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- Doctors
- California
- Anaheim
- Oral Surgeons
- Dr. Michael P. Blum
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Ratings for Dr. Michael P. Blum
Dr. Blum's staff is the most unprofessional group of people that I have ever encountered in all my years of visiting doctor's offices. They never keep their word with follow-ups, they're not proactive when it comes to talking with your insurance about your benefits and pre-determinations, and they are disorganized to the point where I have stepped in to do their jobs for them to expedite the process of approving my surgery with insurance. & still they will say they have done everything they can do, charge you almost $2000 and make you wait 3 months and counting for your surgery. Take the bad reviews of this office seriously, they're not just random rants.
This is the best doctor I have ever been to now that I have come her I would never go anywhere else, Thank you for providing me with the best service that I have ever received.
Needed emergency oral surgery and he saw me the same day i called for the appt. He removed two teeth and i went home feeling much better but expecting to have much pain for the next couple of days while healing. BUT on day 2 i was only taking ibuprofen for the pain, he did such a good job.
I have read the other reviews and cannot agree more wholheartedly that Dr. Blum is one of the best and nicest Doctors I have ever been to. He and his entire staff were not only professional but very supportive and friendly. They treated me with the utmost respect at all times explicitly explaining every aspect of my treatment along the way. The results of my surgery for my facial fractues was superb. Every step along the way, from my first encounter to my last visit to dealing with the financial aspects and my insurance, as well as refunding a portion of my deposit was first class. I recommend Dr. Blum with enthusiam and gratitude.
This is my second time to be treated by Dr. Blum - for two separate accidents. I am another very very happy patient. This experience was even better than my first experience (if that is possible). My surgery was expeditious, flawless, and a perfect result. The surgery was at Anaheiom Surgicenter, which is Dr. Blum's Surgicente and a wonderful state of the art facility. I couldn't be happier and I would not go to any other Doctor if I ever require Maxillofacial surgery again.
My primary care doctor recommended Dr. Blum. I also called my Insurance company, who also recommended Dr. Blum. I am so gratefull that he was recommended and provided my treatment. I underwent surgery to remove a large tumor from my jaw, which required reconstruction with a bone graft. The surgeries went without a glitch with the results being perfect. I required three surgeries, two in the hospital and one in Anaheim Surgicenter. The office was so helpful. The receptionist, Trina was so thorough and professional. The insurance was handled completely by Dr. Blum,s office and by Anaheim Surgicenter. Trina explained the charges to me and advised me of my costs. Gloria, the office manager, thoroughly explained the EOB to me and the amount I owed and worked out a very fare payment plan. My gratitude and deepest thanks go to Dr. Blum and his staff.
I took my daughter for a procedure. I was quoted to pay one thousand out of pocket ,but after five months I received a bill for an additional one thousand. I called the office Gloria was always out. I finally spoke to her she said she would work on it and call the insurance. I got a hold of her a couple of months later, then she said my account was going to be sent to small claims, I told her I would call her back on a certain date. I got caught up and called her a few days later, in that time she charged my ex husband's credit card because they had it on file she went ahead and did that. Gloria is not helpful at all she just wants to charge money. This cost us more than three thousand dollars with what the insurance paid. OH by the way Dr. Blum did and additional procedure knowing it would not be covered. Very sneaky doctor and biller they know how to make money.
Amazing, everyone from front office to back office. The Doctor was amazing. Everyone was so caring. They spent an inordinate amount of time going over everything with me, from the treament options, to the costs, to my insurance coverage. Every explanation was also given to me in writing. My surgical experience and results were also amazing. I wish all Doctors and their office staff were like Dr. Blum and his office personel
Dr. Blum is by far the best surgeon I have ever been to. The results I received could not have been better. His staff explained the costs and insurance coverage to me prior to the surgery. The option of having my surgery at their facility, Anaheim Surgicenter, was fully explained to me including that they were not a provider for my insurance. The explanations were both verbal and in writing. THere was some difficulty with my Insurance paying the fees (not the fault of Dr. Blum or the Surgicenter) and Dr. Blum and his insurance department wrote letters and appealed on my behalf. They went out of their way to help me and ultimately through their perserverance my Insurance paid. Dr. Blum immediately reimbursed me. THey even were able to get my Insurance to pay for Anaheim Surgicenter's charges in full. They are the best, don't go to anyone else
Dr.Blum is a good oral surgeon with bad business practices. Please be very careful he forgets to mention that the AnaheimSurgi Center is not contracted by your insurance company.He keeps your Credit Card on file and charges the full balance as soon as the claim is denied. Dont just go by my word search his name on the internet.
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New seed research aims to turn traits - such as cold tolerance or pollination timing - on and off when needed.
We are all accustomed to flipping a switch to turn on a light or to start a computer. But in the near future, we also may be able to "switch on" certain traits in plants, such as cold tolerance or higher starch content. If current research comes to fruition, the crops you plant could very well come equipped with "switches" that activate the expression of certain genes to protect the crop or enhance its value.
At Michigan State University (MSU), researchers have found a transcription factor that regulates the expression of cold-regulated genes. Transcription factors bind to the regulatory sequences of genes and can act as master switches to turn on gene expression. Under the direction of Michael Thomashow, molecular genetics professor, MSU researchers used a transcription factor called CBF1 to turn on cold tolerance in Arabidopsis, a member of the mustard family.
Taking the bite out of cold snaps. This research could have implications for corn and soybean growers who periodically contend with cold snaps in the spring or fall. It also could have implications for fruit and citrus growers, who suffered significant crop damages from freezing in 1998.
Cold-regulated genes are normally expressed gradually as plants are exposed to slowly falling temperatures. As a result, plants are more susceptible to damage under sudden temperature drops.
In the MSU tests, overexpression of the CBF1 transcription factor turned on the Arabidopsis plant's cold-regulated genes throughout the plant's life. Moreover, the cold-tolerance performance of transgenic Arabidopsis plants was similar to that of plants that are conventionally acclimated to the cold.
Because other crops may not have the same number or type of cold-regulated genes as Arabidopsis, further studies are necessary. However, the positive impact that cold-tolerance control could have on crop production should spur continued research. "By manipulating the cold-sensing system, we could help prevent losses and expand ranges where crops would be safe," says MSU's Thomashow. He adds that if researchers were able to enhance the cold tolerance of plants, farmers could plant crops that tend to yield more (such as winter canola vs. spring canola). The safe growing season of spring crops could be lengthened, which would result in an increase in yield.
MSU has filed patents for the cold-tolerance gene technology and has formed a licensing agreement with Mendel Biotechnology, an agricultural genetics research company based in Hayward, CA. Mendel Biotechnology is commercializing the technology.
Michael Fromm, Mendel's president and CEO, says his company is looking for partners to move the CBF1 technology through the marketplace. The discovery has already attracted some early technology adopters from the forestry, agronomic and vegetable crop industries.
From the lab to the field. CBF1 research is still in its infancy. However, Fromm expects that more companies will license the technology as testing progresses. The possibility that CBF1 could also play a role in drought tolerance should increase the level of interest, says Fromm. He points out that Texas alone suffered ¤1.6 billion in agricultural losses from last year's drought. And, in 1995, between 5 and 10% of the nation's corn and soybean crops was damaged by an early fall frost. CBF1 technology could help growers significantly reduce millions of dollars worth of frost and drought damages, Fromm suggests.
He adds that the technology could enable California growers, for example, to produce certain vegetable crops that need just a little more freezing tolerance during winter months.
In the field, farmers could turn on the CBF1 transcription factor by applying an environmentally safe spray before a cold snap, says Thomashow. Such a chemical spray could be used to "manage" expression of the plant's natural freezing tolerance mechanisms.
How soon could crops incorporating CBF1 technology be on the market? Again, testing is still in its early stages. Fromm estimates that it would take at least three to five years before such technology would be found in commercial products.
Insect and disease resistance. Scientists also are looking at how to control insect- and disease-resistance gene expression in plants. "Switch technology, particularly in terms of resistance management, is exciting," says Jon Scharingson, field crops manager, Zeneca Ag Products. He provides an example: A chemical (possibly even a simple molecule) could be used to activate a regulator gene in cotton that conveys disease resistance for a critical period of time when a particular disease is most likely to infect the plants. The gene may only need to "kick in" for ten days, for example.
Scharingson notes that Zeneca has conducted "proof of concept" tests on gene switch technology in the areas of disease and insect resistance. These tests have involved cotton and canola. The company plans on developing the technology in corn and soybeans, as well as cotton, tomatoes, potatoes, bananas, wheat and rice.
Monsanto also is in the early stages of switch technology research.
In general, switch technology will likely be developed to express "input" genes first. This is because single-trait genes are easier to manipulate than multiple-trait genes generally associated with altering the food or feed quality of crops.
A boost in value. The ability to control the expression of either input or output traits, however, should provide growers more flexibility. It's possible that during the production season, a grower could modify No. 2 yellow corn into a crop with higher starch content for a wet miller, for example. Growers could take advantage of market shifts or premiums if they could modify grains or oilseeds closer to harvest.
Or a grower might use switch technology to tell the corn plants when to tassel and shed pollen. This would have significant implications; pollination time of a crop is extremely important to its ultimate yield.
