text:
2012 Year in Review: Top 10 Celebrity Newsmakers (PHOTOS)
You just managed to finish digging through the hefty pile of holiday news alerts only to find that Rihanna and Chris Brown are back together — again.
But you love it. Because a 24/7 news cycle makes the world go 'round. And none of it would be possible without these celebrity newsmakers.
While many stars graced our headlines this year, it took a special few to flat-out take up real estate.
Kristen Stewart, for one, caused social media networks to implode when she cheated on her oh-so-dreamy Twilight co-star Robert Pattinson with her married Snow White and the Huntsman director Rupert Sanders. She proceeded to cause an even bigger stir after reuniting with R.Patz, dressed in an I don't give a you-know-what attitude only the biggest of newsmakers knows how to flaunt.
Kate Middleton, who caused a frenzy of royal proportions when topless photos surfaced of the future queen. Luckily for the Duchess, word of a fetal heir was enough to stifle the outrage and ignite baby fever.
And who could forget Lindsay Lohan? In one year, the troubled starlet was arrested, hit someone with her car, starred in Liz & Dick, and became indebted to the IRS.
Without further adieu, we give you the top 10 celebrity newsmakers of 2012—in no particular order.

subset: commoncrawl


text:
Gilles Detillieux (email@example.com)
Mon, 22 Mar 1999 14:05:58 -0600 (CST)
According to Vincen Pujol:
> I just come to download HTDIG in its latest release from the website on
> my Redhat 5.2 linux server. I have untar and unzip it with success. I
> run configure script, it does some checks and stops on Checking wether
> the C++ compiler (gcc) works .... no and it reports configure: error:
> installation or configuration problem: C++ compiler cannot create
> executables.
> What is the solution at the problem ??
I'd guess that the most likely cause of the problem is that either or both
of these RPM packages is missing from your Red Hat Linux installation:
The solution would be to install these packages from your Red Hat
distribution. An alternative is to install the precompiled binary
RPM for htdig-3.1.1-1glibc.i386.rpm from
This would avoid the need to compile it yourself, if you don't need to
customise the source code.
-- Gilles R. Detillieux E-mail: <email@example.com> Spinal Cord Research Centre WWW: http://www.scrc.umanitoba.ca/~grdetil Dept. Physiology, U. of Manitoba Phone: (204)789-3766 Winnipeg, MB R3E 3J7 (Canada) Fax: (204)789-3930 ------------------------------------ To unsubscribe from the htdig mailing list, send a message to firstname.lastname@example.com containing the single word "unsubscribe" in the SUBJECT of the message.
This archive was generated by hypermail 2.0b3 on Mon Mar 22 1999 - 14:06:37 PST


text:
The Best Book for ASVAB
Top 5 ASVAB study books
The ASVAB or Armed Forces Vocational Aptitude Battery
is a multi-aptitude test administered by the Department of Defenses to
select potential candidates for the U.S. Military Services. Preparation
is the key for acing the examination. Since,
the test follows a syllabus similar to your high school curriculum,
most candidates prefer to prepare for the examination on their own.
ASVAB Study Books
There are many types of ASVAB preparatory books available in the market. These includes:
- Books that cover all the domains of the ASVAB test
- Books that cover one or two of the ASVAB domains
- Books that contain only practice tests
Since the different types of books are available, one can choose the type that he or she feels would benefit him/her the most.
Advantages of using ASVAB Study Books
There are many advantages of using books for ASVAB preparation.
After reading the advantages mentioned below, one will realize that
using a book is the best and the easiest way to study for this exam.
- Cost Factor- ASVAB books are available at lower costs as compared to the charges of a professional tutor or online classes.
- Explanations- Whatever the type of book one buys, it will contain step-by-step explanation of the problems. Moreover, the principles and concepts that the questions are based are also dealt with in a detailed manner.
- Practice Tests- All books contain practice tests. These tests play a very important role in the preparation. Working on these tests will help you to manage time as well as familiarize yourself with the question types.
The Best ASVAB Book
The best ASVAB book is one that helps you prepare thoroughly for the test. However, for each one of us, the best guide will differ. There are many ASVAB books available. Some of them are:
1. Barron's ASVAB
This ASVAB book has a diagnostic test to identify your strengths and weaknesses and the preparation can be based on the results of this test. All the major subject areas are reviewed in this book and it comes with four full-length tests, which come with answers and explanations. Special tips and techniques to analyze and answer the questions in the "Assembling Objects" subtest are a salient feature of this book. Guidelines for the analysis of the test scores, their importance and relation to military jobs are also discussed in this guide. The website: www.amazon.com has many available copies of this book. The book costs $12.17 for the paperback edition.
2. Kaplan ASVAB
For anyone preparing for the ASVAB, Kaplan offers a comprehensive study guide. Information about the test along with the reviews of all the subtests is given in this book. At the same time, three full-length practice tests are given with answers and explanations in this book. A very big advantage of this book is that an overview of important concepts in math, a vocabulary word list and strategies to take the test are all given. This book is also available at: www.amazon.com. It is priced at $9.87 for a paperback edition and $6.61 for the Kindle edition.
3. ASVAB Basics
This ASVAB study guide contains extensive drills and exercises for the four subjects that are used for the AFQT score: Arithmetic Reasoning, Mathematics Knowledge, Paragraph Comprehension and Word Knowledge. This book also helps to sharpen your test taking skills. This book is available at: www.amazon.com and is priced at $3.99 for a paperback edition. While, old books cab be found at lower rates; "Master the ASVAB Basics", a newer edition of this book is also available.
4. ASVAB for Dummies
In-depth reviews of all the subtests is the highlight of this book. In addition, full explanations for every question and tips to identify your weaknesses and improving your test taking skills are also available. Alongside, there are four full-length practice ASVAB tests. A thorough review of the foundation concepts and principles of every section makes many consider this book as one of the better ASVAB books available today.
5. Master the ASVAB
This is a comprehensive ASVAB preparatory book. An introduction to the different career options available in the U.S. Military Services is an added advantage that this book has. Four full-length practice tests are present in the book and a detailed overview of the CAT-ASVAB is the highlight of this guide. A CD is also provided with this book, which contains a vocabulary builder and more practice tests.
The best ASVAB book for you depends on what your requirements are. First, try to identify what you want and buy the book that suits your requirements the most. You must understand that without hard work, even the best guide help you score well in the test. Therefore, prepare for the test with a good book and get enlisted in the U.S. Military Services easily.


text:
Dinosaur Ridge Field Courses for Teachers
Scheduled to Date – 2013
The following teacher courses are being offered through the Colorado School of Mines to give teachers at all grade levels an opportunity to learn about the geology and paleontology found in and around Dinosaur Ridge. To register for a course, go to http://te.csmspace.com . [Follow other instructions for Geologic Principles for Educators.]


text:
Father: Lawrence MAYER
Marriage 1 William George RUSCH b: 30 SEP 1901 in Cook Co., Illinois
RootsWeb.com, Inc. is NOT responsible for the content of the GEDCOMs uploaded through the WorldConnect Program. If you have a problem with a particular entry, please contact the submitter of said entry. You have full control over your GEDCOM. You can change or remove it at any time.


text:
Emerald Ash Borer: It's Here! Now what?
Johnson County Extension will host two informational meetings concerning the presence of emerald ash borer (EAB), an exotic, destructive insect of ash trees, which is spreading in Iowa.
1:30-3:30 p.m. Green Industry Meeting
for people working in the Green Industry
(arborists, urban foresters, public works and parks personnel, horticulturalists, Master Gardeners, tree trimmers, landscapers, nursery centers, commercial pesticide applicators)
6:30-8:00 p.m. Public Meeting
for homeowners and other concerned citizens
April 29, 2014
at the Johnson County Extension Office
3109 Old HWY 218 S • Iowa City, IA
You will learn:
• How to identify EAB
• How to identify an ash tree
• Signs of EAB infestation
• Is the tree safe? Is it a candidate for treatment?
• How spread of EAB is being restricted
• Bark peeling – how to find EAB in tree (Green Industry)
• Ash tree replacement options (Public meeting)
Presented by a panel of experts:
Mike Kintner, EAB Outreach and Regulatory Coordinator with Iowa Department of Agriculture and Land Stewardship
Mark Vitosh, Iowa Department of Natural Resources District Forester
Mark Shour, Iowa State University Extension & Outreach Entomologist
Meetings are FREE and no registration is required. If you have questions, call ISU Extension & Outreach Johnson County at 319.337.2145 or email firstname.lastname@example.com.
Learn more about the Emerald Ash Borer.
Counties Main Menu
- Home
- About Us
- 4-H & Youth
- Agriculture & Environment
- Business & Community
- Families & Healthy Living
- Events


text:
- 05/03/2013 (7:24:53 pm)
- Bob Mulrenin
Proving Grounds 2013
May 11th 2013 - 7:30PM
@ Flyers Skate Zone
601 Laurel Oak Dr.
Voorhees, NJ
601 Laurel Oak Dr.
Voorhees, NJ
Order iPPV | Buy Tickets | Get Directions | Find Lodging
Combat Zone Wrestling and Women's Superstars Uncensored present a Deadly Doubleheader with WSU's 'Queen and King of the Ring' tournament beginning at 4 PM, followed by CZW 's Proving Grounds 2013' at 7:30 PM. Tickets are available online now or pick them up at the door before the show. Doors open at 7:00 PM. Both events will be broadcast live on iPPV at CZWiPPV.com.
WSU's Queen & King of the Ring...
Non Title Match
JESSICKA HAVOK (c) vs. SAMI CALLIHAN
Round 1 Matchups
- EZAVEL SUENA & LATIN DRAGON v. ATHENA & AR FOX
- NEVAEH & JAKE CRIST v. CHERRY BOMB & PEPPER PARKS
- MASADA & CHRISTINA VON EERIE v. ADDY STARR & MATT TREMONT
- KIMBER LEE & DREW GULAK v. MICKIE KNUCKLES & DEVON MOORE
Non Title Match
ALLYSIN KAY & SASSY STEPHANIE v. MARTI BELLE & LEXXUS
Tickets for WSU's Queen and King of the Ring Tournament can be purchased here
The lineup for CZW's Proving Grounds...
CZW World Heavyweight Championship
MASADA (c) v. OI4K's JAKE CRIST
OI4K's SAMI CALLIHAN v. CZW Owner DJ HYDE
CZW World Tag-Team Championship
Blk-Out (RUCKUS & BLK JEEZ w/ ROBBIE MIRENO) (c) v. The Beaver Boys (JOHN SILVER & ALEX REYNOLDS)
OI4K's NEVAEH v. JESSICKA HAVOK
'The Wild Eyed Southern Boy' TRACY SMOTHERS v. GREG EXCELLENT
Best of the Best Rewind
ANDREW EVERETT v. CALEB KONLEY v. SHANE HOLLISTER
Grudge Match
JOE GACY v. MATT TREMONT
ALEX COLON gives his 'Best Address' following his big win over AR Fox at Best of the Best 12
plus much more to be announced!
For media requests, vendor space and sponsorship opportunities contact [email protected].
Show your support for CZW at our Facebook Event Page or follow us on Twitter @combatzone!


