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By Joe Trinacria
Monkey Business, a volunteer-driven, charitable thrift shop, announced last week that it will close for good after 57 years of serving the Chestnut Hill Community.
The move, according to the shop's owner and beneficiary, Green Tree Community Health Foundation, has been a long time coming as the business has failed to make money and begun to actually pull funds from the charity it's supposed to support. Volunteers and customers, however, were devastated by the news and are searching for a way to keep Monkey business, or something just like it, open.
Located right behind Cosimo's Pizza on Germantown Ave, Monkey Business had been a must-stop shopping experience for generations.
Originally established by wives of Chestnut Hill Hospital doctors, Monkey Business donated its profits from selling used clothing to the hospital. After the hospital was sold to a for-profit company in 2005, Green Tree Community Health Foundation took over the endeavor. Green Tree was the non-profit foundation arm of Chestnut Hill Hospital, which split after the sale and took a new name. While under the banner of Green Tree, Monkey Business continued its mission by supporting the foundation.
According to Green Tree executive director Susan Hansen, Monkey Business had been struggling over the past few years, even though it relies on volunteers. While costs have gone up, she said, the amount of money coming in the door has decreased.
"The board made the decision to close Monkey Business three years ago, based on losses, but held off at the request of its volunteers," Hansen told the Local in an email. "The board suggested a goal of an annual margin of $4,000 to keep it open, but Monkey Business has not been able to achieve that."
Store manager Rose Malley acknowledged that the shop was just not able to meet Green Tree's financial goals anymore.
"Since Borders closed, there has not been as much foot traffic on the top of the Hill," she said. "And to most people who park in our parking lot, Monkey Business has become an afterthought."
To the many who have felt a close connection with Monkey Business over the years, Green Tree's explanation was not enough.
"I don't understand how a benefit shop closes, especially in these economic times," customer Ricki Sanders said.
"This is the type of store that should be opening up, not closing," echoed volunteer Abigail Ray.
Last week, a group of regular Monkey Business customers began a petition to keep the store open. That petition had well over a hundred signatures as of Thursday. Malley said she had not started the petition but that customers looking to gain community support to sustain Monkey Business.
"The petition isn't aimed at Green Tree," she said. "It's for the community."
For the volunteers and long-time patrons, Monkey Business was much more than just a consignment shop. The connections made between people at the business have forged long lasting friendships, all through the common bond of wanting to help others.
"Monkey Business should never be governed by the bottom line," Sanders said. "It is a great loss in a number of ways. There was always an opportunity to connect- to see and meet people that you normally wouldn't."
"It's a real death in the community," volunteer Ellen Gallagher said. "The volunteers are losing a sense of camaraderie, and much of their purpose. It's hard to find an organization where you don't have to commit to a singular political or social belief. The shop was a true representation of the melting pot in this area."
"So much of what people are upset about is not just losing the store, it's the people," Ray said.
"Everything changed when the foundation took over," Malley said. "But I consider this job an honorable pleasure. I made many friends here that I will cherish."
Director Hansen said the decision to close Monkey Business was not easy, but the board didn't see any other way to proceed given the shop's declining business.
"The board regrets the decision, but cannot compromise our health care mission by subsidizing a consignment store,"Hansen said. The board did consider the benefit to the community of having a store selling used clothing; however, Chestnut Hill has a number of consignment stores as well as Green Tree Thrift, also operated by the Foundation, which provide that benefit."
Although another generation will not be able to enjoy the treasure that was Monkey Business, Malley and the volunteers urge all to come by and pay their final respects. The store is officially scheduled to close for good on June 24.
Additional reporting by Pete Mazzaccaro


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Wonderful World of Animation Art Gallery
9517 Culver Blvd.
Culver City, CA 90232
Tim Burton
Character drawing of A Man and a girl.
This drawing was most likely done between the late 1980s or early 1990s. Burton was known to carry around sketchbooks, and like other pieces we have had in the past, this drawing is from one of those sketchbooks. The initials "G.G." are in the lower right hand corner and it is our belief that this stands for "Garden Grove" as the location for this character.
