text: This is the accessible text file for GAO report number GAO-09-845T entitled 'Highway Trust Fund: Options for Improving Sustainability and Mechanisms to Manage Solvency' which was released on June 25, 2009. This text file was formatted by the U.S. Government Accountability Office (GAO) to be accessible to users with visual impairments, as part of a longer term project to improve GAO products' accessibility. Every attempt has been made to maintain the structural and data integrity of the original printed product. Accessibility features, such as text descriptions of tables, consecutively numbered footnotes placed at the end of the file, and the text of agency comment letters, are provided but may not exactly duplicate the presentation or format of the printed version. The portable document format (PDF) file is an exact electronic replica of the printed version. We welcome your feedback. Please E-mail your comments regarding the contents or accessibility features of this document to firstname.lastname@example.com. This is a work of the U.S. government and is not subject to copyright protection in the United States. It may be reproduced and distributed in its entirety without further permission from GAO. Because this work may contain copyrighted images or other material, permission from the copyright holder may be necessary if you wish to reproduce this material separately. Testimony: Before the Subcommittees on Oversight and Select Revenue Measures, Committee on Ways and Means, House of Representatives: United States Government Accountability Office: GAO: For Release on Delivery: Expected at 10:00 a.m. EDT: June 25, 2009: Highway Trust Fund: Options for Improving Sustainability and Mechanisms to Manage Solvency: Statement of Phillip R. Herr, Director: Physical Infrastructure Issues: GAO-09-845T: GAO Highlights: Highlights of GAO-09-845T, a testimony before the Subcommittees on Oversight and Select Revenue Measures; Committee on Ways and Means; House of Representatives. Why GAO Did This Study: The Highway Account within the Highway Trust Fund (HTF) is the principal means for funding federal highway programs. Administered by the Federal Highway Administration (FHWA) within the Department of Transportation (DOT), it channels about $33 billion in highway user excise taxes annually to states for highway and related spending. Estimated outlays from the Highway Account under the Safe, Accountable, Flexible, Efficient Transportation Equity Act—A Legacy for Users (SAFETEA-LU) exceeded estimated receipts throughout the authorization period—fiscal years 2005 through 2009. Furthermore, actual account receipts were lower than had been estimated and the account balance dropped more rapidly than anticipated, approaching zero in August, 2008. Congress subsequently approved legislation in September 2008 to appropriate $8 billion from the General Fund of the Treasury to replenish the account. Agency officials anticipate the account will reach a critical stage again before the end of fiscal year 2009, and estimate that about $15 billion will be needed to ensure account solvency through the end of fiscal year 2010. This statement summarizes GAO's past work on 1) the collection and distribution process for the Highway Account of the HTF, 2) options for improving long-term sustainability of the HTF, and 3) mechanisms to help manage Highway Account solvency. What GAO Found: The collection and distribution of funds through the Highway Account is a complex process. Collection involves Treasury receiving excise taxes from business entities, estimating how much should be allocated to the Highway Account, and adjusting the estimated allocation several months later after actual tax receipts are certified. Distribution begins with a multi-year authorization act that provides contract authority and establishes annual funding levels. DOT apportions the contract authority to the states and divides the funding level among federal highway programs and states. DOT then obligates funds for projects and reimburses states as projects are completed. Improving long-term sustainability is one of GAO's key principles for restructuring existing transportation programs, and GAO has reported on options for improving sustainability: (1) improve the efficiency of current facilities, (2) alter existing sources of revenue, (3) ensure users are paying fully for benefits, and (4) supplement existing revenue sources, such as through enhanced private-sector participation. Each of these options has different merits and challenges, and will likely involve trade-offs among different policy goals. Improving existing mechanisms intended to help maintain Highway Account solvency could help DOT better manage the account balance. For example, statutory mechanisms designed to make annual adjustments to the Highway Account have been so modified over time—particularly through changes in SAFETEA-LU—that they either are no longer relevant or are limited in effectiveness. Furthermore, monitoring indicators that could signal sudden changes in revenues could help DOT better anticipate changes in the account balance and communicate with stakeholders on the account's status. DOT is acting on recommendations GAO made in February, 2009 to help improve solvency mechanisms and communication with stakeholders. Figure: Highway Account Balance, Fiscal Years 1998 through 2010: [Refer to PDF for image: line graph] Fiscal year: 1998; End of the year balance: $16.5 billion. Fiscal year: 1999; End of the year balance: $19.2 billion. Fiscal year: 2000; End of the year balance: $22.6 billion. Fiscal year: 2001; End of the year balance: $20.4 billion. Fiscal year: 2002; End of the year balance: $16.1 billion. Fiscal year: 2003; End of the year balance: $13.0 billion. Fiscal year: 2004; End of the year balance: $10.8 billion. Fiscal year: 2005; End of the year balance: $10.6 billion. Fiscal year: 2006; End of the year balance: $9.0 billion. Fiscal year: 2007; End of the year balance: $8.1 billion. Fiscal year: 2008; End of the year balance: $10.0 billion. Fiscal year: 2009; End of the year balance: -$1.08 billion (estimated). Fiscal year: 2010; End of the year balance: -$10.6 billion (estimated). Source: GAO analysis of FHWA data. [End of figure] View [hyperlink, http://www.gao.gov/products/GAO-09-845T] or key components. For more information, contact Phillip R. Herr, 202/512- 2834, email@example.com. [End of section] Messrs. Chairmen, Ranking Members, and Other Subcommittee Members: We appreciate the opportunity to participate in this hearing to discuss challenges facing the Department of Transportation (DOT) and Congress in sustaining the Highway Trust Fund (HTF). Surface transportation financing has been on our High Risk list for several years.[Footnote 1] The problem is simple: revenues from motor fuels taxes and truck- related taxes to support the HTF--the primary source of funds for highway and transit--are not keeping pace with authorized spending levels. This problem was made dramatically apparent last summer when the Highway Account within the trust fund was nearly depleted. Despite an $8 billion infusion from the General Fund of the Treasury in September 2008 to replenish the account, we find ourselves in the same predicament a year later. The solution to this problem, however, is not simple and will require difficult policy decisions about both the sources and the uses of HTF revenues. My statement today addresses (1) the collection and distribution process for the Highway Account of the HTF, (2) options for improving long-term sustainability of the HTF, and (3) mechanisms to help manage Highway Account solvency. It is based on work that we have completed over the past several years on key principles for surface transportation reauthorization and issues related to the HTF. (A list of related GAO products appears at the end of this statement.) Background: Congress established the HTF in 1956 to hold and distribute highway user excise taxes to fund various surface transportation programs. In 1983, the HTF was divided into two accounts: the Highway Account and the Mass Transit Account. The Highway Account within the HTF is the principal mechanism for funding federal highway programs. Administered by the Federal Highway Administration (FHWA) within DOT, it channels about $33 billion in highway user excise taxes annually to states for highway and related spending. Funds from the Highway Account sustain 3 DOT agencies: FHWA, the Federal Motor Carrier Safety Administration, and the National Highway Traffic Safety Administration. Funds from the Mass Transit Account support the Federal Transit Administration. The balance of the Highway Account within the HTF has been declining in recent years because, as designed in the Safe, Accountable, Flexible, Efficient Transportation Equity Act - A Legacy for Users (SAFETEA-LU), outlays from the account have exceeded expected receipts over the authorization period.[Footnote 2] Specifically, when SAFETEA-LU was passed in 2005, estimated outlays from Highway Account programs exceeded estimated receipts by about $10.4 billion. Based on these estimates, the Highway Account balance would have been drawn down from $10.8 billion to about $0.4 billion over the authorization period. This left little room for error. Assuming all outlays were spent, a revenue shortfall of even 1 percent below what SAFETEA-LU had predicted over the 5-year period would result in a cash shortfall in the account balance. In fact, actual Highway Account receipts were lower than estimated, particularly for fiscal year 2008. Account receipts were lower in fiscal year 2008 because of a weakening economy and higher motor fuel prices that affected key sources of HTF revenue. For example, fewer truck sales, as well as fewer vehicle-miles traveled and correspondingly lower motor fuel purchases, resulted in lower revenues. Consequently, the account balance dropped more precipitously than anticipated and was nearly depleted in August 2008--1 year before the end of the SAFETEA-LU authorization period. In response, Congress approved legislation in September 2008 to provide $8 billion to replenish the account. However, DOT now estimates that the account would need an additional infusion of funds--about $15 billion, including $4 billion to ensure sufficient funds for cash management purposes--to remain solvent through the end of fiscal year 2010. (See figure 1.) Figure 1: Highway Account Balance, Fiscal Years 1998 through 2010: [Refer to PDF for image: line graph] Fiscal year: 1998; End of the year balance: $16.5 billion. Fiscal year: 1999; End of the year balance: $19.2 billion. Fiscal year: 2000; End of the year balance: $22.6 billion. Fiscal year: 2001; End of the year balance: $20.4 billion. Fiscal year: 2002; End of the year balance: $16.1 billion. Fiscal year: 2003; End of the year balance: $13.0 billion. Fiscal year: 2004; End of the year balance: $10.8 billion. Fiscal year: 2005; End of the year balance: $10.6 billion. Fiscal year: 2006; End of the year balance: $9.0 billion. Fiscal year: 2007; End of the year balance: $8.1 billion. Fiscal year: 2008; End of the year balance: $10.0 billion. Fiscal year: 2009; End of the year balance: -$1.08 billion (estimated). Fiscal year: 2010; End of the year balance: -$10.6 billion (estimated). Source: GAO analysis of FHWA data. [End of figure] Collection and Distribution of Funds through the Highway Account: Receipts for the HTF are derived from two main sources: federal excise taxes on motor fuels (gasoline, diesel, and special fuels) and truck- related taxes (truck and trailer sales, truck tires, and heavy-vehicle use). Receipts from the motor fuels tax constitute the single largest source of HTF revenue (about 88 percent of total receipts for fiscal years 2005 through 2008); the gasoline tax--a flat rate of 18.4 cents per gallon--is the same rate as in 1993. Receipts from truck and trailer sales (about 8 percent of total receipts for fiscal years 2005 through 2008) are the second largest source of revenue for the fund. (See figure 2.) Figure 2: Sources of Revenue for the HTF, Fiscal Years 2005 through 2008: [Refer to PDF for image: pie-chart] Highway Trust Fund receipts that come from fuel taxes: Gasoline: 64.0%; Diesel and special fuels: 24.1%; Highway Trust Fund receipts that come from sources other than fuel taxes: Truck and trailer sales: 7.8%; Heavy-vehicle use: 3.0%; Tire tax: 1.2%. Source: GAO analysis of FHWA data. [End of figure] The Highway Account receives the majority of the tax receipts allocated to the fund. Figure 3 shows the rates for motor fuels and truck-related taxes levied for the HTF and how receipts from the taxes are allocated between the Highway and Mass Transit Accounts within the fund. Figure 3: Federal Highway User Excise Taxes and the Percentage Allocations to the Highway Account and the Mass Transit Account of the HTF: [Refer to PDF for image: table] Motor fuel taxes: Type of excise tax: Gasoline; Tax rate (cents): 18.4 per gallon; Distribution of tax: Highway Account, Highway Trust Fund: 83.9%; Distribution of tax: Mass Transit Account, Highway Trust Fund: 15.5%; Distribution of tax: Leaking Underground Storage Tank Trust Fund: 0.5%. Type of excise tax: Diesel; Tax rate (cents): 24.4 per gallon; Distribution of tax: Highway Account, Highway Trust Fund: 87.9%; Distribution of tax: Mass Transit Account, Highway Trust Fund: 11.7%; Distribution of tax: Leaking Underground Storage Tank Trust Fund: 0.4%. Type of excise tax: Gasohol; Tax rate (cents): 18.4 per gallon; Distribution of tax: Highway Account, Highway Trust Fund: 83.9%; Distribution of tax: Mass Transit Account, Highway Trust Fund: 15.5%; Distribution of tax: Leaking Underground Storage Tank Trust Fund: 0.5%. Type of excise tax: Liquefied petroleum gas; Tax rate (cents): 18.3 per gallon; Distribution of tax: Highway Account, Highway Trust Fund: 88.4%; Distribution of tax: Mass Transit Account, Highway Trust Fund: 11.6%; Distribution of tax: Leaking Underground Storage Tank Trust Fund: 0.0. Type of excise tax: Liquefied natural gas; Tax rate (cents): 24.3 per gallon; Distribution of tax: Highway Account, Highway Trust Fund: 92.3%; Distribution of tax: Mass Transit Account, Highway Trust Fund: 7.7%; Distribution of tax: Leaking Underground Storage Tank Trust Fund: 0.0. Type of excise tax: M85 (from natural gas); Tax rate (cents): 9.25 per gallon; Distribution of tax: Highway Account, Highway Trust Fund: 83.5%; Distribution of tax: Mass Transit Account, Highway Trust Fund: 15.5%; Distribution of tax: Leaking Underground Storage Tank Trust Fund: 1.1%. Type of excise tax: Compressed natural gas; Tax rate (cents): 144.47 per thousand cubic feet; Distribution of tax: Highway Account, Highway Trust Fund: 93.3%; Distribution of tax: Mass Transit Account, Highway Trust Fund: 6.7%; Distribution of tax: Leaking Underground Storage Tank Trust Fund: 0.0. Truck-related taxes—all proceeds to Highway Account: Tires: 9.45 cents for each 10 pounds of the maximum rated load capacity over 3,500 pounds. Heavy-vehicle use: 12 percent of retailer's sales price for tractors and trucks over 33,000 pounds gross vehicle weight (GVW) and trailers over 26,000 pounds GVW. Truck and trailer sales: Annual tax for trucks 55,000 pounds and over GVW: $100 plus $22 for each 1,000 pounds (or fraction thereof) in excess of 55,000 pounds. Maximum tax: $550. Source: GAO analysis of FHWA data. [End of figure] The collection and distribution of taxes through the Highway Account is a complex process, as shown in figure 4. The collection process involves Treasury receiving excise taxes from business entities, estimating how much should be allocated to the Highway Account, and adjusting the estimated allocation after the Internal Revenue Service (IRS) certifies the actual amount that should be allocated.