text:
Mass transit
Mass transit, also called mass transportation, or public transportation, the movement of people within urban areas using group travel technologies such as buses and trains. The essential feature of mass transportation is that many people are carried in the same vehicle (e.g., buses) or collection of attached vehicles (trains). This makes it possible to move people in the same travel corridor with greater efficiency, which can lead to lower costs to carry each person or—because the costs are shared by many people—the opportunity to spend more money to provide better service, or both.
Mass transit systems may be owned by private, profit-making companies or by governments or quasi-government agencies that may not operate for profit. Whether public or private, many mass transportation services are subsidized because they cannot cover all their costs from fares charged to their riders. Such subsidies assure the availability of mass transit, which contributes to making cities efficient and desirable places in which to live. The importance of mass transportation in supporting urban life differs among cities, depending largely on the role played by its chief competitor, the private automobile.
People travel to meet their needs for subsistence (to go to work, to acquire food and essential services), for personal development (to go to school and cultural facilities), and for entertainment (to participate in or watch sporting events, to visit friends). The need for travel is a derived need, because people rarely travel for the sake of travel itself; they travel to meet the primary needs of daily life. Mobility is an essential feature of urban life, for it defines the ability to participate in modern society.
Travelers make rational choices of the modes they use, each choosing the one that serves him or her best, although best may be viewed differently by each traveler. Transportation services in a city define the alternatives from which travelers must choose, the activities available to them, and the places to which they can go. The transportation available to an individual is the collective result of government policies, the overall demand for travel in the region, competition among different modes, and the resources available to each individual to buy services. Urban transportation services directly affect the character and quality of urban life, which can differ among individuals who have access to different kinds and amounts of transportation services.
Evolution of urban mass transportation
Growth in the 19th century
The history of urban mass transportation is first a story of the evolution of technology, from walking, to riding animals, to riding in groups on vehicles pulled by animals, and eventually to cable cars, larger-capacity steam-powered trains, electric trains, and motor buses powered by internal-combustion engines. It is a story of gradually increasing speed, vehicle capacity, and range of travel that has shaped cities and structured the lives of those who live in them.
The horse-drawn omnibus, first used in France in 1828, allowed as many as 25 or 50 people to share a ride across muddy urban streets. These were operated by private entrepreneurs who intended to profit by serving the busiest corridors in town. Starting in New York City in 1832, operators installed rails in the streets to provide a smooth roadbed both for the benefit of passengers and to minimize the energy required to pull the vehicles. The cable car, a rail vehicle dragged by a long cable pulled by steam power from a central station, was invented in 1873 to master the steep hills of San Francisco. This idea spread to Chicago and other cities in order to avoid the unpleasant side effects of horses in dense urban areas.
The omnibus-on-rails, the cable car, and eventually steam and electric trains were limited to operations on fixed guideways (rails), and extending the service required installing more rails, a large and semipermanent investment. This inflexibility of a rail-based system was balanced by its low rolling resistance, which permitted the connection of several vehicles into trains where the demand for travel in the corridor was sufficiently high. Trains were efficient for carrying large numbers of travelers because a single guideway (track) could carry many trains each day, and the number of workers did not have to increase in proportion to the number of vehicles: one motorman or engineer could operate a train with many cars, perhaps with the help of one or two conductors to collect fares.
In the middle of the 19th century, the motive power for urban mass transportation advanced to independent steam locomotives, which could pull many cars and thus serve busier routes. Steam locomotives operated over longer distances than cable cars, and they were more reliable and considerably faster because they did not depend on a single, fragile cable. Beginning in Berlin in 1879, steam was gradually replaced by electric power, which was cleaner and quieter and permitted operation in tunnels so that urban rail transit could be placed beneath streets and buildings. This allowed construction of new rail lines with minimal disruption to existing buildings, and it permitted mass transportation to operate free and clear of the congested streets of 19th-century cities, which were often filled with animal-drawn vehicles, pedestrians, and vendors' pushcarts. The idea of separating the right-of-way from other transportation modes and activities of the city was important to the early and continued success of mass transit. Vehicles operating on exclusive guideways do not face the delays and risks of collisions experienced by vehicles operating in mixed traffic, and therefore they can provide faster, more reliable transportation. This has become a particularly important competitive advantage of rail transit since the advent of the automobile.
Some cities, starting with New York in 1868, constructed elevated rail transit lines to accomplish the same end. It was less costly and dangerous to build a rail line above the street on an iron and steel trestle at the second-story level, as compared with digging a tunnel. It soon became apparent, however, that the noise of trains rumbling by, the street obstructions of columns to support rail structures, and the dark areas created below these facilities were high prices to pay for rapid urban transit.
Cities and means of travel grew together, with the shape and extent of cities determined largely by the available transport technology. Urban transportation services defined the geographic area in which people functioned, limiting how far one could travel to work, acquire food, exchange services, and visit friends. When walking or riding a horse was the primary mode of urban travel, cities were necessarily small. When larger animal-drawn vehicles became common, cities grew in extent.
As technology advanced, the speed of travel increased from an average (including station stops) of 2 to 3 miles per hour (mile/h) for walking to 4 to 6 mile/h for animal-drawn vehicles to 15 to 20 mile/h for steam trains, and cities grew along the corridors served by urban mass transportation. Small, circular towns reached out along steam rail lines, which became increasingly common in urban service among European and American cities in the latter half of the 19th century. Residences and businesses were located close to these lines, and particularly close to the stations, to make the best use of available transportation.
Just as transportation helped to define the geographic extent of the city by the arrangement of its lines and stations and its speed, the demand for travel by city residents determined which transportation technology could succeed in the marketplace. Higher-density developments, closely spaced houses and apartment buildings, multistoried office buildings, and large factories could support major investments in exclusive-guideway rail transit with frequent service. Lower-density communities could sustain only infrequent service, with transit vehicles operating in mixed traffic on city streets. In the late 1800s it was not uncommon for the land developer and the transit operator to be one and the same, using a street railway system to promote the sale of new housing and attracting the residents of that housing to ride the railway.
The automobile and mass transportation
In the developed world and particularly the Western Hemisphere, the automobile entered the transportation market as a toy for the rich at the beginning of the 20th century. It became increasingly popular because it gave travelers important new freedoms: to visit many different places (while mass transportation served only fixed routes), to make trips at any convenient time (while mass transportation operated on a predetermined schedule), and to carry several people and their packages for one fixed price (while mass transportation charged fares for each person in a family or group). As a result, in Europe and North America the automobile became mass transportation's chief competitor.
The automobile is an individual technology that does not rely on group riding and common travel patterns for its success. The convenience of the automobile freed people from the need to live near rail lines or stations; they could choose locations almost anywhere in an urban area, as long as roads were available to connect them to other places. Many states in the United States established motor fuel taxes that were used only to build and maintain highways. Thus, the auto highway system became largely self-sustaining.
Automobile ownership grew rapidly after World War II, particularly in the United States and western Europe. During the war, automobile motors, fuel, and tires were in short supply. There was an unsatisfied demand when the war ended and plenty of production capacity as factories turned off the war machine. Many people had saved money because there was little to buy, beyond necessities, in the war years. Workers relied heavily on mass transportation during the war and longed for the freedom and flexibility of the automobile.
As automobiles became more widespread, there was political and economic pressure to expand the road network. A demand for housing, particularly single-family homes, was met in the United States with government loans and other incentives to expand housing in suburban areas. Life in the suburbs became feasible with the automobile, which provided mobility everywhere, anytime. Thus, after World War II, at least in the United States, the automobile, the auto industry, the urban road network, and the suburbs grew together. The result was a dispersed urban geography, often called sprawl, which characterized not only the suburbs of large cities but also whole cities that experienced the bulk of their growth after the automobile became popular, such as Phoenix (Arizona), Los Angeles, Dallas (Texas), and Orlando (Florida). This is a geography in which travel is less focused on nodes (more dense, centrally located city and suburban downtowns) and corridors. It is a dispersed market that is difficult to serve economically with mass transportation.
In many western European countries, postwar automobile growth was constrained by government policies, which heavily taxed both cars and their fuels. Mass transportation systems were maintained and expanded with government subsidies, and public policies kept central areas strong or fostered suburban growth in carefully designed higher-density nodes, in some cases (particularly in Britain and Sweden) in the form of systematically designed new towns linked to older central cities by high-quality mass transit lines. In less-developed parts of the world, mass transportation was shielded from automobile competition by the inability of citizens to afford cars and by government policies that kept both automobile and gasoline prices high.
The analogue to the automobile for the mass transportation industry was the motor bus, a self-propelled vehicle operating on the highway in mixed traffic. Buses were introduced into mass transportation services in the 1920s. Like the automobile, they offered operating flexibility in the short term, to route around fires and other temporary street obstructions, and in the long term, to be shifted easily into new areas needing service. By the 1960s in the United States, the bulk of urban mass transportation services were operated with buses. Some busier lines serving downtown areas were operated as express services, picking up and discharging travelers at the ends of the routes and skipping intermediate stops to provide faster travel.
While buses offered economy and flexibility to operators, they brought important disadvantages. Operating on city streets mixed with other traffic, they could not travel faster than cars, and, because they made frequent stops, they were usually slower. This problem can be avoided by operating express buses on freeways or special lanes and roadways reserved for high-occupancy vehicles. Unlike trains on exclusive guideways, when the demand for bus service increases, adding more vehicles requires additional drivers, which makes operating costs increase as fast as ridership. As a result there is less advantage to be gained from serving high-density corridors with buses compared with trains. This problem has been reduced by using larger buses—double-deck vehicles in Europe and longer, articulated buses in both Europe and the United States. Because bus routes are so flexible, builders do not have the same incentive to locate developments near bus lines, which may be rerouted on short notice, as they do to locate near rail lines.
The 20th century began with rapid growth in transit service in the United States. Transit riding has consistently moved with the state of the economy, growing during the boom period after World War I and dropping precipitously during the Great Depression, when unemployment was high. World War II saw a large increase because employment was high and automobiles were scarce. The steady decline after the war shows the impact of growth in automobile travel and the migration to the suburbs. Since the 1970s, a considerable amount of federal and state money has been directed toward improving and extending mass transportation systems, and ridership has increased in response. The population of the United States has grown steadily over the 20th century, and the fraction of people living in urban areas increased to nearly 70 percent, and therefore the urban travel market as a whole has grown considerably. The mass transportation share of this travel market, however, has declined substantially during the latter half of the 20th century.
The benefits of urban mass transit
Advantages to individuals and communities
Where the automobile is a major competitor to mass transportation, the use of transit has declined, reducing revenues available to pay the costs of these systems and services, and—in a setting where government subsidies are essential for sustaining mass transit—political support has eroded as well. As more people rely on the automobile, their interest in directing public resources to improving the highway system dominates their concern for subsidizing transit.
For those who can use the automobile for quick and reliable transportation, this trend simply represents the evolution of urban transport from collective riding to individual riding, from the economies of sharing a relatively high-speed service in a corridor where travel patterns are similar or the same, to the privacy of one's own "steel cocoon," which can go anywhere, anytime, without the need to coordinate travel plans with the schedule and routes of a transit operator attempting to serve large groups of people. The automobile has captured a large share (more than 95 percent by 1983) of urban trips in the United States, and only in some cities of more than two million people does the mass transportation share reach or exceed 10 percent of the trips.
If the automobile provides superior service for the majority of riders, why not let the market operate without government intervention, perhaps leading to the demise of transit? While this has happened in some medium-size and small American cities, mass transportation can be important for a number of reasons.
First, some portion of the urban travel market is made up of people who cannot use the automobile to travel because they are handicapped, elderly, or too young to drive. Some people cannot afford to own and operate a car, and the young, the old, and the handicapped often fall into this category. If these people are to have the mobility essential for subsistence and satisfaction in their lives, some form of public transportation is necessary.
Second, transit provides a community with a way to move potentially large numbers of people while consuming fewer resources. A single bus, if it is full (50 to 80 passengers), can carry as many people as 50 or 60 cars, which normally operate with fewer than 2 occupants. The bus requires less street space, equivalent to 2 or 3 automobiles, and, when it is full, it requires much less energy to move each person. Because emissions from internal-combustion engines are proportional to fuel consumption, a full bus will produce less pollution per person-trip than an automobile. Finally, because they are operated by professional drivers, buses have a lower accident rate than automobiles. Electric rail rapid transit trains produce even less air pollution and are far safer per person-trip than either automobiles or buses.
Transit, when it is well utilized, then, produces important benefits for the community: air-quality improvements, less land consumption than an auto-dependent transportation system, lower energy requirements, and lower accident costs. A single lane of an urban freeway may carry 5,000 persons per hour (see Table). A light rail transit line (electric trolley cars) on a separate guideway taking the same space as the highway lane might carry as many as 14,000 persons per hour. High-quality mass transportation serving dense employment and shopping areas, such as the central business district of a city or the downtown area of a suburban community, can help ensure the economic success of those areas by making it easier and less costly for large numbers of workers and shoppers to enter and leave. A successful transit system also reduces the need for downtown parking, making land available for more productive uses. Thus public transportation provides support for particular land development patterns, such as downtowns, and higher-density employment, educational, cultural, and retail activity centres.
|vehicle type
|guideway type
|persons per vehicle
|"train" length
|"trains" per hour
|average speed
|passengers per hour
|light rail
|light rail
|heavy rail
|commuter rail
These benefits accrue not only to transit travelers but also to other residents and to the owners of land and businesses. Indeed, a major benefit of mass transportation services goes to automobile travelers, who experience less congestion and shorter travel times. There is no monetary market for these broadly distributed public goods produced by mass transportation. There is no practical way to sell clean air or lower accident rates to city dwellers to raise funds to subsidize and expand mass transit or to restrict access to these benefits only to those who pay for them. Some communities do raise revenues for transit and other purposes by levying special fees on properties particularly well-served by fixed-guideway transit (for example, in downtown areas or near rail stations) to capture some of the increased value produced by raising their accessibility with public transportation.
These public transportation benefits provide the justification for government subsidies. Their generation is strongly dependent on the utilization of mass transportation. The heavier the use of public transit, the larger will be the benefits produced. Yet even if only a small portion (5–10 percent) of the travel market uses transit in the rush hours, a major reduction in congestion can result. On the other hand, buses and trains running nearly empty in the middle of the day, during the evening, or on weekends do not produce sufficient benefits to the community to justify the high costs to provide these services.
Effects of public policy
The benefits of mass transportation result from the utilization of these services: more utilization produces more benefits. Crowded buses and trains signify a smaller market share for the automobile, with its attendant air pollution, congestion, accidents, and excessive land consumption. Heavy utilization of mass transportation can produce a larger revenue stream from passenger fares, which can help support these systems, either by reducing subsidy requirements or, in a few very high-density travel corridors, actually covering all the costs of providing mass transportation.
There are a number of ways to increase and maintain mass transit ridership. These differ by context and government policy, and none offers guaranteed results. Keeping transit utilization high is much easier where competition from the automobile is limited. In Third World cities, where the automobile has never taken hold, transit, bicycles, and walking remain dominant modes. Cities are more densely settled, and work, shopping, and residential activities are closely intermingled so that trip distances are short. This encourages walking and the use of bicycles, with their low energy requirements. Even if mass transportation is slow and crowded, it may be the dominant mechanized travel option in such settings.
Cities in many developed countries in Europe and Asia have long-standing government policies that simultaneously controlled the growth of automobile ownership through high taxes on vehicles and their fuel; restricted land development to encourage high-density activity centres, including suburban new towns, as well as mixed land uses to keep trips short; and funneled a steady stream of public resources to subsidize mass transit operations and make capital investments to extend systems into new areas. These public investments in transit were generally not matched with similar investments in facilities for the automobile. Indeed, a number of cities around the world have restricted automobile travel to their downtown areas by defining auto-free zones (e.g., Gothenburg, Sweden), prohibiting the growth of parking, or charging high entry tolls for vehicles carrying only one or two people (Singapore).
In the United States the approach has been to allow the free market, for both travel and land development, to determine the role of competing modes. Mass transportation does attract high market shares where the automobile is inherently less competitive, as, for example, travel to dense downtown areas during the rush hours. In the central areas of larger cities such as New York, Boston, Washington, Chicago, and even Los Angeles, street congestion can be intense and parking fees high. Where high-quality mass transportation is available (particularly rail service, which is as fast as or faster than the automobile), with frequent departures and high reliability, it can capture 50 to 80 percent of all travel to downtown in the rush hour. At other hours of the day, the mass transportation share of downtown travel may drop to 20 percent, and across the regions in which such cities are centred, the all-day transit share may be as little as 5 to 10 percent of trips.
Mass transit is critically important to the economic and social health of these cities, and it is also important in other communities where its market share is lower but its contributions to peak-period congestion reduction and mobility assurance are significant. These effects provide the argument for public involvement in transit, through ownership, development, operation, and service subsidies. The key policy choices about mass transit in the United States concern how to spend public funds to produce these benefits, including decisions about capital investments for new and replacement technologies, the quantity and quality of services to offer, and how to pay for all of this.