text:
Suppose the bird to be cooked is a mallard, or better still, a canvas-back.
Like most of the water-birds of America, the canvas-back is migratory.
"canvas-back ducks," said the Major, who was sitting two or three off on the other side.
The widgeon is but a poor diver, while the canvas-back is one of the very best.
Yes, its flesh is very delicious, almost as good as the canvas-back.
Patti, his terrapin and his canvas-back duck would be spoiled.
canvas-back ducks are roasted in the same manner, omitting the stuffing.
But canvas-back ducks and terrapins are the great glories of Baltimore.
Some pronounce its flesh equal if not superior to that of the canvas-back duck.
The reed-bird—in the West Indies called "ortolan"—is also found in the same markets with the canvas-back.


text:
Infrastructure Australia has rejected claims by a senior Victorian bureaucrat that the funding process for a major regional rail project was "written on the back of an envelope".
Victorian Transport Department Secretary Jim Betts told a forum in Melbourne this week that the budget for the multibillion-dollar Regional Rail Link had been "haggled over . . . one weekend" and "written on the back of an envelope".
But national infrastructure co-ordinator
IA had received a submission from the Victorian Department of Transport that was signed off by Mr Betts. It included provision for risk and governance arrangements similar to other Victorian projects.
"Infrastructure Australia was not involved in that funding process," Mr Deegan said. "Any subsequent cost issues are the responsibility of Mr Betts's department. Following the project's endorsement by Infrastructure Australia, funding arrangements were negotiated between the state and commonwealth governments."
The Australian Financial Review


text:
Our man in the White House was Hawaii born and raised, so it makes perfect sense that during the winter break, he packs up the family, the fabulous Michelle and his lovely girls, Sasha and Malia, to head to Oahu for a little down time. Now that the holidays are over, seemingly everyone is back at work, including the President of the United States — but the Obama family vacation continues to make news, some absurd, some political, some just kind of amusing.
I love to read coverage of the Obama's visits to the islands because I'm curious — as a person who's tries to explore the local angle — about where that oh so attractive family of four (and who knows how many secret service people) choose to spend their time. I'm not so interested in the family's accommodation of choice, they've got a budget I couldn't hope to replicate, though there is a certain voyeuristic appeal in seeing what gorgeous view property they've rented this time. I'm more interested in where the Obamas go to eat, which beaches they choose, what they're doing when they're being, as best they can, an American family on vacation in Hawaii.
The Christian Science Monitor tells me Barack Obama got shave ice (no "d", people) but doesn't say where. You've got to go to the New York Times to learn it's Island Snow. That same article says the President took his girls to the Honolulu Zoo, via motorcade. (I'd recommend walking, it's pretty close to your Waikiki hotel.) ABC News says they visited Pyramid Rock Beach — on the grounds of the Marine base, where he also played golf. CBS News says the family ate at Alan Wong's and snokeled at Hanauma Bay on the day when it's closed to the general public, meaning they don't have to blow by it because the parking lot is full. As a person who likes a little off the beaten path exploration, I find the Obama itinerary a little lackluster, but I suppose there are some limitations when you're traveling with a party of 24 staffers and a bunch of bodyguards.
According to the The Telegraph the Obama family vacation cost about 1.5 million dollars. As a person who'd budget about 175USD a day for a Hawaii vacation (hotel, rental car, meals, everything… ), reviewing the Obama itineraries is a little unsatisfying. Where are the private snorkel boats? The chefs brought in to prepare seafood caught that day? I'm sure that as mere outsiders, we don't get to see what's on the dinner table, we don't get to know if they're paying a guy to go to the fish auction at 5am to get the best blue fin for that night's dinner.
It would be fun to review the Obama vacation and think, "So THAT's how a local does it!" Instead, adjusting for a flashy budget and security, the Obama's look a lot like just another family.
Obama Family Stops:


text:
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Rockabye - Black Thickers Chipboard Glitter Stickers 2/Pkg
American Crafts
$4.99 $4.49
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text:
Pascrell Votes To Provide Relief To Economically Struggling Families, Businesses And Supports Cracking Down On Overseas Tax Evaders
Keeping with the U.S. House of Representatives leadership's mission to create jobs, U.S. Rep. Bill Pascrell, Jr. (D-NJ-8) voted in favor of the Tax Extenders Act of 2009 (H.R. 4213), which passed in the House today with a vote of 241 to 181.
"This legislation gives the advantages of tax credits and deductions to the people, communities and businesses that need it most," said Pascrell, a member of the Congressional Task Force on Jobs Creation. "The passage of this bill will help provide a pathway to new industries and job opportunities that will become the hallmarks of the 21st century economy."
As the nation's economy recovers from the economic crisis, this legislation includes several provisions that will encourage companies to invest in new technologies and hire more workers.
H.R. 4213 will extend the research and experimentation (R&E) tax credit for another year for nearly 11,000 corporations, encouraging businesses to increase investments in technology and create more high-tech jobs for the 21st century. Approximately 70 percent or more of the benefits of the R&D tax credit are attributable to salaries of workers performing U.S. based research and the credit stimulates American-made innovation in all 50 states.
The legislation also extends the tax credit for biodiesel and renewable diesel, providing clean energy companies with the certainty they need to make critical investments in the Nation's energy future. The Administration is also pleased with the extension of the new markets tax credit. Since its establishment in 2000, this credit has stimulated private investment in economically depressed communities, helping to build schools and health care facilities as well as providing entrepreneurs with the resources to succeed.
Tax relief included in the legislation total $31 billion: $5 billion for individuals, $17 billion for business, and $3.4 billion for strengthening communities.
"This bill is further proof that this Congress is serious about growing our economy and cutting the national deficit. One of the greatest strengths of this bill is that its tax cuts will be paid for through the strict federal enforcement of our tax laws," said Pascrell. "No one should be able to dodge their obligations to this country and their fellow Americans through loopholes and offshore accounts."
The credits and deductions are to be paid for by ending preferential tax treatment for investment fund managers and combating offshore tax evasion. The legislation would fulfill the Obama Administration's commitment to find and prosecute U.S. individuals that hide assets overseas from the Internal Revenue Service. In order to prevent this tax evasion, the bill would require new reporting by foreign financial institutions to give the IRS more data to detect fraud and tax evasion.
The bill also closes tax loopholes that allow investment fund managers to pay a lower tax rate than other Americans. Investment fund managers would be taxed at ordinary income rates for the service income they receive as compensation (carried interest). The bill would continue to tax carried interest at capital gain tax rates (15 percent) to the extent that the carried interest reflects a reasonable return on invested capital. The bill would not affect other investors in these funds and would not affect the tax rate on profits that fund managers make on investments with their own money.
Source: http://pascrell.house.gov/list/press/nj08_pascrell/pr12092009.shtml


text:
Favehotel Umalas
Superior Room
Only 16 Superior rooms Available! Perfect for those who want additional space and enjoy the fresh air from the balcony, its 30% larger than the standard rooms. It also comes with a double bed, folded luggage rack, laundry basket and breakfast for 2.
Superior Room
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text:
- Sold for: Start Free Trial or Sign In to see what it's worth.
- Item Category: Metals
- Source: eBay
- Sold Date: Jul 04, 2008
- Channel: Auction House Sell similar item on eBay
Payment | Shipping | Policies ALUMINUM DECKER HAND HELD CORN SHELLER KEOKUK IA.
Album Up for auction is this ALUMINUM HAND HELD DECKER CORN SHELLER. This piece is 2 1/4" tall. The top outside border reads in raised letters Decker Corn Sheller Keokuk IA. T is some paint loss and wear, but overall a great solid piece. Please see my pictures. US S&H $5.50 Priority Mail.
Payment Back to Top
I recommend buying insurance on all items won. $1.75 will give you $50 coverage. You will need to change the default amount to $2.70 for $100 coverage and $3.75 for $200 coverage whenI accept the following forms of payment: PayPal Money Order Personal Check
Shipping & Handling Back to Top $5.50 USPS Priority Mail®
US Insurance recommended: $1.75
Album Policies COMBINED SHIPPING Back to Top I DO COMBINE SHIPPING PLEASE EMAIL AT THE END OF AUCTION AND I WILL CHANGE THE INVOICE TO THE NEW SHIPPING TOTAL. ALL ITEMS YOU WISH TO BE COMBINED MUST BE PAYED FOR TOGETHER. ITEMS PAYED FOR SEPARATELY SHIP SEPARATELY . OF COURSE T ARE SOME ITEMS THAT CAN NOT BE COMBINED LIKE FRAGILE ITEMS WITH CAST IRON.
INTERNATIONAL Back to Top I DO SHIP INTERNATIONAL PLEASE EMAIL AT THE END OF THE AUCTION FOR YOUR SHIPPING TOTAL AND I WILL CHANGE YOUR INVOICE AT THIS TIME. ALL SHIPPING QUOTES INCLUDED ... read more