Erica Pascale, staff scientist, Novartis Agribusiness Biotechnol-ogy Research, notes that switch technology has the potential to modify traits as a crop gets closer to harvest (such as increasing the levels of lysine and other amino acids), without hindering plant growth.The application of the technology will depend on the particular crop and product.
Pascale claims that switch technology is applicable to a wide array of species. She says, "It will be particularly helpful in specialty products that bring high value."

subset: commoncrawl


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All companies face the challenge of how to best connect their customers, employees and partners to the information they require. What if you had the ability to manage and automate your manual processes, gain better communication between departments and control your corporate assets?
Milner's Content Management solutions allow business owners to establish a secure management, indexed repository of all incoming and outgoing correspondence. This will provide the flexibility to electronically route, and manage to completion, the work requested by the customer. Our approaches deliver the ability for issues to be tracked, trends analyzed and data provided for program and policy review.
Milner will reinforce your content with our dynamic Content Management solutions making content one of your most important assets.
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Superhero Birthday Invitation
Superhero birthday invitation from i is beauteous ideas which can be applied into your birthday invitation design 3
Have you ever thought of making their own invitations designs, unique and like no other? Want inspiration for create your birthday invitation? Through superhero birthday invitation, we will give some ideas which would inspire you to make your invitation. Superhero birthday invitation will inspire you with 8 awesome inspirations for your birthday invitation with a various styles and trends.
Choosing the right color is very important if you want make awesome birthday invitation. In addition will make the invitation look beautiful, the color will also show your personality. After that, use your imagination and creativity in an amazing birthday invitation design.
This superhero birthday invitation is being packed with 8 cool design pics. So, we hope this superhero birthday invitation will give you an extra inspirations to make your own birthday invitation! Look how to apply these and other smart ideas below!


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Teacher resources and professional development across the curriculum
Teacher professional development and classroom resources across the curriculum
Applying Reasoning and Proof
|Introduction | Classroom Practice | Reasoning and Proof in Action | Classroom Checklist | Your Journal
You have just seen one application of reasoning in a high school classroom. Students participated as an entire class and then broke off into groups to explore a challenging problem. Technology, in the form of the graphing calculator, helped them explore conjectures. Reflect on the following questions, and answer one or two in light of the students and content you teach:
Questions to write and reflect about:
Thanks for writing in your journal. Please keep your entries in whatever format you choose -- you will find them useful for reference later.
|Teaching Math Home | Grades 9-12 | Reasoning and Proof | Site Map | © |
© Annenberg Foundation 2017. All rights reserved. Legal Policy


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Sorry, but you can't change your pick-up store. You must pick up your order at the store you originally selected. If you're unable to pick up your order at the store you selected, you can cancel your order.
Can I change my chosen store after I placed an order using Click & Collect?Follow
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Two Lamar students faint, Cherry Engineering Building evacuated
A Lamar student fainted Thursday morning, April 18, and struck her head, splitting it open and causing it to bleed around 10:30 while attending class in the Cherry Engineering Building at Lamar University in Beaumont.
As a result, another student fainted due to an extreme fear of blood, said Lamar University Police Chief Jason Goodrich.
Hemophobia, a fear of blood, is unlike other phobias in that it can cause a drop in blood pressure and heart rate. This sudden drop can lead to fainting, a relatively common response to the sight of blood, according to the Gale Encyclopedia of Medicine.
"The other student saw the blood and she passed out too," Goodrich said. "She couldn't handle the sight of blood. It freaked her out."
Goodrich said that a faculty member saw the two students go down and pulled the fire alarm.
"There was some construction going on in the building," he said. "(The faculty member) thought it might have been related to some kind of noxious fume and, just as a precaution, went ahead and pulled the fire alarm."
Because the alarm sounded, students and faculty then evacuated the building, Goodrich said.
Lamar University Police, the Beaumont Fire Department, and EMS responded to the scene. Firefighters found no noxious fumes, Goodrich said. Classes reconvened around 11 a.m.
"Our main goal was to make sure there wasn't some kind of gas leak," he said. "It turned out good."
According to Goodrich, authorities did not know the cause for the injured student fainting, but she was taken to St. Elizabeth Hospital to be evaluated and treated for minor injuries.


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Marian Mission to Moscow and the New York Times: Get Religion, November 25, 2011 November 26, 2011Posted by geoconger in Get Religion, Press criticism, Russian Orthodox.
Tags: Belt of the Virgin Mary, New York Times, Thucydides, Vladimir Putin
Who was the first journalist? Who was the first to adopt the intellectual and moral code that guides the craft of reporting? My vote would be for the Athenian historian, Thucydides, who wrote The History of the Peloponnesian War in around 420 BC.
In his account of the war between Athens and Sparta, Thucydides became the first writer to set himself apart from his own political system to examine critically the past. He recounted equally the virtues of Athens and its vices and stepped outside his culture, abandoning the notion that the gods controlled the destiny of men. The study of history was no longer explained by reference to myth and legend, but by the pursuit of truth about the past.
A modern journalist employs Thucydides' methodology and is expected to stand outside his own political system, culture and religion, to criticize his own society and to pursue the truth. Even Robert Fisk, the doyenne of ideological journalists will state that the reporter's job is to tell it like it is: "My job is to report what I have seen."
When a reporter allows ideology or cultural biases to color a story this ideal is not met. A recent New York Times report entitled "In Russian Chill, Waiting Hours for Touch of the Holy" printed on page A8 of the 24 Nov 2011 issue illustrates this point.
A religious relic — the belt of the Virgin Mary — has been brought from the Vatopedi Monastery on Mt Athos in Greece to Moscow's Christ the Savior Cathedral by the St. Andrew the First-Called Foundation. In the week that it was on display over a half million Russians lined up to gaze upon and perhaps kiss the glass case that enclosed the camel-hair jewel-encrusted relic. At times the queue stretched almost three miles with tens of thousands waiting in sub-zero temperatures. The faithful believe the relic was given by Mary the Mother of God to St Thomas before her Assumption. It is reputed to have miraculous powers and has helped women to conceive. The Itar-Tass and Novosti wire services provide a quick summary of events.
The Telegraph and the Washington Post focused on the phenomena of the size of the crowds and the public display of piety. The Telegraph called the spectacle an "extraordinary display of the strength of Orthodox Christianity in post-Soviet Russia," and observed:
Russia's Orthodox Church had an incredible surge of influence and power in recent years as millions of Russians began to practice religion in the 1990s after decades of state-dictated atheism in the Soviet Union.
We heard from members of the crowd.
"I am 74, and I have suffered a heart attack. I am handicapped in my arm and leg," said another man, identifying himself as Vladimir, after exiting the imposing white cathedral and leaning on his wife's supporting arm. "Maybe it will help?" he said, tears welling up in his eyes.
The Post story ran with equally strong quotes that focused also on faith.
On the other side of the cathedral, Alexei Bogdanov, a 32-year-old truck-parts salesman, had seen the relic and was waiting for his wife. Tears came to his eyes when he touched the box, he said."We lived in our country for almost 70 years without faith," he said. "And now we have found it again."
The New York Times took a different approach. It covered the crowd story, but also raised the political dimensions of the relic's mission to Moscow. However, the flip and knowing way this was done, and its smirking condescension towards the ignorant peasants as they stood in the cold, left me cold as well.
After it reported on the crowd, the New York Times raised the political angle.
As befits his status as the arbiter of most things Russian, Prime Minister Vladimir V. Putin was the first to greet the holy relic when it arrived … [The crowds] wait here, within view of the Kremlin, snaking past the hulking Ministry of Defense building and billboards in support of United Russia, the pro-Putin governing party.
The story offers a "why we're here" quote from one member of the crowd and then resumes its arch tone.
Moscow's city government closed streets around the cathedral — causing those Muscovites not so inclined to venerate relics to rant about the even-worse-than-usual traffic jams.
The article at this stage seemed ready to break away from its self-conscious cuteness and take a serious stab at explaining what is going on. The man responsible for the Moscow sojourn is named: "Vladimir Yakunin, president of the Russian Railroads, who is close to Mr. Putin."
Yakunin states:
"The belt of the Most Holy Virgin Mary possesses miraculous power," he said. "It helps women and helps in childbirth. In our demographic situation, this is in and of itself important."
The story does not follow up on the political angle, however, and the sarcastic tone returns.
The blogs and Facebook pages of Russian Orthodox intellectuals have overflowed with debates about whether hysteria over the belt was a disturbing sign that many Russians' faith is based on superstition. Many noted that Christ the Savior Cathedral and the Holy Trinity-St. Sergius Lavra near Moscow, one of the most important monasteries in the Orthodox Church, have relics of the Virgin Mary that are just as precious.
At a bustling coffee shop near the cathedral that this week became an impromptu pit stop for the faithful, an excited young woman rushed in to tell waiting friends that she had venerated the Virgin Mary's belt. Then she told them about her visit to a fortune teller.
Characterizing the response to the icon's visit to Moscow by a half million Russian Orthodox Christians as hysteria, and the gratuitous fortune teller line is unfortunate. The attempt to bring politics into the story also fails because there is no context or explanation as to why this matters. What relationship does Vladimir Putin have to the icon's visit? Who is Vladimir Yakunin and why is it important to know that he is a friend of Putin?
