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CWPD Staff
Christine Crockett Ph.D.
Interim Director of The Center for Writing and Public Discourse
Visiting Assistant Professor of Literature
See Faculty Profile
Christine Crockett (CMC '01) is a Visiting Professor of Literature and the Interim Director of the Center for Writing and Public Discourse at Claremont McKenna College. Her research interests include Eighteenth-Century literature and culture, Gothic literature, medical history, and writing studies. Her publications include "Medical Gothic: Genre and Gender Bending in Charlotte Dacre's Zofloya," which appears in a special edition of Nineteenth-Century Gender Studies, and "'The Monster Vice,'" an examination of disability and Mary Shelley's novel Frankenstein in Body and Mind: Essays on Disability in Gothic Literature. Christine has presented her work at conferences internationally and is currently working on a book project titled Willful: Medical Literature and the Management of Desire in the English Novel, 1712-1837, which argues that medical literature and fiction of the eighteenth century contributes to a narrative of self-will that supports the development of liberal individualism. She is also in the process of researching material for an upcoming project which she has tentatively titled Medical Gothic, an exploration of the discursive exchange between medical literature and the Gothic novel during the eighteenth and nineteenth centuries. As the Associate Director of the CWPD, Christine encourages students from all disciplines to communicate effectively and to be mindful of the ways in which their writing is part of public discourse. She finds it exciting and profoundly rewarding to be actively involved in the writing life, both as a scholar and as a resource for other writers at the very college where she earned her undergraduate degree.
Mellissa Martinez
Mellissa Martinez is the International Student Language Support Coordinator for Claremont McKenna College. She holds a Master's degree in Linguistics and a Bachelor's degree in Language Studies. In addition to teaching English for over two decades in the United States, Japan, Italy and Guatemala, she has also taught Spanish, Italian and Linguistics in a variety of settings. Her syndicated column, Lex in the City, is in its fourth year of publication at The Claremont Courier. In this monthly publication, Mellissa explores the fascinating world of linguistics and the interconnectedness of language families. As a language writer, she has been invited to speak at local community colleges and organizations and in 2009, she was awarded second place in the nation for "Best Humorous Column" from The National Newspaper Association. A teacher, writer and language lover, Mellissa shares her contagious love of writing and words with Claremont McKenna College students from around the world.
Malcolm Oliver
Malcolm Oliver II is the Assistant to the Faculty Director and Doctoral Fellow at the Center for Writing & Public Discourse. As the resident Fellow, a few of his responsibilities include: pedagogical research, fiscal management, service as a mentor, and brand innovation. Stemming from his past experience at Washington State University, Malcolm has the desire to help keep the CWPD a force on campus and within the community. He's regularly inspired by the dedication of the consultants, and support from the university to succeed.
The second hat Malcolm wears is that of a graduate student. Currently he is enrolled in the English Literature PhD program across the street at Claremont Graduate University. His research interests include, but are not limited to: Americanism, political composition, rhetoric, Marcel Proust, idealism, and the poetics. He aspires to become a speech writer and has written for a former Mayor, current university president, and other individuals in and outside of the political spectrum.


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The Fish Database of Taiwan
Last updated over 1 year ago
中央研究院生物多樣性研究中心自2002年加入「數位典藏國家型科技計畫」,以1990年初所建立的「臺灣魚類資料庫」(http://fishdb.sinica.edu.tw) 為基礎,有系統地整合了臺灣3,090種魚類之分類、分布、標本及文獻等資訊,內容包含解說描述、影像、骨骼、耳石、COI序列、採集調查等資料,並隨時更新。除了在學術上促進國內外學術交流及提昇研究水準外,亦提供魚類科普及「海鮮選擇指南」等子網頁,期望在海洋資源的研究、教育及保育上盡一份心力。
Do you know how many fishes live in Taiwan waters?
Do you know how many endemic fishes live in Taiwan waters?
Welcome to Fish Database of Taiwan and discover the diverse fishes within...
Sponsored by Taiwan e-Learning and Digital Archives Program (TELDAP, 2002-2012), and on the basis of The Fish Database of Taiwan (http://fishdb.sinica.edu.tw) which was established in the early 1990s, the Biodiversity Research Center, Academia Sinica (BRCAS) has collected and integrated information such as classification, distribution, specimens, and references on 3,090 fishes of Taiwan. The contents of the database include specimen descriptions, images, skeletal X-rays, otoliths, COI gene sequences, and field collecting data; all are made accessible online and constantly updated. In addition to provide academic services to promote academic exchanges and raise research quality, the database also has popular science material such as "The Seafood Guide" so that it can contribute to the research, education, and conservation of marine resources.

subset: commoncrawl


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Brief SummaryRead full entry
Paul P. Kormanik
Sweetgum (Liquidambar styraciflua), also called redgum, sapgum, starleaf-gum, or bilsted, is a common bottom-land species of the South where it grows biggest and is most abundant in the lower Mississippi Valley. This moderate to rapidly growing tree often pioneers in old fields and logged areas in the uplands and Coastal Plain and may develop in a nearly pure stand. Sweetgurn is one of the most important commercial hardwoods in the Southeast and the handsome hard wood is put to a great many uses, one of which is veneer for plywood. The small seeds are eaten by birds, squirrels, and chipmunks. It is sometimes used as a shade tree.


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James 'Shim' Shampo
CORNELL – James "Shim" Shampo, 71, of Cornell, passed away early Thursday morning, March 28, 2013, at Marquette General Hospital following complications of a heart attack.
Jim was born Oct. 3, 1941, in Escanaba, the son of Francis and Margaret (Creten) Shampo. He was raised in Gladstone and was a 1960 graduate of Holy Name High School. Following graduation, Jim enlisted in the United States Navy where he served from 1961 until his honorable discharge in 1965. During his enlistment, Jim received medals of accommodation which included the Armed Forces Expeditionary Medal (Vietnam). Upon Jim's return from the Military, he went to work for Fisher Body before accepting a position with the Soo Line Railroad.
On April 8, 1978, Jim was united in marriage to the former Vickie Trudeau and together the couple made their home and raised their family on the Escanaba River, in Cornell.
Jim continued to work for the Soo Line for a total of 21 years. He then went on to work for L.S.I. Railroad, working for 14 years, until his retirement in 2002. Jim enjoyed hunting, fishing and snowmobiling. In addition, he loved spending time at home with his family and friends. He will be deeply missed.
Jim leaves to survive, his loving wife, Vickie; son, Francis (Jennifer) Shampo of Dallas, Texas; daughters, Heidi (Roger) Boden of Pierson, Mich. and Mia (Bugra) Ertas of Houston, Texas; sister, Patricia Shampo of Gladstone; grandchildren, Cody, Collin, McKenna, Rialey, Savannah and Shaelyn. Also surviving are Jim's nieces, Jackie and Denise; nephew, Jerry; and several cousins and friends.
Jim's parents, Francis and Margaret, preceded him in death.
Family will receive friends on Monday, April 1, 2013, from 1 to 3 p.m., at the Skradski Funeral Home in Gladstone. Military rites will follow visiting hours, at 3 p.m. on Monday, by the Gladstone American Legion August Mattson Post 71.
The Skradski Family Funeral Homes of Delta County are assisting the Shampo family with arrangements. Messages of condolence to Jim's family may be offered online at www.skradskifuneralhomes.com.