[Footnote 3] The distribution process begins with a multiyear authorization act, such as SAFETEA-LU. The act provides specific amounts of annual contract authority[Footnote 4] over the authorization period, and also specifies annual obligation limitations that establish "guaranteed" funding levels. These guaranteed funding levels are based on assumptions about future receipts to the Highway Account and can be modified in subsequent annual appropriations acts.[Footnote 5] Annually, DOT apportions (through formula) and allocates to the states the contract authority provided in the authorization act.[Footnote 6] DOT also divides the obligation limitations among the federal highway programs and the states based on a multistep process provided in the appropriation act. No cash is actually distributed to the states at this time; instead, states are notified of the amount of federal funds available for use in that state. DOT then obligates federal funds for approved projects. An obligation is a legally binding commitment by the federal government. Once an obligation is made, the federal government must reimburse the states when they submit a voucher for completed work, which, depending on how long a project takes, could be months or years after the obligation is made.[Footnote 7] As phases of the projects are completed, states submit vouchers to FHWA to be reimbursed from the Highway Account. Consequently, DOT cannot directly control outlays--outlays are determined through limitations on obligations. Figure 4: Process for Collecting and Distributing Highway Account Receipts: [Refer to PDF for image: process illustration] Collection: Into Highway Account: Taxes paid to Treasury: Semimonthly, businesses pay excise taxes on motor fuels, truck-related items, and other taxable items. Initial allocation to Highway Account: Semimonthly, Treasury allocates an estimated portion of taxes that were collected to the Highway Account. Adjustments to allocation: Quarterly, about 4.5 months after the end of each quarter, Treasury adjusts the amount allocated based on IRS certifications of actual receipts. Distribution: From Highway Account: Multiyear authorization act: Provides budget authority in the form of contract authority. Adjustments and other factors affecting distribution: RABA adjustments. Annual apportionment or allocation to states: No cash is actually distributed at this time; states are notified that federal funds are available for use. Adjustments and other factors affecting distribution: Byrd test adjustments if applicable. Together, theses form: Total federal highway aid available to states for fiscal year. Adjustments and other factors affecting distribution: Unobligated balances from prior years. Obligation of federal funds: Federal government makes commitment to pay federal share. Occurs when project is approved and agreement is executed between FHWA and states. Adjustments and other factors affecting distribution: Annual limitations on obligations. States complete project phases: Contractors complete work and send bills to state. States send electronic vouchers to FHWA requesting reimbursement. Reimbursement to states for project phases: Treasury is required to pay the state promptly after the state pays out its own funds for project- related purposes. Annual appropriations act: Provides funds to pay federal obligations. Source: GAO. [End of figure] Two mechanisms are intended to help keep the Highway Account solvent by making annual adjustments to ensure that it has adequate funds to reimburse states (through the Byrd test) and aligning outlays with actual revenues (through Revenue Aligned Budget Authority (RABA)). * Byrd Test. In 1956, Congress was concerned that the proceeds of the taxes to be deposited in the HTF might not be sufficient to reimburse states when the states submitted their claims. To address this concern, Congress amended the bill under consideration to require DOT to compare current and projected resources with existing and projected unpaid authorizations and to adjust the amounts apportioned to the states if the two were out of balance.[Footnote 8] This comparison was referred to as the Byrd Amendment or the Byrd Test. Under the Byrd Test, as modified by SAFETEA-LU, unpaid commitments in excess of amounts available in the Highway Account at the end of the fiscal year in which the apportionment is to be made must be less than the revenues anticipated to be earned in the following 4-year period. If a shortfall is projected using this test, then all or part of the apportionments to the states from the Highway Account would be deferred proportionately until a recalculation shows that some or part of the deferred apportionments can be released without triggering the Byrd Test. [Footnote 9] Prior to SAFETEA-LU, estimated unpaid commitments at the end of the year were required to be less than revenues anticipated to be earned in the following 24-month period. In the history of the HTF, the Byrd Test has twice triggered adjustments to apportionments: 1961 and 2004.[Footnote 10] * RABA. Established in the Transportation Equity Act for the 21st Century (TEA-21) in 1998 and modified in SAFETEA-LU, RABA was designed to align Highway Account program levels with actual revenues and help ensure that the account is used to fund highway programs instead of accumulating large balances. RABA provisions require DOT, as part of the annual budget submission process, to compare current revenue estimates with revenue estimates in the multiyear authorization act, most recently SAFETEA-LU. Based on these comparisons, DOT is required to adjust both contract authority and obligation limitations either upwards when the account has greater revenues than projected or downwards when revenues do not meet projected levels.[Footnote 11] However, as revised under SAFETEA-LU, no downward adjustments will be made in a fiscal year if, as of October 1 of that fiscal year, the balance in the Highway Account is more than $6 billion. SAFETEA-LU also modified how the RABA adjustments were calculated in order to smooth out the effects of the adjustment over 2 fiscal years, and added the provision concerning the $6 billion balance. Principles for Restructuring Transportation Programs, Including Improving Long-term Sustainability of the HTF: While infusing more money into the HTF would help keep the Highway Account solvent, such action would not ensure the long-term sustainability of the HTF nor address the need for improved performance of our nation's surface transportation programs. We have previously reported that current surface transportation programs--authorized in SAFETEA-LU--do not effectively address the transportation challenges the nation faces. As a result, we have called for a fundamental reexamination of the nation's surface transportation programs to follow several key principles: (1) have well-defined goals with direct links to an identified federal interest and role, (2) establish more performance-based links between funding and program outcomes to enhance grantee accountability, (3) institute tools and approaches that emphasize the return on the federal investment, and (4) ensure fiscal sustainability and bring revenues and expenditures into balance. [Footnote 12] Such a reexamination would include reviewing the results of existing transportation programs, policies, and activities relative to the national interests and testing their continued relevance and relative priority. To address long-term sustainability, we have reported on several options that could be used to better align revenues and expenditures. [Footnote 13] Each of these options has different merits and challenges, and the selection of any option will likely involve trade- offs among different policy goals. * Improve the efficiency of current facilities. Better managing existing system capacity and improving the performance of existing facilities could minimize the need for additional expenditures. We have reported that the efficiency of the nation's surface transportation programs is declining and that the return on investment could be improved in a number of ways, including creating incentives to better use existing infrastructure. * Alter existing sources of revenue. The Highway Account's current sources of revenue--motor fuels taxes and truck-related taxes--could be better aligned with actual outlays. According to the Congressional Budget Office and others, the existing fuels taxes could be altered in a variety of ways to address the erosion of purchasing power caused by inflation, including increasing the per-gallon tax rate and indexing the rates to inflation. * Ensure users are paying fully for benefits. Revenues can also be designed to more closely follow the user-pay concept--that is, require users to pay directly for the cost of the infrastructure they use. This concept seeks to ensure that those who use and benefit from the infrastructure are charged commensurately. Although current per-gallon fuel taxes reflect usage to a certain extent, these taxes are not aligned closely with usage and do not convey to drivers the full costs of road use--such as the costs of congestion and pollution. We have reported that other user-pay mechanisms--for example, charging according to vehicle-miles traveled, tolling, implementing new freight fees for trucks, and introducing congestion pricing (pricing that reflects the greater cost of traveling at peak times)--could more equitably recoup costs. * Supplement existing revenue sources. A number of alternative financing mechanisms--such as enhanced private-sector participation, bonds, loans, and credit assistance--can be used to help state and local governments finance surface transportation. These financing mechanisms, where appropriate, could help meet growing and costly transportation demands. However, these potential financing sources are forms of debt that must ultimately be repaid. Mechanisms to Help Manage Highway Account Solvency: Improving existing mechanisms that are intended to help maintain Highway Account solvency could help DOT better monitor and manage the account balance, and improve the agency's ability to identify the potential for a funding shortfall. Although the Byrd Test was intended to help the federal government ensure there were sufficient funds in the Highway Account when states submitted their claims, under SAFETEA- LU, the test has no effect. First, SAFETEA-LU expanded the interval over which future estimated receipts are included in the calculation from 2 to 4 years, thereby increasing the amount of receipts that would be compared with unpaid commitments in the coming year. This modification made it less likely for the test to signal a decline in the Highway Account balance. According to a DOT analysis of the impact on the Highway Account had the test remained at 2 years rather than at 4, the account would have failed the Byrd Test annually from fiscal year 2005 through fiscal year 2008. In other words, the existing account balance each year plus the amount of receipts anticipated to be received over the next 2 years would have been insufficient to offset unpaid commitments in the next year. According to DOT officials, it would be nearly impossible for the Highway Account to fail the Byrd Test using a 4-year window under current levels of spending, but failing a 2-year Byrd Test provides one of the first tangible indicators that a shortfall is imminent. Second, even if the Highway Account had failed the Byrd Test, the resulting adjustment prescribed by the test--deferring the amount of contract authority apportioned to states--would not have curtailed future outlays from the account because the guaranteed funding levels (obligation limitations) for states in SAFETEA-LU are already lower than the apportioned contract authority. For example, DOT's analysis of the impact of a 2-year Byrd test on the Highway Account balance showed that the account would have failed the test in fiscal year 2005 because the amount of anticipated receipts fell short of anticipated outlays by $1.2 billion, indicating that $1.2 billion in apportioned contract authority to states should be deferred. However, because the amount of contract authority as of fiscal year 2005 exceeded the guaranteed funding level by more than $1.2 billion, adjusting contract authority would have not affected the amount that DOT was able to obligate and states eventually draw from the account. In contrast, RABA is designed to affect obligation limitations and, if implemented as originally intended, could help align Highway Account spending with actual revenues. For example, in 2003, the RABA calculation called for a negative adjustment in obligation limitations of about $4.4 billion--from about $27 billion down to about $23 billion--but Congress waived the negative RABA adjustment for that year as part of a supplemental appropriations act.