shower in winter or a frontal lobotomy. What we have instead is a handful of cities that charge a fee for driving a car into the central city during peak times—London being the most well-known—which does not address the broader congestion problem that afflicts most cities. As far as controlling congestion goes, there seems to be a lot of scope for rethinking the whole way we conceive the congestion problem and how to address it.
In "Congestion Offsets: Transforming Cities by Letting Buses Compete," we suggest one possibility for such rethinking. The paper needs to be read to understand the full rationale because the technical justification of the approach and how to implement it is too much to explain in a short blog. There is also a longer summary of the thinking in The End of Automobile Dependence (pp 196-199).
Here is the simple version. Everyone accepts parking regulations. Although we don't like it, we cop the fine for illegal parking (e.g. parking our car in a designated clearway during the peak because it obstructs traffic flow). We don't go after politicians for that. And of course we are not guaranteed to get a fine every time we contravene a parking regulation. Sometimes we get away with it. But when we don't, we grudgingly accept it as something we did wrong and at least sub-consciously acknowledge that there are rules about living in cities that we have to obey, like it or not, in order to keep a system functioning in an orderly manner. And when we view the hole in our wallet from the fine, we really think twice about ever trying to get away with it again.
What we suggest in congestion offsets is thinking more about congestion as a regulatory problem for which we construct a system of fines, the same way we do with parking and other roadway transgressions. This approach is in contrast to the road pricing approach, which tackles congestion by treating road space as a commodity to be sold at a price. The problem with road pricing is that roadways are a commons, owned by the public, and people don't like to pay for something they already own. Who would like to pay rent on a home they already own? So instead of asking people to pay rent, in the form of a road price, we are suggesting that roads should be considered a part of "the commons," the usage of which is regulated in just about every other sphere of life.
We protect the commons, because in all its varied forms, it is something that has to function properly for everyone. We call the random penalties charged to motorists who contravene regulations about controlling congestion in peak periods "congestion offsets." Money raised from these fines would be used to provide bus passengers, who are only using a tiny share of available road space compared to car occupants, with sharply reduced bus fares and better bus services. The under-use of roadways by bus passengers would offset overuse by car occupants, with bus passengers being rewarded for their roadway under-use and car occupants being penalised for their roadway over-use. In this way, congestion could be cleared.
We could also go as far as suggesting that the present system of road usage and its attendant congestion in cities is a kind of universal socialism. We queue to obtain access to a scarce commodity, peak period road space, instead of recognising that we are never going to be able to provide enough to meet demand, so we have to control, in some way, the usage of the road space we do have. That is, unless we want the world full of Atlantas and Houstons, which are even now still congested, so the alternative of expanding road space to meet demand is an exercise in futility. The bullet that most cities seem highly reluctant to bite is the issue of how to effectively control congestion, and yet it is the most obvious elephant in the bedroom in the transportation planning profession.
Some form of city-wide congestion control is needed in just about every city in the world. So far, virtually no city has had the courage to introduce genuine city-wide controls on car use in peak periods (Singapore is the only city to have comprehensively tried to keep its roads as free as possible from excessive car use through a variety of mechanisms). By discouraging overuse of cars in peak periods, congestion offsets would relieve traffic in our cities and allow buses to operate more efficiently and effectively.
Bradley, M. and Kenworthy, J. (2012)
Congestion offsets: Transforming cities by letting buses compete
World Transport Policy and Practice 18 (4) 46-69
Newman, P. and Kenworthy, J. (2015)
The End of Automobile Dependence: How Cities are Moving Away from Car-Based Planning
Island Press, Washington DC., 273 pp
Jeffrey Kenworthy is co-author of The End of Automobile Dependence and a professor at Curtin University where he teaches and supervises postgraduate students in urban sustainability fields.
Dr. Matthew Bradley holds a Ph.D. from Curtin University in Perth, Wesetern Australia.


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Bachelor's degree in a business related field- management preferred. Additional training will focus on profit management, credit, accounting, marketing,...
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In order to achieve world class engagement and to build hope, health and healing for all internal and external customers, this position must adhere to the Mary...
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Fluke - United States
With more than $6 billion in annual revenues, Fortive's well-known brands hold leading positions in field instrumentation, transportation, sensing, product...
