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News & Media
It's a crowded market, with four import truck brands and two domestic already fighting for market share. But autumn 2012 saw the launch of the Quon into Korea—and, with its first owner now ready to get on the road, optimism is high for the brand.
Traveling south from the capital city of Seoul, one quickly realizes that this is a country on the move. The highways are broad, four and five lanes in both directions, hosting a constant stream of passenger cars and trucks. Along the way are towering clusters of apartment buildings, the satellite towns being established to reduce the pressure of population in the center of Seoul itself. Korea is not a big country, but it is a big economic and, increasingly, cultural power. Its economy is in the top 15 in the world; it is the seventh largest exporter. That means that it needs a lot of trucks to move things around, and that is why we are at the spacious, new facilities of Sunjin Corporation, about 80 kilometers south of the capital.
Here we meet Yongju Kim, a happy, but also clearly impatient man. He's happy because his new truck is here, ready for Sunjin, one of the country's best body builders, to put a wing body on his truck, which is now just the cab and bare chassis. The wing body splits open like the wings of a bird, allowing fast access to the cargo inside.
Yongju Kim, the first UD Trucks customer in the country, in the cab of his Quon
He's impatient because the body isn't yet completed, and he wants the work finished so he can get his truck out on the road and working.
It's not just any truck, either: Mr. Kim has, in fact, bought the very first UD truck ever sold in Korea. The official product launch only happened a short time earlier, on September 19, 2012, at a gala event in Seoul; we meet him just about a month later. It's a bold move, entering a market where there are two domestic companies that dominate some 75 percent of the market, and five other international brands, including family company Volvo Trucks, fight for the rest. But Mr. Kim has some good reasons for making his purchase.
"I've been driving for 15 years, and I've tried them all," he says. "I'm tired of struggling with the problems with local brands, so I'm really looking forward to driving the Quon."
Like 85 percent of his counterparts in Korea, Mr. Kim owns and operates his own truck; he's slightly unusual in that he has three trucks, so he could almost be seen as a fleet operator by Korean standards. Most are one-man, one-truck, family-operated businesses, with the wife often the president on paper and the person who handles business inquiries while the husband is on the road.
And, on those big highways, they'll be on the road a lot. "Most operators will drive about 400 to 500 kilometers a day, but I usually go about 800," Mr. Kim says. He picks up eggs or other agricultural products in Gwangju, in the southeast, delivers them to a bakery plant in central Korea, travels to the agricultural markets of Seoul, then heads back home. "Uptime is critical for me," he says. "I had heard that these are reliable, durable trucks, so I decided to buy one. If it works well, I'll replace one of my other trucks with another Quon."
Japanese trucks have been imported into Korea in the past, say Youngjae Kim, president of UD Trucks Corporation, Region Korea. "We may not have a lot of experience yet with UD Trucks, but we do with Volvo Trucks," Mr. Kim explains. "Volvo Trucks established its own marketing company in Korea in 1996, with sales beginning in 1997." It rapidly grew in the market to take the number-one position in the import truck segment, which also includes Iveco, MAN, Mercedes-Benz and Scania. The domestic producers include Hyundai, the market leader, and Tata Daewoo, a locallymanufactured subsidiary of Tata Motors.
Mr. Kim adds that Nissan Diesel (the predecessor of UD Trucks) was imported into Korea in the 1990s by a local partner. "These helped build a positive image of engine quality and reliability, and many are still on the road more than 20 years later!"
President Youngjae Kim, with one of the launch/showcase Quons
"We are communicating that UD Trucks are made in Japan as a proud member of the Volvo Group," says Chang-ha Lee, Director of Vehicle Sales & Marketing. "People do appreciate Japanese technology, and the high level of craftsmanship. They know that UD Trucks also utilizes technology from the Volvo Group, one of the world's largest makers of truck diesel engines, renowned for their fuel efficiency. We will focus on the durability, reliability and economy of the brand."
Now, with their message in hand, it's time for Mr. Kim's staff to start selling those trucks. While they have set some fleet targets, such as a foreign-based company that owns one of the largest chains of discount stores in the country, a lot of the sales work will be with the one-man operators. And that implies creating a very strong personal bond with them.
"It's definitely very much about building warmth, trust and respect," says Hyunchul Lee, Manager of UD Trucks' Marketing Communications Team. "We always talk to the people respectfully, and we never call them 'driver'! We always call them 'operator' or 'president' (Mr. Lee is referring to Korean usage, in which it's common to append the job title to the person's name, such as 'Lee-Manager'). You have to remember, a truck can be an investment that's worth more than an apartment!" And, he says, he and other sales people even have truck driver licenses. "I'm working on my trailer certificate right now," he says. "That way we can talk to them on the same level; they know that we can drive, too, so they respect us for that."
"We're also looking at this in the long run: it's a marathon, not a 100-yard dash," Youngjae Kim says. "The UD approach is going to be different, and we'll talk a lot with people about the total profitability over the truck's lifetime—that the initial cost, which will be higher, is offset over the long run."
The relationship between driver and truck is even clearer at the dual-branded Volvo/UD workshop in busy Incheon. Near the port, the airport and industrial areas, it's a prime location for taking care of trucks. As Hongkun Kwak, Director of what is known as the "own dealer network"—dealership directly owned by the Volvo Group, walks through the spotless new service area, worried-looking driver/operators peer over the shoulders of service staff. "We would prefer if they stayed in the customer part of the building (which is equipped with everything from coffee and canteen meal service to a sleep area and lounge with cameras displaying everything going on in the service bay), but we know how concerned they are. The trucks really are their life. When they're down, they're not making money."
The Incheon workshop is already flying UD Trucks flags, and has the UD logo fixed to the side of the building. "I expect that the brand will do well, because customer expectation is growing," Mr. Kwak says. "People ask, 'What is UD?' when they see the logo, but there also is understanding spreading in the market that this is a sturdy, reliable truck. So we're really excited to get going with UD."
At the unveiling ceremony in downtown Seoul
They will be ready as more UD trucks enter service in Korea: eight workshops have completed training programs and added UD parts, a number that will rise to 15 by the end of the year and 25, including three own workshops, in 2013.
If the new buyers are anything like Yongju Kim, it should be a very pleasant process. Mr. Kim personally drove to the predelivery inspection (PDI) station in southeast Korea to pick up the truck himself, before driving north to Sunjin. "It was a very good experience," he says. "The truck was very simple to operate and easy to drive—a good, solid feeling." He's curious about future technology as well, already asking about the possibility of an automatic transmission (see the story on page 18 for more on this). "So now I'm just pushing, pushing these guys to get my body done," he says, then smiles. "I just want to get it out on the road—and I'm the only one who gets to drive the Quon!"


text:
Build amazing things
npm is the package manager for JavaScript and the world's largest software registry. Discover packages of reusable code — and assemble them in powerful new ways.
npm Orgs is powerful collaboration — for free
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Use npm to install, share, and distribute code; manage dependencies in your projects; and share & receive feedback with others.
What can you make with 800,000 building blocks?
The npm registry hosts the world's largest collection of free, reusable code.
Packages for mobile, IoT, front end, back end, robotics… everything you need to start building amazing things.
Assemble packages like building blocks to quickly develop awesome new projects.
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Harness the power of npm inside large teams. Run your own npm registry and securely integrate your workflow and tools.
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npm ♥ Open Source
Browsing, installing, and publishing is always free for public packages.
Packages people 'npm install' a lot
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Get started with npmThe npm command-line tool is bundled with Node.js. If you have it installed, then you already have npm too. If not, go download Node.js.
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subset: commoncrawl