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Backgrounder #2763 on Transportation
January 31, 2013
January 31, 2013 | Backgrounder on Transportation
For three decades, federal gas taxes have supported urban transit services, principally to relieve traffic congestion through urban rail systems. The federal transit program has been justified with claims of providing mobility to low-income citizens and reducing emissions from automobiles. However, transit has not delivered on any of these objectives. Moreover, transit's benefits are highly concentrated in just six "transit legacy cities"; to which more than half the nation's transit commuting occurs. The costs of transit have risen far more than its ridership. For all these reasons, transit should not be a priority for federal funding, especially during severe budget constraints. This Backgrounder evaluates transit's performance and provides a wider context of issues that should be included in any examination of transit and its support by federal subsidies.
The federal government has been providing subsidies to mass transit since the 1960s.[1] The principal justification was originally to reduce traffic congestion and to provide mobility alternatives to cars for low-income citizens. In addition, transit has been subsidized to reduce automobile emissions.[2]
Since 1983, transit has received a share of the federal user fees paid by drivers, principally through fuel taxes. Additional diversions from federal user fees have been authorized by the Congestion Mitigation and Air Quality Improvement (CMAQ) program. In 2010, the latest year for which data are available, the total diversion from federal user fees approached $6 billion. This left $29 billion for expenditures on highways and roads. The 17 percent share of federal user fees was much greater than transit's little more than 1 percent of the nation's surface travel. Overall, highway user fees supported each transit passenger mile 17 times more than each highway passenger mile ($0.1130 for transit; $0.0067 for highways). (See Chart 1.)
America has become an urban nation. The 2010 census showed that approximately four of five people live in urban areas, which vary in size from a population of 2,500 to nearly 20 million.[3] Metropolitan areas contribute to more of the national economy than their population share. Research indicates that metropolitan areas have better economic performance where residents are able to access a larger share of the job opportunities in a specific amount of time (such as 30 minutes).[4] Traffic congestion slows travel times and thus imposes costs on metropolitan economies.
Thus, public policy should seek to make it possible for city residents to minimize their travel time as they go about their business. This means that in the larger cities, economic growth and job creation will be stronger if costly traffic congestion is controlled or, better, eliminated.
One of the principal justifications for federal subsidies to transit is to relieve traffic congestion. However, throughout the life of the federal transit program, traffic congestion has gotten worse. Between 1983 and 2010,[5] greater traffic congestion has increased peak period travel times by approximately 125 percent in the 51 major metropolitan areas.[6] (See Chart 2.) Peak period travel times worsened in all 51 areas, up to an 800 percent increase in Riverside-San Bernardino. At the same time, overall traffic volumes in major metropolitan areas increased by 87 percent.
Not only has transit been unable to relieve traffic congestion, it has generally failed to even maintain its share of urban travel. Transit share of passenger miles[7] in major metropolitan areas dropped by approximately one-quarter between 1983 and 2010. (See Chart 3.)
In examination of work-trip travel patterns further illustrates the point. Most traffic congestion occurs during peak travel periods on weekdays. Work trips represent less than 25 percent of daily travel, yet are concentrated in the peak travel times. This concentration of work trips is thus the proximate cause of most recurring traffic congestion in metropolitan areas.
To relieve traffic congestion, transit must attract large numbers of automobile drivers as riders. This has not occurred. Census Bureau data[8] indicates that since 1970, travel to work by automobile has virtually exploded, while commuting by transit has barely budged. The number of people commuting by automobile each day increased by more than 58,000,000. Commuting by transit increased by approximately 250,000. (See Chart 4.)
In 2010, 4.9 percent of commutes were by transit, according to the American Community Survey. However, even this figure is high. The U.S. Department of Transportation National Household Travel Survey (NHTS) indicates that people who commute by transit tend to often use other modes (such as automobiles) for commuting, which means that transit's actual market share is less. NHTS data indicates that overall transit accounted for 3.7 percent of commuters and an even lower 2.7 percent of commuting miles in 2009. (See Chart 5.)
Different results might have been expected. Since the 1970s, the nation has embarked on an urban rail building spree, opening systems in more than 20 major metropolitan areas. Further, the price of gasoline has risen strongly in the past decade. Yet, transit use has not increased enough to relieve traffic congestion; it has not even held its own. At the same time, a work-access mode that requires no subsidies—working from home—has expanded substantially and now exceeds transit work trips in 37 of the 51 major metropolitan areas, up from 27 in 2000.[9]
While transit ridership among low-income citizens is higher than among the rest of the population, transit is unable to provide practical mobility to jobs throughout the metropolitan area to low-income citizens. (See Chart 6.) As a result, low-income workers rely on automobiles nearly to the same extent as all workers in the major metropolitan areas.
The value of the automobile to low-income commuters was expressed in a Progressive Policy Institute research analysis: "In most cases, the shortest distance between a poor person and a job is along a line driven in a car."[10] In other words, any program that seeks to replicate overall mobility levels for low-income citizens should be targeted to benefit low-income workers, not the more affluent transit riders and certainly not transit agencies. Some private nonprofit programs are already making substantial strides in facilitating automobile finance for low-income citizens, leading to greater employment levels and higher incomes.[11]
Despite expectations to the contrary, transit has played no role in the reduction of air pollution. To have done so would have required reducing traffic volumes, the opposite of which occurred.
The nation has made spectacular strides in reducing local air pollution. Data from the Environmental Protection Agency (EPA) indicates that air pollution has declined 68 percent in the past four decades. Automobile travel over the same period increased 167 percent. (See Chart 7.)
Transit has been long touted as an effective means for reducing carbon dioxide (CO2) emissions. This is because of the widely held assumption that transit produces substantially lower emissions than automobiles. There are two difficulties with this view. Even if the claim were true, in order for transit to reduce CO2 emissions substantial numbers of drivers would have to switch to transit, which has not occurred. Moreover, as is indicated below, there is virtually no prospect for a material switch to transit in the future.
Further, transit's advantage in CO2 emissions over automobiles is small and declining. Automobile CO2 emissions in 2010 were about 10 percent greater per passenger mile (250 grams per passenger mile,[12] than that of transit (230 grams per passenger mile).[13] Automobiles emit less CO2 per passenger mile than the transit systems in 38 of the 51 major metropolitan areas.[14] As a result, transit, at best, is estimated to account for an approximately 0.3 percent reduction in CO2 emissions from cars. Besides being infinitesimal, this reduction is also expensive, at a federal expenditure of approximately $4,000 per ton reduced, 80 to 200 times the United Nations Intergovernmental Panel on Climate Change $20 to $50 maximum range.[15] Transit is not a cost-effective strategy for reducing CO2 emissions.
The difference between transit and automobile CO2 emissions per passenger mile has been declining, due to improved fuel efficiency. Automobiles have become so fuel efficient that based on current data, transit accounts for little more than a 0.1 percent reduction in CO2 emissions from automobiles. This small contribution is likely to be eliminated in the future, based on new Energy Department's projections.[16] Automobile CO2 emissions will drop to 135 grams per passenger mile by 2040, down approximately one-half from 2005. Already, the most fuel-efficient automobile[17] emits only 106 grams of CO2 per passenger mile.[18] (See Chart 8.)
Transit is not really a national program due to its substantial concentration in just six cities[19] (the municipalities of Boston, Chicago, New York, Philadelphia, San Francisco, and Washington). Transit has retained a work-trip market share of more than 25 percent only to locations in these "transit legacy cities" (municipalities), and competes well with automobiles, which account for a slightly smaller share of commutes.
The transit legacy cities contain just 6 percent of the nation's employment, and cover little more land area than the municipality of Jacksonville, Florida,[20] even though they are the destination for 54 percent of transit work commuting. (See Chart 9.) However, outside the legacy cities, transit attracts only a small share of commuters. Automobiles are dominant both in the suburbs of metropolitan areas with legacy cities and in core cities and suburbs of the 45 other major metropolitan areas.[21] (See Table 1.)
The extent of the concentration in the six transit legacy cities is illustrated in Table 2. In some ways, transit is really a New York story. More than one-third of all transit work-trip commuting is to locations in the city of New York. The dominance is even greater for high-capacity subways/elevated services,[22] where New York represents two-thirds of national commuting. The bulk is to Manhattan, by far the most dense area of the nation (in both population and employment), which accounts for approximately one-half of subway/elevated commuting. The employment densities are high in all of the transit legacy cities, at more than three times the national average for large urban areas.[23] The employment densities in Manhattan are even higher, at nearly 70 times the larger urban area average.
The concentration of transit commuting in the six transit legacy cities is illustrative of perhaps the most important factor in attracting riders who have cars available—a large, highly concentrated downtown area.
Outside the transit legacy cities, 37 work trips are taken by automobile for each transit trip in the major metropolitan areas. However, even the strong transit ridership in the transit legacy cities has not been enough to slow the continuing rise in automobile commuting in their corresponding metropolitan areas. Between 1983 and 2010, 91 percent to 99 percent of the motorized travel increase was due to automobiles.[24]
Large, dense downtown areas, also called central business districts (CBDs), are transit's strength. The six transit legacy cities contain the six largest CBDs in the nation. In 2000, these downtown areas accounted for 60 percent of transit commuting in their respective metropolitan areas. These high-transit market shares are achieved because of their large and dense employment bases (not replicated elsewhere in the United States), and their dense transit feeder networks. Even so, their share of metropolitan employment was much smaller, at approximately 15 percent.[25]
Approximately three-quarters of New York CB[26] workers commuted by transit in 2000. Between 40 percent and 60 percent of commuters to the other five legacy-city CBDs used transit. The combined legacy-city CBDs cover only 20 square miles, which is less than the land area of Dallas–Fort Worth International Airport. This compares to the nation's total urban land of approximately 100,000 square miles.[27] Downtowns that contain only 0.02 percent of urban land area accounted for approximately 35 percent of the transit commuting.
The transit legacy cities retain much of their pre–World War II high-density urban form. Yet they have lost nearly a combined 2 million residents since the 1950 census, as all growth occurred in the suburbs. Moreover, the metropolitan areas with transit legacy cities have competed poorly for residents, losing a net total of 3.3 million domestic migrants to other parts of the nation between 2000 and 2009.[28] The 45 metropolitan areas with automobile-dominant core cities gained a combined net total of 1.3 million domestic migrants.[29]
Because some of the best paying jobs are located in these large downtown areas, commuters working in the transit legacy cities have higher incomes. Because transit tends to be especially time-consuming for travel to suburban employment, few people with cars use transit, and those who do often have no car and are thus "captive to transit" and tend to have very low incomes. (See Chart 10.) Further, low-income transit commuters are far more concentrated in the 45 metropolitan areas with automobile-dominant core cities. (See Chart 11.) Poverty rates are also higher, averaging approximately one-quarter higher in the 45 metropolitan areas with automobile-dominant core cities (11.2 percent versus 8.9 percent in the metropolitan areas with legacy cities).[30]
None of this is to suggest that transit is not important. However, its substantial concentration in just six transit legacy cities in some of the most affluent metropolitan areas does not justify support by federal taxpayers. Transit subsidies would be more appropriately provided by states or metropolitan areas.[31]
Why is it that people have not abandoned their automobiles to switch to transit? Commentators often talk of America's "love affair with the car," without recognizing a similar attachment to refrigerators, the Internet, and other modern conveniences. The attachment is to convenience and (affordable) products that enhance their lives.
There is also a perception that people "have a choice" and that transit can be readily substituted for automobile use. The reality is that there is no practical transit alternative for the vast majority of trips in the modern metropolitan area.
Transit achieves its large work-trip market shares to the CBDs of the six transit legacy cities because of their uniqueness. For example, commuters who travel by transit to lower Manhattan do so because the service is more convenient, and can be quicker and less expensive than commuting by automobile.[32] Transit to the CBDs of Boston, Brooklyn, Chicago, Manhattan, Philadelphia, San Francisco, and Washington also competes favorably with the automobile because of the density of employment and the intensity of transit service that feeds these small areas from all over the metropolitan areas.
Outside these large CBDs, transit service is largely impractical. This is illustrated by Brookings Institution research indicating that only 6 percent of the jobs in the major metropolitan areas can be reached by the average resident by transit in 45 minutes.[33] This is despite the fact that 65 percent of major metropolitan area residents are within walking distance of a transit stop or station. (See Chart 12.)
There is a big difference in employment access between having an automobile in the garage and having transit nearby. With an automobile, a driver can reach any point within a much larger geographical radius quicker than by transit. The user must walk to the transit stop. The only destinations accessible without transferring to another route will be on the route or routes that serve the particular transit stop. This will not be most employment locations. To many locations, the transfer time alone could exceed the time that would be needed to reach work by automobile.
Nearly all of the 94 percent of commuters who work in the more than 99 percent of urban land outside the transit legacy cities drive to work. Commuters to destinations outside the six transit legacy cities generally continue to drive because, like other people, they tend to be rational. All things being equal, commuters choose their manner of work trip travel based on time, convenience, and quality-of-life considerations.[34] To do otherwise would be irrational.
While comparable automobile employment access data is not available, the 45-minute standard used by the Brookings Institution is nearly twice the average work-trip travel time. In the major metropolitan areas, the average work trip for solo drivers is 23.7 minutes. By comparison, transit commutes average 47.7 minutes.[35] The shortest commute times are dominated by automobiles, while the longest are dominated by transit. Most automobile commutes are shorter than 30 minutes, while more than one-third of transit commutes are 60 minutes or more. (See Chart 13.)
