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Virginia can't manufacture demand at Dulles
If a shrinking number of people want to fly in and out of an airport, is the solution to spend a billion dollars to build a road there? Or is the better approach to build infrastructure where people do want to go?
The former doesn't seem to make a lot of sense, but that's exactly what we're hearing from the Metropolitan Washington Airports Authority (MWAA) and Virginia officials about the proposed Bi-County Parkway from Prince William County to the airport.
The Post explored the question in the July 14 Metro article "Could a Pr. William-Loudoun road revive Dulles?" The basic issue is that people seem more eager to fly in and out of Reagan National Airport than Dulles. Congress recently added exemptions to Reagan's perimeter rule that has allowed airlines to add more long-distance flights, helping to spur a 5 percent increase of passenger traffic last year. Meanwhile, Dulles saw 2 percent growth in international traffic, but domestic traffic dropped 8 percent.
Well, yes, this is actually the mission of the Metropolitan Washington Airport Authority (MWAA). Airports earn their revenue through concessions (more passengers at Dulles means MWAA can charge higher leases), rental car fees, Passenger Facility Charges, among other sources of revenue. Given the way that airports are financed, it makes perfect sense that MWAA wants more passengers at Dulles.
Second, I think one of the reasons for the decline in passengers at Dulles is that, to the extent that the recent recession affected the DC metro region, it was the more distant suburbs and exurbs, especially Prince William County, that suffered the effects of higher unemployment and the housing downturn. These are also the potential passengers that would be more likely to use Dulles instead of Reagan.
Plus I thought the justification (by McDonnell at least) was that the Bi-County was crucial to help all the struggling freight businesses and cement Virginia's reputation as "pro-business" which means spending whatever it takes to shave minutes off of a truck driver's schedule. Damn the ROI (or the fact that if you can get commuters out of their cars you'll also speed up delivery times), full speed ahead.
I would also like to see light rail in the median of Route 28, connecting I-66 and Route 7. Route 28 is a fairly dense (dense at least for western FFX and Loudoun County) corridor of office parks, hotels, and the Air & Space museum.
As it stands now, if I understand correctly, the terminals are the problem, not the runways. MWAA could spend hundreds of millions of dollars completely rebuilding the terminals (except A, with its historic designation), but that's expensive, and eventually, you'll need more runways and/or more apron space.
Personally, I think building Dulles was a mistake. I think the federal and local governments should have focused either on finding ways to squeeze more out of National or to build a closer airport. Maybe turning Andrews into a joint civil-military facility would have been a good idea (especially since it's so close to the green line now). But we have Dulles, and it had a lot more space than National.
Admittedly, BWI is owned and operated by the state of Maryland and Dulles is owned and operated by MWAA but the former seems like a much better fit for air cargo facilities. Baltimore actually has manufacturing. Like Dulles and MWAA, BWI owns several thousand acres there and this area is also well-served by transit.
Two projects underway should help Dulles quite a bit: the Silver line, and eventually, the new terminal buildings should both help Dulles' appeal to travelers.
And of course the AIRLINE AUTHORITY wants to build business at the airport. They just spent how much $$$ on renovations at that airport...trains, security plaza, bathrooms, etc. They want to build on that investment. DCA simply cannot take up that slack.
"Personally, I think building Dulles was a mistake. I think the federal and local governments should have focused either on finding ways to squeeze more out of National or to build a closer airport"
As of 2011, there were 1.1M residents in Fairfax Co, 420,000 in Prince Williams Co, and 325,000 thousand in Loudoun County. This is nearly 2M passengers for whom Dulles is closer and more convenient than Reagan (there are 630,000 DC residents, 300,000 Arl Co. residents, and 150,000 Alexandria residents). There are 1M Montgomery Co. residents.
I know this blog is Greater Greater Washington and focuses on DC issues but it is not clear at all that Dulles is inconvenient for many of the residents in the DC metro region, especially with the forecasted growth at Tysons and the Reston-Dulles corridor.
If Baltimore needed a freight terminal, Martin State Airport is pretty well located and has room to grow.
About half of Fairfax county is actually closer to Reagan. For instance from Huntington is 6 miles from Reagan but 36 miles from Dulles.
Also PG county has over a million residents as well.
The MWAA is supposed to service Maryland, DC, and Virginia
"If Baltimore needed a freight terminal, Martin State Airport is pretty well located and has room to grow."
BWI is closer to the 5.5M residents in the DC metro region and the runway at Martin State Airport is less than 7,000 feet (http://en.wikipedia.org/wiki/Martin_State_Airport), not nearly long enough for trans-Atlantic air cargo flights.
"Also PG county has over a million residents as well."
My mistake but the point is still valid-- Dulles is not in the sticks either.
B: I think that MWAA is right to try and get Dulles busier because it can handle much more capacity so its costs are lower on the margin. But I think the bi-county parkway is a bad idea and the argument that its needed to help dulles is similarly bad.
I am as skeptical of building more roads as anyone here but if western Fairfax and Loudoun grow by another 300,000 - 500,000 residents, will there be a need for more roads to accommodate them?
Other than that, 202_cyclist is right. There are a boatload of people in Fairfax, Loudoun and MoCo for whom Dulles is way better than Reagan or BWI. For starters, Reagan does not fly international, other than to Toronto and Montreal.
Dulles was built with construction materials hauled in on the W&OD... which no one thought to keep to provide service to the new airport.
Sure it'd have needed upgrading, but it was an electric railroad through now very dense area in nova.
Now, I'm all in favor of more traffic using DCA. I think it's a centrally located airport and there just aren't enough of those in the USA. I also think that, while at capacity, it is severely under-utilized. How so?
Generally speaking, most of the aircraft at DCA are regional jets (about 60%). Even though the airport is effectively at its capacity, smaller aircraft prevail. While regional jets have taken on an increasing traffic share at most airports, the perimeter restriction at DCA, coupled with the number of business travelers (who tend to favor more frequent flights) means that while DCA's runways have no more room, there's a lot of unused capacity.
I think one way you could solve the problems would be to get rid of the perimeter restriction and raise the landing fees and other charges. Basically, you'd be encouraging fewer flights with bigger planes and to more destinations. Newer aircraft generate less noise, and anyways since there would be fewer flights, the higher noise levels of individual flights would be less of a concern.
In addition, I personally think that DCA should invest in customs handling facilities to enable a few international flights per day. Despite the limited space, there is adequate space near the south end of the field for a small international terminal. Washington National will never become a large international hub, but even two or three international flights per day would definitely help out downtown.
So first it is good to put a freight terminal near Baltimore because it has manufacturing but then we need to get it closer to DC to serve DC's population.
BWI is far better located to serve Baltimore's (and some of DC's) population with Amtrak, MARC, Light Rail, and numerous interstates(95, 97, 295 etc).
Martin State does have a poorly served small MARC station and could add Amtrak stops but will never be as good for most of the Baltimore/DC population nor will roads ever be as good.
Martin also is surrounded by cheap industrial zoned land that could be(some is already) used for manufacturing and warehouses.
If the runway isn't long enough, it could be extended. It looks like it might have to destroy a marina but it could be done.
The point is, BWI has a profitable passenger business right now. Martin State Airport has a small national guard station that is likely gone in the next decade anyway. If you wanted to add a freight terminal it would be easier to extend a runway at Martin than build an additional runway a BWI.
" For starters, Reagan does not fly international, other than to Toronto and Montreal."
Correct but there is no reasone for this other than the ridiculous perimeter rule (which was a separate discussion here recently). Without the perimeter rule, Reagan could have flights the Caribbean and Mexico, especially with the more fuel efficent 737s and A320s that are planned.
The first half of your column, where you oppose the Bi-County way, can be used equally to oppose the Silver Line to Dulles.
Umm, how so?
The Bi-County parkway would connect a low-density place and Dulles. The silver line connects Dulles to Tysons (which is going higher density) and downtown DC along a route that is already heavily traveled.
I'm not sure a few flights to Europe/mexico would really justify the cost of customs. I think people are also more price sensitive when it comes to international flights and are more willing to add 30-60 min to their ground commute when the flight is 6 hours rather than 2 hours.
"As of 2011, there were 1.1M residents in Fairfax Co, 420,000 in Prince Williams Co, and 325,000 thousand in Loudoun County. This is nearly 2M passengers for whom Dulles is closer and more convenient than Reagan (there are 630,000 DC residents, 300,000 Arl Co. residents, and 150,000 Alexandria residents). There are 1M Montgomery Co. residents."
Arlington County's population is not at 300,000 residents. It's near 220,000.
"Washington National will never become a large international hub, but even two or three international flights per day would definitely help out downtown."
Absolutely right. International passengers tend to spend a lot more during their travel here. Additionally, this would benefit the DC economy my having more direct non-stop flights to Mexico, Central America, and the Caribbean. International traffic is also the fastest growing segment of aviation.
Robert Puentes of Brookings had an interesting report, "Global Gateways" about this last year: http://www.brookings.edu/research/reports/2012/10/25-global-aviation .
Aaron Z.:
"Generally speaking, most of the aircraft at DCA are regional jets (about 60%). Even though the airport is effectively at its capacity, smaller aircraft prevail. While regional jets have taken on an increasing traffic share at most airports, the perimeter restriction at DCA, coupled with the number of business travelers (who tend to favor more frequent flights) means that while DCA's runways have no more room, there's a lot of unused capacity."
This is also absolutely correct. Reagan has some of the smallest aircraft size and load factors of any large airport: http://www.gao.gov/assets/650/648378.txt .
"Also PG county has over a million residents as well."
I think BWI is probably just as competitve as Reagan-National for many of these passengers, especially when you consider that BWI has lower fares than Reagan.
1. A new road WEST of dulles does not accommodate people in western Fairfax, period.
2. Any significant new growth in western fairfax is going to be TOD locations, since western Fairfax is almost built out. While folks at TOD locations do own and use cars, for the most part supporting that growth will mean more transit - beyond the Silver line, and BRT or rail on I66, it means transit on rte 28.
3. Its questionable how much growth in the transitional zone in Loudoun is desired by Loudoun, and how much is good for the region
4. If there is a lot of growth in that part of loudoun (further east is approaching build out, and further west is off limits under Loudoun county zoning)it will mostly need east-west capacity, not north south.
by AWalkerInTheCity on Jul 19, 2013 12:43 pm • link • report
Another thing they could also upgrade the airport. National is still far nicer and more convenient to get around inside.
Well, to be honest, finding ways to increase traffic - and thereby revenue - at Dulles IS MWAA's job.
by Christopher Butler on Jul 19, 2013 12:53 pm • link • report
That all depends on where you live. I have rarely seen traffic jams on the Dulles access road.
It really depends on where you are in PG county and what method of transportation you are planning on using to get to the airport.
National Harbor to the airport by taxi?
It seems that a better approach would be to build the Manassas Bypass between Prince William Parkway and I-66, and upgrade I-66 between there and VA 28.