This piece measures 9.0" x 6.0".
The paper has had a tinge of color change around the outer edges only which can be easily matted out.

subset: commoncrawl


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Assassin's Creed Unity Trailer: Ubisoft Confirms Series' Next Installment
Sacrebleu! Paris is the newest site of the ongoing, historical war between the Assassins and the Templars in Assassin's Creed Unity.
Ubisoft has come forward to let us know that Assassin's Creed Unity is indeed the next official entry in its time-travelling, Templar-slaying franchise. This teaser trailer for Unity starts off in an empty, upscale mansion in Paris. As the camera goes through the window and into the streets, we get a nice visual of the vast difference between the rich and the poor as much of Paris' streets are decrepit, dirty and falling apart.
While the streets are bare, we eventually understand the cause of the desolation of the city upon seeing that there is a massive guillotine set up in front of Notre Dame. In iconic Assassin's Creed fashion, we see our newest assassin, draped in dark blue and leather, looking on as the cathedral's bells ring to attract the townspeople to watch a public execution. Stay tuned as we provide more information on Assassin's Creed Unity as it becomes available.


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Photo : Pind Mako Railway Station
A picture of 'Pind Mako Railway Station', this photo is taken in the destination of Mona Remount Depot in the province of Punjab in the country of Pakistan. You can click on the image below to see a higher resolution version of this picture, or on the links below that to see more photos by this photographer. This picture is displayed according to Panaramio Copyright Policies.
Photographer : Photo Shoot [08 September 2012]
Photos provided by Panoramio are under the copyright of their owners
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Jenny Jellybead needed a new logo design and created a contest on 99designs.
A winner was selected from 25 designs submitted by 11 freelance designers.
logo to show the fun side of beading.
Jellybeads of Mogo
Logo to be used in all marketingMy business is a small bead shop in Mogo, on the south coast on NSW. Mogo is an historic gold mining town and arts and craft centre. We are housed in a small cottage (light blue) and provide all manner of beads and beading equipment, books, tools and classes. We specialise in traditional Chinese beads but provide all manner of beads.
Our School Holiday programmes are a must for the many tourists who come our way in the summer.
Children are always welcome. We pay jellybeans for beads retrieved from the floor. (a good distraction for children who get a bit cranky if mum is taking too long looking and deciding)
- "a visual feast of exotic beads"
- colour- purple and turquoise, but primary colours too
- play on the word jellybeads/jellybeans (and yes we do stock jellybeads)
- the amazing jellybead tree
- fun
- darkness
Find out how a design contest works or learn more about our logo design services.


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Alpacas in Chestertown?
If you'd asked me 2 months ago what an alpaca was, I probably would have said, "I think its like a llama." I know that there are a few llama farms in Kent and Queen Anne's county, but never would I have guessed that there existed an Alpaca farm just outside of town on the road to Rock Hall. In early December, my wife came across an article in the Tidewater Trader advertising the farm. It's called Tag Along Alpacas and it has been in operation since August 2012.
So we called, made and appointment and I drove out to get a tour from Connie Gsell who runs the farm with her daughter Tracy Abram. Together they have raised this herd of Huacaya Alpacas (pronounced whah-kai-ah), which includes, Oso (white and the only male), Nicki (the light brown), Autumn (the medium fawn) and Fiona (the black and very curious Alpaca).
And I can't forget Cowboy, the Australian Cattle-Dog.
The Alpacas are very friendly, though very nervous at first. Once you get a chance to feed them some pellets they warm up to you and you don't have to worry about them biting. The teeth in the front of their mouth are only on their lower jaw.
When asked why they decided to raise alpacas Tracy said, "I love animals and wanted to find livestock to raise that would be fun to be around and work with, relatively easy to care for, profitable, and not end up on a dinner plate. After researching livestock opportunities, alpacas were the perfect fit for us."