text:
President Barack Obama speaks at a memorial service for the victims of the Boston Marathon bombings.
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text:
His team has been unable to practice this week, but East Jackson coach Brian Turner has still been working.
With each school closing, Turner, who heads Region 8-AAA, has had to adjust the plans for the region tournament.
"It's been a chaotic week," Turner said. "My cellphone has blown up all week long. Hopefully, this is going to be it."
Region tournaments were postponed this week after winter weather swept through the state. The GHSA delayed the start of the state tournament and made multiple adjustments to the region tournaments. Teams were supposed to have tournaments completed by Saturday, but on Wednesday, the GHSA said regions will have until Feb. 19 to finish their tournaments.
"It takes some pressure off," Prince Avenue Christian coach Richard Ricketts said. "We were going to have to get real creative with what we did. That does help immensely."
Most area schools have been closed since Tuesday. Turner estimates that he's spent two to three hours per day this week trying to develop a plan that would get the region tournament finished before the deadline.
The Region 8-AAA tournament will begin on Saturday with eight games at three different locations. The semifinals and finals will be played on Monday and Tuesday at Hart County. The Region 8-AAAAA tournament will also begin Saturday and run until Wednesday.
"This is the worst it's ever been around the tournament time that I can remember," said Turner, who has been a head coach for 13 years. "We were close a few years ago, we were going to have to push things back, but we were able to get everything in."
The Region 8-A tournament will resume today at Commerce. The semifinals and finals will be held on Monday and Tuesday.
"A lot of it depends on other schools," Ricketts said.
Region 8-AA, which decided on Sunday to start its tournament a day early, completed its first round of play on Monday. The semifinals will be held at Rabun County on Saturday. The finals will be played Monday.
"Our decision to play Monday turned out to be something that really helped us," Jefferson coach Bo DuBose said. "We finish earlier where we could scout (Tuesday and Wednesday) and give our kids some time to prepare for the state tournament."
Follow Nicole online at twitter.com/abhpreps.
Region 8-A
Friday at Commerce
Athens Academy vs. Pinecrest Academy (girls), 3 p.m.
Athens Academy vs. Tallulah Falls (boys), 4:30 p.m
Hebron Christian vs. Tallulah Falls (girls), 6 p.m.
Towns County vs. George Walton Academy (boys), 7:30 p.m.
Saturday at Commerce
Prince Avenue vs. Commerce (girls), 10 a.m.
Hebron Christian vs. Commerce (boys), 11:30 a.m.
Lakeview Academy vs. Hebron-Tallulah Falls winner (girls), 1 p.m.
Pinecrest Academy vs. Athens Academy-Tallulah Falls winner (boys), 2:30 p.m.
Towns County vs. Athens Christian (girls), 4 p.m.
Lakeview Academy vs. Providence Christian (boys), 5:30 p.m.
George Walton Academy vs. Pinecrest Academy-Athens Academy winner (girls), 7 p.m.
Athens Christian vs. Towns County-George Walton Academy winner (boys), 8:30 p.m.
Monday at Commerce
Tuesday at Commerce
Region 8-AA schedule
Saturday at Rabun County
Jefferson vs. Union County (girls), 4 p.m.
Rabun County vs. Greene County (boys), 5:30 p.m.
Rabun County vs. Greene County (girls), 7 p.m.
Jefferson vs. Union County (boys), 8:30 p.m.
Monday at Rabun County
Third-place game (girls), 4 p.m.
Third-place game (boys), 5:30 p.m.
Final (girls), 7 p.m.
Final (boys), 8:30 p.m.
Region 8-AAA schedule
at Elbert County (boys)
North Oconee vs. Hart County, 6 p.m.
East Jackson vs. Elbert County, 7:30 p.m.
at Franklin County (girls)
Oconee County vs. Elbert County, 6 p.m.
East Jackson vs. Franklin County, 7:30 p.m.
at Morgan County
Jackson County vs North Oconee (girls), 3 p.m.
Franklin County vs. Oconee County (boys), 4:30 p.m.
Hart County vs. Morgan County (girls), 6 p.m.
Jackson County vs. Morgan County (boys), 7:30 p.m.
Monday at Hart County
Semifinals, 4 p.m.
Tuesday at Hart County
Finals, 4 p.m.
Region 8-AAAA
Madison Grove vs. Walnut Grove, 1 p.m.
Lanier vs. Lumpkin County, 2:30 p.m.
Johnson vs. Stephens County, 4 p.m.
Eastside vs. Chestatee, 5:30 p.m.
Region 8-AAAAA
Heritage vs. Apalachee (girls), 6 p.m.
Flowery Branch vs. Winder-Barrow (boys), 7:30 p.m.
at Apalachee
Flowery Branch vs. Loganville (girls), 4 p.m.
Heritage vs. Salem (boys), 5:30 p.m.
Salem vs. winner of Heritage/Apalachee (girls), 7 p.m.
Clarke Central vs. winner of Flowery Branch/Winder-Barrow (boys), 8:30 p.m.
at Loganville
Cedar Shoals vs. Clarke Central (girls), 4 p.m.
Cedar Shoals vs. Gainesville (boys), 5:30 p.m.
Gainesville vs. Winder-Barrow (girls), 7 p.m.
Apalachee vs. Loganville (boys), 8:30 p.m.
Tuesday at Loganville
Semifinals (boys), 5:30 p.m., 8:30 p.m.
Semifinals (girls), 4 p.m., 7 p.m.
Wednesday at Loganville
Consolation final (girls), 4 p.m.
Consolation final (boys), 5:30 p.m.
Final (girls), 7 p.m.
Final (boys), 8:30 p.m.
CORRECTION: Athens Academy will be playing Pinecrest, not Prince Avenue, in the Region 8-A tournament.


text:
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If you're serious about keeping secrets, try hard disk encryption with DM-Crypt and LUKS.
An encrypted hard disk on your server is no help if valuable data on CDs or DVDs falls into the hands of spies. We'll show you some convenient solutions for encrypting data on removable media.
The controversial Web Cryptography API offers flexible encryption for web applications, but it also lays the groundwork for content providers to implement more powerful access restrictions through DRM.
How easy is it to lose a USB stick? Why not protect your data just in case the stick falls into unfriendly hands?