[Footnote 14] Congress chose instead to increase the obligation limit to $31.8 billion. We asked DOT to run a simulation to estimate the Highway Account balance from fiscal year 2003 through fiscal year 2008, assuming the calculated downward RABA adjustment in 2003 had not been waived. According to the simulation, the account balance at the end of fiscal year 2008 would have been about $6 billion if no other changes had been made.[Footnote 15] Under this scenario, the account balance would have been sufficient to reimburse states without the $8 billion infusion from the General Fund of the Treasury. DOT officials told us that RABA could be an effective mechanism if obligation limitations were better aligned with outlays and receipts, but they said that the provision enacted in SAFETEA-LU requiring no negative adjustments in a fiscal year if the Highway Account balance is greater than $6 billion as of October 1 of that fiscal year should be examined because that particular amount may not provide a sufficient cushion to offset a possible shortfall. For example, a negative RABA adjustment of about $1 billion for fiscal year 2009--after the $8 billion was appropriated from the General Fund of the Treasury--was not implemented because the Highway Account balance was greater than $6 billion. According to DOT officials, the RABA adjustment could have helped delay or reduce the magnitude of a shortfall in fiscal year 2009. Effective mechanisms to annually evaluate the solvency of the Highway Account and make appropriate adjustments are important to maintaining account solvency because DOT has no control over revenues and can manage outlays only indirectly through annual obligation limitations, which are determined months or years before states are reimbursed from the account. Without such mechanisms, the account balance runs the risk of dropping too low to withstand a sudden drop in revenues. DOT officials agree that both existing solvency mechanisms have their roles in helping to maintain Highway Account solvency, although RABA has the greater potential to affect spending. They also noted that solvency mechanisms--even with improvements--would be effective only if the authorization act sets account outlays in proportion to estimated program receipts, and that neither mechanism is designed to deal with near-term shortfalls in the Highway Account balance. For example, RABA adjustments to obligation limitations have the largest impact the year after the adjustment is made because a significant portion of the Highway Program outlays are in the year following obligation. In February 2009, we recommended that DOT identify changes to existing solvency mechanisms designed to make annual adjustments to the Highway Account and communicate to Congress the potential benefits and limitations of these changes. In response, DOT officials told us they plan to work with Congress to identify improvements to existing solvency mechanisms. In addition to modifying these existing mechanisms that are applied annually, monitoring indicators throughout the year that could signal sudden changes in Highway Account revenues could help DOT better manage the account balance and anticipate changes. Monitoring the account balance is particularly important when the account balance drops low enough for a sudden decline in revenues or increase in outlays to put the account at risk of reaching a zero balance. Indicators that DOT could monitor throughout the year include data from Treasury's monthly statements and from FHWA on vehicle-miles traveled. Monitoring additional indicators could also enhance DOT's communication with stakeholders on the status of the Highway Account. Specifically, establishing trigger points for key indicators could prompt DOT to report to stakeholders on potential problems. For example, one indicator could be the account balance, and the trigger could be when the balance drops below a certain level. In February 2009, we recommended that DOT monitor additional indicators that can impact the account balance throughout the year to better anticipate sudden changes in the balance, and improve communication with stakeholders--Congress, state agencies, and others--on the status of the account balance and action that may be needed to maintain account solvency. In response, DOT now tracks deposits and cash withdrawals on a weekly basis to monitor the account balance, and DOT has determined that at least a $4 billion balance is needed in the Highway Account to manage cash flows and help avoid shortfalls. DOT officials have also proactively communicated with Congress about the anticipated Highway Account shortfall for fiscal year 2009. Chairmen and Ranking Members, this concludes my prepared statement. I would be pleased to respond to any questions that you or other Members of the Subcommittees might have. GAO Contact and Staff Acknowledgments: For further information on this statement, please contact Phillip R. Herr at (202) 512-2834 or email@example.com. Contact points for our Congressional Relations and Public Affairs offices may be found on the last page of this statement. Individuals making key contributions to this testimony were Sara Vermillion, Assistant Director; Matthew Cook, Patrick Dudley, Elizabeth Eisenstadt, Carol Henn, Hannah Laufe, and Maureen Luna-Long. [End of section] Related GAO Products: Transportation Programs: Challenges Facing the Department of Transportation and Congress. [hyperlink, http://www.gao.gov/products/GAO-09-435T]. Washington, D.C.: March 10, 2009. Highway Trust Fund: Improved Solvency Mechanisms and Communication Needed to Help Avoid Shortfalls in the Highway Account. [hyperlink, http://www.gao.gov/products/GAO-09-316]. Washington, D.C.: February 6, 2009. High-Risk Series: An Update. [hyperlink, http://www.gao.gov/products/GAO-09-271]. Washington, D.C.: January 2009. Surface Transportation Programs: Proposals Highlight Key Issues and Challenges in Restructuring the Programs. [hyperlink, http://www.gao.gov/products/GAO-08-843R]. Washington, D.C.: July 29, 2008. Physical Infrastructure: Challenges and Investment Options for the Nation's Infrastructure. [hyperlink, http://www.gao.gov/products/GAO-08-763T]. Washington, D.C.: May 8, 2008. Surface Transportation: Restructured Federal Approach Needed for More Focused, Performance-Based, and Sustainable Programs. [hyperlink, http://www.gao.gov/products/GAO-08-400]. Washington, D.C.: March 6, 2008. Highlights of a Forum: Transforming Transportation Policy for the 21st Century. [hyperlink, http://www.gao.gov/products/GAO-07-1210SP]. Washington, D.C.: September 19, 2007. Surface Transportation: Strategies Are Available for Making Existing Road Infrastructure Perform Better. [hyperlink, http://www.gao.gov/products/GAO-07-920]. Washington, D.C.: July 26, 2007. Performance and Accountability: Transportation Challenges Facing Congress and the Department of Transportation. [hyperlink, http://www.gao.gov/products/GAO-07-545T]. Washington, D.C.: March 6, 2007. Highway Trust Fund: Overview of Highway Trust Fund Estimates. [hyperlink, http://www.gao.gov/products/GAO-06-572T]. Washington, D.C.: April 4, 2006. [End of section] Footnotes: [1] GAO, High-Risk Series: An Update. [hyperlink, http://www.gao.gov/products/GAO-09-271] (Washington, D.C.: January 2009). [2] Pub. L. No. 109-59, 119 Stat. 1144 (2005). [3] When businesses pay excise taxes, they do not specify which excise tax produced the revenue; that information is provided at the end of each quarter when the businesses file tax returns with the IRS. [4] Budget authority is the authority provided by federal law to enter into financial obligations that will result in immediate or future outlays involving federal government funds. Contract authority is a form of budget authority that permits obligations to be incurred in advance of appropriations. Contract authority is unfunded, and a subsequent appropriation is needed to liquidate, or pay, the obligations. [5] The Transportation Equity Act for the 21st Century (TEA-21), Pub. L. No. 105-178, 112 Stat. 107 (1998), and SAFETEA-LU, amended the Rules of the House of Representatives to specify that it is out of order to consider a bill, joint resolution, amendment, or conference report that would result in funding at a lower level than the amounts set in the authorization acts, as adjusted. [6] In most cases, allocated funds are distributed among the states according to statutory criteria. In some cases, Congress directs that allocated funds be used for specific projects. Congress may do this either in the legislative language or in committee reports accompanying the legislation. For example, Congress directed SAFETEA-LU funding for High Priority Projects. [7] DOT cannot make cash reimbursements to the states until liquidating cash is appropriated from the Highway Account. If there are no receipts in the Highway Account, DOT would incur an expenditure in excess of an appropriation and thus violate the Antideficiency Act. This act prohibits an officer or employee of the federal government from incurring an obligation, or making an expenditure, in advance or in excess of an appropriation. 31 U.S.C. § 1341(a)(1). [8] DOT typically performs this test four times per year, but the results of the test are most significant when apportionments are about to be made, usually at the beginning of the fiscal year. [9] If the period of availability for obligation of the deferred apportionments lapses (generally, the period of availability is 4 years) before the apportionments can be released, then the lapsed amounts are permanently lost. [10] As a result of triggering the Byrd Test, Interstate System construction apportionments for fiscal year 1961 were reduced; for fiscal year 2004, all Highway Account apportionments were reduced. [11] The adjustment of annual authorizations is called RABA, but this term is often used to refer to the entire adjustment process. [12] GAO, Surface Transportation: Restructured Federal Approach Needed for More Focused, Performance-Based, and Sustainable Programs, [hyperlink, http://www.gao.gov/products/GAO-08-400] (Washington, D.C.: Mar. 6, 2008). [13] [hyperlink, http://www.gao.gov/products/GAO-08-400]. [14] See the 2002 Supplemental Appropriations Act for Further Recovery From and Response to Terrorist Attacks on the United States, Pub. L. No. 107-206, § 1402, 116 Stat. 820, 898 (2002). [15] The $6 billion estimate includes a $2 billion deposit to the Highway Account from the Treasury on October 8, 2008, but not the $8 billion appropriation from the Treasury's General Fund on September 15, 2008. [End of section] GAO's Mission: The Government Accountability Office, the audit, evaluation and investigative arm of Congress, exists to support Congress in meeting its constitutional responsibilities and to help improve the performance and accountability of the federal government for the American people. GAO examines the use of public funds; evaluates federal programs and policies; and provides analyses, recommendations, and other assistance to help Congress make informed oversight, policy, and funding decisions. GAO's commitment to good government is reflected in its core values of accountability, integrity, and reliability. Obtaining Copies of GAO Reports and Testimony: The fastest and easiest way to obtain copies of GAO documents at no cost is through GAO's Web site [hyperlink, http://www.gao.gov]. Each weekday, GAO posts newly released reports, testimony, and correspondence on its Web site. To have GAO e-mail you a list of newly posted products every afternoon, go to [hyperlink, http://www.gao.gov] and select "E-mail Updates." Order by Phone: The price of each GAO publication reflects GAO's actual cost of production and distribution and depends on the number of pages in the publication and whether the publication is printed in color or black and white. Pricing and ordering information is posted on GAO's Web site, [hyperlink, http://www.gao.gov/ordering.htm]. Place orders by calling (202) 512-6000, toll free (866) 801-7077, or TDD (202) 512-2537. Orders may be paid for using American Express, Discover Card, MasterCard, Visa, check, or money order. Call for additional information. To Report Fraud, Waste, and Abuse in Federal Programs: Contact: Web site: [hyperlink, http://www.gao.gov/fraudnet/fraudnet.htm]: E-mail: firstname.lastname@example.com: Automated answering system: (800) 424-5454 or (202) 512-7470: Congressional Relations: Ralph Dawn, Managing Director, firstname.lastname@example.com: (202) 512-4400: U.S. Government Accountability Office: 441 G Street NW, Room 7125: Washington, D.C. 20548: Public Affairs: Chuck Young, Managing Director, firstname.lastname@example.com: (202) 512-4800: U.S. Government Accountability Office: 441 G Street NW, Room 7149: Washington, D.C. 20548:


