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Concepcion and the Arbitration Fairness Act
The following is the first contribution to our online arbitration symposium. The author, Christopher R. Drahozal, is the John M. Rounds Professor of Law and Associate Dean for Research and Faculty Development at the University of Kansas School of Law. He is an Associate Reporter for the Restatement (Third) of the U.S. Law on International Commercial Arbitration and served as the Chair of the Arbitration Task Force of the Searle Civil Justice Institute.
In a press release dated the same day as the Supreme Court's decision in AT&T Mobility v. Concepcion, Senators Franken and Blumenthal and Representative Hank Johnson announced that they would be reintroducing the Arbitration Fairness Act (AFA) into Congress. Although the AFA has taken various forms over the years, its most recent iteration provides that "no predispute arbitration agreement shall be valid or enforceable if it requires arbitration of an employment dispute, consumer dispute, or civil rights dispute." According to Senator Franken, "[t]he Arbitration Fairness Act would help rectify the Court's most recent wrong [in Concepcion] by restoring consumer rights," while Senator Blumenthal asserted that "[t]he Arbitration Fairness Act would reverse this decision and restore the long-held rights of consumers to hold corporations accountable for their misdeeds." Consumer groups likewise touted the Arbitration Fairness Act as a necessary response to the Concepcion decision.
Of course, the political realities are such that Congress is unlikely to enact the AFA. A more likely regulatory response would come from the Consumer Financial Protection Bureau (CFPB), which is authorized to "prohibit or impose conditions or limitations on the use of" pre-dispute arbitration agreements in "consumer financial product or service" contracts "if the Bureau finds that such a prohibition or imposition of conditions or limitations is in the public interest and for the protection of consumers." The CFPB could adopt a narrower version of the AFA in response to Concepcion, limited to contracts within its regulatory authority, so long as the statutory prerequisites were met.
So is enactment of the Arbitration Fairness Act (or a narrower version thereof by the CFPB) an appropriate response to Concepcion? I focus on the core holding of Concepcion: that the Federal Arbitration Act preempts state court decisions holding class arbitration waivers unconscionable. Certainly enacting the AFA would address the concerns of consumer groups that businesses might use arbitration clauses, combined with class arbitration waivers, to reduce or eliminate the availability of class relief. If pre-dispute arbitration clauses are unenforceable in consumer contracts, then such clauses cannot be used to avoid class relief.
But enacting the AFA would be an overbroad response to the Court's decision in Concepcion "" it would do more than simply reverse Concepcion "" for two reasons. (Note that for the rest of this post I take as a working assumption that Concepcion should be overruled. That assumption itself is an issue worth debating, but it is not the subject of this post. My point here is that, even assuming Concepcion should be overruled, a ban on pre-dispute arbitration clauses is an overbroad way to do so.)
First, although some businesses use arbitration clauses to reduce their susceptibility to class relief, the available evidence suggests that avoiding class relief is not the only reason businesses use arbitration clauses in their consumer contracts. The fact that arbitration clauses also include class arbitration waivers is often cited as evidence that avoiding class relief is the business's motivation for using arbitration. But in a sample of 299 consumer arbitrations administered by the American Arbitration Association in 2007, only 109 (or 36.5%) arose out of arbitration clauses with class arbitration waivers. The use of class arbitration waivers varied systematically by industry (as shown in the figure below, click to enlarge):
"[a]ll cases involving cell phone companies (5 of 5, or 100.0%) and all cases involving credit card issuers (26 of 26, or 100.0%) arose out of arbitration clauses with class arbitration waivers. By comparison, just over half of cases arising out of car sale contracts (34 of 64, or 53.1%) and contracts with home builders (11 of 17, or 64.7%) included class arbitration waivers. Meanwhile, none of the cases arising out of insurance contracts or real estate brokerage agreements included class arbitration waivers."
While some of the clauses studied might predate the growth in class arbitration in recent years (prior to Concepcion), the data nonetheless suggest that reasons other than avoiding class relief motivate the use of arbitration clauses by businesses in some industries. If so, making all consumer arbitration clauses unenforceable would be an overbroad response to concerns about the effect of arbitration clauses on the availability of class relief.
Second, using the Arbitration Fairness Act to reverse Concepcion would be an overbroad response for another reason: it would establish a uniform federal rule rather than permitting states to adopt their own regulatory approaches. (Indeed, the same point would apply to narrower regulatory responses to Concepcion, such as requiring all consumer arbitration clauses to permit class arbitration or excluding class actions from the scope of consumer arbitration clauses. While such approaches would avoid the first type of overbreadth discussed above, they would still replace a diversity of state approaches with a uniform federal rule.)
Prior to Concepcion, states had taken differing approaches to the enforceability of class arbitration waivers. Thus, while courts in some states, like California, had held class arbitration waivers unenforceable, courts in other states had upheld such provisions. (One classification of court decisions on the issue is available here.) Although the petitioners and respondents in Concepcion disagreed about the precise status of the decisions in various states, they agreed that there were a diversity of approaches.
Concepcion replaced that diversity of approaches with a single rule permitting class arbitration waivers. The AFA would go to the opposite extreme, replacing that diversity of approaches with a single rule making all pre-dispute consumer (and employment) arbitration clauses unenforceable (whether they include class arbitration waivers or not). Stated otherwise, if the Court had ruled the other way in Concepcion, it would not have outlawed class arbitration waivers altogether, much less outlawed pre-dispute consumer arbitration agreements altogether. State laws or decisions that permitted such provisions or agreements would have remained effective. To reverse Concepcion, then, one should adopt a rule that permits states to decide whether to enforce class arbitration waivers, rather than a rule (like the Arbitration Fairness Act) that makes all consumer arbitration clauses unenforceable.
I am well aware that Concepcion itself (indeed, the whole line of Supreme Court FAA preemption decisions, beginning with Southland Corp. v. Keating) is subject to such criticisms on federalism grounds. Concepcion precludes states from making class arbitration waivers unenforceable, while Southland precludes states from making consumer and employment arbitration agreements unenforceable. My point here is simply that such criticisms do not justify enacting the Arbitration Fairness Act, which is no more federalism friendly than Southland. If one wants to overrule Southland, the way to do so is to make the FAA inapplicable in state court (or, more generally, to permit states to regulate consumer arbitration clauses), not to adopt the opposite, but equally uniform, federal rule. But none of the bills introduced in Congress in recent years seeks to do that, just like none of the responses to Concepcion seeks only to reverse that decision.
The bottom line is that Concepcion does not justify enacting the Arbitration Fairness Act (or a ban on pre-dispute arbitration clauses in contracts within the jurisdiction of the CFPB). Seeking to reverse the decision would at most justify returning the authority to regulate class arbitration waivers to the states, not a uniform federal rule. And even if the objection to Concepcion is a broader one "" such as that the decision illustrates how businesses can use arbitration clauses and class arbitration waivers to avoid class relief "" the Arbitration Fairness Act still would be an overbroad response. Instead, the appropriate response on that view would be to make class arbitration waivers (not all pre-dispute arbitration clauses) unenforceable, or to exclude class actions from the scope of consumer and employment arbitration clauses.
Recommended Citation: Christopher Drahozal, Concepcion and the Arbitration Fairness Act, SCOTUSblog (Sep. 13, 2011, 11:46 AM), https://www.scotusblog.com/2011/09/concepcion-and-the-arbitration-fairness-act/


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Prices for a wide range of commodities fell Monday after a new forecast of slower growth in China ramped up worries about the global economy.
The World Bank's lowered expectation for China was one of three issues that prompted investors to sell riskier assets on a day when volumes were light because of the Columbus Day holiday.
The bank revised its economic growth forecast for China to 7.7 percent from 8.2 percent, which was issued in May. It said there is a risk of a more pronounced slowdown in China than currently expected, citing weak global demand. The bank also cut its forecast for developing Asia-Pacific economies to 7.2 percent from its May forecast of 7.6 percent.
China, which is the world's second largest economy, imports large quantities of raw materials, from copper and other industrial metals to oil and agricultural products. Slower growth means demand likely will fall for commodities.
China's economic slowdown occurred as the government tried to cool an overheated economy. Its growth was 7.6 percent at the end of the second quarter, and some officials have predicted it will slow even further before it begins to recover.
Meanwhile, European finance ministers from countries are meeting as unrest continues in Greece and Spain over austerity cuts imposed to try to control debt problems. The ministers are expected to review recent developments in the region's debt crisis.
Traders are waiting for more details about efforts in both countries, along with the broader region, analysts said.
The global economic worries caused the dollar to strengthen against most currencies. Because commodities are priced in dollars, a stronger dollar makes them more expensive for traders who use other currencies.
In December contracts, gold dropped $5.10 to end at $1,775.70 per ounce, silver fell 55.5 cents to $34.017 per ounce, copper decreased 6 cents to $3.718 per pound and palladium ended down $6.25 at $656.95 per ounce. January platinum finished down $8.40 at $1,698.80 per ounce.
Most energy contracts finished lower. Benchmark crude fell 55 cents to $89.33 per barrel, heating oil declined 1.16 cents to $3.1443 per gallon and wholesale gasoline dropped 5.94 cents to $2.8931 per 1,000 cubic feet. Natural gas rose 0.7 cent to $3.403 per 1,000 cubic feet.
In other trading, key agricultural contracts were mixed ahead of the U.S. Agriculture Department's updated forecasts on supplies and demand, which is scheduled to be released later this week.
December wheat rose 3.5 cents to end at $8.61 per bushel, December corn fell 6 cents to $7.42 per bushel and November soybeans dropped 0.5 cent to $15.51 per bushel.

subset: commoncrawl


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Got stuck on trying to figure out how to actually compile it. After I've installed gtk2-sharp and mono "make" spits out the following:
And I do notice that it spits out a Weland.exe file. But no Linux executable it seems. Is there something I am missing?
Code: Select all
mcs @weland.rsp
mcs @weland.rsp
make -C Plugins
make[1]: Entering directory '/home/johannesg/weland/Plugins'
mcs -r:../Weland.exe -target:library EnumerateTags.cs
mcs -r:../Weland.exe -target:library Shade.cs
make[1]: Leaving directory '/home/johannesg/weland/Plugins'
(Running Ubuntu Gnome 16.04)


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Research Groups
The scope of highway-safety and transportation-systems research has always required a multidisciplnary approach. Throughout its history, UMTRI has maintained an organizational structure that reflects the many disciplines--mechanical engineering, biomedical engineering, behavioral sciences, statistical analysis, public-policy analysis, and more--upon which our research is based.
The menu at left will allow you to become familiar with the various groups and intiatives that currently reflect UMTRI's organizational structure.