The high transit market shares to the six transit legacy city CBDs demonstrate that Americans will use transit that is competitive with the automobile. Transit market shares are a reflection of transit's usefulness to people and the community. Rational commuters will not choose transit where it makes less sense (or where it is not available). For the most part, outside the largest CBDs, transit service cannot compete with the automobile.
This could be demonstrated by a Transportation System Effectiveness Index, which would measure the percentage of jobs that are reached in 30 minutes by commuters (30 minutes is chosen because it is slightly above the overall average of the 26-minute work-trip travel time). The effectiveness of automobiles ranges from 2.5 times that of transit in the transit legacy cities to 130 times in the suburban areas of metropolitan areas without transit legacy cities. (See Table 3.)
Rational transit alternatives cannot be provided except in the small market niche of the six transit legacy cities by any strategy that is affordable. To provide a metropolitan mass transit system that offers automobile-competitive service could cost more on an annual basis than the total personal income of the metropolitan area each year.[36] It is not surprising that no regional planning agency in the United States or even Western Europe has proposed a plan that would make transit competitive with the automobile throughout a major metropolitan area.
Transit's cost performance has been substandard. Transit has been plagued by recurring and extraordinary escalation in expenditures. From 1983 to 2009,[37] total transit expenditures rose approximately 300 percent. This is well in excess of the rate of general inflation, which is around 190 percent. (See Chart 14.)
Current urban planning orthodoxy imagines that transit can play a significant future role in reducing automobile use (which has been shown to be impossible). However, under its current non-competitive operating structure, transit's additional inflation-adjusted revenue has produced a far-less-than-corresponding increase in ridership. On an inflation-adjusted basis, each 1 percent increase in ridership has been associated with a 9 percent increase in expenditures.[38] (See Chart 15.) This means that doubling the number of transit commuters could require transit expenditures to be increased nearly nine times (inflation-adjusted).
Over the same period, passenger and freight transportation industries operating in the competitive market have generally maintained rate increases at or below the inflation rate. However, as a captive of the political process, transit has operated as would be expected for a monopoly (public or private), imposing higher costs than would occur with competitive incentives and resisting cost-effective innovations. Both management and labor have strongly resisted reforms that could have substantially improved cost performance.[39]
Federal taxpayers have received considerably less than full value for their subsidies. Moreover, any notion that expanded transit can play a major role in the cities of the future is likely to be illusory.
Indeed, it can be argued that the diversion of federal highway user fees to transit has led to greater traffic congestion. The federal highway program, which is a partnership with the states, was successful in building virtually all the interstate highway system, together with tolls on some highways. As is indicated below, there has been a substantial increase in traffic congestion in the United States over the decades since highway user fees were first provided to transit. Not only has this diversion of funds to transit failed to reduce traffic congestion, it has also used valuable billions that could have been applied to increase highway capacity. The result would have been less traffic congestion. Insufficient attention has been paid to mobility, not only for passengers, but also for road freight. Federal highway user fees can be best used for traffic congestion relief by commitment to the nation's principal transportation system, its highways.
In a time of unprecedented financial stress it is essential for the federal government to objectively review the performance of all of its programs. The mass transit program has materially failed to achieve its objectives. It has not reduced traffic congestion. Most low-income commuters have abandoned it and its contribution to CO2 reduction is minimal and falling.
There are measures the federal government can take to address these problems:
Transit has been unable to meet its objectives of reducing traffic congestion, providing substantial mobility to low-income citizens, or reducing emissions. Transit use is highly concentrated in just six transit legacy cities, where transit commuters are far better paid than in the rest of the nation. Transit's financial performance has been sub-optimal. In addition to these difficulties, transit should rank as a very low priority for federal funding at a time of compelling budget constraints.
—Wendell Cox, Principal of the Wendell Cox Consultancy in the St. Louis area, is a Visiting Fellow in the Thomas A. Roe Institute for Economic Policy Studies at The Heritage Foundation.
Show references in this report
[1] Federal subsidies to transit have been very different from the federal subsidies for highways and airports, which have nearly all been financed by fees on users. Highway users subsidize transit through 2.9 cents of the federal gasoline tax. The total federal subsidies in 2010 for transit (per passenger mile) from drivers paying at the gasoline pump was more than 15 times the expenditures of user fees on roads and highways.
[2] "Automobile" is used herein to apply to the light vehicle stock, which includes cars, personal trucks, and sport utility vehicles. Carbon dioxide (CO2) is the most important greenhouse gas (GHG) occurring from combustion of fossil fuels and is the principal target of related Environmental Protection Agency (EPA) regulation.
[3] In this paper, the term "urban areas" indicates areas of continuous urban development and excludes all other areas (which are rural areas). "Metropolitan areas" refers to labor markets, which include urban areas and the economically connected surrounding territory (which is largely rural but may include smaller urban areas). The term "city" refers only to municipalities.
[4] R. Prud'homme and C. Lee, "Size, Sprawl, Speed, and the Efficiency of Cities," Obervatoire de l'Économic et des Institutions Locals, 1998.
[5] The first and last years for which comparable data is available.
[6] "Major metropolitan area" refers to metropolitan areas with a population of more than 1,000,000 in 2010. The traffic congestion measure is calculated from the Texas Transportation Institute "Travel Time Index." Texas Transportation Institute, Annual Urban Mobility Report.
[7] Estimated from Texas Transportation Institute, Federal Highway Administration, and Federal Transit Administration data.
[8] Calculated from U.S. Census 1970 and American Community Survey data, 2010: "US Work Access by Mode: 1960–2010," Demographia, http://www.demographia.com/db-jtw1960-2010.pdf (accessed December 5, 2012).
[9] Calculated from U.S. Census 2000 and American Community Survey, 2010: Wendell Cox, "Major Metropolitan Trends: 2000–2010," New Geography, October 25, 2011, http://www.newgeography.com/content/002500-major-metropolitan-commuting-trends-2000-2010 (accessed December 5, 2012).
[10] Margy Waller and Mark Alan Hughes, "Working Far from Home: Transportation and Welfare Reform in the Ten Big States," Progressive Policy Institute, August 1, 1999, http://www.dlc.org/documents/far_from_home.pdf (accessed December 5, 2012).
[11] One such program ("Ways to Work") is evaluated here: "2011 Evaluation of the National Ways to Work Program," ICF International, http://www.waystowork.org/docs/evaluations/2011EvalReport.pdf (accessed September 20, 2012).
[12] At average vehicle occupancy rates.
[13] Includes only buses and rail (metros or subways, light rail/streetcars, and commuter/suburban rail).
[14] Data from Randal O'Toole, National Transit Database Summary, Thoreau Institute, http://ti.org/NTD10sum.xls (accessed August 20, 2012).
[15] According to the Intergovernmental Panel on Climate Change, sufficient CO2 emissions reductions should be possible within a range of $20 to $50 per ton. See Terry Barker et al., "Mitigation from a Cross-Sectoral Perspective," Intergovernmental Panel on Climate Change, 2008, p. 621, http://www.ipcc.ch/pdf/assessment-report/ar4/wg3/ar4-wg3-chapter11.pdf (accessed December 7, 2012). The transit cost per ton is based on the 2010 difference between the CO2 emissions per passenger mile of transit (calculated from O'Toole, National Transit Database Summary) and the light vehicle stock (urban estimate, calculated at 88 percent of the overall average, based on 75 percent of driving being in urban areas, from EPA, "Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends: 1975 Through 2011," http://www.epa.gov/otaq/fetrends.htm#summary (accessed December 6, 2012)), and assumes that all transit passenger miles would otherwise be in cars. The cost per ton is estimated by dividing the 2010 federal expenditures on transit by the estimated tons of CO2 removed. The overall cost per ton removed, including state, local, and fare revenues, would be more than five times as high.
[16] Calculated from U.S. Energy Information Administration, "AEO2013 Early Release Overview," December 5, 2012, http://www.eia.gov/forecasts/aeo/er/tables_ref.cfm (accessed December 18, 2012), assuming a vehicle occupancy rate of 1.6 persons, per the 2009 National Household Transportation Survey.
[17] This is the 2012 Toyota Prius, which averages 51 miles per gallon.
[18] Nicolas D. Loris and Derrick Morgan, "Cap-and-Trade for Cars Means Higher Prices and Less Choice for Car Buyers," Heritage Foundation Backgrounder No. 2751, December 17, 2012, http://www.heritage.org/research/reports/2012/12/cap-and-trade-for-cars-means-higher-prices-and-less-choice-for-car-buyers.
[19] These are municipalities (core cities), not metropolitan areas.
[20] The combined land area of the six "legacy cities" is approximately 825 square miles, compared to 747 square miles for the municipality of Jacksonville.
[21] U.S. transit systems are often compared unfavorably with those of Western Europe, with analysts usually concluding that U.S. metropolitan areas are inferior. Yet, U.S. urban areas may be the most mobile in the world. This author's research indicates that traffic congestion is less intense and journey to work travel times are shorter in the U.S. metropolitan areas compared to in Canada and Europe. See Wendell Cox, "Urban Travel and Urban Population Density," Journeys, Land Transport Authority of Singapore, November 2012. Further, the average journey to work tends to be shorter in the United States than in the metropolitan areas of Europe, Canada, Australia, and affluent metropolitan areas of Asia for which data is available. Consistent with the economic research cited above, this assists U.S. metropolitan areas achieving greater productivity. For example, the Brookings Institution Global Metropolitan Monitor 2011 found 33 of the most productive 50 metropolitan areas in the world to be in the United States.
[22] Subways and elevated trains (also called metros or undergrounds) are generally fully "grade separated," meaning there is no crossing of the tracks by any other vehicles, rails, or highways, which permits faster operation and far larger capacities than light rail or exclusive busways. They are substantially more expensive to build per mile and can only be justified where passenger demand is very high, such as in New York City and other of the world's largest urban areas with the largest central business districts (such as London, Paris, Tokyo, Hong Kong, and Shanghai).
[23] Urban areas are areas of continuous urban development and exclude the rural areas of metropolitan areas. The cited density figure is from the 2000 census. 2010 urban area employment density data is not yet available. Demographia, "United States Central Business Districts (Downtowns): 50 Largest Urban Areas 2000 Data on Employment & Transit Work Trips," June 2006, http://demographia.com/db-cbd2000.pdf (accessed December 7, 2012).
[24] Calculated from Texas Transportation Institute, Federal Highway Administration, and Federal Transit Administration data.
[25] Demographia, "United States Central Business Districts (Downtowns)."
[26] South of 59th Street (Midtown Manhattan and lower Manhattan combined).
[27] Demographia, Urbanization in the United States from [sic] 1945," http://www.demographia.com/db-1945uza.htm (accessed December 7, 2012).
[28] A metropolitan area may gain population while losing domestic migrants (people who move from one metropolitan area to another). Population change is the aggregate of natural population growth (births minus deaths), net domestic migration, and net international migration. For example, the New York and Los Angeles metropolitan areas lost more than 1,000,000 domestic migrants each between 2000 and 2009, though they experienced modest overall population increases.
[29] Approximately 2.0 million domestic migrants moved to areas outside the major metropolitan areas.
[30] Calculated from American Community Survey 2011 (one-year data).
[31] Where multi-state approaches are appropriate, states can enter into interstate compacts for transit. This approach is used in St. Louis, MO, and in St. Louis, IL.
[32] The higher cost is in part attributable to the very high parking costs in the six legacy city CBDs. These costs do not include the public subsidies (federal and otherwise), which, on average, fund 78 percent of transit capital and operating expenditures (calculated from U.S. Census Governments Database for 2009).
[33] Adie Tomer, Elizabeth Kneebone, Robert Puentes, and Alan Berube, "Missed Opportunity: Transit and Jobs in Metropolitan America," Brookings Institution, 2011, http://www.brookings.edu/~/media/research/files/reports/2011/5/12%20jobs%20and%20transit/0512_jobs_transit.pdf (accessed December 7, 2012).
[34] The same point applies to walking and commuting by bicycle, which are favored by urban planners. These methods of commuting are appropriate for the small minority of people who choose to live sufficiently close to their employment and must not take time-consuming (and sometimes long) side-trips, such as to day care facilities. According to former World Bank planner Alain Bertaud, "[L]arge labor markets are the only raison d'être of large cities." Bertaud, "The Spatial Organization of Cities: Deliberate Outcome or Unforeseen Consequence?" The World Bank, May 2002, http://www-wds.worldbank.org/external/default/WDSContentServer/WDSP/IB/2004/02/13/000265513_20040213120824/Rendered/PDF/wdr27864.pdf (accessed December 7, 2012).
[35] American Community Survey (2008–2010).
[36] Jean-Claude Ziv and Wendell Cox, "Megacities and Affluence: Transport and Land Use Considerations," presentation to the World Conference on Transport Research, Berkeley, CA, 2007, http://www.publicpurpose.com/ut-wctrs2007.pdf (accessed December 7, 2012).
[37] From first year of comparable data to latest year available.
[38] 1983 to 2009, inflation-adjusted.
[39] Wendell Cox, "Competitive Participation in U.S. Public Transport: Special Interests Versus the Public Interest," 8th International Conference on Competition and Ownership in Land Passenger Transport, Rio de Janeiro, 2003, http://www.publicpurpose.com/t8-cc.pdf (accessed December 7, 2012).
[40] London is perhaps the most significant example in the world. From 1985 to 2000, London Transport reduced its overall bus operating costs by 50 percent per mile after adjustment for inflation through the use of competitive incentives. All service in the largest public bus system in the world is purchased competitively from the private sector in London. Urban Transport Fact Book, "London: Transport Bus & Underground Annual Costs from 1985," The Public Purpose, http://www.publicpurpose.com/ut-lon$.htm (accessed December 7, 2012).
[41] Wendell Cox, "Competitive Tendering of the Public Transport," presentation to the Urban Road and Public Transit Symposium, Montreal, October 7, 2004, http://www.publicpurpose.com/ut-ct-mon2004.pdf (accessed December 7, 2012).
[42] There is a considerable body of literature on new urban rail systems in the United States and their relative inefficiency. Economist Clifford Winston of the Brookings Institution has concluded that "the costs of building rail systems are notorious for exceeding expectations, while ridership levels tend to be much lower than anticipated," and that "continuing capital investments are swelling the deficit." Wendell Cox, "Federal Transit Programs: Spending More and More for Less and Less," Heritage Foundation WebMemo No. 3176, March 2, 2011, http://www.heritage.org/research/reports/2011/03/federal-transit-programs-spending-more-and-more-for-less-and-less. Another report, by the Institute for Transportation and Development Policy (ITDP), suggests a widespread bias toward rail systems by local communities. Local communities that have to fully rely on local or state funds to finance such expensive projects seem likely to make more efficient choices. Annie Weinstock, Walter Hook, Michael Replogle, and Ramon Cruz, "Recapturing Global Leadership in Bus Rapid Transit: A Survey of Select U.S. Cities," ITDP, May 2011, http://www.itdp.org/documents/20110526ITDP_USBRT_Report-HR.pdf (accessed December 7, 2012).