text:
There are no items in your shopping bag. Yet.
In Stock
This item ships via FedEx Ground and arrives within 5-7 business days of order receipt.
Please note that we do not accept returns on fabric yardage.
If you have questions about shipping, delivery or returns, please call our Customer Care team at 866.597.2742 or email us at email@example.com.
Sign up to receive 15% off your first purchase plus early access to special offers, new products, and store events.
In the meantime, explore our collection and find something fabulous.
Looks like you're already on our email list, so you're not eligible for our new subscriber offer. But keep your eye on your inbox for news about our latest loves and upcoming sales.

subset: commoncrawl


text:
The Common Core State Standards have changed my life. I know that's a bold statement to make, but armed with simple resources and the confidence that I really am integrating the curriculum and assessing academic impact, working as a school based speech-language pathologist is suddenly more fulfilling. And yes, we are talking about the same Common Core State Standards. While some teachers seem to be quivering in their boots about the prospects of implementing the Standards, I think speech-language pathologists should be rejoicing.
Now I'm not going to tell you about the oodles of research that went into developing them (for history on Common Core State Standards, go to the CCSS website and look under ELA Appendices A), nor will I lecture about why you should use them (let someone else do that). I'm here to show you why they changed my practice from a speech-language lens and how it has not only improved my treatment but strengthened my clinical skills too.
Sometimes, as therapists, we can find it hard to know what a child should be able to do when all we see are students with delays, disorders and disabilities. What is grade level, age appropriate and just plain old typical can become confusing when you don't have a set of norms to compare to. With the added pressure on school-based SLPs to be curriculum- related and demonstrate academic impact, it has been a personal relief for me to simply look up a standard and think, "so that is what my student is expected to do." Even if you aren't based in a school but work with school-age clients, the Common Core State Standards can still guide your treatment decisions.
The Common Core State Standards can look overwhelming, but the English Language Arts curriculum is probably the most useful for speech-language pathologists. It focuses on reading, writing, listening and speaking and language. What may seem cumbersome at first will soon become ingrained and you will start to see just how our profession and scope of practice is present in almost every learning outcome. A very simple idea of how different areas of speech-language pathology relate to the curriculum is demonstrated below.
Reading: Focuses on the reading continuum from foundational skills to fluency and integration of knowledge. Areas include phonological awareness, answering key details, identifying main ideas, description, comparing and contrasting, sequencing and retelling.
Writing: Focuses on written compositions of a variety of genres (for example, narratives, explanatory and arguments). Areas include sequencing, linking words, description and comprehension.
Speaking and Listening: Focuses on oral and receptive and expressive language skills. Areas include syntax, pragmatics, narrative skills and comprehension.
Language: Focuses on grammatical conventions and vocabulary. Areas include vocabulary acquisition, syntax, morphology and higher-level language skills such as multiple meaning words.
Most SLPs already know just how much of learning is dependent on language and communication skills. So I encourage you to think outside the box and use the Common Core State Standards in a number of different ways:
- Refer to them to write grade level Individualized Education Program goals.
- Use the horizontal/vertical progressions (below) to help with step up/downs in treatment.
- Use the standards to help guide informal assessments. Take a language sample and compare to the standards' Language section or do some classroom observations to understand academic impact.
- If teachers are still unsure of your role and scope, why not do an in-service and use the standards as a reference. This could help with collaboration, response-to-intervention and moving toward working in the classroom.
You can go straight to the Common Core State Standards site and view the English Language Arts Standards, but keep your eye out for ways other states present the standards. Maine breaks down them down into vertical progressions (view writing, language, speaking and listening) so you can see how each skill develops each year, while Arizona provides the standards in a horizontal progression.
Download the free Common Core State Standards app. I love the ease of swiping through the standards, as it is much faster than flipping through papers. Finally, ASHA's Common Core State Standards: A Resource for SLPs also includes great information and resources for speech-language pathologists. Be sure to click on "Resources and References" to access articles, blogs and useful sites.
Remember, the Common Core Standards are coming to a school district to you soon, so why not start getting familiar with them now?
Rebecca Visintin, CCC-SLP, is an Australian-trained, school-based speech-language pathologist in Washington state. She has worked in the Australian outback and Samoa and provides information for SLPs working abroad and free therapy resources on her site Adventures in Speech Pathology.


text:
An enduring feature of mountaineering is that achievement and disaster are closely linked. The triumph of an historic ascent can be painfully affected by the perilous descent. As the conquering spirit of modern man has taken mountaineers to faraway places to climb mountains by ever more difficult means, one outstanding legacy is a rich narrative of text for the collector. This is as true nowadays as it was during the infancy of mountaineering.
The first prominent mountaineering book to scale the heights of literary was Scramble Amongst the Alps by Edward Whymper. A troubled and intense person, Whymper was inspired by the Matterhorn in 1860. For the next 10 years various expeditions were undertaken until Whymper completed the first ascent in 1869, during the 'golden age of alpine mountaineering'. Disaster befell the party on their descent, when a rope snapped and four of the seven mountaineers perished. Whymper took great care in the retelling of the story; the narrative expressing the joys of alpinism and the pain of losing fellow climbers. The book, in its various editions, remains the most famous early mountaineering book of all.
Over time the key components of a good mountaineering story have remained remarkably simple and similar. Fast becoming a classic is Touching the Void by Joe Simpson, first published in 1988 and also a successful film. In this adventure, unlike Whymper, the rope required cutting. After surviving a fall into a crevasse on an Andean mountain, Simpson's climbing partner was literally forced to break the bond between them, leaving Simpson for dead. Remarkably, despite horrendous injuries Simpson was able to crawl down the mountain to survival. The writing is lean, understated and gripping. It is unwise to begin reading this book late at night if you have an appointment the following morning. A first edition is already scarce and would cost nearly $295 if signed.
Both of these mountaineering books are remarkable in that they became popular bestsellers. A wealth of fine writing remains, however, for the discerning collector.
The intrepid British have been instrumental in mountaineering literature. Before Whymper's famous ascent in the Alps, Charles Fellows in 1827 made a daring early ascent of Mont Blanc. Audacious as the climb was, it could not be termed 'lightweight'. The record of the ascent notes that the two climbers and 10 guides took with them 'an adequate supply of provisions, consisting of eight joints of meat, a dozen fowls, sausages …with 42 bottles of wine'. The book has been reprinted a number of times but a copy of one of the limited edition of 50 copies of A Narrative of an Ascent to the Summit of Mont Blanc would be a worthy addition to any collection and would cost around $17,835 to $22,875.
By the 1850s the Alpine Club was already formed in London. This was one of the first mountaineering clubs in the world and it has developed one of the foremost collections of mountaineering literature, with over 25,000 books, journals, guidebooks, expedition reports and maps. It is a unique record of the history of mountaineering. The Alpine Club has printed a fascinating journal continuously from 1863 as well as many guide books in various guises.
Following the 'golden age of alpine mountaineering' British mountaineers were also to the fore in early Himalayan climbing. J. Norman Collie published Climbing on the Himalaya and other Mountain Ranges in 1902 which tells of his climbs on Nanga Parbat with Alfred Mummery.
Later, Everest became the major focus. Three expeditions in the 1920s provide a fine record of the courage of early Everest attempts. The records of these expeditions - Mount Everest: the reconnaissance, 1921, by Charles Howard-Bury, The Assault on Mount Everest, 1922, by C.G Bruce and The Fight for Everest, 1924, by E.F. Norton - currently sell for around $190 to $385 each. On the last of the three expeditions Mallory and Irvine disappeared at about 27,000 ft, their bodies discovered again some 75 years later. Less well known is that Norton climbed to a height near 28,100 ft, without oxygen, a considerable achievement which took him within a 1,000ft of the summit.
The British made two further Everest attempts in the 1930s. Both expeditions were led by Hugh Ruttledge. His account is rather leaden by comparison with the earlier Everest attempts. Hence, Everest, 1933 and Everest: The Unfinished Adventure, both can usually be picked up for around $145. Frank Smythe climbed on the first of these two expeditions and his record of the climb is more vivid and would cost around $200 to $295.
Climbing on Everest has continued to present many new challenges and at times some fine literature. Recently, the first Everest ascent without oxygen assistance by Reinhold Messner Everest: Expedition to the Ultimate, 1979, and Everest: Kangshung Face, 1989, by Stephen Venables, which describes an Everest ascent by a brave new route are interesting titles and can be had fairly cheaply. Inevitably, by comparison some other Everest books are formulaic and dull.
There is a thin line between a feasible and a feckless attempt on a mountain. It is important that misguided belief does not overtake rational judgment. Poor Maurice Wilson in 1934 decided on a solo attempt on Everest. His diary (and body) was later found. Subsequently, a book of the complex background to the thinking behind this attempt titled I'll Climb Mount Everest Alone by Dennis Roberts was published in 1957. It is now quite scarce and, in a fine dust jacket, would cost around $250.
Elsewhere in the Himalayas, other countries were mounting expeditions - notably the Germans made a sustained attempt in the 1930s to climb Nanga Parbat. The most famous book on this mountain though was by Hermann Buhl, an Austrian, who in 1954 made an outstanding solo ascent. Nanga Parbat Pilgrimage is action packed and lacks the wider philosophical introspections that often fail to engage the reader and collector, and to which some mountaineers are often prone.This article appears courtesy of Rare Book Review magazine.
What has often characterised British mountaineering has been a desire to merge mountaineering with pioneering exploration. William Cecil Slingsby displayed these qualities, and Norway: The Northern Playground 1904 is still highly regarded. Two other climbers who personify this type of adventure are Eric Shipton and H.W. Tilman. Their specialism was to roam around the Karakoram and Nepal during the 1930 to the 1950s, making vast exploratory glacier journeys and subsequent first ascents of difficult mountains, on a diet based almost entirely of rice. This is lightweight mountaineering compared with the early alpinists. Shipton and Tilman wrote many books and although their writing is not the finest it has a romantic, nomadic, understated 'end of the empire' feel which is appealing. Some of their rarer titles such as Snow on the Equator by Tilman 1937 and Blank on the Map by Shipton 1938 would fetch between $700 and $1,165 attractive copies in a dust jacket.
Much has also been said about the hills of England and the starting point for many collections would be the Jones-Abraham rock-climbing trilogy from the turn of the 20 century. Jones was a pioneering rock climber and his talents dovetailed well with the photographic adventures of the Abraham brothers. This trilogy includes Rock Climbing in the English Lake District 1897 by Owen Glynne Jones, Rock Climbing in North Wales 1906 by G.D. Abraham and Rock Climbing in Skye 1907 by A.P. Abraham. These books played a significant role in popularising rock climbing in the UK. Each of the books would cost from $700 to $930.
The autobiographies of some UK climbers have drawn on their early climbing adventures in the Peak and Lake District, North Wales and Scotland. Amongst the most collectable is Undiscovered Scotland, 1951, by W.H. Murray, The Hard Years, 1967, by Joe Brown and Portrait of a Mountaineer 1971 by Don Whillans.
These prices for many of the books described could easily double or triple for a signed copy. The provenance for signed mountaineering books has increased in recent years. Again, collectors display a keen sense for signatures, which relate to the book or climbing area in some coherent way.