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The SaboteursLarge Print - 2006
From the critics
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The first three books of this series were solid. The fourth book (The Fighting Agents) began to show signs of bloat as Griffin added more subplots than he could effectively manage.
The Saboteurs falls way short of the rest of the men at war series. It strikes me as more of a throw-away book in the series since it does nothing to advance the overall storylines of Canidy, Fullmar, Bitter, Ann, Douglas, or the rest. Canidy and Fullmar were the only main series characters to have any role in the book, and even those were secondary.
The main plot - German Abwher agents in the US - had potential, but was resolved through petty coincidences. The resolutions Griffin used weren't satisfactory in any way.
Simply poor writing.
I'll finish the series since I only have one more to go, but I don't plan on trudging through #6 if it's anything at all like The Saboteurs.
Extremely disappointing. It looks like Griffin's son did not inherit his father's talent
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By DAVID GREEN
Morenci Superintendent of Schools Michael Osborne aims to have an interim principal in place for the start of school Sept. 7, then work toward hiring a permanent high school/middle school principal.
With the departure of principal Nate Parker, Dr. Osborne said there isn't sufficient time to post the opening and go through the interview process before school begins.
He's already heard from some candidates interested in a short-term interim post, but he said the board of education is leaning toward hiring an interim principal who would serve the entire school year. That person could end up as a permanent principal or the board might want to seek a new pool of candidates for the following school year.
Dr. Osborne dispelled a rumor that the position has already been filled. He said a selection committee of teachers and administrators will interview at least five candidates today (Wednesday) and make a recommendation to the board's personnel committee for a second interview.
A candidate could be offered the job Thursday.
Dr. Osborne said he is concentrating on finding someone who will take on a leadership role to help bring the middle school and high school staffs together. Several high school teachers will also spend time in the middle school this year as budget challenges continue to spread the staff thinner.
"It's a transitional time and it's causing us to take some new directions," he said. "We need someone to come in and lead us through the change process by bringing us together."
Dr. Osborne said he was surprised by the number of people interested in the principal position so quickly after Parker left the district.
STAFF—The board met in a special session Aug. 17 to hire a part-time Spanish teacher and to approve a sabbatical leave for high school social studies teacher Jesse Bach. Applications are coming in to hire a long-term substitute to fill Bach's place.
CLEANING—A private cleaning service was used at the high school last year following the retirement of Howard Tew. A private service will also be used this year at the middle school following Jim Petry's retirement.
Several cleaning bids have arrived at the board office, Dr. Osborne said. A board committee will look them over and decide specifics such as whether the school will supply materials or if the company will furnish its own.
FUNDING—Dr. Osborne said state funding promises look fairly good currently, but he's concerned about whether that will hold after the November election with a new governor and some new legislators in office.


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When end control assemblies are used, trim caps finish track ends.
DO NOT use Harken equipment for human suspension unless product is specifically certified and labeled for such use.
N15W24983 Bluemound Rd.
Pewaukee, WI 53072, USAMailing & Delivery InformationTel: 262.691.3320 | Fax: 262.701.5780 Email: firstname.lastname@example.com Technical Service: firstname.lastname@example.com our other locations


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Sentry Solutions Marine Tuf-Cloth, 12" x 12" (91020)
SY1020: Marine Tuf-Cloth
Sentry Solutions
Cleans, prevents rust and lubricates without oils or silicones.
The lint-free replacement for oil and silicone rags. Non-toxic dry film corrosion inhibitors and lubricants provides a fast-drying, water-displacing micro-bonding crystal barrier against rust, friction and wear. For use in or on saltwater, long term storage or extreme conditions.
How It Works
Wiping with Marine Tuf-Cloth gives you cleaning, rust protection and lubrication. Pure mineral spirits is the fast drying carrier for the active ingredients, so Marine Tuf-Cloth cleans as it transfers the lubricants and protectants to all surfaces of your gear for 100% protection. It evaporates, and Sentrys proprietary ingredients bond to the surface; this bonding assures long-lasting effectiveness. Marine Tuf-Cloth s waterproof protection will not wash off or thicken in the cold (even down to -40°F/-40°C). It is dry to the touch so will not attract dirt like oil-based products, nor does it leave a slippery film like silicone. It is safe to use on wood and most plastics. Based on the original Tuf-Cloth formula with additional oil-free corrosion inhibitors not found in Tuf-Cloth, to enhance protection in extreme conditions and saltwater.
Marine Tuf-Cloth is user-adjustable; either by drying in air or adding pure mineral spirits. A wetter cloth applies a thicker shield of protection that dries more slowly. The excess can be buffed off after it is dry without compromising performance. Use Marine Tuf-Cloth to protect equipment, firearms, boat parts, knives, wood and all metal components. It maintains its effectiveness even when it is wet with water, and it will not harm most plastics.
Direction For Use
If surfaces to be protected are very dirty, grimy or oily, best performance will be achieved if the surface is cleaned before using Marine Tuf-Cloth. This helps bonding of the active ingredients and prevents contamination of your Tuf-Cloth.
Clean surfaces well.
Rub surfaces firmly with Marine Tuf-Cloth.
Drying time depends on thickness of coating/dampness of cloth. If cloth dries out add Tuf-Cloth or pure odorless mineral spirits (not turpentine) to restore its original feel. If item is exposed to saltwater: rinse with fresh water, dry and re-wipe with Marine Tuf-Cloth. Return cloth to its special vapor-barrier pouch and seal tightly for longer life.
Use frequently if item is exposed to saltwater, wear or stored outside.
For hard-to-reach areas use with Sentrys Solutions Award Winning Tuf-Cloth.
Contains mineral spirits. Wash hands after using. Keep away from children.
- Firearms:
- Rust Protection: Rust Protection for Your Firearms
- Knives:
- Rust Protection: Protect Your Knives Against Rust
- Marine:
- Rust Protection: Rust Protection for Your Marine Equipment
- Fishing tackle: Protect Your Fishing Tackle
- Saltwater Protection: Protect Against Saltwater
- Sport & Other Uses:
- Rust Protection: Rust Protection for Your Sports and Other Equipment
- Wood Working: Wood Working
- Golf: Protect Your Golf Equipment


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Amuse Management Group has introduced their newest venture, Bluestem Brasserie, an urban neighborhood restaurant. Situated where culture, business and fashion meet in downtown San Francisco the brasserie has something for everyone.
The menu contains delicious classics one might expect from a typical brasserie. Appetizing dishes, a diverse selection of cocktails and an extensive wine list draw guests in. Every savory ingredient, including their grass-fed beef, arrives directly from trusted ranchers and farmers. The name of the brasserie, Bluestem, comes from the native North American grass favored by cattle ranchers after all. No meal is complete without a bite of delightfully traditional dessert reinvented for your pallet. All of the mouth-watering cuisine is prepared for your enjoyment by executive chef Sean Canavan.
"I am thrilled to join the Bluestem Brasserie team and to be part of this distinctive new restaurant concept," said Canavan. "As a longtime Bay Area resident and chef, I am deeply appreciative of the abundance of talented and hardworking farmers, ranchers and fisherman that bring us the amazing produce of this region. I look forward to pursuing my interest in butchering whole animals and using them nose-to-tail and creating simple, rustic cuisine that, with our gracious, caring service will give our guests the freedom to either stop by or settle in for a memorable meal." Canavan has had the opportunity to work at many top restaurants including Left Bank in Larkspur, Kokkari Estiatorio and Pacific Restaurant at San Francisco's Pan Pacific Hotel.
If the spectacular menu alone isn't enough to arouse your taste buds then the interior, designed by Olle Lundberg Design, is sure to set the mood. The space, modeled after expansive meadows, provides guests with a comfortable open dining area that flows outwards to the outdoor terrace and rooftop bar.
Like Haute Living San Francisco? Join our Facebook page or follow us on Twitter @HauteLivingSF. Want Haute Living San Francisco delivered to your inbox once a week? Sign up for our newsletter.


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A revival of the 1994 classic, The Lion King tells the story of Simba, a lion cub who is destined to take his place as king after his father. But a tragedy befalls and Simba is forced out of the kingdom. The movie follows his journey from cub to lion, and how he finds the courage to face who he truly is.