"I'm not sure a few flights to Europe/mexico would really justify the cost of customs. I think people are also more price sensitive when it comes to international flights and are more willing to add 30-60 min to their ground commute when the flight is 6 hours rather than 2 hours."
Businesses do try to place themselves closer to those international gateways. Look at the development of the Dulles corridor, or the the rapid development in Rosemont near Chicago O'Hare (or numerous other examples). When the big international gateway is out in the suburbs, businesses will try to relocate along the corridor from the "old" downtown and the new gateway.
Even if passengers are willing to travel a bit further, they will try to minimize that. For large businesses, that might mean moving closer to the big airport so that each trip to/from there is shorter.
As for cost; in an ideal world, they'd build up a small pier terminal near the current terminal A at the site of the old (demolished) American Airlines Concourse (it's currently being used for overnight aircraft storage).
Runway length at DCA is sufficient for a Boeing 767 or 757 with a full passenger load and medium cargo load (the latter would probably be limited by range to United Kingdom or Latin American destinations). A 787 could conceivably operate from DCA, but it'd have a more limited payload and would be pushing at FAA minimum runway length limits even with a relatively light payload.
I know, right?
Many of the National flights are very short shuttle types - NYC, Boston etc.
Take the road money, put it into rail, allowing you to speed up travel and have more trains.
That way the air slots open up longer distance flights and larger planes.
"Well, to be honest, finding ways to increase traffic - and thereby revenue - at Dulles IS MWAA's job."
Technically MWAA is responsible for Dulles *and* Washington National (and maximizing revenue from both), but that's a bit of a nitpick.
MWAA does focus more on Dulles because, to an extent, growth there is really easy to implement. At Washington National, the FAA has a ton of jurisdiction in terms of flight slot allocations, and you also have local pressures such as Alexandria and Arlington that fight growth based on noise concerns.
By comparison, Dulles is far removed from those neighborhood concerns and has runway capacity to spare, with MWAA having a lot more control over how to allocate slots (plus, they can offer good deals to entice new flights). So basically, faced with challenging political battles on the one hand or basically no challenge at all on the other, MWAA focuses its energy on Dulles.
And imagine how much quieter Rosslyn and NW DC would be as well.
The biggest problem that DCA faces in getting additional international flights, besides aircraft capacity, is insufficient space for customs and immigration processing. That was the main reason that flights to SFO diverted to Seattle and LAX, instead of Oakland and Sacramento, during the recent crash because they has the capacity to handle immigration and custom demands of international flights.
In terms of international trips, your time flexibility is going to be greater because it's already a long trip. National's efficiency is getting to/and from the airport quickly for short flights. Most international flights are going to have connections anyway so what does it matter if the connection ends up being Atlanta or New York or LA rather than London or Rekjavik or Abu Dhabi. I can't have a connection somewhere
And you either have to wait for a mobile lounge to reach them from the main terminal or trek about a quarter-mile back from the Aerotrain stop built under where C/D's replacement is supposed to go.
My other gripe with IAD is getting to and from there. The Silver Line will help a lot, even in its first phase; now that the second phase is officially underway, MWAA needs to get with UA to replace C and D.
by Rob Pegoraro on Jul 19, 2013 2:14 pm • link • report
Businesses do try to place themselves closer to those international gateways. Look at the development of the Dulles corridor, or the the rapid development in Rosemont near Chicago O'Hare (or numerous other examples). When the big international gateway is out in the suburbs, businesses will try to relocate along the corridor from the "old" downtown and the new gateway.
Im sure they do, but adding 3-5 international flights a day isnt going to make DCA an international gateway airport. If we could pave over the entire potomac add 3 additional runways there and on Boiling Airforce Base we might be able to add enough international flights to get that international gateway effect. DC itself isnt much of an international gateway compared to NYC, Chicago, LA, or SFO.
The international flights take more space and so are probably best served out in Dulles or BWI
This may be true, but it doesn't fit the article.
Amen brother. I guess the force is still strong with the Gipper.
I'm sure moving some small-aircraft traffic to one or the other would be quite feasible, no? Manassas isn't much farther afield than BWI, at least for travel to and from DC.
by Ser Amantio di Nicolao on Jul 19, 2013 2:44 pm • link • report
But I understood Mr. Alpert's editorial to be an attack on Virginia's intent to move forward with the Bi-County Parkway.
The population in Manassas, South Riding, and Ashburn continue to grow, and there's no good way to move north-south, west of Sully Road. The airport certainly can make good use of this road, but I think it probably should be built, regardless of whether IAD is a major port for frieght.
I'm not sure college park's airport can service jets. Its runway is a third the size of BWI's or DCA's. It could make for a nice heliport, if people wanted to go all the way out to college park to take a helicopter to baltimore/eastern shore
I'm sure moving some small-aircraft traffic to one or the other would be quite feasible, no? Manassas isn't much farther afield than BWI, at least for travel to and from DC."
These airports do not have the parking, terminals, and other infrastructure to support commercial flights. Additionally, the smaller regional jets often are necessary in the airline hub & spoke system. Many of the passengers are Reagan or Dulles are connecting passengers. You need the passengers from Toledo or Norfolk to make some of the other routes feasible.
There were lots of omissions in the recent GGW piece on transit to Dulles and in this piece too. Where is the call for regional transportation planning as it relates to both freight and airports?
This entry has links to some of those kinds of plans in Puget Sound and SoCal.
The reality is that MWAA is going to want to develop those 4000 acres. And Virginia is going to promote what it sees as its interests first and foremost, whether or not they make any sense.
In my entry I suggest that it would be interesting for the BMC and the MWCOG TPB to do a joint regional transpo plan for all airports (as suggested by 202_cyclist). I can't remember if I said the same thing for freight planning through the "I-95 Corridor" but that should be done jointly by BMC-TPB also.
by Richard Layman on Jul 19, 2013 3:02 pm • link • report
by Richard Layman on Jul 19, 2013 3:04 pm • link • report
by Ser Amantio di Nicolao on Jul 19, 2013 3:04 pm • link • report
Actually only a handful of business jets use National after the security restrictions following 9/11. This is one of the reasons why National/Reagan has available unused capacity now. The GAO report that I linked to above discusses this.
"Im sure they do, but adding 3-5 international flights a day isnt going to make DCA an international gateway airport....
The international flights take more space and so are probably best served out in Dulles or BWI"
You don't need to turn DCA into a major international airport, you'd just have a few daily international flights to support companies that would rather locate themselves closer to downtown DC than Dulles. Even a few international flights can impact that decision-making from an individual company's perspective.
Yes, Dulles is the primary international airport, but that doesn't negate the possibilities for DCA to be an interesting secondary airport. Let's not forget that BWI has only one daily flight to London and a seasonal flight to Germany; DCA easily could support daily flights to London, Paris, and probably Amsterdam, plus some Latin American destinations.
Let's not forget that BWI has only one daily flight to London and a seasonal flight to Germany; DCA easily could support daily flights to London, Paris, and probably Amsterdam, plus some Latin American destinations.
If BWI cannot support more than 1 flight to Europe daily I don't know how DCA is. Yes there are people who would like to take a convenient trip to a nearby airport and take a nonstop flight to London/Paris but how many of them are willing to pay the premium of higher airfare to do so? Even with the added continence of DCA over IAD, with IAD having more flights it will allow for more options on departure times.
Sorry, should've clarified a bit. I wasn't talking about jet aircraft, but business craft - I understand a lot of business jets use Manassas as it is. And I know quite a few use National, at least as far as I can recall.
Pretty sure business jets are jet aircraft.
I was talking about College Park, which is too small for jet aircraft.
It's runway is really short, like twice as long as an aircraft carrier short. There is also now a 14 story building directly in its flight path. It's not of much use for much other than recreational aircraft, where speed and continence aren't all that important.
Manassass has a nice long runway and is fine for business jets, but as 202_cyclist says, it doesn't have the amenities to make it a commercial success and it is further out than Dulles for most people and Dulles has plenty of room.
"If BWI cannot support more than 1 flight to Europe daily I don't know how DCA is. Yes there are people who would like to take a convenient trip to a nearby airport and take a nonstop flight to London/Paris but how many of them are willing to pay the premium of higher airfare to do so? Even with the added continence of DCA over IAD, with IAD having more flights it will allow for more options on departure times."
Airfares probably wouldn't be that much higher. The new United Airlines flights to SFO point to the fact that in reality there would only be a maybe $100-150 increase (IAD-SFO vs. DCA-SFO price difference is about $50 all else equal last time I checked). For many people who would otherwise take a cab out to Dulles and who are in downtown DC or points east/northeast, you'd actually stand to save money overall.
The Silver Line will change the equation somewhat since it will make travel to Dulles cheaper and reasonably quick (on the order of 45-75 minutes from downtown depending on where exactly you start and waiting time), but DCA would still be far easier to get to.
In addition there's also the fact that the international markets out of DC are basically controlled by United Airlines right now. A few American Airlines flights from DCA to Europe could actually lower prices across the board.
It argues against spending transportation money to a place where apparently nobody wants to go.
@ Richard B:I'm not sure a few flights to Europe/mexico would really justify the cost of customs.
Many Carribean islands would be happy to let customs happen on their island. The (US)VIs do it (ok customs). Aruba does it.
The best you might get in the future is a few more flights to vacation destinations with pre-clearance at the overseas airport.
DCA already has flights to Canada because Canada is willing to do customs and immigration in Canada. I'm sure any Caribbean island that is willing to could set up flights to DCA if it did the customs and immigration there rather than here. The problem is London/Paris/ even Mexico City are unwilling to. I really don't think there is much of a market for a quick weekend getaway flight to Aruba(6 hour trip?) because it is too far away and the additional cost would push too many people away.
The US virgin islands is US territory, no customs or immigration needed, although many flights go through Puerto Rico which is also US territory.
BWI use to do a lot more international flights before 9/11. The costs of customs and immigration shot up after that.
A couple of years ago, we had to fly to Newark to make an international connection. The plane we were on was a small turbo-prop - I called it a flying coke can. Not only was it small and cramped, but the ride was bumpy and there was no heat. On our return we bailed at the airport and took Amtrak home. We arrived back at Union station before the original flight back had even taken off (due to mainly to a long layover, but the flight left late as well).
Is that all you got out of reading it? Perhaps you need to read more closely. I provided the basic difference between the two but you chose to ignore that apparently.
As for TOD, Tysons is an obvious place to do it, but Dulles isn't as obvious. The problem is that it's so far away from preexisting density that any development there is going to mostly serve people who live at very low density, have car ownership rates approaching 100%, and are unlikely to take transit. So the development would be transit-adjacent but not transit-oriented.