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Lazarus_2 wrote:Paul's contribution to Real Love is virtually un-noticable.
Weren't the Beatles all supposed to contribue something(substantial) to the record?
Like on Dear Prudence...(probably their best arguably with all contributing)
Was Paul afraid to contribute something meaningful or something?
p.s: I'm starting to think now this 2-track reunion should never have been done. I mean if you're gonna do something, do it properly...
At least George did his part brilliantly(i think he was seemingly the only substantial contributor)
Besides playing the bass, Paul as usual does some extreme beautiful harmonies.


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East Canyon, Davis
DescriptionDavis and Salt Lake counties--Boundary begins at I-15 and I-80 in Salt Lake City; north on I-15 to US-89; north on US-89 to I-84; east on I-84 to the Davis-Morgan county line; south on this county line to the Morgan-Salt Lake county line; south on this county line to the Salt Lake-Summit county line; south on this county line to I-80; west on I-80 to I-15. This unit consists of areas directly adjacent to residential areas. USGS 1:100,000 Maps: Ogden, Salt Lake City. Boundary questions? Call Ogden office, (801) 476-2740. This map is provided for general reference only and does not constitute a legal hunt boundary. The Division does not guarantee access to any private or public land. Hunt unit boundaries may include private property or other excluded areas.
Hot subjects
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What Business Can Learn From the Obama Machine
NEW YORK ( TheStreet) -- I have covered political technology since the Web was spun. I covered it for Netguide Magazine in 1996 and for Pete DuPont's Intellectual Capital site in 2000. I saw Howard Dean make 2004 the year of the blog and watched Barack Obama's 2008 campaign scale that intimacy.
If the president wins re-election today Republicans will call him a "machine" politician. He is, but in a brand new way.
The Obama machine is a networked data center, with new software for determining whom to target and how. With Republicans focused on TV and more traditional techniques, with polls tight, this is a grand marketing experiment done in real time.
It began years ago with the work of the Analyst Institute.
Formed in 2007, the group focused on testing the effectiveness of campaign messages in 2008, as Slate reported .
By this fall it was targeting email messages to specific individuals, combining them with personal contacts from people the targets trusted on Facebook, as Politico reported.
It's this combination of personal targeting, and the use of social networking, that is most relevant to business. Restaurants like the Cheesecake Factory (CAKE) want to know who on their email lists might call for a reservation tonight.
Knowing your target market by name, and running those targets down a sales funnel using email and social networking, can yield big gains at relatively modest cost. It's better than mere advertising.
The Analyst Institute has also used randomized field experiments to learn how people choose a candidate and how they decide to vote. (These are separate questions.) They created a "persuasion model," showing the likelihood of winning specific voters, focusing both messaging and personal visits on those most likely to switch allegiance, as Slate wrote recently.
That's something a Ford (F) or General Motors (GM) dealer might like to have.
The Obama campaign has offered some numbers on the results of its cloud strategy. A memo issued last week told Obama campaign workers that 5,117 neighborhood get-out-the-vote centers had been opened in battleground states, with 698,799 full-time volunteer shifts created for the final four days of the campaign. It said 1,792,261 new voters were registered in those states, and 28% had already voted by last weekend.
The best test of the techniques is North Carolina, which most analysts expect to go Republican. I don't. As a liberal DailyKos diarist wrote over the weekend, the Obama cloud focused on sporadic, unlikely, and newly registered voters there in the early vote, so that while the President may have "won" that vote by only 142,623, based on party registration, half the margin came from people who didn't vote in 2008 and 2010, and a quarter came from people who registered at the same time as they voted.