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Street Fighter 1966 Ford Mustang, Part 13
Street Fighter 1966 Ford Mustang, Part 13
Aug 20 2010, 01:11 PM
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1966 Ford Mustang Project Street Fighter Paint Job - Paint Your Own Car
How To Get Show Quality Results On Your Own Using Summit's Affordable Paint Shop System
From the February, 2010 issue of Popular Hot Rodding
By Liz Miles
Photography by Randy Lorentzen, Liz Miles
Unless you were lucky or smart enough to pick up a project with a clean coat of paint already on it, you will at some point find yourself at this juncture. Your smarter side says to find someone reputable to take over the project for this phase. Your more adventurous and sometimes self-destructive side tells you it can't be that hard, and that you can do it yourself. We found a happy middle ground for our '66 Mustang, known as Project Street Fighter. Cris Gonzalez, owner of JCG Restorations and Customs in Oxnard, California, opened his shop's doors to us to help teach us how to make it happen. He also lent us his best body man, Leo Alcarzar, for the duration of the project to guide us through the steps. We also got Primo Valdovinos, Cris' lead fabricator to do the rust repair, patch panels, and some welding to clean up the Mustang. Between Leo, Primo, and I, there are over 350 hours of prepping, sanding, filling, welding, taping, painting, and polishing that went into this project. If we were to hand the keys over to JCG and ask them to do all of the work from start to finish, it would be around $8,000. Nevertheless, the more work you can do yourself, the more money you will save, and that's what we were after. Above all else, the idea was to learn the necessary skills, and document them for you. Know that we aren't passing Project Street Fighter off as a low-buck car, but it's not by any means a show-only car either. The idea was to get as close to show quality as possible, while doing it on a real-guy budget-a goal many of you share with us.
In the planning stage, you have to consider how much time and money to allow yourself. If you want to do everything to its highest possible quality, you'll find yourself on a slippery slope to joblessness and debt. If you are cutting corners and skipping steps, you'll end up with a lesser outcome. The goal is to pick your battles-and your materials-wisely.
So far, with exception of the transmission installation, the project has been done outdoors in the apartment complex parking lot where I live. The bare metal and highly porous qualities of body filler make it unwise to perform bodywork outside, especially with the damp morning air. The idea was to do the most of the grunt work myself, while leaving the crucial workings to the experts. With the car at JCG Restorations and Customs, we were in good hands. Before the disassembly began, we decided on a paint system. You may recall in last year's paint and body issue, we wrote about Summit's new line of paints, and we've been eager to try them out since then. The great thing about the Summit system is that it's very inexpensive, and there is a large selection of colors to choose from. Summit has made a one-stop shop for everything you need to do the job of painting your car, from start to finish. Because of the color selection, we upgraded from the black and orange combination of our rendering, to a charcoal and bright-orange metallic to make things a little more interesting.
Our final product was more impressive than we thought it would be. We spent minimal funds on the supplies, and traded money for time getting our hands dirty to help reduce the overall money spent. We were going in with a budget theme, and came out with a show quality paintjob.
The first step is to disassemble the vehicle. Along the way you'll run into many seized screws and broken-off or rounded bolt heads, which can be taken care of with an Easy-Out set from Craftsman and a couple cans of Royal Purple Maxfilm penetrating lubricant. Though it's fun to fulfill your destructive side and yank out every part in sight with the speed and vigor of a mad man, there are a couple things you should slow down for to make reassembling easier. First off, take a lot of photos of the car while it's still together. Things like the interior door assembly are pretty complicated, and can be difficult to put back together without references. The second thing that will save you much time and frustration is putting all of the hardware in plastic bags and labeling them. There are hundreds of bolts that look very similar, but will fight you going back on if they aren't exactly right.
Getting everything out of the car is the fun part! Because bodywork is such a messy job, take everything out of the car you don't want to get covered with paint overspray and filler dust.
We removed the entire interior and all of the glass to make the job easier
Panel Prep
Anyone with experience will tell you good paint preparation is the key. The actual painting part of the process is a very small percent of the work. If the bodywork under the paint isn't right, the paint won't look good, and it won't last. This phase simply can't be rushed, because in the long run, doing it over again will take much longer than taking your time to begin with. While it's not always necessary to get the panels down to the metal, it's often a good idea. Years of age and bad bodywork can become a problem in the future if it's not dealt with at this stage. We found extensive damage to panels that appeared to be fine because of the amount of filler that they had been plastered with. We wanted a fresh start, and opted to have the panels media blasted. Someone looking to save a little bit of time would work with the filler that's already on the panels and go from there.
After media blasting, I took a dual action (DA) sander with 180-grit paper to the panels inside and out. The media blasting, though harsh to the paint, doesn't give the metal the bite it needs to accept the primer's coat, and surface rust can appear in just hours.
Every surface needs to be scuffed if you want the paint to stick, but sometimes sandpaper isn't flexible enough to get into the cracks and crevices. Scotch-Brite pads from 3M are abrasive sponges that knock down the shine of paint and other surfaces. They work great for getting into tight spots like between the grates on the cowl panel.
One of paint's enemies is surface contamination. If there is debris or grease on the surface before filler, primer, or paint is applied, the paint's finish will be compromised. We used Summit's Surface Wash, and their Wax and Grease Remover products to clean the surface before every primer or paint application.
Once the car is stripped, it's time to get it smooth. The broad, flat panels on Mustangs are easily turned wavy from years of door dings, accidents, and age in general. Without replacing everything, we can bring the highs and lows to a middle ground and restore the factory flatness. There are more specialized tools that are used to shape the metal than we can list, but we'll go over a couple of the major ones we used on this project. The idea behind repair instead of replacing is to try and keep the car as original as possible. There is a point where the cost of repair exceeds that of replacing the panel. If you're lucky, you can get hold of NOS (new old stock) panels that fits like the originals, because they are. Shopping at swap meets for original panels in good (or at least better) condition is a great option too. In our case, the panels we had were all salvageable and just took some working.
Mustangs, like most frame-less cars, have a problem with body flex. Flex is often manifested at the C-pillar, where twisting stress is transmitted. This makes it a common area on the Mustang for cracks. To fix the damage, I MIG-welded the crack to keep it from showing up in the paint later. The real solution to the problem is to weld in a rollcage, add subframe connectors, or some sort of undercarriage bracing. That will come down the line.
First, we get the damaged metal as close to where we want it using tools like hammers, dollies, slide hammers, and sometimes welders. Once it's close, the finish work is done using plastic body filler, commonly (and usually incorrectly) referred to by the trade name of Bondo. We used Evercoat's Rage plastic filler for the work on this car. The more time you have available, the closer you can get the surface how you like using the metalworking tools, then the less filler you need. JCG Restoration's regular customers usually allow them more time, but because we had a deadline and a budget, we limited the amount of time we spent metalworking.
Mustang doors are constructed with far-too-thin sheetmetal, and without a central body line, they aren't very resistant to damage. An enthusiastic door slam, or more often leaning on the handle hard after half-latching, can send the door handle and the door skin beyond its original shape. The way we fixed this was to do the opposite. With the door latched and locked, we yanked on the handle until the metal flexed back into its original location, a lucky fix.
Plastic body filler is a staple in the body shop, just like milk and bread in the kitchen. It's a great tool that is used in every high-end body shop. It's gotten a bad reputation because it can be used for evil-it's often easier to cake it on, instead of working out the metal damage first. There are cases where filler can be inches thick, though the panel looks totally undamaged. You shouldn't be afraid of the stuff though, it's normal to coat the entire car, called a skim coat, and block sand it down to create a perfectly flat surface for the primer coat.
Plastic filler is a two-part epoxy that uses a hardener to activate. The filler comes in a metal tin-like paint, and the hardener comes in a tube like toothpaste. The ratio of filler to hardener isn't an exact measurement, but we squeeze a bead of hardener halfway across a glob of filler. A piece of metal or plastic is a good palate for mixing because it doesn't have loose particles like cardboard or wood. It's important to try and eliminate air bubbles so they don't show up in the work. We do this by folding the filler over itself to mix. The filler will harden in a couple of minutes, so only make enough to do the immediate job, and work fast!
The original flat hood was in great shape, but with the big bad Windsor and taller-than-stock intake setup, there was no chance of air cleaner clearance without the help of a scoop. We went down to NPD, whose West Coast warehouse was just down the street, and tried on a couple different hoods. This Shelby-style fiberglass hood gave us just enough clearance for a small, oval-shaped air cleaner. With the Trans-Am theme, we were hoping to use a flat hood, but this is the next best thing. The hood fit really well, considering it's not an original piece and just needed block sanding
The Primer Coat
Primer clears the canvas after all the bodywork is done. It acts as a sealant between the repairs, and the paint that will soon coat the car. We used Summit's Acrylic Urethane 2K primer which mixes 4:1 with one of their universal activators. To comply with California's laws, we used their zero-VOC activator. The first application of primer is also the final check for high and low spots. Before primer hits the car, the entire surface needs to be sanded to a 160-grit finish. To rough-out the filler, we used 80-grit paper before the 160-grit final sanding. We used Summit's Wax and Grease remover and Surface Wash before paint touched the car. If there is grease on the surface, it will keep the paint from adhering and possibly cause distortions in the paint. Because we don't all have access to top-of-the-line paint booths, chances are there will be dirt in the air that will settle on the car. To help keep this under control, we wipe the car down with a tack rag before every application material. This is a cheese cloth fabric laced with an adhesive material that picks up dirt particles on the car's surface.
We used Summit's StartingLine HVLP gravity-feed paint spray gun kit (PN DVR-802343), which includes a 1.3mm fluid tip and a 600cc aluminum cup. The 1.3mm setup is ideal for the atomization of basecoats, clearcoats, and other light-viscosity coatings. The other gun in the kit features a 1.8mm fluid tip and a 600cc aluminum cup. The 1.8mm setup is suitable for spot repairs using a variety of primer coatings. The StartingLine HVLP gravity feed paint spray gun kits include a gun-cleaning brush set, a gun maintenance wrench, an air regulator with a gauge, and a blow-molded carrying case, all for $129.95.
Here the car has been sanded, and is ready to be primed. We removed all the panels so we could paint the side pocket areas, called the jambs. Before the whole body of the car is painted, we needed to coat the inside door and trunk pockets because when the doors, trunk, and hood are installed, these areas will be covered up. The more panels you remove for painting, the more thorough you can be. This is also when we would paint the inside edges of the doors and underside of the trunk to match the car.
The Summit Acrylic Urethane primer is intended to cover the tie-dye look of sanded bodywork and to build up the low spots for sanding. It's not formulated to cover bare metal, so that's why we used SEM Self Etch Primer. Another option is to use Summit's epoxy primer, which is intended to be sprayed over bare metal.
Here we're priming the car for the first time. We're covering all the different materials and colors exposed in the bodywork process. With a smooth, single material surface, the paint has a much better chance at coming out more consistent.
After the first couple of high-build primer coats are dry, we sprayed a mist of black paint, called a guidecoat. You can use just about any paint of contrasting color. The idea is to have a thin dusting of paint that you can watch disappear as you block sand the car. When all the guidecoat has been sanded off, the panel should be flat and ready for paint. If there are areas of the guidecoat that are still showing, it's because they are too low, and need more filler before it's OK to lay down the base color.
Before the car is ready for base color, the build primer needs to be leveled with 220-, then 400-grit papers. If it's all sanded flat with no high spots breaking through to the body filler, etching primer, or bare metal, and the guidecoat is showing no low spots (including door and trunk jambs), you're ready for color coat.
Color Coat
Though the rendering for project Street Fighter flaunts a simple black and orange color combination, the palate of Summit's paint line gave us inspiration to mix it up a bit. We chose their Bright Orange Metallic to replace the standard orange color, and a Medium Charcoal Metallic in place of the black. The brilliance of these colors proved to give huge impact that the original non-metallic color couldn't touch. Summit has expanded their acrylic urethane line of paints to 40 colors, with plans to add more in the future. These are single-stage paints, meaning the clear is part of the basecoat, making the base color coat responsible for color and shine. For the at-home do-it-yourself guy, this is a great time-saver, and simplifies the process so your garage isn't tied up for weeks on end. Nevertheless, if you so choose (either before or during painting), you can lay clear over this paint, the same as you would a basecoat in a two-stage system.
After the priming was done, we masked the door at the weatherstripping line to paint the inside of the panel. Mustangs have a small vinyl door trim panel that leaves most of the door's metal exposed. To get a nice finished look, we painted the inside of the panel with Dupli-Color's Trim Black paint.
Our two-tone scheme will be accented by a green pinstripe at the border, which gives us a little wiggle room at the parting line. To mask off for the second color on top of the Mustang, we laid down some 1/8-inch tape on the crest of the body line so that the pinstripe would be halfway over each color. Dividing the color here gives you a little margin for error.
The vertical panels that were sprayed orange came out flawless and free of debris, so we didn't need to add clear. The metallic gray, however, needed the clearcoat, because it's on the top, and some dirt found its way into the paint. While it was still masked, we added clearcoat so we would be able to sand it later. It should be noted that with metallic colors, you can't sand the basecoat. (If we had stayed with the original gloss black of our rendering, this would not have been a problem, but hindsight is always 20/20.) Sanding on a single-stage metallic will make the metallic blotchy, and there is no way to repair this. If you end up with a heavy amount of dirt or orange peel, you can bury it in clear, then do your sanding on the clear. This makes the paint much more forgiving.
It was easiest to sand for the second color after the masking tape was down. This way, we don't risk scratching the first color. We used 400-grit paper to scuff the orange overspray.
Finally, after a thorough cleaning with a tack rag, the second color was applied. The top surfaces of the car are the most delicate to paint. It's difficult to reach over the panel and still spray metallic consistently, so it helps to rehearse your moves beforehand, paying special attention to your distance, overlap, and gun angle. A non-metallic, solid color (like the black we originally planned) is more manageable for a beginner, so we had the JCG staff handle this part.
Cut and Buff
If you've done all the right preparation before laying down your base color coat and clearcoat, the cut and buff procedure can be one of the most satisfying experiences of doing your own body and paint. Laying the groundwork for a flat surface is not easy, but if you take that time, it will reward you with a mirror-like finish at the cut and buff stage. If you are in a rush to the finish line and take shortcuts, the cut and buff stage will be more of a nightmare than anything else.
It is important in the metalworking and build primer stages that large, uninterrupted sections of bodywork are leveled properly with sanding blocks and long boards where appropriate. If these areas have been worked evenly, and special attention to the guidecoat has been given, then it will all show up in the cut and buff stages.
For both sanding and buffing steps, it's a good idea to cover the raised edges like the cowl vents and driprails so that they aren't accidentally sanded through. When the paper hits an edge like this, it's pretty easy for it to wear through the color to the primer, then you're in trouble!