text:
m (Ochurlaud moved page Development/CMake/IncompatibleChangesKDELibs4ToECM to ECM5/IncompatibleChangesKDELibs4ToECM)
(Mark for archiving)
|Line 1:
|Line 1:
=== CheckPrototypeExists.cmake===
=== CheckPrototypeExists.cmake===
|This page has been archived
|The information on this page is outdated or no longer in use but is kept for historical purposes. Please see the Category:Archives for similar pages.
Port all usages of check_prototype_exists() to check_prototype_definition(), defined in CheckPrototypeDefinition.cmake, coming with CMake since 2.8.5.
We use the version from CMake now, which is named FindFLEX.cmake (different casing !). Beside that there should be no changes in behaviour.
We use the version from CMake now. The syntax of GETTEXT_PROCESS_PO_FILES() changed a bit, it now needs the additional keyword "PO_FILES.
The syntax of GETTEXT_PROCESS_POT() changed a bit, it now needs the additional keyword "LANGUAGES".
We use the version from CMake now. There is a minor difference, which will not affect many systems. The KDE version accepted only giflib version 4, while the CMake version accepted any version of giflib. If giflib version 4 .x is required, the version can now be specified:
This actually only was an issue on some relatively old Sun machines in 2006. Maybe today it is not even there a problem anymore.
We use the version from CMake 2.8.7 now. There are two changes compared to the one in kdelibs:
This file does not exist anymore, use GETTEXT_MSGFMT_EXECUTABLE from #FindGettext.cmake coming with CMake instead.
The variable names have changed:
This file does not exist anymore, use FindRuby.cmake coming with CMake instead. Most variables are the same. Below are the changes:
The following two variables have been removed, use the newer ones instead:
The following libraries are now not part of X11_LIBRARIES anymore, so they may have to be added to target_link_libraries() explicitely where needed:
This file has been removed. Use set_property(.. APPEND_STRING) instead (new in CMake 2.8.6).
This file has been removed. Use set_property(.. APPEND_STRING) instead (new in CMake 2.8.6).
This file has been removed. Use set_property(... APPEND ...) instead.
This file has been removed and then those macros:
Use VERSION_LESS or VERSION_GREATER instead. Example:
if ( ${MY_VERSION} VERSION_LESS ${REQUIRED_VERSION} ) # error, version is too old endif()
This file has been removed, instead FeatureSummary.cmake from CMake >= 2.8.6 has to be used, which has even more functionality. Please have a look at the documentation of FeatureSummary.cmake on the cmake manpage.
This file is now part of the extra-cmake-modules package and thus has been renamed to ECMOptionalAddSubdirectory.cmake
This file has been removed, the purpose was broken.
This file does not exist anymore. Instead, starting with CMake 2.8.6, every find_package() call which is not REQUIRED can be disabled by setting the variable CMAKE_DISABLE_FIND_PACKAGE_<PackageName> to TRUE. This makes this macro unnecessary.
This file has been merged into CMake, but has been renamed to CMakePushCheckState.cmake.
This macro has been merged into CMake, but has been renamed to WriteBasicConfigVersionFile.cmake, also the syntax changed slightly. To get exactly the same behaviour as with the old macro, do as shown below. For details see the documentation in the man page.
This has been added to CMake and provides the generate_export_header macro. This macro is the replacement of kde4_create_exports_header.
This file does not exist. Use this instead of find_package(KF5) :
find_package(ECM 0.0.10 REQUIRED CONFIG) set(CMAKE_MODULE_PATH ${ECM_MODULE_PATH}) include(KDEInstallDirs) include(KDECMakeSettings) find_package(KF5 CONFIG REQUIRED I18n KIOCore ....)
For stricter compilation flags you can also include(KDEFrameworkCompilerSettings).
Removed functions:
Removed variables:
kde_source_files_enable_exceptions([file1 [file2 [...]]])
In source code for KDE Software icons are typically called following the pattern
for instance, ox64-apps-kfontview.png which installs it to the oxygen theme, 64x64 size, apps category, and name kfontview.png.
In ECM, the name pattern has changed to
and the theme is specified as a parameter in
ecm_install_icons(ICONS <icon> [<icon> [...]] DESTINATION <icon_install_dir> [LANG <l10n_code>] [THEME <theme>])
Notice that in this version of the command you need to explicitly list the icons to install, yet the command will also accept the backwards-compatible form
ecm_install_icons(<icon_install_dir> [<l10n_code>])
but generate deprecation warnings.
Also, in KDE Frameworks 5 some old icon categories (from KDE 3 times) have been removed, you will need to rename the icon files in the source code:
(If you keep these old invalid categories they will install into actions.)
Keep in mind that Breeze is becoming the new default icon theme. It uses Oxygen as a backup theme but you are better installing the icons into Hicolor to be compatible with all including non-KDE desktops.
A porting script fix-ecm-install-icons.pl to take care of all warnings when using ecm_install_icons in the deprecated form (also renaming icons to the new pattern and taking care of the old categories) is provided in the kde-dev-scripts repository.


text:
By SUSAN JOHNSON
Special to The Record
Foot soldiers -- dedicated, committed and often in fear for their lives. But they worked, walked, marched and dreamed right alongside Dr. Martin Luther King Jr., right here in St. Augustine at the height of the Civil Rights movement in our country. And they changed the course of history.
A monument to the foot soldiers is being constructed in the Plaza de la Constitucion to commemorate the struggles, advances, set-backs and victories of those who walked down freedom road.
Barbara Vickers started the Foot Soldiers Remembrance Project almost four years ago, got permission to install the monument right where she wanted it to go - in the plaza - and raised enough funds for sculptor Brian Owens to design and create the memorial. Well, almost enough funds - she fell just shy of the needed total by about $20,000. She and her committee had come a long way, but were about to get a little help from some friends to take them over the financial finish line.
Friends like Sen. Tony Hill, County Commissioner Ken Bryan, Phil McDaniel and Patrick Canan, who put their heads and hearts together -- along with their address and check books -- and planned a party. "Basically, Sen. Hill suggested we split the difference and get to work" explained McDaniel. "Patrick Canan and I have been friends for years -- I talked with him, he came up with a plan, we acted as 'hosts' and, thanks to the caring people in this community, it worked beautifully. Everyone contributed in whatever way they could."
Local restaurants Opus 39, Gypsy Cab, Creekside Dinery, Saltwater Cowboys and Johnny's Kitchen donated food for the evening; Joy D'Elia and Tommy Bledsoe led the volunteer group, working tirelessly on details and preparations; Doug Carn on piano and foot soldier Freddie Thompson himself on sax, provided the music.
And the guest list was impressive: Hill, Wayne Hogan, Karen Stern, Cathy Brown, David Nolan ... a veritable who's who of local and regional 'celebrities' with a common goal; to take the foot soldiers over the finish line. Along with great food and fabulous entertainment, guests were also served a large dose of reality -- sometimes hard to swallow but good for all of us in the end.
A goal was set -- $20,0000 -- and by party's end, the goal was met.
Shared memories
Following are excerpts from stories told by St. Augustine residents who lived through and participated in some very troubled times.
* "...it was very hard for me to accept segregation...and I couldn't fashion this thing that later on my kids and my grandkids would have to endure the same things that I endured. And the monument...people say, 'let it be, that's in the past'...but without your past, you can't have a future." Jimmie Jackson
* "I don't consider myself a foot soldier -- I just consider myself somebody who was fed up! I just was tired of going in the back door to everything...and I just thought I'd step out and make a change. And I did!" JoeAnn Anderson Ulmer
* Queenie McCall tried to keep her daughter safe at home during the turbulence but finally relented, allowing the youngster to go to the beach. "People were crazy...they were acting crazy...throwing bricks and things...and I didn't hear the sirens but I got the message. As soon as she (my daughter) got to the beach some big guy - she was 14 -- just socked her right in the nose -- broke her nose. And the doctor wouldn't wait on her...said it was her fault...said she asked for it..." Janie Price was another St. Augustine resident who remembers the worst. Was she afraid? "Everybody who participated in the movement was afraid, yes...but I feel that if we did not participate then we would not be where we are today. And I'd do it again."
* Attorney Patrick Canan had only recently been introduced to Barbara Vickers but said: "If you have a chance to hear about what really was going on back in the '60s and what she and hundreds, perhaps thousands of others observed and lived ... well, I'm very proud to be involved in this part of it"
* Bryan explained his involvement in the project -- "By completing this monument, we are completing a chapter in history here tonight. This monument is a symbol of a community that is facing its past, turning the page and moving on as a new multi-cultural society."
* Tony Hill was adamant that the efforts of so many will not be forgotten when St. Augustine history is told.
"We are standing on the shoulders of the nameless and faceless.... and I am very clear about why I'm here -- because someone back then thought that someone who looked like me could be in Washington. "
The evening ended with Hill reading a letter sent to Barbara Vickers from former St. Augustine resident and civil rights activist Dr. Robert B. Hayling; "This monument will be a lasting gesture of thanks and appreciation to the unknown Civil Rights advocates and supporters who contributed so very much to the movement. I will be forever thankful to you -- one and all -- for your contributions." Robert B. Hayling, DDS, honorary member


text:
Next Episode of Screen Two is
not planed. TV Show was canceled.
Series of singular high quality made-for-television dramas produced by BBC TWO Between 1985 and 1995. Though the "episodes" contained characters and story lines that were unrelated (each episode its own production), repeat performances by actors were common. Over the course of the series several roles were played by Gary Oldman, Tom Wilkinson, Julie Waters, Rufus Sewell, Clive Russell, etc. (Source: BBC Two ftvdb)
Looks like something went completely wrong!
But don't worry - it can happen to the best of us,
- and it just happened to you.
Please try again later or contact us.