text:
Household-Provided Transportation: An Extension of the Transportation Satellite Accounts
Household-Provided Transportation: An Extension of the Transportation Satellite Accounts
Duanjie Chen
Bingsong Fang
Xiaoli Han
MacroSys Research and Technology
Brian W. Sloboda*
Bureau of Transportation Statistics U.S. Department of Transportation
Currently, transportation statistics provide estimates for household demand for transportation services. Though important, there is a missing link to the household supply of transportation services. Incorporating the household supply with household demand provides a complete analytical model for understanding the effects of household use of transportation services. The household production of transportation services is incorporated into the analytical framework of the Transportation Satellite Accounts, which maintain strong ties to the U.S. Input-Output Accounts and the National Income and Product Accounts. Our results indicate that the contribution of transportation activities to total gross domestic product, including the household sector, is 11.6% compared with 5.0% by the Transportation Satellite Accounts and 3.1% by the U.S. Input-Output Accounts. These results for household-provided transportation reveal the importance of this sector in transportation services.
Transportation statistics often treat households as users rather than producers of transportation services. In reality, the household production of transportation services (HPTS) is ubiquitous in our economy, as people drive automobiles (including rental cars) to commute to work or school, go shopping, or obtain commercial and government services.1 Consequently, households produce transportation services to meet their transportation needs, which include their purchase of for-hire transportation services such as ground passenger transportation (including taxicab) and railroad services.
Without an adequate evaluation of household production, or supply of transportation services, the conventional statistics on household demand for transportation services are not complete. Moreover, HPTS has a strong tie not only to the for-hire transportation industry (in both a complementary and substitutive manner) but also to other transportation-related industries ranging from auto manufacturing to the entertainment sector (mostly in a complementary manner). Therefore, a well-defined HPTS industry and properly estimated economic value of HPTS are critical to a better understanding of the overall level of transportation activities and their interaction with other sectors of the economy.
Many efforts have been made to better understand the true magnitude of overall transportation production in the economy. For example, the Bureau of Economic Analysis (BEA) in the U.S. Department of Commerce publishes personal consumption expenditures (PCEs) on user-operated transportation through the National Income and Product Accounts (NIPA)(USDOC BEA 2002, tables 2.4 and 2.5), and the Bureau of Transportation Statistics of the U.S. Department of Transportation publishes vehicle-miles traveled (vmt) by passenger cars (USDOT BTS 2002, table 1-28). A concise presentation of major measures of transportation's economic importance can be found in Han and Fang (2000). Unfortunately, none of these statistics or measures looks at households from a producer's perspective. As such, they do not provide an adequate measure for HPTS that is consistent and hence comparable to the for-hire transportation industries and other productive components of our economy.
Existing statistics either overlook the labor input to household transportation activities (i.e., time spent driving); make no distinction between household capital expenditures on automobiles such as the purchase of vehicles, and household operation and maintenance expenditures for automobiles such as repairs, oil changes, and other related expenditures; or provide no direct monetary value for comparison across economic sectors (e.g., vmt by passenger cars do not imply the same economic value across different type of motor vehicles). These statistics, nevertheless, provide helpful ideas and basic data for measuring HPTS as an "industry" so as to make it comparable to transportation industries that are accounted for in the NIPA. By measuring HPTS as an industry, we are able to extend the existing Transportation Satellite Accounts (TSAs; see box) to include another source of transportation servicesHPTSwhich is a step further toward estimating the true magnitude of overall transportation in our economy. In the present analysis, transportation services in the form of driving by the household sector are considered regardless of what is transported (e.g., passengers or freight.) We then estimate the economic value of the for-hire transportation industries that provide transportation services either as intermediate inputs to other business sectors or as a final product used by consumers. We present the methodology for this estimation as well as the results for measuring HPTS as an industry, which is an extension of the existing TSAs.
Transportation Satellite Accounts
In general, satellite accounts are frameworks designed to expand the analytical capacity of the basic economic accounts without overburdening them with details or interfering with their general-purpose orientation. Satellite accounts are meant to supplement rather than to replace existing accounts and organize information in an internally consistent way that suits a particular analytical focus, while maintaining links to the existing national accounts. They typically expand a particular segment of existing accounts with more details and additional dimensions of information, including nonmonetary information. They also may use definitions and classifications that differ from those in the existing accounts. Depending on the analytical focus, the production boundary of the national accounts can be maintained or modified (USDOT BTS 1999). The existing Transportation Satellite Accounts (TSAs), as a supplement to the U.S. Input-Output (I-O) Accounts, are developed to cover both for-hire transportation services (identified as transportation industries within the U.S. I-O Accounts) and in-house transportation services conducted by businesses for their own use (not separately identified as transportation in the I-O Accounts). Therefore, compared with the U.S. I-O Accounts, the existing TSAs provide a more comprehensive measure of transportation services provided by the business sector of our economy. Hence, the household production of transportation services extends this measure to transportation services by the nonbusiness sector of the economy, namely households.
Measuring HPTS as an industry expands the production boundary. To count HPTS as an industry requires an estimation of the labor and capital inputs, which are likely to increase the total value added or gross domestic product (GDP). More specifically, households' driving time that currently has no value in the national accounts needs to be counted as labor input to HPTS.2 Furthermore, household purchases of automobiles, which are identified as PCEs in the national accounts, need to be redefined as fixed capital expenditures to derive the capital input to HPTS. While the capital input to HPTS may be estimated on the basis of national wealth data, which mainly involves a technical rearrangement, estimating labor input requires major conceptual clarifications.
The following clarifications are aimed at answering two questions. First, why is household driving, apart from general household traveling, considered a productive activity? Second, how should this productive activity be valued as a labor input to HPTS?
Using the third-person criterion. Horrigan et al. (1999) define the third-person criterion as an activity deemed productive if it can be delegated to another person and still achieve the desired result. According to this criterion, driving is considered productive and hence may be assigned values; in contrast, riding as a passenger is not productive (i.e., it cannot be delegated to someone else) and hence should not be valued.
Using the input approach to estimate the value of driving time. The two conventional approaches to measuring nonmarket work are the input approach and the output approach. The output approach requires directly assigning a monetary value to an output, based on the price at which the output can be sold in the market. This approach is impractical in our case because there is no obtainable price in the market for HPTS; that is, transportation services produced by households are for their own use, not traded in the market.
The input approach is simpler and requires only an estimate of the amount of time a nonmarket activity takes and the selection of an appropriate wage for the specified activity. In our case, the driving time may be estimated on the basis of statistics of average driving speed and the total vmt by household-operated automobiles. Such statistics are available from several government publications as detailed in the appendix table A1.
Using a "generalist" wage as the wage rate. There are three possible wage rates that can be used to estimate the value of household driving time. They are: 1) the individual's occupational wage rate (e.g., the average wage rate for a lawyer, a secretary, or a construction worker), 2) a specialist wage rate (e.g., a racing car driver's rate), and 3) a generalist wage rate (e.g., a taxi driver's rate).
Out of the three types of wage rates, an individual's occupational wage rate serves as the best measure of the driver's true opportunity cost. However, treating the individual's occupational wage as his true opportunity cost not only imposes a very stringent data requirement but also implies strong assumptions concerning optimality in the individual's time allocation and the flexibility of market demand for any type of working hours. In other words, to use the individual's wage rate, one has to obtain a complete occupational profile of household drivers that is also classified by driving time. Furthermore, this approach assumes that the individual driver would desire to spend any time saved from driving on making additional income at his/her occupational wage rate (and that would be permitted by a horizontal demand curve for each occupation). Obviously, both the data requirements and the stringency of the conceptual assumptions required make this approach impractical.
It should be noted that using a generalist wage rate such as a taxi driver's average hourly earning poses a conceptual problem similar to the case of using an individual's occupational wage rate. That is, it is not likely that time saved from individual driving would be used to earn extra income at a generalist wage rate. However, using a generalist wage rate imposes far less difficulty in terms of data requirements. It also makes our estimate of labor input to HPTS relatively conservative since a taxi driver's average earnings are typically below average earnings of nonfarm production workers.3
Procedures for Estimating HPTS
We took a two-step approach to the estimation process. The first step estimates the intermediate inputs and the second, the value added. All the data sources used for our estimate are summarized in the appendix.
Step 1. Estimating the Intermediate Inputs for HPTS. Inputs for HPTS may be grouped into three categories: capital inputs, labor inputs, and intermediate inputs. Capital inputs represent the depreciation of transportation equipment such as household-owned automobiles. Labor inputs are the value of the driver's time. Finally, the intermediate inputs are the goods and services consumed in the process of providing transportation services, including PCEs on tires, accessories, and other parts; repair, greasing, washing, parking, storage, rental, and leasing; gasoline and oil; bridge, tunnel, ferry, and road tolls; and insurance. In the national Input-Output (I-O) Accounts, such PCE items are considered part of final demand, reflecting the general national income accounting practice that they are purchases for the purpose of consumption rather than production. In order to generate an HPTS sector within the production boundary of the national accounts, we must reclassify these PCE items as intermediate inputs to the HPTS sector.
Step 2. Estimating the Value-Added Inputs for HPTS. Generally, value-added inputs include the value of labor services, indirect taxes, and other value added, mainly value of capital services. The value of labor services is the compensation paid to labor; the indirect taxes include any taxes paid during the process of production, such as import tariffs and license fees; and the value of capital services consists mainly of two parts: capital depreciation and the return to capital.
The value added by labor services, as discussed earlier, is estimated by applying the generalist wage rate (e.g., taxi drivers' average hourly earnings) to driving time. The driving time component of HPTS is estimated as the total household vmt divided by the household vmt per hour, both of which are based on data from the 1995 Nationwide Personal Transportation Survey (see Hu and Young 1999) and other highway statistics (e.g., vmt by type of vehicle).
The indirect tax and nontax liabilities component of HPTS (e.g., motor vehicle license fees) can be obtained from the Personal Income and Outlays data in the NIPA. However, it should be noted that, in the I-O Accounts, indirect taxes such as license fees related to HPTS are not presented explicitly but are contained in the "compensation of employees" by industry. Therefore, to avoid double counting, the indirect taxes component of HPTS is set to zero.
Finally, the return to capital is set to zero to recognize households as a nonprofit sector. This treatment also ignores the time value (i.e., interest income or cost) of money spent by the households on their investment in motor vehicles. Therefore, the value added through capital used for HPTS is mainly the annual depreciation of household-owned automobiles. This depreciation estimate is obtained from BEA, and the exact source is provided in the appendix.
Figure 1 illustrates the magnitude of HPTS in comparison with the business sector of highway transportation (including both for-hire and in-house industries). Figures 2, 3 and 4 compare HPTS with for-hire transportation industries in total output, relative shares within the transportation sector, and annual growth rate. For-hire transportation industries consist of railroads and related services, motor freight and warehousing, water transportation, air transportation, and pipelines and related services. Figure 5 compares the annual growth rate of HPTS with that of government capital stock in highways and streets, educational buildings, hospitals, and other government structures. Figure 6 compares the annual growth rate of HPTS with selected categories of GDP.
Several interesting observations can be drawn from these figures. First, HPTS accounted for a significant portion of total highway transportation services in the economy. As figure 1 shows, in 1999 total vmt by household-owned motor vehicles accounted for over 85% of total vmt by all motor vehicles in operation (including trucks and buses).4 Figure 1 further provides the split between the household and business sectors in net automobile stock (in value terms), fuel consumption, and the motor vehicle license fees paid to governments. This comparison indicates a significant household portion in overall highway transportation activities. Further estimates in figures 2 and 3 show that the value of HPTS was about 1.9 times that of all for-hire transportation industries between 1991 and 2000. Obviously, ignoring HPTS means a significant underestimate of the overall transportation services produced and used in the economy.
Second, household-produced and for-hire transportation services shared a similar growth pattern (figure 4). Figure 4 shows that the growth rates went up and down concurrently. However, the growth rate of HPTS displayed more volatility in comparison to the for-hire transportation sector, especially after 1996. A plausible explanation is that household-produced transportation is more of a discretionary expenditure to the household and more responsive to the ups and downs of the overall economy. On the other hand, for-hire transportation involves more freight movements that are often necessities to the economy and less responsive to the short-term (year-to-year) changes in the growth rate of the economy.
Third, HPTS relies heavily on government investment in transportation infrastructure. To that extent, HPTS is unique among other forms of household production such as food preparation, childcare, and entertainment, because these other forms of household production do not rely on a government supplied infrastructure. It is obvious that HPTS directly consumes the transportation infrastructure as a public good. That is, without government investment in highways and streets, the rapid growth in HPTS would not be possible. Furthermore, HPTS is often related to the household consumption of other major public goods (e.g., schools, hospitals, electric and gas facilities, transit systems, and police and fire stations) through urban sprawl. In other words, urban sprawl fostered the growing need for HPTS. Urban sprawl and hence the need for HPTS might not have grown so rapidly without the government investment in major public goods other than roads (e.g., water and sewer systems). As figure 5 shows, the average annual growth rate in HPTS has closely followed the annual growth rate in government capital stock in highways and streets, education, hospitals, and other nonmilitary structures funded by the government.