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By Sue Ann Rybak
Eighteen-year-old Pete Shields, of Chestnut Hill, initially said he was "on the fence" about whether he wanted to participate again in the Teenagers Inc. service project in Guatemala from July 3 to 12. He needed to save money for college, and it was the busiest week of the summer at his job at Top of the Hill Market.
Since 2008, Teenagers Inc., a non-for-profit teen organization in Chestnut Hill, has been traveling to God's Child Project in Antigua, Guatemala, to build homes for poverty-stricken families. Most families live in small huts that consist of lamina, reeds and a dirt floor.
But, ultimately it was the expression on the mother's face, when Shields and other volunteers from Teenagers Inc. presented her family with their newly constructed home during last year's service project that was the deciding factor.
"The smile on her face is nothing you can ever experience in your life," said Shields, who coaches little league in his spare time. "It's unreal. I'll never forget seeing that look on her face."
This is the fourth year Marianne Dwyer, director of Teenagers Inc., organized the service project. She said teenagers all cringe when they hear that they can't use phones, hair dryers or other electrical devises.
Dwyer said the service project offers teenagers a chance to "get away from all the electronics that limit them from seeing the world as a beautiful place."
She said it gives them the opportunity to focus in on who they are and whom they are helping.
"It's a life-changing experience," Dwyer said.
Arianna Neromiliotis, 30, a lifelong resident of Mt. Airy, agreed. This will be Neromiliotis' third time chaperoning the trip. Neromiliotis, a founding member of Teenagers Inc., said the trip "transforms" many teenagers.
She recalled a young teenager on her first trip to Guatemala. Neromiliotis, a preschool teacher, said the sophomore high school student was a "typical teenager" who often complained that he didn't want to do something. When they arrived in Antigua, he was assigned to her team.
"On the first day of building houses he said, 'Oh, God, it's hard I can't do it,'" Neromiliotis said. "I said, you're gonna have to do it. I can't do it alone. I know it's hot. We just have to work through it."
And he did.
Neromiliotis said at the end of the first day the teen said, "That was the hardest day of work I ever did in my life."
But, he changed on the second day.
"On day two, we worked through the rain and extreme heat, and he became someone different," Neromiliotis said. " I saw him change right before my eyes into someone eager and willing to work and help people."
Neromiliotis said she is always amazed when she sees a teenager take a step towards adulthood.
"They get it because it's tangible," Neromiliotis said. "They understand why we do this. They accepted the challenge.
"It's a great life lesson that not every teenager or adult gets to have. My hope is that the motivation always stays with them. And the ability to see that you did something awesome will stay with you for the rest of your life."
Nineteen-year-old Michael and Brendan Dwyer, of Chestnut Hill said the experience made them appreciate what they have.
"The kids live so simply compared with the United States," Michael said. "They smile and are happy with simple things."
Michael's twin brother, Brendan, elaborated, noting that "the kids down there have nothing at all,"
He said at the work sites the teenagers hand out simple toys like a jump rope.
"Their faces just light up with happiness with these little gifts that we are so accustomed to," Michael said. "I personally left with a lot more than I came with to Guatemala. It made me realize how blessed I am."
Besides building houses while in Antigua, the twins also worked in a malnutrition center. Brendan said he couldn't believe how severely underweight the children were.
"There was one baby who was 6 years old whose legs weren't strong enough to walk," he said. "One thing that really had an impact on me was the kids. It was awesome to give them a chance for a better life."
It was an eye-opening experience for 16-year-old Brennan O'Donnell of Flourtown.
"I knew poverty existed there, but I wasn't fully aware of the situation," O'Donnell said. "Everyday at the building site they gave us a snack – we usually gave it away because we realized how much more they needed it."
This will be 18-year-old Autumn Temple's third trip to Guatemala.
Temple, of Mt. Airy, said Americans tend to "live in a bubble."
She said that before the trip she was "really naïve about what was going on in the world," adding that it was a "very humbling experience."
"It's a whole different world over there," Temple said. "They have less but they are so happy."
Temple said building the houses is exhausting. Everything is done by hand from digging a foundation, sawing wood, carrying water and mixing cement. Temple said her friends teased her when they heard she built houses. At 5'4 and 109 lbs, she's not exactly the person you might want on your team building houses.
"Everyone is so willing to help you," Temple said.
She recalled making cement and mixing it with rocks and dirt by hand.
"I am really small, and carrying cement was really hard for me," Temple said. "I stopped for a moment and this little girl who couldn't have been more than 6 years old ran over and grabbed the tin buckets that were filled to the brim with cement.
The picture is seared into Temple's memory: a 6-year-old little girl with wavy hair wearing a pink plain dress and flip flops running over to help her. But it was the image of her tiny hands clenching the tin bucket as she attempted to carry the cement that she carries in her heart – a little girl so determined to help build a better future for her family and friends, one step at a time.
Teenagers Inc. is in desperate need of supplies for its service project. The supplies can be dropped off at 105 Bethlehem Pike (across from the Chestnut Hill East Train Station).
The following items are needed: school supplies (notebooks, crayons, pens, pencils, markers, glue, backpacks, pencil sharpeners, scissors), art supplies (crayons, watercolor paints, yarn, crochet needles), small bottles of shampoo, conditioner, soap, lotion, combs, razors, toothpaste, toothbrushes, dental floss, medicine (band-aids, stethoscopes, syringes, Tylenol, vitamins), diapers (1-12months), wipes, bottles, rash lotion, children's and women's clothing, shoes, rain jackets, boots and ponchos.
For more information call Marianne Dwyer at 215-242-4976 or email her at firstname.lastname@example.com.