After the clearcoat hardened over our gray coat, we wet sanded it with 1,000-grit wet/dry paper. This step is called cutting. The objective is to level out any debris that accumulated in the paint while it dried, and to smooth out any orange peel left from the clearcoat.
Once wet sanding is complete, we can proceed with the buffing step. We used this Makita sander (PN MAK-9227CX3 from Summit Racing, $199.95) with a wool pad to knock down the ridges the 1,000-grit paper left. Keeping the buffer moving will help to avoid creating swirl marks in the paint.
During the cut and buff, the idea is to gradually bring the rough texture of the finish gradually flatter. One thing you are definitely not doing during cutting is surface leveling-that should've been accomplished long before this step. Skipping, or rushing grit stages will result in grooves or scratches that cannot be eliminated in subsequent stages. At odds with this is the finite amount of material built-up during the basecoat (for single stage) or clearcoat (dual-stage) application. If care isn't taken, it's easy to burn through these layers, especially at corners, points, or convex areas. The idea is to smooth the material with your media just enough to remove the fine scratches from the previous media grit.
As with block sanding large, flat areas at the primer stage, the cutting stage is done similarly, with flexible rubber blocks, or cawls. This is accomplished with water (wet sanding) during the cutting stage. This provides waste material a way out, preventing the media from loading up, and burning the finish.
3M Perfect-It II rubbing compound removes the scratches left by wet sanding, and gives the paint the luster we were after. If you let the pad go dry when buffing, you can damage the surface of the paint, so keep a healthy application of this compound on the paint where you're working.
Finishing Touches
This was the fun part. After hours of banging on panels, sanding filler, priming, sanding, priming again, painting, cutting, and buffing, we finally got to assemble the car. So much of what we've been doing has been in the body shop and covered with dust that the finished product was hard to imagine. Now that it was time to get it back together, we were finally getting the gratification.
After the paint was polished it was ready for the pinstripe. Henry Segura, automotive graphic instructor at Oxnard College, volunteered to help us out with our project. He's got over 60 years of experience and together we choose this custom apple green he mixed himself. The pinstripe down each side and a couple small bits like our gas cap would run about $150
Though we were thorough to bag and label every bolt that came off the Mustang, it was nice to have this master body hardware set from NPD. Many of the original bolts had several paintjobs worth of overspray, and would make the job look cheap if we were to reuse them. This kit put us back $199, but it was well worth it.
Before the front and rear glass went back in to make the car look complete, the headliner needed to be installed first, since the headliner tucks under the glass. We had a brand-new headliner in the box of parts we got from the previous owner, but a new one goes for about $20 through NPD. Getting the headliner in isn't too difficult, but we had some help with that. We'll explain further in a later story when we dive into our interior overhaul.
We also had Henry stripe over the red that was originally on our new gas cap. We tossed the cheap pot metal cap chosen by the factory for this black anodized piece from NPD for $91.50. It matches the look of the black powdercoated taillight bezels we did months ago.
Auto City Glass, just down the street in Oxnard, came to install our front and back glass. Unlike Chevy ponycars, the glass has to be out in order for the headliner to be installed, so this is the time to replace the glass. Our glass guy had a trick that proved to be very helpful when setting the glass. Mustangs use a channeled weatherstrip to seal: Our glass guy put a rope around the whole thing in the deep part of the weatherstrip. When the glass was sitting on the car, he pulled the rope out from the inside, pulling the weatherstrip over the threshold, sucking the glass into place. Without this method, we would have been spending a long time prying the weatherstrip over the lip.
Bodywork isn't easy, and there are many difficult steps to take. Problems come up and surprises are to be expected. It's one of the only modifications to a car you can do that doesn't come with a part number or guarantee. A combination of time, effort, hard work, and quality materials are responsible for the final product. And as we've shown, it doesn't cost an arm and a leg to get great results from Summit's paint system.
Media Blasting
If you can reuse the original sheetmetal without spending a ridiculous amount of time and money to save them, you should. It's no secret that reproductions often don't fit the same way the factory panels do. We took every panel that unbolted from the car and sent them to Pacific Coast Powder Coating in Palmdale, California, to have the paint stripped from the front and back of each piece. Along with surface rust, the media blasting took off the many repairs made over the years. We also got to see exactly how much damage there was. The media blasting gave us a fresh start with bare metal so that there would be no mysteries, and we could do the repairs right. If the car wasn't already fitted with new front and rear suspension as well as drivetrain, we would've had the entire shell stripped as well. Pacific Coast charged $550 to blast the panels, and if we had taken the entire shell with the panels, we'd be looking at around $1,000. If you've got the car stripped, we would recommend doing the whole thing.
Rust Repair
No old car project is complete without some rust repair. We were pretty lucky that there was no structural damage, just some small window frame and driprail rot. The correct way to repair a rusty area is to completely remove it. Just like cancer (as it's also called) it spreads, and if it's not completely removed it will show up again.
Here's what we found after the back glass came out. We cut the infected metal out and welded a new piece in its place. For all of the small patch panels, we used a magnet to hold it in place for tacking.
Another place we found damage was the driprail. One option is to completely remove it for a smoother look. Because the rest of it was in such good shape, we decided to cut the rusty area out and patch it up.
Stud Welder & Slide Hammer
Dents are usually concave, meaning they need to be brought up to flatten the panel. Often they can be fixed with a hammer and dolly, but sometimes only the top surface of the metal is exposed. In the example, there were dents along the top corner of the roof that were just over the roof brace structure. There was no room to use the hammer and dolly so we turned to the stud welder and slide hammer to pull the dents out.
The slide hammer base tightens over the stud. The hammer has a weight that slides up and stops on the handle's lower face. This impact pulls the dent up. When we were happy with the result, we clipped the stud off with a pair of side-cutting pliers and ground the remaining stud down. A kit that includes the stud welder, studs, and a slide hammer by Motor Guard (PN MCJ1000) goes for $209.95 at Summit Racing.
First, we removed the paint from the repair area. The dents are easier to spot while the paint is still on, so it can be helpful to draw some arrows or circles on the surrounding area to point to the areas in question.
With the paint removed, a stud welder loaded with a 2mm stud sends current down to the metal, welding it on. The stud welder releases the stud after it's welded, then we attach the slide hammer.
Hammer & Dolly
If you can easily access both sides of the panel, a hammer and dolly can be used to bring up lows and push down highs. Using these tools is more of an art than a science, and those who have the feel for it make effortless work out of it. Inexperienced body men can pretty easily make things worse. There are two basic ways to use these tools. The first is to hit the hammer on the metal with the dolly directly behind it. This is called hammering "on dolly." This effectively stretches the sheetmetal because the force of the hammer onto the metal with the dolly backing makes the metal slightly thinner. When the metal stretches, it has no place to go but up. The second way to use these tools is to hammer "off dolly." You hold the dolly under a low spot, and hammer just to the side of it on the surrounding high spots. The rebound action of the dolly after the hammer strikes brings up the low spot while the hammer brings down the high spot. Having the right shaped dolly can strongly improve your results because the closer the dolly matches the panel's contours, the less work it will take to get a good product. A starter set by Performance Tool can be found at SummitRacing.com for under $20. Ron Covell is an extremely experienced body man, and has made a living creating tools, videos, and books to share his talent. If you're interested in becoming more fluent in the art of metal shaping, he's the guy to watch.
If you're doing a complete repaint like we are, now is the time to make any body changes you desire. We wanted to clean up the look of this car because decorative trim isn't consistent with our Street Fighter theme. Street Fighter to us says nothing too fancy, nothing unnecessary, and a little something racy. This leaves no room for the fancy bright work meant to attract a different crowd.
First thing to go were the emblems. Getting rid of these, and the holes they left behind, was simple. Grind the paint away from the edges of the holes, weld them up, and smooth them down. You'll remember I did much the same thing inside the engine bay a few issues back.
The trim along the rocker panels use riveted brackets to mount them. A drill with an eighth-inch drill bit makes quick work of removing them. We then welded up the holes and ground them smooth
The seam between the quarter panel and the back glass panel was my next stop to fill. Getting this seam clean is difficult because it was filled with seam sealer. We used a wire brush to remove the rubbery goo, then used the MIG welder to fill it in. Like any welding you do on the body, it's easy to warp the panel if you put too much heat into it, so weld a little at a time to keep the heat under control. Grinding can also generate enough heat to warp the panel, so use caution.
Block Sanding
Block sanding will make or break your paintjob. If the panel isn't sanded correctly it will be visibly wavy and uneven. After we smoothed out the metal, we applied a skim coat of filler for the final tune. It's next to impossible to make the panel perfect without the use of this stuff. There are many times through the body and paint preparation process that we use block sanding, even in the final sanding of the clearcoat. The Dura Block set from Summit Racing has seven different shaped blocks to cover all of the contours on your car. When used correctly, they ensure a smooth, flat surface through the bodywork and paint prep stages. To go with these blocks, Summit Racing also carries sandpaper in rolls with a sticky back to adhere to the blocks. Another thing that comes in quite handy is a dual-action (DA) sander. Summit offers a sander Value Pack that includes the pneumatic DA sander and four 3M sanding paper rolls that include 80-, 180-, 320-, and 400-grit (PN CMB-17-0032) for $189.95.
When the filler hardened, we used 180-grit sandpaper on a large block and sanded in a diagonal cross pattern to give the block the flattest base. After sanding at a 30- to 45-degree motion from left to right, we switched and went from right to left. This produces a cross-hatch pattern that covers the entire car. If there is a spot that isn't getting sanded, it's probably low, and needs more filler.
Trim Painting
Mustangs have a whole lot of bright trim on them, but the shiny look wasn't going to match the sleek and tough look we're going for with Project Street Fighter. The trim that we didn't remove we painted satin black to help it blend in with the car. Before we could paint, we had to clean and sand the trim. As you can see, the trim had overspray from the last three paintjobs. We used a razor to scrape it off. Once the parts were clean, we hit them with 160-grit sandpaper to give the surface bite for the paint to adhere to. We used Dupli-Color's Trim Black for all the exterior trim and also for the inside of the doors, fenders, and taillight buckets shown here.
Summit Paint
With the help of premium-quality manufacturers, Summit Racing has branded their own line of paint products. Their substantial name in the aftermarket has given them the ability to supply their customers with a simple-to-use acrylic urethane paint system you can apply in your own garage. They've made the process painfully simple, for those of us whose profession isn't refinishing.
Besides the Summit paint products, the only other things you'll need to get the job done is a 60-gallon (or higher) air compressor, spay gun, and masking and sanding materials, many of which are available though Summit Racing.
All of Summit's paint products mix in the same ratio of 4:1, so there is no confusion. Summit's acrylic urethane topcoat is a single-stage paint, meaning the clearcoat is optional. The exceptions are with specific colors where the metallic content is too coarse to leave without a clearcoat. Summit has found that one gallon of this topcoat will paint the average-sized car, but suggests getting an extra gallon if you're painting interior panels too.
If you've got your heart set on the ultra deep look of a clearcoated car, you have two choices in product. Summit has a medium- and high-solids clear. The high-solids version is simply the top-shelf version with the deepest, longest-lasting gloss.
The sanding and polishing process is very similar to other paints, but can be done after only a couple days. The system is made to be sprayed without a climate-controlled paint booth by using temperature-specific activators. This makes it possible to have a show-quality paintjob, without a professional paint booth or high-dollar supplies.
Prep Solvents
Wax & Grease remover-strong blend of solvents to remove bugs, road grime, oil, and other residue from the body during and after body preparation
Surface Wash-mild wash for the last wipe-down before primer or paint is applied to remove dust and debris.
Fish-Eye Eliminator-to allow the paint to flow over imperfections and avoid the fish-eye effect
Epoxy Primer-especially formulated for superior adhesion to bare metal. It's mixed 4:1 with epoxy catalyst.
Urethane 2K Primer-high-build primer to conceal low spots in a fast-drying formula. Will stick to sealers, primers, OE finishes, and body filler. Mixed 4:1 with urethane activator.
Single-Stage Urethane Topcoat-premium formula makes this paint highly resistant to damage from UV exposure, chemicals, weather, and chips. Will hold its color and gloss longer than acrylic and synthetic enamels. Does not require a clearcoat for glossy finish and is available in 20 colors; optional clear for enhanced gloss.
Universal Activators-mix in a 4:1 ratio with Summit's urethane products. Three different activators are offered to compensate for the painting conditions; Fast activator for below 70° F, medium for between 70° F and 80° F, and a slow for 80° and above.
Urethane Reducers-to allow flow and leveling of paint. Comes in fast, medium, slow, and special Zero-VOC to comply with strict environmental regulations. With topcoat, mixes up to 10 percent, for high-solids clears, mix 4:1:1.
Medium-Solids Urethane Clear-user-friendly operation, standard (but not economy) version
High-Solids Urethane Clear-higher build, deeper gloss version of the medium solid
Wax & Grease Remover (quart) $9.95
Surface Wash (quart) $9.95
Fish-Eye Eliminator (pint) $9.95
Epoxy Primer (gallon) $49.95
Epoxy Catalyst (quart) $16.95
2K Primer Surfacer (gallon) $39.95
Single-Stage Urethane Topcoat (gallon) $79.95
Urethane Specialty Metallic Topcoat (gallon) $89.95
Universal Urethane Activator (quart) $19.95
Universal Urethane Reducer (quart) $9.95
Medium-Solids Urethane Clearcoat (gallon) $49.95
High-solids Urethane Clearcoat (gallon) $59.95
Where the Money Went
We were able to use all of the tools available to us at JCG Restoration, but here are the supplies we used and some equipment we highly recommend. Everything here is available at SummitRacing.com; we found they have a huge selection of paint products, supplies, and tools to handle any bodywork and painting project.
Description: Source: PN: Cost:
7-block Set Dura Block ARD-TAI-AF44L $59.95
Sandpaper roll 80-grit Carborundum CDM-70528 $15.95
Sandpaper roll 160-grit Carborundum CDM-70526 $15.95
Sandpaper roll 220-grit Carborundum CDM-70525 $15.95
Sandpaper roll 400-grit Carborundum CDM-70523 $15.95
Sandpaper sheets (50) 600-grit Mirka 21-104-600 $31.95
Sandpaper sheets (50) 1000-grit Carborundum 63872 $17.95
Scotch-Brite 3M 7447 $20.95
Surface Wash Summit Racing SUM-UP403 $9.95
Wax and grease remover Summit Racing SUM-UP404 $9.95
Air line filters DeVilbiss DVR-130028 $8.95
Strainers and stir sticks (6 of each) Dupli-Color SHW-BSP400 (2) $5.90
Mixing cups Midstate Tool & Supply US36174(6) $7.50
Filler Rage FGE-112 $44.95
Spreaders Performance Tool WMR-W1001 $1.50
Rubbing compound 3M Perfect-It II TRM-5973 $19.95
Bright Orange Metallic (1 gallon) Summit Racing SUM-UP314 $89.95
Medium Charcoal Gray Metallic (1 gallon) Summit Racing SUM-UP318 $79.95
2K Primer (2 gallons) Summit Racing SUM-UP220 $79.90
High-solids clear (1 gallon) Summit Racing SUM-UP200 $59.95
Reducer (1 gallon) Summit Racing SUM-UP405 $39.80
Activator (1 gallon) Summit Racing SUM-UP101 $79.80
Hood NPD 16612-1E $499.95
Bolt kit ('66 only) NPD 00001-2K $199
Gas cap NPD 9030-20A1 $90.50
Door hinges (upper) NPD 22800-1A,22801-1A $39.90
Door hinges (lower) NPD 22810-1A,22811-1A $45.90
Total: $1,607.85
Description: Cost:
The car $3,800
Battery replace and relocation (11/08) $299
Radiator and fans (12/08) $1,398.12
Spindles, front brakes, wheels tires (1/09) $3,067.04
Trunk rehab and toolbox (2/09) $40.48
Rack-and-pinion steering, column, and wheel (4/09) $3,012
9-inch rear and brakes (5/09) $4,631.02
Rear suspension (6/09) $2,918
Front suspension (7/09) $3,034
Engine bay cleanup with engine sale (8/09) -$394.75
Smeding 427 Windsor (9/09) $9,995
Keisler five-speed swap (10/09) $4,181.55
Paint and body supplies (3/10) $1,607.85
Total: $37,589.31
|Lo-Fi Version
|Time is now: 30th October 2020 - 10:50 AM