Yes, there is a political story here, but the New York Times misses it. Yakunin is a close political ally of Putin and has brought the relic to Moscow in the run up to the national elections. Putin is running as Mr. Orthodox, wrapping himself in the mantle of Russian Orthodoxy and his critics have charged that the miracle of the Virgin's Belt will be his re-election.
The [St. Andrew the First-Called] Foundation, chaired by the head of Russia's state railways and long-time Putin associate Vladimir Yakunin, said the relic's arrival shortly before the parliamentary election was coincidental.
"It is absolutely not related. We wanted it to come in the summer, but the entire process, the discussions, took a long time," spokesman Alexander Gatilin said.
For a detailed look at the religious and political cross-currents surrounding this story, go to Batholomew's Notes on Religion.
The Telegraph and Washington Post played this straight and focused on the religious angle, giving the pilgrims who braved the cold to stand in line to venerate the relic a sympathetic hearing. The New York Times took a different line offering faithful voices and fortune tellers and enclosing the whole in a box marked hysteria. It also sought the secular angle and gave us Vladimir Putin. But it neglected to explain why we needed to hear from Putin or of the political significance of the relic's mission to Moscow.
But the bottom line for me was the snarky attitude. Instead of standing outside of its culture and attempting to report faithfully and fairly on what was going on in Moscow, it stood squarely within the jaded and hip mindset of Manhattan. What we got from the New York Times was a travelog with attitude.
First printed in GetReligion.


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When you think of Hawaii, in addition to the spectacular scenery, the magnificent beaches, the swaying palms, the refreshing trade winds and the friendly people, you may also picture the abundant variety of lush tropical flowers.
Orchids, hibiscus, plumeria, bougainvillea, anthuriums, and birds of paradise are all commonly found in Hawaii, although none is native to the islands.
Here, artist Efren Erese captures the delicate beauty of a grouping of pink orchids.
Lahaina Printsellers custom-prints this image on waterproof canvas in our Lahaina studio using only the finest archival inks, which are tested and guaranteed not to fade or shift under normal circumstances for over 100 years.
Copyright © 2019 Lahaina Printsellers, Ltd. All Rights Reserved.


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It wasn't quite a message in a bottle, but Tesla boss Elon Musk tweeted Saturday night some specifications and a ballpark price for his company's long-awaited all-wheel-drive and performance versions of the Model 3.
The all-wheel-drive Model 3 will add $5,000 to the base Model 3's price and offer the same 310-mile range as the Long Range Battery Model 3. The dual-motor setup will feature motors on the front and rear axles, and Musk said one motor would be tuned for longevity and the other would be tuned for performance. The AWD Model 3 will run up to 60 mph in 4.5 seconds on the way to a top speed of 140 mph.
Musk previously said that opting for all-wheel drive would add an air suspension to the Model 3.
The performance Model 3 uses the same dual motor setup, same 310-mile range, but shaves 1 second from the 60-mph dash and tops out at 155 mph. When it goes on sale, Musk said a fully loaded performance Model 3 will cost $78,000 (without Autopilot). Musk didn't say when the all-wheel-drive and performance versions of the Model 3 would arrive to owners, nor if the $78,000 price included applicable federal or state incentives.
MUST READ: Tesla earnings, cash-burn up; Model 3 production, barely
Both new versions of the Model 3 have been in the works for a while, but Musk said last month that those versions wouldn't become available until the small sedan's production ramped up to 5,000 cars per week. It's unclear if Tesla has reached that threshold already, but it's unlikely. The Model 3 production line shut down earlier this month for upgrades after the automaker reported making more than 2,000 cars in a 7-day period after fits and starts rolling the car out to consumers.
The all-wheel-drive and performance versions may prove crucial to keeping the automaker afloat during a particularly trying period. In the first three months of 2018, Tesla reported burning through $700 million in cash, and a series of high-profile crashes and executive departures has sent the company reeling.
Analysts have expressed diminished enthusiasm for the automaker's stock, putting into question the automaker's long-term viability or ability to raise enough cash to stay afloat. Highly profitable versions of the Model 3, such as all-wheel drive and performance variants, could help buoy the automaker's bottom line during the second quarter.
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Gloria Reuben, Actor and AIDS Activist
Another installment in the series marking the 30th anniversary of the U.S. HIV/AIDS epidemic.
"You know, I think it's more vital that we talk about what's going on now," the actress Gloria Reuben says with slightly impatient amusement. But in recalling the part she played of physician assistant Jeanie Boulet -- as she says, "the first and only regular role on a network television show that was HIV positive" -- she remains astounded. Reuben started playing Boulet in 1995 on the award-winning NBC television series ER, and yet more than 15 years later, no other recurring HIV-positive role has shown up on American TV.
An Opportunity to Broaden the Conversation
Boulet's old stethoscope wasn't exactly Reuben's albatross. When ER's script called for Reuben's character to contract HIV, the twist was timely, poignant and unprecedented.
"We knew it was an opportunity to help broaden some perspectives and get people talking about HIV/AIDS," says Reuben, who recalls painstaking production efforts to reproduce the mood and science of the time.
The effort paid off. Jeanie Boulet's dilemma -- that of a health-care professional grappling with her own health crisis -- easily hooked viewers.
"I think everybody, to six degrees at the very least, had had an experience with somebody who was HIV positive," Reuben says, including herself. "Within the first few months of that first year, where Jeanie found out that she is HIV positive, then certainly the learning curve expanded."
Indeed, Reuben may have been privileged to access certain groundbreaking treatment information ahead of the general public. "We knew this combination drug therapy was in the works," she recalls, referring to the therapy of multiple protease inhibitors called HAART, or the HIV "cocktail," that became available in July 1996.
AIDS Story Lines Still Needed
"The thing I found most encouraging about doing that role was that it got people talking about the issue," Reuben says. It also thrust cast members and numerous HIV/AIDS organizations onto one another's radar. "I decided to utilize the platform of the story line to help some organizations," says Reuben, whose activism on behalf of the Elizabeth Glaser Pediatric AIDS Foundation has taken her to South Africa. (She is also strongly involved with world environmental and climate-change issues.)
"Many things have changed since that time," Reuben admits, including for herself. She has appeared in other TV series, including NBC's Law and Order, TNT's Raising the Bar and 1-800-Missing in her native Canada. People magazine once rated her one of the 50 most beautiful people in the world, and Tina Turner recruited her as backup singer for her Twenty Four Seven Tour.
However, she's dismayed by the perpetual stigma surrounding HIV/AIDS, by people still failing to get tested and by the alarming "statistics in this country, particularly with young Black women."
Reuben attributes the public's decreasing sense of urgency about AIDS to apathy, denial and misreading of clinical success. "The flip side of the medications working so well," she says, "is that there's this belief that, 'Oh, well, even if I am HIV positive, I just need to take a pill and I'll be fine."
"It's all of our own individual responsibility, no question," Reuben says. But she rues the television industry's ongoing missed "opportunity to do something that potentially could have as big an impact or bigger" than her 1990s-era character.
AIDS Turning 30
Reuben was only a teenager when AIDS came to the public's attention 30 years ago. Having to measure her entire adult life against the shadow of the epidemic, she draws her optimism from the wisdom of an elderly surrogate aunt. "She once said to me, 'Where there's life, there's hope,' " Reuben says, seeming to locate the pulse of her own continued work with the Elizabeth Glaser Foundation, whose mission is to eradicate the virus in children. "Therein lies hope," she says, "if our kids stop being infected.
"In the meantime," Reuben adds, "we all have to do what we can to keep the lines of communication open between family members, between friends, between church and churchgoer. Yeah, I'm hopeful, but a lot of work still needs to be done. And I think the first step is for everybody to know their status. And that's an easy thing to do."
Reuben briefly reprised her role on ER in 2008, before the show was canceled. But given the myriad storytelling possibilities of the disease, she doesn't feel proprietary. "I'd love to pass the torch."
Or, in her case, a well-worn stethoscope.
Eric K. Washington, the author of Manhattanville: Old Heart of West Harlem_, is the 1995 winner of the National Association of Black Journalists first prize for his_ Out magazine profile of AIDS activist Phill Wilson, who went on to found the Black AIDS Institute and is its current CEO.


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As you enter the Genealogy Center, you will see a black, revolving display rack. From a distance, it looks filled with identical photocopied sheets, but a closer look reveals that each pocket carries a different sheet or packet with the name of a single state, country or region, or a general subject, such as Military, Passenger Lists, or Quaker. Each sheet contains a list of books in our collection that the Center's librarians feel are important to that specific topic or location, organized in call number order. These lists aren't meant to be bibliographies, but only guides.
The subject guides started out as lists of the material that was on the browsing shelves, back when most of the collection's books were in closed stacks and had to be requested. These books were the ones that were most heavily used, or that staff members felt were important for our customers to locate and use easily. As we transitioned into our temporary quarters, then back into our renovated building, all of our collection became available for browsing, so these books were interfiled with the formerly "closed stack" collection. But we considered these books to be vital to their respective areas of research, so we quickly created lists by subject.