subset: commoncrawl


text:
Biogenic Silica
The study of biogenic silica (silica deposited in plants, algae and animals) in Quaternary sediments is currently being revolutionised by technical advances in stable-isotope mass spectrometry, ICP-MS and 32Si dating.
Growing interest in the global biogeochemical cycle of silicon and its coupling with the carbon cycle is evident from an upsurge of papers in Nature and Science, while a wide range of disciplines including physiology, ecology, geochemistry, hydrology, geomorphology, pedology, agronomy, forestry, limnology, oceanography and biogeochemical modelling has begun to focus on processes involving biogenic silica in the modern environment. IBiS is a QRA sponsored research group.
© NERC . This site is hosted by the British Geological Survey but responsibility for the content of the site lies with IBiS not with the British Geological Survey. Questions, suggestions or comments regarding the contents of this site should be directed to C. Arrowsmith
Last updated by M. Leng, March 1st 2019


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Official Websiteof the City of Des Moines
Because one size doesn't fit all, please use the zoom feature of your browser to increase or decrease the text size.
Oversees the preparation and administration of the Comprehensive Plan, zoning, long-range planning, subdivision, and public improvements as defined by codes; sets policy; and determines plan and zoning requirements. Iowa Code Section 414.6
GENDER BALANCE REQUIRED - Fifteen members qualified by knowledge or experience to act in matters pertaining to the development and execution of a city plan; no member may hold an elective office in the municipal government.
Five years
Term limits apply
First Monday in July
Informational meeting - 5:30 PM when (scheduled); actual meeting 6:00 PM Public Hearings
First and third Thursdays of each month
5:30 PM and 6:00 PM


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All the boys from One Direction are taking a couple...
The Faction Games(Divergent and The Hunger Games)
- by _ckerr
- Rating:
- Published: 10 Apr 2014
- Updated: 11 Oct 2016
- Status: In Progress
When the Faction Games( The hunger games and divergent) is introduced to the 5 factions. 10 children has to fight to the death. But who will survive?
Please leave any comments you might have! Thank you!:)
Please leave any comments you might have! Thank you!:)
Join MovellasFind out what all the buzz is about. Join now to start sharing your creativity and passion
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By Victoria Cavaliere
Aug 16 (Reuters) - New Jersey Governor Chris Christie on
Friday acted on new legislation that will make it easier for
children and teenagers suffering from serious illnesses to
obtain medical marijuana.
Christie agreed to sign the so-called pot-for-tots bill if
the New Jersey legislature makes changes, including removing
wording that would have reduced the number of required physician
recommendations for children.
He also agreed that children should be allowed access to
edible forms of marijuana besides lozenges, considered difficult
for young patients to use properly, but asked for tighter
language in the bill to be sure only minors can get the
Christie agreed with other parts of the bill, including
eliminating the three-strain cultivation limit on authorized
dispensaries, which would allow growers to develop products
tailored for individual patients, including some adults,
according to proponents.
Christie, who is running for reelection as New Jersey's
governor and widely considered a contender for president in
2016, gave his "conditional" approval to the bill but sent it
back to the legislature with the suggested changes.
"I am making commonsense recommendations to this legislation
to ensure sick children receive the treatment their parents
prefer, while maintaining appropriate safeguards," he said in a
New Jersey is one of 19 states with a medical marijuana
program, but the state's rules have made it difficult for young
patients to enroll in treatment, according to proponents of the
The legislation has been sitting on Christie's desk for
nearly two months and his conditional approval comes two days
after he was confronted at a campaign stop by a Scotch Plains
father whose 2-year-old suffers from Dravet Syndrome, a
potentially deadly form of epilepsy.
Brian Wilson urged Christie in a restaurant full of voters
to sign the bill saying, "Don't let my daughter die."
Wilson said the kind of marijuana that helps stop his
daughter's seizures currently is grown only in Colorado.
Christie acknowledged that marijuana is a controlled
substance under U.S. federal law and "implementing a state
controlled program while the drug remains illegal has raised
numerous challenges." The administration of President Barack
Obama has discouraged federal prosecutors from pursuing people
who distribute marijuana for medical purposes under state laws.
(Editing by Barbara Goldberg and Prudence Crowther)


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Moderators: Kommander Ken, Elmagnifico, Duerer, BrickSyd
Germanico wrote::/ (Kalvinator you can attack everything! Just the Space Knights and Assyrians are allied aswell as the Immortals and Brits)
NOTE: Deadline for orders is next wednesday! If i don't receive orders ill just move up with that faction and attack randomly ! The Assyrians , the Space Knights and the Immortals don't have their full army on battlefield! Theyll receive back-up in some rounds! So pls have attention units who arent on the field i can't move....
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text:
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This item is no longer available
Patented AUTOMATIC CAPPUCCINO system (touch technology): thanks to its special automatic milk frother, you can prepare delicious Cappuccino, Italian Latte Macchiato, Caffelatte, frothed milk and chocolate The system is provided with 5 separate milk buttons, for maximum ease of use.
Dedicated chocolate carafe with automatic chocolate button to obtain a tasty chocolate like in a coffee shop
Colour display
© De'Longhi Appliances S.r.l. - Via L. Seitz, 47, 31100 Treviso, Italy - All rights reserved


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By Lauren Colegrove
VATICAN CITY — Standing in the crowd in St. Peter's Square for Pope Francis' first general audience, I did a few interviews, but a conversation I overheard was too good to ignore.
A little girl, who looked about 10 years old, was with a little boy watching the pope; I'm guessing the boy, who looked about 4, was her brother. The little guy commented on how many babies Pope Francis was kissing.
His big sister told him, "When we have babies we'll come back and he will kiss them."
Father Scott Kallal, a member of the Apostles of the Interior Life originally from the Diocese of Springfield, Ill., was translating the pope's remarks from Italian into English for the parents of the two children.
Interviewed later, he said of Pope Francis, "Everyone loves that he wants to be close to us."
The pope is "trying to make it clear that God really does love every single one of us as we are," he said. "Whatever you're going through … He (God) is just waiting for you to turn around."
In my section of the square, as Pope Francis rode by in the popemobile, a group was singing, "Viva, viva Papa Francis" to the tune of "We Will Rock You."
Angela and Mark Smith, Anglicans on vacation from Devon, England, said they wanted to see the new pope for themselves. "He has charisma, you can see how the people react to him."
"He's just got a lovely presence," Angela said. "He definitely has cross-the-Christian-Church appeal," especially with his message of caring for the poor.


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jag marketing needed a new web page design and created a contest on 99designs.
A winner was selected from 22 designs submitted by 6 freelance designers.
We generate leads for car brokers. We do this by users of our site submitting their details into a simple and easy to complete form. We forward these details onto our car brokerage partners which then allows them to contact the user and find them the best deal on a car (whether the customer is buying or selling a car). Our partners are experts in their field as they have been around for years and therefore have a great network of dealers. It is important to note that the brokers are independent from car dealers and therefore find the client a car that is right for their specific needs.
The main form on our site needs to be easy to understand and the site needs to have a professional and trustworthy feel that makes the users experience with us as simple, effortless and efficient as possible.
The files we will require are:
Print file format - .ai (CMYK)
Web file format - .jpg and layered .psd (RGB)
We need a main landing page and a thank you page. The thank you page will pop up once user has submitted their form and the thank you page therefore needs to be the same logo colours etc as the landing page you create. There will be additional options on the thank you page for the user to click on which will send them to our other sites (ie they will have the option that says "Save 32% on car insurance Now" with a tick box and submit details (name and number already on the page).
Our target user is any person who is wanting to buy or sell a car (or any type of motor vehicle) . Our users will be between the ages of 25 and 60 years old and will be both male and female. The site must therefore appeal to a wide range of people. It must be apparent that through our site they will get a deal that is best for them as they will be contacted by experienced professional brokers who are independent from dealers.
For the purpose of trust and professionalism we would like A testimonial on our landing page. This can be at the bottom of our site. A man or a woman around 35. The testimonial should clearly indicate the benefit of using ours site and needs to be very short and precise. This needs to appeal to our target audience as a whole.
Our design direction: Everything on this site must be there for the purpose that the user must enter their details into our easy to use form and get the best deal they can on a car. The images and very few words on the page should immediately indicate to the user that we offer the benefit of independent and professional car brokers who will find the best deal to suit their needs and all they have to do is complete our short simple form. For example images of people looking at the form can be used to help entice the user to fill in the form. It is vital that an image of trustworthiness and professionalism is portrayed throughout our site.
Our Requirements
1. The Form – This is the purpose of our website and therefore must be appealing and eye-catching. It is important that the user does not need to scroll down in order to complete and submit the form. The form must contain the following 7 tick box fields:
- .Name, e-mail, contact number, buying/selling, minimum price, maximum price, categories(this field ie categories, must have a drop down option of new; used; demo; collection; bike; other).
There must then be a submit button. Under the submit button there must be another 4 tick-box fields:
- I accept the terms and conditions, do you require a trade-in, Do you require vehicle cover, Do you require vehicle finance
2.The Heading must be clear and direct describing the purpose of our site and the benefit of using our site ,for eg "carcompare.co.za Find the best deal for you". Remember throughout your design to ensure the focus of the site is to entice the user to fill in the form.
3. There must be several bullet points on the page that explain what we do. These can be ticks or any design you choose. They must say:
• We find you the deal that is right for you
• Brokers services independent from dealers
• Obligation free quote
• Receive the best value for your trade-in
• Expert advice from experienced professionals
• All inclusive service
Just remember to use images, colours and designs that create a professional and trustworthy look and feel and have the purpose of appealing to the user to fill in the form.
4. Include a testimonial as described above
Thank You Page: We also need you to design a thank you page. This page must include the users name and number and reference number as well as a thank you message. Leave a space for our partners at the bottom of the page.
There must also be an option to get insurance for vehicle, business and life. (entice by using - Save 32% on car, 30% on home and save on life NOW" etc..") Images must entice the user to click on a submit button for further benefits (insurance/ finance). A tick box and submit button should be next to users name and number.
Similar sites we like:
http://www.webuycars.co.za - Although the concept and purpose of the site is different from our site, this site is clean, moderns and simplistic. The form is easy to use and stands out which is the point of our site).
http://www.findsyoucars.com - This concept is similar to our concept. We like the colour scheme and the three easy steps. The submit button is also very appealing. It explains what the sites purpose is without having to research further).
http://www.netcars.co.uk –This is a slightly different concept from ours but the purpose is to get the right deal for a client. This page is much busier than we would like ours to be. But we like the colour scheme here and the professional and trustworthy feel of the site.