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Loose, unisex fit. USA Standard Mens Sizing. See size chart (set as secondary image)
Printed with new direct-to-garment print technology (not a cheap screen print)
Unique, copyrighted design. Printed and ships from Phoenix, AZ USA!
TooLoud brand (Trademark) design, copyright TooLoud
Perfect birthday gift!
Show your favorite people that, like a fine wine, they have gotten more sophisticated, complex, desirable, and valuable as they have aged. This fun, direct-to-garment personalized printed garment for adults is soft and comfortable, and makes a great Birthday or Christmas gift. Features distressed look "Vintage", customized birth year, and "Aged to Perfection" text in black on your choice of shirt color. Check out our designs for the other years as well!
TooLoud 1972 Vintage Birth Year Muscle Shirt Brand custom B01IW9VMJ8


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Wilson, Morais, Hahn and Ping on Pulpmx Show Tonight
Fresh off a two-week break, the Pulpmx Show presented by BTOSports.com comes roaring back with fresh takes on what's gone on in the sport of supercross/motocross as well as look ahead to 2013. Hosts Steve Matthes and Kenny Watson will be joined in-studio by Racer X's David Pingree as he sits in and offers up Thanksgiving platitudes.
Dean Wilson's been in the news quite a bit lately as the team he signed with for 2013 fell apart and he was forced out into the wilderness to find a home. And find one he did as he went back to his old home on Monster Pro Circuit Kawasaki for 250SX/450MX. We'll have Dean on tonight to discuss the details of what went down.
One of the classier riders in recent history, Ryan Morais recently announced his retirement and is moving on to the manager's role at Star Racing. Mo never won a 250SX but certainly came close more than a few times and it's nice to see good things happen to good people. We'll have Ryan on to talk about his past, present and future.
Wil Hahn and Matthes bonded at the Bercy SX and besides being a great guest, Wilbur looks to be on track to have his best season yet on the GEICO Honda team. We'll have Wil on to talk about Bercy, riding for Matthes' "team", Tommy and much, much more.
As well on our last show we offered up a free riding lesson to a listener from Travis Preston as he embarks on a very successful career teaching motocross schools. We'll announce the winner of the contest tonight and have the winner (and hopefully Travis) on the show.
Fly Racing's Jason Thomas will be on as well to dish out his usual knowledge and insight into, well just about everything.
What you'll want to do is log-in to Pulpmx.com at 6PM PST/9PM EST and click on the Pulpmx Show banner. That will take you to the media player where you can increase your moto knowledge. As usual, you can call in at anytime during the show to talk to the guest or the hosts at 702-586-PULP (7857).
You can listen to the show the next day on Stitcher.com as well as the Pulpmx App on your smartphone or iTunes for download. It will also be available the next day on Pulpmx.com
Thanks to our sponsor BTOSports.com. BTOSports.com is your #1 source for motocross gear and accessories with Free Shipping WORLDWIDE. BTO Sports is your number one source for all of your motocross parts, gear, accessories and apparel. BTOSports.com is a motocross company who is truly dedicated to the sport and to the customer. Proud sponsor of your Racer X Podcasts and the BTO Sports Suzuki race team.
The Pulpmx show is also brought to you by X-Brand Goggles, JGRMX.com, FMF Racing, AGV Helmets, Works Connection, Black Ops Moto, Tech-One Designs, FLY Racing, Race Tech and Freegun Underwear.