Eco-friendly alpacas are sensitive to their environment in every respect. Alpacas have soft padded feet instead of hooves and can leave even the most delicate terrain undamaged. Alpacas prefer to eat tender grasses, which they do not pull up by the roots. Lacking upper teeth, alpacas "cut" the grass with their bottom teeth and upper palate. This vegetation cutting encourages the plant's growth. Because they are modified ruminants with a three-compartment stomach, alpacas convert grass and hay to energy very efficiently, and stop eating when they are full, further preserving the landscape on which they live. Alpacas' pellet-like droppings are PH balanced, and an excellent, natural, slow release, low odor fertilizer. While alpacas are environmentally friendly - and even beneficial - to the land, what makes them even more "green" is their end product… alpaca fiber. Alpacas are sheared annually, without harm.
Alpacas produce an incredibly soft fiber. Because of its soft texture, alpaca fiber is often compared to cashmere. Making the fiber even more coveted, it has the luster of silk. Alpaca is just as warm as, yet 1/3 the weight of, wool. It comes in 22 natural colors and can be dyed any desired shade. Containing no lanolin, alpaca fiber is also naturally hypoallergenic. Most people who are sensitive to wool find that they can wear alpaca without the itching or irritation they feel from wool because alpaca fiber is smooth.
All the alpacas have different personalities and on some level they remind me of having a dog, with a really long neck that doesn't bark or nip. Fiona is the curious and unafraid female, Nikki is very shy, Autumn is less shy and Oso is the only male, but has the softest fleece.
If you get a chance, go see them and feel just how soft their fur is. Oh, I forgot to mention, the females are pregnant and will each give birth to one cria. The first one is due in May and the other two are due in September.
This year they will be participating in the Chestertown Earth Day festivities on April 20.
For more information check out their website:


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The World's Most Wanted Animal
Season 36 Episode 16 | 52m 59s
Join conservationist Maria Diekmann in the crusade to save pangolins, the most trafficked animal in the world. Learn more about these scaly yet endearing mammals whose basic biology remains a mystery, hampering conservation efforts.
Aired: 05/23/18Video has closed captioning.


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C6 Z06 - Maximum Acceleration
C6 Z06 - Maximum Acceleration
Want stronger acceleration from your Corvette? Who doesn't! The traditional prescription to modify any car is by adding horsepower, stickier tires, and, perhaps, more favorable gearing. But there is another path to faster acceleration, and it's cheap by comparison. It's learning to drive the car better, by adopting optimal driver techniques that can extract all the performance Chevy has already built into your car.
This is part one of a Corvette Fever special three-part series focusing on driving techniques for maximum acceleration in a six-speed Corvette. John Armstrong, well known as "Ranger" on the Corvette Forum and other Internet fast-driving communities, has set quarter-mile records in three different Z06s. And last fall in his '06 Z06, he set the all-time record for stock Corvettes on drag radial tires at 10.85 at 129.50 mph. He's also run 11.24/127.03 on the stock run-flat tires, five-tenths of a second under the Chevy specification for the Z06-that equates to about a six car-length improvement.
In part one, we have asked John to share with Corvette Fever readers his background driving Corvettes. In part two, he will describe his specific techniques for achieving maximum acceleration. Part three, hopefully, will be a shootout featuring John driving a stock C6 Z06 against some legendary Corvettes set up for the dragstrip. This last segment is still in the planning stages at this printing so keep your fingers crossed.
John shares,My life changed for the better back in 1960 when someone at Williams Chevrolet in Milford, Ohio, neglected to lock a door on a newly arrived Corvette. The car was white and hypnotically beautiful in the moonlight. I dropped the kickstand on my bicycle, tried the driver's door, squealed yippee when it opened, and climbed in. I was only 14 years old, but I spent a long time that night shifting through the gears, clutch in, clutch out-1-2, 2-3, 3-4, and then repeated the process, over and over. I shifted until my clutch leg got tired, rested, and did it all over again. From that day on, I knew Corvettes were in my future.
The Corvette dream became a reality as graduation from West Point approached, and I bought my first car. My choice was a new '68 Corvette convertible with the 427/435hp engine, four-speed transmission, and 3.70 rearend. It was among the fastest production cars of the day. That summer I drove the '68 427 on my first ten passes at the dragstrip, old Edgewater near Cincinnati. My best runs, all stock including the tires, were 13.4-13.5 seconds e.t. at a trap speed of 109 mph.