The ideal Tysons would be a new Crystal City. With that density, at least the inner part of the line could get enough ridership to justify the cost. The DC area is growing very quickly, so there are opportunities to shape growth along sustainable lines: this means DC height limit repeal, more TOD near existing Metro stations (e.g. Braddock Road is pretty dreary), and choice Metro extensions to do sprawl repair in Tysons and other sites that are ready for TOD. I just don't see how Dulles can be one of those sites - too far and sprawly.
Here's the thing-- an airport near a metro area requires a direct rail connection to the center of the city. This is, IMHO, a non-negotiable feature of such an airport.
Even if none of that ends up being true TOD, phase 2 contributes to TOD at Tysons - it makes it possible to achieve job growth at Tysons without as big an increase in auto trips to Tysons as would otherwise take place. The alternatives would have been to try to repair tysons with only residential and no more offices - I dont think the numbers work for that. Or a "gold standard" BRT in an attempt to get equivalent transit share - I dont know even gold standard BRT could match the transit share of heavy rail.
A large chunk of the money for phase II is coming from increased Greenway tolls and so isn't available for other projects.
Then let the airport pay for it out of air passenger fees. From the perspective of the transit network, airport access is perfectly negotiable, and often there are better ways to spend limited money. The JFK AirTrain for example is a total boondoggle: at current ridership, it cost $150,000 per daily rider in 2010 dollars, versus $23,000 for Second Avenue Subway Phase 1 according to ridership projections, and about $35,000 for the unfunded Phase 2 according to the original budget. In Los Angeles I can see a useful airport connector - LA Union Station-LAX via the Harbor Subdivision, with local trains serving Inglewood and South Central in addition to some intercity trains running express - but that's because the airport happens to be next to a good rail corridor. DCA is also next to a good rail corridor and is justifiably served. Dulles is not.
That it also serves the airport is a bonus (and one which helped justify MWAA allowing use of the DTR ROW)
the above is actually at Wiehle ave, which is part of phase 1, but illustrate TOD impact west of tysons
Substantial population growth is continuing in both counties and is unlikely to abate anytime soon. By 2020 the population of the two counties is projected to exceed 1 million. Robust growth, too, is continuing in adjacent Stafford and Fauquier counties, as well as the eastern counties of West Virginia. Following in the footsteps of this growth will come added political pressure (and power) for more road miles to be constructed, either expanded or new.
The pertinent question to ask is not if but when the Bi-County should be built. Is it truly needed now or in the near future? When placed in a needed soon paradigm, the proposed road doesn't make a lot of sense. The population growth is not yet there. But 25 hence, the picture may be much different. With this in mind, wouldn't it be wise to continue the planning process and set aside land, but postpone construction until the road is truly needed.
In the meantime, Northern Virginia, namely Fairfax County, is best served by pursuing development projects that enhance the region's major commercial centers, first and foremost Tysons. And this means moving beyond simply building roads, and more toward developing walkable, mixed-use communities. The number one project that would lift Tysons to economic powerhouse status is extending the Purple LIne across the Potomac through McLean into Tyson, with further expansion to either Vienna or Merrifield. The $1.5 billion allocated to build the Bi-County Parkway would go a long way in moving a Purple Line extension forward.
"Then let the airport pay for it out of air passenger fees."
Federal law prohibits airports from doing this. They can pay for a station if it serves the airport but they can't pay for the entire Phase II segment. Federal regulations limit what Passenger Facility Charges can be used to finance.
"DCA is also next to a good rail corridor and is justifiably served. Dulles is not."
If the purpose of a rail connection to Dulles is just to serve the airport, then yes, perhaps it is not justifiably served. As I mentioned above, however, MWAA has 4,000 acres of land at Dulles and there will be three metro stations within 3 miles of the airport (http://www.dullesmetro.com/stations/). There are significant transit-oriented development opportunities at the airport.
At the same time, federal funding for large-hub airports will be constrained in the near and medium-term. As with other modes of transportation, local governments will be looked towards to finance more of their operating costs and capital investments. MWAA is going to have every incentive to development this land to ensure revenue-generating uses, rather than just have surface parking lots surrounding the airport.
"Dulles phase 2 is not an airport connector. Its a heavy rail line tying Tysons corner to the rest of the commerical corridor of which it is the eastern end, and which is also its most important residential feeder zone - Reston-Herndon-Eastern Loudoun. Some riders will access via park n ride, but as TOD grows - EXISTING development at RTC, and planned growth at Herndon, Innovation, and in Loudoun - the proportion accessing it by foot and bike will grow."
Exactly right-- the purpose of the Silver line has been primarly to develop Tysons and the Reston-Dulles corridor, and second, provide a rail connection to the airport.
Admittedly, some of the stations in Loudoun County are difficult to justify but I suppose this is the price to pay in order to get their political support for the funding. I also think that the development around the Loudoun stations will certainly be denser than that found next to some of the outer Green line stations (Greenbelt, Branch Avenue). I seem to remember that Greenbelt has cow pastures within a 1/2 mile of the metro station.
Which is significantly different in structure from the Silver Line. The JFK AirTrain is, at best, a local rail loop the allow travel within and around the airport. The Silver Line is a rail connect to Tyson's, Arlington, and Downtown DC. An analogy would be a direct rail line connecting JFK to Penn Station or Lower Manhattan, which would undoubtedly get a lot more passengers.
Inorite? I call JFK Idlewild, too, because I am just allergic to the names of random dead presidents.
by J.D. Hammond on Jul 19, 2013 5:30 pm • link • report
Dulles is a hub fortress for United; hence why fares are high and why passengers have been looking and going elsewhere
the ICC has eased getting to and from BWI, drawing off some travelers from Frederick and upper Montgomery County who previously used Dulles; moreover, the principal air carrier at BWI, Southwest Airlines, is a tough competitor with a loyal following, and offers fares that are hard to beat
the security screening system at Dulles still is not up to par, and needs improvement; this is an annoyance to all travelers, but particularly those on business with tight deadlines
the merger between United and Continental produced a system with two major hubs on the East Coast, EWR and IAD; previously United fed its hub traffic through Dulles, but now there's several options
due to the Great Recession, as well as rising fuel prices, the major airlines trimmed service to force up fares and to increase load factors; Dulles has felt the impact of this more sharply than many other airports because United has trimmed and trimmed
the new outside-the-perimeter flights at Reagan National have bled some flights and traffic from Dulles; travelers who have business in DC itself prefer to fly into Reagan National as it's very convenient to downtown
As the population grows in Loudoun and Prince William counties as well as elsewhere, passenger numbers at Dulles will rebound and grow. The opening of the Silver Line will, of course, help too.
introduction of the Silver Line by 2020 will have a significant effect on ridership. The new Silver Line stations would comprise approximately 44,000 daily boardings." The cost is $6.8 billion, which means that depending on what percentage of Silver Line trips end at preexisting stations, this is between $75,000 and $150,000 per daily rider.
Granted, there are worse ways to use the money, like burning it, and even worse ones, like building the Bi-County Parkway (because what NoVa really needs is more pollution infrastructure, or something). But there are way better ones.
As for TOD, I'm not aware of successful TOD this far away from preexisting density. The main examples of success I know are Crystal City and Arlington in Washington, and Metrotown in Vancouver. These are about 10 km from the traditional primary CBD, give or take. Dulles is 40 km away.
"I call JFK Idlewild, too, because I am just allergic to the names of random dead presidents."
That's OK, I still call my local drugstore "Peoples" even though CVS bought them 19 years ago, and the actual building wasn't built until 5 years after they were gone.
I'm also just generally confused by the number of people who say Dulles is so difficult to get to and security is a problem. I've never had a problem with security at Dulles--unlike Reagan--and many of us in NoVA prefer Dulles. There are various buses from different metro stations that go the airport. Also, I never understand the lovefest with BWI...talk about an airport that's difficult to get to. Not in terms of roads, but if you need to get to it during any normal time of day (not early morning or late night), who knows how long it will take. Thanks, but no thanks, I'll use Dulles.
The drawback to IAD as a freight destination is that the logistics hubs for the region closer to BWI. Some very large airports are surprisingly weak in the freight arena--ATL, which is #1 in passenger traffic, is one of these. ATL is near what used to be a hub for Atlanta area logistics, but with the decline of of areas S of downtown, most of that has shifted northward and the airport is close to one of the most congested corridors in the metro area which adds to its unattractiveness. The logical place for new logistics development near ATL has tremendous brownfield issues which means that even the less congested, genetrifying areas near ATL can't help it as a freight destination despite Atlanta's long regional role as a distribution center in the South. At best IAD could better serve the sectors that are in NoVa.
More roads, at this late date, won't help NoVa traffic or the compensate for IAD's regional limitations as a freight destination. It will take a long time for Tyson's to be anything other than the dystopia it is now and places with less potential for dnesity (most of post-50s NoVa) will require a rethinking of infrastructure rather than dusting off long planned highway plans. But an op-ed needs to provide a vision of what that might take and how it can accomodate people better than what exists now.
"The domestic trade would improve if United made known its commitment to the airport--it's the smallest of United's pre-merger hubs and has never made much money."
Yes, the smallest pre-merger hub, but not a money-maker? Do you have reference to back up that claim? I've heard that IAD is quite lucrative for United.
Given there are parts of the existing metro system that don't yet have TOD, you have to think on a 20-30 year horizon for the kind of development being contemplated. With that said, even the number of riders anticipated in the short term mean a corresponding reduction of singe occupancy vehicles on existing roads, which translates to more room to roam for those whoc continue to choose to drive.
Everyone of them has been through BWI. I am outside the DC National perimeter, and I will not pay taxi fares in & out of Dulles.
I try to arrive & leave on weekday so I can take MARC (120 mph for $6 :-) but Amtrak will do on weekends. A short free shuttle and then a quick train ride, use the bathroom if I need to at Union Station and then turn right and down to Metro.
Southwest in & out of BWI (great service & low fares, no cancellation fees) and time to my hotel is comparable to Dulles.
by Alan Drake (AlanfromBigEasy) on Jul 20, 2013 7:40 am • link • report
are you familiar with Reston Town Center? Its already got most of the characteristics of TOD, minus the transit.
also thats 2020 ridership. Phase 2 will not be completed till 2018. So thats only two years after phase 2 is opened, and its relatively early in the Tysons redevelopment project. Ridership will increase from that.
The airport seems pretty hostile to people using it as an endpoint, though, and it took me a solid 45 minutes to get from my gate to the exit. There was no signage at all directing me to the exit, so I went further into the D terminal which then required me to take a "mobile lounge," i.e. shuttle bus, to reach the main terminal. Once I got there I still didn't see any signs pointing to the exit but I at least picked the right general direction and made it out.