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This page is primarily for the information of CAUL/CEIRC members who wish to subscribe to this publisher's products and/or services. It provides information about offers to CAUL and CAUL-specific pricing, and links to relevant pages on the publisher's own web site. For other information, please go directly to American Academy of Neurology.
See also Offers to CAUL/CEIRC - Licences - Technical/Sales Support - Statistics
Publications. (14/5/09)
Neurology® Journal. The current file of Neurology is available on Joumals@ Ovid from the first issue of 1995 (volume 45, issue 1).
Ovid Technologies, Inc. (Non-US) Archive License Agreement – American Academy of Neurology Products Only (14/5/09)
Members can link to the following from the documents display below.
Neurology Archive 1951-1994
2009 offer to CAUL (via Ovid, 14/5/09)
Copyright 2009 Council of Australian University Librarians


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As compelling as the underdog story is, there's a reason for why he is. Just as Cornell lost last night to Kentucky because of depth of talent, that is also the limitation of Nelson Figueroa's feel-good story.
There's a reason why Figueroa has bounced around all these years: His talent it that of the sixth man in a five-man rotation. Every once in awhile he shows a glimmer, but overall the more he pitches the more his flaws are exposed.
Figueroa pitches today not so much as an effort to get Jerry Manuel to change his mind about the fifth spot in the rotation but as he does to audition for somebody else.
Figueroa, 35, who refers as himself as an "insurance policy,'' has been around long enough to know the score.
"I'm in a position where I'm going out there and throwing for 29 other teams right now,'' Figueroa said. "Being the insurance policy has its benefits. But at the same time, it's a frustrating situation. I feel like if I'm given the opportunity to be more than that, I can be.''
But, it won't happen with the Mets because there's always a faster gun, somebody who is younger, who throws harder, who is more a natural.
Actually, Figueroa got an extended look last year because of the Mets' decimated rotation and went 3-8 with a 4.09 ERA. That included losing five consecutive decisions in September,
Figueroa's heart, grit and determination is the essence of what sport should be, but it isn't the reality in today's game, which is driven by the need to win immediately. Maybe in a town with less pressure, Figueroa might get a chance.
But it would be the same story with the Mets, him passing through waivers, going back to Triple-A Buffalo, and waiting for the call generated by the inevitable injury or calamity in the rotation.
Still, pitching minor league baseball for what Figueroa would make is a better job than most of us will have, earning him $119,500 if he spends the full season in the minors.
It just isn't the job he wants.


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Lauren Alaina Sings 'Don't You Wanna Stay' With Jason Aldean
Jason Aldean has been keeping busy on the road with this leg of his My Kinda Party Tour. Joined by Luke Bryan and Lauren Alaina, the 'Dirt Road Anthem' singer has his weekends in February and March filled with shows all over the country. And since he has such a talented country lady joining him on his caravan, Aldean has been giving the female part of his hit Kelly Clarkson duet, 'Don't You Wanna Stay,' to Alaina.
The video clip below shows Alaina belting out Clarkson's part of the duet and really holding her own with Aldean onstage. She brings the super high note down just a bit to fit her range, but she still nails the song. Also of notice is the excited and obviously inebriated fan who tries to make her stage debut right alongside the 'American Idol' runner-up. She just doesn't get to enjoy her moment for very long before being ushered offstage by security.
Aldean starts the song at the front of the stage but then walks up onto a platform, where Alaina emerges just in time for the female part. The two sing for a while on the platform before making their way to the front of the stage, right by their enthusiastic fans.
"Y'all make some noise for Miss Lauren Alaina," Aldean shouts into the audience, and fans respond with cheering and applause as they've been singing along for the entire song.
Early this morning, Alaina tweeted her thanks to the major artist, saying, "I just want to say how thankful I am to @Jason_Aldean For letting me be a part of his tour. #mykindapartyforsure."
Watch Jason Aldean and Lauren Alaina's 'Don't You Wanna Stay' Duet


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Cutthroat competition! Dramatic backstories! Tight-fitting costumes!
The ingredients that make the Olympics a global sports leviathan also make it an irresistible mark for satirists. The games and the media's coverage of them have been an endless source of material for generations of comedians, from Monty Python and "Saturday Night Live" to "South Park" and "The Simpsons." You could argue that the best spoofs are as much a part of our memories as the Olympics themselves. Here's a survey of some of our favorites.
1. "I'm Not That Strong A Swimmer"
Widely regarded as one of the best "SNL" sketches ever, this clip features Martin Short and Harry Shearer as brothers who hope to break in to the sport of men's synchronized swimming. This skit, also featuring Christopher Guest as the brothers' pink-sweatshirt-wearing choreographer, launched a series of Guest mockumentaries including "Waiting for Guffman" and "Best in Show."
2. Little Chocolate Donuts
This "SNL" sendup of the Bruce Jenner Wheaties ad opens with an image of John Belushi dressed in an undersized track outfit. He goes on to clear seven feet in the high jump and out-hustle a field of sprinters, then credits a steady diet of "the donuts of champions."
3. Silly Olympics
The race for Runners with No Sense of Direction. The Marathon for Those with Extremely Weak Bladders. The Steeple Chase for People Who Think They're Chickens. A Monty Python classic.
4. "The Simpsons" Go To Vancouver
Homer discovers the glory of curling, and recruits Marge as his partner. He calls it the perfect sport. "It's got bowling for me and sweeping for you!"
5. Cartman's Olympic Nightmare
On the eve of the Beijing Games, "South Park's" Cartman dreams about the opening ceremonies, and the Chinese taking over the world.
The China Probrem
Get More: SOUTH
6. The "Laff-A-Lympics"
Heavens to hilarity! Or not. The Laff-A-Lympics wasn't the funniest OIympic parody, but this Saturday morning cartoon sendup featuring some of Hanna-Barbera's most popular characters remains an indelible memory for many children of the 1970s.
7. "Blades of Glory"
Will Ferrell and Jon Heder play rival figure skaters who are banned from singles competition, then set aside their feud to team up as a same-sex doubles pairing.
8. Space Olympics
Andy Samberg sings the theme song for the star-crossed 3022 Space Olympics. "Brace yourself 'cause there's no gravity!"
9. "An Improbable Story Fraught With Adversity"
"Daily Show" correspondent Rob Riggle roasts the Olympic profile with a cliché-ridden "story of hardship, struggle and, finally, triumph" -- about himself.
|The Daily Show with Jon Stewart
|Mon - Thurs 11p / 10c
|Chasing the Dragon - Profile of Rob Riggle
10. "Twenty Twelve"
A BBC comedy that follows the team tasked with making the 2012 London Games happen. The mockumentary doesn't start airing in America until later this month, but it looks hilarious.


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No Lift 1998 Jeep Wrangler TJ 35 Inch Tires Fitting - Part 1Posted in Project Vehicles on July 17, 2006
Adding a lift to your Jeep has plenty of benefits. More space between your fenders and tires means you have room for bigger tires. Bigger tires will give you a few more inches of air between your axles, transfer case (as well as other vitals), and the dangers of the trail below. Sounds good, right? Well, not exactly. Oftentimes these added benefits are weakened by the unexpected side effects that come from your new lift. You've changed the geometry of all your suspension, steering, and driveline components, not to mention making your Jeep less stable by raising the center of gravity. If left unaddressed, these changes can lead to problems like bumpsteer, loss of traction-adding antisquat in your rear suspension, and vibrations from your maxed-out rear driveshaft.
Most Jeep owners put up with these problems because, to them, the benefits of bigger tires outweigh the undesirable side effects. But the truth is, you don't have to deal with these side effects. In fact, you don't have to lift your TJ at all in order to get bigger tires on it. We were able to fit a set of 35x13.50-15 Mickey Thompson Baja Claws on an unlifted '98 TJ with stock springs, shocks, driveline, and steering. To do this we did some minor sheetmetal trimming, added in some trick mail-order parts, did a pinch of fabrication, and replaced the factory hood and front fenders. The end result is a sleeper TJ with big tires that drives almost like stock on-road and performs awesomely off-road. Here's how we took a stock TJ and tweaked it into a low-CG (center of gravity), rock-hugging Jeep. In Part I of this story we'll show you how we made room for the 35-inch tires on the front of our little TJ. In the next issue we will discuss tire choice and how we got the other pair of 35-inch meats under the rear of our Wrangler. Then we'll take it wheeling.
Starting At Stock
After bolting on a spare set of 31s we had lying around, we took the '98 Wrangler out to see how it would flex. The 31-inch tires are about the biggest we would be comfortable wheeling with on a stock TJ. Any larger and you may get wrinkled front fenders and flares lying on the side of the trail from tire contact. After a lot of measuring and excess tire spinning, we figured that there was about 4 inches of uptravel on the front suspension of our stock TJ and about 512 inches of uptravel in the rear with the sway bars in place. The 31s were practically touching the fender flares both front and rear at full flex, so we knew at the end of our testing we would need to make major changes to get some serious tires under the Jeep sans lift. Fitting 35s at this point seemed impossible.
Making Room For Meat Up Front
Getting big tires under the front of a TJ is as easy as making more room for them. The problem is that making more room for tires on the front of a TJ is not necessarily easy, but there are a few ways we've seen it done. First, we could have just flatfendered our stock TJ fenders or added some trick tube fenders for the same benefits but with added trail-bashing strength. Both of these changes may have given us a few more inches of clearance for maybe 32- or 33-inch tires on the front of the Jeep, but that wasn't big enough for us. We wanted to run 35s.
Our next idea involved dropping the stock fenders altogether: This would give us lots of room behind the tire and more room over the top of the tire. But we doubted even the most Jeep-friendly officer would let open front wheels slide by without notice, and if our measurements were correct, 35s at full flex would still probably make contact with the hood, not to mention make our Jeep look like crap. No good.
Finally we found the answer: The Rock Crawler Hood built by 4 Wheelers Supply and Campbell Enterprises for TJs, CJs, and YJs. This hood is a fiberglass replacement hood with high-clearance miniature fenders molded right in. By combining the fiberglass hood with the supplied steel triangle fenderettes and a bit of fabrication, we would end up with a Wrangler with much more front-tire clearance. Also, the Jeep would still have the all-important front fenders to keep the cops off our backs.
After a quick call to 4 Wheelers Supply in Phoenix, Arizona, our hood was on its way, and we began tearing our TJ apart. The first thing you'll notice after opening a TJ's hood is that the inner fenders do more than just deflect mud and water away from your engine. They also hold many important gadgets like the battery, fuse block, windshield-wiper reservoir, vacuum canister, charcoal canister, and air-intake box. All of these goodies are going to have to be relocated and firmly mounted to the Jeep's frame.
To do this, we built a series of brackets assembled with some square tubing, plate steel, drills and taps, a grinder, our Hobart 175 MIG welder, and a few of the bolts that came off the stock fenders. There are hundreds of ways you could relocate these parts. We did so by first building a baseplate out of steel for the component, then welding this to a piece of tubing which extends down to the frame or the shock/spring tower where a piece of plate steel could be bolted on. By bolting our brackets on, we can easily remove them for service or take them off if we ever want to reinstall the Jeep's factory fenders and hood.
We also had to do something to stabilize the grille, which was pretty shaky once we removed the fenders. To isolate it, and the radiator, we built two small brackets. These brackets use factory holes on the grille and the frame along with two polyurethane bushings. The bushings allow the grille to float independently as the frame flexes and the grille/radiator moves.
Finally, we used some 11/2-inch round DOM tubing to make a stout pedestal that holds a sealed Optima BlueTop Marine battery. This bracket bolts to the frame and the shock tower. It then attaches with a few bolts to our 4 Wheelers Supply battery box, which firmly grabs the battery. This combination of parts allows us to lay the battery on its side and tuck it up and as far under the hood as possible. We also love the deep-cycle BlueTop Optima because you can easily add auxiliary wiring to the two threaded terminals on top. The deep-cycle BlueTops are perfect for high-draw items like off-road lights or winches.
Once the hood and fenderettes arrived at the freight depot, we ran down to pick 'em up. It's important to check the crate for any damage before you accept the hood from the shipper. Oftentimes shipping a large item like a hood can be damaging. The shipping company is responsible for any damage.
To install the new hood, we made a steel template of the factory hood hinge to act as a drill guide on the Rock Crawler hood. Once our new hood was drilled, we laid it on the Jeep and lined up the hinges. We then used some new-grade five bolts, some big-fender washers, and some locknuts to secure the hood to the factory hinges. 4 Wheelers Supply also sent us a set of AutoFab hood pins to hold the Rock Crawler hood closed. We drilled out the holes that hold the Jeep's original spreader bars, which run from the firewall to the grille, and mounted our hood pins there.
9PhotosView Slideshow
Without the stock fenders in place, our Jeep is now without parking lights or front turn signals. To correct this, we drilled some holes in our grille with a hole saw and added these inexpensive marker lights we found at an 18-wheeler parts store. You can wire these to the factory wires to act as turn signals and parking lights. In the long run, we will add some more lights to the side of the Jeep to replace the running lights that used to be in our factory fender flares.
The last thing we had to address on the front of our TJ was its lack of inner fenderwells. Rainwater, mud, and other road debris could have easy access to our engine and electrical components under the hood. To correct this problem, we ran down to the local hardware store and grabbed some rubber pond-liner material made by Firestone. The flexibility of the rubber sheets allowed us cut pieces to fit into the wheelwells. After installing some soft-top snaps and brass grommets, we were able to zip-tie and snap the rubber in place. Our new Jeep diapers might look funny, but they keep mud out of the engine compartment even better than the stock steel inner fenders. And they are easily removed if we need to clean or get at the engine, computer, or other underhood items.


