text:
SUPER-luxury brand Rolls-Royce is recalling 19 of its Ghost limousines - equivalent to more than one year of sales in Australia - not due to a safety issue but because owners might notice the smell of fuel coming from the car.
It follows two recalls at about this time last year that took in almost every Rolls-Royce sold in Australia over the previous 10 years for a potential brake failure and fire risk.
The $645,000 Ghost limousine is being recalled this time simply because customers may notice the smell of fuel when approaching their vehicles.
The director of global communications for Rolls-Royce, Richard Carter, told News Limited: ''Australia seems to be at the moment the only country around the world to make this recall on a safety basis. It's a minor fuel vapour venting issue. As fuel is naturally vented from the fuel tank when not in use it goes through a carbon filter … which removes any odours.
''The software is not properly working. That means that you could when approaching your car smell fuel,'' Carter said.
''We're are convinced this is not a safety issue because fuel vapours occur on any car it's just that you don't smell them (on ours).''
Last year Rolls-Royce recalled approximately 74 of the company's flagship Phantom sedans, coupes and convertibles sold between 2003 and 2009, and approximately 36 of its Ghost sedans sold between 2009 and 2011.
It amounted to most cars sold over the previous 10 years and almost $100 million worth of vehicles. The latest recall affects only $12 million worth of vehicles.
Product Safety Recalls Australia reported last year the $645,000 Ghost was being recalled because: ''If the turbo cooling pump cracks, the pump electronics may smoulder, possibly causing an engine compartment fire or a vehicle fire.''
At the same time, the agency issued a notice that the $1 million Phantom range was being recalled because of ''the possibility of oil entering the brake booster, there may be a reduction in power braking assistance and an increased chance of an accident occurring''.
This reporter is on Twitter: @JoshuaDowling


text:
BU Linguistics alumni survey. Thanks so much!
Welcome -- or welcome back!
Linguistics Program
The CAS Linguistics Program now unifies degree offerings at the BA, MA, and PhD levels. You can view "undergraduate" vs. "graduate" information by selecting the appropriate button at the top of this page. If you have any questions about Linguistics at BU, don't hesitate to contact the Program Director, Prof. Carol Neidle.
In Academic Year 2016-17 we launched three new programs:
- an MA in Linguistics,
- a dual BA/MA degree in Linguistics,
- and an intercollegiate joint undergraduate major in Linguistics & Speech, Language and Hearing Sciences.
We are delighted to announce the launch of a brand new PhD Program in Linguistics. Applications will be due by January 5, 2018 for admission to the new program in September 2018.
CAS Linguistics Facebook Page
Have a look: https://www.facebook.com/BULinguistics. Become a fan! We welcome your suggestions about what else you would like to see there... Thanks!
Courses for Spring 2018
Pre-registration for spring starts soon. Information about spring courses in Linguistics is available here: http://ling.bu.edu/courses/schedules/spring2018. A course description booklet is available in 621 Comm. Ave..
Please meet with your advisor well in advance of your pre-registration date. Students studying abroad should be sure to get approval in advance (if necessary via e-mail, at the very beginning of your semester abroad) from your advisor for any courses you hope to count towards degree requirements. Students who are currently abroad should be in touch with your advisor by email to plan for fall courses.
Course flyers for Spring 2018
See http://www.bu.edu/linguistics/UG/course-flyers-S18.html
BU undergraduate Linguistics Association
BULA also has a Facebook page: https://www.facebook.com/pages/Boston-University-Linguistics-Association/142505152475244. Events are open to the BU community, and if you'd like to help in planning future events, new BULA members are always welcome :-)
Sign up as a BULA member on orgsync: https://orgsync.com/105066/chapter and sign up for the BULA email list: http://ling.bu.edu/mailman/listinfo/bula
Need help? The Linguistics faculty is available...
Click for a larger view of the Advising Schedule.
Linguistics Honors Programs
If you plan to graduate between January 2019 and September 2019 (inclusive) and would like to enter the Honors program for Linguistics or one of the Linguistics joint majors as of September 2017, the deadline for receipt of applications is 9/10/2017. For details, see:
- http://ling.bu.edu/degrees/linguistics-honors
- http://ling.bu.edu/degrees/linguistics-and-philosophy-honors
- http://ling.bu.edu/degrees/honors-lx-slhs
- http://ling.bu.edu/degrees/language-and-linguistics-honors
2017-18 Colloquium Schedule
We welcome Assistant Professor Elizabeth Coppock this fall!
Assistant Professor Elizabeth Coppock will serve as our semanticist
(replacing Prof. Pete Alrenga) and teach a range of courses
in semantics and pragmatics.
Congratulations to our 2017 graduates !!!
Congratulations to all! Here is a link to photos from the Convocation Ceremony.
Congratulations to our award-winning Linguistics students !
We have just been notified that THREE of our excellent Linguistics students have been selected to receive student awards funded by the BU Center for the Humanities:
- Margaret Adham
- Jimmy Sbordone
- Wayne Yoon
They are all extremely deserving, and we are very proud.
They will receive these awards in a ceremony on May 16th.
UROP: Funding opportunity
Research Opportunity for Linguistics students:
If you would like to explore the possibilities for a research project, you should consult with a Linguistics faculty member with expertise in your area of interest. Note that the (strict) deadlines for submission of applications are posted here: http://www.bu.edu/urop/apply/deadlines/. A limited number of awards is available. This is highly competitive, so you will want to give great care to your application
Congratulations to the latest UROP recipients, who will be conducting research during Summer 2017 !! For further details, see http://www.bu.edu/linguistics/UG/pictures/UROP-sum17.pdf.
Congratulations to the UROP recipients from summer and fall 2016 and spring 2017 !!
Three Linguistics students also received UROP funding in Spring 2016!
|Sarah Lawson:
"Language Contact and Transfer Between Andean Spanish and Bolivian Quechua: Regional and Social Perspectives" (working with Prof. Myler)
Using a corpus of sociolinguistic interviews with Quechua and Spanish bilinguals, Sarah investigated phonological, lexical, and syntactic phenomena of language contact and transfer between Andean Spanish and Quechua. She examined the linguistic constraints which affect several variables (including the realization of /r/ and the use of certain past tenses), and she used the results of an attitudinal survey to investigate how these variables relate to speaker attitudes and orientations toward indigenous culture.
James Sbordone:
"Phonetic description of Southeastern Pomo, an endangered language of California" (working with Prof. Chang)
Jimmy worked on an acoustic analysis of recordings of Southeastern Pomo, a severely endangered language historically spoken in northern California. These data will ultimately contribute to a phonetic description of the idiolect of the last living fluent speaker as well as a diachronic comparison between her speech and the speech of the preceding generation (captured on archival recordings). He looked at both stop consonants and the vowel space.
Dallas Walter:
"Korean fricatives: Diachronic changes in phonetic enhancement strategies" (working with Prof. Chang)
Dallas carried out analyses of younger and older Korean speakers' production of the fricative contrast between fortis /s*/ and non-fortis /s/. The recordings were from an experiment conducted earlier this year, which was designed to examine the phonetic properties that speakers exaggerate in these fricatives when speaking in the 'clear speech' register. The phonetic data that Dallas compiled provides evidence to support a phonological classification of the non-fortis fricative in the context of the Korean laryngeal system.
Fall Newsletter
Brand new MA in Linguistics !
BU is launching a brand new LINGUISTICS MA program !
See this page for details: http://ling.bu.edu/grad/degrees/ling-ma.
This program is intended to take the place of our current MA in Applied Linguistics. New applications will be accepted henceforth only for the new program.
NOTE TO CURRENT GRADUATE STUDENTS and those who will be entering the MA program in September 2016: This change will not affect you at all. Your requirements for degree, and everything else associated with the program, will remain unchanged. You will, however, have the option of transferring to the new program, if you wish -- although this would, in most cases, require additional coursework specifically in linguistics (over and above what you might otherwise have been doing for the Applied Linguistics degree) in order to satisfy the requirements of the new program. If you are interested in discussing this possibility, feel free to contact Carol Neidle or Jon Barnes.
Brand new: Dual BA/MA in Linguistics
There is a new dual degree BA/MA program in Linguistics: http://ling.bu.edu/degrees/ba-ma. Prof. Neidle is available to provide further information and answer any questions you may have, and/or to help you plan your academic program.
New intercollegiate joint major in Linguistics & Speech, Language, and Hearing Sciences
Students in CAS or SAR can now major in Linguistics & Speech, Language, and Hearing Sciences. For details of the new CAS major, see http://ling.bu.edu/degrees/lx-slhs. There is also a corresponding honors program. Click here for a printable pdf description of the new program. Note that the program has not yet been integrated into BU's other websites and computer systems. If you are interested in the new program, feel free to speak with Prof. Neidle.
Joint Majors in Linguistics & French/Italian/Japanese/Spanish
Brochures for the joint majors in French/Italian/Japanese/Spanish & Linguistics. You can print them out yourself (2-sided, flip short side) or stop by to pick one up from the entryway to 621 Commonwealth Ave.: http://www.bu.edu/linguistics/UG/joint/FrenLx.pdf, http://www.bu.edu/linguistics/UG/joint/ItalLx.pdf, http://www.bu.edu/linguistics/UG/joint/SpanLx.pdf
In addition to our joint majors in Linguistics & Philosophy (Hegis code: 1514), and Linguistics & Speech, Language and Hearing Sciences, we are now pleased to be able to offer joint majors that combine the study of linguistics with that of language, literature, and culture. Here's some informationabout these majors (and the corresponding honors programs):
French & Linguistics (Hegis code: 1147)
Italian & Linguistics (Hegis code: 1148)
Japanese & Linguistics (Hegis code: 1149)
Spanish & Linguistics (Hegis code: 1150)
There is also the Linguistics major itself, of course (Hegis code 1505).
You can now change your major or minor declarations online: http://www.bu.edu/casadvising/major-minor-declaration-form/.
Be sure to list all your majors and minors if you are making any kind of change.
Please note that the pdf documents linked in above are based on course numbering in effect through Spring 2016. Updated versions with the new course numbers will be provided soon.
For further information, contact Prof. Neidle.
Major announcement about Linguistics curriculum
Effective Fall 2016, Linguistics course numbers will be changing! Please read about the details here: http://www.bu.edu/linguistics/UG/LX-announce.pdf.
These details will appear on the Link as of February 17, 2016. The ling website is currently being updated.
LINGUISTICS COLLOQUIUM: Prof. Amy Rose Deal
Wednesday, November 16, 2016 @ 5:30 PM
In LSE B01.
This is also a Facebook event: https://www.facebook.com/events/796676203808960/
Abstract: Research in psychology has repeatedly affirmed a core cognitive difference between substances and individual objects. In languages like English, the mass-count distinction seems to reflect this difference grammatically: nouns describing individual objects are typically count nouns, while nouns describing substances are typically mass nouns. To what extent does this mapping between cognitive categories and linguistic encodings vary across languages? If the substance-individual distinction is a universal of cognition, is the mass-count distinction a universal of semantics?
In this talk I approach these questions through a close study of mass-count patterns in Nez Perce (Penutian), drawing from original fieldwork. At first glance, Nez Perce appears to falsify any proposed mass-count universal: all nouns behave like count nouns do in English. Yet it turns out that in very restricted grammatical circumstances, Nez Perce nevertheless reveals evidence of a standard semantic distinction between mass and count nouns. I provide an analysis of semantic variation between Nez Perce and English centered around how each language introduces apportionment -- the mapping from meanings like that of "sand" onto meanings like that of "quantity of sand". I conclude by showing how the Nez Perce pattern actually ends up providing new support for a proposed mass-count universal.
Linguistics Colloquium
Prof. Byron Ahn, Princeton University, presents: "What does ? sound like ?"
Friday, March 31, 2017 @ 5 pm in KCB 101
Abstract: The English writing system employs a question mark (i.e. "?") to indicate that something is a question. American English speakers tend to intuitively associate the question mark with a rise in intonation. At the same time, it is known that there are different types of questions — do they all involve an intonational rise? What sorts of variation do we find across different types of questions, and how much variation do we find within each type of question?
In this talk, I address these questions and present some results from ongoing experimental research, which has uncovered more variation within question-type than previously recorded. In particular, low pitch accents (ToBI: L*) in polar questions appear to have a variant in which they are preceded by a non-meaningful high (what I label as: hL*), suggesting that intonational phonology (like segmental phonology) allows phonetic variation that goes beyond the phonemic inventory of the language.
This is also a Facebook event: https://www.facebook.com/events/1819617788298214/.
Printable flyer: http://www.bu.edu/linguistics/UG/pictures/Byron.pdf
Linguistics Colloquium
Prof. Byron Ahn, Princeton University, presents: "What does ? sound like ?"
Friday, March 31, 2017 @ 5 pm in KCB 101
Abstract: The English writing system employs a question mark (i.e. "?") to indicate that something is a question. American English speakers tend to intuitively associate the question mark with a rise in intonation. At the same time, it is known that there are different types of questions — do they all involve an intonational rise? What sorts of variation do we find across different types of questions, and how much variation do we find within each type of question?
In this talk, I address these questions and present some results from ongoing experimental research, which has uncovered more variation within question-type than previously recorded. In particular, low pitch accents (ToBI: L*) in polar questions appear to have a variant in which they are preceded by a non-meaningful high (what I label as: hL*), suggesting that intonational phonology (like segmental phonology) allows phonetic variation that goes beyond the phonemic inventory of the language.
This is also a Facebook event: https://www.facebook.com/events/1819617788298214/.
Printable flyer: http://www.bu.edu/linguistics/UG/pictures/Byron.pdf
Linguistics Colloquium: Raj Mesthrie
This is also a Facebook event: https://www.facebook.com/events/1762965180629342/
*Co-sponsored by the African Studies Center. For a printable brochure, click here.
First Linguistics colloquium of the fall :-)
*Co-sponsored by the Boston University Rafik B. Hariri Institute for Computing and Computational Science & Engineering.
For an abstract and information about the speaker, see our Facebook event listing: https://www.facebook.com/events/894385890688877/.
For a pdf printable announcement, see http://www.bu.edu/linguistics/UG/pictures/qian.pdf
This year, Linguistics -- now an autonomous program -- held its own Commencement ceremony for the first time, with a very special convocation speaker: Prof. Bruce Hayes.
Congratulations to all our graduates!☺
See all the photos on the Linguistics Facebook page: https://www.facebook.com/BULinguistics/
Calling all Linguistics alumni !
1) If you haven't yet filled out our alumni survey, or would like to update your information, please click here:
2) 2016 graduates are urged to complete the exit survey (link was sent by email; contact email@example.com if you would like it resent).
3) We'd also love to get an update from you for our Alumni Notes page: http://ling.bu.edu/people/alumni.
Thanks so much !! Very best wishes from all of us...
Where are they now?
Are you interested to know what our Linguistics alumni are doing now? If so, please have a look at our Alumni Notes page, and have a look here. If you are one of our Linguistics alumni but have not yet filled out our alumni survey, or would like to update your information, please see below. To send an update for the Alumni Notes Page, please send email to email@example.com. Thank you so much!!
Note to current students: Many of our alumni have graciously offered to connect with current students interested in their career path. If you would like to be put in contact with someone in your area of interest, please discuss this with your advisor or with Prof. Neidle.
Alumni Notes/News
See our Alumni Notes page. Please let us know what you're up to. Send your news and photos. We'd love to hear from you :-)
BU was host to Speech Prosody 2016: May 31-June 4
Speech Prosody is the only recurring international conference focused on prosody as an organizing principle for the social, psychological, linguistic, and technological aspects of spoken language. Past conferences in Aix-en-Provence, Nara, Dresden, Campinas, Chicago, Shanghai and Dublin have each attracted 300-400 delegates, including experts in the fields of Linguistics, Computer Science, Electrical Engineering, Speech and Hearing Science, Psychology, and related disciplines.
See the Speech Prosody 2016 home page. The conference was organized by Jonathan Barnes (Boston University), Nanette Veilleux (Simmons College), Stefanie Shattuck-Hufnagel (Massachusetts Institute of Technology) and Alejna Brugos (Boston University PhD 2015), with the participation of BU students. Pictures from the conference are available from the BU Linguistics Facebook page.
Two recent Linguistics graduates, now Assistant Professors at the U. of Oregon and George Mason U., collaborating on research on differences in prosody of native and non-native speakers of English, were among the conference participants!
See a picture of them with their poster :-)
BU Linguistics Colloquium Series
See details on the Events page! http://ling.bu.edu/events/bu
Video records of recent Linguistics presentations
Have you missed one of our recent invited lectures? Members of the BU community can watch the video and follow along with the slides :-)
Prof. Danny Erker studies the Spanish spoken in Boston
He is featured in BU Today: http://www.bu.edu/today/2013/a-language-evolves/
|Danny Erker, in East Boston's Maverick Square, has been visiting the city's neighborhoods to recruit subjects for his linguistics research. Photo by Cydney Scott, BU Today.
Newsletter: Fall 2015
Check out our Fall Newsletter:
Fall Newsletter - 2014
Check out the latest Linguistics newsletter !
Follow BU Linguistics on Twitter
Here's what you can find here:
- Faculty
- Affiliated Faculty
- Staff
- Teaching Fellows
- Affiliated Researchers
- Visiting Researchers
- Emeriti
- Alumni
Academic Programs
- Majors
- Honors Programs
- Linguistics
- Linguistics & Philosophy
- Linguistics & Speech, Language,
and Hearing Sciences
- Linguistics & Languages
- Application deadlines
- Minor
- Possible Combinations
- CAS Requirements
Dual degree BA/MA
- NEW! BA/MA in Linguistics
Linguistics Info
- Research Guidance
- General BU Information
- Tutoring
- Interesting Opportunities
- Linguistics Links
- Other Web Resources