The L71 Corvette demanded finesse with the clutch and throttle because its narrow tires were easy to blow away on launch and shifts. I learned to focus on traction to avoid losing match races with the 427 Fords and the Hemi Dodges I encountered on the street. I also experienced the perils of driver error, trashing one transmission by a missed shift. The root cause: wearing slick, leather-soled shoes while hammering through the gears. Fortunately for me, Chevy covered replacement of that M21 transmission. that incident remains my only driver-induced breakage in a Corvette.
On departing to fight in the Vietnam war, I left the Corvette for my mother to sell. Turned out she sold it to Roger Penske, a legendary racer even then. He flew into town, inspected and testdrove my car, wrote mom a check for the asking price, and then drove that Corvette away . . . all in 20 minutes. Penske moved fast.
Thirty-three years later, my interest in drag racing was rekindled quite accidentally. In the spring of 2001, while on a Sunday solo cruise in my Z06 (stock except for a cold-air intake), I happened by a Maryland dragstrip called Capitol Raceway. In a fateful, spur-of-the-moment decision, I turned in the gate and went through technical inspection successfully. I just had to promise the inspector I'd scrounge up a helmet the rules required.
Decades had gone by since my last pass down the 1320 and apprehension weighed heavily on my mind. Would I remember what to do? But that concern was trumped by my desire to see if an ordinary owner could match Chevy's '01 Z06 quarter-mile specification of 12.6 at 114 mph. After getting a quick brief on staging procedures from an experienced driver and borrowing his helmet, I staged the Z06. First pass was 12.53 at 116.24 mph. Then four more, all but one beating the Z06 spec. My best run that day was 12.47 at 117.39 mph. I was pumped.
It was particularly reassuring that lessons I'd learned in the '68 427 were still embedded in my instincts and muscle memory, and they remained relevant. Traction was still crucial; the clutch and throttle still required finesse; and fast, precise shifts at the right rpm remained keys to the e.t. And this time I was wearing rubber-soled shoes with a good grip.
The results of my belated return to the dragstrip presented an opportunity. I might be the right guy to find out how quick and fast a Z06 could be. I just needed to optimize my driving while keeping the car unchanged. After mulling it over a few days, the perceived opportunity became the quest.
A committed, rigorous engineering approach was needed to identify the optimal techniques for absolute best acceleration. What I lacked in traditional on-board data acquisition hardware and the support of a professional team, I had to make up for in life experience. That included an engineering degree, 25 years of analytical and program management experience in the intelligence services, and six years running a software company. My physical fitness would help, too.
With the goal now set, my attention turned to making passes at my local strip, building a comprehensive logbook, and learning from the performance data I collected. Over the next nine months, I accumulated about 100 passes in that first Z06, refining techniques, grooving my launch and shift skills, and chipping away at the e.t. Still on stock tires, the progression was 12.42, 12.35, 12.29, and then 12.14. Along the way, I learned to ignore the car in the other lane and just run my own pass. For my purposes, bracket racing would be a distraction.
On the final day of the '01 racing season, I mounted my first pair of drag radial (DR) tires on the car and headed for Capitol Raceway. I got some badly needed last-minute coaching on the burnout procedure for heating the DRs. I then cranked out an 11.94 at 116.65-mph pass and received the coveted 11-second timeslip on literally my last pass of the season. That 11.94 run remains the record for an '01 Z06 with just a cold-air intake and drag radials.
Six months later, I made the transition to an '02 Z06 with its 405hp motor and a Chevy quarter-mile spec of 12.4 at 116 mph. My first day at the drags, with 515 miles on the odometer and still on paper tags, the car ran a 12.16 at 116.47 mph, stock on the stock tires. Seventeen months and 200 passes later, it ran 11.81 at 117.26 mph, the record at the time, though later eclipsed by 0.03 seconds by another driver.