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Late last year, total student debt outstanding surpassed $1 trillion for the first time. Now, the problem of student loan delinquency is generating its own eye-popping numbers.
New data released today shows 11% of student loans were 90 days or more past due in the third quarter, up from 8.9% in the previous quarter and 8.8% a year prior, according to the Federal Reserve Bank of New York. It's also the highest since at least 2003, when the bank first started tracking student loan delinquencies. "It's a red flag and a warning sign that more Americans are struggling to repay their student loans — things are bad, really bad, and getting worse," says Rich Williams, higher-education advocate at the U.S. Public Interest Research Group, a nonprofit based in Washington.
The latest data comes at a time when delinquencies on many other consumer debts, including credit cards and mortgages, are dropping. Overall, delinquency rates on outstanding consumer debt fell to 8.9% in the third quarter, from 10% a year prior, according to the FRBNY.
And the rise in student-loan delinquencies could be far from over. The FRBNY's calculation counts borrowers who are in deferment or forbearance — periods during which they can put off payments without penalty — as being current on their loans. But there's no telling whether these borrowers will be able to keep up with payments once these temporary relief periods are over. More than 1.5 million federal student loan borrowers were in economic-hardship deferment (which is granted for hardships like unemployment) and in forbearance (which borrowers can apply for if they can't afford to repay this debt based on their current income) at the end of September 2009, up 26% from a year prior, according to the latest data from FinAid.org, which tracks student loan debt. That number could be higher now given the high unemployment rates that have persisted since then.
To be sure, some experts say student-loan debt is still nowhere near becoming a real economic crisis. That would require the two-year default rate on federal student loans, which was 9.1% at the end of September 2011, to triple, says Mark Kantrowitz, publisher of FinAid.org.
Still, for students, the burden continues to grow. As college costs keep climbing and free financial aid is slashed, students have been signing up for more loans in order to cover their tuition bills. Students who graduated with a Bachelor's degree this spring left school with roughly $28,700 in student debt, up 31% from five years ago, according to FinAid.org. And in many cases, borrowers who've fallen behind on loans dropped out of college. Those borrowers are four times more likely to default on student loans than those who graduate, says Kantrowitz.
The good news, say financial advisers: Borrowers who've fallen behind can still get back on track. With federal student loans, if they can't afford to make regular payments or if their student loan debt exceeds their annual income, they can qualify for income-based repayment in which they'll pay no more than 10% to 15% of their so-called discretionary income. Some private lenders offer flexible repayment options as well.
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Anyone there?
Heya Cowboy Fans out there! How is Everyone doing out there? Well if your anywhere near where I am, then your probably not doing very well. So it seems as if StarStruck has become a little speechless after yesterday's decimation of our beloved Cowboys. I haven't seen a butt whoopin that bad since the Boys whooped on the Bills in Super Bowl 27. Everything started off great. Marched right down the field, T.O. got a reception, Barber was Barbarianing the Rams Defense and Brad Johnson looked 15 years younger. Then came 55:00 minutes of the worst Cowboys football this decade.
Speechless, really speechless. Thats the only way I could explain what happened yesterday. We were utterly dominated for 55:00 minutes. And then when we did get something going, we did something to shoot ourselves in the foot. Wade Phillips has done a really POOR job of getting this team ready to play. We have been pushed around and dominated for 3 weeks straight. This team seems soft and docile. Just like the coach. I even heard some TV broadcasters call the Cowboys the Dallas Cupcakes due to the unphysical and unemotional way they played. The only guy that deserved his paycheck yesterday was Demarcus Ware. The guy is a beast!! Marion Barber played good as well but he had a costly fumble early in the game.
I hate to say this guys but its becoming very obvious and apparent whats wrong with this team. We have no REAL leaders on this team. No one on this team that calls people out when they play like crap. We dont have that Troy Aikman, Michael Irvin type player on this team. We have a bunch of guys that just hang their heads when they get punched in the mouth. I remember during the Superbowl heydays how both Michael and Troy would be berating players on the Cowboy sidelines when they were playing poorly. It was unnacceptable and thats whats missing from this team. Terrell Owens has tried to repeatedly take this position on this team but all it does is bring him controversy from some fans and the media. There is T.O. becoming T.O. again. That is total B.S. and for any real Cowboy fans to think that is ludicrous. T.O. has the right idea but I just don't think guys on this team respect him as a vocal leader due to his past.
This coming week against the Bucs is the season folks. I know it's Week 8 and it's early and everything but this is the breaking point. The guys on this team need to do alot of soul searching this week and fulfill the potential that comes with playing for the Dallas Cowboys. Jerry Jones even called out his team after yesterdays game and called it one of the worst losses in his tenure as Cowboys owner. Yesterday's game brought back memories for me of the Chan Gaily/Dave Campo eras. That bad……. Anyways, I will be at the Boys and Bucs game this weekend. I have been to 6 Dallas Cowboys home games in my life. They have never lost any of the games I have ever been to. So maybe the boys need me this weekend. :O) I am coming guys. Give me some pads and a helmet and I will give it my all. Yeah right, maybe in some Disney movie. Anyways guys, I know hope is bleak but I know there is still time to turn it around. I will bet the farm that Tony Romo plays. If I ever see a Brad Johnson pass again it will be too soon. That guy was under throwing, over throwing and just plain throwing some ugly ducklings yesterday. The back-up QB postion needs to be addressed and it need to be addressed soon. Brad Johnson is no where near the answer.
So keep your chin up Cowboy fans. I will be there this weekend. I am on my way to save the Boys season. So wish me luck, cause lately it seems like we are gonna really need it.


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WASHINGTON (Reuters) - Ina Drew, the former JPMorgan Chase & Co executive who earned millions while in charge of the unit that made the disastrous "London whale" trades, refused on Friday to accept responsibility for the $6.2 billion in losses revealed last year.
Testifying before a Senate panel, the former chief investment officer instead pointed a finger at the traders and managers below her. They did not appear at the hearing because they are in London and outside the Senate's jurisdiction.
Blame-shifting proved to be a theme of the hearing held by the Senate Permanent Subcommittee on Investigations, even as Chairman Carl Levin hit Drew and other current and former JPMorgan executives hard over past statements he believed to be inaccurate.
The litany of accusations by the powerful panel raises the prospect that the trading debacle will continue to legally dog the Wall Street bank, long considered one of the best managed.
Friday's hearing and a subcommittee report released on Thursday paint a damning picture of a bank and high-level employees raking in huge payouts while ignoring risks, deceiving investors, fighting with regulators and trying to work around rules as losses mushroomed in a derivatives portfolio.
Drew made $29 million in 2010 and 2011, and Achilles Macris, who supervised the trading book at issue and reported to Drew, made $32 million during the same time frame. They were among the highest paid JPMorgan employees in those years.
Drew, who resigned last May and was long a trusted lieutenant of Chief Executive Jamie Dimon, lamented the loss of her 30-year-career at JPMorgan and defended herself as a "reasonable and diligent" manager.
"Some members of the London team failed to value positions properly and in good faith, minimized reported and projected losses, and hid from me important information regarding the true risks of the book," Drew said.
"I did not (and do not) believe I bore personal responsibility for the losses in the synthetic credit book," she said in her prepared remarks.
Senator John McCain from Arizona, the top Republican on the panel, questioned why Drew and others were transferring blame, saying it was hard to explain. "It seemed that the traders seemed to have more responsibility and authority than the higher-up executives," McCain said.
Dimon was not invited to testify. He has already testified twice before other congressional panels.
In a statement, the bank said: "We have made regrettable errors and overhauled our risk policies to correct these mistakes, but senior JPM executives always provided information to regulators and the public that they believed to be accurate."
JPMorgan shares closed down 1.9 percent on Friday, underperforming the KBW Bank Index of bank stocks which closed up 0.4 percent.
The trading debacle has been a legal and reputational black eye for the largest U.S. bank. JPMorgan's losses stemmed from bets by London-based Chief Investment Office trader Bruno Iksil on an index for credit default swaps. His outsized positions earned him the nickname "London Whale" from hedge fund traders taking the other sides of his trades.
CEO Dimon was criticized for initially dismissing rumors of a troubled trading position as a "tempest in a teapot" during an April conference call. Less than a month later, the bank disclosed problems with the trading strategy, and later said it lost $6.2 billion from the trades.
The Senate panel based its findings on 9 months of investigation, 90,000 documents and 50 interviews and briefings.
Experts said disclosures from the hearing and the Senate report could provide ammunition to securities regulators and investors pursuing the bank for misconduct over the trades.
"Clearly this report digs up a lot of evidence that can be used in various legal proceedings," said James Angel, a visiting associate professor of finance at the Wharton School of the University of Pennsylvania. "I'm sure the plaintiffs bar is looking at this very carefully and rubbing their hands with glee."
The report could also assist the various investigations being conducted by the Justice Department, the Federal Bureau of Investigation and the Securities and Exchange Commission.
Speaking to reporters after the hearing, Levin said he planned to review the testimony and decide whether to make a formal referral to the SEC or to the Commodity Futures Trading Commission.
A person familiar with the SEC's inquiry said investigators are focused on how quickly and accurately the bank disclosed the problems in SEC filings, shareholder calls and press releases. The Senate report suggests they were not getting full disclosure.
The SEC and Jennifer Zuccarelli, a spokeswoman for JPMorgan, declined to comment on any pending litigation.
The report also gives ammunition to advocates calling for stricter financial reforms, including to regulators crafting the Volcker rule, which proposes to put limits on banks betting with their own funds.
"If derivatives books can be cooked as blatantly as they are in this case without breaking the rules, then the rules need to be revamped," said Levin, a Democrat.
Regulators appearing before the Senate panel agreed on the need to strengthen rules, and took blame for failing to spot the losses. Comptroller of the Currency Thomas Curry said the agency had improved its supervisory procedures as a result of the failures, and was working to adopt the Volcker rule "as quickly as possible."
JPMorgan in January released a report by the bank's management task force that primarily assigns blame for the trading debacle to three executives beneath Dimon: Ina Drew, Barry Zubrow, the former chief risk officer; and Douglas Braunstein, the former chief financial officer.
On Friday, Drew and Braunstein said blame should be assigned elsewhere. Zubrow was not at the hearing.
Douglas Braunstein, who is now the bank's vice chairman, criticized outside counsel and auditors at PricewaterhouseCoopers for signing off on a shift from valuing trade positions at the middle of the range to an extreme that made the positions look better.
Levin told reporters after the hearing that his committee may seek more information from PSC. The firm did not respond to a request by Reuters for comment.
Levin repeatedly confronted Drew, Braunstein and the bank's investment bank co-head, Michael Cavanagh, with statements they made during the course of the scandal which Levin said were inaccurate or damning.
He read to Drew from a transcript of a phone call in which she advised a London manager to "tweak" daily valuation reports to put them in the best possible light.
He asked Braunstein why he did not tell investors the portfolio containing the whale trades had breached multiple risk limits.
And he took issue with Cavanagh's characterizations that the trading losses were under control in public statements he made while the losses were still growing.
The executives struggled at times to respond, but largely stuck to their past statements, at times frustrating Levin's efforts to elicit direct answers. "So much for accuracy," Levin said at one point.
Reporting by Aruna Viswanatha, Emily Flitter, Karen Freifeld and Sarah N. Lynch; Editing by Karey Van Hall, Phil Berlowitz and Tim Dobbyn


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Electronic Media
Webinars offer the chance to engage in interactive, online learning that utilizes phone conference and internet technology. Led by field professionals, each webinar will focus on one topic that will assist you in your work with your orchestra.
Webinars are made possible by grants from The Andrew W. Mellon Foundation, The Hearst Foundation, Inc., and the Argosy Foundation.