subset: commoncrawl


text:
This site features illustrations of the Temples of the Church of Jesus Christ of Latter-day Saints by Dennis West.
Items featuring these illustrations are available in the "Products" section of this site. In this section you can purchase framed prints, framed tiles, tile boxes and tote bags, along with many other items.
Whether you're shopping for Christmas, Birthday gifts or just for a unique household decoration with your Temple on it, our new Products section has something for you!
The following Temples are currently available:
- Atlanta, Georgia Temple
- Baton Rouge, Louisiana Temple
- Dallas, Texas Temple
- Idaho Falls, Idaho Temple
- Jordan River, Utah Temple
- Las Vegas, Nevada Temple
- Los Angeles, California Temple
- Manti, Utah Temple
- Mesa, Arizona Temple
- Mt. Timpanogos, Utah Temple
- Nauvoo, Illinois
- Newport Beach, California Temple
- Redlands, California Temple
- Salt Lake, Utah Temple
- San Antonio, Texas Temple - NEW
- San Diego, California Temple
- Seattle, Washington Temple
- Spokane, Washington Temple
- Spokane, Washington Temple


text:
CHAPTER ONE: Presidential Model:
The Murder of Marilyn Monroe
CHAPTER TWO: Mystery Man Behind
Evidence of Revision
CHAPTER THREE: Mary Pinchot Meyer
CHAPTER FOUR: Murdering Malcolm X
CHAPTER FIVE: Killing King
CHAPTER SIX: Sirhan Sirhan
CHAPTER SEVEN: Charles Manson
CHAPTER EIGHT: Kent State
CHAPTER NINE: Arthur Bremer
CHAPTER TEN: Squeaky & Nelson
CHAPTER ELEVEN: Son of Sam
CHAPTER TWELVE: John Lennon
CHAPTER THIRTEEN: John Hinckley
and the 'Bushy' Knoll
CHAPTER FOURTEEN: Port Arthur
CHAPTER FIFTEEN: The Cult of
Diana: DNA Princess
CHAPTER SIXTEEN: Occult Ritual at
Victor Thorn founded Sisyphus Press in the fall of 2000. He is the author of 54 different works, including 30 books, 19 chapbooks, as well as five anthologies which he served as editor. He has published the works of numerous writers in the alternative media such as Michael Collins Piper, Adam Gorightly, Lisa Guliani, Mark Glenn, John Kaminski, Joan d'Arc, Pete Papaherakles, Carl Robinson, and Pat Shannan, while also producing five CD-ROMs and DVDs, one of which is a five-disc collection that covers the John F. Kennedy Assassination (Evidence of Revision). Thorn's political articles have appeared in various newspapers around the country. He has also freelanced for magazines such as Paranoia and The Barnes Review.
In February 2001, Thorn founded Babel magazine, an online publication that ran until early 2004 and featured some of the first articles devoted to the 9-11 conspiracy.
One of his books, The New World Order Exposed, was translated and published in Japan in 2006, while 9-11 on Trial has been republished by Progressive Press, and was also released in France to coincide with the fifth anniversary of 9-11.
After co-hosting The Victor Thorn Show on the Reality Radio Network from 2002-2003, in February 2004 he co-founded WING TV (World Independent News Group), a daily Internet television and radio talk show viewed in over 100 countries worldwide. In addition, he's been a weekly investigative reporter for American Free Press since 2007 while serving as AFP's assignment editor in 2011.
Thorn has also made hundreds of different radio appearances (including Coast-to-Coast AM and The Lionel Show on WOR 710 in New York City) and has done weekly one-hour news updates on Alex Merklinger's Mysteries of the Mind, while also appearing weekly on Vyzygoth's From the Grassy Knoll and Frank Whalen's Frankly Speaking Radio.
Thorn has been an avid political activist who spoke at the OKC Bombing 10th anniversary, as well as before the America First Party. He has also protested in six different states, not to mention at Ground Zero on several occasions and in front of the White House in Washington, D.C.


text:
So Bills say EJ Manuel has the clutch factor? Let's take a closer look at that
I can keep an open mind about stuff.
This blog post will be an exercise in going through the process of figuring out whether selected data should change my opinion about EJ Manuel's rookie season.
BuffaloBills.com writer Chris Brown posted a story today with the headline "Manuel's play late in halves & games shows clutch factor." The team tweeted a link to the item with a triumphant photo of Manuel and the hash tag "#clutch factor."
"What's been largely overlooked," Brown writes, "is what appears to be a clutch factor to Manuel's game that simply can't be taught."
My first reaction: Wow, that's quite a statement. Brown's premise is that Manuel's performances in the final four minutes of first halves and games indicate the rookie was born with the "clutch" chromosome.
My second reaction: "Clutch" is a dangerous word.
You know who was considered clutch his first two NFL seasons? Mark Sanchez. Big-time clutch factor there. Fourth-quarter comebacks. Sudden death. Road playoff victories.
Sanchez also has really big hands and was coddled by a coaching staff and front office. The Jets didn't want him challenged by his backups or high-round draft picks. They constantly micromanaged Sanchez's psyche.
But I digress.
Back in January 2011, when I still worked for ESPN.com, I kicked around the idea of a "Clutch QB rating" with former Football Outsiders columnist Bill Barnwell, now of Grantland.com.
My thought was that a Clutch QB rating should include fourth-quarter, third-down and red-zone passing stats. Barnwell didn't disagree, although he asserted the best indicator of "clutch" came in the postseason.
Barnwell's general sentiment was people can gerrymander statistics to fit whatever definition of "clutch" they want.
The BuffaloBills.com analysis raises a point I'd quibble with. Nobody considers the end of the first half any kind of legacy-making crucible. We don't extol John Elway or Tom Brady for their heroics right before halftime.
Anyway, rather than take a lump of four-minute data and sign off on the idea an unproven rookie has demonstrated the "clutch factor," I'm about to go through Manuel's stats and game-by-game performances.
I have no clue how this will end. I'll just write whatever I come across as I encounter it and perhaps reach some sort of conclusion.
First, I'm going to look up how well Manuel performed in those critical situations mentioned above.
In the fourth quarter: 51 of 87 attempts (58.6 percent) for 520 yards and four TDs with three interceptions for a 76.8 passer rating. Manuel ranked 26th in the NFL here. His third-quarter rating was 2.3 points higher.
In the fourth quarter and winning/losing by seven points or fewer: 27 of 51 throws (52.9 percent) for 285 yards and two TDs with one interception for a 74.4 passer rating.
On third down: 47 of 99 throws (47.5 percent) for 510 yards and two TDs with two interceptions for a 61.4 passer rating.
On third down and between 3 and 8 yards to go: 24 of 55 passes (43.6 percent) for 243 yards and one TD with one interception for a 55.3 passer rating. This is the most common third-down passing situation.
On third down and 9 yards or longer: 16 of 30 attempts (53.3 percent) for 192 yards, one TD and one interception for a 70.4 passer rating.
In the red zone: 10 of 21 passes (47.6 percent) for 71 yards and six TDs with no interceptions for a 95.4 passer rating.
We also saw how much less effectively Manuel played away from Ralph Wilson Stadium. Winning on the road might be considered at least a symptom of "clutch."
Manuel had a 64.4 passer rating on the road, 27.4 points lower than his passer rating at home.
Now a look at his games ...
Week One, New England Patriots
Clutch situations: With the help of a defensive touchdown and an interception that set up Manuel's first NFL touchdown pass right before halftime, the Bills went into the fourth quarter with a 21-17 lead.
What happened: Manuel made the Patriots pay for their turnover right before the half, finding Scott Chandler for 19 yards and Robert Woods in the end zone for an 18-yard scoring strike. ... On three fourth-quarter possessions, Manuel completed two of six passes for 11 yards. The final legitimate series was a three-and-out with 4:31 to play. ... The Patriots let Manuel complete a 12-yard pass -- meant for laterals all over the field -- to end the game. ... The Bills lost, 23-21.
Week Two, Carolina Panthers
Clutch situations: With 1:38 to play, the Panthers kicked a field goal for a 23-17 lead. The Bills had to have a touchdown to win.
What happened: Manuel was impressive. He picked apart Carolina's injury-ravaged secondary. ... He completed six of his eight attempts for 51 yards. Five of his attempts were dumped to C.J. Spiller or Fred Jackson, but Manuel completed a couple nice throws downfield. ... Buffalo also benefitted from a 20-yard Luke Kuechly pass-interference call that wiped out an interception. ... Manuel punctuated the drive with a 2-yard TD toss to Stevie Johnson for the victory.
Week Three, at New York Jets
Clutch situations: The Jets dominated the action but committed 168 yards in penalties and two turnovers to jar the door open. The Bills tied the score at 20 with 10:39 left.
What happened: Manuel hooked up with Chandler for a 33-yard touchdown. ... The Jets answered with a touchdown to retake the lead. ... The Bills had four more possessions, but got past the 50-yard line once. ... Manuel completed five of his final 15 throws for 15 yards, not counting a spike to stop the clock.
Week Four, Baltimore Ravens
Clutch situations: None to speak of, really. Ravens quarterback Joe Flacco threw a career-worst five interceptions. The Bills took a 20-7 halftime lead and fended off a late rally.
What happened: Manuel could've been far better in the second half. Buffalo added only a field goal in the third quarter, nothing in the fourth quarter. ... A pair of second-half Manuel interceptions helped Baltimore get back into striking distance. ... Buffalo's fourth-quarter possessions were interception, three-and-out, three-and-out and kneel out the clock. ... Manuel also fumbled, but Johnson recovered.
Week Five, at Cleveland Browns
Clutch situations: None for Manuel.
What happened: Manuel managed the game nicely, but the Browns scored 17 straight points before halftime. ... He injured his knee in the third quarter. ... Manuel missed the next four games.
Week 10, at Pittsburgh Steelers
Clutch situations: None again. The Steelers won with ease, 23-10.
What happened: Manuel, returning from his knee injury, made the game easier for Pittsburgh with a discouraging display. ... Nearly half of the completions BuffaloBills.com used to show Manuel's clutchiness came in garbage time at Heinz Field. ... Taking over with 4:34 to play, Manuel went 12 of 15 for 87 yards and a TD toss to Chris Gragg. ... Prior to that drive Manuel was 10 of 25 for 62 yards and an interception.
Week 11, New York Jets
Clutch situations: None again. The Bills, propelled by a defense that toyed with Jets rookie Geno Smith, were up 20-0 at halftime and cruised to victory.
What happened: Manuel had his best game of the year, going 20 of 28 for 245 yards and two TDs. ... He posted a 121.9 passer rating. ... None of it could be considered clutch.
Week 13, Atlanta Falcons
Clutch situations: Some interesting moments in Toronto. The game was close throughout. Manuel can't be blamed for the demoralizing overtime defeat, but did he do enough?
What happened: Buffalo took a 31-24 lead on Spiller's 36-yard touchdown dash with 11:48 remaining. ... Buffalo had four possessions after that. The first two were three-and-outs, with Manuel completing one of four passes, almost getting intercepted by William Moore and blamed for delay of game. ... Manuel moved them on their next drive, but Johnson fumbled. ... Chandler fumbled on the second play of overtime. Atlanta kicked a 36-yard field goal to win.
Week 14, at Tampa Bay Buccaneers
Clutch situations: None. At all.
What happened: With the Bills' playoff hopes still alive, the Bills curled up in a fetal position. ... Buccaneers running back Bobby Rainey went 80 yards on the second play for all the points they would need. ... Manuel was 18 of 33 for 184 yards and no TDs with four interceptions. He got sacked seven times.
Week 15, at Jacksonville Jaguars
Clutch situations: On the road, the Bills were down in the second quarter and tied early in the fourth quarter.
What happened: Manuel picked up his second fourth-quarter comeback of the season and won his first road game. ... In an otherwise quiet second half for Manuel, he got the ball to fullback Frank Summers for a 1-yard TD with 9:35 on the clock. That capped a nine-play, 80-yard drive. ... Manuel didn't throw another pass the rest of the game. ... The clutch play was Bills cornerback Stephon Gilmore intercepting Chad Henne in the end zone with 3:15 left. ... Manuel hurt his knee during the game and missed the final two games.
So how do I feel about Manuel's "clutch factor" now?
One of my suspicions was proven correct. A large portion of BuffaloBills.com's data occurred in games that were already decided and didn't impact the outcome.
Pittsburgh was one of Manuel's worst two games, but almost half of his four-minute, end-of-game success took place at Heinz Field against defenders just trying to finish without getting hurt.
We saw glimmers from Manuel, though. He has posted two legitimate fourth-quarter comebacks, one on the road and the other against a team that earned a first-round bye in the playoffs.
Because of that, I can't say Manuel won't become a clutch quarterback someday. He could be the circle-the-wagonest wagon-circler we've ever witnessed around these parts.
Maybe he will turn into the next Brett Favre.
Or perhaps he'll be another Mark Sanchez.
But the idea of declaring that Manuel might possess "clutch factor" DNA after 10 games makes me hope the Bills' new analytics department will go deeper with its evaluations.
Story topics: C.J. Spiller/ Chris Gragg/ ej manuel/ Frank Summers/ fred jackson/ Mark Sanchez/ Robert Woods/ Scott Chandler/ Stephon Gilmore/ Stevie Johnson/ tom brady