I campaigned the car at three different tracks most weekends during the fall of 2002 with the car sporting just a cold-air intake and drag radials. My driving improved as I continued to wring wastage from my techniques. And my e.t.'s continued to drop: 11.82, 11.72, 11.68, 11.61, and, finally, 11.55 at 117.69 mph. This latter pass is on video and remains the best run I've ever driven. the elusive perfect pass was made with 363 rear-wheel horsepower in average weather conditions.
I invested another 150 passes in that car and only eked out three more hundredths. But the additional experience brought strong consistency to my driving. On the final day of my '04 season at Atco Raceway, I ran four passes within five one-hundredths of a second, the best being 11.53 at 119.79 mph. The previous week at Capitol, I set what remains the record for a stock '02-and-later Z06 with a cold-air intake and drag radials: 11.52 at 120.21 mph. Records are made to be broken, and someone will break that one someday. Hopefully, it will be captured on video because I'll want to see it.
As an outgrowth of this quest, I have continued to write and post acceleration technique guidance on several Internet sites catering to driving enthusiasts, particularly the Corvette Forum. My body of writing has helped other owners leverage the learning curve I've already ridden. Not surprisingly I guess, these tutorials spawned new demands on my time to answer questions from around the country and overseas. It became clear that thousands of Corvette owners want to improve their acceleration skills. Their positive feedback to my writing reinforced my commitment to the quest.
In early 2006, I transitioned to the 427ci, 505hp C6 Z06 with its Chevy quarter-mile spec of 11.7 at 125 mph. As everyone knows by now, the car lives up to its billing as the fastest production vehicle GM has ever sold, at least so far. The C6 Z06 is a more difficult car to drive than its C5 counterpart. There are three major challenges a new owner must overcome. First, the C6Z's extra 100 hp demands added finesse, lest the tires spin excessively on launch and shifts. Second, the LS7 clutch is simply intolerant of an aggressive launch. Even slight slipping of the clutch on a 3,000-rpm launch will glaze the clutch and hang the clutch pedal midway up. This forces an aborted run and parking to cool down the clutch. Third, the LS7 engine management computer (ECU/PCM) features a devilishly clever function called Torque Management (TM) that reduces engine power to protect the drivetrain under certain conditions involving strong acceleration. A driver can really feel that momentary power loss when the TM is invoked. These three changes combine to make the C6Z a difficult car to drive well at the limit.
With that as background, the techniques I'd honed through 500 passes in C5Zs needed revision when I hit the track in the C6Z. My first day at Maryland International Raceway, running stock on drag radials, my new Z06 hung the clutch pedal on its first launch. I cooled the clutch down and adjusted my launch procedures. On the fourth pass, I ran an 11.31 at 126.92 mph. The next day at Capitol, the progression was 11.38, 11.36, 11.28, and 11.20. I was disappointed. The 11.20 was only three-tenths of a second faster than I'd run in the '02 Z06 with 100 less horsepower. It was obvious I had some learning to do.
Unless the driver of any traction-limited, manual-tranny car is told the optimal driving techniques, he generally will need at least 30-50 passes to discover them independently. By pass number 37 in the C6Z, I had dropped the stock-tire e.t. to 11.24 at 127.03. But bedeviled by the finicky LS7 clutch and Torque Management, I'd hit a plateau at 11.20 on the drag radials.
My remediation effort involved ten pure R&D passes focused on launch techniques and different tire combinations. The problem was confined to my launch and the 1-2 shift, the first 200 feet of the 1320. The rest of the pass was very consistent and fast enough to support dropping into the 10-second range. This methodical approach yielded the adjustments I needed.
My subsequent passes were: 11.16, 11.12, 11.10, 11.08, 11.06, 11.03, and finally, on my 52nd pass in the car, a 10.85 at 129.50. This latter pass is the all-time record for a stock Corvette on drag radials. And it was not perfectly driven. The one driver error was an early 2-3 shift, 300 rpm short of target. What would be the outcome of the elusive perfect pass in a stock C6Z on drag radials? My estimate is the high 10.7s.
I close by highlighting an unfortunate consequence of running fast times in a stock C6Z. It puts the driver in violation of NHRA and IHRA safety rules that require a rollbar on cars running quicker than 11.50. Although track officials generally have some latitude, they frequently "boot" a driver for the day for running two passes under 11.50. Repeated "bootings" can lead to a permanent ban from a particular track, as I've learned the hard way.