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Aflac - Hastings, NE
Aflac sales agents have an unlimited income potential, and you, as a bilingual sales agent, will have an even bigger opportunity to make money because you will...
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Participate in market research as required. Manage weekly and monthly supplier and internal reports. Please note we can only accept applications from persons...
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Your role would be to fully leverage Salesforce, Pardot and a host of other tools to execute inbound lead generation programs (including emails campaigns,...
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|September 1, 1993
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A controversial tale of friendship and tragedy during the Great Depression They are an unlikely pair: George is "small and quick and dark of face"; Lennie, a man of tremendous size, has the mind of a young child. Yet they have formed a "family," clinging…
|February 1, 1993
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"There it lay, the great pearl, perfect as the moon." Like his father and grandfather before him, Kino is a poor diver, gathering pearls from the gulf beds that once brought great wealth to the Kings of Spain and now provide Kino, Juana, and…
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Unburdened by the material necessities of the more fortunate, the denizens of Cannery Row discover rewards unknown in more traditional society. Henry the painter sorts through junk lots for pieces of wood to incorporate into the boat he is building, while the…
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Raised on a ranch in northern California, Jody is well-schooled in the hard work and demands of a rancher's life. He is used to the way of horses, too; but nothing has prepared him for the special connection he will forge with Gabilan, the hot-tempered pony his…
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An intimate journey across and in search of America, as told by one of its most beloved writers, in a deluxe centennial edition In September 1960, John Steinbeck embarked on a journey across America. He felt that he might have lost touch with the country, with…
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Texte intégral révisé suivi d'une biographie de John Steinbeck. Écrit pendant la Seconde Guerre mondiale par John Steinbeck, qui était à l'époque Correspondant de guerre pour le "New York Herald Tribune", " The Moon Is Down " -- " Nuits noires " ou " Lune noire "…
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The 75th anniversary of Steinbeck's masterpiece of journalism Gathered in this important volume are seven newspaper articles on migrant farm workers that John Steinbeck wrote for The San Francisco News in 1936, three years before The Grapes of…
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Este livro representa o confronto entre indivíduo e sociedade, através da epopéia da família Joad, expulsa pela seca dos campos de algodão de Oklahoma, para tentar a sobrevivência como bóias-frias nas plantações de frutas do Vale de Salinas, na Califórnia.
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The narrative begins just after Tom Joad is paroled from McAlester prison for homicide. On his return to his home near Sallisaw, Oklahoma, Tom meets former preacher Jim Casy, whom he remembers from his childhood, and the two travel together. When they arrive at…
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Pallekele International Cricket Stadium, Kandy ,7/26/2016, 10:00 (IST)
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Pakistan beat England by 75 runs
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Kalamandalam Hyderali (1946-2006) was one of the best Kathakali singers of his generation, and the first non-Hindu artiste to make a mark in the four-century-old classical dance-drama from Kerala in south India. [1] Hyderali was a native of Ottupara in Wadakkanchery of Thrissur district. His father, Moidutty, was an exponent of Mappila Paattu. [2] The art world first took notice of little Hyderali's talent when he won a local-level competition, singing the Malayalam film song \"Kalle Kaniville\". It was when he was 11 years old that Hyderali joined Kerala Kalamandalam. Hailing from a poor family, his parents had struggled to pay the admission fee -- incidentally \"a Hindu and a Christian\" helped him secure admission in the premier performing arts institute, as Hyderali later recalls in his autobiography. At Kalamandalam, he received training gurus like Kalamandalam Neelakantan
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Residents consider the Virginia Department of Social Services the primary and most reliable resource for finding quality licensed child care in Northern Virginia. Please visit their website for more information.
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The biggest news in the bond market Wednesday morning is an article by The Wall Street Journal's chief Fed watcher Jon Hisenrath and reporter Michael Derby, which reports that the Federal Open Market Committee (FOMC) is likely to raise interest rates this year — possibly as soon as September.
The FOMC's next meeting is July 26 and 27. Hilsenrath says it won't raise rates then, but could start signaling a hike is coming.
After a 20% jump in the second quarter, master limited partnerships (MLPs) are far from the bargain they once were. But a look at the sector's average yield in the past five and 20 years — plus improving sentiment — indicate there is still more room for more gains.