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The Australian media raised a toast to Mahendra Singh Dhoni's "bold" leadership as it declared India the worthy world champions who defied history and intense pressure to come out triumphant in the summit showdown against Sri Lanka.
The newspapers here said Dhoni's leadership and his performance in the final match in Mumbai stole the limelight from iconic batsman Sachin Tendulkar who was playing in his sixth World Cup.
With its headline reading 'India defies history to win its first World Cup in 28 years', 'The Australian' said though it was not a fairytale finish but nonetheless India were the deserved world champions.
"It was about two great South Asian teams giving fans a thrilling, edge-of-the-seat one day final and a deserved triumph for a cricketing nation which felt its time had come. It wasn't a fairytale finish but for Mumbai and a nation still licking its wounds, it was more than enough," the newspaper said.
It said the current Indian team showed that it was no longer solely dependent on Tendulkar to win matches.
"Tendulkar might have been the name on everyone's lips but if ever there was a sign that the Indian team has moved beyond its one-man juggernaut, Saturday night's gritty victory was it.
"The team showed determination and discipline that surprised even the most nationalist fans to snatch a victory every man in the team then dedicated to their diminutive teammate playing in his sixth and final World Cup," it said.
"The win bore little resemblance to the fairytale finish the Mumbai crowd had been hoping for; one in which Sachin Tendulkar saw out his final World Cup by hitting his hundredth century before his home town crowd."
The newspaper described Dhoni as an "all-conquering captain" who now rivals Tendulkar in popularity.
"The 29-year-old is already cricket's top earner after signing a record two-year, $42 million contract last year to endorse whatever product comes his way, and after Saturday night's remarkable home-ground win against Sri Lanka, his marketability knows no bounds.