text: /* Template for the remote job exportation interface to GNU Make. Copyright (C) 1988, 1989, 1990, 1991, 1992, 1993, 1994, 1995, 1996, 1997, 1998, 1999, 2000, 2001, 2002, 2003, 2004, 2005, 2006 Free Software Foundation, Inc. This file is part of GNU Make. GNU Make is free software; you can redistribute it and/or modify it under the terms of the GNU General Public License as published by the Free Software Foundation; either version 2, or (at your option) any later version. GNU Make is distributed in the hope that it will be useful, but WITHOUT ANY WARRANTY; without even the implied warranty of MERCHANTABILITY or FITNESS FOR A PARTICULAR PURPOSE. See the GNU General Public License for more details. You should have received a copy of the GNU General Public License along with GNU Make; see the file COPYING. If not, write to the Free Software Foundation, Inc., 51 Franklin St, Fifth Floor, Boston, MA 02110-1301 USA. */ #include "make.h" #include "filedef.h" #include "job.h" #include "commands.h" char *remote_description = 0; /* Call once at startup even if no commands are run. */ void remote_setup (void) { } /* Called before exit. */ void remote_cleanup (void) { } /* Return nonzero if the next job should be done remotely. */ int start_remote_job_p (int first_p UNUSED) { return 0; } /* Start a remote job running the command in ARGV, with environment from ENVP. It gets standard input from STDIN_FD. On failure, return nonzero. On success, return zero, and set *USED_STDIN to nonzero if it will actually use STDIN_FD, zero if not, set *ID_PTR to a unique identification, and set *IS_REMOTE to zero if the job is local, nonzero if it is remote (meaning *ID_PTR is a process ID). */ int start_remote_job (char **argv UNUSED, char **envp UNUSED, int stdin_fd UNUSED, int *is_remote UNUSED, int *id_ptr UNUSED, int *used_stdin UNUSED) { return -1; } /* Get the status of a dead remote child. Block waiting for one to die if BLOCK is nonzero. Set *EXIT_CODE_PTR to the exit status, *SIGNAL_PTR to the termination signal or zero if it exited normally, and *COREDUMP_PTR nonzero if it dumped core. Return the ID of the child that died, 0 if we would have to block and !BLOCK, or < 0 if there were none. */ int remote_status (int *exit_code_ptr UNUSED, int *signal_ptr UNUSED, int *coredump_ptr UNUSED, int block UNUSED) { errno = ECHILD; return -1; } /* Block asynchronous notification of remote child death. If this notification is done by raising the child termination signal, do not block that signal. */ void block_remote_children (void) { return; } /* Restore asynchronous notification of remote child death. If this is done by raising the child termination signal, do not unblock that signal. */ void unblock_remote_children (void) { return; } /* Send signal SIG to child ID. Return 0 if successful, -1 if not. */ int remote_kill (int id UNUSED, int sig UNUSED) { return -1; }


text:
Select a City
Flatwoods, LA
Best Libraries around Flatwoods, LA
Add an Organization
Acadia Parish Library
1125 North Parkerson Avenue
Crowley, LA
HOURS OF OPERATION Monday – Friday 8:00 AM – 5:30 PM Saturday 9:00 AM – 1:00 PM
Read More »
Acadia Parish Library - Estherwood Branch
116 North LeBlanc Street
Estherwood, LA
Read More »
Acadia Parish Library - Iota Branch
119 Duson St.
Iota, LA
Hours: Monday – Friday 1:00 PM – 5:00 PM
Read More »
Featured Homes For Sale in Flatwoods!
Flatwoods Top Searches
Car Dealers
Hotels and Lodging
Acadia Parish Library - Mermentau Branch
107 Second Street
Mermentau, LA
Hours: Tuesday & Thursday: 1:00 PM – 5:00 PM
Read More »
Acadia Parish Library - Morse Branch
209 South Jules Avenue
Morse, LA
Hours: Monday & Wednesday 1:00 PM – 5:00 PM Friday 8:00 AM – 12:00 Noon 1:00 PM – 5:00 PM During the Summer month...
Read More »
Acadia Parish Library - Rayne Branch
109 W. Perrodin St.
Rayne, LA
HOURS OF OPERATION Monday – Thursday 8:00 AM – 5:30 PM Friday 8:00 AM – 5:00 PM Saturday 9:00 AM – 12:00 Noon
Read More »
Anna Meyer Branch Library
1808 US Highway 165 South
Monroe, LA
Read More »
Arthur Temple Senior Memorial Library
PO Box 847
Pineland, TX
About Us : Mrs. Katherine S. Temple of Texarkana gave $10,000 as an initial fund. The Pineland Service Club contributed over $14,000 from its ...
Read More »
Atkins Branch Library
3704 Greenwood Road
Shreveport, LA
Branch History In April 1963 the Judson Street School PTA requested that the library open a branch near the school. The board included the project...
Read More »
Atlanta Branch Library
110 School Road
Atlanta, LA
Read More »
Avoyelles Parish Library - Bunkie Branch
200 Walnut Street
Bunkie, LA
Open 8:00-5:00 MTThF 9:00-6:00 Wednesday 9:00-1:00 Saturday Closed weekdays from 11:30-12:30
Read More »
Avoyelles Parish Library - Cottonport Branch
209 Cottonport Avenue
Cottonport, LA
Read More »
Basile Branch Library
3036 Stagg Avenue
Basile, LA
About Us: The Basile Branch of the Evangeline Parish Library is the oldest of the five branches in existence, having opened in October, 1948. Past...
Read More »
Beauregard Parish Library
205 South Washington Avenue
Deridder, LA
History of the Library The Beauregard Parish Public Library held its 50th Anniversary Celebration on December 11, 1997, exactly 50 years to the da...
Read More »
Beauregard Parish Library - Singer Branch
9130 Highway 27
Singer, LA
Hours: Monday Closed Tuesday 1:30pm - 5:30pm Wednesday Closed Thursday Closed Friday ...
Read More »
Beauregard Parish Library - South Beauregard Branch
6713 Highway 12
Ragley, LA
Read More »
Beauregard Parish Library Merryville Branch
1007 Highway 110
Merryville, LA
History Of The Library The efforts of the Citizens Library Movement of Beauregard Parish resulted in the Police Jury passing an ordinance establis...
Read More »
Bienville Parish Library
2768 Maple Street
Arcadia, LA
About: The Bienville Parish Library is a public library that has been serving the people of Bienville Parish, Louisiana, since 1964. The Mai...
Read More »
Bienville Public Library - Saline Branch
1434 Fourth Street
Saline, LA
In 2002, a small building that had previously been used as a voting booth was converted into a branch library. It soon became apparent that a large...
Read More »
Bosier Central Library Branch
2206 Beckett Street
Bossier City, LA
Library Hours Sunday: 2:00 pm-5:00 pm Monday - Thursday: 9:00 am-8:00 pm Friday: 9:00 am-6:00 pm Saturday: 9:00 am-5:00 pm
Read More »
Show More
More on Flatwoods, LA
Search in a different zip code / city:


text:
Military Families: Homeschooling on the Move
March 24–28, 2014 | Vol. 119, Week 2
Military homeschooling families can face extra challenges in their educational journey, but homeschooling can also offer you the flexibility to thrive through moves, deployments, and the demands of military life. This week on Home School Heartbeat, three veteran homeschooling military parents offer insights into how they've made homeschooling work in their families.
"If I know about a relocation six months in advance, then I plan our school breaks around our moves."—Crystal Rants
This Week's Offer
Thinking about homeschooling but aren't sure where to start?
Order your free copy of You Can Homeschool—a great resource that answers all your questions!
For information on your state's homeschool laws click here.
If you or a loved one is in a military family, do you have questions about how homeschooling works for you? HSLDA helps many families with these questions. Today on Home School Heartbeat, HSLDA President Mike Smith outlines some of the general issues that military families ask about.
Mike Smith : Families in all kinds of circumstances have found homeschooling to be the best educational choice for their family. This week, we're talking about some common questions and challenges of homeschooling families with a parent in the military face.
If you are currently stationed in one of the 50 states, you should follow that state's education laws. Homeschooling laws are similar to traffic laws—your physical (not legal) residence determines which ones apply to you. Your physical state of residence sets the school policies, just as your town makes traffic laws.
If your state requires you to file notification paperwork, and you move during the school year, it's wise to inform the district with which you filed that you're leaving, to avoid being asked for unnecessary paperwork at the end of the year.
What if your family is stationed overseas? If you are in the military or employed by the Department of Defense, generally, you are not subject to a foreign government's compulsory attendance laws. If the country has a treaty with the U.S., usually it allows for homeschooling. Parents are free to opt out of the Department of Defense schools and to educate their children on their own.
Homeschooling has an added benefit for families in the military because frequent moves can be hard on school-age children. As a homeschooling parent, you can provide the emotional and academic stability that your child needs.
On our next program, we'll talk to a military dad. And until then, I'm Mike Smith.
Mike Smith: Chaplain Paul Douglas is with us today to talk about his role as a homeschooling dad in the military. Chaplain Douglas, thank you for being with us today.
Chaplain Paul Douglas: I'm glad to be here, Mike!
Mike: Chaplain, as you transitioned back and forth from being home and being deployed, how did you stay involved in your family's homeschooling?
Chaplain Douglas: Well, Mike, through email and phone. A lot of the assignments that my wife would give our daughter and our son, I would still review a lot of those and give feedback, even when I was in theater I could do that.
Mike: Ok, what else did you do?
Chaplain Douglas: Well, a lot of times I would give them assignments. And being able to have chat and other online options, I was able to stay plugged in the whole time, so it wasn't like I missed a whole lot of their education while I was deployed.
Mike: What would you say the biggest challenge was for your wife when you were deployed in terms of homeschooling?
Chaplain Douglas: Well you're shouldering the primary load of running the home and taking care of all the bills and all of the, you know, washing machine breaking down, and the dryer breaking down, and plumbing, and things of that nature, and still being able to maintain some kind of schedule—because that's what the kids need most. They need that stability.
Mike: Well, Chaplain Douglas, thank you for sharing your experiences with us and our listeners. And until next time, I'm Mike Smith.
Mike Smith: Today on the program, Crystal Rants is with us to share her experiences as a homeschool mom and Army wife. Crystal, thank you for joining us today.
Crystal Rants: Thanks for inviting me!
Mike: Crystal, when you've had to move or when your husband was deployed, how did you find support in the homeschool community?
Crystal: Well, the homeschool community is where we turn to find everything—whether it's furthering our understanding of the state laws, or ideas for great field trips, or even a new home church. They know the area and can help us find unique and interesting things to do. We went to our very first Christmas market in Germany with the homeschool group, and we got to see manatees in Biscayne Bay during a homeschool field trip.
We look to the homeschool community to meet new friends. I know I'm going to find women there with a similar vision who will encourage me and challenge me, and my kids often find the same things within our new homeschool group.
During deployments, we've helped each other out with childcare and encouragement to bear the extra burdens that a deployment creates. There are always husbands in the homeschool group who can help out with the things that my husband isn't there to do; because the car's going to break down, one of the kids will break a bone, and a hurricane will come through the area; or some Army paperwork will need immediate attention, as long as my husband's gone.
Mike: Crystal, thank you for sharing your experience today. I'm sure other homeschool moms will find your words very encouraging. And until next time, I'm Mike Smith.
Mike Smith: Moving presents challenges both for homeschooling parents in the military and for their children. Crystal, how did you keep your children's education going during those moves?
Crystal Rants: Well, if I know about a relocation six months in advance, then I plan our school breaks around our moves. There was a four-year period where we moved every single time we took a school break. The Army is good about trying to schedule moves around a traditional school calendar, but it's just not always possible. Because of homeschooling, I've been able to change our schedule to coincide with the move.
We always move our curriculum with us, even when professional movers handle the rest of our house. We take at least two weeks off to get unpacked and settled in, regardless of the time of year. But we still bring books to read and even some math to do, just to keep a normal structure to our day.
We start school slowly, usually with math and reading, adding in a couple more subjects each week until we're back up to a full-school program in about four weeks. We might decide to school longer than 36 weeks, if we feel that we lost too much time to the move or if the state laws have different requirements. Either way, we have the freedom and the flexibility to change things so that our schedule works with our current circumstances.
Mike: Crystal, thank you very much for sharing your experience today. I'm sure other homeschool moms will find your words very encouraging. And until next time, I'm Mike Smith.
Mike Smith: Catherine, thank you for joining us today!
Catherine Barber: You're welcome. Thank you!
Mike: Catherine, how did your sons take an active role in their own education, especially when your husband was deployed?
Catherine: Mike, from the time our sons were young, we knew that we wanted to teach them a love for learning, and even for them to assume an active role in that education. So when David was deployed for 13 months in 2005, the boys were ages 19 months, 13 years, and 16 years.
The older two were in high school, and they were both in the same grade, so our days were often very long with schoolwork. And just keeping up with the "dailyness" of life kept us very busy. One of our sons is particularly gifted in math and science, and that proved very helpful during that time that my husband was gone because he kind of became the in-house tutor for his brother, who sometimes found math a bit confusing.
Overall the boys were just great about taking responsibility for their schoolwork and got their work done before free time. That was always kind of the carrot we hung before them. And of course don't assume we did all this without all that goes on in any typical family! We had our moments, but God is faithful, as you know, and He saw us through all of it.
Mike: Catherine, thank you for sharing your family's experience with our listeners. And until next time, I'm Mike Smith.
Major Paul Douglas
Chaplain Paul Douglas is 50 years old and has been married to his wife, Christine, for 24 years. They have two children, Victoria (18) and Ian (16), who have both been lifelong homeschoolers. Chaplain Douglas has been in the Army National Guard and Reserves for 29 years, both as enlisted and, for the last seven years, as a chaplain. He currently serves at the National Guard Professional Education Center.
Crystal Rants
Crystal Rants has been a military wife for 20 years. She met her husband in Japanese class while attending the University of Colorado, where she pursued a degree in the double majors of Spanish and psychology. Neither of them can speak Japanese. Together they have four children and have lived in Colorado, Kentucky, Texas, Virginia, North Carolina, Germany, Kansas, Alabama, and Florida. Crystal finds it especially amusing that after spending seven years becoming fluent in Spanish, God sent her to live in Germany. They currently reside in Colorado Springs, Colorado, where they are finishing out their last Army tour.
In addition to homeschooling their four children, Crystal directs a Challenge II class for Classical Conversations, works as a support manager (also for Classical Conversations), and is currently learning the ins and outs of sending her oldest two off to college. She collects pottery, because it is heavy and easily breakable. Their family may be moving again, but their oldest has refused to budge another inch!
Catherine Barber
Catherine Barber has been married to David for 30 years. After graduating from college, they married, and then attended graduate school together. With David's military service, Catherine Barber became a military wife and mother. They have been homeschooling for 20 years. Their two oldest boys graduated from their homeschool and went on to graduate from Patrick Henry College. Their last child is currently being homeschooled and is in 5th grade. In her spare time, Catherine enjoys knitting, encouraging women, and spending time with her family.
Quick ContactEmail: email@example.com
Homeschool Heartbeat has been retired and replaced by a new HSLDA podcast, Homeschool Talks. You're welcome to continue browsing the Homeschool Heartbeat archives, but if you want to stay up-to-date on the latest content, head over to our new podcast page. Happy podcasting!


text:
Want to maximize the flavor and juiciness in your fish? Try grilling them whole, as opposed to filets.
Whole fish has a layer of healthy fat that insulates the meat, and a thin layer of skin. Grilling it to perfection couldn't be any easier.
My favorite for the job you ask? Mild flavored and sweet tasting Branzino. With its white flesh, it is absolutely the number one contender for my grilling technique.
It has very few bones and the few that they do have are easy to remove making it extremely easy to serve, and very enjoyable to eat.
8 steps to grilled perfection!
#1 Preheat grill on medium high! In the meantime, Season the cavity with finely ground sea salt, and freshly ground pepper.
#2 Stuff with fresh herbs! Like dill and basil. Include lemon slices, which will help to keep the fish moist as it grills.
#3 Seal in the flavors! Fasten each opening with a wooden skewer that has been soaked in water. Soaking the skewers prevent them from burning.it also keeps your aromatics inside making it easier to grill.
#4 Pierce the skin! With a sharp paring knife, make long slashes, 2 inches apart on both sides of the fish skin, so they cook evenly throughout, this also allows you to season thoroughly.
#5 Season and oil the outside of the fish! Rub both sides with olive oil, then season, with salt and pepper.
#6 Grill! Brush the preheated grill with vegetable oil. Place fish on grill, and cook with the cover open, without turning until charred and white flesh turns opaque. (5-7 minutes)
#7 Carefully flip the fish and repeat step 6, grilling for 5-7 minutes, until charred.
#8 Garnish, and Divaour! Place branzino on a platter. Surround with lemon, and lime wedges, and top with fresh herbs. Use a fish spatula to serve.
Pair with a slightly sweet German Riesling. I prefer Chateau St. Michelle sweet Riesling. Its balanced acidity and freshness makes it the perfect pairing with this delicate white fish. It's also a great wine to sip in the sun, allowing you to savor the last of summer. Remember, food is fun, so play with the ingredients and make them your own!
Hit me up on twitter @EliseTDC with your culinary questions, and watch for my weekend articles to find the answers to you most tasty questions.