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Topic: Search bot crashing application
I have a simple application that either serves a page model or article model whose content is stored in a database. The site was running fine for the first 2 months, but recently whenever a search bot crawls the site the memory spikes and the mysql process on the server gets killed, taking down the entire site with it.
I am running on a VPS with 512mb of ram, nginx, passenger with a max of 3 instances and Ruby enterprise edition.
I did a load test of the site at 50 concurrent connections navigating 3 levels which went perfectly, no issues at all and the memory was freed when the load decreased. In this test the memory usage reaches a total of 284mb.
However every morning around 3am the site is getting crawled and the memory spikes to over 900mb and the site goes down.
Please can someone help.


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Commissioned by Scottish Opera in 1996, James MacMillan's extraordinary first opera, after the play by Jo Clifford, has established itself as a modern masterpiece. Shocking, intense and utterly compelling, it is all the more macabre for being based in fact. This new production is directed by Olivia Fuchs (A Midsummer Night's Dream 2013) and is conducted for the first time by the composer himself, bringing new musical insights to the fore.
Inés de Castro, Spanish mistress to Pedro, Crown Prince of Portugal, finds herself caught in fast-growing tension between their two countries. Goaded by his scheming advisor Pacheco, the King prepares to banish her for the good of the State, but Pacheco has more extreme measures in mind. As war erupts, Pedro leaves to lead his men and, left to fend for herself, Inés falls into a nightmare of political intrigue, where much more than her position is at stake.
An epic tale that encompasses everything from love, duty and betrayal to politics, torture and infanticide, MacMillan shies away from nothing. His music is rooted in the oldest of operatic traditions but looks at it all with fresh eyes in a unique, visceral experience that has all the grandeur of Verdi. Scottish Opera favourites Stephanie Corley and Paul Carey Jones are joined by Susannah Glanville (Tosca 2013) and British stars, tenor Peter Wedd and bass Brindley Sherratt.
Age Guidance 14+
Inés de Castro was performed at:
Theatre Royal Glasgow
Thu 22 Jan 2015
Sat 24 Jan 2015
Inés de Castro Unwrapped Fri 23 Jan 2015
Festival Theatre Edinburgh
Thu 29 Jan 2015
Sat 31 Jan 2015
Inés de Castro Unwrapped Fri 30 Jan 2015
Sung in English with English supertitles 2 hrs 15 mins approximately


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Cannon fire Saturday at Hermann Heights
To the editor:
We celebrate the 125th Hermann Monument Cornerstone & 150th New Ulm Battery Anniversaries in Hermann Heights and Harman Park on Sept. 7. The Anniversary Committee would like to make area residents aware there will be about 50 New Ulm Battery cannon shots fired in Hermann Heights that day. Committee members are trying to schedule most of the shots between 10 a.m. and noon, if possible, for the Fire-a-Cannon Fundraiser (in which donors paid $100 to the fireworks fund for the chance to shoot a cannon). Monument Tours are 10 a.m. to 5:45 p.m. We apologize for any inconvenience the noise may cause area residents.
Bring a lawn chair to Hermann Heights Park and enjoy 3 free afternoon concerts by: Original German Band, Concord Singers and Schell's Hobo Band. Brats, hot dogs, Schell's beverages, pop and water available in Hermann Heights. Schedule:www.HermannMonument.com Photographers see website for Photo Contest!
Bring a lawn chair or blanket and reserve your seat in Harman Park! Entertainment starts at 4:30 p.m.! Concessions available at 4 p.m.: Individual Food Items, or try our Full Meal Deal: $8 Brat, kraut, German potato salad; also selling hot dogs, Schell's beverages, pop, water and 1919 Root Beer.
"Thunder in the Valley," concert featuring the 1812 Overture with New Ulm Battery cannon fire, NU Municipal Band and MLC musicians begins at 6:30 p.m. in Harman Park. "Fantastic Fireworks over Hermann Monument" begin at 8:30 p.m. sharp. After fireworks, enjoy top-40's, rock and a light show featuring Jonah & the Whales. Party until midnight! Admission is free.
Wendy Enter
Hermann Monument Society


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Trash is a scourge the marine ecosystem cannot fight off itself, which is why organizations like Lagoon Keepers have become a vital cog in conservation and restoration efforts in Palm Beach County.
Founded and operated by Greg Reynolds, Lagoon Keepers is a grassroots-style nonprofit organization dedicated to the waters of Palm Beach County. From Tequesta to Boca and all watery points in between, Reynolds and a band of volunteer members scour the Lake Worth Lagoon, the Intracoastal Waterway, canals and river outlets in search of refuse and trash. For 10 years, the group's mission has been "to remove floating debris on a daily basis, therefore improving the quality of the water for everyone's benefit and environmental health."
Trash and debris, mainly plastics, have been collecting at sea creating gigantic garbage patches, wreaking havoc on marine ecosystems.
Photos provided by NOAA
"I wish I didn't have to do this," Reynolds says about the daily forays out on the water in search of trash and debris. "But the simple fact is no else is or will."
Through a membership program, Keepers runs a fleet of kayaks in eight locations that members can use for free, anytime: Jupiter Pointe Marina, Loggerhead at Jonathan's Landing, Loggerhead at Frenchmans Creek, Adventure Time Kayaks, New Port Cove Marina Center, Blue Water Power Boat Rentals, Peanut Island Maritime Museum and Boynton Beach Intracoastal Jet Ski and Boat Rental. However, there is a catch: While paddling, if you see trash, pick it up. As added incentive, members can send in photos of the trash collected and will then be entered into monthly drawings for movie tickets and restaurant gift cards. And if that weren't enough, membership only costs $25 per individual, $50 for family—you'd be hard-pressed to rent a kayak cheaper than that for a half-day, let alone have a fleet at your disposal all year.
This may sound rather benign, but collecting water-bound trash is essential to maintaining the balance of the marine ecosystem. Most have heard of the giant garbage patches forming in the world's oceans—massive fields of plastics corralled by the great oceanic gyres. Some claim the Great Pacific Garbage Patch in the northern Pacific is larger than the continental United States, while the north and south Atlantic patches are growing daily. These are not the result of maritime litter—though that does add to it—but trash from land that eventually makes it to sea. Rivers, streams and canals pump thousands of pounds of trash into the Intracoastal Waterway daily, which then leads out to the ocean. On the way, marine life like sea turtles, dolphins and whales mistakenly eat plastic bags, water bottles and balloons, while marine critters become ensnared and die. According to Ocean Crusaders, shoppers worldwide use approximately 500 billion single-use plastic bags per year, resulting in the death of more than 100,000 marine animals and one million sea birds each year. Trash that is not eaten or added to the patch is snagged by reefs, suffocating out corals and other invertebrates. This has a cascading effect, causing irreparable harm and damage to an ecosystem already tenuously hanging in the balance. The kayak patrol is often the last line of defense before this trash makes it out to sea, where it will stay for hundreds of years—slowly breaking down, making its way into the food web.
Without organizations like Lagoon Keepers, the fragile underwater environment and its inhabitants like this angelfish stand little chance of remaining this pristine.
Photo provided by the Florida Department of Environmental Protection.
On the larger end, Reynolds and his band of volunteers make daily patrols in a handful of donated power boats, searching for anything floating along that may cause a navigation problem. "We've pulled trees from the water, floating docks, errant boats," Reynolds says from his Rivera Beach shop, which acts as boat repair center and weekend maritime garage sale hotspot. "You'd be surprised by the calls we get."
On call, Reynolds and Lagoon Keepers provide a service that no one else is willing to do—even the county park's department. When something floats by, the department calls Lagoon Keepers. "I get calls from the Coast Guard all the time," Reynolds says.
Additionally, Keepers removes derelict boats that have long been abandoned, beached or sunk. When a boat sinks, the owner has 30 days to remove the vessel or be charged with a third-degree felony. But anyone who has been to Peanut Island or Burt Reynolds Park knows there are quite a few boats that have long surpassed that 30-day window. These vessels can be a nightmare for navigation and the environment, as they slowly leech oil and hydraulic fluids, break apart, add to the trash problem and reduce the draft levels for boats. Keepers will raise and remove derelict vessels, getting them out of the water. To date, Lagoon Keepers has removed 189 boats from the 42-mile stretch of the Intracoastal Waterway in Palm Beach County, helping maintain the waterway system.
|One of the derelict vessels raised and removed by Lagoon Keepers.
Yet it's not just the public that has come to rely on Lagoon Keepers' service but also a host of private companies. Many leaders in the maritime industry regionally and internationally recognize the merits in what Reynolds and crew are up to. Just a quick look at the organization's corporate supporter list—which includes heavy-hitters like Viking Yachting Center, Rybovich, Evinrude, Towboat US and West Marine—speaks volumes to the organization's necessity: A navigable waterway is vital to the economic viability of this region.
According to Florida Inland Navigation District's 2011 report "Economic Benefits of the District's Waterways," Palm Beach County's Inland Navigation District (the Intracoastal Waterway) and the Lake Worth Lagoon support a local marine industry estimated at $1.26 billion in business volume annually. This equates to 5,879 jobs, amounting to $297.5 million in personal income and $53.3 million in tax revenue. While the Port of Palm Beach maybe small in stature, it is the fourth busiest in the state and eighteenth nationally. On top of that, the Florida Department of Environmental Protection claims in 2001, "the artificial and natural reef systems of Miami-Dade, Broward, and Palm Beach Counties contributed $3.8 billion in sales to the local economy, as well as almost 60,000 jobs." It is hard to overstate the importance of a clean and navigable waterway system.
Raising derelict vessels is no easy task. Over the last decade, Lagoon Keepers helped raise and remove 189 derelict boats from the Intracoastal Waterway like the one pictured here.
To help bolster Lagoon Keepers' maritime army, Reynolds is implementing a new phase to the organization's charter. He wants to enact a new citizen patrol system by commissioning new boats to be built by local boat builder, Offshore Catamarans, and designed to handle trash pick-up and patrol missions. He then wants to pass them on to members of the organization to act as captains. The goal is to have seven boats strategically placed along the 42-mile stretch of Palm Beach's inland waterways, each patrolling a six-mile range. The vessels will be on call and expected to make patrol missions throughout their specific range, and in return, the member essentially gets free access to a boat.
"There will be a small fee so that they have a little skin in the game," Reynolds says, "but they essentially get a free boat."
This plan puts the onus back on the people, creating a stewardship that goes beyond weekend kayak trips and the occasional beach clean-up. There are a lot of nonprofits dedicated to the sea competing for dollars in Palm Beach County, all targeting different flagship species or causes, and all are worthy. But few are strictly dedicated to keeping the marine ecosystems clean, which benefits everything—man, animal and environment alike. Frankly, many of these organizations directly benefit from Lagoon Keepers, but little is said of them. Every day, a new round of tonnage makes it into the water. But without the Keepers, things would be a lot worse.
"We're keeping it from the reef," Reynolds says, "but it's hard to get people excited about trash." But for everyone who enjoys exploring our waterways, a debt of gratitude is owed.
- For more information about Lagoon Keepers and ways to help, visit lagoonkeepers.org.
The mission behind Lagoon Keepers helps keep the local marine environment clean for all to enjoy.
Photo provided by the Florida Department of Environmental Protection.