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Early History of the
Auburn & Syracuse Railroad
By Richard F. Palmer
The Auburn
& Syracuse Railroad was one of links in the "chain" of lines across the
state that eventually became the New York Central. Construction of the Auburn
& Syracuse Railroad in the mid-1830s forms an interesting chapter in
the early development of internal improvements in central New York. From
the beginning, it was an Auburn project. The idea of connecting this thriving
community with the Erie Canal had been a popular topic of discussion as long
ago as 1828. Download the above story in PDF format
The original plan was to build a railroad from Auburn to either Port Byron or Weedsport. Various schemes, including the incorporation of a number of railroad and even canal companies never materialized and it wasn't until 1832 that the matter of building a railroad from Auburn to Syracuse was put on the table.
Lobbying in Albany, with the support of state Senator William H. Seward, resulted in the incorporation of the Auburn & Syracuse Railroad on May 1, 1834, with a capital of $400,000. Auburn historian Henry Hall wrote that the venture "began existence under inauspicious circumstances. The construction of the railroad from Auburn to Syracuse was, from the broken nature of the ground over which a large part of it must necessarily pass, and from the retired and unfavorable location of Auburn, regarded in many places an act of unspeakable folly. Hundreds prophesied the total failure of the enterprise, predicting that ever dollar invested in the road would be a positive loss."
Prior to incorporation, a preliminary survey had been made by two surveyors at the request of an exploratory committee. They reported that pursuant to instructions "we commenced our survey and leveling at the prison running thence in a northeasterly course 13 1/4 miles to a point on the Nine Mile Creek feeder, two miles south of Camillus Village, being 250 feet below the village of Auburn." They reported "the route from thence to Syracuse is favorable, as by reference being had to former surveys and estimates by the Canal Commissioners and others."
"The soil," they said, "for a distance of 13 1/4 miles, as above, is in our estimation favorable, being along the descent of a ridge through much of the route, where gravel and limestone may be had in abundance."
The company was organized on January 20, 1835. Stock subscriptions were quickly taken up. The engineering department was organized the following April, the Chief Engineer being Edwin F. Johnson. That summer, Johnson, assisted by Levi Williams, the resident engineer, prepared the necessary surveys and examinations preliminary to the location of the of the route. The line of the road was officially chosen on August 22, 1835 and on September 11, certificates of location were filed with the Cayuga and Onondaga county clerks.
With these preliminaries out of the way, Hugh Lee, another civil engineer, proceeded to prepare contract specifications. Soon a temporary depot was erected near the southeast corner of VanAnden and State streets in Auburn. Work quickly got underway under the supervision of Colonel Levi Lewis, the first superintendent. On August 22, 1835, Johnson advertised for bids for grading, masonry and bridges. Bids would be received until noon on October 15th. Plans for the different structures were available for examination at Johnson's office in Auburn. The bids were received and let, and worked commenced on May 1, 1836.
The contract specifications for the wooden rails initially used were very specific. They called for one million board feet of Norway pine for rail timbers to measure 5.5 by 6.5 inches, in lengths of 18, 21, 24 and 27 feet, or of the same dimensions in yellow pine. Also called for was one million board feet of bed timbers of white cedar and chestnut, 4 by 8 inches, not less than 18 feet in length. Also needed were 50,000 cross-ties of white cedar, chestnut, white oak or red beech, 5.5 by 6.5 inches, 8 feet in length, and framed and ready to receive the rail timbers.
Three fifths of the timber was to be delivered by November 10, 1836 and the remaining supply by June 1, 1837, and deposited along the embankment, or along the south bank of the Erie Canal between Syracuse and Weedsport. The portions first delivered were to have been cut previous to March 15, 1836, and the balance either within that time or between November 15, 1836 and March 1, 1837. The timbers were expected to be of high quality, free of knots and sap, except along one edge where it was not to exceed 1.5 inches in width.
The company very wisely chose to adopt standard gauge of that time which was 4 feet, 8 3/4 inches for the tracks since it was to be a link in the chain of railroads from Albany to Buffalo. The exact length of the line was 25.73 miles. The total descent from the depot in Auburn to that in Syracuse was 271 feet, making an average descent of 10.54 feet per mile. The maximum line inclination of the grade line was 30 feet per mile, which extended only 8,600 feet, or a mile and a half, extending westward from the west side of Nine Mile Creek Valley near what is today Martisco. The railroad was generally straight, 62 percent being on on tangent.
To tap the resources of the mills then existing along the Owasco Outlet in Auburn, a spur was built from the main line through Garden Street, Franklin and Seminary Streets to Genesee Street, where a freight station was to be built. To get through these streets required 400 foot radius curves. This line could only be maneuvered with horses and was abandoned in 1841 after a permanent station was built at the corner of Chapel and State Streets. Except for three miles, this was originally laid out as a double track railroad.
As mentioned, wood was used primarily due to the scarcity of conventional railroad iron. Mudsills measuring 6.5 inches by 5.5inches or 8 by 4 inches were placed in trenches. On these, crossties were laid three feet apart. The ties were 8 feet long and 6 feet, 6 inches squared, hewed out in the middle and ends tapered down. Wooden stringers 5.5 inches by 6.5 inches square were fastened with wedges by securing them in the notches of the crossties. The mudsills and stringers were of yellow pine, crossties, white cedar, and wedges, red cedar. The wedges were three inches across, 12 inches long and 1 1/8 inches thick on one end and 1/8 of an inch thick on the other end.
Opening of the railroad was celebrated on Christmas Day, 1837 with an excursion from Auburn to Syracuse and return. The train consisted of several cars on which stagecoach bodies had been mounted, drawn by horses furnished by Col. John M. Sherwood, the famous stagecoach proprietor.
Financial troubles precluded the use of strap iron rails for the moment, and wooden ribbons and horse-drawn cars - were used until the company became financially capable of purchasing conventional railroad equipment, could be procured.
Due to extreme advances in prices, inflation and the inability to secure capital, the board of directors, on June 5, 1837, authorized the treasure to issue $100,000 in interest-bearing notes with six-month maturity in denominations not less than $5 to help cover construction costs. Thomas Y. Howe, the treasurer, said this was done "preferring to proceed with the work rather than to abandon it after the expenditure of so much money. He said this was done at the request of the creditors and contractors to prevent from being financially ruined.
How said the issuance of notes was the alternative to trying to force investors to live up to their commitments. In those days stock was purchased in the installment plan and since the country was in the midst of a depression, the investors were having their own financial problems. The notes were also used as collateral for borrowing money.
But even this was not enough and the Auburn & Syracuse became one of five railroads to receive loans from the state of New York. The Auburn & Syracuse eventually secured $200,000 from the state which it paid back in about three years at five percent interest.
The only engineering obstacle was bridging the Nine Mile Creek valley (a short distance west of Martisco). It was decided that a fill would be more practical than a bride. This work which included arches for the creek and highway, were completed by November, 1837, using fill excavated from adjoining property.
Soon the wooden tracks were laid and on Christmas Day, 1837, a special horse-drawn train, consisting of two 24-person capacity cars drawn by horses in tandem, left Auburn with a group of 50 people on the first trip, at 11:20 a.m. Some have said these cars were improvised from stagecoaches. However, stagecoaches of the day could only accommodate a maximum of 10 or 12 passengers, which debunks that theory.
Forty-nine minutes later and eight miles from Auburn, the horses were changed and proceeded another five miles to what is now Martisco, which was as far as tracks were in place. After returning a short distance, presumably at Halfway, the excursionists partook of refreshments, and arrived back in Auburn at 3 p.m. Exclusive of stops, the average speed was 10 miles per hour which must have been a fast trot for the horses.
The company decided it was in their best interests to contract out the use of the line upon liberal terms with Col. John M. Sherwood of Auburn until such time it could procure locomotives. Sherwood was to receive half of the revenue from freight and passenger service.
The first official trip to Geddes occurred on January 8, 1838. Five cars crowded with passengers left Auburn at 9:30 a.m., and were met at Halfway by another car which had been brought out from Geddes, which returned with them. The train arrived at the first temporary terminal near the Genesee Turnpike in Geddes at 12:30 p.m. where the passengers were taken in carriages and feted with dinner at the Syracuse House (on Clinton Square). After appropriate toasts and feasting, the train returned to Auburn at 8:45 p.m.
By its charter the Auburn & Syracuse Railroad was authorized to carry both passengers and freight - a luxury denied to other railroads which closely paralleled the Erie Canal that were limited to just passengers. The Auburn & Syracuse Railroad was obligated to pay to the state the equivalent of the toll collected from freight on the canal. A later amendment to the charter changed this so that the toll would only be charged on freight during the canal navigation season. Eventually this was annulled.
By November, 1837, both roadbed and superstructure (except for laying the rails) were far enough advanced for service to begin on the bare wooden track. Except for three miles in the vicinity of Camillus to what was later called Sweet's Crossing, the roadbed was laid out as a double track line. There was no major bridge work except at what is now Martisco, across the Nine Mile Creek valley, when a 700-foot earth embankment was created. Stone highway and stream underpasses were also constructed, but no wooden bridge-work.
During construction, the daily wage of a common laborer was between 75 cents and $1. A man with a team of horses was paid between $2 and $2.50.
Between December, 1837 and June, 1839, trains were horse drawn. Two horses were harnessed one behind the other, pulling two coaches with a capacity of 24 persons each. Whether these were actually old stagecoaches as tradition states is questionable as stagecoaches accommodated no more than 10 people. And even that was considered to be overcrowded. The 26 miles was covered in 3 1/2 hours, with two changes of horses.