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|Country Of origin:
|United States of America
Arthur Prysock was perfectly at home singing jazz, blues, or R&B, but his smooth-as-silk baritone made him a superbly effective (and underappreciated) pop crooner in the manner of his chief influence, Billy Eckstine. Prysock was born January 2, 1929, in Spartanburg, SC, and was the brother of saxophonist Red Prysock. As a teenager, he moved to Hartford, CT, where he worked in the aviation industry and sang with several small bands by night. He was discovered in 1944 by jump blues bandleader Buddy Johnson, who signed him as lead male vocalist and brought him to Harlem. Prysock sang on a number of Johnson's hits for the Decca label before going solo in 1952 to tour the chitlin circuit (sometimes with his brother). He quickly landed an R&B hit with "I Didn't Sleep a Wink Last Night," and subsequently made his name among black audiences as an emotive balladeer. During the '50s, Prysock recorded for several smaller labels, but his popularity in concert gradually gained him more exposure. He began a long relationship with the Old Town label, scoring R&B hits with "I Worry 'Bout You" in 1958, Ray Noble's old ballad "The Very Thought of You" in 1960, and "It's Too Late Baby, It's Too Late" in 1965. That year, he fulfilled a dream by recording an album with Count Basie on Verve, the label he remained with for most of the '60s. Prysock performed at Carnegie Hall in 1966, and hosted his own TV show for a short time. By the end of the '60s, Prysock had returned to Old Town, where he recorded several albums while touring the club circuit. He had an unexpected disco hit in 1976 with "When Love Is New," but otherwise remained largely out of sight. Prysock returned to active recording in 1985 with the well-received A Rockin' Good Way album on Milestone, and also sang a well-known jingle for Lowenbrau beer. Two more albums for Milestone followed, 1986's This Guy's in Love With You and 1987's Today's Love Songs, Tomorrow's Blues, before Prysock receded from the limelight again. He died on June 21, 1997. ~ Steve Huey~ Rovi