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As You Like It: an eco-friendly production
Posted by Cassie Hall '13, Brookings, South Dakota, and Ally Roberts '10, Willmar on Monday, Apr. 19, 2010
The University of Minnesota, Morriss Black Box Theatre echoes with the words of the great Bard of Avon as students perform William Shakespeares classic comedy As You Like Itwith a contemporary green twist. The production crews goal was to be 100-percent eco-friendly. Transformed trash has become the set, the costumes, and an artistic reflection of a campus committed to waste reduction, recycling, and energy self-sufficiency.
As You Like It was chosen for the spring 2010 production because the play lends itself so well to the importance of interacting with and concern about the environment. Its plot largely centers on city people being forced to return to Nature by living and surviving in the country, says Ray Schultz, associate professor of theatre arts and director. I definitely thought that particular theme resonated with UMMs green initiatives. The eco-friendly production idea came as a way for me as a director and theatre as a discipline to consciously plug into and advance UMMs interest and commitment to environmental issues.
The production concretely demonstrates a return to Nature and environmental sensitivities by transforming ordinarily expendable trash into costumes and sets. Schultz was inspired to take this artistic route when he served as a faculty judge at last years Fashion Trashion Studio Art show.
The students work was highly creative: dresses made from old CDs and juice container liners, vests made from pop can tops, a wedding dress created with Dasani water bottles and old shower curtains. The clothes were inventive, eco-friendly and, in many cases, really beautiful in design and construction, says Schultz. It got me thinking that it could be both highly creative and eco-friendly to costume a theatrical production in this way. I also thought that because of the theme I wanted to emphasize in As You Like It, this was a perfect opportunity to try it. So after a few talks with Jess Larson, associate professor of studio art, who agreed to collaborate by heading the costume design team comprised of theatre and studio art students, the concept was born.
The biggest production challenge for the costume team was adhering to eco-friendly designs while maintaining a cohesive design process. Stage costumes must not only say something about the characters in a play, they are also clothes to be worn, and that implies a certain level of durability, says Schultz. Costumes must last the run of the production and allow actors freedom of movement, too.
Ultimately, the unusual method of costuming lifted rags to riches, the ordinary to extraordinary. We artfully, elevated everyday, discarded objects like old jeans, bottle tops, cassette tapes, and the like, and transformed them into something else, says Schultz.
And, the set crew constructed a world made out of entirely recycled or reclaimed materials. Jason Rasinowich, technical director, serves as set designer for As You Like It. His work continues the comedic theme into the set landscape while preserving the Elizabethan silhouette and thrust stage, staples of Shakespearean times.
As You Like It runs Thursday through Saturday, April 2224, 2010, at 7:30 p.m. with a matinee performance on Saturday, April 24 at 2 p.m. in the Black Box Theatre, Humanities Fine Arts, on the Morris campus. Special high school matinees are scheduled for April 21 and 27 at 10:30 a.m. Ticket prices are $8 for general admission and $5 for students and seniors. Free, convenient parking is available in the North Lot. For more information, advance ticket sales, or to inquire about high school matinee performances, please call the Theatre Box Office at 320-589-6249.
Photo: A scene from As You Like It. Note the cassette tape ruffle on the noblemans shirt and the bottle top trim on his vest (right). The students specifically chose this location for publicity shots in front of the dumpster behind Humanities Fine Arts.


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While the majority of personal computers shipped today come with PCI Express bus, there are some machines which have no PCI Express x16 slot for graphics cards and there are numerous deployed systems that do have neither modern PCI Express x16, nor outdated accelerated graphics port (AGP) slot, only PCI. Especially for those there is an ATI Radeon X1300 graphics card with PCI interface.
Computer stores in Tokyo, Japan, are about to start selling ATI Radeon X1300-based graphics cards with PCI interface, which means that the devices can be installed into any systems running more or less powerful processors released throughout the last 5 – 6 years. While the boards are marked as KuroutoShikou, the latter is actually a local brand, which resells products made by original equipment manufacturers. In particular case, the Japanese company indicates that GeCube makes the appropriate graphics cards for it.
The graphics card marked as RX1300-LP128H uses PLX Technology PEX 8111
ATI Radeon X1300 graphics processing unit features four pixel processors, four texturing units and two vertex processors. The chip is compliant with DirectX 9.0 shader model 3.0 and can support Windows Vista premium Aero interface. The particular RX1300-LP128H graphics card clocks the chip at 450MHz, sports 128MB 533MHz GDDR2 memory (with 32-bit bus width), D-Sub and DVI-I interfaces, according to Akiba PC Hotline web-site.
The product is not positioned as an upgrade option for a machine intended for gaming, but rather than a device to replace a damaged graphics card in an office computer. Previously ATI offered Radeon 7000 and Radeon 9200/9250 solutions for PCI bus, whereas partners of rival Nvidia Corp. offered GeForce 5500 and GeForce 6200-class products for PCI bus.
GeCube currently does not list the RX1300-LP128H on its web-site and the pricing of the part is not clear.


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Embraceable Cool Nights
Ivory/Black Cami
Style: 13570048736
Out of Stock
Luxuriously soft cami finished with a ruched bodice, contrasting black feminine lace and a satiny bow. From our Embraceable™ collection featuring the soothingly soft Cool Nights™ knit you've come to love. Wear with the Cool Nights™ PJ Short or Crop Pant in black or ivory or similarly hued patterns.
- Superior to cotton in softness, our breathable Cool Nights™ knit keeps you cool and dry.
- Stretch knit retains shape and silky drape, even after countless washings.
- Adjustable straps.
- Double-layered, seamed bodice offers gentle lift and support.
- Non-cling.
- Approximate length: 26.5" from shoulder.
- 93% Rayon, 7% Spandex. Machine wash, cold. Imported.
Read more… Read less…


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Hey everybody,
We're looking for some avatars, that have a beekeeping type theam. If you have any and would be willing to give them to the chat room we could sure use them.
They need to be less than 25kbs. you can email them to me: ffowens2001 at yahoo dot com
[size="1"][ December 26, 2006, 09:02 PM: Message edited by: Billy Bob ][/size]


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Boys' Boots
Boy's Boots
Feed into your kid's imagination buying them boy's cowboy boots to replicate the cowboys they see on television. Look for all types of boots shopping through our section of boy's boots. Boys are active and don't let the weather elements or environment get in the way of their fun.
Pick the right boots for boys to prepare them for any occasion they could encounter. Select from boys snow boots and rain boots to keep their feet dry in cold and wet climates. For the trail blazing boys equip them with boys hiking boots. Browse for other boots for boys including boys work boots, rubber, hunting and casual boots.
We know shopping for boots can be tricky when you have to account for fast-growing feet. Whenever they outgrow an old pair of boots you can always rely on us for the next pair.


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In case of emergency, please call us immediately. If it is after hours, please call Oklahoma Veterinary Specialists at 918-299-4900. For location and directions please visit www.okvets.com.
As part of the VCA family, we have over 83 specialty hospitals across the US and Canada which provide referral specialty care, so there may be one near you. Enter ZIP to find VCA specialty care hospitals near you.


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These gorgeous metallic paints spread smoothly and stay flexible. They are a perfect choice for fabric and leather, but are also stunning on surfaces like paper, photos, wood, shrink plastic and even styrofoam!


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Celtic FC 2010 season third shirt in white/green.Features NikeFit fabric that provides exceptional comfort with mesh panels on both sides that allows airflow for ventilation. Embroidered team badge and Nike Swoosh.Felt applied Sponsor in front.Comes with N&N of McDonald #7. 100% polyester.
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Soccerplus first opened in 1994. We were one of the first soccer websites to hit the webView more
Address: 1640 E. Washington Blvd.
Pasadena, Ca 91104, USA
Phone: 1-800-945-7291
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How Do I
- Find Bid Information Birth/Death certificate Cemetery information City News City parks Contact information Documents and forms Garbage/Recycling information Job openings Maps Council Meetings Other Meetings Police & Accident reports Press releases Recreational information Road Closings Voter information
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Special City Council Meeting
Meeting: Special City Council Meeting
Date/Time: Wed, Apr 24th 7:15pm
Location: City Hall, Training Room, 2nd Floor
April 23, 2013
Upon written request of the City Manager and in accordance with Section 4.7 (b) of the City Charter, a special City Council meeting will be held on Wednesday, April 24, 2013, 7:15 PM or shortly thereafter, in the Training Center, Second Floor at City Hall, Holland, Michigan, to consider the following items and any matters relating thereto:
1. Roll Call.
2. Public Comments.
3. Windmill Island Gardens Fundraising - Fiscal Sponsorship Grant Agreement – Community Foundation of the Holland-Zeeland Area – ROLL CALL.
4. Motion to go into Closed Door Session to review status of labor negotiations – ROLL CALL.
5. Other Business.
6. Adjourn.
Anna Perales, Deputy City Clerk
City of Holland will provide necessary services and auxiliary aids, such as signers for hearing impaired and audiotapes of printed materials, to individuals with disabilities, upon receipt of seven days prior notice. Person with disabilities requiring auxiliary aids services should contact the City of Holland by writing or calling: Human Relations C/O City Clerk's Office contacting Anna Perales, Deputy City Clerk, 270 S River Avenue Holland, MI 49423, telephone (616) 616.355.1301. Language translations or interpretations will be provided on request.
La Ciudad de Holland proporcionará servicios necesarios y ayudas auxiliares, tales como personas que usan lenguaje de señas para aquellos con discapacidad auditiva y cintas de audio de materiales impresos, a las personas con discapacidad, con un aviso previo de siete días de anticipación. Las personas con discapacidades que necesiten servicios de ayudas auxiliares deben ponerse en contacto con la Ciudad de Holland escribiendo o llamando a: Human Relations C/O City Clerk's Office, comunicándose con Anna Perales, Deputy City Clerk [Secretaria Municipal Adjunta], 270 S. River Avenue, Holland, MI 49423, teléfono (616) 355.1301. Las traducciones o interpretaciones serán proporcionadas a petición.