But these are not static lists. Staff members keep an eye on newly arrived volumes and sets to add to the lists, and occasionally, entries are removed as they become outdated. There are currently sixty guides, containing thousands of entries, so take one – or ten – the next time you visit.


text: Charla Mathwick, Business Administration faculty, participated in a Social Media Summit in Munich, Germany, Sept. 19-21. The summit was co-sponsored by the University of Munster, Roland Berger Strategy Consultants of Germany, and the Journal of Interactive Marketing. It involved 20 academic researchers from around the world who were identified as thought leaders in the area of social media. They worked on a special 2013 issue of the Journal of Interactive Marketing that will highlight research insights related to social media adoption and evolution over the past decade and set the social media research agenda for the next 10 years. Mathwick is currently working with a team of researchers from the U.S. and Germany to develop a manuscript related to consumer behavior and social media adoption.


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US economy defies Fiscal Cliff, creates plenty of IT services jobs
Computer manufacturing hits the skids a bit
The US federal government's budget crisis at the end of 2012 did mess with America's economy and the jobs market in particular. But according to the latest employment report from the Department of Labor, companies were a tad more resilient in the face of the Fiscal Cliff than many had expected.
As El Reg reported a month ago, the January report from the Bureau of Labor Statistics (BLS) was better than some had expected. As it turns out, the BLS was overly optimistic in its estimates for net job growth in January.
According to the February report released this morning [PDF], companies and governments in the United States only added 119,000 new jobs in January, revised downward from the 157,000 the BLS originally thought were created. That's the bad news. The good news (at least until a potential revision a month from now) is that the BLS thinks the US economy added 236,000 workers in February.
Those numbers are culled from the monthly polls that the BLS carries out with employers, which does not include farmers because they have seasonal workers and, frankly, a lot of real farmers (not the corporate farm operators) have "real" jobs because they can't make ends meet farming. The non-farm employment figures include all of those working at private-sector companies as well as local, state, and federal governments. This is called the establishment survey by the BLS.
The unemployment rate is calculated through the BLS household survey, which polls households in the US to see who is working, who is looking for work, and who has stopped looking for work because they can't find a job. The unemployment rate does not include the latter group as far as Uncle Sam is concerned because telling people that the unemployment rate is really something on the order of maybe 15 per cent would freak everyone out. In America, you have to be looking for a job to count as unemployed.
The unemployment rate ticked down a bit in February
Based on the household survey data, the unemployment rate dropped two-tenths of a point to 7.7 per cent in February, continuing the general downward trend. At this rate, if current trends persist, the unemployment rate in the US will hit 6.5 per cent around the end of 2014 or so, and this is significant for one very important reason.
That is the level of unemployment that Federal Reserve chairman Ben Bernanke says the US economy has to hit before he will take his foot off the pedal that controls the printing presses that are pumping liquidity into the financial markets through quantitative easing. Until that point, Bernanke has said he will keep interest rates low. This is great news if you are borrowing money, not so good if you are trying to live off interest income on your savings.
Averaged across the past three months, the US economy added 195,000 jobs per month, which is very nearly the rate necessary to keep up with population growth. In addition to lowering the January job count, the BLS raised the December 2012 numbers to 219,000 from 196,000.
The Fiscal Cliff hit January harder than expected, but if the February numbers hold, then the economy bounced back pretty fast. We'll see over the next two months as BLS revises its numbers – or doesn't. Incidentally, private sector companies actually added 246,000 net new works and governments shed 10,000 last month.
January was not as good in terms of job creation as originally expected
Across the US economy, the healthcare sector continued to add workers: 32,000 new people were added to the payrolls; the construction industry is trying to recover from the burst housing bubble, and added 48,000 workers. The motion picture and recording industries added 20,000 workers in February, so hopefully we will get some decent music and movies. Retailers added 24,000 workers and have defied the normal pattern of slashing jobs after the holiday season has passed.
Drilling down into the raw data from the BLS report, we can get a proxy of sort for the IT sector, and admittedly it is not a very good one. The BLS gathers data by industry, not by job title, and that is not necessarily useful unless you are an industry lobbyist.
What would be more useful is to know how many programmers, system administrators, CIOs, database architects, and so on are employed each month across the land. Armed with such data, you could see average salaries by job type and how those jobs have changed over time. You might even be able to plan a career, or maintain one by moving to higher ground.
But alas, thus far the BLS has not applied common sense to its data gathering and is stuck in the mindset of the bureaucrats in the years immediately following the boom-boom years of the Roaring 1920s who were gathering information to try to get out of the Great Depression.
According to the BLS, there were more than 1.1 million people employed in manufacturing computer and electronic products in the United States in February, and the number was down 300 from January. Mere noise in the data, unless you happen to be one of the hundreds getting pink slips. Within this group, computer and peripheral equipment makers accounted for 159,600 workers, up 400 people, and communications equipment makers accounted for 107,600 workers, down 200. Semiconductor and electronic component makers had 380,500 people on the payrolls as February came to an end, down 500.
Within the information industry, which includes all kinds of media, the data processing and hosting sector added 400 employees for a labor pool of 251,000.
And in the professional and business services sector, companies engaged in computer systems design and related services added 10,800 workers, to a pool of 1.66 million people. This category of company has added 80,700 workers in the past year, so the trend is good, but the swings up and down can be severe depending on how IT projects vacillate in the economy. ®


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Journal of the South African Institution of Civil Engineering
On-line version ISSN 2309-8775
Print version ISSN 1021-2019
J. S. Afr. Inst. Civ. Eng. vol.56 n.1 Midrand Jan. 2014
Impact of the Gautrain on property development around station precincts
R Mushongahande; C E Cloete; C J Venter
The paper assesses the impact of the recently completed Gautrain Rapid Rail link in Gauteng on property development in the vicinity of stations along the route. Our particular interest is in examining the extent to which the Gautrain, as a major public transport investment, has managed to stimulate and support the creation of Transit-Oriented Development (TOD) by leveraging private sector action, with the ultimate aim of moving towards more sustainable land use / transport environments. Data sources include property development records, aerial photographs and municipal zoning applications for the areas surrounding the Pretoria, Midrand, and Rosebank stations for the period 2000 to 2011, and interviews with officials and private property developers. The research found evidence of accelerated property development and increasing mixed use in all three station precincts, but significant variation in the extent to which TOD principles have been applied. Property developers considered the Gautrain to be a major factor attracting them to develop in station precincts, suggesting that the locational benefits offered by a high-quality public transport system are also present locally. However, when comparing the vibrant Rosebank with the slower-growing Pretoria and Midrand precincts, it is clear that real estate fundamentals drive property development and will ultimately determine the success of a TOD undertaking.
Keywords: transit-oriented development, property development, land use planning, transportation planning
Transit-Oriented Development (also referred to as TOD) is a potentially useful concept around which to promote sustainable development. It seeks to increase accessibility through public transport, and promotes the human mobility approach to transport that encourages planning for non-motorised transport forms where people can walk and cycle more than drive (Department of Housing 2000).
Property development plays a crucial role in achieving the objectives for successful TODs. Marx et al (2006) acknowledged that TOD cannot happen without the involvement and commitment of property developers. Utter in Curtis et al (2009) commented that, while the public sector invests in transit systems and station area plans, it actually falls to private sector developers to implement and build these vibrant TOD areas. Similarly Cervero et al (2004) pointed out that property developers "... occupy the front lines of TOD, organizing the financial, physical, and human resources needed to build projects around transit stations." However, while property developers involved in TOD neighbourhoods acknowledge TOD as a smart investment in congested and built-out urban areas, their hope is to reduce development costs, increase income and enhance profitability (Dittmar & Ohland 2004).
The Gautrain Rapid Rail project has been positioned as a potential catalyst for TOD in Gauteng (Du Plessis 2010), perhaps showing the way for sustainable urban development elsewhere in South Africa. Anecdotal evidence suggests that developer interest in some station precincts - notably Sandton - has increased sharply in response to the station development. Gautrain reports, for instance, that property transactions within two kilometres of its stations have grown much faster than further away from the stations (Gautrain 2008). In light of the existing widespread advocacy for TOD, the newness of the Gautrain project in South Africa, and the subsequent implementation of the TOD concept at station areas, this paper investigates the impact of the TOD concept on property development in the case of the Gautrain. The paper evaluates the spatial TOD elements implemented at a number of stations, and then evaluates the property development projects undertaken in line with the TOD elements. We seek to understand which elements of TOD - if any - are found attractive enough by local property developers to alter their investment decisions. Even though Gautrain itself has been operational for barely two years (at the time of writing), its planning process has lasted a decade - enough time, we argue, for some early trends in property response to emerge. The paper will be of use to local government, transport agencies and metropolitan municipalities in formulating development plans that encourage property development for successful TODs.
Cervero (2009, in Curtis et al 2009 ) pointed out that TOD "... is a straightforward concept: concentrate a mix of moderately dense and pedestrian-friendly development around transit stations to promote transit riding, increased walk and bicycle travel, and other alternatives to the use of private cars." Four spatial principles characterise TOD worldwide:
TOD Principle 1: Mix of land uses
The mix of uses in TOD is crucial in facilitating ridership of public transport, as different uses tend to generate different trip volumes at different times of the day. International studies have shown that residential uses, with the correct density, are key in facilitating trip generation; retail uses generate ten times more trips per unit than office use; office uses induce higher public transport use during peak periods; while industrial uses have a limited impact on public transport use (The Gautrain Project 2011). Cervero et al (2004) commented that industrial uses are generally discouraged in TODs, although not always.