text:
Sunday, March 4, 2012
With the advent of the internet, and high tech phones, pornography became significantly easier to access and the porn industry has grown exponentially. Currently in the United States the pornographic film industry is centered in the San Fernando Valley of Los Angeles, with an estimated 200 production companies in the region employing as many as 1,500 performers, making up to 11,000 films and estimated to earn as much as $13 billion a year. This is believed to be larger than Hollywood.
So pornography is popular, but some say that pornography has a variety of harmful effects, which argues for it being illegal.
The sociological objection is that pornography decreased respect for long-term, monogamous relationships, and attenuates a desire for procreation. Pornography can "potentially undermine the traditional values that favor marriage, family, and children", and that it depicts sexuality in a way which is not connected to "emotional attachment, of kindness, of caring, and especially not of continuance of the relationship, as such continuance would translate into responsibilities"
The religious/conservative objection is similar to the sociological objection. They argue that this industry undermines the family and leads to the moral breakdown of society. They say that it is amoral, weakens family values, and is contrary to the religion's teachings and human dignity.
Some feminists argue that it is an industry which exploits women and which is complicit in violence against women, both in its production (where they charge that abuse and exploitation of women performing in pornography is rampant) and in its consumption (where they charge that pornography eroticizes the domination, humiliation, and coercion of women, and reinforces sexual and cultural attitudes that are complicit in rape and sexual harassment). They charge that pornography contributes to the male-centered objectification of women and thus to sexism.
Other objections are that the sex industry is sometimes connected to criminal activities, such as human trafficking, illegal immigration, drug abuse, and exploitation of children (child pornography, child prostitution). However these effects are related not so much to pornography as to prostitution.
How valid are these criticisms?
The Evidence
I will only address the consumption issue, not the criticisms around its production.
Firstly (using the General Social Survey) I found no relationship between being pro the legality of porn, or propensity to watch porn, and pro social behaviors e.g. volunteer work, blood donation, etc.
We can dismiss the feminist (and sociological) charges of porn increasing sexual violence and leading to sexism. The USA, Sweden, Germany, Netherlands (2) and Japan were just some of the countries that suddenly went from no legal pornography to quite widespread availability and consumption of it. These studies all found that greater availability of, and exposure to, pornography does not increase the rate of sexual assaults on women, and probably decreases it (3). Japanese porn is quite frequently violent and yet even there rape decreased from an already very low base. It's interesting that an increase in porn exposure decreases sexual violence only, and has no effect on other crime. Economists would put this down to a substitution effect.
Several countries have sex offender registers – mainly of pedophiles. A wide variety of professions are represented on these registers. Members of professions that supposedly promote morality e.g. clerics or teachers, are quite common on it yet conspicuously absent from such registers are men who have worked in the porn industry.
This study (1) found no relationship between the frequency of x-rated film viewing and attitudes toward women or feminism. From the GSS (controlling for IQ, education, income, age, race and ideology) I found that those who are pro the legality of porn are less likely to support traditional female roles, more likely to be against preferential treatment of either gender, and to find woman's rights issues more frequently salient. Although I found that women's rights issues are less salient to male watchers, and female watchers are less likely to think women should work, I also found that watching porn is unrelated to negative attitudes toward women and feminism.
In short exposure to and tolerance of pornography does not cause anti-social behavior (and may even reduce it in relation to sex) and does not get in the way of pro social behavior either.
The sociological and religious charge that pornography undermines monogamy and family values does however receive support. From GSS (and controlling for IQ, education, income, age, race and ideology) I found that men who are pro legalizing porn are less likely to marry and are more pro cohabitation. There was no such association for women. A higher propensity to watch porn movies is also associated with a lesser likelihood of marrying but is unrelated to cohabitation attitudes - in both men and women. So a pro porn attitude is consistent with a reduced respect for marriage.
Both genders also tend to have fewer kids in marriage, if they are pro the legalizing of porn. However, for men, a higher propensity to watch porn movies is associated with having MORE children within marriage. Note that pro legal porn attitudes and porn movie viewership is not associated with having children out of wedlock – for men its associated with a lower chance of that happening – so porn doesn't lead to that kind of irresponsible behavior.
Possibly part of this general pattern, I found that both being pro the legality of porn and watching porn are related to lower voting rates in general elections.
I found no relationship to a variety of 'family values' type questions e.g. importance of family, or to the value of relationships and friendship.
Being pro the legality of porn, and porn viewing, are associated with unhappiness with the family or marriage – especially for men. Those who are pro porn also tend to have a greater number of sexual partners and are more likely to have a sexual affair. This supports the 1984 and 1988 discoveries of Dolf Zillman and Jennings Bryant (4) that the effects of repeated exposure to standard, non-violent, commonly available pornography includes: increased callousness toward women; distorted perceptions about sexuality; devaluation of the importance of monogamy; decreased satisfaction with partner's sexual performance, affection, and appearance; doubts about the value of marriage; and decreased desire to have children. Later research studies further confirm their findings.
I've already mentioned that exposure to porn doesn't increase anti-social behavior or reduce pro-social behavior. However it does have a clear effect on satisfaction with relationship institutions and personal relationships. It can make a person think that what they have is poor in comparison. Naturally they'll be unhappy if they think what they have is wrong, or can't be improved upon. Some things can't be improved upon, but in principle others can. I imagine it's mostly those things possible in principle but unlikely in practice, that makes porn viewers especially unhappy.
Typically at this point the therapist says "therefore stop watching porn and learn to be happy with what you have". The assumption here is that the solution to unhappiness always lies in going back to the pre-shock situation. While this may sometimes be the best option it is not always and necessarily the best option. Sometimes embracing the shock will not only solve the unhappiness but raise the relationship to a new high. For example what if the other partner comes to the party and is willing to try some of the pornographic possibilities? There are some findings that viewing porn together as a couple can provide some shared excitement and adventure, and lead to a more closely bonded and satisfactory relationship. Isn't that a better result than what the therapist had in mind?
Suppose we divide people into 4 groups – don't watch porn & think porn should be illegal to all, have watched or seen porn & think porn should be illegal to all, don't watch porn but think it shouldn't be illegal to all, and watch porn & think it shouldn't be illegal to all. Suppose further that the men and women marry randomly with respect to those categories.
There will be no marital happiness issue if both partners do not watch porn, or both have seen it and want it banned, or if one partner has seen porn but that partner wants it banned. Naturally there would also be no issue if both partners watched porn and both want it legalized. That would be an example of the high adventure marriage mentioned above. The other combinations will result in unhappiness. If one partner watches porn and wants it legal, while the other wants porn to be illegal to all, then the outcome is bound to be unhappy. Finally, if only one partner watches porn but both want it legalized then there is potential for the non-watching partner to join the party. Based on those assumptions I did some number crunching using the GSS data for married people.
The marriages would distribute as follows
- 70.8% 'no problem low octane'
- 14.3% 'unhappy by reason of porn'
- 12.6% 'unhappy by reason of porn with potential to convert to the 'no problem high octane' sort.
- 2.3% 'no problem high octane'
Restricting things to those marriages where some sort of porn viewing is happening I get
- 16% no problem low octane
- 41% unhappy
- 36% potentially happy
- 7% happy high octane.
In theory 26.9% of marriages (14.3% unhappy plus 12.6% potentially happy) could face unhappiness due to the effect of porn. The generally accepted solution of asking the porn watcher to make a sacrifice, and move toward accepting a low octane marriage, is fairly negative. When there is no potential for the other partner to join the party this is a neutral-lose situation. For an economist this is akin to supporting declining industries, which is not in the best long term interests of stakeholders or the overall economy. Chances are there is a fundamental mismatch of outlook within the marriage and both would be better off ending it and searching for a better match. Potential partners who share the porn watcher's outlook do exist in numbers sufficient to make a high octane life a real possibility. It's not clear why preserving a low octane marriage is necessarily better.