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Dengvaxia - first vaccine against dengue
Dengvaxia is a vaccine used to help protect adult or children against dengue disease caused by dengue virus serotypes 1, 2, 3 and 4. Dengvaxia is given to adults, adolescents and children 9 through 45 years of age living in endemic areas.
Read more:
Dengue symptoms and what to do if you think you have denguedengue fever - remedies using papaya leaf juice
Full prescribing info - dengvaxia
Dengue tetravalent vaccine (live, attenuated).
Indications / uses
Dengvaxia is a vaccine used to help protect adult or children against dengue disease caused by dengue virus serotypes 1, 2, 3 and 4. Dengvaxia is given to adults, adolescents and children 9 through 45 years of age living in endemic areas.
Dosage / direction for use
The patient will receive 3 injections of 0.5 ml each at 6-month intervals.
The first injection will occur at the chosen or scheduled date; the second injection, 6 months after the first injection; and the third injection, 6 months after the second injection. Dengvaxia should be used according to the local vaccination schedule.
If the patient forgot an injection of dengvaxia: if the patient missed a scheduled injection, the physician will decide when to give the missed injection.
It is important that the patient follows the instructions of the physician, pharmacist or nurse regarding return visits for the follow-up injection. If the patient forgets or is not able to go back to the physician, pharmacist or nurse at the scheduled time, ask the physician, pharmacist or nurse for advice.
Administration: dengvaxia is given by the physician or nurse as an injection underneath the skin (subcutaneous route) in the upper arm.
Do not use dengvaxia if the patient is allergic (hypertensive) to the active substances or any of the other ingredients of dengvaxia listed in description (see description); has developed an allergic reaction after prior administration of dengvaxia. Signs of an allergic reaction may include an itchy rash, shortness of breath and swelling of the face and tongue; is suffering from a disease with mild to high fever or acute disease. In this case, the physician will postpone the administration of dengvaxia until the patient has recovered; has a weakened immune system, for example due to a genetic defect, hiv infection or therapies that affect the immune system (for example, high-dose corticosteroids or chemotherapy); is pregnant; is breastfeeding.
Use in pregnancy lactation: dengvaxia must not be given to pregnant or breastfeeding women.
If the patient is of child-bearing stage, the patient should take the necessary precautions to avoid pregnancy for 1 month following administration of dengvaxia; is pregnant or breastfeeding, the patient thinks may be pregnant or is planning to have a baby, ask the physician, pharmacist or nurse for advice before receiving dengvaxia.
Special precautions
Inform the physician, pharmacist or nurse before receiving dengvaxia if the patient is taking an immunosuppressive treatment (prednisone or equivalent to 20 mg or 2 mg/kg for 2 weeks or more). The physician will postpone administration of dengvaxia until 4 weeks after the treatment is discontinued; has experienced any health problems after prior administration of any vaccines. The physician will carefully consider the risks and benefits of vaccination.
As with all vaccines, dengvaxia may not protect 100% of persons who have been vaccinated. Vaccination with dengvaxia is not a substitute for protection against mosquito bites. The patient should take appropriate precautions to prevent mosquito bites, including the use of repellents, adequate clothing, and mosquito nets.
Fainting, sometimes accompanied by falling, can occur (mostly in adolescents) following, or even before, any injection with a needle. Therefore inform the physician, pharmacist or nurse if the patient fainted with a prior injection.
Adults above 45 years of age: adults above 45 years of age should not receive the vaccine.
Driving and using machines: no data are available on the effects of dengvaxia on the ability to drive or use machines.
Use in children: children less than 9 years of age should not receive the vaccine.
Side effects
Like all medicines, dengvaxia can cause side effects, although not all patients get them.
Serious allergic reactions: if any of these symptoms occur after leaving the place where the patient received an injection, consult a physician immediately: difficulty in breathing, blueness of the tongue or lips, a rash, swelling of the face or throat, low blood pressure causing dizziness or collapse.
When these signs and symptoms occur they usually develop quickly after the injection is given and while the patient is still in clinic or physician's surgery.
Serious allergic reactions are very rare (may affect up to 1 in 10, 000 people), after receiving any vaccine.
Other side effects: the following side effects were reported during clinical studies in children, adolescents and adults (from 9 to and including 60 years of age). Most of the reported side effects occurred within 3 days after the injection of the vaccine: very common (may affect more than 1 user in 10): headache, muscle pain (myalgia), generally feeling unwell (malaise), feeling of weakness (asthenia), injection site pain, fever.
Common (may affect up to 1 user in 10): injection site reactions: redness (erythema), bruising (hematoma), swelling, and itching (pruritus).
Uncommon (may affect up to 1 user in 100): infections of the upper respiratory tract, dizziness, sore throat (oropharyngeal pain), cough, runny nose (rhinorrhea), nausea, skin eruption (rash), neck pain, hardening of skin at the injection site (injection site induration).
Additional side effects in adults (from 18 to and including 60 years of age): uncommon (may affect up to 1 user in 100): swollen glands (lymphadenopathy), migraine, joint pain (arthralgia), flu-like symptoms (influenza-like illness).
Additional side effects in children and adolescents (from 9 to and including 17 years of age: uncommon (may affect up to 1 user in 100): itchy rash (urticaria).
Reporting of side effects or any suspected adverse event: if the patient experiences any side effects after vaccination, advised to seek immediate medical attention.
By reporting side effects, it can help provide more information on the safety of the vaccine.
Click to view adr monitoring form
Using other medicines and dengvaxia: dengvaxia may not have an optimal effect if it used at the same time as medicines that suppress the immune system such as corticosteroids or chemotherapy.
Inform the physician, pharmacist or nurse if the patient is taking or has recently taken any other vaccines or any other medicines, including medicines obtained without a prescription.
Caution for usage
Before administering any biological, the person responsible for administration must take all precautions to prevent allergic or other reactions. As with all injectable vaccines, appropriate medical treatment and supervision must always be readily available in the event of an anaphylactic reaction following the administration of dengvaxia.
Epinephrine (1: 1000) and other appropriate agents used to control immediate allergic reactions must be available to treat unexpected events such as anaphylaxis.
Dengvaxia must not be mixed with other medicinal products in the same syringe.
Dengvaxia must not be administered by intravascular injection under any circumstances.
Syncope (fainting) can occur following, or even before, any vaccination as a psychogenic response to injection with a needle. Procedures should be in place to prevent injury from falling and to manage syncopal reactions.
Separate syringes and needles, separate injection sites and preferably separate limbs must be used if any other vaccine (s) or medicinal product (s) is/are concomitantly administered.
Dengvaxia is reconstituted by transferring all the solvent (0.4% sodium chloride solution) provided in the blue-labeled pre-filled syringe into the vial of freeze dried powder with a yellowish green flip off cap. The pre-filled syringe is fitted with a sterile needle for this transfer. The vial is then gently swirled. After complete dissolution, a 0.5 ml dose of reconstituted suspension is withdrawn into the same syringe. For injection, the syringe should be fitted with the new sterile needle.
The suspension should be visually inspected prior to administration. After reconstitution, dengvaxia is clear, colorless liquid with the possible presence of white to translucent particles (of endogenous nature).
After reconstitution with the solvent provided, dengvaxia must be used immediately.
Any unused dengvaxia or waste material should be disposed of, preferably by heat inactivation or incineration, in accordance with local regulations.
Do not throw away any medicines via wastewater or household waste. Ask a pharmacist on how to throw away medicines that no longer use. These measures will help to protect the environment.
Store in a refrigerator. Do not freeze. Keep the vaccine in the outer carton in order to protect it from light.
After reconstitution, one dose (0.5 ml) contains 4.5-6.0 log10 ccid50* of each serotype of the cyd dengue virus** (1, 2, 3 and 4).
* ccid50: 50% cell culture infectious dose.
** produced in serum-free vero cells by recombinant dna technology.
The powder is a white, homogenous, freeze-dried powder with possible retraction at the base, and may form a ring-shaped cake.
The solvent (0.4% sodium chloride solution) is a clear, colorless liquid.
After reconstitution with the solvent provided, dengvaxia is a clear, colorless liquid with the possible presence of white to translucent particles.
Excipients/inactive ingredients: essential amino acids including l-phenylalanine, non-essential amino acids, l-arginine hydrochloride, sucrose, d-trehalose dihydrate, d-sorbitol, trometamol, urea, sodium chloride, water for injections.
Mechanism of action
Dengvaxia contains dengue virus serotypes 1, 2, 3 and 4 that have been weakened. Dengvaxia works by stimulating the body's natural defenses (immune system), which produces its own protection (antibodies) against the viruses that cause dengue disease.
Dengue is a viral infection transmitted to humans through the bite of an infected aedes mosquito. Dengue is not transmitted directly from person-to-person. Nevertheless the virus which replicates in an infected individual can be transmitted to other humans through mosquito bites for 4-5 days (maximum 12 days) after the first symptoms appear.
Dengue disease results in a wide range of symptoms including fever, headache, pain behind the eyes, muscle and joint pain, nausea, vomiting, swollen glands or skin rash. Symptoms usually last for 2-7 days. Dengue disease can also be asymptomatic.
However, occasionally dengue can be severe and potentially lead to hospitalization and in rare cases to death. Severe dengue is characterized by high fever and any of the following symptoms: severe abdominal pain, persistent vomiting, rapid breathing, severe bleeding, bleeding in stomach, bleeding gums, fatigue, restlessness, coma, seizure and organ failure.
Source:- http://www.mims.com/philippines/drug/info/dengvaxia
More information about dengvaxia - first vaccine against dengue
Sanofi awaits govt approval to launch dengue vaccine in india
Sanofi pasteur - dengue vaccine frequently asked questions


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- Home
- Non Custom Graphic Kits
- Yamaha Non Custom Graphics w/ Custom Backgrounds
- Yamaha Onyx Factory Semi Custom Graphic Kit
Product Description
The Onyx Factory Series Yamaha Semi Custom dirt bike graphic kit can fit all make/model/year bikes. Just specify in the order form your custom background details and any custom highlight color requests. These are printed using our exclusive screen printing method on super sticky pure white base vinyl with a thick glossy over laminate. Our graphics are 21 mils thick and are conformable for installation using a heat gun or blow dryer. They can be installed wet (with use of windex or rubbing alocohol for a faster drying time) or installed dry. These dirt bike graphics are sure to outlast the cometition and take some abuse from the track to the desert wherever your racing takes you. Any questions while filling out the order form feel free to send us an email or give us a call and we would be happy to assist you. You also get a free pre production proof when you place your order so you can see the graphics before they are printed to make any last minute changes. Typically graphic kit proofs are done within 24-48 hours and emailed for viewing, however during the busy season it may be delayed a few days. Once the proof of the custom moto graphics is approved production is usually less than 24 hours and your product will be shipped.


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Kindle support
Kindle is a small-held electronic device launched by Amazon Corporation for reading books, watching your favorite media, and movies developed by the online retailer. But like any other electronic gadget, Kindle will also ask you to seek online help from the technical support team.
As the very common issue that occurs is the registration problem, Kindle Wi-Fi Connection, Broken screen or Broken case of Kindle, Kindle Screen Issues, Kindle Connecting via USB Issues, Kindle Battery issues, Kindle Newsstand Issue, Video Issues on E-reader, Music Issues, etc. You can contact us to get the quick Kindle Support for the issues related to E-book and all the help required related to kindle.
What is Kindle?
Kindle is a revolutionary electronic device that was launched in early 2012. The very first electronic device that was launched is the Kindle Fire and then it comes to Fire HD. And the one which looks like android has a color screen and it offers you amazing features like the ability to stream the music and video as well as you can continue to be a Kindle.
Full troubleshooting directions for various Kindle Ereader versions are available.
Kindle app not working
The app won't load and starts to crash as users can not use the Kindle app to learn and install the books. Get it fix from us.
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Kindle is turning off
If your Kindle is turning off than you are not alone in this error. Many users complains about it. Either battery problems or phone overheating could be the problem.
Kindle not connect to PC
Many users find difficulty in connecting their Kindle with PC or laptop. Do not worry get our Kindle customer services and get your Kindle fixed in no time.
Massive Battery Drain
Due to unexplained or the sudden battery drain your E-reader app gets turned off and this hinders the user of the Kindle in accessing the content on Kindle.
Kindle are disappeared
The users of the Kindle have complained about the lost data on their e-books when they reboot the e-reader. Despite, many are unable to access the downloaded content.
Kindle not charging
Are you not able to charge your E-Book, then connect at the e-reader customer care number who know all the solutions related to Kindle not charging or slow charging.
How to reset your Kindle?
Do you want to download the E-reader app on your device then you have to get it from the authentic site?
Before proceeding to the step of the factory reset, you should take the back up of your kindle device. After it, you can follow the steps to reset the Kindle device.
- Firstly, go to the Home Screen of the Kindle and then you will need to swipe down from the top.
- With this, you will get access to make changes in the Settings.
- It will show you a gear-shaped icon when you will swipe down, click on it to access the settings.
- After it, you will see the option of Devices on the screen of your Kindle.
Go to the bottom of that list and select the "Device" Option. It will show the model description of the kindle device used by you. Once you tap the "Device" option you will need to select the "Reset to Factory Default".
It will ask for your confirmation by showing an alert message on the Kindle screen to do the Factory reset of the Kindle. Once you give the approval to do the Factory reset then it will erase the data from the account linked to it and all the applications downloaded and also all the saved contents stored in the internal storage. If you have attached the SD card to it, it will not touch the data of your SD card. If you also want to erase the data from your SD card also then you will have to follow the guidelines displayed on the screen.
Encase, you are not able to understand the steps, then you can contact the expert of the kindle support who will assist and guide you with their reliable information related to the problem if you do not know how to reset Kindle?
How to connect kindle to PC
With Kindle Fire tablets and Kindle e-readers, you can take your reading and other entertainment with you on the go. It is more convenient to transfer the files via the internet when not available. Even you can transfer the content using the USB cable that is issued with the Kindle when you buy it. To Connect your Kindle with the PC you need to follow the below steps:
- Firstly connect the small end of the USB cable o the micro-USB port that is situated on the bottom of your Kindle device.
- After it, unlock your Kindle by sliding the arrow on the touch screen and then insert the other end of the USB cable to your PC's USB port. Once the computer recognizes the kindle it wills pop-up a display from where you can manage your Kindle device.
- Now, click on the Open folder to view files. It will open up a new Windows explorer where you have resides all the data and the content in your Kindle fire. You can also click on the Start button and then tap on the "Computer". After it double-clicks on the Kindle icon.
- When you open the Kindle folder on your PC, you need to click on the internal storage where you have saved all the files in your Kindle. You can use the Window Explorer to drag the files from the different locations from your computer to the Kindle fire.
- You will need to tap on the Disconnect icon that is shown at the bottom in the right corner of your system. Then safely eject the Kindle cable from the computer.
Frequently Asked Questions
For Ereaders
The continuous use of device sometimes may makes the screen frozen. For which one can try to press power button as mentioned in self help methods mentioned above. If it doesn't work you can contact our Kindle support team.
Did you Sync your E-reader to get the content? If you want to receive the content on your E-book app for Android Sync your device with it.
Go to the Home screen and click the Sync Icon On. After it, click on the Menu button and you can do it from your Phone also by tapping the Menu button on the devices and select the Sync to synchronize the Bookmarks, notes, the last location read, and highlights with other E-reader devices.
You have the choice to un-register the Kindle, the reading app from your device by going to the Manager, and then your Content and further to Devices. If you want to de-register your E-reader account, then it must be connected with the data network or wireless network connection.
- Then Tap the menu icon from the Home screen of the Kindle app for Android.
- Then click on Settings and then you can un-register the account linked to the account.
- It will ask your confirmation for Sign Out. Select the Sign out the option to affirm it.
- After un-registering you can link your Amazon account to the E-book reading app.
- Now, go to the Register the Kindle for Android.
Important Note: When you will un-register your Kindle app for Android, then it will sign out you from all the apps with your Single Sign-in enabled installed on the device.
Once you will register to E-reader for Android, then it will sign in to all the other apps again.
If you are not able to do the syncing, or shopping or downloading the Kindle apps then you need to check the status of data network connection or wireless network.
If you don't see an active signal of Wi-Fi on your phone or you don't have data network bars, then you might need to connect it with the wireless network.
Go to the Home Screen and see the 3G or 4G network.
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Kindle Customer Services is an online third -party technical support service provider company. We offer valuable help in fixing the various technical issues related to Kindle. The images, brand names, trademarks, products that we use in our services are only for the referntial purposes. We, Kindle Customer Services have no affiliation with any other brand or the company unless we express such relationship specifically. Warranty, discounts and offers related to product are not of our concern. You can contact the prduct manufacturer regarding such help.