Finally, HPTS is one of a few forms of household production that is solidly linked, backward and forward, to many industries. It is obvious that HPTS would not play such a significant role in average people's daily lives if our economy were not equipped with a mature auto manufacturing industry and an efficient system for gasoline distribution. On the other hand, many commercial centers (e.g., clustered consumer centers grouping shopping and recreational facilities) might not have emerged so rapidly without a well-developed system of HPTS. Figure 6 shows that the average annual growth rate of HPTS has been in line with that of manufacturing, retail trade, hotels and other lodging places, and amusement and recreation services. Such illustrations are of course preliminary; a more precise estimate of the economic linkage between HPTS and many industries requires the inclusion of HPTS in the TSAs. As an I-O Account, TSAs facilitate a complete characterization of the interrelationship between one sector and the rest of the economy. To do that for HPTS, however, the TSAs first have to be extended to include HPTS. The next section delves into this.
EXTENSION OF THE TSAs INTO HPTS
As mentioned in the introduction, the existing TSAs, as a supplement to the U.S. I-O Accounts, are developed to cover both for-hire transportation services (identified as transportation industries within the U.S. I-O Accounts) and in-house transportation services conducted by businesses for their own use (not separately identified as transportation in the I-O Accounts). Therefore, compared with the U.S. I-O Accounts, the existing TSAs provide a more comprehensive measure of transportation services provided by the business sector of our economy.5 Extending the existing TSAs to incorporate HPTS will allow analysts to measure transportation services provided not only by the business sector but also by the household sector of our economy. In other words, this extension can be seen as a further step toward providing a comprehensive measure of transportation services.
Due to the differences in methodology and data sources between the I-O Accounts and the NIPA,6 certain technical procedures are necessary for the integration of HPTS into the TSAs and for consistency and comparability between the TSAs and the U.S. I-O Accounts. (The details of these procedures are presented in USDOT BTS (Forthcoming)). The following illustrates the structural expansion of the TSAs and the estimated HPTS as additions to each of four TSA tables (i.e., Make, Use, Direct Requirements, and Total Requirements Tables).
Expansion of the TSAs: A Structural Illustration
As mentioned earlier, the inclusion of HPTS as an industry in the TSAs will result in an expansion of the production boundary in the sense that the total value added will be greater than the official GDP. Diagram 1 illustrates such an expansion. The extended coverage of costs and benefits of transportation services enables more accurate analyses of transportation's role in and its contribution to the economy. It also makes it possible to directly link data sources and analysis to the monetary accounting system of U.S. national accounts, which will facilitate transportation analyses in the context of the national economy.
Constructing an HPTS sector within the TSAs follows some basic I-O accounting practices. The overall industry and commodity classification system and the special definitions and conventions in the I-O Accounts7 are used except that HPTS itself forms a new industry and a new commodity category in the TSAs. The general valuation conventions used in constructing HPTS in the TSAs are consistent with those in the I-O Accounts: all transactions including both intermediate inputs and final uses are valued in producers' prices.
Diagrams 2 and 3 illustrate such a relationship more intuitively. Diagram 2, with the shaded industry row and commodity column, depicts the simple fact that the inclusion of HPTS will slightly modify the classification of the existing I-O Accounts. That is, a new industry and a new commodity, both named HPTS, are added to the existing TSAs.
Diagram 3, with further elaborations on how the HPTS industry and commodity are created, shows the expansion of the production boundary resulting from the inclusion of HPTS. More specifically, the user-operated transportation expenditures under PCE in the I-O Accounts and existing TSAs are reclassified from the final demand section to the intermediate inputs section, and GDP is increased by the amount of the total value added of the HPTS industry. For PCE reclassification, user-operated transportation expenditures are treated as either intermediate inputs for the HPTS industry or additions to gross private fixed investment (GPFI), depending on whether they are durable or nondurable goods.
The change in GDP has two sources. First, the value of labor input to HPTS is imputed as a new value-added input. Second, the depreciation of household-owned motor vehicles used for HPTS, which is not counted in the I-O Accounts but contained in the industry and wealth data of the national accounts system, is included as the value of capital services. We discuss these procedures in more detail below.
Addition of HPTS to Each Component
of the TSAs
The structure of the TSAs is consistent with the U.S. I-O Accounts. That is, both accounts are presented in four tables: the Make (production) table, the Use (consumption) table, the Direct Requirements table, and the Industry-by-Commodity Total Requirements table. The addition of the HPTS industry and commodity was made in each of these four tables as one of the three major transportation sectors (i.e., for-hire, in-house, and HPTS). Table 1 provides an overview of major components of the transportation industry and industry output used in the TSAs.
Diagram 2, a TSA Make table, has an additional column for HPTS as a commodity and an additional row for HPTS as an industry. See appendix table A2 where the cell value at the intersection of the column and row of HPTS, under the heading HPTS, equals the total output of HPTS; all other cell entries in the HPTS row and column are zero because no other industries conduct HPTS and the HPTS industry produces nothing but HPTS. The data shown in other parts of the TSA Make table are the same as those provided in the 1992 TSAs, which indicate that the total output of HPTS is a pure addition to the Make table of TSA accounts.
Diagram 3, a TSA Use table, has an additional row for HPTS as a commodity and an additional column for HPTS as an industry (see also appendix table A3, p. 1618). The entries in the HPTS column are redefined or imputed intermediate and value-added inputs for HPTS. While total intermediate inputs for HPTS are part of the original user-operated transportation expenditures under PCE in the I-O Accounts and TSAs, value-added inputs for HPTS are our imputation as additions to GDP. In this table, the use of the HPTS commodity is shown in the HPTS row. Since the HPTS output is produced and consumed at the same time by households, it is not used by any industries including the HPTS "industry." Therefore, all the cell values in the HPTS row are equal to zero except the one at the intersection of the HPTS row and PCE column in the final uses section.
Besides the additional row and column for HPTS, Diagram 3 also differs from the Use table in the existing TSAs and I-O Accounts in that the part of PCE related to automobile purchases is put under GPFI. Therefore, GPFI shown in Diagram 3 is greater than its counterpart in the I-O Accounts and the existing TSAs. This switch reduces total PCE and increases total GPFI simultaneously and hence does not affect the total output and GDP shown in the I-O Accounts.
As a consequence of these additions to the TSA Make and Use tables, the TSA Direct Requirements and Total Requirements tables also have an additional row and columns for the HPTS commodity and industry. The TSA Direct Requirements table is derived from the TSA Use table by dividing each industry's commodity and value-added inputs by that industry's total output. This table, however, does not include the final use section of the Use table. In the table, each column shows, for the industry named at the head of the column, the input coefficients for the commodities and the value-added components that an industry directly requires to produce a dollar's worth of its output.
The TSA Industry-by-Commodity Total Requirements table shows the total requirements for each industry's output that are directly and indirectly required to deliver a dollar's worth of goods and services to consumers and other final users. Each column shows the commodity delivered to final users, and each row shows the demand for an industry's output in response to a dollar increase in the final demand for a commodity. The coefficients in the table are referred to as industry-by-commodity total requirement coefficients. This table is derived from both the TSA Make and the TSA Use tables.
In summary, the redefined intermediate inputs for HPTS are part of PCE in the existing TSAs and I-O Accounts while the imputed value-added inputs for HPTS are additions. The sum of the intermediate and value-added inputs consumed by the HPTS industry is the total output of the industry, which is consumed by households and hence forms a new category of PCE. As a result, the total output in the expanded TSAs will be greater than the total output of I-O Accounts by the amount of HPTS output plus the in-house transportation industry output, and the GDP in the expanded TSAs will be greater than the GDP of I-O Accounts by the amount of HPTS value added.
The expansion of the TSAs to include HPTS provides a different picture of the magnitude of transportation activities in relation to the economy. Based on the 1992 benchmark I-O Accounts and the 1992 TSAs, three major findings concerning HPTS can be summarized as follows.
True Magnitude of Transportation
in the Economy
The magnitude of transportation in the economy can be measured from two perspectives: as a share of the total output of the economy and as a share in GDP. GDP is the net output of the economy, while total output represents the sum of GDP and all of its intermediate inputs. The share in total output tells more about the size of production, while the share in GDP tells more about its real contribution to the national economy.
The total output of HPTS in 1992 was approximately $710 billion, which is about 1.28 times the total output of business transportation services, including both the for-hire and in-house sectors. Including HPTS in the TSAs would increase the estimate of total output of our economy by about 6.5% and GDP by 7.4%. And the share of transportation (business plus HPTS) in the expanded GDP would be 11.6%.
Use of Major Commodities by HPTS
Counting HPTS as an industry and commodity in the TSAs helps improve the estimate of use of major commodities and services by HPTS. For example, the NIPA counts total PCE on automobiles as a direct expenditure on user-operated transportation. With HPTS treated as a separate industry, the capital input to user-operated transportation can be counted more precisely as the annual replacement portion, or depreciation cost, of the household-owned auto stock that includes current-year purchases.
In the meantime, including all the commodities and services as intermediate inputs to HPTS enables a better understanding of the composition of transportation services provided and consumed by households. For example, within the existing I-O Accounts and the NIPA, one cannot gain any understanding of the services of wholesale and retail trade used by households to meet their needs for user-operated transportation. With the formation of HPTS, services provided by the wholesale and retail trade sector can be shown to account clearly for 26% of total intermediate inputs to HPTS, thus indicating the true significance of the wholesale and retail trade sector in supporting HTPS.
Multiplier Effect of Major Commodities
on HPTS
The multipliers derived from the TSAs including HPTS capture the direct and indirect dependence of HPTS on the rest of the economy. For example, to meet a $1 increase in the final demand for HPTS would require an additional 17.6¢ in total manufacturing output. The next major items for supporting a $1 increment in the final demand for HPTS are services (17.3¢), wholesale and retail trade (10.9¢), finance and insurance (7.7¢), and business transportation services including both for-hire and in-house (3.0¢). These estimates come to light only when HPTS as an industry and commodity is formed within the TSAs. These estimates show a more accurate picture of the household sector in relation to the overall economy.
We are grateful to David Chesser and William Mallett, whose expertise in transportation statistics helped refine our estimate of driving speed, which is critical to estimating the value added by labor service related to HPTS.
Fang, B., X. Han, A.M. Lawson, and S.K.S. Lum. 1998. U.S. Transportation Satellite Accounts for 1992. Survey of Current Business 78(4).
Fang, B., X. Han, S. Okubo, and A.M. Lawson. 2000. U.S. Transportation Satellite Accounts for 1996. Survey of Current Business 80(5).
Han, X. and B. Fang. 2000. Four Measures of Transportation's Economic Importance. Journal of Transportation and Statistics 3(1):1530.
Horrigan, M., D. Herz, M. Joyce, E. Robison, J. Stewart, and L. Stinson. 1999. A Report on the Feasibility of Conducting a Time-Use Survey, presented at the Workshop on Measurement of and Research on Time Use, May 2728.
Hu, P.S. and J.R. Young. 1999. Summary of Travel Trends: 1995 Nationwide Personal Transportation Survey. Washington, DC: U.S. Department of Transportation, Federal Highway Administration.
U.S. Department of Commerce (USDOC), Bureau of Economic Analysis (BEA). 1990. Personal Consumption Expenditures, Methodology Paper Series MP-6. Washington, DC: U.S. Government Printing Office. June.
____. National Income and Product Accounts Tables. 2002. Available at http://www.bea.gov/dn/nipaweb/SelectTable.asp?Selected=N, as of Mar. 27, 2003.
U.S. Department of Transportation (USDOT), Bureau of Transportation Statistics (BTS). 1999. Transportation Satellite Accounts: A New Way of Measuring Transportation Services in America, BTS99-R-01. Washington, DC. February.
____. 2002. National Transportation Statistics 2002 . Washington, DC. Also available at http://www.bts.gov.
____. Forthcoming. Household Production of Transportation Services Through Automobiles: An Expansion of the Transportation Satellite Accounts . Washington, DC.
Yuskavage, R.E. 2000. Priorities for Industry Accounts at BEA, presented at the meeting of the Bureau of Economic Analysis Advisory Committee, Nov. 17, 2000. Available at http://www.bea.gov/bea/papers/priority.pdf.
Address for Correspondence and End Notes
Brian W. Sloboda, Bureau of Transportation Statistics, U.S. Department of Transportation, 400 7th Street, SW, Room 3430, Washington, DC 20590. Email: email@example.com.
1. In this paper, we focus on HPTS through automobiles and ignore household production through private planes and other household-operated transportation vehicles such as boats, which should be included for a complete estimate of HPTS.
2. Similar treatment has been applied in national accounts to certain forms of nonmarket household activities (e.g., imputing and counting the value of owner-occupied residences and farm products consumed on farms). In other words, what we are doing for HPTS has a precedent in existing national accounting practice.
3. Based on the Bureau of Labor Statistics (http://www.bls.gov), in 2001, the average hourly earnings for the private nonfarm industry were well above $14 while that for taxi drivers and chauffeurs were well below $10.
4. The estimate of household vmt is based on the 1995 NPTS Summary of Travel Trends and the annual growth rate of vmt by total passenger car, motorcycle, and other 2-axle, 4-wheel vehicles. Business vmt is the gap between total vmt through motor vehicles and household vmt. Caution should be taken in that vmt tells only a partial story of transportation services through motor vehicles and should not be taken as a summary measurement of transportation services through motor vehicles. For example, a given amount of vmt accomplished by a trucking company would probably indicate a significantly higher value of transportation services than that for a household driver.
5. See Fang et al. (1998), Fang et al. (2000), and USDOT BTS (1999) for details.
6. As stated in Yuskavage (2000), BEA relies on the income and expenditure approach or the gross product originating (GPO) approach for the NIPA. Although the GPO by industry and value added from the I-O Accounts are conceptually equivalent, "GPO is based primarily on BLS data for labor income and on IRS data for capital income, whereas I-O is based primarily on Census data. Differences in the industry classifications among these major data sources lead to inconsistencies. In addition, I-O value added is a residual that is critically dependent on good data for purchased goods and services by industry, which are limited. The GPO estimates of capital income depend on the assumption that corporate profits and other company-based income components can be allocated to the establishment level by industry."
7. An example of the special definitions and conventions used in the I-O Accounts, according to the Personal Consumption Expenditures monograph (USDOC BEA 1990), is "the accounting for imputed transactions," which "serves the purpose of keeping GDP, PCE, and other NIPA aggregates invariant to whether 1) housing and institutional structures and equipment are rented or owned; 2) employees are paid in cash or in kind; 3) farm products are sold or consumed on the farm; 4) saving, lending, and borrowing are direct or are intermediated; and 5) intermediated financial transactions involve an explicit or implicit service charge." More examples follow later in this paper.