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LOS ANGELES - Impressionist Fred Travalena, a regular in Vegas showrooms and on late-night talk shows with his takes on presidents, crooners and screen stars, has died. He was 66.
Publicist Roger Neal says that Travalena died Sunday at his home in the Encino area after a recurrence of non-Hodgkin's lymphoma, which had first surfaced in 2002.
Travalena was famous for his large number of celebrity impressions, leading to the nicknames "The Man of a Thousand Voices" and "Mr. Everybody."
His act included presidents from Kennedy to Obama, musicians from Frank Sinatra to Bruce Springsteen and actors from Marlon Brando to Tom Cruise.
Travalena started his career in Las Vegas in 1971, and for years was an opening act, supporting such stars as Wayne Newton, Shirley MacLaine, Johnny Mathis, Don Rickles and Julie Andrews.
Finally, he gained headliner status in 2001 at the Stardust Resort and Casino, and joked that he was "an overnight sensation after 30 years in the business."
A 1987 TV special, "The Many Faces of Fred Travalena," was nominated for an ACE award for best cable comedy special. *


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LEO - Fixed Fire Sign - Sun ruled. Studio recorded. MP3 Format. Makes a great gift.
Listen to a sample of this recording:
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Dear visitor, welcome to SPRINKLER TALK FORUM - You Got Questions, We've Got Answers. If this is your first visit here, please read the Help. It explains how this page works. You must be registered before you can use all the page's features. Please use the registration form, to register here or read more information about the registration process. If you are already registered, please login here.
Friday, August 10th 2012, 7:10pm
Friday, August 10th 2012, 9:56pm
One small problem with any self-righteous homeowner rant is that real-world experience cuts it off at the knees. Professional repairman eyes might immediately see the problem. Or not. A pro would also know how to fit in a master valve without any sturm und drang.It is not the controller. Had disconnected the wires from the solenoid and it still weeped. Also measured 0 volts out of zone three while weeping.
Sure I could have installed a quality automatic master valve and Installed a new controller to control it. Current controller is only 6 zone and all are used. It would also have required me to replumb the entire manifold in order to insert the new valve.
I was hoping for an experienced person to respond who might have encountered such an issue and had a suggestion for the correct fix.
The reason I have spent the time is that I am an engineer and always desire to know why something is failing rather than to simply mask the problem.
I do understand however people who do this for a living have to make a living and often times the quickest fix is the best.
After temporarily replumbing the zone #3 valve to its heads, and after running a complete sequence, the zone #3 head is once again weeping.
Here is a theory on why this is happening if anyone might care to offer a previous experience that might support the theory.
Theory: Zone #2 piping has somehow developed a slight and unintentional connection to the zone #3 piping downstream from the valves. And Zone #2 must be weeping but I did not see that because the lowest point in the system was zone #3.
I know that Zone#2 and Zone #3 pipes run parallel to each other for over 30 ft or so along side of the house. I know this from when I replaced a zone #2 head on the side of the house a few years back. When I dug up the head there were (3) 3/4" pvc pipes in close proximity to each other near that head. There was also a large tree root that had grown around the piping and that head.
Also to support this theory it seems that zone #2 and zone #3 must be run for a few minutes to establish the flow. Maybe possible that zone #2 must be full of water and zone #3 running creates a vacuum that begins the suck from zone #2 into #3.
I know this may sound like a stretch but it is my best guess at this point.
My next step is to focus on zone #2 diaphragm and valve assy. to see if it might be weeping.
Feel free to rip me for being an engineer or wanting to understand.
Saturday, August 11th 2012, 3:16am
Saturday, August 11th 2012, 7:59pm
Saturday, August 11th 2012, 11:01pm
Saturday, August 11th 2012, 11:28pm
Monday, August 13th 2012, 8:47am
Friday, August 17th 2012, 1:55pm
Friday, August 17th 2012, 6:53pm
New Member
Location: Albuquerque, NM
Monday, September 10th 2012, 12:32am


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14 June 2009 07:30
The KDE Education Project - KTouch
KTouch KTouch Version 1.7.1 © 2000-2009-2009 Haavard Froeiland and Andreas Nicolai KTouch is distributed under
14 June 2009 07:15
The KDE Education Project - KTurtle
KTurtle KTurtle Version 0.8 © 2003-2009 Cies Breijs KTurtle is distributed under the terms of the GNU General Public License (GPL), Version 2. [ Description | Current Development | News | Screenshots ] Description KTurtle is an educational programming environment for the KDE Desktop. KTurtle aims to make programming as easy and touchable as possible, and therefore can be used to teach kids the basics of math, geometry and... programming. The programming language used in KTurtle is loosly based on Logo. KTurtle allows, just like some implementations of Logo, to translate the programming language (the commands, the documentation and the error messages) to native language of the programmer. For more information on translating KTurtle please read the translation how to. Translating the programming language to the native language of the programmer is one of the many ways KTurtle tries to make learning to programming more simple. Other features to help to achieve this goal are: intuitive syntax highlighting, simple error messages, integrated canvas to make drawings on, integrated help function, slow-motion or step execution, and more.
1 (2 marks)


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1. 145 300 610 1230 In the above sequence every term after the first is formed by multiplying by x and then adding y, where x and y are positive integers. What is the value of x + y?
2. A confectioner has 500 mint, 500 orange and 500 strawberry flavored sweets. He wishes to make packets containing 10 mint, 5 orange and 5 strawberry sweets. What is the maximum number of packets of this type he can make?
3. If S is the sum of 8,6,4,2 and x, what must be the value of x for x to equal 1/5 S ?
4. 25 per cent of 600 is equal to 15 per cent of what number?
5. What is the maximum number of points of intersection of four distinct lines in a plane?
6. If one edge of a 6-inch ruler is to be marked in 1/10 inch units, how many marks will there be on the edge including the 0 and 6 inch marks?
7. If the area of the right triangle above is 72, what is the value of x?
8. Given that the sum of the odd integers from 1 to 99 inclusive is 2500, what is the sum of the even integers from 2 to 100 inclusive?
9. In a certain game of 50 questions, the final score is calculated by subtracting twice the number of wrong answers from the total number of correct answers. If a player attempted all questions and received a final score of 35, how many wrong answers did he give?
10. What positive value for k would make the following the equations of a pair of parallel lines on the same coordinate axes?y = kx 2 and ky = 9x 7
10 questions
12 minutes
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All content of site and practice tests copyright © 2019 Study Mode, LLC.


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Mumbai, Dec 28 : Hollywood actress Naomi Watts is "touched" by Bollywood actor Vivek Oberoi's work for the rehabilitation of the tsunami-hit families in Tamil Nadu. She has even written a letter to him, appreciating his work.
In 2004, Vivek had adopted a Tamil Nadu village named Thevanapattinam, and worked towards rehabililating the affected families.
"Words really fail to express how touched I am to see the work you have done for the rehabilitation of the tsunami-hit families in Thevanapattinam, Tamil Nadu. It takes a lot of courage and immense devotion to be able to take up such a responsibility on one's shoulders," Watts wrote in the letter.
The actress, who plays the role of tsunami survivor in "The Impossible", says it is hard for her to imagine the pain that the families had gone through during the 2004 calamity.
"While filming some of the scenes of 'The Impossible', I came close to realising the unimaginable grief and pain the families must have gone through in December 2004 when the tsunami hit their shores. I shudder to think about the void it must have created in the lives of people who faced personal losses," wrote Watts, whose role in the film is inspired by real-life tsunami survivor Maria Belon.
She admits that "enacting a woman's grief post the tsunami was extremely draining", and added: "I can only imagine how tough it must have been for people like Maria, who actually survived the devastation, to move forward."
Watts feels "celebrities can act as catalysts for change", but says "unfortunately few take any real measures".
"Your effort to bridge this gap deserves appreciation from all quarters. I salute you on behalf of the entire team of 'The Impossible' for adopting Thevanapattinam and providing relief work to the tsunami victims," she wrote to Vivek.