Poe Fratt, analyst with D. A. Davidson, makes this case in a Monday report.
Junk bonds have continued to rise in price, even as oil prices faltered the past two weeks. Prices are now well above their post-Brexit correction levels and yields have fallen — even as yields rose for high quality bonds last week.
Veteran high yield analyst Marty Fridson, chief investment officer of Lehmann Livian Fridson Advisors, used the word "staggering" in his analysis of high yield overvaluation Tuesday.
After a second quarter rally and seeing only a "fair" environment going forward, analysts at KBW expressed some caution about mortgage real estate investment trusts (REITs) going forward in a Monday report.
They also downgraded American Capital Agency (AGNC), one of the industry's bellwethers, based on valuation.
Pennsylvania "found" the $1.3 billion it needed to close its 2016-2017 budget gap last week and Standard & Poor's rewarded it Tuesday by taking the state off CreditWatch, which implies the state could be downgraded shortly. It was placed on CreditWatch July 11. The state has a double-A-minus credit rating on its general obligation debt.
But S&P assigned a negative outlook Tuesday, which means it could decide to downgrade the credit in the future — particularly if there is a revenue shortfall.
Economists are pretty much in agreement: Data released Tuesday shows that U.S. residential construction is on the rise.
But the news wasn't all positive. Housing starts climbed 4.8% over May, above expectations, but April and May were revised lower. "So let's call it a miss," writes Peter Boockvar of The Lindsey Group.
Teva Pharmaceutical Industries (TEVA) completed a $15 billion bond deal Monday — the third largest this year — which could have been much bigger, based on investor demand.
Investors expressed interest in buying as much as $70 billion in the new bonds, but Teva, which only needs $25 billion to fund its purchase of the generics business of Allergan (AGN), only issued $15 billion. It is expected to also sell bonds in Europe and Switzerland where rates will be much lower than in the U.S.
Even though many office and industrial real estate investment trusts (REITs) have been soaring in price based on dividend yields and macroeconomic factors, they will one day start trading based on fundamentals and asset values, say analysts at Stifel.
Going into second quarter earnings season, lead analyst John Guinee is emphasizing a more fundamental approach.
Given the improvement in the economy (despite Brexit) and the gains in equities, investors might think that measures of credit strength would be improving. But that's not the case, reports from two credit rating agencies show Monday.
First, from Fitch Ratings: The Fitch Fundamental Index (FFI) dropped in the second quarter to a reading of negative 3 from negative 2, mainly due to weakening corporate credit quality. It's the lowest level since the third quarter of 2009.
In an excellent example of shm-reduplication, Ward McCarthy, chief financial economist at Jefferies, declares "Brexit Shmexit" in his Monday morning note to clients.
He finds "no perceptible sign" that the British vote to leave the European Union in late June is slowing the U.S. economy.
Barrons.com's Income Investing blog helps readers find undervalued securities that offer attractive yields, with an emphasis on dividend-paying stocks, preferred shares, bonds, REITs, Master Limited Partnerships and closed-end funds.
Amey Stone is Barron's Income Investing blogger and Current Yield columnist. She was formerly a managing editor at CBS MoneyWatch, MSN Money and AOL DailyFinance. Her responsibilities included overseeing market coverage and personal finance topics. Prior to those roles, she was a senior writer at BusinessWeek where she authored the Street Wise column online and contributed to the magazine's Inside Wall Street column. Topics covered included economics, corporate finance, Fed policy, municipal bonds, mutual funds and dividend investing. She co-authored King of Capital, a biography of Citigroup Chairman Sandy Weill. She is a graduate of Yale University and Columbia University's Graduate School of Journalism.