Because the number of passengers was not very great, the railroad contracted with Colonel John M. Sherwood of Auburn to operate the line until such time as steam locomotives were purchased. The fare was $1; 45 cents of which went to the railroad company and Sherwood kept the rest. He was responsible for furnishing the horses and maintaining the coaches. No freight was carried until steam locomotives arrived in June, 1839. Two daily round trips were made, although there are indications the railroad was not initially operated during the winter months. The following account indicates the original station must have been in what is now Solvay.
James S. Buckingham, an English traveler, wrote:
"Thursday, August 9th, 1838. - We left Syracuse in a coach that conveyed us to a railway, beginning at a distance of three or four miles from the town, to take us to Auburn. But great was our disappointment at finding that, instead of a locomotive engine, the cars were drawn by horses, of which there were only two to draw about twenty passengers, the horses being placed one before the other, as tandems are driven, and not abreast.
"The rails, too, were of wood instead of iron, and the rate of traveling was estimated to be about six miles an hour. We had to wait half an hour before starting, and our progress was then so tedious that we thought of getting out to walk the distance, as the most expeditious mode of the two, when, to add to our mortification, we met a train of cars drawn by a single horse coming right against us, and, the rails being single and the places for turning off being wide apart, we had to shift our tandem paid from the front to the hind part of the train, and be drawn back about a mile and a half to get off the track, and let our advancing rival go past us. After a very tedious ride of four hours in performing 22 miles, we reached Auburn."
In the fall of 1838, the Auburn & Syracuse Railroad erected a depot on what became West Washington Street between Salina and Clinton street. But this only remained in place until the following spring when the Syracuse & Utica Railroad completed its depot between Salina and Warren streets. For the use of this depot the Auburn & Syracuse paid one third of both its construction and maintenance costs. This structure existed for 30 years.
Near the Erie Canal, the Auburn & Syracuse erected a warehouse for $2,600 from which freight was transferred between trains and canal boats. A stone engine shed was erected in Auburn. Aside from that, there were no other permanent buildings erected initially. A few years later, the Auburn & Rochester Railroad erected a commodious brick station near Auburn Prison.
This sort of operation continued until June, 1839 when the railroad took delivery of three 10 1/2 ton steam locomotives of the 4-2-0 wheel arrangement from Rogers, Ketcham & Grosevenor of Paterson, New Jersey. They were appropriately named the "Syracuse" and "Auburn." They were the seventh, eighth and fourteenth locomotives produced by that builder. The single drive wheels of each locomotive measured four feet, eight inches and the cylinders were of 10 1/2 inches bore with an 18-inch stroke.
Gradually, the wooden ribbons, or battens, were removed as they would not support the weight of locomotives. They were replaced by strap rails 2 1/4 inches wide, 3/4 inch thick and in sections 18 feet in length. They were fastened to the rail timbers with rectangular nails 4 1/2 inches long. So that they would like closer to the center of the stringers, they were nailed three quarters of an inch from the inner edge of the latter. After they were attached the inside corner of the stringer was beveled off. The cross-ties, laid at three-foot intervals, were fastened to their supports by six-inch iron nails. The cost of this superstructure per mile was a little more than $4,000.
The first inaugural trip with a steam locomotive occurred on June 4, 1839. Some 200 passengers rode this train. It left Auburn shortly before noon and arrived in Syracuse at 1:20 p.m. The running time was an hour and eight minutes, including 20 minutes in stoppages. The train was met by a brass band, and other festivities included a VIP banquet at the Syracuse House. The special train left Syracuse at 4:20 p.m. and arrived back in Auburn shortly before 6 p.m.
The editor of the Auburn Gazette the following day lauded the railroad:
"The road is built of the best materials, and in the most substantial manner. It passes through a most beautiful country, and in the vicinity of Nine Mile Creek the scenery is most grand and picturesque. Our citizens and the public generally are indebted to those who have had the management of the construction of this road, for their indomitable energy and perseverance in pressing it forward to a completion this early."
It is said the first passenger cars on this line were old stagecoaches which were altered in such a way as to run on railroad tracks. Official records show that between January, 1838 and June, 1839 the railroad was operated by Col. John M. Sherwood, the Auburn stagecoach proprietor. The railroad carried no freight during that interval of time. Total receipts from passenger fares was $25,518 (equal to the number of passenger carried) for the first 17 months of operation, the fare being $1 between Auburn and Syracuse.
If improvised stagecoaches were used, which seems unlikely, they were gone by the time steam locomotives were put into operation. One source states the railroad had four-wheel passenger cars, each having 24 seats. They were 17 feet long and weighed 5,230 pounds, and each cost $900. Since there was no connecting railroad at the time these cars most likely were built in Auburn.
An article tracing the history of the Auburn & Syracuse Railroad in the Syracuse Journal dated March 28, 1902 essentially verifies the above observation made by German engineer Franz von Gerstner in 1839:
"The passenger cars had only four wheels. They were divided into three compartments with two seats in each, large enough to hold four persons who sat facing each other without sufficient room to move about or even stand upright. Side doors opened into each compartment, through which the conductor, or collector as he was then called, entered to perform his duties. "His only way of reaching these doors was by a footboard, four inches wide, along the bottom of the car, and by gripping an iron hand rail near the top. One cold snowy night, Conductor George Williams missed his footing on the narrow board and fell into a snowbank, from which he rolled under the wheels, whee he received injuries from which he died. This occurred as the evening train was leaving for Auburn, and he was not missed from the train until it had proceeded some there miles on its way, when it was halted and reversed, only t find the lifeless remains of the conductor in the Syracuse depot.During portions of the year when freight traffic was light the few freight cars were attached to the passenger trains." Other rolling stock in 1839 included six 4-wheeled covered freight cars, each with a capacity of three and a half tons, or about 30 barrels of flour; and 14 open flat cars to transport lumber. Buildings were constructed to accommodate services. After being loaded at the freight depot on East Genesee Street in Auburn they were hauled to the passenger station one at a time by a teamster named Jabez Gould. At the station in Van Anden Street they were made up into trains to which an engine was attached and whisked away to Syracuse at the brisk rate of four to six miles per hour.
For a short time in 1841-42 he was one of the early freight agents in Auburn was William G. Fargo who in later years was partner with Henry Wells in the Wells Fargo stagecoach empire in the West. Henry Underwood of Auburn was the first freight agent in Syracuse. Fargo, incidentally, was born in Pompey, N.Y., and as a young man carried the mail on horseback in southern Onondaga county. He left the railroad to become a messenger for Pomeroy & Co. which had established a railroad express business between Auburn and Buffalo. At one time he was also mayor of Buffalo. A historical marker on a building on East Genesee street in Auburn designates the location of the first freight house, which stood on the south side of the street. Fargo was succeeded by Silas W. Arnett and later, George C. Skinner.
The first freight conductor on the railroad was "Uncle Nat" Williams. An apocryphal story is "Uncle Nat" became fed up with the cramped and uncomfortable quarters to do his paperwork (a common job of the conductor, whose responsibility is general oversight and control of a train, passenger or freight), which was usually done in either a free space of a passenger car or combine/baggage car. To solve this problem, Williams found an unused boxcar and using a simple box and barrel, as a seat and desk, set up shop in the car to do his duties. Not only did he find out he had plenty of room to work but also figured that he could use the unused space to store tools (flags, lanterns, spare parts, etc.) and other essentials to have on board whenever needed. The first evidence of the use of a caboose in a railroad context was in 1859 in conjunction with a lawsuit filed against the New York & Harlem Railroad. So it's probable that such cars were being used on North American railroads well before the mid-19th century. Williams previously was a teamster hauling freight between Auburn and the Erie Canal at Weedsport. He retired on September 5, 1841 and was succeeded by J. Lewis Grant. This was Grant's first railroad job.
Grant recalled in 1888: "The location of the passenger depot on its present site was by legislative enactment the result of a long and heated quarrel amongst the property holders and others in the village. On account of the heavy grade and sharp curves it was found impossible to run the engine through the streets to the depot on Genesee street.
"The question then arose as to where a depot should be located. Some advocated Seymour street and others Van Anden street and, singular as it may appear at the present day, quite a large number of people advocated the south side of Dill street opposite Tallman's livery stable. Appeal to the legislature resulted in a law which remains to this day upon the statute books fixing where it now stands." (Note: State and Garden streets at that time). The first timetable of the Auburn & Syracuse Railroad was issued on June 5, 1839. Passenger trains left Syracuse at 2 a.m., 7:30 a.m. and 1:30 p.m., and rom Auburn at 7:30 a.m. and 6:30 p.m., then connecting with stagecoach lines east and west. Levi Lewis was agent for the railroad company.
William H. Seward was influential in obtaining the charter for the Auburn & Syracuse Railroad.
Colonel John M. Sherwood of Auburn furnished horses and rolling stock for the Auburn & Syracuse Railroad prior to acquisition of locomotives.
This is a depiction of an early passenger coach very similar as first used on the Auburn & Syracuse Railroad. They were similar in design but much larger than the common stagecoach of the day. They could be pulled by either horses or locomotives
William G. Fargo, later one of the founders of Wells-Fargo Express Co., started his career as freight agent for the Auburn & Syracuse Railroad
The Auburn & Syracuse Railroad shared the expense of construction and maintenance of the first permanent depot that stood on East Washington street between Salina and Warren streets. It was built in 1839 and stood for 30 years.
This item was shared with the Cayuga County NYGenWeb Project in the year is the 175th anniversary of the completion of the Auburn & Syracuse (Feb. 2012)
Turnpike Corporations In New York State
Early Stagecoach Days In Upstate New York Blog
Download the above story in PDF format