It seems like the airport is still oriented toward people transferring there en route to elsewhere. So either they should accept that role or actually do something to make it friendlier to people trying to get in and out. As it is, I'm back to flying through DCA, since for all its troubles I really like (a) being able to exit quickly and (b) having the option of either taking a cab or riding Metro to and from the airport. Not to mention that it's a lot closer to my house.
In the end I got home a bit earlier but I don't think it was worth the hassle.
Personally, when I go to SF I have the opposite preferences from you, since I don't like early morning flights - I'd like to fly out in the evening, like on the Virgin America 5:05, but not have to wake up so early to come home, and would prefer the United 1:30 pm getting back before bedtime here. (Or, better yet, an 11 am landing at 7:30ish, but there isn't one.) But everyone is different!
And imagine how much quieter Rosslyn and NW DC would be as well.
And we could have taller buildings - and more people - in Rosslyn and Crystal city.
My wife and I are heading to SF in September for vacation, and are heading out early Saturday morning, and then taking the red-eye home after the OSU vs CAL game the following Saturday. Seems great to us to get into SF early in the day, and then get to take advantage of the whole day and the red-eye home.
If the $2.7 billion train -- $5.8 billion if you count Phase I as well -- is really about spurring taller development in Reston, then why is it bad to instead spend $1.5 billion on a new road that will also allow new development in other areas? Unlike the costly, family-unfriendly sort of urban density that the train would permit, the road would probably allow more reasonably priced single-family housing with yards, something we know is in short supply in the region.
And as the road is paid for by taxes paid by people who drive on it, while the train really ought to be funded by higher property tax revenue on the increased values within walking distance of the stations, how exactly is the road a problem for anyone?
by Chris Adams on Jul 20, 2013 7:11 pm • link • report
I think my preferences are very similar to yours. I don't mind the midday flight out of SF, but would like to be back a few hours before 10. The 11 AM that lands at Dulles around 7 PM would be pretty ideal, except that it's Dulles. After experiencing how hard it is to get home from Dulles though, I'll just accept the limited offerings to DCA from now on. I might reconsider post-Silver Line, but even then they really need to work on making it possible to enter and exit the airport quickly to make it worth traveling all the way out there.
There is a property tax surcharge to pay for many Tyson's improvements and that's also how Loudoun will finance its stations as well. Rail is financed by fares and taxes of people who ride it. It's a fallacy to think that roads are not massively subsidized.
It seems to me that there are way more houses with yards in NoVA (especially in Loudoun and PWC) than whatever is deemed "family unfriendly" since apparently no families ever live in anything but a house with a big yard.
Still, the main difference is the most of the bi county parkway is already built, but there are some lights and weird turns. That takes care of some cost compared to brand new everything needed for the silver line. Moreover, there are other projects in already crowded areas that could use $1.5B before a road on the extreme western edge of the metro area.
That aside, one of the reasons for the calamity on Route 28 is that they turned it into a limited-access highway right up until the interchange with 66. Until they solve that problem with another interchange, which will cost well over $100,000,000 by the times its all said and done, they don't need to be talking about any other road widening or building projects. And...they should be putting the cost of any new roads at least partially on the developers who want to build there. Thats how they are going to build a street grid in Tysons...if it ever happens.
Granted, there are worse ways to use the money, like burning it,
The cost is more like $5.8B. The resulting property value increase for *just Tysons* is $5B. That's a really good ROI for an infrastructure project.
And as the road is paid for by taxes paid by people who drive on it, while the train really ought to be funded by higher property tax revenue on the increased values within walking distance of the stations
The train and other related improvements are primarily financed through increased tolls on the road (DTR) that runs along the train and various special tax districts near the metro stations that work exactly like you describe above.
As for TOD, I'm not aware of successful TOD this far away from preexisting density.
The development of Tysons into TOD is the first of its kind, which if successful, will be used as a model for other edge cities across the country. While there's no guarantee of success, a lot of "smart" institutional money is betting on a successful transformation.
In my opinion traffic on 28 south is far worse than any afternoon commute inside the beltway in Virginia, 66 east towards Arlington a close second or tie.
Check googlemaps traffic during the afternoon and you'll find that 66 in the *reverse* commute direction and the American Legion Bridge are typically the biggest bottlnecks in NOVA.
That seems particularly perverse. You peel yet higher tolls out of drivers to fund the mode that they are not taking, instead of spending the money to increase road capacity. Yes, I grasp that at least notionally, the train takes cars off the road. Right: Except there are something like 140,000 cars a day on the toll road, with people still moving to exurbia. If all the train will carry is 44,000 a day and this is the optimistic case of new, congested downtowns springing up to support that traffic, we can suppose the drivers will see no relief in exchange for paying tolls projected to hit $11 a day.
So, no: The train is being paid for by people who drive, leave aside what other Virginia taxpayers are shelling out for an indulgence they'll seldom use.
I am not here raging against rail transit, which has its place. Rather, it is a poor use of money when it substitutes for adequate road-building in areas growing for precisely the reason that they offer land enough to let people get around by driving -- if only the pavement were laid.
The 11$ tolls (that's a round trip) is on the greenway and MWAA doesn't set those rates. MWAAs toll went up to about $2.25 which is cheaper than a metro ride I at least was glad to pay when my wife commuted that way.
But "who pays" probably isn't the best way to measure project worthiness (especially here since its MWAAs project and they own the road that had its tolls raised) but rather how efficient it is at moving people and on that count rail does far better in dense environments.
Again, I remind you, the subject is not how many people can be shuttled through what authorities hope becomes a Manhattan-density neo-downtown spurred by rail. The subject is whether the Bi-County Parkway is a waste because, as Mr. Alpert contended, people aren't choosing to fly Dulles quite enough for some authority's satisfaction.
The question, thus, is what paying customers want. People can choose. They may choose downtown densities with rail -- see Ballston through Rosslyn. They may choose low-density suburbia in places where the Bi-County Parkway will help them move around. One choice, rail, exists adequately. The other, however, is plainly underserved by roads, given daily congestion.
But if serving one choice with a costly road is a waste, then surely inducing yet another choice -- downtownization along the DTR via Metro -- at far greater expense is still more questionable.
Especially since a parkway does not limit users to travel just to nodes on a set of lines, as rail does, but integrates into a much more widespread network and lets users link to roads that permit them drive to nearly anywhere in the region: A road is choice made concrete. (Yes, intended.)
Rail has its place, but here, in the underhighwayed land of 5-hour rush hours, new pavement has a bigger one.
In both scenarios you are seeing lots of development. With density + rail projects in places like Tyson's you see greater marginal tax revenue, less loss of green space, lessens environmental impact and less increases in traffic. This is what happened in Arlington. Plus you're able to better preserve the space for houses and yards that many people do value.
Meanwhile development will come to the bicounty parkway but the low density/ease o movement model has finishing returns as more and more development sprouts along the corridor and brings car traffic. And since alternative modes if transportation aren't considered in this model it pretty much limits you to only traveling via car which not everyone can do.
That seems particularly perverse. You peel yet higher tolls out of drivers to fund the mode that they are not taking, instead of spending the money to increase road capacity.
The fairest way of funding the Silver Line would be to tax the property along the Silver Line/DTR rather than increase DTR tolls. Unfortunately, that wasn't politically feasible except in a few spots like Tysons but even there, the special tax district should cover more of the cost. That said, the vast majority of DTR users are either going to or coming from property near the DTR/Silver Line, so tolls on the DTR are a reasonable proxy for taxes on property along the DTR.
Bacon's Rebellion has a good analysis of why the Silver Line should have been funded more with special tax districts rather than tolls:
And who will benefit from Rail to Dulles? Commuters will receive some benefit, to be sure, in the form of reduced congestion. The METRO line, which will run down the Toll Road right of way, will divert some traffic from the highway to rail cars. But the biggest winners will be the owners of land near the 11 new rail stations...Add it all up, and the increase in property values for just Tysons Corner could well exceed $5 billion. But the contribution of commercial property owners to Phase 1 METRO financing would be capped at $400 million...sufficient economic value will be created that everyone can come out a winner. There is no need to plunder the mostly middle-class commuters who ride the Dulles Toll Road. The tools exist to make commercial property owners pay the full cost of the project and still come out ahead...it would near-criminal folly for state and county policy makers allow landowners like Macerich to reap 90 percent of the economic value created by construction of the rail line paid for with 90 percent public funds.
Amen to this! If you want to improve access to Dulles from Prince William County, a bypass from PW Parkway to connect with 28 near Centreville is the way to go. It could be done much like Rock Creek Parkway through NVRPA land with a bike trail parallel and graceful arched bridges (again, think the bridges in Rock Creek Park, similar topography). As is, people line up like sardines every morning to snake along Clifton Road (over 14,000 cars a day cross the 2-lanes Yates Ford Bridge!!) By comparison, VA is spending billions to construction a new Richmond to Norfolk highway paralleling 460, which has LESS volume than this 2-lane road in Nova.
I'm not sure I have an opinion either way with regards to a Bi-County Parkway. Admittedly, it will be a housing development and airport traffic tool and not an element to ease existing congestion, so objectors are right in that sense. But on the other hand, north south access to Dulles is difficult, especially for travelers coming from central VA or points north.
With regards to why people do not use Dulles, that is easy. Once you are actually at the airport, it takes FOREVER to get from the parking lot to your gate. At National, you park or metro, get out of your car, and you are at your gate in 5 or 10 minutes after security. At Dulles this is at least half an hour...it takes forever to walk around that enormous place.
@ I Also 95
@ Frank IBC
Take a look at the Northern Virginia Transportation Authority improvements list for FY14...Widen 28 from Route 50 to DTR & Widen 28 from Linton Hall Rd to Faquier County Line...That 56.1 million could go a long way to improving Route 28 South of Centreville.
Bull Run Parkway.
Below is a link to my thoughts on a solution to traffic issues on Route 28.
There needs to be transit element to connect PWC to activity centers in Fairfax and Arlington County.
Add a Comment
- WMATA is considering scrapping the Metroway BRT
- Here's why it'd be wrong to shut down Metro east of the Anacostia River
- Is our next president going to care about transit and street safety?
- Metro's plan for late-night bus service isn't much of a plan
- Metro is proposing service cuts, again. Will riders ever see the benefits?
- Without more information, riders shouldn't accept Metro late night cuts
- Marriott is moving its headquarters to downtown Bethesda so it can be in a denser place that's closer to transit