TOD Principle 2: Availability of reliable public transportation systems
There should be a reliable public transportation system that links the TOD neighbourhood and the broader region, and meets the demands of the travellers. Newman & Kenworthy (2007) noted that the key to move towards sustainability is to provide transport modes that have a competitive speed advantage for long trips through transit and for short trips through walking and biking.
TOD Principle 3: Walkability
Walkable distances, pedestrian-friendly infrastructure, and attractive and safe landscaping are essential to enhance access to public transport stations by users of properties within the neighbourhood and beyond.
TOD Principle 4: High-density compact development
Viable public transportation systems require fairly high levels of density which can sustain their operations and improve affordability.
Wilkinson, Reed & Cadman (2008) defined property development as:
"... a process that involves changing and intensifying the use of land to produce buildings for occupation. It is not the buying and selling of land for a profit; land is only one of the raw materials used. Others include the building materials, infrastructure, labour, finance and professional services."
Property development can be brownfields where existing buildings are redeveloped, or greenfields where new buildings are erected. It can also be distinguished in terms of the various property uses, i.e. residential, commercial (which includes offices and shops) and industrial; as well as various property classes: office property grades, for example, range across Grades P, A, B and C, where P denotes premium with top quality modern space and C denotes the lowest quality space (Cloete 1999).
Key drivers of property development include inter alia:
■ property market demand
■ availability of land in a good location
■ design of buildings
■ availability of finance
■ management of completed buildings, and
■ profitability of the project.
The interplay of these property development fundamentals influences the decision of a developer to engage in a property development project.
The four essential principles of TOD can, according to the literature, appeal to the fundamentals of the property development process in several ways. Each TOD principle is discussed in relation to its potential impacts on property development.
TOD Principle 1: Mix of land uses
Availability of land in a good location
The biggest challenge in implementing mixed-use projects in TODs is the difficulty in assembling a sufficiently large piece of land. Utter in Curtis et al (2009) commented that a large piece of land is required to accommodate an interesting mix of uses as well as the layout plan of the neighbourhood as a whole. Greenfields station areas have the benefit of the availability of land to allow the development of ideal TOD type of properties. This is unlike brownfields station areas where development of TOD type of properties has to be done by refurbishment or demolition and subsequent redevelopment of existing properties; this might not be an easy decision for a property developer to make, in light of other crucial real estate fundamentals.
Good design
One of the challenges with mixed-use projects is the integration and coordination of the many uses that should be incorporated within the project in order to maintain its mixed-use nature. For instance, Fruitvale transit village in Oakland, California, experienced a problem of lack of adequate access to the retail area, as commuters could park their vehicles in the park-and-ride lots and then use the transit system without passing the retail area (Dittmar & Ohland 2004).
Availability of finance
Mixed uses incorporated vertically in a property pose challenges in terms of getting funding from financial institutions, who perceive the risks involved in property market cycles for different uses. Most financial institutions provide funding using common standards applicable to all properties, making it irrelevant that a property is in a TOD neighbourhood. In a survey undertaken by Cervero et al (2004) one lender commented that TOD seemed to be largely an irrelevant concept for lenders, as far as financing issues were concerned. Instead the focus was on regarding the TOD property developments simply as mixed-use projects that have the added bonus of being near a transit stop.
TOD Principle 2: Availability of reliable public transport systems
Profitability of property
Property developers aim to improve profitability of the property by investigating all the possible ways of keeping costs to a minimum while maximising income that can be derived from the property. Wilkinson & Marks (2007) pointed out that expediting the approval process for TOD projects facilitates property development as it helps reduce the developer's holding costs. The land costs, design of a project, cost of finance and repayment period are crucial aspects that influence project costs. McLinden (2006) commented that construction costs in TODs are high, because construction must be done in a manner that minimises interruption of traffic at infill or redevelopment sites near busy intersections. In addition, developers are required to provide additional services such as park-and-ride facilities and bicycle paths. The incorporation of transit elements is reported by one developer in Pittsburg to have added 10% to 12% to the normal cost of development (McLinden 2006). Development costs are also influenced by an increase in property taxes as a result of increasing property value. By way of example, property taxes in Jersey City, Essex Street Corridor, which were estimated at $200 000 to $300 000 per annum before the rail line's completion, increased to between $4 million to $6 million a year after the opening of the rail line in 2004 (Marx et al 2006).
Even though there are high costs associated with developing property in TODs, there is a potential rental premium that can be achieved from properties in TOD neighbourhoods. This rental premium is due to location efficiency of properties in TODs caused by the synergy of all the elements of TOD. Research findings from literature show that properties that are close to transit stations tend to experience increased values ranging from 6% to 24% for residential properties, and up to 50% for office and retail properties in American cities (Cervero et al 2004).
Staley (2009) argues that the relationship between property investment near rail stations and transit ridership is not direct; in other words, any increases in the values of properties in TOD are not entirely based on a property's proximity to transit. The underlying causes of property value premiums include public safety, access to jobs, quality housing, tax rates, financing and zoning. Access to transit systems is probably further down the list than these other factors, and so transit ridership alone does not drive property development decisions around light rail stations. It should not therefore be presumed that simply improving access to mass transit will push property development in a significant way. Staley went on to conclude that policies should emphasise transit as an amenity that local residents and businesses require rather than as a driver of market demand and value. A study by Deakin & Mejias in 2005 of property development activity along San Pablo Avenue in Oakland supports Staley's argument, as it found that developers view transit availability as a bonus, but not necessarily a major development incentive (Blume 2008). McLinden (2006) also supported Staley's argument when he quoted an architect as saying that "... transit alone is not the secret ingredient to a successful development. Real estate fundamentals have to be there at a transit stop ..."
Nevertheless, it is crucial to note that the type, quality and route of public transport technology influence the property value premiums. TODs served by heavy rail transit tend to experience higher premiums because of higher speeds, more frequent services and wider coverage, and architectural integration. For light rail systems, property value premiums tend to be smaller than for heavy rail. In some instances residential properties within 900 feet of stations actually sell for less because of the transit system's "nuisance effect." Value premiums are also influenced by the type of neighbourhood. Proximity to transit tends to increase value for lower-income neighbourhoods, while it may reduce value for high-income neighbourhoods. Property values in TOD neighbourhoods are also enhanced by the availability of developable space.
It can therefore be concluded that, although construction costs are high in TODs, the subsequent increased value of property facilitates enhanced profitability for successful property development in TODs.
Good market demand for property in TODs
There are many demographic and cultural changes in America that indicate that TOD will be a long-lived trend (Utter in Curtis et al 2009). These indications include ageing of the population, immigration and race, climate change, healthy communities, as well as rising transportation costs. Traffic congestion creates an increasing willingness to pay a premium for housing near rail stations, even if this means living in smaller houses on smaller stands. In South Africa, there is as yet little evidence of this, except for anecdotal indications of a growing demand for urban living.
TOD Principle 3: Walkability
Good design
The need to provide walkable distances in TODs influences the design elements of property. Designs that provide more pedestrian space on the premises through the use of arcades, atriums and open courtyards are effective in encouraging people to walk (Anderson-Watters 2009). Pedestrians are sensitive to the safety and attractiveness of the route they follow, and normally choose the shortest and most convenient route. In Clarendon in America, sidewalks encouraged pedestrian activity by creating a sense of safety and vitality (Dittmar & Ohland 2004).
The differences in property design principles for TOD neighbourhoods and automobile-based neighbourhoods are shown in Figure 1.
Proper management of property
A proper management plan should be put in place for a TOD neighbourhood as a whole in order to maintain its characteristics and value. The use of the City Improvement Districts (CIDs) concept goes a long way towards promoting the use of non-motorised modes of transport (Downs 1991). Proper maintenance of the neighbourhood pavements, courtyards and buildings also promotes walking. In Emerson Park in America, a lack of proper maintenance of public infrastructure, open spaces and houses led to the deterioration of the residential units and the neighbourhood as a whole (Dittmar & Ohland 2004). Proper marketing plans of a neighbourhood also attract people to that neighbourhood, and hence the use of walking facilities provided thereto. Jacobson & Forsyth (2008) commented that appropriate programming of events and festivals can improve usage, safety and a sense of place within a TOD neighbourhood.
TOD Principle 4: High-density compact development
Availability of land in good location
Land is a scarce resource and compact densities in TOD assist, significantly, the supply of developable land. The concept of compact densities is promoted by relaxing zoning and building regulations, assisting particularly in brownfields developments.
Profitability of the project
Compact densities allow property developers to reduce property development costs in terms of providing services. The construction of high-rise semi-detached housing can also be cheaper, as there are shared costs among units - for example, the cost of shared walls is spread among the owners of the units, and even the installation of plumbing services is cheaper when units are clustered.
On the other hand, where development costs increase as a result of building in a TOD neighbourhood, developers have been found to benefit from increased density, as it helps them to offset the extra costs experienced in TOD projects by increasing the lettable space, from which rental income will be realised (McLinden 2006).