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Marin Municipal Water District (MMWD) has been awarded $448,565 in grant funding from the California Department of Fish and Wildlife (CDFW) for a three-year project that will increase the winter habitat carrying capacity for coho salmon and steelhead trout in Lagunitas Creek in West Marin. Both fish species are on the endangered species list. MMWD will contribute an additional $63,882 for a total project cost of $512,447.
The project will implement enhancement work at five sites along lower Lagunitas Creek to reconnect the channel to its floodplain, provide refuge for salmonids from high winter flows, and improve the base flow habitat for overwintering juveniles and spawning adults. Habitat features, including construction of engineered log jams, will be installed to provide protection from swift flows and also to shunt water out into the floodplain. At one of the sites, a secondary floodplain side channel will be excavated through an area that now only gets water during the highest flows.
Environmental review for this project will begin in 2015 with project construction scheduled for next summer through the summer of 2018. MMWD will conduct pre-construction monitoring and then five years of post-construction monitoring to document project site conditions and effectiveness.
In partnership with MMWD, the National Park Service will be conducting complementary habitat enhancement work on Lagunitas Creek. They have secured funding for winter habitat enhancement for endangered coho salmon.
The Lagunitas Creek watershed is located in western Marin County, west of Fairfax. From the summit of Mt. Tamalpais, the watershed drains northwest and into Tomales Bay at Point Reyes Station. It is a critically important stream for spawning and rearing coho salmon and steelhead trout. Monitoring surveys that track the fall and spring populations indicate dramatic declines in the numbers of juvenile coho during the winter months, attributed to inadequate winter habitat possibly due to high winter flows.
Four of MMWD's seven reservoirs draw water from Lagunitas Creek. MMWD has an agreement with the State of California to mitigate the effects of the dams on the creek. The district manages several ongoing projects in the Lagunitas Creek watershed to restore and enhance the fisheries habitat for coho salmon, steelhead trout, and California freshwater shrimp. Since 1995, MMWD and its grant funders have invested $12 million in creek restoration and monitoring work.
MMWD is Marin County's largest provider of drinking water, serving a population of 187,500 in a 147-square-mile area of south and central Marin County. The district owns and manages 21,635 acres of watershed land on Mt. Tamalpais and in west Marin. The primary source of water supply is rainfall captured in seven reservoirs, providing 75% of the water consumed each year. The remaining 25% is imported annually from the Russian River through an agreement with the Sonoma County Water Agency. MMWD also operates its own recycled water system. District operations are financed primarily by revenue from the sale of water. The annual operating budget for the district for fiscal year 2014-15 is $77.2 million.
Media contact: Elisa Ignatius, 415-945-1592, firstname.lastname@example.com


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You left out the part where he want to be traded to Arizona because Fitz was asking for him. Zona needs to tell Fitz to leave the shopping to the GM and his horrid coach.
No need. I'll take your word for it.
They gave Fitz 100 million to be a HoF WR. He needs a QB. Whether he picks them or the FO does.
Hell no.
Ugh.... I'd trade Tebow and Hunter for Jackson.
LOL jackson is a horrible qb
For one Tebow will run the WC and should contribute. You could at least hold out hope that he might improve as a QB. TJ would do nothing other than to make us all pray that he never sees the field. Hes never improved and never has been even mediocre.
I wouldn't bring in another QB unless I think he's an upgrade from Sanchez.
Jackson isn't.
I'm on the Tyler Wilson bandwagon.
let's get that first pick!!!! Probably will with the way our offense looks


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The list of teams looking for a No. 1 goalie this summer will be short, but if the Senators can somehow find the right match they really should deal Craig Anderson.
Potentially, they could answer some roster needs or stock up on their draft picks, plus solve a problem of their own that's soon to be brewing.
This is not to lay blame for a disastrous season on Anderson, who was unavailable for a crucial stretch of games in March because of an injury that never was properly explained by either himself or the coach. Anderson didn't have a great campaign, but he's still a good goalie. A year ago he might have won the Vezina, if he had not run into, umm, the injury bug. And he still has it in him. (The potentional to win the trophy, not the bug.)
The problem is, he's also entering the last year of his contract. The Senators want to re-sign Anderson, but he's surely going to be looking for some term. And if they give him a three-or-four year deal, where does that leave Robin Lehner?
Waiting and waiting and getting more and more frustrated, is where. Lehner wouldn't like these words thrown in his face now, but it was only a week ago that, in general terms, he explained how "emotions" can negatively affect a goalie's performance.
And who should the Senators be more concerned with appeasing — the soon to be 33-year old who is probably as good as he's going to get, or the 22-year old with the world in front of him who will be The Guy when and if they're ever ready to challenge for the Cup?
"I still think to be a good team in the league you need two goaltenders," GM Bryan Murray said Tuesday, when asked if he thought Lehner was ready to be a No. 1 goalie. "You need both that can win games for you. The way the game is played now, as we see again, there's a lot of injury in that area, and having that second guy that can play (is important).
"But I think Robin is very close. I think if we gave him the stick and said 'go in the net and play every night' I think he can win a lot of hockey games for us."
So does Lehner. In fact, he's sure of it and, in his mind, ready for the reins.
I think if the real Lehner — the "The" Lehner — would speak his mind without worrying that his confidence would be mistaken for a lack of "maturity," there would be some strong quotes from him in this column. I also think he would be a helluva used car salesman. And I also, also think that he's just as good as Anderson, right now.
Murray may or may not be a little gun shy when it comes to dealing goalies after the season Ben Bishop has had. To this day, you can almost see the hair on his neck stand up when he defended that trade, even when not prompted.
And, in the course of 15 months or whatever, he certainly doesn't want to go from having three good goalies to just one, especially when it wasn't long ago the organization had none.
But what makes the most sense is to trade Anderson, benefit from the returns, run with "The" Lehner, and go after a veteran on the free agent list to back him up.
A suggestion — two guys who have had great success at Canadian Tire Centre and will be looking for work in July: Tim Thomas and James Reimer.
No longer am I confident that Jason Spezza will be here in September. All the signs are pointing to the captain being traded. He's one of the best offensive players in the league, but I'm guessing next summer he's going to want a contract the Senators can't afford to give him — and we're speaking years, moreso than money. Management could justify trading Spezza by acknowledging the team won't suffer dealing one of its two worst defensive players — only Erik Karlsson appears to be far more concerned with racking up points than preventing them — and those two combine for 50 minutes of ice time per game … Should the Senators keep Spezza, meeting Ales Hemsky's demands would be a good idea. Allow Milan Michalek to walk, and go hard after Jaromir Jagr to play on a line with the aforementioned pair. Just last week the 42 year old Jagr said he wants to continue playing (as he should because he's still very good) and he likes playing for New Jersey, but his long farewell tour has meant working for different organizations, so why not Ottawa? And Hemsky would be thrilled to play with the most famous Czech ever … Murray admits the team suffered from the after affects of LDA: Losing Daniel Alfredsson. "Three times in my career, this type of incident has happened to me," he said. "Stu Barnes in Florida, we lost him after we went to the Stanley Cup final. It was all about a contract at that time, and we didn't have a very good next year. I had Paul Kariya in Anaheim, had a deal done and on the last day he ended up going to Colorado for $1.2 million. And I lost Daniel Alfredsson. The end result after each year was the same as it is today. We know these people have influence in the room and on the ice, and I would be wrong if I said (Alfredsson's absence) didn't have an impact on what happened here." …
While considering trade and free agent possibilities, also consider this — five forwards and a defenceman from within the organization have knocked and are ready to come through the door. "I think Mark Stone is now an NHL player," said Murray. "He looks like he needs a big summer, but I thought he played terrific when he got a chance to come here and play. (Jean-Gabriel) Pageau, the last two games, looked like a real solid NHL player. We've got (Matt) Puempel certainly playing like a star in Binghamton right now, we've got (Curtis) Lazar coming out of Edmonton and he looks like he's a ready made NHLer." Murray also noted that Mark Borowiecki is "sitting on pins and needles" waiting for September, and he forgot to mention Mike Hoffman, an exciting winger who just needs to learn how to finish at this level… As Murray addressed the media for the final time until next time, it was the 21th anniversary of the day the Senators fired Mel Bridgman, their first GM."
Twitter: @sundonib