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Sunday, July 18, 2010
Ronny is on summer vacation now and he decided to make these. It's one of those things about being an expatriate. Sometimes it's not that easy to buy foods you used to eat at home so you learn to make a lot of things from scratch!
Pirog originate in Ukrania and are popular in Sweden. Most people buy them frozen, but there's nothing like the wonderful aroma of a freshly baked pirog. Spelt flour is used in making them commonly, but we used rye flour in ours.
50 g Unsalted Butter
5 dl Whole Milk
25 g Dry Yeast
1 dl Rye Flour
11 dl AP Flour
1 tsp Salt
1 tsp Sugar
Egg Wash
1 Egg
250 g Ground Beef
200 g Mushrooms (Chopped)
1/2 Onion (Chopped)
1 Rib Celery (Chopped)
2 Carrots (Chopped)
1 Clove Garlic (Chopped)
2 Tbsp Extra Virgin Olive Oil
Salt & Pepper
2 Tsp Cumin
Shredded Cheese
How to Make the Pastry
Step 1: Put the yeast in a plastic or glass bowl.
Step 2: Melt the butter and add the milk and when it's finger warm, add it to the yeast. Mix this together to blend.
Step 3: Add the salt and sugar and blend.
Step 4: Add the wheat and rye flour and mix it until it resembles a soft sticky dough and let it rest for 40 minutes. Cover the bowl with a clean towel or wrap.
Step 5: Knead the dough for a few minutes on a floured surface.
Step 6: Roll out the dough and cut it into circles with an inverted bowl around size of a rice bowl.
How to Make the Filling
Step 1: Heat-up the olive oil and braise the meat for awhile.
Step 2: Add all the other ingredients and braise them until the mixture is dry.
Step 1: Put some of the meat filling and cheese onto the wrapper and fold it over sealing it.
Step 2: Take a fork and seal the edges tight.
Step 3: Brush them with the egg wash.
Step 4: Bake then in an oven preheated to 225 C on the lowest rack for 14-16 minutes until they are golden brown.
11 comments:
- Anncoo said...
Looks good and I would like to try some.
Have a nice day.
- July 18, 2010 at 6:04 PM
Those sound really tasty. Why do you think they have become so popular in Sweden?
- July 19, 2010 at 4:41 AM
- Dorte said...
Oh, they look very delicious and fresh. Guess they are much better than buying frozen ones too :)
- July 19, 2010 at 7:49 AM
- Murasaki Shikibu said...
Anncoo: Hope you have a nice day too!
outsideoslo: The proximity to Russia might have something to do with it. Something similar to this (Pirozhki) are very popular in Japan which is also close to Russia. Pirogs are very popular in Finland too.
Dorte: Yes for sure!
- July 19, 2010 at 11:08 AM
- Lori said...
I love this Murasaki. Since I have some spelt I think I will try these. I love pierogie ( a close cousin to these I think). I am quite sure I would love these.
Has the heat calmed down a bit in your neck of the woods?
- July 20, 2010 at 4:08 AM
- taste traveller said...
I've only had the kind that are boiled, never the baked kind. What a nice treat.
- July 23, 2010 at 3:50 PM
- HELLA-STELLA said...
Made these pirogs too!!! Very yummy...
lovely blog...
Enjoy weekend....
- July 25, 2010 at 8:14 AM
- Garcon de Croissant said...
The pirogs look great; they definitely remind me of piroshkies.
- July 29, 2010 at 12:01 AM
- pigpigscorner said...
Looks so good! The filling sounds so tasty!
- July 29, 2010 at 8:56 PM
- elra said...
They look superb. I'd like to try it one day :)
- July 30, 2010 at 5:51 PM
- Taste of Beirut said...
These look amazing! considering the amount of labor involved, these are quite an accomplishment!
- August 4, 2010 at 7:26 PM


text:
Teaching, General Teaching Projects in Argentina by Ben Kalfayan
How my volunteering day started
The dreaded 5:50 wakeup call, incessantly delivered by the monotones of my digital watch, just about managed to stir me as I proceeded to tiptoe through the ground floor to prepare my breakfast: an instant coffee and whatever piece of bread, cracker or biscuit that happened to be available at these early hours. Armed with my teaching satchel, I got to the bus stop before the first Intercórdoba did. Half an hour and sunrise later, the bus emptied as the rush for the 7:15 bell gathered momentum and the school assembled for the daily raising of the national flag and the obligatory prayer.
My teaching placement
My placement was the Colegio del Espíritu Santo, a semi-private, Catholic school, an hour and a half away from Córdoba city centre in Rio Ceballos and the memories of my first teaching day remain as vivid as ever. On making my way to classroom 5B, a group of boys, polo shirts hanging out, were kicking a tennis ball along the corridor and then suddenly, became fascinated by the presence of two foreign volunteers.
After settling down and a brief self-presentation, I saw myself bombarded with relentless questions: Do you like cuarteto? Have you had an asado yet? Are you still angry with Maradona for his handball in 1986? Duly answering as appropriately as possible, a sense of rapport was beginning to establish itself; something that would be important for the following 3 months of my assistant teaching career.
My role, as the somewhat loosely defined, assistant teacher was primarily to be proactive in helping the various questions that the class of the often 30+ students had, as well as checking answers orally, reading passages and texts and on occasions, taking centre stage to give a topic-related presentation, in my case an overview of the English school system, which had been somewhat well-rehearsed from its full circulation of the range of 13 to 17 year old Argentine schoolchildren.
All this served to encourage greater oral participation from the students with native speakers of English, elaborating what were still fairly traditional language teaching methods of conscientiously following the textbook and its contents of grammar and reading exercises . Indebted to the school's ever supporting yet long suffering English teachers, I look back on my teaching experiences with great fondness.
My free time in Argentina
As can be testified by fellow volunteers, there certainly is no shortage of free time outside the hours of your placement. Mine started with what seemed like a well-earned lunch, accompanied by the relay-like arrivals of my host family's six sons to the lunch table (whether they officially did or didn't remain a part of the Tizado household establishment). This was religiously followed by a generous siesta, often known to last beyond the eighteenth hour of the day.
While weekday evenings tended to booked up with the various commitments: 5 a-side football or social nights, the weekends were generally filled with short day trips or with a pilgrimage to the Estadio Mario Kempes to watch our adopted football team, Talleres de Córdoba play in the Torneo Argentina A (that's the third division to you and me).
A typical weekend, however, wouldn't have been complete without the weekend's legendary nightlife, where volunteers, university students and the locals alike ascend on the plethora of boliches to party through the early hours.
Excursions in Argentina
During my 3 month stay I had the opportunity to see Argentina beyond Córdoba province. The highlight was an Easter visit to Iguazu Falls, where after a lengthy deliberation over whether to visit the Argentinean or Brazilian side of the waterfalls first; we eagerly explored the vast national park until our camera batteries abruptly ran out.
In this very retrospective mood, I realise how travelling solo and the whole experience that goes with it can be so powerful, especially at the age of 18. My time in Argentina really was like another life; somewhere I forged special friendships and from somewhere I hold such fond memories. The experience has invaluably shaped me as a person: from utterly wrecking my previously 'proper' Castilian Spanish accent and my breakfast habits (I still haven't had a bowl of cereal since I got back home) to the wider personal gains I feel I acquired and am recognising more and more.
Ben Kalfayan
Ce témoignage est basé sur l'expérience unique d'un volontaire à un certain moment donné. Nos projets s'adaptent constamment aux besoins locaux, ils évoluent au fur et à mesure que des volontaires s'impliquent et s'adaptent aux saisons, ainsi votre expérience sur place pourra être différente de celle décrite ici. Pour en savoir plus sur cette mission, vous pouvez consulter la page de ce projet ou bien contacter l'un de nos conseillers de volontaires.


text:
One of the highlights from this year's London Design Festival was LIGHTEN UP, an illuminated exhibition that featured 64 innovative lighting solutions from UK designers. Presented by [re]design at this year's 100% Design, the event focused upon "Looking beyond the bulb" and showcased a variety of ways that "sustainability is driving the evolution of new technologies, aesthetics, materials, and interactions". Read on for a selection of our favorite designs!
Chandelier by Demelza Hill, made from upcycled crystal polystyrene shot glasses.
Left: Ecopetlite by Ateliero. Right: Circa Light by Raw Studio.
Ash Pendant No.1 by Tom Raffield.
Left: Firewinder by The Firewinder Company – a 100% wind-powered outdoor light. Right: Lastra by RMK Design Office.
Plumen by Hulger.
Left: Cascade Lancashire by Michelle Brand, made from plastic bottle bases. Right: Lagoon by Re-Silicone.
Left: See-Through Light by Tea Un Kim, made using a PET bottle and tights. Right: Eureka by Darren Donati.
Right: Jar Jar by Start Up Design. Left: Jumper Sleeve Lampshade by Higher Market Studio.
LIGHTEN UP launched at 100% Design from September 18-21 at Earls Court, London. The exhibition will now be going on tour throughout the UK until 2009 – the next stop is Newcastle's Design Event.
Images courtesy of [re]design.


text: So I'm really only got into the Tron Legacy and Uprising because I haven't watched the original yet. I know that there are some toys for Tron (both the ones at retail, and the expensive kinds from Hot Toys or something). Anything I need to know about this wiki that is different from any other wiki? Anyways, I found this article on Wikipedia to a third in the TRON series:


text:
Back to Search Page
U.S. Department
of Transportation
Federal Highway
Federal Transit
Integrating Health and Physical Activity Goals Into
Prepared for:
The Federal Highway Administration and Federal Transit Administration
Offices of Planning
U.S. Department of Transportation
|Prepared by:
Volpe National Transportation Systems Center
Research and Special Programs Administration
U.S. Department of Transportation
|Cambridge, Massachusetts
April 2004
NOTICENeither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or use of any information, apparatus, product, or process disclosed. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof.
Panel 1: A Focus on Transportation Planning
Panel 2: A Focus on Public Health and Physical Activity
Appendix A - Participants in Roundtable
Appendix B - Roundtable Agenda
The roundtable was organized by the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) of the U.S. Department of Transportation (USDOT) to bring together transportation and public health professionals to discuss opportunities and strategies to include health and activity goals within the transportation planning process. The premise is that health impacts are typically not considered within transportation planning despite increasing recognition that investment decisions and strategies resulting from this process can have major health impacts. The roundtable considered why this is the case and exchanged ideas about strategies to encourage better integration of health and physical activity goals within transportation planning.
The goals of the roundtable were to: 1) discuss ways to enable transportation planners to incorporate health and activity goals into the transportation planning process; and 2) enable public health practitioners to become more involved in the transportation planning process. Transportation planning and public health experts with experience in integrating public health and activity goals within transportation planning exchanged perspectives and discussed how to expand opportunities to work together. The presentations and discussions during the roundtable were intended to provide participants both from public health agencies and transportation planning and operating agencies with ideas and information to incorporate within their programs and organizations. USDOT will distribute information and insights from the roundtable to a national audience of transportation planners and others interested in transportation through the FHWA and FTA Transportation Planning Capacity Building program. Participants left with a better understanding of how each field operates, areas of mutual interest, and opportunities for future collaboration.
Participants represented different fields and perspectives within transportation planning and public health and provided overviews on research and practice. Since transportation planning is typically undertaken by State Departments of Transportation (DOTs), federally designated metropolitan planning organizations (MPOs), city and county transportation agencies, and transportation providers, representatives from each of these entities participated in the roundtable. Similar to state and local agencies with energy, environment, economic development, and land use responsibilities, public health agencies can also consider transportation trends, issues, and strategies in their planning. Members from city, county, and state departments of health and academic and national public health programs participated to provide the public health perspective on how to improve integration.
The roundtable was by invitation to allow a broad and structured discussion within the space and time allotted (Figures 1 and 2).
The 29 participants represented transportation, public health, and academia from all over the country (Table 1). Additional information on all participants is provided in Appendix A. Each panel began with an overview followed by presentations with examples of applications and experiences for each topic.
|Public Health
* Denotes speaker
† Denotes panelist
Following an introduction and topic overview, the roundtable was divided into two consecutive panels: the first focused on transportation planning; the second focused on health and activity. The agenda is attached as Appendix B. Speakers provided an overview and context for each panel and panelists described their experiences and perspectives on identified sub-topics (Figure 3). Discussions followed the conclusion of each part and a general discussion took place at the end of the roundtable to summarize main points.
The roundtable began with opening remarks by Richard F. Krochalis, FTA Regional Administrator, Region 10, and Dave Cox, FHWA Division Administrator, Oregon. Next, Sherry Ways of the FHWA provided an overview of the topic and of the roundtable, its sponsorship under the FHWA and FTA Transportation Planning Capacity Building program, and the types of support the FHWA and FTA can provide on this topic. This support includes:
William Lyons of the USDOT/Volpe Center discussed the format, themes, and goals of the roundtable. The main themes for discussion included:
Because of the complexity of the topics of transportation and public health, the roundtable began with two critical focuses (Figure 4). These focuses were intended to guide discussion and assist in improving the understanding of potential linkages between the fields of transportation planning and public health:
Figure 4: The focuses of the roundtable (areas in dashed lines).
Each panelist provided a perspective on one of the following topics: incorporating non-motorized travel in transportation planning, regional or MPO-scale transportation planning experiences, planning in state departments of transportation, or public transportation planning. These perspectives were important to share with the participants since many participants from the field of public health had limited knowledge of these topics.
The panelists used the following questions to guide their presentations:
The answers to these questions were intended to provide participants both from public health and transportation planning and operating organizations with ideas and information to incorporate within their own programs and organizations.
Overview and Context
Dr. Susan Handy, Associate Professor, Department of Environmental Science and the Institute of Transportation Studies, University of California, Davis, provided an overview of the transportation planning process. Transportation planning is both top-down, with policies and directions from the federal government and state agencies, and bottom-up, with key plans and decisions implemented at local levels. There are key agencies at different levels of government with a range of responsibilities in the planning process (Table 2). Public health and active living goals must be integrated into the planning process at each of these levels.
|Policies - planning process
Funding - enhancements
Programs - e.g., bikes and pedestrians, livable communities, etc.
|Policies - State Transportation Plan
Funding - federal match, state programs
Implementation - construction, maintenance
|Policies - Regional Transportation Plan
Funding - local sales tax
Implementation - transit system and operations
Public Works
Policies - General Plan, capital improvements
Funding - general revenues, special taxes
Implementation - construction, maintenance
Research on the link between the built environment and physical activity for utilitarian purposes suggests that residents walk and bike more in communities that provide proximity to destinations, direct connections to destinations, and attractive and safe places. Much of the burden for meeting these goals falls on local governments and on land use planning (Table 3). Thus, efforts to integrate physical activity goals not just into transportation planning but also into local land use planning processes are needed.
|Land Use Patterns
|Proximity to destinations
|City - general plan, zoning, subdivision review
|Transportation System
|Direct connections to destinations
|City - subdivision ordinance, public works
MPO - bike/pedestrian projects
Transit - system design
|-Attractive places
- Safe places
|City - design guidelines, policing programs, traffic calming
Dr. Handy concluded her presentation by comparing traditional approaches to key elements of the planning process to emerging approaches that may provide opportunities for incorporating health concerns into transportation planning (Table 4).
|Traditional Approach
|Emerging Approach
|Level of Service (LOS)
|Volume/capacity on roads
|Accessibility, bike and ped measures
|Travel Models
|Impact of road capacity expansion on LOS
|Impact of land use strategies on transit and active travel
|Public Involvement
|Comments on proposed plans
|Definition of problems, identification of potential solutions
|Project Prioritization
|Based on costs vs. improvement in LOS
|Multidimensional measures of benefits
|Projects limited by funds available
|Innovative techniques to cover needs
Incorporating Non-Motorized Travel in Transportation Planning
Dr. Michael Meyer, Professor of Civil and Environmental Engineering, Georgia Institute of Technology, described how aspects of transportation planning and modeling processes significantly limit the serious consideration of non-motorized transportation options in regional and local decision making. After describing how a typical transportation planning process operates, Dr. Meyer made a series of observations:
Some metropolitan areas have taken positive steps to rectify the deficiencies described above and effectively capture non-motorized trips in the transportation planning process. These steps include:
Regional or MPO-Scale Transportation Planning Experiences
Dan Hatley, Planning Director of the Berkeley-Charleston-Dorchester Council of Governments (BCDCOG) in South Carolina, discussed the transportation planning process and experiences from the MPO and regional levels. The Berkeley-Charleston-Dorchester metropolitan area includes three counties, 14 municipalities, an air force base, and a state port and has a population of just over a half a million with 460,000 people in the metro region. The region has an ideal model for a compact mixed-use development pattern in the historic peninsula city of Charleston. While the development patterns of the 1970s and 1980s for the region were mostly low density sprawl, there are now are several high-profile new urbanist/neo-traditional developments as well as a large inner-city/former navy base revitalization/infill compact mixed-use development under way in North Charleston.
ISTEA and TEA-21 changed transportation planning by requiring multimodal transportation planning and by giving MPOs a more significant role in the transportation planning process and a higher amount of funding. These changes in part led to a policy change in the Charleston MPO that required new highway projects or improvements to include bicycle and pedestrian facilities (Figure 5).
BCDCOG recently analyzed growth trends in the region from the 1970s to 2000 using satellite imagery from NASA Mission to Planet Earth. They found that while population increased by 52% from 1973 to 2000, the developed area or urbanization increased by 318%. From analysis of these growth trends, staff realized that most of the MPO projects slated for the 1990s were necessary largely due to poor land use decisions. Accordingly, BCDCOG attempted to link land use and transportation planning through a regional "Growth Options" initiative that was made possible partially with funding from the first year of the FHWA Transportation and Community and System Preservation Pilot (TCSP) Program. Growth Options analyzes various development and growth patterns as well as the costs, both to the environment and to serve with infrastructure. Funding from the National Oceanic and Atmospheric Administration (NOAA) has provided for analysis of alternate development patterns and costs on a site basis. Staff and program partners hope to promote infill and compact mixed-use development with a goal to reduce future infrastructure needs.
Through TEA-21-related enhancement programs, the MPO staff discovered new partners for bicycle and pedestrian planning in the Charleston Area Bicycle Advocacy Group, some of whom come at the issue from the recreational and health perspectives. Through the "Growth Options" program and other urban design initiatives, MPO staff became involved in the Medical University of South Carolina's yearly Urban Design for Healthy and Prosperous Cities Conferences and Community Leaders Environmental Education Conferences. Staff and partners began to investigate South Carolina health statistics and realized that a case could be made for the need to consider health in transportation planning. South Carolina has the highest stroke death rate in the nation and has the third highest rate of diabetes. Seventy-nine percent of the population is considered at risk for health problems related to limited exercise. This led to a partnership of BCDCOG, Charleston Metropolitan Planning Organization (MPO), the Charleston Bicycle Advisory Group, and the Medical University of South Carolina (along with other interested groups of citizens) to submit a proposal to the Robert Wood Johnson Foundation - Active Living By Design Program in 2003. The proposal was funded and will help the transportation planning process in the region evolve yet again in the upcoming years.
Planning in State Departments of Transportation
Julie Mercer Matlick, Community Partnership Program Manager in the Highways and Local Programs Division of the Washington State Department of Transportation (WSDOT), discussed transportation and health-related planning by State DOTs. WSDOT began to educate people of the health benefits of active environmental design in 1995. Through community workshops on urban design that discussed walkable and bikeable communities, trails, downtown revitalization, and bicycling, the public has placed a higher value on bicycling, walking, safe school routes, and safe accessible transit. In addition, training programs within WSDOT, such as design and planning workshops, have strengthened staff understanding of the health benefits of active environmental design. To further strengthen this understanding, WSDOT involved other agencies in the planning of a number of their projects. These agencies included the FTA; FHWA; the Department of Health's nutrition and physical activity advisory team, which developed the state's data-based Health Plan; and the state land use agency, which reviews comprehensive land use plans. Ms. Mercer Matlick advised that it is important to keep these projects non-partisan and to have good data to support decisions.
Developing strong partnerships is key to incorporating health goals into the transportation planning process. Toward this end, WSDOT has worked with the:
This last program was a grassroots initiative with Washington State MPOs and Regional Transportation Planning Organizations (RTPOs) that receives multi-year funding through a partnership with the Department of Health. Under this program, MPOs and RTPOs prioritize transportation projects for funding.
WSDOT is also involved in policy development. Some of the policies that take into account health benefits on which WSDOT has worked or adopted include a:
Additionally, a WSDOT task force is developing an active living policy for their transportation plan update. Having the political support of the Washington State Secretary of Transportation has been key for WSDOT as it develops these programs, partnerships, and policies.
Public Transit PlanningL. Richard Mariani, New Jersey Transit Chief of Customer Resources, shared his perspectives on public transportation planning and insights on the integration of physical activity goals. He observed that instead of integrating physical activity into people's lives, NJ Transit and other transit agencies across America have as part of their mission to minimize the human effort it takes to use public transit. Transit operators strive to:
Transit operators take this approach, which seems contrary to fostering utilitarian physical activity, because of the expectations that fast and easy connections are critical to attract new transit riders and compete with other modes, primarily single occupant vehicles.
However, at the same time, transit agencies are interested in increasing ridership through expanding station access and modal integration and the building of sidewalks and bicycle paths, providing bicycle racks and lockers, and putting bicycle racks on buses and allowing bicycles on board. In turn, these actions can promote health. Coupled with scarce and expensive parking, living within walking distance of stations has become popular, especially with stores locating near transit stations. For transit users who walk or bike to transit stations and no longer have to drive in traffic, transit has made people's lives less stressful.
Five communities participated in NJ Transit's Station Renewal Program during the 1990s. A key to the success of this program is that before NJ Transit presented a plan, it spoke with people in the community to see what they wanted changed. This minimized local opposition because those in a position to object became involved in the design process, and local and state political leaders became vocal about their support for the projects, which helped raise necessary project funds. The projects that resulted from this program produced benefits beyond simply upgrading a transit facility; they also became integral to communities because they were used for non-transit purposes (for example, farmer's markets, art shows, community meetings, etc.) and, coupled with less stressful commutes, they helped set the stage for the resurgence of downtowns as viable places to live and commute from. ISTEA and TEA-21 helped similar programs in other states come to fruition.
What occurred during the early years of the ISTEA funding program is instructional when considering current interest in the integration of health and transportation goals: if federal transportation program funding criteria are changed to include health goals, then what is built will change accordingly, and the projects that are funded early on will set the tone for the types of projects that will get funded in the future. For instance, representatives of NJDOT, the State Office of Smart Growth, NJ Transit, the Robert Wood Johnson Foundation, Projects for Public Spaces, and Rutgers University, among others, have met on several occasions to discuss how to better collaborate to dovetail their missions to better achieve the objectives of the Governor's Smart Growth Initiative.
For smart growth and related policies to become more widespread, "an overarching vision" needs to be created that ties together disparate smart growth initiatives in a way that is compelling and makes sense to people. To do this, there is a critical need for basic data, on both a macro and personal level, that spell out facts about the downside of current development patterns on children and routine daily life, including health.
In their presentations, each panelist talked about county health agencies, regional health agencies, or Health Impact Assessments. These perspectives were important to share with the participants since most participants from the field of transportation planning had limited knowledge of these topics.
The panelists used the following questions to guide their presentations:
The answers to these questions helped the participants identify experiences, discuss trends, and make observations that they may be able to use in their programs and organizations.
Overview and Context
Dr. Andrew Dannenberg, Associate Director for Science in the Division of Emergency and Environmental Health Services, National Center for Environmental Health at the Centers for Disease Control and Prevention, provided the overview and context for the health and activity portion of the roundtable. The design of communities, such as the connectivity of the street network, affects transportation choices and therefore affects health. The World Health Organization defines health as "a state of complete physical, mental and social well-being and not merely the absence of disease or infirmity." Accordingly, health includes physical health, mental health, well-being, and livability. Sprawl can affect health in a number of ways (Table 5).
|Related to land use
|Related to automobile dependency
|Related to social processes
In the last 10 years, obesity rates in the United States have increased by more than 60% among adults (Figure 6); approximately 59 million adults are obese. Physical inactivity is a major risk factor for obesity.
Fifty-five percent of American adults do not participate in the recommended level of regular physical activity needed to achieve health benefits, such as reduced risk of cardiovascular disease, diabetes, and other adverse health outcomes. A sedentary lifestyle increases the risk of overall mortality 2- to 3-fold, cardiovascular disease 3- to 5-fold, and some types of cancer, including colon and breast cancer, and the effect of low physical fitness is comparable to that of hypertension, high cholesterol, diabetes, and even smoking. Increasing weight is associated with an overall increase in risk of:
Because transportation systems affect options available for physical activity, transportation planners can have a substantial impact on the health of their communities. A community designed with sidewalks and bicycle trails that connect people's homes to their neighbors and to schools, stores, offices, parks, and other destinations encourages higher physical activity levels than one where most daily destinations can only be reached by automobile. Well-designed roads, sidewalks, and trails also reduce the risk of injuries to pedestrians. A community with a substantial bus, light rail, and/or heavy rail network is likely to have less motor-vehicle generated air pollution and associated respiratory diseases than a similar community without such a network. In addition, persons who walk to and from transit stops may be able to incorporate physical activity into their daily routines more easily than if they drive to most daily destinations. Increased numbers of roads and parking lots also lead to increased non-point source water pollution and contamination of water supplies that can also impact human health, and increased erosion and stream siltation causes environmental damage and may affect how water treatment plants run. The mental health of individuals and a community's social capital also may be influenced by the design of a community and the transportation options available to its residents.
Dr. Dannenberg discussed the possibility that a formal process for assessing the potential effects of a transportation project on the health of a population might lead to healthier community design choices. This process could be in the form of a health impact assessment, which has similarities to an environmental impact assessment, but with a local health officer performing the assessment and considering health as opposed to environmental aspects. Regardless of whether a formal approach such as an HIA is applied, transportation planners should consider the health impacts on the affected population when planning for roads, transit systems, and walking and bicycling routes. Health should be an important consideration in transportation decisions.
County Health Agencies
Bruce Bragg, Director of Ingham County Health Department, talked about county health agencies. Ingham County Health Department (ICHD) became involved in land use planning when the Tri-County Planning Regional Planning Commission (TCPRPC) invited them to do so. TCPRPC serves the three county area around Lansing, Michigan, and is the federally designated metropolitan planning organization for transportation.
Community engagement in envisioning regional growth can be useful. TCPRPC's Regional Growth Project, which involved hundreds of citizens, helped develop land use scenarios to accommodate the region's projected growth. This planning technique made transportation and growth interesting to the general public. Through public education, people have become interested in the impacts of land use on health.
Public education and cooperation with other agencies in the region are important. Public health practitioners need to coordinate with planners and others to describe transportation planning and health impacts and to disseminate information to the public to influence change. Data sources need to be identified to help educate the public; geographic information systems (GIS) are key tools in this process because they help demonstrate to citizens that their efforts make a difference. An indicator of land use change over time (such as loss of open space) can be informative and energizing. Valid indicators to measure value and monitor change over time should also be developed to help educate the public.
Transportation and land use plans need to be synchronized and the land use vision needs to reflect community values, such as continuing investment in urban/village centers, preserving open space, and avoiding strip development and sprawl. To implement the vision, there needs to be a mechanism, such as a Health Impact Assessment, that could provide clear and understandable information. Currently, transportation and other projects are being developed with little consideration of health impacts. Health Impact Assessments could help decision makers evaluate the health impact of projects.
Regional Health Agencies
Carol Maclennan, Environmental Health Policy Coordinator for the Tri-County Health Department in Denver, talked about insights she developed while working at a regional health agency. As part of her work, Ms. Maclennan reviews county land use plans and makes recommendations to the counties on how their plans can foster public health. With respect to the health and activity impacts of transportation decisions that transportation planners need to know about, Maclennan mentioned six points:
There are a number of barriers to participation by health practitioners in transportation planning. The general perception of both planning and health agencies is that health practitioners do not have a legitimate role in transportation planning. Health practitioners are often unfamiliar with the transportation planning process and do not know how or where to intervene effectively. MPOs and state and local transportation planning agencies do not invite health practitioners to participate in the process. Where health agencies do see a role for themselves, statutory and funding limitations may exist. Statutes do not specifically mandate or address participation in broad land use or transportation planning activities. Current budget realities limit health agency resources and agencies are often challenged to meet minimum programs mandated by statute. Additionally, there is a lack of quantitative data to more fully describe the relationship between transportation planning and public health outcomes. These data are needed to support health-related criteria for transportation policies or project funding for strengthened pedestrian or bicycle elements of transportation programs and projects.
Ms. Maclennan concluded by providing advice for health practitioners seeking to participate in transportation planning. First, stay abreast of research linking transportation decisions and health and educate key policy makers on Boards of Health, in local governments, and in transportation planning agencies to secure support for public health's role in the transportation planning process. Second, educate or hire staff with a working understanding of the transportation planning process. This knowledge is critical for credibility and effective intervention. Third, build relationships with, and request participation in, local and regional transportation planning activities as appropriate. These activities take place within MPOs and city and county master/transportation planning processes.
Health Impact Assessments
Dr. Catherine Ross, Director of the Center for Quality Growth and Regional Development at the Georgia Institute of Technology, discussed Health Impact Assessments (HIA) and the status of their development. Much as health professionals seek to promote health and know little about transportation, transportation professionals seek to promote transportation and know little about health. Additionally, transportation planners typically seek to promote economic growth. Speed and convenience may be priorities ahead of promoting health, which is the purpose of an HIA. HIA is designed to bring health effects into wider discussions and to assist in balancing transportation and economic objectives with health objectives.
HIA makes use of both existing quantitative and qualitative knowledge. It provides a structured approach and is rigorous, but it does not generate absolute answers. The method used for HIA should be simple, rapid and structured, include all relevant elements, and be presented in a logical, consistent manner. The health impacts of transportation plans can be gauged for aspects of public health other than physical activity. These aspects include crashes/accidents, air and water pollution, noise, community disruption, and access to community services. The procedure for conducting an HIA can be as follows:
|A broad overview.
|Determine what kind of policies should be assessed. The criteria for this may be known hazards, magnitude and severity of likely effects, sensitive sites, and public concerns.
|This is a procedure for bounding assessment in time and space and consulting all stakeholders about their concern.
|Risk Assessment
|This characterizes the nature and magnitude of harmful and beneficial factors involved in the project. It should address how many and which people will be affected and how they will be affected.
HIA efforts outside the United States are receiving increasing worldwide attention. These efforts are usually focused at the local project level and are almost always linked to community participation. The macro level policy environment in Europe is moving in the direction of taking health effects into consideration in all policy-making. Key challenges to HIAs include:
To address these shortcomings, an international conference in 1999 called for countries to adopt HIA procedures to appraise transport plans, programs, and strategies; develop methods, tools, and capacity to conduct HIA and estimate the economic costs of transport-related health effects; and improve the evidence base for HIA. The European experience shows that:
In the United States, lessons for HIA practice can be learned from experiences with Environmental Impact Assessments (EIA). While EIA has provided an avenue for public participation, it also results in large complex documents, is time-consuming and expensive, frequently involves litigious processes, tends to focus on projects and not policies, and does not fully (if at all) consider health outcomes. Even if HIA is not applied as a complete and stand-alone methodology, health concerns can be considered in many areas of the planning process by means of:
The goals of the roundtable were to discuss methods and approaches that transportation planners could use to incorporate health and activity goals into the transportation planning process and that public health practitioners could use to more actively and successfully participate in the transportation planning process. Consistent with the themes for the roundtable, participants used presentations and discussions to identify obstacles, promising methods, and steps necessary to reach these goals.
Promising Methods
Next Steps
Participants identified the following ideas for next steps to encourage the integration of health and activity goals in transportation planning.
Appendix A - Participants in Roundtable (* Denotes speaker)Participants
Appendix B
Pre-Conference Session for 3rd Annual New Partners
For Smart Growth: Building Safe, Healthy and Livable Communities Conference
Portland, Oregon
|Date and time:
|Thursday, January 22, 2004
2:00 to 6:00 p.m.
|"Integrating Health and Activity Goals into Transportation Planning - Building the Capacity of Planners and Practitioners"
|Broadway I/II Meeting Room
Hilton Hotel
Portland, Oregon
|Expert panel in three parts, with moderator
|Transportation planning and public health experts and invited participants in the New Partners for Smart Growth Conference.
Background: As part of the Transportation Planning Capacity Building Initiative, the FHWA and the FTA are sponsoring an expert roundtable to discuss opportunities and strategies to include health and activity goals within the transportation planning process conducted by state departments of transportation, metropolitan planning organizations (MPOs), transportation providers, and other transportation agencies. The premise is that health impacts are typically not considered within transportation planning, despite increasing recognition that investment decisions and strategies resulting from this process have major health impacts. This session will consider why this is the case and exchange ideas about strategies for change. Transportation planning and public health experts with experience in integrated planning will exchange perspectives and discuss opportunities to work together.
USDOT will use insights from this roundtable to inform Transportation Planning Capacity Building efforts.
2:00 - 2:25 pm
Richard F. Krochalis Regional Administrator Region 10 USDOT/Federal Transit Administration
Dave Cox Division Administrator Oregon Division USDOT/Federal Highway Administration
Introduction to Roundtable and FHWA/FTA Transportation Planning and Capacity Building Program:
Sherry Ways, USDOT/Federal Highway Administration
Introduction to FHWA/FTA Transportation Planning and Health/Activity Initiative and Context for Roundtable:
Moderator - William Lyons, USDOT/Volpe Center
Introduction of Roundtable Participants
2:25 - 3:40 pm
Part 1: A focus on Transportation Planning.
3:40 - 3:50 pm
3:50 - 5:00 pm
Part 2: A Focus on Health and Activity
5:00 - 5:50 pm
Facilitated discussion with all panelists and audience.
5:50 - 6:00 pm Wrap up
Sherry Ways, FHWA
William Lyons, USDOT/Volpe Center