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Wicked stars reunite for new musical
FORMER Wicked co-stars Rob Mills and Lucy Durack are teaming up again in the upcoming new musical Legally Blonde.
The Australian production of the hit stage show, which won an Olivier Award last year, premieres at Sydney's Lyric Theatre on September 21.
After wearing pink as the good witch Glinda in Wicked, Durack once again dons the bright feminine colour to play Elle Woods, the role made famous in the 2001 film by Reese Witherspoon.
"I'm ready to get back into the pink," she said.
"What they (Glinda and Elle) have in common is that they're misunderstood, but in different ways.
"I think they do have a lot of differences but they both love pink and they're both blonde."
Mills, who recently hosted Channel 10's revival of Young Talent Time, plays heartbreaker Warner, although he originally auditioned for the role of Emmett.
"I was like yeah, he's a dorky guy, he's a smart guy, he ends up with girl. I'm thinking I like that role," he said of Emmett, played by fellow Wicked alumni David Harris.
"I learned all the material and then as soon as I walked in they said 'nah'. I said 'What? I haven't even sang for you or done the scene'. I sang, I did the scene and they said 'no, come back on Friday for Warner'.
"I was pretty shocked but at the same time pretty chuffed that they thought I was handsome enough to play the role of Warner.
"I was really rapped to throw myself into something different.
"I didn't think I was right for that role at all, but maybe a bit of acting courses have paid off."
Jerry Mitchell, who directed and choreographed the Broadway production of Legally Blonde, helms the Australian version, which is a co-production of John Frost and The Ambassador Theatre Group.
Legally Blonde The Musical plays Sydney's Lyric Theatre from September 21 through November 25.
Tickets available through Ticketek.


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Google has some exciting things on the horizon for Android. Its foray helping with charity transparence is already in beta, and the GoogleGlass companion app is finally here, even if most people still aren't ready to drop $1,000 bucks for the hardware.
One Today: Part of Google.org, its non-profit site, One Today's ultimate goal is to make sure people are completely informed about where there money is going and then encouraging a $1 donation to their organization of choice. And of course, there's a social component that allows you set to a certain amount you're willing to match if your friends donate as well. You feel better about knowing where your money is going, and charities are getting what they need. Everyone wins. You can request an invite here. [Free]
MyGlass Companion App: Though this is completely useless for pretty much every single one of us (since we don't have Google Glass), Google just released the companion Android app for Google Glass called MyGlass in Google Play. Even Google so cheekily reminds us that the app does nothing (without Glass, that is) saying: "If you don't have Glass, then downloading this will be a waste of time. Sorry about that. But if you swipe the screenshots to the right you'll see there's a picture of a puppy in pajamas. So not a total waste of time after all." [Free]
Sherpa: Bark something at Siri and it might get back to you with what you're looking for. Google Now is supposed to serve up relevant information when you need it without having to do the legwork yourself. Now imagine the two merging together to form a Voltron-like personal assistant. Sherpa is that Voltron and it's finally available in the US. [Free]


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INNOVATIVE COLLABORATIVE SYSTEMS OF CARE FOR AT RISK YOUTH by Emi Koga ____________________________________________________________ A Dissertation Presented to the FACULTY OF THE USC ROSSIER SCHOOL OF EDUCATION UNIVERSITY OF SOUTHERN CALIFORNIA In Partial Fulfillment of the Requirements for the Degree DOCTOR OF EDUCATION May 2012 Copyright 2012 Emi Koga
Object Description
|Innovative collaborative systems of care for at risk youth
|Koga, Emi
|Author email
|Doctor of Education
|Document type
|Degree program
|Education (Leadership)
|Rossier School of Education
|Date defended/completed
|Date submitted
|Date approved
|Restricted until
|Date published
|Advisor (committee chair)
|Brewer, Dominic J.
|Advisor (committee member)
Sundt, Melora A.
Picus, Lawrence O.
|One main issue in society's failure to tackle the problem of at risk youth may be the way in which we have been tackling them thus far. The way in which services have been delivered to the consumer is through uncoordinated services through various organizations that have specific targets (SAMHSA, 2011). Perhaps, the problem is not with the consumer, but that of the organization and the inability of these various systems to come to a consensus in providing care for the youth. The focus of the study is to examine the role of leadership, external environment, and organizational culture in what helps facilitate or serve as barriers to collaborative efforts. ❧ In interviewing 9 high profile leaders from the government, non-profit, and private sectors, there were a total of six themes: 1. Fear of accountability, 2. Budget cuts having an impact on work flow, 3. Non profit and private sector focus on client needs driving collaboration, 4. Government agency collaborations driven by request for proposals (RFP) or memorandum of agreement (MOA), 5. The need for genuine collaboration between leaders, and 6. Regulations having more exclusionary components than inclusion. ❧ From these six themes, there were a total of five implications: First, there is a need for the innovative strategies to be championed by someone who is of the local culture. Second, as Kania & Kramer (2011) discusses, there is a need for a collective impact where the leadership focuses not only innovating their own organization but building external coalitions as well. Third is the need for organizations to work together in pulling together financial resources. Fourth is the need for need for organizations to break down internal silos prior to tackling collaborative efforts. Finally, there is a need for leaders to have more authority in making decisions for their organization.
|at risk youth; system of care; multiple systems; juvenile justice; social work; counseling
|Part of collection
|University of Southern California dissertations and theses
|Publisher (of the original version)
|University of Southern California
|Place of publication (of the original version)
|Los Angeles, California
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|University of Southern California. Libraries
|Electronically uploaded by the author
|Legacy record ID
|Contributing entity
|University of Southern California
|Koga, Emi
|Physical access
|The author retains rights to his/her dissertation, thesis or other graduate work according to U.S. copyright law. Electronic access is being provided by the USC Libraries in agreement with the author, as the original true and official version of the work, but does not grant the reader permission to use the work if the desired use is covered by copyright. It is the author, as rights holder, who must provide use permission if such use is covered by copyright. The original signature page accompanying the original submission of the work to the USC Libraries is retained by the USC Libraries and a copy of it may be obtained by authorized requesters contacting the repository e-mail address given.
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|INNOVATIVE COLLABORATIVE SYSTEMS OF CARE FOR AT RISK YOUTH by Emi Koga ____________________________________________________________ A Dissertation Presented to the FACULTY OF THE USC ROSSIER SCHOOL OF EDUCATION UNIVERSITY OF SOUTHERN CALIFORNIA In Partial Fulfillment of the Requirements for the Degree DOCTOR OF EDUCATION May 2012 Copyright 2012 Emi Koga


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I was really surprised and happy today to see that a rainbow appeared on my tail!
I love snuggling up in the smallest of spaces on the boat. Today I got stuck behind one of the new boxes, so my humans moved one for me and I made myself very comfortable there.
This little area is beside the v-berth (where the humans sleep) and there's actually a prism in the ceiling to let some light in. (We cover it at night so we don't wake up with the sunrise.) The prism gave me a beautiful temporary rainbow tail! I think it suits me… It's a shame I can't keep it when I move!
Bisous, Bailey