Some "experts" advise biting the bullet and installing the rollbar in a stock Z06. But for daily-driven cars that would mean the drivers and passengers would need to wear helmets on the street to protect their heads from hitting the rollbar tubing in the event of an accident. By the experts' logic, safety at the track should take priority over safety on the street. That seems an imprudent trade-off.
I mention this issue because it will confront more Corvette owners as Chevy continues to give us the horsepower we want. As the fastest stock production cars continue to get even faster, the NHRA and IHRA will need to revise the rules to give owners of these stock cars, like mine, a safe place to race.
In part two next month, I'll be sharing the techniques I've learned for Ranger-style max acceleration through 550-plus passes at the dragstrip.
John "Ranger" Armstrong is producing a DVD on the aforementioned techniques for maximum acceleration in Corvettes. Scheduled for release the fourth quarter of 2007 via his web site (
), the DVD is intended to help Corvette owners get the most from their cars in a straight line, on the street and at the dragstrip.
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C6 Z06 - Driving Techniques - Corvette Fever Magazine
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For over ten years HASA has been providing ad-free, fee-free JRRT fanfiction that is operated by fandom, not corporate interests. There are no tests to take to join, & HASA has all genres, characters, ratings & story lengths. depends on fan funding.
If you become a member, your contact information is not for sale to marketeers. We get hundreds of readers a day, which makes HASA a great place for readers and writers. To do this HASA depends on donations from members and readers, both one-time gifts and subscriptions. Our balance now is -$110, which means we need donations to cover 3/4ths of April and all of May; the May hosting will be due in the next few days.
If only a small percentage of our members and readers donated every year or got a monthly subscription we would be in better shape. Our account is still negative; if we had more subscribers it would be easier to keep ahead.
Our PayPal account has three ways to donate:
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If you're a little short on spare change at the moment, donations of time are always appreciated. There's an archive full of stories just waiting for comments, authors who would dearly love an email complimenting them on their work, challenges that need entries, playlists that need to be created, and forums begging for discussions. If you are a reviewer, check out a story today. If you aren't a reviewer, no better time than now to sign up. If you are an author, please consider donating a new story.
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unfortunately until i receive at least 10 (ten) thumbs up () from ACCREDITED Covers members my contractual relationship with PLAYBOY prevents me from continuing to send these dispatches and believe me the Brits charge ALOT for FAX...not to mention the demands of a deranged Jim Rome......
BRITISH PETROLEUM "Who says throwing 20 Billion bucks at a problem won't make it go away. Union Carbide? Phillip Morris? I doubt it pal, besides alot of Gulf wildlife is a nuisance anyways, especially those dumb-behind sea turtles. We have more deep sea rigs out there than ever before, so suck it up."
CHICK-FIL-A "Before we came out with our stand against happy marriage you may have thought our ads with the cows taking over highrises and parachuting into football stadiums made us out to be morons. Well now you KNOW we are. Just sayin'."
INTERTOPS GAMBLING "Its not your fathahs intairetops no more boy. Owhere custoomer haylp steel features da best in da business mahn, you know you like the ladies West Indian accents so give in, take a ride, take a chance on INTERTOPS (100 dollar re-sign bonus, accept visa, mastercard, green stamps, goat carcasses... Antigua me juice frum!!) Free cricket tursdays!!!
TAYLOR SWIFTS NEW BOYFRIEND " Ok you are not gonna friggin believe this but all I did was smile at her in a Cleveland Publix supermarket (Feb. 2011) and 6 months later there's this cd with a song about how 'he knew no mercy, tore my soul, couldnt remember where the artichoke hearts were.." and the liners had my name AND address on it. Serial psycho-girl!! Seriously."


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17 Best Hair Treatments for Healthy Hair
Dry, damaged hair needs some serious TLC. Check out these miracle workers that readers promise will — finally — give you that gorgeous, healthy hair
Why it's great: This serum contains no phthalates, parabens or carcinogens, and reviewers say it helps revive brittle and damaged hair. One reader particularly loves its lightweight texture, explaining that it "makes [her] hair look shiny, smooth and healthy without looking greasy." This product "works wonders on long hair, especially the dry, damaged ends," adds another.