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NASHVILLE, Tenn. -- Sophomore Dean O'Brien kept his early-season
winning streak going strong Friday night, but it was the only point
that the Tennessee Tech men's tennis squad could muster in losing a
6-1 non-conference match to Middle Tennessee State.
A sophomore business major from Benmore, South Africa, O'Brien improved to 3-0 in 2009 as Tech's No. 1 player in singles, posting a 6-3, 3-6, 6-4 victory over MTSU's Victor Melo.
"We played well, but Middle Tennessee is a very strong team," said first-year Tech coach Dan Silverstein. "They're going to be a Top 50 team."
Middle Tennessee opened the season earlier in the day by shutting out Chattanooga, 7-0. Silverstein was highly complimentary of O'Brien.
"Dean played really well, and this was a nice win for him," Silverstein said. "He's a great player, and he's a great kid, too. He's a leader for us and he does all the right things, on the court and off. I think he's going to have a really outstanding season."
The Golden Eagles opened the event by yielding the doubles point to the Blue Raiders, battling in all three tandem contests before losing. James Crawford and Lloyd Harris fell, 8-3, to John Peers and Robert McKenzie at No. 1 doubles; O'Brien and Justin Kirstein won five points from Melo and Matthew Langley before falling 8-3; and Josh Girling and Mario Gutierrez dropped an 8-4 set to Richard Cowden and Morgan Richard to put the Blue Raiders on top, 1-0.
Walking off the court with straight set wins in the first three matches to finish clinched the match for the Blue Raiders. At No. 3, McKenzie topped Girling, 6-1, 6-2, followed by a 6-2, 6-1 win by Peers over Alex Chen at No. 2. The fourth point went to MTSU when Richard claimed a 6-2, 6-2 victory over Oscar Pachon at No. 5.
Kirstein earned the middle set at No. 4 before losing to Langley, 0-6, 6-4, 3-6 to make it a 5-0 MTSU lead.
O'Brien battled his way to a win at No. 1 for Tech's point, before Cowden outlasted Gutierrez at No. 6, 6-0, 7-5.
The Golden Eagles are now out of action for nearly a month, returning in mid February for a pair of contests in the Hoosier State. Tech plays at Indiana State on Feb. 20, and Butler on Feb. 21.
The Tech women's team, meanwhile, opens the spring season at Middle Tennessee on Feb. 1. The Golden Eagle women then play a pair of home matches in the middle of the month with visits by Arkansas-Little Rock on Feb. 7, and Arkansas State on Feb. 15.
Middle Tennessee 6, Tennessee Tech 1
Friday, January 23, 2009 (at Nashboro Village)
1. Dean O'Brien (TTU) def. Victor Melo (MT) 6-3, 3-6, 6-4
2. John Peers (MT) def. Alex Chen (TTU) 6-2, 6-1
3. Robert McKenzie (MT) def. Josh Girling (TTU) 6-1, 6-2
4. Matthew Langley (MT) def. Justin Kirstein (TTU) 6-0, 4-6, 6-3
5. Morgan Richard (MT) def. Oscar Pachon (TTU) 6-2, 6-2
6. Richard Cowden (MT) def. Mario Gutierrez (TTU) 6-0, 7-5
1. John Peers/Robert McKenzie (MT) def. James Crawford/Lloyd Harris (TTU) 8-3
2. Victor Melo/Matthew Langley (MT) def. Justin Kirstein/Dean O'Brien (TTU) 8-5
3. Richard Cowden/Morgan Richard (MT) def. Josh Girling/Mario Gutierrez (TTU) 8-4
Order of finish: Doubles (1,3,2); Singles (3,2,5,4,1,6)
Unbeaten O'Brien claims another win, but tennis team drops 6-1 match
NASHVILLE, Tenn. -- Sophomore Dean O'Brien kept his early-season
winning streak going strong Friday night, but it was the only point
that the Tennessee Tech men's tennis squad could muster in losing a
6-1 non-conference match to Middle Tennessee State.


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Re: Will these two birds get along???
Posted by Renna on 3/03/07
When one wants to save or rescue a bird, they do it and don't
think about the consequences of their happy home.
I really find it amazing that you would leave a bird in this
situation knowing it isn't receiving proper care.
You criticize this woman for not being a bird person. I think
you might want to rethink your self-admiration as a bird person.
A true lover of birds wouldn't have to think twice about bringing
this bird home.
Worse case scenario, if the bird didn't work out for you, you
could rehabilitate it and then look to place the bird into a more
suitable environment.
That's what separates a true bird lover from those that profess
that they are.
> Dave,
> Thank you for your quick response! I have seen the new bird.
> It is a Nanday Conure. Very pretty. I have had a sun conure
> before, so I know about conures. This one is not being kept
> under the best circumstances - wrong perch size, food, etc. I
> would love to "save" it, though I still question bringing this
> bird into my happy home. BTW, this bird is very territorial
> and took a good nip out of my hand - I did have it on my arm
> within a few minutes. It has not been handled properly - this
> woman is not a bird person and runs from it screaming "shut
> up!" I am so on the fence about this. Any thoughts?
> On 3/02/07, Dave wrote:
>> On 3/02/07, Shirley wrote:
>>> I have an African Grey, and my husband called me from work
>>> this morning with startling news: honey, we're getting
>>> another bird tomorrow! I couldn't believe it, especially
>>> coming from him, but he says the bird, which is green with
>>> a black head and purple front, was rescued by a coworker
>>> who is not a bird person. (I know of the dangers of
>>> taking on a rescued bird) Any ideas as to what kind of
>>> bird this is? I do plan to quarentine, but after
>>> everything checks out, how do I introduce this male
>>> newcomer to my female Gracie? Or do I want to? Can two
>>> birds get along? Will they bite each other? I have seen
>>> pictures of more than one bird on the same perch. How do
>>> you train birds of different breeds to get along? Any
>>> advice from multiple bird owners would be greatly
>>> appreciated!
>>> Shirley
>> There's lots of parrots with those colors so it's hard to
>> identify right now. Quarantining the bird is the normal and
>> right thing to do. I'm sure you want to introduce them to
>> each other. Whether 2 birds will get along is a question
>> that can't be answered with a definite yes or no because all
>> parrots have different personalities. That would even apply
>> to introducing another grey to Gracie. Maybe they will,
>> maybe not. If they don't get along they'll bite each other.
>> If they do get along they might still bite each other.
>> Maybe, maybe not. All parrots bite each other at times.
>> There's no way to *train* a bird to like another bird. Pics
>> of birds on the same perch means that the birds get along
>> with each other. People who do that have taken the time to
>> find out whether those birds will sit shoulder to shoulder.
>> The best way to see how each bird reacts to the other is
>> simply to have 2 cages --one bird to a cage in the same room
>> and then let them get used to the fact that there's another
>> bird there. All of that takes time and you should take your
>> time and not put time limits on things. Eventually, they can
>> be let out to be together but you can't force the issue. At
>> first, they should have separate playstands. If they don't
>> get along, they'll need their own space so that they don't
>> conflict with each other. That's when playstands are not
>> next to each other. Loads of people here have many birds in
>> the same house. That's also very normal. As far as what kind
>> of bird it is, simply post pics of the bird or find pics of
>> different parrots to compare to. Thousands of pics are
>> available on the net.------Dave


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2 3/8" Back Set Inside Surface Mount Cabinet Lock RH
With its two way keyhole this 2 3/8" backset inside surface mounted European iron cabinet lock can be used as a RH door lock or a drawer lock. Installation is easy as little cutting is needed. The patina of age is convincing and unlike many cabinet locks the iron key is as attractive as the lock. All the locks in this group use the same key so high security cannot be expected.
Size: 3 9/16" x 3", Distance to Pin: 2 3/8"


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May 12, 2008
Lipscomb Athletics Hall of Fame member David Scobey of Nashville has passed away Sunday.
Scobey was 85.
In the early 1940s Scobey was known as "Lipscomb's Greatest Athlete". He was a two-time All-Mississippi Valley Conference member in basketball and lettered in basketball, tennis and baseball.
He was the captain of both the baseball and basketball teams in 1942. He was the No. 2 player on the tennis team.
Scobey was a two-time winner of the Intramural Cup for accumulating the most points in intramural competition.
Scobey also excelled in the classroom graduating "cum laude". He also found time to be a member of the men's glee club where he sang tenor. He was an accountant.
Scobey was the long-time vice-mayor of Nashville. He also was basketball and football referee. He spent 25 years in the Southeastern Conference as a football official.
The funeral will be held 2 p.m. Wednesday at Woodmont Hills Church of Christ. Visitation at the church is Tuesday from 4-9 p.m. and Tuesday from noon-to 2.
He was inducted into the Lipscomb Athletics Hall of Fame in 1990.