Write to Amey at firstname.lastname@example.com


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Devious Maids Evelyn Powell is having a moment. The once-proud ice queen of Beverly Hills has swapped her palatial mansion for a room at Marisols, her devilish husband for a man of the cloth, and her wicked wit for OK, that part remains intact, but we still cant believe we caught her reading the Bible [] http://tvline.com/2016/07/18/devious-maids-spoilers-season-4-rebecca-wisocky-interview/
Another season of Devious Maids, another high-profile murder in Beverly Hills. Mondays premiere was full of twists Genevieve chose Zoila over the baby, Adrian can secretly walk after the accident and Carmens daughter has arrived in Beverly Hills, to name just a few but none so shocking as the death of Peri Westmore [] http://tvline.com/2016/06/06/devious-maids-recap-season-4-premiere-peri-dies-interview/
There are plenty of gasp-worthy moments in Mondays Devious Maids season premiere (Lifetime, 9/8c), the first and most meta of which comes courtesy of special guest star Eva Longoria. As revealed in promos for Season 4, Longoria appears as herself shes playing Flora, opposite Peri Westmore as Evelyn Powell, in the movie [] http://tvline.com/2016/06/03/devious-maids-spoilers-eva-logoria-desperate-housewives-joke-season-4/
Lifetime has booked summer return dates for a pair of drama series. The cable net said today that Season 4 of Devious Maids will premiere at 9 PM June 6, followed by the sophomore bow of UnReal at 10. Marc Cherry created Devious Maids , which was inspired by a hit telenovela andis set in a world where murder and mayhem collide in the mansions of Beverly Hills' wealthiest and most powerful families.Dania Ramrez, Roselyn Snchez, Judy Reyes, Rebecca Wisocky and Susan... Read More.... http://deadline.com/2016/03/unreal-devious-maids-season-premiere-dates-lifetime-1201729484/
Devious Maids latest addition is described as an expert manipulator, so he should fit in pretty well with the schemers and dreamers of the Lifetime dramedys twisted Beverly Hills. Carlos Ponce (Cristela) will recur in Maids upcoming fourth season as Ben, a handsome and slick manager of a major movie star, TVLine has learned exclusively. [] http://tvline.com/2016/02/03/devious-maids-season-4-spoilers-carlos-ponce-cast/
Julie Claire has booked returns to both Devious Maids and Bloodline, TheWrap has learned. The actress previously recurred on the shows in their previous seasons. She will appear on the fourth season of Lifetimes Devious Maids and the second of Bloodline on Netflix. On Devious Maids, Claire plays Gail, a friend of Evelyns, described by one character as a drunk driving, verbally abusive mess. Read More... http://www.thewrap.com/julie-claire-returning-to-both-devious-maids-and-bloodline-exclusive/
It will be a true Desperate Housewives reunion in Season 4 of Devious Maids . Exec producer Eva Longoria is set to guest star in the fourth season premiere of the Lifetime series and will be reuniting with her former Desperate Housewives co-star James Denton ( The Good Witch ), whos signed on for a recurring role. Also joining as a recurring is Latin American star Sol Rodriguez ( Tierra de Reyes), and Nathan Owens, who joined last season in a recurring role has been upped. Read More... http://deadline.com/2016/01/devious-maids-eva-longoria-james-denton-desperate-housewives-season-4-1201681131/
TV vet Grant Show is now a member of The Family, ABCs midseason drama from Shondaland alum Jenna Bans. The Family follows the return of a politicians (Joan Allen) young son who was presumed dead after disappearing over a decade earlier. As the mysterious man is welcomed back into his family, suspicions emerge is [] http://tvline.com/2015/10/02/grant-show-cast-abc-drama-the-family/
After propelling Lifetime to number two cable network with scripted programming in the time period, the mystery drama gets 10 additional episodes. Read More... http://www.aceshowbiz.com/news/view/00088891.html
A month after Devious Maids finished airing its third season, the soapy mystery drama has been pickedfor Season 4. It joins recently renewed freshman Unreal as Lifetime s only current scripted series. The renewal comes after a stable Season 3 performance, which Lifetime EVP Liz Gateley summed up as, " Devious Maids is a steady hit that continues to deliver for us. It has found a loyal audience that is socially engaged with the show. Indeed, Devious Maids third season http://deadline.com/2015/09/devious-maids-renewed-season-4-lifetime-1201548525/


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|By Business Wire
Article Rating:
|February 4, 2014 12:36 PM EST
Research and Markets (http://www.researchandmarkets.com/research/csm2wl/global_warehouse) has announced the addition of the "Global Warehouse Management System Market 2012-2016" report to their offering.