Agree? Disagree? Write your review for Pristine Beauty No Scary Hairy here.
*At time of publication
Older comments
Wow--the products! Nioxin, Phyto 9, and Frederic Fekkai have truly gone a long way to improve my hair's health!
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Definitely going to try some of these. The argon oil sounds like a really good bet for my fizzy, curly hair.
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Theese are all wonderful hair treatments!
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I will be trying some of these.
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I would love to try these
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There are so many to choose from!
by EricaC123 Thursday, December 27, 2012 at 12:19PM Report as inappropriate
love the loreal hair conditioner
by Tlee Friday, November 23, 2012 at 11:41PM Report as inappropriate
Why can't they make the conditioner they put in the at home dye kits as conditioners by themselves. They usually smell amazing and provide tons of moisture.
by Only1KimmieD Wednesday, October 24, 2012 at 12:59PM Report as inappropriate
ARGAN OIL all the way. I got the Pro Naturals one online and it helped my hair SO much, I still use it and my hair is perfectly healthy but I sort of can't live without it now, lol.
by kristin_harrow Sunday, October 14, 2012 at 07:23PM Report as inappropriate
I used to have basically flawless hair, but for some reason it's been acting up so much lately!
by schien Tuesday, October 9, 2012 at 03:23PM Report as inappropriate


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A Trip to Seabrook: Sunset Magazine's First Idea Town
I was lucky enough to have the opportunity to take a trip to Seabrook, Washington this past weekend. The brainchild of married couple Casey and Laura Roloff and town planner Laurence Qamar, Seabrook is a concept town that was built in 2004 in an attempt to extend indoor living space into the outdoors and the community, and create a slow, neighborly feel to the entire town.
Nestled on the West Coast at Pacific Beach, Seabrook was discovered by Sunset Magazine in 2012, and has since been named their first "idea town" — a place to invest time, create lasting relationships with neighbors, take things slowly, and bring back an old-fashioned township feel. Seabrook is a treasure trove of charm, with double-sided wood burning fireplaces for roasting marshmallows at each cottage center meeting place, domed street lamps for easier views of the starry night sky, and bicycles littered throughout the town to dissuade the use of cars.
After Sunset's adoption of Seabrook, they commissioned several "idea houses". Each idea house interior was designed by Brian Paquette (a Northwest native) to create an ideal model living space, utilizing the beach and town's natural color palette. Paquette created stories for each model home — the artist matriarch or the modern couple with young son — and created a living space perfect for each fictional family.
The outdoor spaces, designed by Stephen Poulakos, are just as enchanting, using sustainable Northwestern resources and pervious materials that drain the substantial amount of rain water that the Washington coast sees each year. Fun fact: the pathways in the town are all created using recycled, crushed oyster shell, which reflects light, making for the perfect moonlit walk or a brighter, more cheerful day during the dark and dreary Washington winters.
If you ever get the opportunity to visit this amazing and quiet town, I'd highly recommend it. Still in the building process, they are adding more centers, a traditional-style town hall, and numerous shops and restaurants.
(Images — 1 & 15: Seabrook, 2-12: Andie Powers 13 & 14: Brian Paquette Interiors)


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Aman, at least now you can google image search London 2012 and get in on the joke years too late.
It's SFW, the city of London had an Internet poll to decide their logo. One of the entries was hilarious
21st Century wrote: »YOLO. Swag. Whatever. Fuck it. Lets do this.
AnteCantelope wrote: »Are there three episodes today, or is that next week?
RhalloTonny wrote: »The episode felt incredibly short, but was around the usual time. Odd pacing, perhaps?
RhalloTonny wrote: »The episode felt incredibly short, but was around the usual time. Odd pacing, perhaps?
My thoughts exactly. Maybe it's because many of the scenes from this episode were shown in the trailer for the second half of the season?
AManFromEarth wrote: »Sigh, I went twelve years on the internet before I found out what goatse was.