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Dark color theme
Just like the dark color theme in VS2012... Much easier to work with!
90 votes
Ronny Lehmann shared this idea
started · AdminCodice Software (Admin, plasticscm) responded
We've started working on a dark theme! We will also allow the user to configure the colors :)
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Trpx commented
The GTK version has this (ner nee nerr), I'll take screenshots once it gets packaged here.

subset: commoncrawl


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NOVEMBER 11, 1963 -- More than 100,000 people gathered in Birmingham for the Veterans Day Parade.
Organizer Raymond Weeks said it was the best one in his 17 years of organizing the event.
Army Maj. Gen. James Earl Rudder, who took part in the D-Day landings and Battle of the Bulge and was the president of Texas A&M University, spoke at that day's World Peace Luncheon.
"Throughout our history, we have won the shooting wars. The great battle to win, the enduring freedom, remains to be won. This is the debt we owe to those we honor today," Rudder said.


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I read in the brochure that the frame is made in three different sections, each out of a different type of steel. I talked to the people at Toyota to find out more about it. They said, "The frame design allows us to provide the right amount of strength and rigidity at each area of the truck. The front section from behind the bumper to the front of the cab is fully boxed steel. This is done to provide a crumple zone area for frontal impact energy management as well as to manage the torsional forces put out by the engine and transmission.
"The second section runs under the cab area to near the forward rear spring mount. This area is a rolled lip c-channel steel design that has reinforcements at key locations. This section is set up to absorb side impact energy and to provide a comfortable ride for the occupants in the cab. Some frame flexing in the cab area improves overall ride quality.
"The third section runs under the majority of the bed area. It is an open c-channel design that incorporates a bit more frame flexing. This works well with the rear leaf spring suspension to support heavy loads, while providing excellent ride quality in the cab area. This is the sort of frame design one finds on heavy-duty trucks and semi tractors."