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- Travel journal with sections for writing, drawing, storing photographs, saving autographs and playing travel games
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text:
Swing! Gettysburg
Type: Special Interest
Swing! Club
The purpose of this organization is to promote swing dancing on the College campus, in its original and un-choreographed form. We will encourage participation in swing dancing on campus as well as with various off campus organizations. We will accomplish this goal by teaching the basics of the dance and encouraging our fellow students.
For questions, please contact:
Co-Presidents: Augusta Pendergast & Liam McCarney
Advisor: Todd Neller


text:
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text:
DSM, in an interview with colleague Will Beacham, said that it will decide within 3-6 months if it will invest in a commercial scale biosuccinic acid plant. If that will be the case, the plant would most likely be located in the US, Brazil or China – places with advanced agricultural capabilities and good existing biorefinery infrastructure.
Here is a video interview of Volkert Claassen, DSM's vice president white biotechnology. An article (it's free!) about the interview also just came out today at ICIS Chemical Business.


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SJP Opens Up About Beauty in Allure
Sarah Jessica Parker is Allure's February cover girl, and the accompanying feature is direct about SJP's appeal among women: Unlike many Hollywood stars, she hasn't done the requisite nose job and related "tweaking" that's so common today. The interview doesn't shy from examining some potentially uncomfortable territory, such as being named the Unsexiest Woman Alive by the jerks at Maxim. In the story, she opens up about being a nontraditional beauty, and I'm curious as to what you'll have to say about her comments.
- On being named the Unsexiest Woman Alive by Maxim:
"My instinct was that it felt personal. It was really about 'We don't like her.' Who were the judges and critics? I would like to ask them, 'What exactly is it that you personally find not sexy about me? Is it my figure? Is it my brain that bothers you?"
- On men who prefer airbrushed women to real ones:
"My impression is that what they find sexy doesn't make them very interesting or unusual or special. That makes them common."
For quotes on being pressured to change her appearance,
- On her "unconventional" looks:
"For so long, I didn't play the object of attention or affection. It wasn't until LA Story that anyone cast me in a role that had my sexuality as a point of interest or focus or operation. I just wasn't examined in the same way that a 'pretty girl' would be."
- On being asked to change her looks for the industry:
"There were some not-terribly-veiled conversations. Anything from as silly as plucking my eyebrows to getting my nose fixed. Nothing that stayed in my brain for very long."
Of course, Sarah Jessica has had huge success as an actress and entrepreneur, but I like the fact that she's getting ever-so-slightly political here. She's right — men who expect women to be flawless are not very special. (And she turns it around, too, mentioning that she likes her men with a little natural body odor.) So, I kinda love her more than ever. You?


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Sundaramurthy, H and Gurjale, AK and Gopala, KV (1971) Description and calibration of the 2quot;x10quot; induction tunnel (with and without plenum chamber suction). Technical Report. National Aeronautical Laboratory, Bangalore, India.Full text available as:
Restricted to Archive staff only
Download (951Kb)
Tests were conducted for the calibration of the 2quot; x 10quot; Induction Tunnel. The set-up for plenum chamber suction was completed and tried out for the first time. Results of calibration tests are presented along with a brief description of the various components of the tunnel.13; The results show that test section Mach numbers upto 0.92 can be obtained with the operation of main injector, and Mach number distribution in the test section between station1 and 15 is within 4- .005 for a wall divergence angle 6w= 1.25xB0;. With auxiliary suction, Mach numbers upto 1.18 are obtained in the test section; for this range, the maximum variation from the mean Mach number is _+ .01 between statiors3 and 13 in the test section. The boundary layer thickness on each of the side walls at the test section is about 10% of the span, for all Mach numbers.
|Item Type:
|Proj.Doc/Technical Report (Technical Report)
|Uncontrolled Keywords:
|Induction tunnel;Calibration;Suction;Components,Injector
|AERONAUTICS > Aerodynamics
|Aerodynamics, Aerodynamics, Aerodynamics
|Depositing User:
|Date Deposited:
|08 Dec 2006
|Last Modified:
|24 May 2010 09:53
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text:
South Australia has joined Queensland as one of only two mainland states forecasting budget deficits for this financial year.
By contrast, Queensland's $1.7 billion deficit for this year amounts to 4.3 per cent of its revenue.
Queensland's deficit and its debt resulted in the loss of its AAA rating last year, although booming coal royalties are helping its bottom line.
The resource-rich states rely a little less on taxing their own citizens and a little more on taxing the extractors.
This year 25.1 per cent of Queensland's revenue will come from tax on people and companies, compared with 29 per cent in Western Australia.
In NSW the proportion is a whopping 35 per cent, while Victoria's tax take amounts to 31.6 per cent of its revenue.
In South Australia the corresponding figure is 25.6 per cent. That is no surprise though: a huge 55 per cent of its revenue comes from federal grants.
Its per capita tax take is $2125, the second lowest of the mainland states after Queensland. WA demands the most of its residents where each pays $2777.
Mr Foley said he hoped unspent allocations from last year carried over into this year's budget would reduce the deficit by "quite a few hundred million".
The surge in the South Australian deficit is driven partly by large public service jobs cuts and the corresponding redundancy packages, which encourage public servants to exit the bureaucracy.
The Australian Financial Review