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"THERE'S no sugarcoating it," President Obama said of the problems with registering online for the Affordable Care Act. "The website has been too slow, people have been getting stuck during the application process. . . . And there's no excuse for the problems, and these problems are getting fixed."
Despite the president's assurances, it's hard for people to have patience when already there is so much confusion about the law. Add in the fearmongering by the law's opponents, and it's understandable why a lot of Americans may think the whole thing is a failure.
I've been writing a series of columns trying to explain various aspects of the opening of the exchanges. As part of my reporting, I've been following one Maryland employer in his effort to get health insurance through the exchange for the staff at his dental practice. He's eager to see what new options he has.
But his hope is waning.
"So far I have only registered," said Herbert Egert, managing partner of Affinity Dental Associates. "It took me seven or eight visits just to get registered. I am glad that our current insurance contract lasts through March 31."
Egert says he is willing to wait. But he's frustrated.
And, obviously, he is not alone. So let me try to address some concerns and provide tips for working around the computer glitches.
First, ignore the hype and the wild claims of the ACA's failure. If you already have health insurance, you don't need to do anything. If you don't, you'll have to have some patience.
* HealthCare.gov is still accessible for you to do some research. Use this time while the government tries to repair the system to learn more about the rules and what's offered. A Gallup poll found that 71 percent of uninsured people said they were "not too familiar" or "not familiar at all" with the exchanges set up to offer coverage.
You can now preview health-care plans and prices before you apply for insurance. Go to HealthCare.gov/find-premium-estimates to get plan information in your area. You only have to answer a few questions to get estimates. However, the prices won't reflect lower costs you may qualify for based on your income and household size.
The administration continues to maintain that many people will qualify for tax credits that will lower what they pay. You won't get a final price quote until you've completed an application.
* There are other ways to apply. You can call 800-318-2596, or you can apply in person by working with a counselor in your area.
You can use the tools available at LocalHelp.HealthCare.gov to find help in your area. You can search by your ZIP code, city or state. The search will then list local organizations with contact information and office hours. If your state is operating its own exchange, you'll be directed to that website. Once redirected to your state's online exchange, look for a link to consumer assistance. The people trained to help you have different titles depending on the group providing the service. So they might be called a navigator, application assister or certified application counselor. Insurance agents and brokers can also help you with your application and choices.
If you see information other than on HealthCare.gov or your state exchange, please be careful that you are dealing with a legitimate organization or insurance agent or broker. If you are unsure, call the toll-free number to verify someone is authorized to help you with the application process.
You can apply by mail by completing a paper application. You can download the application and instructions at HealthCare.gov by searching for "How do I apply for Marketplace coverage?" Although, if I were the administration, I would quickly change the language on the form that says, "Apply faster online." Given the fair criticism about the technical problems, it's not just laughable, but grating to have that wording on the paper form when people have spent hours trying to apply online. Filling out the application, which asks for a lot of information, doesn't mean you have to buy health coverage. Remember, you need to be patient. The paper process will be longer.
* There is concern about the penalty people have to pay if they don't get insurance. Starting next year, individuals and their dependents are required to have minimum essential health insurance unless they qualify for an exemption. The administration has said that if consumers obtain health insurance by March 31, they will not face tax penalties for being uninsured.
I want to hear from you if you try one of the alternative ways to apply for insurance through the exchange. Write to me at firstname.lastname@example.com. In the subject line put "Affordable Care Act." Please include your name, contact information, city and state.