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Hibbing, MN (Northland's NewsCenter) - The Hibbing Fire Department is in need of more firefighters. They have one full time and three paid-on-call positions open. Department officials say they've received a lot less applicants than in past years.
"25 years ago when I started at the department we had upwards of 100 applicants for career [positions] and we probably had 20 or 30 every time we had a paid-on-call [position open]," said Hibbing Fire Chief, Scott Nehiba.
As of Wednesday, the department had only received six applications for all the open positions. Many of the firefighters work overtime to compensate for the staffing shortage.
"Not only are we working on our days that are scheduled, but we come in on our days off for overtime," said firefighter Ben DeVries.
Department officials estimate that the station responds to about 3,000 calls a year, most of which are medical-related. Firefighters say that being short four people impacts their work.
"You can bring the trucks there but if you don't have the people to operate the tools that are on the trucks, you have to typically wait for somebody to come in," said Battalion Chief, Eric Janklia.
Applications for both the full time and paid-on-call positions are due to the Hibbing Fire Department by Friday, June 15th. You can find the application on the City of Hibbing website or pick an application up at the Hibbing Fire Department.
Written for the web by Jennifer Austin.


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Orion Health Mobile includes customized patient worklists and a real-time patient results viewer, as well as application architecture that supports searches of all patients for whom the clinician is responsible, the firm said. It also includes functionality for viewing and signing off on patient results and reports.
Orion Health Mobile is currently available for iPhone devices; an iPad version will be available in the future, Orion Health said.


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Bill Easterly, one of the most accomplished and iconoclastic development economists and commentators, may have overreached a bit. He has picked a bone with the Global Forum for Health over their failure to win publications and citations in journals worthy of consideration at tenure review. Isn't that a strange criterion for judging the success of … Continue reading
Mathematician Arvind Narayanan at his blog 33 Bits writes a compelling post on the failure of efforts to protect the identities of individuals in public domain, scientific data sets. De-anonymization of data is not new in the field of electronic data privacy. This is the first discussion that I have read of the specific conflict … Continue reading


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M and T Center
M & T Center
One Fountain Plaza
Buffalo, NY 14203
M & T Center's gold dome is one of the most notable features in Buffalo. Originally built for the Buffalo Saving Bank this building done in a granite Neoclassical Beaux-Arts style was finished in 1901. The elaborate interior was not finished until 1925. The gold dome at the top has been refinished three times in 1954, 1979, and most recently in 1998. In 1998 it took $500,000 worth of 23.75 carat gold leaf sheets to refurbish the dome. For more information contact Robert VonLangen at 716/848-7977


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Most people don't realize that complex carbohydrates found in whole grains are one of the most important foods we can eat. This is where we get our en...
Read Whole Story
I realize that what I'm proposing here is a tectonic shift in the way we think about nutrition, medicine, and health. The process may not be easy. But it is possible. I know, because this shift is one I experienced myself over the course of my career.
As you declare your independence this week and we splash the skies with patriotic fireworks and stirring music, don't forget to stash some great summer reads in your tote for that annual retreat to the mountains or shore.
Cities such as San Francisco and Washington D.C. have made symbolic MM proclamations, but Aspen, Colorado is doing something much more exciting and comprehensive.
Forks Over Knives successfully highlights the addled agricultural policies and industry meddling that keep our government agencies more focused on protecting corporate profits than promoting good health.
For more than two decades, many commentators have discussed and cussed so-called low-fat diets and gotten away with talking nonsense. It is time to look at some facts.
Larry King and cheap processed meat. They've got a lot in common: both smush together scraps of debatable value and dubious origin and extrude them as suitable fodder for our more credulous compatriots.
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Janet Hall O'Neil and Dan Farmer
(Saturday at 8 p.m., Stephens Center Music Oasis)
Cue "whoosh" sound effect. This just in: When Fox 6 News anchor Janet Hall (she uses her married name, O'Neil, on stage) sings and plays guitar, her head bobs more than it does when she's reading the teleprompter and delivering a grim report about gas prices. In fact, Janet Hall O'Neil, the singer, in her understated way, lets loose with all sorts of emotions otherwise avoided by human news conduits engaged in their craft.
O'Neil was joined by singer-songwriter Dan Farmer and members of his band Crooked Road. Stylistically, O'Neil, Farmer and the band kept it right on the mellow, yellow line, even when singing about life's wrong turns and detours.


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Vandercook Lake posted the top score in all three rounds to finish with a total score of 667.96.
The Jayhawks recorded scores of 207, 184, and 276 to capture it's own home invitational.
"I thought the girls all performed well, and were solid on all their routines," Vandercook Lake coach Sarah DuBois said. "Our junior varsity and middle school teams won their respective meets as well so that is exciting for the future of our program."
Jackson Northwest finished second overall with a total score of 639.6 (199, 170, 269).
Jonesville finished third overall with a total score of 632.16 (186, 177, 268).


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Chunky Lurex Fringe Throw
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After covering what could go down as the best championship game in the 49-year history of the Middlesex County/GMC Tournament _ a double overtime thriller with St. Joe's outlasting East Brunswick on Friday night _ I knew the next game I covered would be anti-climactic.
Sure enough, as the turnovers mounted in the Old Bridge-North Brunswick game on Monday night, all I wanted to do was get out of there as Old Bridge went up 13 points early in the fourth quarter.
So glad I'm not allowed to leave a game before its conclusion.
In no way, shape or form am I comparing this first round game in the Central Jersey, Group 4 Tournament to the GMCT final, but the final 16 minutes would have been worth every penny if I had to pay to get in.
For the second straight game I covered, it took two overtimes to decide with North Brunswick pulling out an unprobable, 72-67, victory.
As Sultan Aminu (16 points, 21 rebounds) and Tyler Drews (20 points) were busy leading the Knights to a 44-31 lead with 7:40 left to play, I was feeling bad for the North Brunswick players, figuring they won the White Division title, but then had nothing else to show as their season would end with four disappointing losses, including one to Old Bridge in the GMCT quarters.
Now, a winnable game at home against Jackson is on tap on Wednesday in the quarters and another crack at East Brunswick with nothing to lose in the semis would be next.
With its back to the wall and its season in jeopardy, North Brunswick began trapping the ball full court and kept crashing the glass on both ends once Drews put his team up 44-31 with 7:37 left to play. In less than two minutes, it was a two-point ball game.
But even when North Brunswick would eventually tie it at 50-50 with 2:30 left, Old Bridge went back ahead by four with just over 1:00 left.
Ahead by two with 30 ticks left, Old Bridge missed a one-and-one. North Brunswick returned the favor six seconds later, but Dennis Rodman, I mean Virgil Boykin, would grab the offensive rebound. After a timeout, Boykin tied the game when he was left alone on an inbounds pass under the bucket to tie the game at 54-54 with 21
seconds left.
But Old Bridge, which turned the ball over 28 times, never got off a final shot, turning it over at 0:00.9.
I called Boykin Dennis Rodman because the kid finished with 12 rebounds, all offensive. That is a first in all my years.
And he wasn't done.
While it looked as though Old Bridge would win in overtime _ up 62-56 with 44 seconds left _ it was Boykin grabbing another offensive rebound, off another missed one-and-one. He wound up turning it into a three-point play.
After an Old Bridge miss on the other end, Jordan Gonzalez, who had taken one 3-pointer all game, nailed one from the left corner to tie it at 62-62. After an Old Bridge turnover, North held for one shot, but a 15-footer hit the rim and bounded away.
North Brunswick, which only led 2-0 and 20-19, scored the first four points of OT and eventually pulled away.
Old Bridge:
* Sultan Aminu recorded 16 points, 21 rebounds, including eight offensive, and five blocks. Aminu sat the final 7:30 of the second quarter because of two fouls.
* Tyler Drews finished with 20 points.
North Brunswick:
* Iverson Fleming scored 32 points on 13 of 30 shooting.
* Virgil Boykin recorded 17 points and 12 rebounds, all offensive.
* Dennis Ford had 14 points and 12 rebounds.
* Jordan Gonzalez finished with seven points and 10
rebounds, including six offensive. Made the huge, game-tieing three in OT.
Other Stats:
* North Brunswick held an advantage on the offensive glass, 22-12.
* North Brunswick won the turnover battle, 28-15.
* Old Bridge missed the second of two free throws with 44 seconds left in overtime, which would have made it a three-possession game.
* Old Bridge finished with its first winning season (17-10) in 10 years.
* Aminu, a senior, finished as the school's all-time leading scorer with 1,225 points.
* Drews, a junior, has 950 career points and 100 career 3-pointers.
Billy Lewis
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Lou Emanuel
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Scott Ferguson said he does not think James David Campbell deserves three meals a day and a place to sleep.
Campbell was arraigned today on charges of first-degree murder, torture and first-degree child abuse in connection with the June 10 death of Ferguson's granddaughter, Beautiful Skyla Villanueva, 3.
Beautiful's mother, Ashley Ferguson, 26, has been charged as well. She faces charges of third-degree child abuse and being an accessory after the fact, said Michigan State Police 1st Lt. Jim Shaw.
She posted bond and is with her father in Ohio, Scott Ferguson said. Campbell, Ashley Ferguson's boyfriend, remains in jail.
On Tuesday, Ashley Ferguson "was a complete mess," Scott Ferguson said. "Our whole family is a complete mess. That little girl touched a lot of hearts."
Beautiful had lived with Ashley Ferguson and Campbell in Pittsford.
Ashley Ferguson is accused of giving the police false information about what happened to Beautiful.
Scott Ferguson said Campbell told his daughter to say Beautiful fell down the stairs.
He alleged Campbell was abusive toward Ashley Ferguson, Beautiful and the girl's 5-year-old brother, who has been removed by the Department of Human Services from his mother's care and is OK. The children's father, never married to Ferguson, lives in Florida.
Ashley Ferguson had a broken rib and a detached retna in her right eye, her father said.
Campbell also is charged with domestic violence, at least his third such charge. Past charges involved other women, state police Detective Sgt. Cynthia Gochanour said.
• Three-year-girl died of 'abusive head trauma,' state police detective said
Anytime Ashley Ferguson tried to protect her children, Campbell "beat her even worse," her father alleged.
Scott Ferguson said his daughter knew Campbell spanked the children or placed them in "time-outs." "But nothing to this extent," he said of Beautiful's injuries.
Ashley Ferguson is charged with child abuse stemming from an incident weeks before Beautiful's death, said Gochanour, who did not provide specifics.
Campbell and Ashley Ferguson moved to Michigan from Ohio early this year.
The two had known each other from when they were young and ran into each other about a year and a half ago, Scott Ferguson said. He was a "sweet talker" and at first seemed "fairly nice," but eventually kept her from her family and friends, moving her from Ohio to Michigan, her dad said.
He said he does not believe his daughter actually saw the blow to Beautiful's head. Campbell brought the girl to Ashley Ferguson and said, "She's out. She's out," Scott Ferguson said.