Damn you, PA forum. Damn you straight to angelfire.
I hope on the S3 DVD they have a full song of the Dean's version of Come on Eileen.
One thing that seemed weird though for the episode was that
when Chang went crazy in S1 and was found to be a fraud, the Dean just hired a substitute to finish off the year. Why is he dean-ying the same chance this time?
Johnny Chopsocky wrote: »No more Professor Caine?
That means no episode with both Gustavo Fring AND Omar.


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Yes, looking forward to return to London (put forward to tomorrow) and getting playing again. Here in Devon I only have access to outside court which has been iced over.
Really looking forward to testing out a new, 'special' YTPP and the TF Vo2 320 and seeing if 1 or other can oust the APD. I also want to 'revisit' my old PD+, a frame that I was surprised to find I really liked when I hit with it fairly recently.
Finally, nice to see the FS/T section on this site operating. Providing it's not too much hassle to upload relevant info, I'll probably stick a few frames up here in a week or 2... I recently did a lot of business on ebay and it's been nothing but an endless chore with ppl pissing me around - I look forward to shifting frames in an altogether easier manner.
Peace and gloves tennis bums!
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Get in[edit]
By subway[edit]
Orange Line: The Community College and Sullivan Square stops both serve Charlestown.
By bus[edit]
Routes 92 and 93 go to Charlestown.
By water[edit]
The F4 water taxi runs between Long Wharf and the Charlestown Navy Yard. The Navy Yard dock is very close to the U.S.S. Constitution.
By car[edit]
You can drive in from Exit 25 (Causeway St./North Station) and Exit 28 (Charlestown/Sullivan Square) on Route I-93, the Charlestown/Somerville Exit on Route 1 after the Tobin Bridge, Storrow Drive in Boston or Memorial Drive in Cambridge.
By foot[edit]
Many residents walk to work in Downtown or simply down to the nearby waterfront, both of which are only five minutes away. The North End of Boston is also accessible.
See[edit][add listing]
Historical Sites[edit]
Significant Landmarks[edit]
The Austin Block is one of Charlestown's first masonry buildings built 1827.
The Bunker Hill School is the Second Empire-style building built 1866.
This bank was built in 1876.
The Everett House is a Federal style house with architecture that dates back to 1814.
Harvard is a Greek Revival style c. 1840s.
Rougan Hall is a Renaissance Revival and Romanesque Revival styles c. 1890s.
This church has Gothic & Celtic architecture that was built in 1862.
This church is also a Gothic Revival style built 1870.
St. Mary's Church was built 1892.
Do[edit][add listing]
Buy[edit][add listing]
Eat[edit][add listing]
For large families there are the traditional, cost-effective spots to eat such as The 99 Restaurant, Friendly's, Papa Gino's or Coldstone Creamery.
There is definitely an international theme when you go out and experience some of the fine dining in Charlestown. The family restaurants aren't bad places to eat but the reason someone would travel to Charlestown are the exotic dishes at Mediterranean, Greek and French restaurants offer in addition to an interesting night life (see belly dancing at Tangierino's).
Drink[edit][add listing]
This oldest tavern in Massachusetts has had many famous visitors, including George Washington himself. This bar/restaurant has an extensive wine list. You can buy the wine by the glass ($5-8) or by the bottle ($21-29). They offer a variety of domestic and imported draft beers. They have a menu for brunch, lunch, dinner and dessert. Monthly events.
Sleep[edit][add listing]
At this Victorian styled home breakfast is made to order. They offer a Jacuzzi, library and laundry facilities. There is a VCR, TV and phone in each room. Pricing starts at $135 to $145 per night.


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From LinuxMIPS
The R6000 is an ECL implementation of the MIPS architecture which was produced by [Bipolar Integrated Technology]. The R6000 miroprocessor did introduce the MIPS II instruction set. Its TLB and cache architecture are different from all other members of the MIPS family. The R6000 did not deliver the promised performance benefits, and although it saw some use in Control Data machines, it quickly disappeared from the mainstream market. The R6000 is not supported by Linux/MIPS.