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Tila is pronounced Tee-la.


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oldcrank wrote:Deek won the marathon in both 82/Brisbane
and 86/Edinburgh...but regarding velodromes,
even though the 1980 Moscow Olympics
were held indoors, in 1982 a 333 concrete
outdoor track was still very much accepted
as world class.
And to your other point, it would not make
too much sense to build the Queensland
State Velodrome on the Gold Coast if it is
expected to "pay for itself" in the future,
as most sports facilities are now required
to do. I am quite sure that most of the
Gold Coast tax-payers are happy that the
track is in Brisbane in case it does need
injections of funds to keep it afloat. (In
2008, Alex Fulcher MBE, OAM told me that
the Bankstown Sports Club contributes
about $1 million a year to run Dunc Gray)
the banana benders have produced some decent roadies, they might start producing more, and also more trackies. Hepburn is from the gold coast. I am not sure if he has 100% turned his back on the track, but quite a few of this new era, T Meyer, Howard (tho still fit and about 25), Hepburn (still on GE), and Bobridge (back to focus on boards and riding domestic with forklifts), Dale Parker ret.
Durbridge is still uncertain, same with Cam Meyer.
I dont expect them to all be Cancellara or Nibali, but all these riders demonstrated tonnes of promise.
etc. The game is tough. Gerrans had to do about 5 years before he got his start with AGdeuxR. And shlepped around with Ringkerike Norde Bianchi in Norway freezing his balls off for a coupla years. Now his palmares are on a equivalent standing of Anderson, OGrady, Evans, and Mcewen, and surpasses riders like Goss and Cooke and other major talents like Mcgee and Davis.
seems there is a pay off for doing it the hard way. I wonder if Matty White will take a nibble at Porte, because he has foreshadowed this. I have been really impressed with Albasini. poor mans Gerro.
And all the other bargain basement purchases he has made, have been brilliant steals. I think White is the MVP of the peloton. And SBS need to put Cookie on a retainer and per dieum during the Tour, and have him every day do the post show. He is still a boss. Cuts thru the crap. fresh air.