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c1995 Art Glass EGG ZELLIQUE PAPERWEIGHT D.Davisson
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c1995 Art Glass EGG ZELLIQUE PAPERWEIGHT D.Davisson
Description .......just acquire from a local estate.
..offering this large & beautiful vintage signed/marked "D. DAVISSON 1995 ZELLIQUE" EGG SHAPED COBALT IRIDESCENT BAMBOO CUT MOTIF PAPERWEIGHT....a gorgeous hunk of art glass.. ground & highly polished base....6" TALL x 4.5" diameter and appoximately 5lbs!!!..in excellent clean intact condiiton..no chips cracks or repairs..with minimal scratches under base. ..lovely addition to your collection. ..please e-mail me with any questions. ..winner $12.88 shipping to lower 48..all other destination pays actual...insurance optional. On Tue Jul 29 06:04:31 PDT 2003, seller added the following information:


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Collaboration in High Gear: Opening the Next Chapter in Motor Vehicle Safety
Warner Williams, Vice President of Health, Environment and Safety
ChevronTexaco Corporation
International Association of Oil & Gas Producers Land Transportation Safety Workshop
London, England
I appreciate the opportunity to open this workshop today.
It was my privilege to help create the Land Transportation Safety Task Force of the International Association of Oil & Gas Producers (OGP), and I want to thank Brian McCulloch and his committee for carrying on the task force's work by organizing this workshop.
This is important work, and I believe we're going to see a great return on our investment.
While I am happy to be here, I'm not happy about the reason.
Traffic accidents — and especially fatalities — remain a chronic problem in our business. The pie chart on our official program says it all — in 2001, 27 percent of the fatalities reported to OGP were vehicle-related.
We're stuck on a plateau, spinning our wheels, and we're in danger of rolling backwards. Solving this problem is our responsibility. But it's a very frustrating situation because so many factors seem truly beyond our control.
A contract driver in Nigeria runs head-on into a public bus.
A man dies in Egypt when he is struck by a wheel that comes off a tank truck.
A contractor is run over by a cement truck in Kazakhstan.
A truck carrying packaged lubricants runs into the back of another truck in Indonesia, and the passenger is killed.
All tragic, all preventable and all true. And the reports of serious accidents and ruined lives are certain to keep coming.
Knowing the Facts
Go for a drive in most countries, and you can see that economies are growing faster than roads and other infrastructure.
Consider these findings from the Harvard School of Public Health, the World Health Organization and others:
- Ten years ago, motor vehicles were the seventh most significant cause of injury and death among all others, including disease. By the year 2020, they'll be No. 3, surpassing war and HIV.
- Even today, motor vehicle accidents are responsible for 1 million deaths each year at an estimated cost of $500 billion, according to the World Bank's Global Road Safety Partnership. Most of that is borne by countries most vulnerable to rising motor vehicle accidents and least able to afford them.
- Developing nations have just 32 percent of the world's trucks and cars, but they suffer 75 percent of the deaths on the world's roadways.
Within our own industry, motor vehicles cause one in every three fatalities. Looking at this, an outsider might assume that we're asleep at the wheel. But nothing could be further from the truth.
Consider the numbers that never make the headlines:
- Tens of thousands of safe truck shipments occur each day.
- Hundreds of thousands of employees and contractors have safe driving days at work — and then get home safe each day.
- Millions of safe miles and kilometers are driven on and off our properties.
Even those of us in the energy sector take this performance for granted sometimes. But our amazing lack of accidents, of course, is no accident.
Knowing What to Focus On
Recently, one of our Health, Environment & Safety professionals produced a paper that — frankly — makes me proud to be a part of this industry. Like OGP's Land Transportation Safety Guidelines developed six years ago, the paper confirmed my belief that we know the right things to work on:
- anti-lock brakes, seat belts, back-up alarms,
- driver training,
- audits and accident analysis,
- improved signage and roadway lighting,
- safety awards for drivers who honor our brands with their devotion to safety,
- vehicle inspections, and
- behavioral campaigns to make safety a family value.
In addition:
- We have journey management programs to ask what is the safest time of day to drive — not just for traffic but for driver fatigue.
- We have visible leaders — from the executive ranks to the refineries and oil fields — who take time to personally advocate safe behaviors. At Halliburton, managers used to spend about one hour in 20 on safety. One of their managers recently told us it's now one hour in five.
Looking for New Opportunities to Enhance Safety
Without question, our efforts have given us safer facilities. As for the public roads, it is well-documented that working on motor vehicle safety has reduced both injuries and deaths in industrialized countries. But we can't afford to be satisfied by pockets of safety performance.
So we have to look for new opportunities to enhance safety both internally — within our companies — and externally — in the outside world.
I've seen the potential of internal collaboration firsthand since Chevron, Texaco and Caltex came together to create ChevronTexaco.
It has been a primary objective of the merger to find and adopt best practices from each company in every part of our business and our culture. That has included creating a 14-member Motor Vehicle Safety Team. We're optimistic they'll take us to a higher level of performance.
But we also know that looking internally can get us only so far.
In recent years, the industry has worked harder to set competition aside and embrace cooperation externally. This workshop proves the trend.
The Land Transportation Safety Guidelines and other OGP efforts, such as the Strategic Health Management initiative, exemplify our strong spirit of collaboration.
And we have other examples to be proud of as well.
Shell's efforts in Oman, Thailand and Malaysia stand out. They've taken motor vehicle safety into schools, have connected with contractors, reached out to neighbors and partnered with law enforcement and government to set up training programs.
At the same time, the top service companies have set a high standard. Schlumberger's driver training and other programs in Nigeria are a well-known success story. And ChevronTexaco has successfully followed their example in that country with the recent addition of driver monitors.
Elsewhere, our downstream operations in Asia, Africa and the Middle East are collaborating with cartage contractors, requiring them to meet the standards of the Caltex Road Safety Management System. And we've partnered with a manufacturer to design and build the new Caltex advanced safety truck.
As for institutions, there is probably no better example of collaboration than the Global Road Safety Partnership, which I mentioned earlier. I know that our members who are directly involved will help make it a model for future programs.
Shifting Collaboration Into High Gear
Certainly, what we've done so far has been important. But in the world of traffic, the only way to be safer is to be safer together.
Clearly, if we want to open a new and more positive chapter in the story of motor vehicle safety, we have to shift collaboration into high gear.
We need more exchanges of tools and best practices. We need to join forces on resources, programs and projects. We need to collaborate more in all directions: with government, the driving public, communities, universities and automakers. And we need to work more closely with our partners in the national oil companies.
If you break our business down to the basics, mobility is our main reason for being.
Safe roads, like energy itself, enhance regional economies and quality of life. Unsafe roads do the opposite.
So, motor vehicle safety is not just a stubborn problem for us. It's part of a growing challenge to our value — as both partners and citizens — which will ultimately determine the course of our business.
True, drivers, themselves, will always be most responsible for safe driving. Governments will always be most responsible for safe roadways. Automakers will be held most accountable for safe vehicles. But no one is more deeply invested in the whole picture than we are.
By doing more to improve motor vehicle safety, we can help prove our industry's good character to a skeptical world. As long as business and the public are safely in motion, it is likely that our industry will be, too.
One of our managers — Ron Holton — has a saying: "If you see something unsafe, you own it." Yes, that's idealistic, but part of our job is to imagine the world we could have if everyone felt that way.
Do I believe we will ever completely solve the traffic safety problem? No, I don't. But I absolutely believe that extending our safety culture beyond the workplace can make a difference where the dangers of motor vehicles are greatest — both to us and to the public.
The space that we share with the rest of society is certain to remain our biggest challenge. And this space is ours not to command and control but only to influence and enhance.
Working with governments, we can help address the quality of roads. Partnering with regulators and institutions, we can contribute to driver training and awareness.
Teaming up as an industry, we can present a united front to host countries, help shape public policy and advocate improved laws and enforcement.
We can help manufacturers create future generations of trucks and cars. And we can expand the reach of driver training and share costs.
By appreciating the full potential of collaboration and acting on it, we can begin to uncover new possibilities for reducing motor vehicle accidents. And those possibilities are without limits.
Committing to a Leadership Role
In our sessions today and tomorrow, we will look at the hard numbers and ask ourselves. Which way do we turn now?
Of course, we will turn again to all those methods we know to be effective. But we must also turn to each other, to our fellow professionals on our left and right. We must turn to the wider world and build bridges between our industry and everyone who shares our concern for motor vehicle safety.
But for those of us here today, collaboration must be more than a strategy. It must be a leadership commitment. We are the ones who must open this new chapter and shift collaboration into high gear.
Without collaboration, I'm convinced we will see darker days ahead for us in motor vehicle safety. But by working together, there are countless lives we can protect and injuries and losses we can prevent.
Let's make sure that five years from now, when we look back on this meeting, we can say we did everything we could do.
Thank you very much.
Updated: December 2002


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Create an Account - Increase your productivity, customize your experience, and engage in information you care about.
Learn about upcoming events occurring throughout the Town of Davidson on the community calendar.
View the latest news and updates from the Town of Davidson.
Check out a list of annual town events including Christmas in Davidson, the 4th of July Parade and the North Mecklenburg Christmas Parade.


text: In writing this article for the stihl 110 trimmer i came across an interesting topic with my dealer. Trimmer guards, do you keep them on yes, no, sometimes. Try and elaborate if yall can. Ill post my opinions too. I am also going to make another poll as well about line length, since it ties in with this one i believe i am hoping yall can post there too. Thanks everyone. I will probably be using these results in my article as well.