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What is a rhinoplasty, and why is it done?
Rhinoplasty ("nose job") is the surgical alteration of the nose to change its shape or improve its function. Rhinoplasty is performed to correct breathing problems related to the nose, or to correct disfigurement of the nose that has occurred because of trauma or birth defects that have caused the nose to take on an abnormal shape.
Cosmetic rhinoplasty is performed on normal noses to improve their appearance. Rhinoplasty can reduce or increase the size of your nose, or change the size or shape of the tip, bridge, or nostrils.
Who is a good candidate for a cosmetic rhinoplasty?
Candidates should be in good physical health, psychologically stable, and have realistic expectations. Anyone who meets those criteria and would like to improve the appearance of his or her nose is a good candidate for rhinoplasty.
How do I know if my expectations are realistic?
If you are considering rhinoplasty, be sure to discuss your expectations with your surgeon. During your initial consultation, you will be asked what bothers you about your nose and how you would like to change it. Also, the surgeon will evaluate the structures of your nose such as the underlying nasal bones and cartilage, your overlying skin, and your other facial features. After this evaluation, the surgeon can tell you if your expectations are realistic, and whether the rhinoplasty will enhance your natural facial beauty.
Is there a "perfect" or "ideal" nasal shape?
There is no one nasal shape that will compliment the natural beauty of every face. Today, surgical changes are made to enhance the remaining facial features and emphasize the individual's unique and natural facial beauty. A plastic surgeon can describe the facial features that make you unique and describe the changes that would enhance your appearance.
How is a rhinoplasty done?
Rhinoplasty is usually done as an outpatient procedure under either general or local anesthesia. With general anesthesia, you sleep through the operation. With local anesthesia, you are sedated and the nose is numbed so you are relaxed and unable to feel the pain.
The incisions are made within the nostrils and may also be made across the base of the nose. The inner bone and cartilage are contoured to produce a more pleasing shape. The tip and bridge of the nose can be reshaped either by removing some bone and cartilage or adding cartilage grafts.
How long does it take to recover from a rhinoplasty?
A nasal splint is normally worn for the first week after rhinoplasty. You can expect swelling and some bruising around the eyes after surgery that will begin to improve after the third day, but lasts up to two weeks. After that, you will have a minor degree of swelling noticed only by you and your surgeon. This swelling will go away over the next six months. The final shape of your nose will be apparent after it has healed completely.
You should avoid strenuous activity for three to four weeks after surgery. You may return to your social activities in as soon as two to three weeks without appearing as if you had surgery.
Will insurance cover a rhinoplasty?
It's important to realize that elective, cosmetic surgery is not typically covered under most insurance plans. Most insurance companies, however, typically cover that which is medically necessary. Coverage will depend on your insurance carrier.
- American Society of Plastic Surgeons. Rhinoplasty Accessed 8/1/2016.
- American Academy of Facial Plastic and Reconstructive Surgery. Procedures. Understanding Rhinoplasty Accessed 8/1/2016.
- Vasconez HC, Habash A. Chapter 41. Plastic & Reconstructive Surgery. In: Doherty GM, ed.13th ed. New York: McGraw-Hill; 2010. mhmedical.com Accessed 8/1/2016.
© Copyright 1995-2016 The Cleveland Clinic Foundation. All rights reserved.
This information is provided by the Cleveland Clinic and is not intended to replace the medical advice of your doctor or health care provider. Please consult your health care provider for advice about a specific medical condition. This document was last reviewed on: 7/29/2016...#11011


text:
View the PDF. View the Flip Book.
While the majority of Illinoisans supported the war against the secession of the southern states and opposed the enslavement of African-Americans, those sentiments were far from universal in the state, particularly in south central and southern Illinois whose residents were more likely to have migrated from the south. The Copperheads were a loosely organized group of Midwestern Democrats who vehemently opposed the war and the administration of President Abraham Lincoln. The reasons for Copperhead opposition were numerous but focused primarily on the negative economic impact of the Civil War particularly in agriculture and banking; Lincoln's declaration of martial law and suspension of habeas corpus in 1863; and, for some, the Emancipation Proclamation. Abraham Africanus I is a rare Copperhead political pamphlet from 1864 that satirically depicts Abraham Lincoln making a pact with the Devil to become the monarchical ruler of the United States. To read more about the Copperheads, see Illinois Copperheads and the American Civil War.


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Empire Fit and Flare Cocktail Dress
Sequins. Glitter, color. Rosettes. A gorgeous gown that will be noticed at the prom or any other dressy function. By Jovan.
Fabulous, sophisticated, this customized a-line dress with bow and soft natural waist gives you a stunning look. Sleeveless dress is and will be the trend.
Pretty in various colors of Pink. This is a bold and trendy cocktail dress by Jax. Great for Prom or any other event. You'll stand out in the crowd.Added 7 Years Ago from eDressMe


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Microsoft phasing out Nokia, Windows Phone brands
When Microsoft snapped up Nokia, we all knew things would be changing. The original darling of the mobile phone world had long been pandering to Windows Phone, eschewing better avenues like Android. While the purchase sealed Nokia's fate as an actual Windows brand, a new report suggests it may now be branded as Windows rather than Nokia.


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Runnin' and playin' for great causes....
The first weekend of May gets everyone running with spring spirit. Hopefully that's a giving spirit, as there are numerous charity events to take in around town this wknd.
> Start Saturday morning with a run! You can take in the Billy Bob Lawler 5K Fun Run and Walk in the East End to benefit the Huntington Disease Society. It all kicks off at 9am at Matthews East End Grill on East Ave. There's a great post party there with plenty of food, drink and entertainment. All to benefit HDSA of Rochester and people who suffer through it like the legendary Billy Bob, a retired homicide investigator at the Rochester Police Dept..
Or take a jog down the canal in Brockport with the Barge Charge 5K Run/Walk in memory of Army Staff Sgt. Nicholas J. Reid. SSgt. Reid gave his life in Afghanistan in December 2012. The Brockport Police Stetson's Club will donate all the proceeds from this event to help pay for a sign to be erected when the Brockport post office is re-named the "Staff Sgt. Nicholas J. Reid Post Office" in his memory soon. A fine tribute to a great local hero who gave the ultimate sacrifice for his country. Registration begins at 9am and the race kicks off at 10am. Info: www.yellowjacketracing.com.
> Take a pub crawl in the city! The annual MS Pub Crawl kicks off on Monroe Ave. at noon, hitting all the cool joints like Enrights Thirst Parlor, The Sports Page, Acme Pizza and more. Over 800 people will feel the fun of the avenue all afternoon to help folks suffering from Multiple Sclerosis. Info: www.multiplesclerosis.org
> Grab a big hat and watch the horses run! It's the 13th annual "Night at the Races" at Locust Hill Country Club beginning Sat. at 5p. This benefit for the Muscular Dystrophy Assn. will honor my good friends Mario and Flora Daniele. Don't forget post time for the Kentucky Derby is 6:24pm. I'm throwing my money on Uncle Sigh (pictured above). Who doesn't love an uncle who always sighs? Info: www.RochesterMDAGala.com.
> Have sip and win a trip above High Falls! Sat. night join Bill Moran and me for the "AutismUP Gala" at Broce's Race in High Falls. Over 1000 of us will help to raise needed cash to improve the quality of life for families who are meeting the challenges of autism. There are some really cool prizes to win, including a once-in-a-lifetime VIP trip to New Orleans for next year's iHeartradio extravaganza where you and your child will meet and hang with Katy Perry. info: www.autismup.org.
> Dogs need love too! Join me Sun. from 1p-5p at the St. Paul Exempt Fire Hall at 690 Thomas Ave for a fundraiser for Canine Helpers, a non-profit group dedicated to training dogs to assist people with disabilities. We will specifically being rasing cash to fund a dog to help our friend Amy White of Greece, who has been diagnosed with a disease that affects her coordination and balance, and causes disturbances in nerve function. It will be a Sunday Funday of food, drink, auctions, raffles and live music from Giuseppe Scungilli & The Screamin' Seagull Review, all to garner cash to provide Amy with her pooch Mac. Info: email@example.com.
Needless to say, there's something for everyone this wknd. Hope to see you at one or more of these fun events. Remember, my mom told me once: SHARING IS CARING!
(photo/David Goldman/AP)


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A lawyer for Julian Assange called Sunday for the WikiLeaks founder to be given safe passage to Ecuador from Britain, where he is holed up in the South American country's embassy.
"Mr. Assange is going to continue fighting for his rights," human rights lawyer Baltasar Garzon declared Sunday, saying that Assange had instructed his legal team to take action.
Garzon, an attorney from Spain who is best known from his years as a crusading judge, did not say what that legal action would be.
Assange himself is expected to break months of silence Sunday from the Ecuadorian Embassy in Britain, where he fled to avoid extradition to Sweden to face questioning about alleged sex crimes.
Julian Assange lawyer calls for safe passage from London - CNN.com
Current Status: Published (4)
Seeded on Sun Aug 19, 2012 6:42 AM
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text: Morrow, StroudRobyn Stroud and Jeremy Morrow were united in marriage on May 29, 2004, at Bloomfield Presbyterian Church.The bride was given in marriage by her father. She is the daughter of Frank Stroud of Cambridge and the late Susan Stroud.He is the son of John and Mary Morrow of New Concord.Roger Morrow and Marty Ratcliff officiated the ceremony.Sheryl Eynon and Cindy Moore provided special music.Attending the bride were Valerie Eynon, Jennifer Beall, Jennifer Carpenter, Laura Watson and Alisha Jefferis.Serving the groom was Ryan Lynch, Scott Lamonica, Chris Garber, James Carpenter and Cory Cowgill.Jenna and Jaylee Jordan served as flower girls.Anthony Valletto served as ring-bearer.A reception for 280 guests followed at the Pritchard Laughlin Civic Center.The new Mrs. Morrow is a 1999 graduate of Muskingum College. She is pursuing a masters degree at Marygrove University. She is employed as a teacher at Cambridge Middle School.Her husband is a 1999 graduate of Denison University. He is employed as a mortgage originator for Unizan Bank, Zanesville.The couple make their home in Cambridge.