The analysts forecast the Global Warehouse Management System (WMS) market to grow at a CAGR of 16.15 percent over the period 2012-2016. One of the key factors contributing to this market growth is the need for companies to reduce their overall cost. The Global Warehouse Management Software market has also been witnessing the emergence of software-as-a-service (SaaS) based solutions. However, the high cost needed to implement WMS could pose a challenge to the growth of this market.
The key vendors dominating this space include HighJump Software Inc., Manhattan Associates Inc., Oracle Corp., and Redprairie Corp.
The other vendors mentioned in the report are Acatech Solutions Inc., Accellos Inc., Access Data System, Advanced Systems Consultants, AFS Technologies Inc., AGI Worldwide, Aldata, Appolis Inc., Aqui Tec, Argos Software, ASC Inc., Asgard Software, ATMS, Automation Associates Inc., BFC Software, Bloxx IT Solutions, Boon Software, Cadre Technologies, Camelot 3Pl Software, Deposco, eBizNEt Solutions, HAL Systems, HighJump Software, Infor, RedPrairie Corp., Logitity, @logistics Reply, Manhattan Associates, Oracle Corp., SAP AG., and Softeon Inc.
Commenting on the report, an analyst from the Enterprise Computing team said: Large enterprises and SMEs need WMS for the same reason. With the emergence of cloud computing, companies are attempting to shift all their informational data on a hosted system. SaaS-based WMS solutions have many benefits as the installation and maintenance of these solutions do not require any extra cost. The major end-users for these solutions are SMEs that face budgetary constraints for IT infrastructure and staff and are looking toward SaaS-based WMS for advanced WMS capabilities. Hence, many vendors are offering flexible payment options to customers with respect to their usage of cloud-based WMS. In addition, the need for technical support staff is eliminated, as these tasks are performed by SaaS-based WMS vendors.
For more information visit http://www.researchandmarkets.com/research/csm2wl/global_warehouse
About Research and Markets
Research and Markets is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends.
Is your aging software platform suffering from technical debt while the market changes and demands new solutions at a faster clip? It's a bold move, but you might consider walking away from your core platform and starting fresh. ReadyTalk did exactly that. In his General Session at 19th Cloud Expo, Michael Chambliss, Head of Engineering at ReadyTalk, will discuss why and how ReadyTalk diverted from healthy revenue and over a decade of audio conferencing product development to start an innovati...
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Cloud analytics is dramatically altering business intelligence. Some businesses will capitalize on these promising new technologies and gain key insights that'll help them gain competitive advantage. And others won't. Whether you're a business leader, an IT manager, or an analyst, we want to help you and the people you need to influence with a free copy of "Cloud Analytics for Dummies," the essential guide to this explosive new space for business intelligence.
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So, you bought into the current machine learning craze and went on to collect millions/billions of records from this promising new data source. Now, what do you do with them? Too often, the abundance of data quickly turns into an abundance of problems. How do you extract that "magic essence" from your data without falling into the common pitfalls? In her session at @ThingsExpo, Natalia Ponomareva, Software Engineer at Google, provided tips on how to be successful in large scale machine learning...
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Early adopters of IoT viewed it mainly as a different term for machine-to-machine connectivity or M2M. This is understandable since a prerequisite for any IoT solution is the ability to collect and aggregate device data, which is most often presented in a dashboard. The problem is that viewing data in a dashboard requires a human to interpret the results and take manual action, which doesn't scale to the needs of IoT.
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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.
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"C2M is our digital transformation and IoT platform. We've had C2M on the market for almost three years now and it has a comprehensive set of functionalities that it brings to the market," explained Mahesh Ramu, Vice President, IoT Strategy and Operations at Plasma, in this SYS-CON.tv interview at @ThingsExpo, held June 7-9, 2016, at the Javits Center in New York City, NY.
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Business Development Manager Salaries in New York, NY
The average salary for Business Development Manager jobs near New York, NY is $84,993*.
Top 10 Related Jobs and Salaries
Similar Locations
Popular Companies
* Please note that all salary figures are approximations based upon third party submissions to Simply Hired. These figures are given to Simply Hired users for the purpose of generalized comparison only. Minimum wage may differ by jurisdiction and you should consult the employer for actual salary figures.