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94 Points | Stephen Tanzer's IWC - January/February 2010
($125) Light gold. Pungent, expansive aromas of melon, apricot, tarragon and violet, plus a strong overlay of minerals. Deeply concentrated pit fruit and floral flavors convey a red wine-like texture and power, with notes of licorice and mint gaining strength with air. For a rich, fleshy wine this is surprisingly lithe and precise. The extremely persistent finish repeats the floral and herbal notes and leaves a suggestion of honey behind. Vernay suggests serving this with "the richest shellfish dish you think you can make."


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SATSUMA, Alabama -- A woman accused of stealing more than $2,000 from customers at a Satsuma Waffle House by taking their credit card information turned herself in to authorities late Tuesday night.
Natasha Riche, 29, is accused of stealing approximately $2,145 from the credit cards of customers of the Waffle House at 6097 Highway 43, according to Chief Chris McLean of the Satsuma Police Department.
Riche worked at the restaurant, McLean said.
Booking records from Mobile County Metro Jail show Riche was placed in jail just before 11 p.m. Tuesday. She faces three counts of fraudulent use of a credit card stemming from unauthorized purchases between December 2012 and February 2013.
McLean said Tuesday it's likely more charges will be filed against Riche as the Satsuma Police Department continues its investigation.
It's unclear how many additional charges Riche could face, although McLean said Riche stole credit card information from "several" Waffle House customers.
She has no known prior arrests in Mobile, Escambia or Baldwin counties and remains in jail as of 4 p.m. today
Theresa Seiger is on Facebook and Twitter.


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Rethinking Injury: The Case of Informed Consent
Erin L. Sheley
University of Calgary Faculty of Law
March 12, 2014
2014 Brigham Young University Law Review __ (2015, Forthcoming)
This article argues that the traditional debates between the expressive and compensatory views of tort law ignore the way in which an injury may itself have an expressive component, one that in turn increases the extent of physical harm suffered by a victim. I take up the example of informed consent in the medical malpractice context to show how an excessively narrow idea of physical harm has negative consequences for tort law in general. In these situations, when a physician performs a procedure without providing the patient with sufficient information, we can better understand the harm that occurs through a combination of civil recourse theory and new insights from the field of narrative medicine. Under the current regime, the effort to cabin potential liability for physicians' well-intended conduct has resulted in a disconnect between a negligence standard — with its requirement of strictly physical injury — and the actual harm in question, which has historically been recognized as at least partially dignitary. I argue that this disconnect can be resolved through a broader view of the nature of the injury suffered when a physician performs an inadequately authorized procedure. A more appropriate view would take into account the newly understood, long-term physical harms that arise when a physician coopts a patient's subjective knowledge about and narrative control over his body. I then argue that by focusing on remedies that consider the relational quality of the injury imposed on patients in these cases tort scholars can be more responsive to actual harms, not only in the case of informed consent but throughout the tort regime generally.
Number of Pages in PDF File: 50
Date posted: March 14, 2014 ; Last revised: October 14, 2014
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Results tagged ' Hiroki Kuroda '
Martin will welcome Kuroda to Bronx
Good stuff from Anthony McCarron in today's New York Daily News on new Yankees right-hander Hiroki Kuroda. McCarron reached Bombers catcher Russell Martin, who offered good reviews of their time together with the Dodgers and said that he's excited to have Kuroda as a batterymate again.
"He can pitch, man," Martin said in a recent telephone interview. "When he's really on, his splitty is on. It gets him out of trouble. He can throw his fastball at 94 or 95 (miles per hour), though he's mostly at 92 or 93, so it's impressive. His slider is different, a really short break. It's not a strikeout pitch, but it gets a lot of balls off the end of the bat, and his splitty is nasty against lefties or righties."
Martin mentions to McCarron that in 2008, the Dodgers had Kuroda wear an Elvis Presley outfit to take part in an 'American Idol'-themed rookie hazing.
"He performed in front of all the guys and embraced it," Martin said, chuckling at the memory. "He was a veteran from Japan, but he put his ego behind him and had fun with it. I don't know if he knew all the lyrics, but he got after it.
"That's who he is — quiet at first, then you get to know him and he's hilarious and then on the mound it's total focus and concentration. He was a great teammate, I love that guy and I was extremely happy that we've got him now."
Cashman: We could trade for a DH
In a conference call with reporters discussing the Michael Pineda trade on Monday, Yankees general manager Brian Cashman said that he'd be more inclined to trade from his pitching depth to acquire a designated hitter than to sign one on the open free agent market.
When the Yankees officially announce the signing of right-hander Hiroki Kuroda, they'll have seven starters vying for five spots. CC Sabathia, Ivan Nova, Pineda, Phil Hughes, A.J. Burnett and Freddy Garcia are also in that mix.
"Maybe I use our excess pitching to find a bat," Cashman said. "That's a possibility. … We stretched the payroll to get [Kuroda] done, so I'm not sure what we have financially. I think we'll look at the trade market first and foremost and see where that takes us."
Among the DH options out there, the Yankees have reportedly heard from Johnny Damon, Hideki Matsui, Vladimir Guerrero and Raul Ibanez, but are not thought to consider any of them an urgent priority.
"I think [the free agent market] would be secondary," Cashman said. "Not that any of those players aren't quality, but I do think it's probably in our interest to first and foremost see what's available in the trade market, because we have excess starter. There should be a demand and an interest at the various levels in our starting pitching that might prove beneficial."
If the season started today, the Yankees would likely go with Andruw Jones as their DH, though they are curious about Minor League slugger Jorge Vazquez.
Bobby V. weighs in on Yankees moves
This shouldn't be a surprise, but new Red Sox manager and noted sandwich wrap inventor Bobby Valentine wasn't exactly turning cartwheels this morning over the Yankees' moves to acquire Michael Pineda and Hiroki Kuroda. That didn't stop Valentine from weighing in, as Ian Browne passes along:
"Pineda, when I saw him the first half, he looked unhittable," Valentine said. "Second half, he looked OK. [The Mariners] saw a lot of him and they traded him. Kuroda is a good pitcher [but] a year older than he was last year [and] pitching in the American League and not the National League.
"[Going from] pitching in not a great pitchers ballpark from a great pitchers ballpark. They're probably an upgrade from [Bartolo] Colon and [Freddy] Garcia. Probably, I don't know. It seems it."
Report: Yankees discussing Edwin Jackson
The Yankees are balking at a high asking price for the Cubs' Matt Garza and have instead turned their attention to free agent right-hander Edwin Jackson, CBSSports.com's Jon Heyman reported Tuesday.
Noting that the Yankees and Jackson "aren't in any way close to a deal," Heyman suggests that New York and agent Scott Boras could eventually find middle ground. Boras has been reported to be looking for a four or five year pact for Jackson worth approximately $15 million per season.
That could prove too high for the Yankees, who have been preaching fiscal responsibility this winter and would not get involved with free agents C.J. Wilson or Mark Buehrle, despite their stated need for a starting pitcher to slot behind CC Sabathia in the rotation.
Joel Sherman of the New York Post noted on Tuesday that the Yankees like Jackson, but not enough to give him a big multi-year contract. They'd be more inclined to offer Hiroki Kuroda a one-year contract, but even that is too costly for their budget at the time.
Yankees have not made offer to Kuroda
NEW YORK – The Yankees have not made an offer to free agent right-hander Hiroki Kuroda, according to a person with knowledge of the club's thinking.
A report by the Japanese news outlet Sponichi suggested that the Yankees had already presented a one-year, $12 million offer to the hurler, who turns 37 in February.
The Yankees continue to look for ways to add starting pitching that could slide behind ace CC Sabathia, and they did show a level of trade interest in Kuroda last summer when he was with the Dodgers. But the person said that the report of an offer is not true.
Kuroda finished 2011 with a 13-16 record and 3.07 ERA in 32 starts for Los Angeles, striking out 161 and walking 49 in 202 innings.
In four Major League seasons, Kuroda is 41-46 with a 3.45 ERA in 115 games (114 starts). His catcher for the first three seasons with the Dodgers was Russell Martin, who is entering his second season in New York.