Availability of market demand for TOD
There is a strong market demand in the developed world for TOD compact densities and affordable housing that is attractive, liveable and interesting. Cervero et al (2004) pointed out that the interest of private property developers in TOD is derived from an increasing market for transit-oriented living, working and shopping, particularly in big cities where traffic congestion is a problem.
Public policies, such as those aimed at increasing affordable housing in TODs, also further enhance the market for TOD.
The Gautrain stations can be classified into three distinct groups, according to the type of area (inner city, brownfields or greenfields) in which they were developed, as depicted in Table 1. The Pretoria, Midrand and Rosebank stations were chosen as typical representatives of stations in an inner city, greenfields or brownfields type of neighbourhood, respectively.
Study areas have been defined to be the areas within a 400 m radius of the selected Gautrain station (shown in Figures 2 to 4), in line with the typical primary catchment area radius of transit (Vuchic 2005). Our analysis aimed at identifying the extent to which private property development within this radius responded to the TOD concept during the planning and construction phases of the property.
Data was collected from archival records of the land development applications register and building plans register of the metropolitan municipalities of Johannesburg and Tshwane for the period 2000 to 2011. Aerial photographs for the same period were also utilised to assess the changes in property status over the years.
A questionnaire survey was also undertaken with developers in the study area in order to qualify the data provided by secondary data sources. The survey excluded all properties owned by the government and those owned by sectional title, as the aim of the study was to assess the views of private property developers. Table 2 summarises the size of the sample.
The questionnaires collected data on the timing of property acquisition and development in the station area, and reasons for the selection of the particular site. Respondents were also asked to rate the significance of the main TOD principles in motivating their choice of property development. Qualitative data was analysed using thematic content analysis, in order to get an understanding of the response of private property developers to the TOD concept. An interview was also conducted with an official from the Gautrain Management Agency in order to gain insight into the role of TOD principles during the development of the station precincts.
TOD principles implemented at selected Gautrain station areas
The Gautrain Rapid Rail link has been regarded as a catalyst to create a new urban environment, in the form of TOD. The aim is to create long-term sustainability of the Rapid Rail Link by achieving optimal rider-ship. While the Gautrain bus feeder and distribution system was implemented to enlarge the catchment area of the rail service, true sustainability in the long run requires cultivation of ridership from within the immediate vicinity of the stations. To achieve this goal, the spatial principles of TOD need to be realised incrementally around station precincts. Gautrain seemed to be eminently aware of this.
In an interview with an official from the Gautrain Management Agency the importance of policies emerged as a strong catalyst for the development of TOD at the station precincts. He cited the preparation of local spatial development frameworks for each of the station precincts which inform the implementation of the much needed spatial principles of TOD. He further identified other policies, such as the Rosebank City Improvement District, the Dunkeld Residents Association for Rosebank, Intersite development proposals for the larger Pretoria Station precinct, and the Department of Public Works land assembly for the Pretoria Station precinct.
Pretoria Station
Types and mix of uses
Pretoria Station is situated on the edge of a central business district (CBD) which, although already formally established, includes many fairly old and dilapidated buildings. One of the aims of locating the station here has been the revitalisation of the declining CBD through the upgrading and improvement of the area, as well as the encouragement of business, residential and tourism facilities. The study area comprises 82 properties. The property type is identified by the use of the buildings as observed on the ground by the researcher and verified by the provisions of the town planning scheme for the area. Table 3 shows the types and mix of uses found around the Pretoria Station, indicating residential to be the dominant use.
Most of the residential properties are low-rise stand-alone houses. These constitute 43% of the residential units, while high-rise residential flats constitute 40% and vacant stands constitute 17%.
Hospitality properties in this area are primarily hotels. Parking premises and open spaces are municipal-owned. Mixed-use properties predominately comprise retail use on ground floors and residential flats on upper floors, which constitute 75% of mixed-use properties, while mixed-use properties comprising retail and offices constitute 25% of the mixed-use properties.
The density of property as depicted by the height of the building is presented in Table 3. The tallest building has ten storeys and is residential high-rise. All the mixed-use properties are located in the same locality and range in height from six to nine storeys.
The Gautrain Pretoria Station Development Framework (Tshwane 2003) provides the densities required to sustain the Gautrain Rapid Rail link. These desired densities for the Pretoria study area are not very different from the existing status shown in Table 3, owing to the nature and location of Pretoria Station in an already densely built area with a good mix of uses. The development framework hence provides that densification in this node will be achieved by developing residential properties and converting empty offices into residential accommodation.
Use of non-motorised transport
The use of non-motorised transport in this neighbourhood is of a high level, as it is a busy area with a number of public transport facilities which generate many pass-by and transferring walking trips, in addition to trips originating at the office and residential properties in the precinct. Sidewalks and open spaces are already well provided, and Gautrain invested in improved sidewalks and crossings immediately adjacent to the station. Nevertheless, some existing sidewalks are in a poor state of repair, which negatively affects safety and the quality of the walking environment. The northern side of the neighbourhood comprises a terrain with a relatively steep gradient, which affects the ability to walk and cycle.
The availability of various modes of transport
Pretoria Station is a hub of public transportation systems comprising the Gautrain and its bus feeder system, Metrorail, long-distance buses, metered taxis and mini-bus taxis. Private vehicles are also used, as supported by the provision of parking space within the public open space and railway property.
Midrand Station
Types and mix of uses
Midrand is a greenfields station that has been integrated with planning proposals rather than existing development. The location east of the N1 motorway, in a sparsely developed spot, was chosen because it links the emerging Midrand CBD, Gallagher Estate (a conference venue), various planning proposals of the municipality, and a very large proposed mixed-use development named Zonk'Izizwe. The larger Midrand area is slowly transitioning from a low-density rural to a more urban environment, but it generally lacks pedestrian and public transport facilities. The station was thus earmarked for its future potential rather than its current vibrancy.
The Midrand Station study area comprises 32 properties. The type of use dominating this area is business, followed by residential, agricultural, offices and open space in that order (see Table 4). According to the Consolidated Johannesburg Town Planning Scheme (Johannesburg 2011), business use referred to here could include retail, offices, parking, showrooms and restaurants.
The tallest building in the neighbourhood is eight storeys high, while all residential flats are three storeys high. Twenty-four out of 32 properties are undeveloped. The Midrand Urban Development Framework (Johannesburg 2008b) provides the required height of buildings in the study area that can sustain Gautrain as follows: the tallest buildings of up to 13 storeys are expected for properties closest to the station, while seven-storey and ten-storey properties are expected for properties further away from the station, at the edge of the study area. In comparison with the height of existing properties, it is clear that there is still a gap between the existing and the desired height of property. This gap indicates the need for some property development projects to be undertaken to meet the required densities that can sustain the Gautrain.
Use of non-motorised transport
The station precinct has limited walkability due to its location on a steep gradient and right next to a major arterial. The K101 road tends to create a barrier to walking due to its width, high traffic speeds, and insufficient sidewalks and pedestrian crossings. Streets are not labelled, making way-finding more difficult.
The availability of various modes of transport
The modes of transport found in the Midrand Station neighbourhood include private cars, the Gautrain and its bus feeder system, as well as minibus taxis. There are two taxi ranks in close proximity to the study area.
Rosebank Station
Types and mix of uses
Of the three study sites, Rosebank already displayed most TOD principles before the advent of the Gautrain. The area around the station was a well established node comprising a mix of primarily retail and office uses, with a strong tourism component. The buildings in the study area were generally in good condition, except for a few that required refurbishment. The implementation of the TOD concept was thus aimed at revitalising an existing urban node, as well as at promoting a mix of uses, particularly residential densification. The retail core and office components need to be managed and sustained in order to attract passengers for the Gautrain.
The Rosebank study area comprises 103 properties and is characterised by a variety of land uses. Table 5 shows that the dominant use is office use, followed by residential use. Hospitality, mixed-use, retail, educational and parking uses were also noted. The dominance of office use has been boosted by recent construction, as well as by the conversion of some houses into offices, mostly in the Parkwood suburb along Bolton Road.
Residential properties are characterised by low-density and high-density residential apartments. Of all the residential properties, 79% are low-density stand-alone houses, 18% are high-rise apartments and 3% are vacant stands.
Although the statistics seem to show a low percentage of retail use, there is a lot of retail space in this node, which constitutes mixed-use. All the mixed-use properties tend to have a retail component. Similarly, office uses are also incorporated in all the mixed-use properties, while 33% of the mixed-use properties contain hospitality uses. The Rosebank Urban Development Framework (Johannesburg 2008a) describes the dominance of office space, as well as retail and hospitality, to be as a result of the character of Rosebank as a regional node within the Gauteng region.
Table 5 shows that the tallest building in the area is a nine-storey mixed-use property comprising retail, offices and hospitality. The Rosebank Urban Development Framework (2008) provides the height of buildings desired in order to meet the required density and hence promote ridership of the train. The height of mixed-use properties is expected to be up to 20 storeys, offices up to 15 storeys and residential up to six storeys. This, in comparison with the current height of buildings provided in Table 5, shows that there is need for some adjustments to the existing densities in order to meet the desired densities for the Rosebank study area. Significant redevelopment of the low-density residential component would have to take place to make this happen.