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OTTAWA - If it's true, this is one stupid crook.
Cops are circulating an image they believe a break-in suspect took of himself with a photocopier -- during the break-in.
It happened very early Sunday at Dan Murphy Ford on Bankfield Rd. in Manotick.
The man got in to the dealership by prying open a door -- which triggered the alarm system.
He made off with some items, but police have not said what was stolen.
Investigators believe he photocopied his face and left it behind.
He's described as white with facial hair and was wearing a toque with a football logo on it.
Anyone with information is asked to call Ottawa Police robbery detectives at 613-236-1222 or make an anonymous tip to Crimestoppers at 613-233-TIPS (8477).
Tips leading to an arrest or a charge, qualify for a cash reward of up to $2,000 -- enough to buy a photocopier.
Twitter: @DougHempstead


text:
Wayland woman wins blue ribbon for chicken recipe
FRANKLIN, TENN. — Jenny Unternahrer of Wayland has been awarded a blue ribbon from Just a Pinch Recipes, a recipe and coupon social network for home cooks.
She received the award for her chicken primavera recipe.
Unternahrer is one of nine Wayland area residents sharing recipes with the social network, which can be found at www.justapinch.com.


text:
Luxury Rooms
First Kiss Room
Daily: $129 USD
Weekends/Holidays: $139 USD
Kiss Me Again Room
Daily: $129 USD
Weekends/Holidays: $139 USD
La Turca's Suite
Daily: $139 USD
Weekends/Holidays: $149 USD
*prices do not include tax
Our Luxury Rooms are distinguished by their size and special amenities. Each is unique. All rooms are special!
Rooms rates are based on double occupancy. Rooms at Casa de la Noche include breakfast between 8:30 and 9:30.
Some are located in our nearby alternative locations (within a five minute walk and located at an excellent Centro addresses). For guests staying at Casa Manana, breakfast is available by special arrangement only.
Check them to see which you would like to reserve.
|La Turca's Suite


text:
Legal Question in Banking Law in India
i have not made my credit card bills since last 5 years
Asked on 10/18/13, 3:57 pm
2 Answers from Attorneys
Rajiv Gupta +91 9811284735 KarVai Legal Solutions(www.karvai.in)
so whats your query?
Answered on 10/18/13, 11:43 pm
Fca Prashant Chavan Expert Edge LLP
Repeat query ... already answered ... any further reply only on payment.
Answered on 10/19/13, 4:09 am
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We have updated our Privacy Policy and encourage you to read it by clicking here.
As I previously reported, MS wants to make the Windows 8.1 Update a requirement for getting further updates for Windows 8.1. When they released the Update, they stated that Windows 8.1 would not get any more updates after May 13 if the Update were not applied.
Well, MS has blinked. They extended the deadline for installing Windows 8.1 Update to June 10. After that date, no more updated for 8.1 w/o the update installed.
Of course, they are pushing it as doing the consumer a favor and helping keep them secure. I think a lot of us believe it's due to the significant number of issues with the update (it's been re-released twice). Many of us will continue to recommend a Restore Point and a full backup before installing the update.
Keep in mind that Windows 8.0 will continue to get updates (for now)
Windows 8.1 Update Requirement Extended


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Pack Your Blades Safely While on The Go
Monogrammed Knife Roll
Perfect for the finicky chef in your life or aspiring knife thrower , this knife roll provides protection and a personal touch to a cook's most precious piece of preparation equipment. How do you like them alliteration apples?
Made of water-resistance fabric, this simple pouch has eight reinforced slots for knives, along with separate pockets for other necessary cooking paraphernalia such as thermometers, or sharpening sticks. Folded up, it measures 3/4″ x 7″ x 1″, making it easily transportable the next time you find yourself headed to your parents' to help with holiday cooking . For an extra $10, big white monogrammed initials can be added to make sure there's no confusion on who wields the blades in the family. If you intend on using your knives for anything other than cooking though, it might be a better idea to leave the personally identifiable bag at home just in case things go terribly wrong. That or just stop hurling cutlery.
Cost: $50 (Monogrammed)


text:
Serena Cantor wrote: > I use sarge's default kernel, I read CD-Write howto, > but can't get it work. > > I have a IDE-CDROM. how to use it thru scsi emulation? > I add a line to menu.lst, > > append hdb=ide-scsi > > I load some modules (ide-scsi... ) it just does not work > SCSI emulation has been broken for a long time for writing CDs. Please use the ide-cd module instead. -Roberto -- Roberto C. Sanchez http://familiasanchez.net/~roberto
Description: OpenPGP digital signature


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|[Towertalk] Rotor setup questions....
|email@example.com (email@example.com)
|Thu, 15 Aug 2002 19:05:48 -0600
Greetings, I am a rotor challenged new owner...:) Just got my new Prosistel rotor with the "C" controller. I've never had a rotor before so forgive my dumb questions. I've wired everything up as required, etc. in preparation to installing this rotor on my new tower. What I am confused about are several items. 1. What should the display read when the rotor is in the North stop position? I think it should read "000" to indicate it is stopped at the north position. Correct?? 2. I want to set the rotor at it's north stop so I can mount and drill the mast to install the anti-spin bolt that's recommended prior to the final mounting of the rotor. Is my above assumption about positioning conducive to my doing this?? 3. Is the mounting position of the rotor itself a critical issue insofar as the north stop postion is concerned? I'm mounting the rotor and the mast on the ground prior to raising the tower. Is this going to present me with a problem? 4. Do any owners of the Prositel rotor have any other advice and/or suggestions for me?? I would be most appreciative of any and all feed back. This my first tower, rotor, beam, etc. so I am trying to do everything "right" the first time...:) Of course Murphy is bound to show up so I'm trying to be prepared for that....:) You can contact me via my e-mail if you want too as well. Thank you, Don Thaxton N0FGK email@example.com
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May 1, 2013
John Nelson
Stories this photo appears in:
Election, School Board Pos. 4: John Nelson, a sense of commitment
If there is one thing voters can count on if they vote for John Nelson, he says, it's his sense of commitment.
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August 9th, 2010
I am a 24y old f. from Germany with chronic intestinal pseudo-obstruction. I have no colon, a permanent ileostomy , a suprapubical catheter and a Hickman catheter (not longer used due to high risk of sepsis and significantly decreased caloric needs.
Within the last 6 months I have been experiencing new and fast progressing endocrine/metabolic.
Abnormal levels of cortisol w/reversed diurnal rhythm and high DHEA were measured.
The following was stated: slightly elevated reddish nodules in the duodenum/stomach via endoscopy (diffuse lymphoid hyperplasia? ), several significantly enlarged lymph nodes along the ieal wall via sonography (no acute infection/inflammation) , lymphoid hyperplasia of the term. Ileum via biopsy of the gut tissue, possible intestinal lymphangiectasia., IgA-levels, enlarged spleen, Raynaudâs., slight tricuspid insufficiency.
According to the literature a possible association between carcinoids and CIP is known.
My symptoms include: decreased metabolism/very low caloric needs (parenteral nutrition has been stopped); extreme sleeping disorder; excessive thirst (at night as well) and increased urine output, easy dehydration; increasing muscle weakness and muscle atrophy despite of the best nutritional status I have ever had during the last 5 years thanks to parenteral nutrition; high frequency of(catheter-related) infections including sepsis/suppressed immune-system (4 infection with sepsis within 5 months); flank pain; abruptly changing of stomal output (previously little thick output, now massive and liquid output/diarrhea-like); altered body composition but steady weight (50kg, 170cm)despite little oral intake and intestinal malabsorbtion, redistribution of fat tissue and accumulation in the abdominal area, loss of muscle tissue; extensive fatigue; irreversible osteoponia; increased body hair, especially in the belly area and face; sudden attacks of sweating etc)
I have never experienced any of these symptoms before even with a weight of 37kg and in my 4 year history of marked underweight while I already had Low-T3-Syndrome (not as bad as now)
It would be very helpful for me if you could comment on the following questions:
1. Do you think/know if a carcinoid can be secondary to CIP?
2. Do you think that the enlarged lymph node and the various lesions that were observed via endoscopy have any clinical significance and should be addressed again with respect to the neuro-endocrine abnormalities??
3. May an intestinal carcinoid produce more than one hormone at the same time blurring the typical clinical picture of a single hormone excess and creating mixed symptoms? E.g. ACTH excess(causing moderate symptoms of cushing's) and serotonin excess (causing diarrhea, reducing the severity of cushing's)?
4. Do you think further clarification regarding neuroendocrine tumors and intestinal carcinoids is justified with the clinical piture I present? And if yes which screening-tests would be reasonable? (serotonin in the 24h-urine? CgA ?)
5. What's about imaging of the adrenal glands due to the new and increasing flank pain and possible tumor there?
6. Could the abrupt changing of stomal output indicate secretory diarrhea that is caused by excessive (digestive) hormone production subsequently to a carcinoid?
Previously, I had very little and thick output (almost like âconstipationâ) and intermittent massive liquid output due to bacterial overgrowth but this kind of diarrhea did seem to correlate with oral intake.
7. Are there other possible locations for a carciniod tumor with this clinical picture? Could it be an ovarian carcinoid (due to increased DHEA levels)?
I would be very grateful to hear your opinion. Thank you very much in advance!
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Dr. Robert Wascher
replied August 21st, 2010
Even if you had carcinoid disease, this would not account for the numerous and complex symptoms that you describe. In fact, other than intestinal obstruction, small carcinoids within the GI tract rarely cause any symptoms unless there is also a massive spread (metastasis) of carcinoid tumors to the liver.
A serum Chromogranin A level and a 24-hour urine 5-HIAA level are good screening tests for carcinoid disease, although the urine 5-HIAA test is associated with a relatively high incidence of false-positive results. If these tests are both elevated, however, then a a CT scan of the abdomen and pelvis, and an octreotide scan, can be performed to further assess for the possibility of malignant carcinoid disease.
Sincerely/ Robert A. Wascher, MD, FACS
A Cancer Prevention Guide for the Human Race
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