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by JB Hyppolite and Len Lear
You might say that West Mt. Airy's Edward W. Duffy, 66, author of "Philadelphia: A Railroad History" (published 2013 by Camino Books, Inc., $19.95) definitely does not have a one-track mind.
But unlike frivolous railroad puns, Duffy's exhaustively researched tome follows the rise, fall and impact of Philadelphia's railroad industry. A graduate of La Salle and Temple Universities (an MBA degree in Real Estate Development) as well as a former U.S. Army officer, Duffy worked for the Philadelphia Department of Commerce and several other city or quasi-governmental agencies. His interest in railroads dates from his role as liaison between the city of Philadelphia and various rail reorganization agencies in the early '70s that resulted in the creation of Conrail in 1976.
Philadelphia's once thriving railroad industry encountered tough competition from automobiles and what Ed cited as "excessive regulation" by the Interstate Commerce Commission. As a result, seven railroads in the Northeastern and Mid-Atlantic states fell into bankruptcy.
Congress passed the Regional Rail Reorganization Act of 1973, presumably to enable the federal government to put the railroad system back together on sound footing. The city of Philadelphia was asked about its stance on the act as it unfolded in 1973 through 1975. "I ended up being the person who did the writing of the city's comments during that period," said Duffy. All of this led to the creation of Conrail, short for the Consolidated Rail Corporation.
"It did quite well. It rewarded the federal government with $1.9 billion profit for all the investment the government had put into Conrail. A couple of years after Conrail became independent, it was taken over by CSX and Norfolk Southern, who implemented the preferred alternative of the final system plan."
To understand why there was so much competition in Philadelphia's railroad system, one would have to go back to the early years of the United States. Canals were used extensively for shipping, due to the success of the Erie Canal system (opened in 1825), the water level route between Albany and Buffalo. Before this Philadelphia was America's capital, biggest city and economic machine, but New York eventually took over as the nation's financial center. "Philadelphia tried to compete with New York," said Duffy. "It was not a very good alternative to the water level route, but it was an alternative nonetheless."
A group of Philadelphians created the Pennsylvania Railroad in 1846, which became the largest railroad by traffic and revenue in the U.S. for the first half of the 20th century. Over the years it acquired, merged with or owned part of at least 800 other rail lines and companies. At one time it was the largest publicly traded corporation in the world, with a budget larger than that of the U.S. government and a workforce of about 250,000 people.
Duffy's book points out that Philadelphia is still covered with railroad infrastructure today. Not only does it have regional rail, two subway lines and more, but it also has many hidden gems like the area near the Art Museum and Schuylkill River Park. "I would say that the people who are interested in how Philadelphia developed (should read the book)."
The book discusses the impact of the rail industry on four major Philadelphia companies — Baldwin Locomotive, Cramp Shipyard, Midvale Steel and The Budd Company — and on the Philadelphia waterfront and its port. Duffy also explores the railroads' relationship to the loss of industrial jobs during the 1960s. Employment went from about 247,000 industrial jobs in 1967 to as low as 24,000 in this decade.
Ed strongly believes that Philadelphia's railroad history should be further embraced by the city. "Philadelphia could do a much better job of remembering and promoting its railroad history." For example, a monument erected in 1838 around 49th and Grays Ferry Avenue that commemorates the creation of the first railroad line to the south is, according to Duffy, in "disgraceful" shape today. It's covered with graffiti and trash. "This monument should be brought to the 30th Street Station for people to appreciate."
The primary challenge for Ed in writing this book was doing the extensive research after not doing so since 1980. "It was sort of like learning how to play the piano again," he said.
Duffy has been living in the Chestnut Hill/Mt. Airy area for 40 years. His older daughter Leigh helped with photography for the book; his younger daughter Fionna helped with "IT guidance," and his wife Sue was "my source of inspiration."
"Philadelphia: A Railroad History" can be obtained at Barnes And Noble or through www.caminobooks.com. More information at 215-413-1917.


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Monday, October 08, 2007
A Twist on the Carrot Cake: Beetroot & Ginger Cake
Neither one of them batted an eyelid, and both of them promptly helped themselves to another piece.
And I was one happy daughter..
* If you like carrot cake (and I do), then you're bound to like this cake (and I did). Beetroot gives the cake some moistness and sweetness, and you don't have to worry about this tasting musty or whatever else might put you off beetroot. I'll be definitely making this again, perhaps adding finely chopped crystallised ginger or Buderim ginger nibbles to the cake to further enhance the ginger-beetroot flavour combination.
Beetroot & Ginger Cake
(Peedikook ingveriga)
Based on this Pirkka recipe
Makes 12 pieces
4 large eggs
300 ml soft brown sugar, lightly packed
400 ml plain/all-purpse flour
2 tsp baking powder
2 tsp vanilla sugar
1 tsp of ground ginger, or 2-3 Tbsp crystallised ginger pieces
300 gram raw beetroot, coarsely grated
175 grams butter, melted & cooled
Whisk eggs with sugar until thick and light caramel colour.
Mix flour, vanilla sugar, ground ginger, baking powder.
Add the melted butter, dry mixture and grated beets to the egg-sugar mixture, folding gently.
Line a 25x25 cm or 25x30 cm baking tray with a parchment paper, pour the batter into the tray.
Bake at 200 C for 35-40 minutes, depending on the size of your tray, until the cake is dark golden brown on the top. Test for doneness with a wooden toothpick- if it comes out dry & clean, the cake is cooked.
Cool a little, then cut into squares.
Serve with a cup of coffee or tea. A dollop of ginger-flavoured whipped cream would be nice, too.
16 comments:
- veron said...
Sounds like a great recipe to try. It's certainly so droolworthy! He.he..I like your dad, I'm not a vegetable person myself and would love a piece of that roasted pork -besides I think he would argue that mushrooms can be considered vegetables.
- 2:45 pm, October 08, 2007
This reminds me of the "Thunder Cake" I made once. BTW, a beetroot cake was being made on ETV "Terevison" program this morning.
- 3:32 pm, October 08, 2007
- Alanna said...
And so they'll only know what was in the cake by reading your blog?! Funny!! I pass the beet-queen crown to you, dear Pille.
- 6:50 pm, October 08, 2007
- K & S said...
what a great way to get your veggies!
- 2:28 am, October 09, 2007
- Shaun said...
Pille - It is always great to get one's parents to try something new. Your parents probably didn't bat an eyelid because they hae no doubt come to expect that you'll surprise them. I am incredbily fond and have loved it in a chocolate cake I once tried. Pairing it with ginger is an invitiation too good to decline.
- 5:52 am, October 09, 2007
- MyKitchenInHalfCups said...
Beets & ginger . . . that would seem to be a natural and yet I don't think I've seen it. If you don't surprise your mom & dad, you do seem to surprise me. This sounds very good.
- 10:03 am, October 09, 2007
- Sophie said...
What an unusual combination Pille! All the beetroot cakes I've seen have been the dark chocolatey sort and they always sound a bit rich to me - yours sounds great.
- 11:08 am, October 09, 2007
- TadMack said...
Now, that is one awesome idea. Beets have such a lovely natural sweetness when roasted anyway -- I think I'll take the ones I had saved to roast with herbs and serve with goat cheese and ... Oh, fine. I'll just roast them this time. But I'm going to try this! Anything you can put ginger and beets into is a definite winner!
- 3:02 pm, October 09, 2007
- Jeanne said...
Wow - that makes for a mighty pretty cake - looks like glace cherries! As a non-betroot lover I am intrigued by this & may have to give it a try. Btw, your dad and my dad seem to have the same idea about vegetables ;-)
- 4:25 pm, October 09, 2007
- swirlingnotions said...
This looks fantastic, Pille -- thanks for the recipe! I just made a carrot cake last week for my husband's birthday, but kept wondering what it would be like with beets in lieu of carrots. Now I have one to try!
- 11:43 pm, October 09, 2007
- Tartelette said...
I must make this and tell you if I can "trick" my beet-hating husband to try some one more time. He had some terrible pickled beets years ago and won't change his mind since then. Looks great!
- 8:05 am, October 10, 2007
- Hedgehog said...
Can't wait to try this - made some pumpkin cake the other day, but once that's gone, beet cake it is!
- 10:41 am, October 10, 2007
- Dzen said...
I do love beets... sounds scrumptious! It's my Saturday baking plan for the afternoon -- thanks for the inspiration.
- 2:07 pm, October 13, 2007
- Hedgehog said...
Made this tonight - it's delicious!
- 9:25 pm, October 18, 2007
- Pille said...
Veron – thank you!
Pene – we haven't got a TV at home, so I didn't know beetroot cake was being made in the telly, too. What a coincidence! A Thunder Cake??
Alanna – no, I did tell them after the first slice. And then they happily helped themselves to the second piece, so it wasn't shocking apparently J
K&S – isn't it?
Shaun – I think my mum's quite happy to try new things, but my dad is more of the 'meat & gravy & potatoes' type. Beetroot & chocolate cake is next on my list..
Tanna – beet & ginger indeed!
Sophie – I'm keen to try the dark chocolate & beetroot cake..
Tanita – yes, beet & ginger go well together, be it roasted and served with melted cheese, or incorporated into a cake!
Jeanne – I know you don't like beetroot, but maybe a tiny slice??
SwirlingNotions – yes you do J
Tartelette – let me know how the experiment goes! Pickled vinegary beets should be forbidden – they've made so many people averse to beetroot!
Hedgehog - so glad to hear that you liked the cake!
Dzen – you're welcome! Let me know how you liked it!
- 12:27 pm, October 31, 2007
- Rachael said...
I guess since beets are where sugar comes from it makes sense! And that is one lovely looking cake. So great your parents liked it! I will have to try this!
- 6:57 pm, November 16, 2007


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Off-Campus activities are related to the academic program of the university and take place outside of the campus setting. These include field trips, internships, service learning, study abroad and exchange. This site provides CSU campuses with information about existing policies and resources pertaining to off-campus activities.
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