When there is potential for the other partner to join the party the potential outcome is win-win but the standard solution is lose-lose. Attempting to convert the non-viewer is a better option. If that partner doesn't prove to be open to joining the party then the situation changes to the former i.e. maybe it's best to move on.
The anti-porn perspective on this is that porn negatively influences 27% of marriages and positively influences 2.3% marriages – a ratio of 11.7 bad to good - so exposure to it must be denied. The perspective argued above says that porn improves or has the potential to improve 14.9% of marriages and make 14.3% of marriages unhappy – a ratio of 0.96 bad to good and that even the bad isn't necessarily bad, if moving on to find greener grass is accepted as an option.
The sociological and religious critique would say, correctly, that porn undermines the value of monogamy, marriage, children and a certain kind of staid vanilla sexuality. However they assume that these things are all indisputably good, or better than the alternatives. The Smart Vote (direction of difference between intelligent and stupid opinion) strongly contradicts that assumption. It says not getting married, cohabiting and having fewer children (both in and out of wedlock) are the smarter things to do.
It's also smarter to accept (if not practice) alternative sexuality e.g. homosexual sex, swinging, BDSM, impersonal recreational sex, general sexual permissiveness, etc - especially if one controls for confounding factors.
As we shall see the Smart Vote is also pro porn being legally available.
The Smart Vote and Pornography
The General Social Survey has a number of questions on pornography. There are four questions on the effect of pornography – does pornography lead to rape, does it undermine morality, is it a useful source of sexual information, and is it an alternative sexual outlet? The GSS also asks whether pornography should be legal and whether the respondent had viewed an X-rated film during the previous year. I converted each of these to a common scale – a percentage between the most pro and most anti positions, with a higher number meaning more pro.
Before looking at these questions I looked at the Smart Vote on how important pornography should be, how well informed one claims to be, and how firmly one should hold one's opinions. I found that the more intelligent don't think issues about pornography totally unimportant but they don't think it much more important than that. They are well informed on issues on pornography but do not claim to know all they need to, and say that while they are unlikely to change their minds on any of the issues there is a chance they will. The least intelligent option is to regard pornography as one of the most important issues or completely unimportant, and be very unlikely to change one's views, while being extremely uninformed about pornography.
In the graph below I plot the mean scores on each of the main questions for each intelligence level.
Intelligent opinion is that exposure to pornography doesn't cause harm, at least in the form of rape or undermining morality. This is pretty much in line with the results of the studies mentioned above. On the other hand intelligent opinion is also very slightly against the view that porn has benefits in the form of useful information or being an alternative outlet. In light of the above it should be no surprise that intelligent opinion is in favor of porn being legal. The Smart Vote though is for porn being illegal for those younger than 18 rather than for it to be legal for everyone. Actually watching pornography appears to have no relationship to intelligence.
It is possible however that there is no direct relationship and that these results could however be due to something else - like class, gender or age interests etc. To test this I ran multiple regressions on all these questions controlling for education, income, age and ideology separately for each gender – for whites only, to control for race too. Men are more positive about porn on every question than women.
Among men, only ideology matters with respect to any possible benefits of pornography. Only liberals think it provides useful information or serves as an outlet. Among women, younger and less intelligent women are more likely to agree with liberals.
The Smart Vote holds up strongly on pornography not causing harm – for both men and women – and younger, more educated, higher earning and more liberal people agree that pornography doesn't cause rape.
The patterns are the same on the issue of pornography not undermining morality and the opinion that porn should be legal. The Smart Vote holds up very strongly again. Younger and more liberal people are more likely to accept both. More educated men are more likely to accept them too but income is not significantly related. Higher earning women are more likely to agree but education levels are not significantly related.
The Smart Vote says pornography is not harmful (and probably not beneficial either) but it cannot tell us which particular choice about pornography consumption is best. Older, and more conservative, men and women are less likely to consume pornography. More educated and lower earning women are also less likely to view X-rated films. In contrast higher earning women with less education are more likely to view X-rated movies.
The smart approach to pornography is to regard its consumption as a minor, largely harmless issue, and making it illegal for adults is stupid. The actual personal consumption of pornography is neither correct nor incorrect, in spite of its proven potential to change relationships.
1. Voluntary Exposure to Pornography and Men's Attitudes Toward Feminism and Rape, Kimberley A Davies, The Journal of Sex Research, Vol 34 No 2, 1997, 131-137.
2. Pornography and rape: theory and practice? Evidence from crime data in four countries where pornography is easily available. Katchisky B. International Journal of Law Psychiatry, 1991: 14(1-2), 47-64.
3. The pleasure is momentary …. The expense damnable?: The influence of pornography on rape and sexual assault. Ferguson CJ, Hartley RD, Aggression and Violence Behavior 2009, 14(5): 323-329.
4. Pornography: Research Advances and Policy Considerations by Jennings Bryant, Dolf Zillmann.
6 comments:
This comment has been removed by the author.ReplyDeleteReplies
Indian Aunties Group Fucked by Foreigner in Goa Beach,Tamil Housewives Bhabhi Group Sex In BathroomDelete
Indian mature aunty fucking in doggy style with pujari,Muslim Desi Girl Sucking Dick Fucking Boobs And Ass Fuck Hard
Booby Indian girlfriend showing big boobs in black bra sucking cock pics,Indian Mumbai call girl exposing large boobs in car
Chennai housewife caught by husband while having sex with Neighbor,Desi College Girl Sucking Dick And Take Cum-shoots In Mouth
Sunny Leone Group Sex With Indian Business Men In Hotel,Sunny Leone Take Three Indian Penis In Her Pussy
Desi Big Boobs Beauty on Live Sex Chat Exposing Her Hairy Pussy,Bangla wife naked in bathroom showing juicy tits and wearing bra
Hottest Actress Katrina Kaif's Boob Press In Party Shocking Real Picture,Very Beautiful South Indian Actress sexy night clothes
Cute Indian College Girl Nude Heavy Boobs & Wide Open Legs,Bollywood actress Asin hot nude naked photos pictures image
Beautiful Delhi University girlfriend Riya in transparent dress with her boyfriend,West bengal sexy couple in room dating
Indian Aunty Caught by her Husband When She is Having Sex with 17 Years old Boyfriend
Indian British Slut Gang-bang Anal Sex Get Huge Facial Cum-shoots,Isabella kaif sex scandal
Horny Bengali girl fondling tits fingering clean shaven pussy masturbation, Desi Naked Indian Pregnant Model Photo Shoot Fuck
Arabian Beautiful Women Secret Sex Pictures,Cute Arabian College Girl Fuck In Jungle,Arabian Porn Movie
Beautiful Big Boobs Asian Girls Sucking Big Penis,Super Sexy Punjabi Bhabhi Removing Clothes and funking nude
Indian Aunties Group Fucked by Foreigner in Goa Beach,Tamil Housewives Bhabhi Group Sex In BathroomDelete
Indian mature aunty fucking in doggy style with pujari,Muslim Desi Girl Sucking Dick Fucking Boobs And Ass Fuck Hard
Booby Indian girlfriend showing big boobs in black bra sucking cock pics,Indian Mumbai call girl exposing large boobs in car
Chennai housewife caught by husband while having sex with Neighbor,Desi College Girl Sucking Dick And Take Cum-shoots In Mouth
Sunny Leone Group Sex With Indian Business Men In Hotel,Sunny Leone Take Three Indian Penis In Her Pussy
Desi Big Boobs Beauty on Live Sex Chat Exposing Her Hairy Pussy,Bangla wife naked in bathroom showing juicy tits and wearing bra
Hottest Actress Katrina Kaif's Boob Press In Party Shocking Real Picture,Very Beautiful South Indian Actress sexy night clothes
Cute Indian College Girl Nude Heavy Boobs & Wide Open Legs,Bollywood actress Asin hot nude naked photos pictures image
Beautiful Delhi University girlfriend Riya in transparent dress with her boyfriend,West bengal sexy couple in room dating
Indian Aunty Caught by her Husband When She is Having Sex with 17 Years old Boyfriend
Indian British Slut Gang-bang Anal Sex Get Huge Facial Cum-shoots,Isabella kaif sex scandal
Horny Bengali girl fondling tits fingering clean shaven pussy masturbation, Desi Naked Indian Pregnant Model Photo Shoot Fuck
Arabian Beautiful Women Secret Sex Pictures,Cute Arabian College Girl Fuck In Jungle,Arabian Porn Movie
Beautiful Big Boobs Asian Girls Sucking Big Penis,Super Sexy Punjabi Bhabhi Removing Clothes and funking nude
Thank you for presenting a wonderfully coherent, valid argument with flawless transparency, which allows for argument and/or transposition of stats and sources; instead of blindly bludgeoning a misguided belief through half-remembered mores and aphorisms. Did you have the intention of arguing pro pornography when you started, merely questing stats that suited your thesis, or did you find the statistics led you away from a more definitive hypothesis: perhaps thinking to argue that pornography is completely harmless (and finding out that it does have a somewhat significant effect on interpersonal relationships, especially partnerships)? I wish there were some form of legislation forcing politicians to scrap the sensationalist, propaganda bullshit and speak only statistical, verifiable information.ReplyDelete
Looking for porno this days has been easier than those years before.ReplyDelete
filmes pornos
XXX vids porn freesexwatchvid movie. Free porn movie xhamsterhd videos. High porn videos lovpornhub porn.ReplyDelete