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The Hessian State Centre for Civic Education, in collaboration with the Political Education Authority of the State of Thuringia, issued invitations to a training event from 16 to 19 October 2013. 25 educators from a variety of types of school met in Oberaula to address the issue of Nazi persecution and the survivors,...learn more
Eight senior employees from the Anne Frank educational centre in Frankfurt paid a visit to the International Tracing Service (ITS) to learn about the history of the institution and discuss opportunities for cooperation. The two institutions had already agreed in spring 2013 that the Frankfurt public shall be first to...learn more
Early in October 2013 43 pupils from Baunatal Erich-Kästner school came to see the International Tracing Service (ITS). Apart from preparing a presentation on the history and present tasks and objectives of the ITS, the pupils formed groups and occupied themselves with the subject of "conceptions of man". "If there are...learn more
There are two vital connections with Bad Arolsen in the life of Biology Professor Suzanne Ostrand-Rosenberg. In 1955, her uncle Kurt came to the small Hessian town and spent two years at the International Tracing Service to oversee the microfilming of documents for Yad Vashem, the memorial to the Jewish victims of the...learn more
Compiling a memorial book on burial places of Soviet citizens in Bavaria, Lars Thiele from the Dresden Documentation Office paid a visit to the International Tracing Service (ITS) in Bad Arolsen this week. He scrutinized the reports Bavarian communities had produced on the burial places of non-Germans in the post-war...learn more
The journalist and political scientist Klaus Riexinger from the Miklos Klein Foundation in Bad Friedrichshall spent three days at the International Tracing Service (ITS) searching for information on Kochendorf, a sub-camp of concentration camp Natzweiler-Struthof. "My visit has permitted me to fully document four other...learn more
Historian Ulrike Goeken-Haidl has visited the International Tracing Service (ITS) in Bad Arolsen for the first time. In 2002, she finished her dissertation about "The Way Back: The Repatriation of Soviet Forced Laborers during and after the Second World War", at the University of Freiburg. Her book of that title...learn more
A field excursion led members of the "Friedrich Naumann" foundation from Wiesbaden to Bad Arolsen on 21 August, where they took part in a seminar with the title "Looking for Traces and Coping with the Past in Germany" at the ITS. More than 30 interested participants from Wetzlar and Frankfurt paid their first visit to...learn more
On August 17th, 48 predicants of the Evangelical Church of Hesse-Waldeck spent their culture day at the International Tracing Service. They got together in order to get a glimpse of the history, tasks and goals of the ITS. Subsequently in a workshop titled 'Persecuted and a Believer' the participants had the...learn more
A delegation of representatives from the Social Democratic Party (SPD) has paid visit to the International Tracing Service (ITS) in Bad Arolsen. The Social Democrats informed themselves of the ITS archival collections, its budget situation, personnel requirements and latest developments in the department for education...learn more


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This is my story
This past spring, I joined a University group called Conversation Buddies. The goal of the program is to introduce international students to different aspects of life in America and at the University of Hartford. I met Marwan Alhussain, my conversation buddy, just a few weeks after he arrived in Hartford from Saudi Arabia.
Normally, Marwan and I just hang around and talk. We have been to the movies and he's hosted me at his apartment, where he cooked a traditional meal for my friends and me. Eventually I am going to bring him to New York City and he says he's going to bring me to Saudi Arabia.
I joined Conversation Buddies because I love to travel. I've been to Denmark, Fiji, Australia, New Zealand, Israel, Jordan, Thailand, and Tanzania. I always do some sort of volunteer work while I am abroad, so I really get to become part of the community. With the conversation buddy program, I get some of the benefits of going abroad without having to leave the country. My favorite part of traveling is meeting new people and learning all about their culture and I am getting to do that with my conversation buddy.
If you are interested in joining the Conversation Buddy program, download an application or contact Sarah Reuter at firstname.lastname@example.com


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For years Marie Bachmann thought of herself as the "good" daughter. She was the most loving to their mother, the most dedicated to their Amish way of life. But when a Mennonite farmhand, Gordon Martin, shows interest in her she can't help but be flattered--until her mother sends her off to Florida. While there, Marie begins spending time with bad-boy Eli Jacob, the bishop's son from back home. When Gordon shows up in Florida to volunteer in a homeless shelter, her life becomes even more complicated. At the same time her aunt begins telling her of a Civil War-era ancestor and the woman's uncommon bravery . . . a story that begins to work at Marie's heart. Marie hopes returning home may simplify life, but Eli soon follows. As Marie grapples with whether she should court Eli or leave the church for Gordon, the story of Annie Bachmann shines a light on what God has for Marie's future.
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- Publisher: Bethany House Publishers
- Release Date: July 31, 2018
- Pages: 368
- Language: English
- Binding: Paperback
- Height: 1.00 inches
- Width: 5.50 inches
- Length: 8.40 inches
- Weight: 0.80 pounds


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From the moment Jimmy Butler went airborne over Chris Bosh's back, it was clear this game was different than the 27 that came before it.
Butler's dunk in the third quarter was the lightning rod that the Chicago Bulls needed to do what no other team had done since the beginning of February, defeat the Heat. Done in by a 101-97 loss to the Bulls, the Heat's winning streak ended at 27 victories. It was the second longest in NBA history.
After the game, Heat coach Erik Spoelstra brought his team together and told them to "put a hand on each other. It was the first time I had mentioned the streak. It was a heck of an experience to have together. Its significance will mean much more later to us in our careers."
Said Dwyane Wade: "I'm glad it's over."
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The Heat was tied or trailed at halftime 14 times during the streak. It trailed again at the break in Chicago, but could not replicate that same magic it had conjured so many times before.
With the streak on life support with less than two minutes to play, the Bulls delivered a kill stroke in the form of four consecutive points by Carlos Boozer and Nate Robinson.
Robinson's driving layup gave the Bulls a 98-89 lead with 30.2 seconds left, and he bounded down the court in celebration as Spoelstra called a timeout. The United Center crowd continued its celebration.
LeBron James finished with 32 points, going 11 of 17 from the field, and Wade had 18 points in first game back since injuring his right knee. Wade missed a pair of games due to soreness and appeared to be in pain in the fourth quarter Wednesday.
"It'll be a little sore, but it is what it is," said Wade, who gave no indication that he would miss Friday's game against New Orleans now that the streak is over.
The Bulls were without center Joakim Noah and guards Marco Belinelli and Richard Hamilton — not to mention Derrick Rose— but still squeezed enough out of its beleaguered lineup to cut short the Heat's winning streak five games shy of the Lakers' record of 33 in a row.
A rare display of frustration by James with less than four minutes to play all but doomed a comeback bid. James was hit with a technical foul when he sent an unnecessary elbow into Boozer, who was setting an offensive screen. Boozer made 1 of 2 free throws to give Chicago a 91-82 lead.
James noted after the game that his frustration was borne from a constant barrage of contact throughout the game that he characterized as nonbasketball plays.
"It's frustrating," James said.
Boozer had 21 points and 17 rebounds. His offensive rebound and putback with 57 seconds left was the exclamation point on a sensational night. Loul Deng had 28 points, seven rebounds and five assists for the Bulls and Butler, who delivered that alley-oop dunk over Bosh in the third quarter, had 17 points, four rebounds and five assists.
That late three-pointer that James made so many times during the streak, he missed on Wednesday. The shot came with 2:45 left in the game and the Heat trailing by seven points. Miami still had a puncher's chance, but James' roundhouse missed the jaw.
Bosh pulled the down the offensive rebound but was outmuscled by Bulls guard Kirk Hinrich, who ripped the ball out of Bosh's arms. Bosh finished with 21 points and four rebounds.
A three-point play by Boozer with 1.1 seconds left in the third quarter put the Bulls ahead 69-68 entering the final period. The Bulls' lead ballooned to six points to begin the fourth quarter. When James checked into the game with 9:04 left, the Heat trailed 75-69 and United Center was pulsing with the rhythm of an upset.
Chicago went ahead 80-73 on a driving, crashing layup by Hinrich, and Deng pushed the Bulls' advantage to 83-75 with a three-pointer at the six-minute mark.
The Heat trailed by nine points to begin the second half but quickly cut into the Bulls' lead with a pair of dunks by James. The first, and most spectacular of the game, was a one-handed jam on an alley-oop from Wade. On the Heat's following possession, James finished a second fast break with another dunk — this time the Tomahawk variety.
Persistence by Bosh gave the Heat its first lead of the game. He pulled down consecutive offensive rebounds, preserving a possession, before Wade slapped an offensive rebound of his own to Shane Battier, who was wide open at the top of the key. Battier made his first three-pointer of the game to give the Heat its first lead, 59-58 with 4:32 left in the third quarter.
While the Bulls were without Noah, Chicago still had plenty of muscle and passion inside. Boozer established himself early, scoring 10 points and grabbing nine rebounds in the first half. Overall, the Bulls outrebounded the Heat 18-12 to begin the game and led by as many as 13 points in the second quarter. The Bulls outrebounded the Heat 43-31 in the game.
James was the main protagonist for the Heat in the first half, scoring 18 points, but the Bulls built a 55-46 lead with an ensemble cast. Deng had 14 points in the first half and tiny Robinson was 5 of 7 from the field for 11 points.