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CGU alumni are ambassadors for our programs to the world. They are your guides, your connection to the professional world, and the supporters of your graduate program. Many of our alumni remain engaged in the activities of the division and make very generous annual contributions.
Our vibrant and engaged alumni network also facilitates student internships and jobs, and has an impressive record of providing meaningful career placements for our current students.
We regularly host get-togethers for alumni, students, faculty, and friends of the program at conferences across North America. Contact Marcella Camberos, Director of External Affairs, at email@example.com for more information.
We are also happy to connect both current and prospective students with our alumni, upon request.
Our next alumni gatherings will be:
Alumni, students, and prominent guests at the November 2010 American Evaluation Association Conference in San Antonio, Texas. Scenes above include the Claremont Alumni Reception at Zuni Grill on the San Antonio Riverwalk, as well as panels, author signings, and meetings with prominent names in the field.
April 23, 2010: Students, alumni, and faculty gathered at the Western Psychological Association conference in Cancun, Mexico.
June 18, 2009: Faculty, students, and alumni meet with special guests in Philadelphia, PA during the first World Congress on Positive Psychology. From left to right, pictured at our soiree at the Table 31 lounge: Dr. Jeanne Nakamura, student Brett Holingshed, and special guests from Africa and South America; student Thuy-vy Nguyen; student Kim Perkins with Dr. Mihaly Csikszentmihaly; alumna Rachel Schiff and student Cindy Sherman. Far right: Students Karen Wampler, Natalie Dymchenko, and Vanessa Kettering have a moment with Dr. Philip Zimbardo during the conference.
April 24, 2009: Students, alumni, and faculty meet and celebrate in Portland, Oregon for the 2009 Western Psychological Association Conference. Top row: Jason Rivera, Laura Myerchin, and Justin Mary; Suellen Crano, David Robinson, Anna Malsch and guest, and Allen Omoto; Giacomo Bono and Harvey Wichman. Bottom row: Kelly Neff, Stacy Hawkins, Elizabeth Chamberlin; Ia Ko, John Lavelle, and Stewart Donaldson; Justin Mary is presented with an award by Jeff Mio; Jason Rivera presents his research.
November 7, 2008: Revelers at the meeting of the American Evaluation Association enjoy our annual Claremont get-together of alumni, students, faculty, and special guests, held at the Rialto Cafe Art Gallery in Denver, CO.
November 16, 2007: Alumni, students, and faculty enjoyed a lively night of tepanyaki (and dancing!) at the 2007 Meeting of the Psychonomics Society in downtown Long Beach, California. Top row: Lisa Avila-Mora, Patrick Williams, and Kathy Pezdek; Victor Gombos; Lori James and Gabrielle Osborne; Beth Terris, Patrick Williams, Roxanna Salim, and Gabriel Cooke. Middle row: Kathy Pezdek and Iris Blandon-Gitlin; Elizabeth Graham, Kemara Has, Lisa Avila-Mora, Meredith Patterson, and Leah Light; Jillanne Thomas, Paul Thomas, and Roxanna Salim. Bottom row: Victoria Romero and William Sturgill; Robert Kennison and Elizabeth Graham; Meredith Patterson and Christie Chung.
Follow this link to see a complete gallery from this event!
November 9, 2007: Claremont alumni and friends enjoy a stunning view of Baltimore's inner harbor during the 2007 American Evaluation Association conference. Top row: Rashon Lane, Kim Perkins, Leslie Fierro, Rachel Schiff, and Michelle Mercier; Michael Scriven, Max Freund, and friend. Second row: Tarek Azzam, Rocele Estanislao, Sae Lee and friend, Robert Lachausse and Kelly Fischbein, Dreolin Fleischer and Chanel Parson. Bottom row: LaRease Thomas and friend; Shanelle Boyle, Ana Dor, and Cindy Gilbert.
Follow this link to see a complete gallery from this event!
Oct. 5, 2007: Alumni gather for drinks and a spectacular view at the Sky Lounge in Washington, DC. From left to right - Professor Stewart Donaldson and Julie Chalfin; Katrina Bledsoe and Cindy Gilbert; DBOS Staff Paul Thomas, Blanca-Flor Guillen, Kimberly Wells, Julie Chalfin, and Katrina Bledsoe.
Follow this link to see a complete gallery from this event!
An elegant, jazz-filled evening was enjoyed during the recent Western Psychological Association Conference in Vancouver. Among those pictured above are Professor Dale Berger (top left, with other guests), alumni Elisa Grant-Vallone and Chris Aberson (top right), and alumnus Wesley Schultz and Professor William Crano (bottom right).
Follow this link to see a complete gallery from this event!
Alumni and current students exchange fresh ideas at the April 2007
Career Development and Alumni Appreciation Day in Claremont, California.
Follow this link to see a complete gallery from this event!
Soon-to-be-alumna Debra Berry and alumna Dr. Julia Love reunite at the
Society for Research on Child Development Conference in Boston, MA, March 2007.
CGU graduate faculty Bill Banks and Kathy Pezdek, during the Nov. 2006 Psychonomic Society Meeting in Houston, catch up with alumni Meredith Merefield Patterson and Michael Patterson--and meet their new son, Jack!
Alumni, faculty, current students, and guests gather at our Nov. 3 Alumni Reception in Portland, Oregon during the 2006 American Evaluation Association Conference.
Follow this link to see a complete gallery from this event!
Claremont faculty at the CGU-sponsored Society for the
Psychological Study of Social Issues Conference in Long Beach, June 2006.
Internationally recognized scholars debate "What Constitutes Credible Evidence in Evaluation and Applied Research" in Claremont at our Stauffer Symposium on August 19, 2006. (From left to right: Michael Scriven, Gary Henry, Leonard Bickman, Sandra Mathison, Jennifer Greene, Thomas Schwandt, and Sharon Rallis.)
Eminent scholars and leaders in evaluation, alumni, current students, and faculty at the 2005 DBOS Alumni Reception in Toronto, during the joint American Evaluation Association and Canadian Evaluation Society Conference.
Follow this link to see a complete gallery from this event!
Paul Thomas, host of the DBOS Alumni Reception and Information Booth,
at the 2005 American Psychological Association Convention in Washington, D.C.
Faculty at a CGU-sponsored breakfast at the Society of
Experimental Social Psychology Conference in San Diego, Oct. 2005.
Alumni mingle with current and prospective students at the 2005 DBOS Alumni Reception
at the Society for Industrial/Organizational Psychology Conference in Los Angeles.
© 2017 Claremont Graduate University • 150 E. 10th St., Claremont, CA 91711 • (909) 621-8000 • Campus Safety • Emergency Info • Campus Map/Driving Directions


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Welcome to the Iron Ridge Public Library. We are proud to be your local community library, offering programs and services for all ages. Our size allows us to give you personalized service and a friendly face, but we have access to resources from libraries throughout the area and the state. Whether you're looking for hints for your latest craft project, local history information, or something to read for fun, we can help you find it.
trio, our new online catalog and circulation system, is up and running!
I have re-set the link to the online catalog to its new location. Please let me know if you have trouble accessing trio.
Many things have changed behind the scenes. While most functions transferred smoothly, there are a few remaining glitches to fix. Our IT guys at system headquarters are busy working on them.
Thank you for your patience during this transition!
Closed dates this fall:
November 18 Tuesday Staff training
November 27-December 1 Thursday through Monday Thanksgiving
December 24-29 Wednesday through Monday Christmas
December 31-January 1 Wednesday and Thursday New Year's
We plan to be open on December 23, December 30, and January 2-3, 2015.
(this page updated 11/20/14)


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Jaime Hernandez: The 2012 Benjamin Harrison Presidential Dollar was the third Presidential Dollar design issued in the 2012 Presidential Dollar Coin Program. The Mint did not release any coins into commerce and they only made them available by purchasing them directly from the U.S. Mint.
Issue Date: August 16, 2012
Bags: The Mint offered bags containing 100 coins each with a price of $111.95.
Boxes: The boxes were offered as a 250 coin option for a price of $275.95 Or a 500 coin option at a price of $550.95.
Rolls: Rolls were sold in pairs of two. Each pair had two individual rolls with 25 coins each totaling to 50 coins between both rolls. Each roll had 25 coins with the Benjamin Harrison design struck at the Philadelphia Mint. The second roll had the same coins but these were struck at the Denver Mint. Each pair of rolls had an issue price of $32.95.