Use of non-motorised transport
The mix of uses in the Rosebank study area, both horizontally and vertically, promotes walking within the neighbourhood. The Rosebank business district is very pedestrian friendly, as most of the streets have been pedestrianised and the station is well integrated with the mixed-use properties, forming the heart of the Rosebank neighbourhood. Where the streets have not been pedestrianised, appropriate sidewalks have been provided and intersections are signalised.
The availability of various modes of transport
Rosebank Gautrain Station neighbourhood is served by various modes of transport, including private cars, the Gautrain and its bus feeder services, Metrobus, metered taxis, minibus taxis, as well as the proposed bus rapid transport. Bus and taxi routes are generally well integrated, and all facilities are within walking distance of the node.
Identification of properties developed since the announcement of Gautrain in 2000
Pretoria Station
The Building Application register reflects all the applications for Building Control received by the municipality over the period 2000 to 2011. It provides an indication of where development is occurring on the ground and where developers are still in the planning stages. The register shows that in the Pretoria precinct 13 building control applications were received since the announcement of the Gautrain project, of which12 have a direct influence on new developments as they are applications for building plans approval and/or demolition of old buildings. Of these, five applications have been approved and, to date, the construction of four has commenced. Aerial photographs supplied by the Tshwane Municipality for the periods 2001, 2003, 2005, 2007, 2009 and 2010 confirmed that four properties were developed during that period. Apart from the railways-owned land used for the construction of bus and rail facilities, the developed land uses included residential, mixed-use and parking (Table 3).
The above analysis suggests that the extent of private sector development activity in the Pretoria Station area was rather modest and slow to emerge. This is partly due to a shortage in developable land, as most land in this area is railway-owned.
Midrand Station
Six properties were developed in the Midrand study area since the announcement of the Gautrain project in 2000. Of these six properties, five are new developments that were built and completed (as confirmed by both aerial photographs and building application data provided by the Municipality, as well as an interview with the Gautrain Management Agency official) - four residential and one office building. The Town Planning Application System shows that one property
- the mixed-use development of Zonk'Izizwe
- is at the planning stage, development rights already having been applied for.
Rosebank Station
Forty-seven properties went through some stages of property development, varying from planning the project to actual construction, since the announcement of the Gautrain project in 2000. This is approximately 44% of the properties in the Rosebank study area. Of the 47 properties, 68% made new development applications with the Municipality of Johannesburg in terms of the Town Planning Application System (TAS), representing the planning stage of property development. The remaining 32% were developed in line with the existing provisions of the scheme. The Building Application System also shows that 28 properties applied for building plans approval. Data derived from the researcher's physical inspection, in conjunction with the analysis of aerial photographs, as well as the interview with the Transit Management Agency official, shows that 20 properties went through the construction phase and one property went through demolition to become a vacant stand. There is clearly a high level of activity in the Rosebank Station node.
Role of TOD in private property developers' decision-making
Developers were asked to rate the importance of various TOD principles in their decision to invest in property within the station precincts (i.e. within 400 m of the Gautrain stations). Figure 5 shows the results. Results varied slightly between stations, suggesting that different considerations drive property development in different environments. In all three areas the availability of the Gautrain rated very highly, indicating that developers are aware of the potential of the rail system to improve the viability and profitability of their properties. Gautrain rated more highly in the more decaying (in the case of Pretoria) and more emerging (Midrand) nodes, suggesting that developers buy into the authorities' vision of leveraging nodal (re)generation through investment in the train system. In Rosebank, where many TOD elements were already present, Gautrain is considered equally important to the ability to achieve high densities and mixed-land uses, and supportive policies and incentives.
The importance of supportive policies and incentives was echoed during the interviews. Property developers' recommendations centred on the need to reduce the time of development and building approvals, the provision of incentives that can reduce the cost of construction for developers, and the possibility of specific financing for TOD property development. One important recommendation that was brought up by individual and small developer firms concerned the need to advertise the Gautrain more, to overcome the problem of lack of knowledge about the train.
Extent of TOD principles implemented at selected Gautrain stations
Literature identified a TOD neighbourhood as one that can foster sustainability by creating walkable, mixed-use, compact and vibrant places around high-quality public transport nodes, especially in automobile-dependent societies. Similarly this research identified four key TOD principles informed by spatial planning in the implementation of the TOD concept at the Pretoria, Midrand and Rosebank Gautrain stations. The principles are a mix of various land uses, higher density in terms of building heights, ability to walk and cycle in the neighbourhood, and the availability of various transport modes.
The research found that the amount of development that has taken place towards the TOD concept varies significantly across the three stations. There is evidence of accelerated property development and increasing mixed use at all three sites, but activity is by far highest in Rosebank where elements of TOD design - notably well-integrated mixed-use environments, pedestrianised spaces of high quality, and modal integration - are most present.
The preparation of local spatial development frameworks for each of the station precincts emerged as an essential commitment by the authorities to foster TOD, which could in turn motivate property developers to engage in building in the TODs. This research has shown, however, that none of the three stations has as yet fully met the spatial TOD principles provided by these frameworks. This confirms the findings of literature that TOD neighbourhood development takes a long time, more than a decade, to develop.
The Pretoria Station neighbourhood, being a downtown type of TOD in the CBD of Pretoria, has maintained the mix of uses and densities that existed before the Gautrain Rapid Rail Link project. The Midrand Station neighbourhood is a greenfields type of TOD neighbourhood where, literature shows, implementing a TOD can be fairly easy. However, the Midrand Station neighbourhood has not started to reflect the implementation of the provisions of the Station Development Framework. Property development in this neighbourhood is slow, as most of the land around the station is not developed and the large tract of land surrounding the station is owned by one entity, while most of the land west of the K101 is owned by another. Significant investment is needed to turn this largely vacant, car-oriented area into a TOD-supportive neighbourhood. This illustrates the risks involved in attempting to implement TOD in an area belonging to only one or two property developers. It seems easy for the property development process to be out of sync with the transport investment.
The study also demonstrates the importance of promoting residential land uses in TOD nodes, as these result in increased population density that improves ridership (and reverse ridership share). In both the Pretoria Station and Rosebank Station neighbourhoods there are substantial components of residential use, and some further residential development has occurred in recent years. Yet it seems most of this development is either of a low-cost or a low-density quality, which is not conducive to TOD success.
Rate of property development since the announcement of the Gautrain in 2000
Although the rate of property development varies significantly across the case study areas, there is evidence that the TOD concept does attract new development in the vicinity of Gautrain stations. Property developers consider the presence of the Gautrain to be a major factor influencing their decision to develop in these areas. The Gautrain is especially important in the less developed, less attractive nodes of Midrand and Pretoria. This suggests that, in line with international experience, the benefits offered by a high-quality public transport system in terms of permanence, nodal regeneration potential, and securing property demand, are also present locally.
What seems equally clear, though, is that there are real estate fundamentals other than the TOD principles that drive property development, and these will ultimately determine the success of a TOD undertaking. When comparing the vibrant Rosebank with the slower-growing Pretoria and Midrand precincts, a number of factors seem to contribute to its success: (1) prior successful mixed-use properties that demonstrated market demand at this location, (2) good design, (3) land available for development, and (4) the "location, location, location" factor of Rosebank as a regional node in Gauteng. It seems likely that the strong real estate fundamentals already present were further strengthened by the proximity and availability of the Gautrain Station.
The outcomes of the research have generally tended to match the findings of the surveyed literature on the impact of TOD on property development. TODs in the western world, wherever implemented, take a long time to develop. In the South African context it has been eleven years since the announcement of the Gautrain project; yet, on the ground, the pace of change is slow and, in some cases, non-existent.
There might be merit in recognising that not all stations are good candidates for TOD - whether because of their location, development environment, or intermodal potential. It is important to identify in advance those with highest potential to enable energies to be focused where they will most effectively achieve the synergies needed to make TOD work.
In conclusion, it is possible that the slow manifestation of the TOD principles at some Gautrain stations inhibited private property developers' interest in investing in station areas. Developers need to see the commitment of government and the public transport agency in creating the TOD neighbourhoods as already applied at successful transit villages in the western world.
This research was financially supported by the Department of Transport through the Sustainable Public Transport and Sport Project, implemented by the United Nations Development Programme (UNDP), and funded by the Global Environment Facility (GEF).