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The sexual revolution has finally reached the staff room. A long-term shortage of headteachers has been reduced by a sharp rise in the number of senior female staff applying to become £100,000-a-year heads of secondaries.
There has been a sudden increase in the appointment of female headteachers, with the proportion of secondary schools run by women increasing to 44% in 2008-09 from 31% the year before, and from a five-year average of 37%. The number of secondaries that were forced to re-advertise posts after failing to recruit the first time round dropped from 21% to 19%.
More than 60 secondary schools advertised their headteacher post with a salary in excess of £100,000.
The study, conducted on behalf of the biggest headteacher organisations, and published today, found that primary schools are still struggling to fill posts, with 26% having to re-advertise – down from 32% the previous year – while 27% of special schools failed to recruit first time round, compared with 38% a year before. It also found wide regional disparities in recruitment, with a third of state schools in London, the east of England and the East Midlands being forced to advertise more than once before filling their vacancy.
Some 70% of primary heads are women and 38% are under the age of 39 – an increase of three percentage points on last year. But men are statistically more likely to be heads in primary schools than classroom teachers, suggesting that the relatively few men who work with younger children tend to be in senior management positions.
The research, the 15th annual study into headteacher vacancies in England and Wales, commissioned jointly by the National Association of Head Teachers (NAHT) and the Association of School and College Leaders (ASCL), examined 1,893 head and deputy head posts advertised in the academic year 2008-09. It found that recruitment is often more difficult for schools that stand out from the norm. Roman Catholic schools, in particular, struggle to find heads.
Around a third of headteacher vacancies were created by a headteacher retiring before the age of 60, which unions say is a result of the intense pressure in the job.
Mick Brookes, general secretary of the NAHT, said: "Significant numbers of schools still struggle to fill posts after a first advert, particularly where the number of applications and numbers on the shortlist are low.
"The phenomenon of so many senior colleagues leaving the profession before normal retirement age does not encourage others to step up to the plate. Neither does the ever-expanding and uncontrollable nature of workload for school leaders."
Steve Munby, chief executive of the National College for Leadership of Schools and Children's Services, said: "I'm encouraged to see that more women are being appointed to headship in the secondary sector."
John Dunford, general secretary of the ASCL, said: "The rising number of women appointed to secondary headships is encouraging news."
He said the better picture could be down to fewer people leaving their jobs in the recession. "We expected a rise in vacancies, but that hasn't happened.
The credit crunch has led to people postponing their retirement."
Partners might have lost their jobs, and headteachers might be finding that there was less alternative work available.
"There are fewer jobs out there now," Dunford said.


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Scientific Shipments to SIO Vessels in Foreign Ports
Procedures and ResponsibilitiesThis document clarifies procedures and responsibilities for shipments to SIO vessels in foreign ports. These procedures are driven in part by implementation of the International Ship and Port Security (ISPS) Code required by the International Maritime Organization (IMO) and United States Coast Guard (USCG) regulations for ship security.
Review export control compliance: The movement of many scientific instruments are regulated by the federal government, and it is the scientist's responsibility to comply with export control regulations. Guidelines for scientists bringing instruments aboard SIO-operated vessels are linked here.
Ship's Agent: in most ports the SIO Marine Facility (MarFac) hires a ship's husbanding agency to handle the ship's business while in port. The agent has considerable local knowledge of the port and facilitates such things as: inward/outward clearance, Customs, immigration and other regulatory formalities, crew changes, contact with local vendors and so forth. The agent may also assist with clearing shipments of spare parts or scientific equipment through Customs and final delivery to the vessel. The agent tracks all his time and expenses on behalf of the vessel and bills MarFac accordingly. MarFac engages the agent to handle ship's business, not scientific business.
MarFac/Ship Responsibility for Scientific Equipment/Shipments: begins when equipment is delivered dockside to the vessel. Ship personnel will load the equipment aboard. If a shoreside crane, forklift or other equipment is needed to load the ship, MarFac will cover the expense. MarFac is not responsible for expenses (or effort) related to clearing scientific shipments through Customs, storage and final delivery to the ship. Likewise at an arrival port, MarFac will cover expenses to offload scientific equipment. Once the equipment is on the dock, arrangements and expenses for ground transportation, storage and onward shipment are the responsibility of the owner.
Overseas Shipments: scientific groups frequently send shipments of equipment overseas to meet the vessel in time for their cruise. Shipments can range from small packages to 40-ft ocean containers. For small packages a delivery service such as FedEx, UPS or DHL might be engaged. For large or containerized shipments a freight forwarder or ocean carrier might be engaged. All shipments should be addressed to the Master of the ship in care of MarFac's agent (or your own agent) for the particular port.
Regardless of the final destination of any shipment, shipments are typically held in a bonded Customs area on arrival in the destination country or city. Shipments will remain in this area until Customs paperwork is processed and ground transportation is arranged for final delivery to the ship. This is what you need a local agent for.
Return or Onward Shipment of Offloaded Equipment: at the end of your cruise you may have equipment and/or samples to ship back to your lab or another destination. Again, having a local agent will greatly simplify arrangements for ground transportation, Customs formalities and onward shipment.
Selecting an Agent: most ports have a number of maritime or shipping agents vying for your business. You are free to select MarFac's agent or any other agent that suits your needs. If you select MarFac's agent, you must make your own financial arrangements with them. In most cases you can contact agents by email, describe your needs and they will send you a pro forma estimate of expenses. Once you select an agent, they will typically ask you to transfer the pro forma amount to their account before any services are rendered. At the conclusion of the business, you will receive a final statement with a refund of unused funds or a request for additional funds to settle the account.
Manifesting your Shipment: whether you are shipping from the US to overseas or vice-versa, it is imperative to have your shipment thoroughly manifested - list all items (by noun name if possible), quantities and values. If you are shipping equipment overseas from the U.S. and this equipment is scheduled to return to the U.S. at some point in the future, it is highly recommended that you register the equipment (or entire shipment, as appropriate) with U.S. Customs using CBP Form 4455 prior to the shipment leaving the U.S. – this will help to avoid tariffs and other problems upon re-importing the equipment to the US after your cruise. Form 4455 applies whether your equipment leaves or subsequently returns to the U.S. aboard a commercial carrier or a research vessel. A competent domestic shipper or freight forwarder should be able to advise you on this matter.
Bill of Lading: once your shipment begins its journey, a Bill of Lading (BOL) will be issued for items going by ocean carrier. For air freight, an Air Way Bill (AWB) or House Air Way Bill (HAWB) will be issued. For shipments bound to a Scripps vessel, send copies of the BOL, AWB or HAWB and manifest to your agent, the vessel Master and the SIO Marine Technician Group as soon as possible. Scanned copies saved as PDF documents and emailed as attachments work very well. Once your shipment is delivered dockside, it WILL NOT be accepted for loading aboard ship unless the Master is expecting it.
Shipments of Chemicals and other Dangerous Goods: whenever possible avoid shipping chemicals and other dangerous goods. If you need certain chemicals for your cruise, try to obtain them locally in the port of departure. An agent can be of great assistance in this regard. Sometimes chemicals can be acquired locally from or through academic colleagues and organizations. If you must ship chemicals, ensure that all applicable regulations are followed. Be aware that regulations between point of origin and destination can vary; again, an agent can help sort this out. For guidance on proper packaging and shipment of hazardous materials, contact SIO's EH&S Specialist. Regardless of shipping arrangements, all chemicals MUST be accompanied by appropriate Material Safety Data Sheets (MSDS). You can send these to SIO's Marine Technician Group in advance of your cruise or deliver them personally to the Master when you arrive aboard.
Note: while on board you are personally responsible for proper use, handling and stowage of any chemicals you bring. This includes proper collection, stowage and disposition of any wastes generated. At the end of your cruise you are responsible for removal of unused chemicals and any related wastes from the ship.
Addressing and Marking of Shipments - shipments should be addressed and marked as follows:
Master, R/V (Vessel Name)
Attn: (Scientist's/Owner's Name)
C/O (Local Agent's Address, POC and telephone number)
Ship Spares or Scientific Equipment in Transit for R/V Vessel Name
Hold for vessel's arrival on (date).
Note: marking the shipment as "Spares/Equipment in Transit" for a particular vessel will expedite Customs clearance in the destination country.
Foreign Shipment Checklist
MarFac Agents: a list of MarFac's foreign port agents can be found here.
Revised 8/21/09


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Szanto Mens 6000 Series Half Hunter Watch - Cream Dial - Leather Strap - Date
Featuring a unique spring-heeled cover, this distinguished Half Hunter watch from Szanto takes its inspiration from vintage hunting pocket watches.
- 316L stainless steel case
- Spring hinged cover with open center aperture, Arabic numerals on cover
- Japan Automatic 21 jewel movement with 2 hands, small seconds subdial and date
- Hardened mineral crystal with anti-reflective coating
- Sunray finish dial with Roman numerals
- Genuine calf leather strap with faux Croc pattern
- 30 meters water resistant (100 ft)
- 42mm case width (approximately 1 5/8 in)
Princeton Watches is an Authorized Szanto retailer, your watch will include a 1 Year manufacturer's warranty from Szanto.
In stock items ordered by 4pm Eastern time ship the same day.
All orders $50.00 or more qualify for FREE UPS Ground delivery. Watch orders $149.00 or more qualify for FREE UPS 2nd Day Air delivery. Please note that FREE 2nd Day Air Delivery does not apply to clocks.


text:
22 Jan 2013 at 11:14
Flat Stanley book
With Joeweirdo
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Press | FAQ | Terms of Agreement | Privacy Policy | Copyright © 2011 Flatter World Inc.
FLAT STANLEY® is a trademark of the Trust u/w/o Richard C. Brown f/b/o Duncan Brown. Used with permission. All rights reserved


text:
Tractor Seat Barstool
- No Longer Available -
Modeled after a handmade vintage piece, our cast-iron tractor seat tops an ornate claw-footed base – an inspired combination of rustic and Rococo. Intricate casting detail pairs elegantly with a streamlined concave seat, enlarged somewhat from the original's proportions to enhance long-sitting comfort.
Show Details +
- Overall: 17½"W x 13"D x 32"H
- Seat: 30"H
- Weight: 50 lbs.
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text: At last ... I have some pictures to share with you...... The happy couple leaving the church The colour's a bit washed out above so here's a close up of Rosie's beautiful bouquet. Absolutely stunning! Then it was off to the reception. We'd spent nearly a whole day decorating this … [Read more...]