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Qaser Al-Bint Hotel is a newly established hotel in the early 2000s in Petra, the Rose Red City of the Nabateans civilization, and lately remodeled and refurnished in 2009. It is situated and built in a very beautiful and distinguished location which
We have double rooms and single rooms along with 4-bedded dorms in a great location...
The Red Rose city of Petra, one of the new world wonders and without a doubt Jordan's most valuable treasure and greatest tourist attraction is just a short 5 minute drive away from the B&B.
Cleopetra Hotel is located in the city center of Wadi Mousa and only about 250 Meters from the main bus statio
The hotel has 22 rooms (single, double, triple) and we have been welcoming tourists for years...
Welcome to Obeid's Bedouin Life Camp for the experience of a life time
Shara Hostel is newly opened, located very close to the center of the city (Wadi Mousa), and very close to most our guests needs.
Caravan Hotel is a pleasant, well-maintained 2 star hotel located three minutes walk from the Abdali Bus Station and 15 minutes from Amman city centre.
This familiary middle-size hotel is renovated in 2007 and comfortable new furnitures are waiting for the guest to give a friendly headquarter to make some sightseeing tours or trips to the main tourist attraction.
You can't be closer to the beach! Leave the hassle and bustle of the town behind you and relax.....
Find a hostel in Jordan and save money on discount lodging. Hosteling in Jordan offers a different travel experience than staying at traditional accommodations. Youth hostels allow you to meet new people and learn from other international and worldly travelers. Most hostels are conveniently located in the center of the action close to public transportation, including buses and rails. Staying at a hostel in Jordan is a great option whether you are backpacking or traveling on a budget . Browse our hostels and plan your Jordan vacation today!


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Partly Cloudy ~
High: 47°F ~ Low: 33°F
Monday, Jan. 23, 2017
Conquering fears and tackling dreamsPosted Wednesday, August 12, 2009, at 12:44 PM
Looking back, I see a timid and shy little girl who was afraid of everything, and as time went on little by little, I was dying inside.
Finding myself at a crossroads, I knew I had better choose my direction wisely because I had three small children to take care of. Neither I nor the children could continue on the road we had been traveling.
So I chose. My choice left me jobless and homeless, but I mustered up all the courage I could muster and stepped out in faith.
Knowing I had to make life better for my children, I began digging my way out of what seemed to be a huge dark pit.
Finding a job was one of the first tasks I had to take care of in order for me and the children to survive. I thank God for opening the door for me to gain employment at the Tribune for it was here that I would learn to live again.
Starting out in the front office as the Tribune receptionist, I instantaneously bonded with my co-workers. They quickly became more than just the people I worked with. They even surpassed just being called my friends. They became my family.
Their constant encouragement, which sometimes came in the form of a kick in the butt from Teresa, helped me gain the confidence I needed to overcome .
This group of people constantly stood behind me urging me forward and helping me gain new found strength. Little by little, I began to conquer fears and overcome each battle that I faced.
I still remember the day Robin Hixon, the Tribune's editor when I was a receptionist, told me that she wanted me to write for her. Although I completely lacked the confidence to make such a move, with another kick in the behind from Teresa and lots of encouragement from my other co-workers I began my journalism career.
Even though I have made a few mistakes during my time as a reporter, for the most part, I think it has gone well. I know that it has certainly opened doors for me to forge friendships with many people throughout Bourbon County. That alone has made my time spent in the newsroom worthwhile. In addition, in April, I discovered one of my articles earned me third place in the Kansas Press Association 2009 Awards of Excellence. This also made me feel good about the job I had been doing.
I will ever be grateful for my Tribune family. The love and encouragement they have shown me helped turn a timid, shy little girl who was afraid of everything into a confident woman who is ready to tackle her dreams!
Showing most recent comments first
[Show in chronological order instead]
Rayma, God has indeed blessed you.
You are a testament of the grace God has given us, and of your perseverance to overcome unsurmountable odds with the help of your friends (I know, as we went through them with you).
Keep looking forward, we love you and the kids (I miss seeing them every week}. God has great things in store for you in the future.
-- Posted by pastoral on Sat, Sep 19, 2009, at 6:30 PM
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text:
Eyeser Level 7 Tips and Strategies
- App name: Eyeser
- Developer: Pine Entertainment
- Genre: Educational
- Release: Feb 25, 2015
If you are stuck on Eyeser level 7 you came to the right place. Below you will find a video walkthrough and some written tips that will guide you through that level. Have fun and enjoy this great game.
Level 7 Walkthrough
This page contains Eyeser video walkthroughs for iOS (iPhone/iPad) called "Eyeser Level 7" and has been uploaded on IGV Walkthroughs official channel at Mar 5, 2015.
Still need help with this level? Here you can ask questions and discuss with other Eyeser users.
Hit like if this helped you!
Stuck on some levels in Eyeser? This walkthrough can help you finish the game.


text:
NYPA Activates Peak Load Management Program
Customers Expected to Cut Demand by Over 50,000 Kilowatts
Michael Saltzman
August 13, 2002
NEW YORK—The New York Power Authority (NYPA) activated its Peak Load
Management (PLM) program today (Tuesday) in New York City in anticipation of
high electricity demand resulting from hot and humid weather conditions. It
marks the tenth day this summer that the Power Authority has put the program
into effect, as part of a coordinated effort to manage the available
electricity capacity in the state and prevent power disruptions.
NYPA customers participating in the program receive $40 for each kilowatt of
electricity they commit to save when called on during the high-demand
months, from June through September. The Power Authority may make such
requests for up to 15 weekdays during those months, with the standard
duration of the reductions lasting up to six hours (12 noon-6 p.m.).
Participants achieve the power cutbacks through various measures, including
turning off or dimming non-essential lighting, adjusting air-conditioning
settings, and using their own on-site generators.
Among the NYPA customers participating are the Metropolitan Transportation
Authority, the City and State Universities of New York, and the New York
City Department of Environmental Protection.
On previous PLM days this summer, participating customers managed to reduce
their electricity use by a total of more than 50,000 kilowatts, which is
about equal to the output of a small power plant. The Power Authority
expects to increase that total as additional customers, and multiple sites
and facilities, participate.
Customers receive a day-ahead notice of the possible activation of the
program. Confirmation notices are then issued on the morning of the peak
load day.
NYPA's PLM program is part of a larger effort under New York State
government's direction known as the Coordinated Electricity Demand Reduction
Initiative, or CEDRI, that has resulted in substantial cutbacks in power use
this summer. In addition to NYPA, it involves the New York Independent
System Operator, the New York State Energy Research and Development
Authority, the Long Island Power Authority, and the New York State Public
Service Commission.


text:
Shelving Set - Green Epoxy - Various Sizes
by Other | Item #: 979248 |
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About this itemShelving Set, Green Epoxy. Choose from four sizes.
Complete Shelving Set Includes 4 Each Green Epoxy Shelves, 4 Each 74"H Green Epoxy Posts And Split Sleeves For Shelf Attachment. NSF approved.
- Green epoxy shelving sets are approved for all environments - walk-in coolers, freezers, dry storage, etc.
- Shelves include four tapered split sleeves for easy attachment to the posts. Shelves are adjustable every 1"
- 600 lb. Weight capacity on 60" and 72" (evenly distributed)
- 800 lb. Weight capacity on 36" and 48" (evenly distributed)
- NSF approved
- 74" Posts
- Posts include the leveling bolt to adjust to uneven floors
- Numbers printed on posts to assist fast assembly
Assembled Country
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text:
Hyundai XG300 Repair and Maintenance
A guide to problems, costs, maintenance and repair for your Hyundai XG300
Never overpay. Check prices with our estimator
Ask a mechanic in our community
Our experts translate recalls into plain English
Hyundai XG300 ProblemsPoor Shift Quailty of Automatic Transmission
Prior to replacing the automatic transmission fluid (to improve shift quality), make sure that the transmission fluid level is correct. Also, make sure the computer that controls the transmission has the most up-to-date adaptive programming information. When servicing these transmissions be sure to use fluid approved by Hyundai.
If the Check Engine Light illuminates, indicating a problem with the front oxygen sensor, but the sensor tests okay, reprogramming the engine's control computer should fix the problem. Then, the Check Engine Light will no longer falsely illuminate and the acceleration, particularly from a stopped position, will be smoother.


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Good TeaDay everyone, and welcome! Shall we brew and share what is in our cups today, all day? And of course discuss today's topic.
Yesterday we discussed whether we were listening to music with our tea. You can of course continue to discuss yesterday's topic.
Today's TeaPoll and discussion topic. Yesterday, I started to wonder. Currently, how long does it take to pick your next tea to drink on average. Although not part of the poll, so we can get an idea if it is affected by how many teas you have open, also share about how many teas you have open.
I am looking forward to sharing TeaDay with everyone (I better start deciding what to drink). Bottoms up!


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Collect photos, maps, memories and books of interest to you.
Memories of Bicester
Happy Times
I remember living at 12 Church Street when I married my first husband, and taking my baby James home there. This street remains as it has been for decades.
Bicester Secondary School 1964 1965
Did anyone go to Bicester Secondary School? I went there in 1964-1965, I was 14-15 years old and would have been in the 10th grade. I was the only American student, my father was stationed at RAF Upper Heyford. I had many friends, if you remember me.. Millie Venezia.. please email me.
Teenage Years
I remember Bicester, my late sister Maureen used to work in Marys cafe,in 1970, I used to work in Preeces drapery I think it was called. we used to live on the RAF camp at Bicester, I remember many a happy hour hanging around the music store. Just reading this has brought back fond memories, My dad was a cpl in the RAF, I worked in the officers mess for a time,then we moved down south,
Wonderful Scones And Coffee
My Mum and I would call in to Mary's Cafe on a Friday morning to have scones and coffee. A wonderful experience in beautiful surroundings. Such a shame it no longer exists.


text: If you've already added "run a 5K" to your list of New Year's resolutions, then this is the app for you. Couch-to-5K ($1.99), from Active.com, provides all the necessary tools to transform a couch potato into a lean, mean, marathon-running machine. It comes equipped with training plans from active.com trainers and virtual coaches to keep you motivated. Users can also calculate running distances, map routes, log workouts and listen to playlists with the in-app music player.


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Optimizing Media Spend Allocations
June 28, 2011
Wes Nichols, co-founder and CEO of MarketShare, a leading industry cross-media analytics solutions provider, provided thoughts on objectively optimizing marketing and media resources.
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