Anderson-Watters, C 2009. Transit-friendly design guidelines: A guide for planners, developers, elected and appointed officials. Frederick County, Maryland. [ Links ]
Blume, K 2008. Past Presidents' Award for Merit in Transportation: Bus rapid transit land development guidelines. ITE Journal, 78(11): 22-31. [ Links ]
Cervero, R 2009. Public transport and sustainable urbanism: Global lessons. In Curtis, C, Renne, L & Bertolini, L (Eds), Transit-oriented Development: Making it Happen, Farnham, UK: Ashgate Publishing, pp 23-35. [ Links ]
Cervero, R, Arrington, G B, Smith-Heimer, J, Dunphy, R, Murphy, S, et al 2004. Transit-oriented development in America: Experiences, challenges, and prospects. Washington DC: Transit Cooperative Research Program (TCRP), TCRP Report 102. [ Links ]
Cloete, C E 1999. Property Development, 2nd edition. Sandton: SA Property Education Trust, Vol. 1. [ Links ]
Curtis, C, Renne, L & Bertolini, L (Eds) 2009. Transit-oriented Development: Making it Happen. Farnham, UK: Ashgate Publishing. [ Links ]
Deakin, E & Mejias, L 2005. Redevelopment and revitalisation along urban arterials: Case study of San Pablo Avenue, California, from the developers' perspective. Quoted in Blume, K, 2008, Past Presidents' award for Merit in Transportation: Bus rapid transit land development guidelines. ITE Journal, 78(11): 22-31. [ Links ]
Department of Housing, South Africa 2000. Guidelines for Human Settlement Planning and Design. Pretoria: Government Printer. [ Links ]
Dittmar, H & Ohland G (Eds) 2004. The New Transit Town: Best Practices in Transit-oriented Development. Washington, DC: Island Press. [ Links ]
Downs, JC Jr 1991. Principles of Real Estate Management, 13th edition. Chicago: Institute of Real Estate Management. [ Links ]
Du Plessis, J 2010. Injecting a rapid rail link into a metropolis. Civil Engineering, 18(8): 63-66. [ Links ]
Gautrain Management Agency 2008. Gautrain is more than just a train. Mobility magazine, June/August. [ Links ]
Jacobson, J & Forsyth A 2008. Seven American TODs: Good practices for urban design in transit-oriented development projects. Journal of Transport and Land Use, 1(2): 51-88. [ Links ]
Johannesburg Metropolitan Municipality 2008a. Gautrain: Rosebank Station Development Framework. Johannesburg: Metropolitan Municipality, Development Facilitation Section. [ Links ]
Johannesburg Metropolitan Municipality 2008b. Gautrain: Midrand Station Development Framework. Johannesburg: Metropolitan Municipality, Johannesburg. Development Facilitation Section. [ Links ]
Johannesburg Metropolitan Municipality 2011. Consolidated Johannesburg Town Planning Scheme Johannesburg: Metropolitan Municipality, Town Planning Section. [ Links ]
Marx, P L, Stallsmith, E & Zimmerman, M V 2006. Developing transit. Journal of Mass Transit, 32(5): 42-48. [ Links ]
McLinden, S 2006. It takes a transit village. National Real Estate Investor, 48(11): 67-72. [ Links ]
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Tshwane Metropolitan Municipality 2003. Gautrain: Pretoria Station Development Framework 2003. Pretoria: Tshwane Metropolitan Municipality, Development Planning Section. [ Links ]
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Contact details:
Rudo Mushongahande
Department of Construction Economics
University of Pretoria
Pretoria, 0002
South Africa
Box 579, Musina, 0900
E: email@example.com
Contact details:
Chris Cloete
Room 3-16, Building
5 South Campus
University of Pretoria
Pretoria, 0002
South Africa
E: firstname.lastname@example.com
Contact details:
Christo Venter
Centre of Transport Development
Department of Civil Engineering
University of Pretoria
Pretoria, 0002
South Africa
E: firstname.lastname@example.com
RUDO MUSHONGAHANDE holds a Masters Real Estate degree from the University of Pretoria (2012) and a BSc Honours in Rural and Urban Planning from the University of Zimbabwe (2000). She has seven years' working experience in property finance, development and valuation. She is affiliated to a number of professional bodies, amongst others the South African Council of Property Values Profession, the South African Council for Planners, the Zimbabwe Institute of Regional and Urban Planning, the Real Estate Institute of Zimbabwe and the Golden Key International Honour Society.
PROF CHRIS CLOETE is Programme Leader: Real Estate in the Department of Construction Economics at the University of Pretoria. He has presented about 80 papers at international conferences, has published 30 academic papers and is author or editor of 13 books. The awards that he has received include the British Council Fellowship for South Africa taken up at Oxford University (1973-1975), Outstanding Academic Achiever at the University of Pretoria (1996), Certificate for Educational Innovation at the University of Pretoria (1999 and 2002), first Honorary Life Membership of the South African Council for Shopping Centres (2000), and Fellow (as Eminent Member) of the RICS (2004).
PROF CHRISTO VENTER Pr Eng is an Associate Professor of Transportation Engineering in the Department of Civil Engineering at the University of Pretoria. His teaching and research activities focus on public transport, transport policy and planning, travel demand modelling, and social aspects of mobility. He Is a member of theSouth African Institution of Civil Engineering.


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text:
- Telephone:
- 07814 213919 | 07496 319376
Key factsPrint summary
3 Owners, Mot ---- , Clean bodywork, Interior - Clean Condition, Tyre condition Good, Black, 3 owners, £4,495
This car comes with
19in Alloy Wheels - 9J x 19 (Front) 10J x19 (Rear) V Spoke, Air Conditioning, Automatic, Alarm System, Cruise Control, Electric Windows - Front and Rear, Green Tinted Glass, Hill Descent Control (HDC), Metallic Paint, On - Board Computer (OBC), Park Distance Control (PDC), Front and Rear, RDS Radio/Cassette Player, Rain Sensor, Seat Adjustment - Front, Electric with Driver Memory
- 201903035508976
- 2005
- 05
- £4,495
- 450
- 106,000
- Cars
- Ge55nm4d2nc=
Vehicle summary
|Body style
|Engine size
|2993 cc
|Fuel type
|Number of doors
|Number of seats
|Gearbox type
|CO2 emissions
|250 g/km
|Insurance group
|Standard manufacturer's warranty (miles)
|No details available
|Standard manufacturer's warranty (years)
|No details available
|Standard paintwork guarantee
|No details available
Performance & economy
|Fuel consumption (urban)
|23.5 mpg
|Fuel consumption (extra urban)
|35.3 mpg
|Fuel consumption (combined)
|30.1 mpg
|0 - 60 mph
|8.8 seconds
|Top speed
|130 mph
|Engine power
|218 bhp
|Engine torque
|368.00 lbs/ft
|1715 mm
|Height inclusive of roof rails
|No details available
|4667 mm
|2820 mm
|1872 mm
|Width including mirrors
|No details available
|Fuel tank capacity
|93 litres
|Minimum kerb weight
|2180 kg
|Interior features
|Exterior features
|2 x 12V Power Sockets in Rear
|Metallic Paint
|Rear - View Mirror Automatically - Dimming
|Rear Wash/Wipe
|Titan Line Interior Trim
|Exterior Mirrors - Heated, Electric Adjustment
|On - Board Computer (OBC)
|Side Impact Protection
|Reading Lights Front and Rear
|Roof Rails
|Front and Rear Centre Armrest
|19in Alloy Wheels - 9J x 19 (Front) 10J x19 (Rear) V Spoke
|Sports Seats, Front
|Heated Windscreen Washer Jets
|Electric Windows - Front and Rear
|Headlamp Wash
|Rear-Seat Folding Assistance (1/3 Right - 2/3 Left Split)
|Electric Interior Upper Tailgate Release
|Cruise Control
|Body Colour Bumpers
|RDS Radio/Cassette Player
|Cup Holders
|Air Conditioning, Automatic
|Centre Console
|Multi - Function Steering Wheel
|Steering Column with Electric Reach and Rake Adjustment
|Rain Sensor
|Sports Steering Wheel
|Six - Speakers
|Heated Rear Screen
|Front Seats with Power Height Adjustment
|Green Tinted Glass
|Upholstery - Spirit of Nature Cloth
|Seat Adjustment - Front, Electric with Driver Memory
|Drivers Airbag
|Front Passenger Airbag
|High Level Third Brake Light
|Power - Assisted Steering
|Automatic Headlight Activation
|Child Seat ISOFIX Attachment
|Park Distance Control (PDC), Front and Rear
|Front and Rear Head Restraints
|Hill Descent Control (HDC)
|ITS Head Airbags
|Alarm System
|Automatic Stability Control (ASC)
|Anti - Lock Braking System (ABS)
|Central Door Locking - Remote Control
|Centre Rear Seat Belt
|Front-Seat Belt Tensioners
|Front Fog Lights
|Airbags - Front Sides
|Engine Immobiliser
|Traction Controle
Please note
This includes MPG figures which are calculated under European Standards, in test conditions, and will vary under normal driving conditions. The information displayed above describes the typical specification of the most recent model of this vehicle. It is not the exact specification for the actual vehicle being offered for sale which may vary. Specifications for older models may also vary. Please contact us prior to purchase to confirm the exact specification of this vehicle.
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text:
stop feeding criminals
Editor, the Record:
How many more children and innocent people have to be killed before we realize we are feeding these animals? We show these animals' faces on TV and newspapers. We talk about them on talk shows. Stop it.
We should be looking at pictures of the presents that these children will never open, of them sitting on Santa's lap which they will never do again, and the grief of the parents that, every time Christmas comes around, their thoughts will be of their dead child. Their grief will be overwhelming and always in their hearts.
Let's help the children that we have left and show them the good things and accomplishments that other young people do, the celebrities who spend their time promoting good works and the sports figures who do not get their picture taken because they have broken the law.
Our children are the most treasured gift we will ever receive, and we can't replace them, but we can protect them. We can insist that the schools put in security like we have in the airports and have it in a spot before entering the main doors.
Tighten school security and stop feeding criminals
stop feeding criminals