text:
5 examples of wasted government spending mentioned by Rand Paul at the 2013 CEI Dinner
Although President Obama thinks there's nothing left to be cut from the federal budget, Kentucky Sen. Rand Paul begs to differ.
Laura Byrne is a writer for Red Alert Politics. Her work has been featured on Yahoo! News, Fox Nation, and the Daily Caller. If she's not reporting, she's running or reading. She grew up on the Alabama Gulf Coast and spent her college years in New Orleans at Tulane University. After graduating, she finally left her Southern roots to move to Washington D.C. Follow her on Twitter at @Byrne_Notices.
Although President Obama thinks there's nothing left to be cut from the federal budget, Kentucky Sen. Rand Paul begs to differ.
Comedy Central host Stephen Colbert put aside his on-screen conservative persona Wednesday night to give a touching tribute to his late mother on "The Colbert Report."
It isn't just the private sector taking a hit from Obamacare. As employers prepare for the full impact of President Obama's Affordable Care Act in 2014, many local and state government agencies are being forced to shed staff or cut workers' hours and paychecks to stay afloat.
Alex Minsky isn't your average underwear model.
The Pentagon is shelling out millions of dollars — to coach football.
Need some heroin? No problem, just sell your "Obama phone."
Hey Hokies — take a whiff of this. Perfume company Masik Collegiate Fragrances just announced that Virginia Tech will be the next university for which the company produces a signature scent.
Some familiar faces are demanding that President Obama follow up on his promise to destroy all nuclear weapons.
This cat had a mustache before it was cool.
The harder the Obama administration fights to ban guns, the more Americans want to buy them.
Vice President Joe Biden isn't giving up on gun control anytime soon.
Two prominent liberals are criticizing President Obama, not because of the recent scandals, but because he's not doing enough to save the environment.
While the public still can't visit the White House, one member of the Baltimore Ravens' 2012 Super Bowl championship team voluntarily skipped the team's visit to 1600 Pennsylvania Avenue this week because of the president's pro-choice beliefs.
Fat people don't deserve Ph.D.s according to one New York University professor.
Nothing says immigration reform like wearing a fedora.
Attorney General Eric Holder isn't winning any popularity contests with the American public right now.
Rather than work with Republican lawmakers to make sure that the federal student loan interest rate doesn't double on July 1, President Obama held a press conference Friday morning bashing the House's proposed legislation.
Cities are known for their wasteful spending, but Kansas City, Mo. took it a bit too far – spending $15,000 on a youth mentoring event that never happened.
One Illinois school district wasn't too thrilled that one of its teachers was encouraging his students to use their Fifth Amendment rights in the classroom.
As one conservative pundit found out, not all Americans are angry with the Internal Revenue Service for improperly targeting conservative groups. In fact, some are so thankful that they're willing to sign their name on a thank you card to the agency.


text:
Or Login using BecomeGorgeous
Please fill the form below and follow the further instructions.
You are about to receive a email from us please make sure to check your spam or junk folder and add our email [email protected] to your contact list.
Thank you!
MTV starlets really know how to take advantage of the popularity that the Jersey Shore series has gained lately. Sammi "Sweetheart" Giancola is the latest star who has launched her very own jewelry line. This, however, is not the diva's first attempt to enter the retail industry, as she has also launched her own fragrance called "Dangerous". For her latest project, the guidette has partnered with the RichRocks brand for a "sweetheart-themed" jewelry collection. The collection consists of large hoop earrings, heart shaped pendants and earring... Read More


text:
An Elmwood woman sustained minor injuries Wednesday after striking a bear on a Pierce County roadway.
The Pierce County Sheriff's Office responded to the crash at 11:09 p.m. Oct. 25 on Highway 29 west of 620th Street in the town of Martell.
The driver, Lisa Thomas, 32, told deputies she was eastbound on the highway when the 2014 Subaru she drove struck the bear. Thomas sustained minor injuries, deputies reported, but was released from the scene after being evaluated by an Ellsworth EMS crew.