Top Business Development Manager jobs near New York, NY
Business Development Manager
Travelzoo - New York, NY
The Business Development Manager is an experienced role with the responsibility of positioning Travelzoo's products as a viable advertising source to high...
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The Global Sales Manager position will oversee all business development activities within the various named global accounts....
Business Development Manager
Marx Myles Inc. - New York, NY
Business, sales preferred:. Communicate with corporate businesses, educational institutes, nonprofits. Is a Print and Specialty Products Company in business 25...
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Anthony Brands-prestige skincare company New York City - New York, NY
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NOTE: The Illinois History and Lincoln Collections Reading Room will be closed from August 2-8. Books and manuscript collections may be requested for use in the University Archives Reading Room (Main Library 146) during this time. The University Archives is open 8:30am-5pm, Monday, Tuesday, Thursday, and Friday, and 10am-5pm on Wednesdays.
Paging of IHLC materials will be available from 9am-12pm and 1pm-4pm. Please call the University Archives Reading Room at 217-333-0798 for assistance with requests for IHLC materials between August 2 and August 8.
Hamlin, Hannibal (1809-91). Letters, 1860-65 | Illinois History and Lincoln Collections
In these letters to his wife, of which the Library has photostats, Hannibal Hamlin discusses political events, conflicts, and policies, as well as personal and family issues.
The photostats were made for Professor James G. Randall in 1940. Most of the originals, and two copies, are now in the Hamlin collection, Raymond H. Folger Library, University of Maine, Orono.


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Rex Hotel, Brittany
- Free WiFi and free parking
Main amenities
- 24 guestrooms
- Rooftop terrace
- Breakfast available
- Bar/lounge
- Air conditioning
- Garden
- Luggage storage
What's around
- Hospital of South Brittany (0.5 mi / 0.8 km)
- Stade du Moustoir (0.9 mi / 1.4 km)
- La Thalassa (1 mi / 1.6 km)
- Metropolis Lanester (2.1 mi / 3.4 km)
- Parc des Expositions Lorient (2.1 mi / 3.4 km)
Rex Hotel, Brittany
Hotel Info: 866-539-8117from $70
- Triple Room
- Standard Double Room
- Single Room
- Superior Double Room
- Quad Room
Also popular with travelers from the USA
At a glance
Key facts
Hotel size
- This hotel has 24 rooms
- This hotel is arranged over 4 floors
- Check-in time 2 PM-9:00 PM
- Check-out time is 11 AM
- Express check-in
Required at check in
- Credit card or cash deposit required
- Government-issued photo ID required
Travelling with others
- Pets allowed *
- Free WiFi in rooms
- Free self parking
Nearby Three Star Brittany hotels
In the hotel
- Buffet breakfast daily (surcharge)
- Bar/lounge
- Room service (during limited hours)
- Luggage storage
- Number of buildings/towers - 1
- Rooftop terrace
- Garden
In the room
- In-room climate control (air conditioning)
- Air conditioning
- Soundproofed rooms
- Hair dryer
- Flat-screen TV
- Cable/satellite TV channels
- Free newspaper
- Free WiFi
- Phone
Top Brittany hotels
Recently reviewed hotels in Brittany
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"Charming hotel and great location. Staff was very helpful. Although our room was not in the older part of the hotel, it was very nice. We could walk to restaurants, shopping, and…"May 20, 2016
- Best Western Plus Celtique Hôtel & SpaFrom
"Wish I had more time to enjoy the pool and activities of the spa. I would definitely come back!"Mar 23, 2016
- EuropaFrom
Nearby hotels
Rex Hotel, Brittany's small print
Also known as
- Rex Hotel Lorient
- Rex Lorient
Mandatory fees
You'll be asked to pay the following charges at check in or check out:
- A tax is imposed by the city: EUR 0.7 per person, per night
Optional extras
Buffet breakfast is offered for an extra charge of EUR 10.50 per person (approximately)
Pets are allowed for an extra charge of EUR 10 per pet
We have included all charges provided to us by this hotel. However, charges can vary, for example, based on length of stay or the room you book.
Recent reviews
Excellent 4.1 /5 from 10 reviews
My stay at the REX Hotel was amazing. This lovely boutique hotel was friendly and inviting while the service was over the top! I would recommend it to anyone going to Lorient!
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