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Rao, Nirmala (2007) The New Council Constitutions: Outcomes of the Local Government Act 2000. London: Department of Communities and Local Government.
This summary report presents the key findings of a a long-term evaluation of new constitutions in English local government. It examines the impact of the new political leadership models on local government, for instance, on performance, and looks at how well the reforms of the 2000 Act have been embedded across the four years since the Act. The full version of the report is available via the link on the right.
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Well, the users that added it think it is.
That doesn't mean it is. Often, these things are subjective.
If an ingredient occurs in a product type that you use, you should have a look and see why it is considered bad.
That's what the evidence is for - for you to read the reasons and make up your own mind.
We are constantly exposed to people telling us what is right and wrong and don't always check what they are saying - the whole point of badlist and goodlist is that you find out for yourself. All the evidence here should be reliable (evidence deemed unreliable may be removed - eventually there will be a voting system in place to do this!)
Hopefully you will learn something useful from this site, even if you disagree with what is 'bad'.
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Your generic got removed? Probably it was just re-named for standardisation purposes.
Products will get removed if they are not listed to exclude anything, or responsibly source anything. We don't want to give free advertising to irresponsible products.
If some evidence you added got removed, the moderators deemed it to be unreliable. Try finding evidence from a reliable source.
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We want all the evidence linked from the site to be reliable. The whole point of this website is that the information here is backed with scientific evidence, to provide credible reasons why certain ingredients really are bad.
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Even though this trading week was short because of the Christmas holiday, and volume was extremely light when the markets were open, they still managed to close dramatically down. The Dow Jones Industrial Average (DJINDICES: ^DJI ) posted a weekly loss of 1.91%, while the S&P 500 (SNPINDEX: ^GSPC ) slid lower by 1.93%, or 27 points, and the Nasdaq (NASDAQINDEX: ^IXIC ) performed the best, as it lost only 1.77% during the last full week of 2012. The Dow's 30 components ended the week miserably, as 28 of them traded lower for the week.
The main driver pushing markets lower was the fiscal cliff. As politicians argue over who will be taxed and who won't, investors are preparing themselves for the fall and reducing their risk. It's widely believed that if we fall off the fiscal cliff, our economy will almost instantly tumble into a recession and it's likely that all the major indexes will quickly sell off. Those who sell shares now would avoid the losses if the markets were to fall, but they'll also miss the rally if Washington agrees to a compromise and we avoid falling over. As usual, long-term investors should sit tight and try to enjoy the ride, whichever direction it takes us.
But before I get to the Dow losers this week, let's look at the big winner. For the third time this month, Bank of America (NYSE: BAC ) was the best performing Dow stock. Not only was it the best-performing stock this week, but it's also the best-performing Dow component for the year, up 104% year to date. This week, shares ended higher by 0.79%, while fellow Dow banking stock JPMorgan Chase (NYSE: JPM ) fell by 1.09%. The only other Dow winner this week was Du Pont (NYSE: DD ) , which ended the trading day on Friday higher than where it started on Monday by one penny, or 0.02%.
Now to this week's losers
The biggest loser this week was again Hewlett-Packard (NYSE: HPQ ) . Shares of the once-dominant PC company fell by 4.26% during the four trading days and is now down 46.89% year to date. The big driver this week for HP was the announcement that the Justice Department is investigating the company's Autonomy unit. Hewlett-Packard recently took an $8.8 billion writedown on the software unit after paying $10 billion for the British company in 2011. HP told shareholders when the writedown appeared on the financial statements that $5 billion of it was due to some accounting errors discovered on Autonomy's books that predated the acquisition.
Although the other big Dow technology companies didn't fall quite as hard as Hewlett-Packard did this week, some of them still managed to post 2%-plus declines. Shares of Cisco (NASDAQ: CSCO ) dropped by 2.11%, while Intel (NASDAQ: INTC ) fell by 2.03% and Microsoft (NASDAQ: MSFT ) lost 2.38%. Hands down, the technology industry was the worst-performing Dow sector this week. Even IBM (NYSE: IBM ) managed to lose 1.66% of its value in just the four trading sessions.
Big Oil also took a hit this week, after it was announced that Lisa Jackson, the Environmental Protection Agency's top dog, is resigning. The fear around the energy industry is that the new EPA leader may crack down on the controversial "fracking" form of drilling for oil and gas in shale rock around the United States. Shares of ExxonMobil (NYSE: XOM ) were down 2.32%, while Chevron (NYSE: CVX ) saw its stock drop 2.6% this week.
After shares of Merck (NYSE: MRK ) fell by 4.83% last week, they continued their decline by dropping another 1.9% this week. The possible reduction to Medicare outlays has hurt not only the health-insurance companies, but also the drug manufacturers, as some believe the government will want to negotiate cheaper drug prices as a way to reduce the cost of government-run health programs. Both Pfizer (NYSE: PFE ) and UnitedHealth Group (NYSE: UNH ) saw their shares drop by 0.47% and 1.71%, respectively.
The other industry ravaged this week was defense and aerospace. Shares of Boeing (NYSE: BA ) and United Technologies (NYSE: UTX ) were hammered as it appeared more likely that we'll fall off the fiscal cliff. If that happens, not only will taxes increase for all Americans no how much money they make, but automatic spending cuts will also go into effect -- and the defense industry will be one of the affected areas. Boeing fell by 1.58%, while United Technologies saw its shares cut down by 2.15%.
The other noteworthy Dow losers this week were McDonald's (NYSE: MCD ) , which lost 2.24%; Procter & Gamble (NYSE: PG ) , 2.21%; Coca-Cola (NYSE: KO ) , 2.04%; American Express (NYSE: AXP ) , 1.52%; and Travelers (NYSE: TRV ) , 1.88%.
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Starting to Go Where God Wants You to Be, Purpose Driven Life Series
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Product Description
Product Information
|Format: Paperback
Number of Pages: 112
Vendor: Zondervan/Youth Specialties
Publication Date: 2003
Dimensions: 9 X 6 (inches)
Availability: In Stock
Series: Life Together Student
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Publisher's Description
IMAGINE a group of students sharing this goalto know Jesus Christ deeper and to make him known to others! IMAGINE them doing as the disciples didfellowshipping, growing, serving, sharing, and worshiping together! IMAGINE yourself in this kind of caring, committed communityrevolutionizing your life and those in the group! The Life Together series is the beginning of a relational journey, from being a member of a group to being a vital part of an unbelievable spiritual community. These books will help you think, talk, dig deep, care, heal, share…and have the time of your life! Life…together! Starting to Go Where God Wants You to Be, the foundational and get-acquainted volume in this exciting series, lays it all out for teenagershow you will experience the rewarding excitement of understanding Gods will and building community. Six compelling sessions lead you to know where God wants you: closer to Jesus. YOUTH LEADERS the Life Together series is a revolutionary small group resource that will change the lives of your students. Six related books overflow with Bible-based sessions to encourage and equip them. Check out the incredible Life Together DVD resources! Doug Fields and Brett Eastman share tips and approaches based on the books contents, and about communicating with kids. Also on each DVD are Bible teachings, directly related to passages in the books sessions, conducted by the most respected names in youth ministryDoug Fields, Mike Yaconelli, Duffy Robbins, Efrem Smith, Helen Musick, and Marv Penner. 12 "conversations" with Doug and Brett, 12 detailed Bible teachingsthese clips are invaluable resources for anyone seeking to share God's Word effectively to teenagers. Each DVD has almost three hours of the best small group teaching for youth you can imagine!
Author Bio
Doug Fields has been a leader in youth ministry for over 30 years. In addition to being a youth pastor at two churches for 11 and 20 years, Doug is the founder of Simply Youth Ministry, the co-founder of Downloadyouthministry.com, the author of more than 50 books, and is currently working with Youth Specialties & Azusa Pacific University (HomeWords Center for Youth/Family). More information about Doug is available at www.dougfields.com.Brett Eastman has championed small groups and leadership development at both Saddleback and Willow Creek Community Church over the past decade. He is president and founder of LifeTogether, and one of the authors of the Silver Medallion winner Doing LifeTogether, the adult curriculum published by Zondervan.
Product Reviews
Tonnie5 Stars Out Of 5September 3, 2008TonnieThis book is awesome! I love the way it incorporates themes like dicipleship and evangelism. I teach children's ministry and the children love it!
Andrea5 Stars Out Of 5April 27, 2004AndreaThis book asks think-provoking questions that help you take a look at yourself spiritually and notice other people around you. It takes real life situations and applies them to scripture.