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Oklahoma governor touts victories from 2012 legislative session
The 2012 legislative session was marked by a flurry of successes that will deliver more efficient government services and an environment more conducive to job creation. While it's disappointing that an income tax reduction wasn't among those successes, the failure to reach a tax cut compromise should not detract from the many victories won this year.
Chief among those is a budget — as well as accompanying reforms — that will continue to limit the growth of government while targeting waste and duplication. The budget passed this year is a fiscally conservative blueprint for state government that largely holds the line on spending. It does, however, provide targeted increases for specific needs and areas in which we know the state must improve: education, child welfare programs, road and bridge repair, access to health care, and public safety.
The budget is supported by a number of reforms that save taxpayer dollars and allow state agencies to do more with less. Legislation instructing agencies to reduce energy costs, for example, is expected to produce savings of $300 million to $500 million over eight years.
Besides government reform, progress continues to be made toward building a better environment for business growth. Last year we successfully addressed issues directly related to the bottom line of businesses operating in Oklahoma, such as workers' compensation costs and frivolous lawsuits. This year we went further, helping to address areas that affect both the economic bottom line of our businesses and the quality of life of our citizens.
- Related to this story
- Article: New Oklahoma law will benefit rural patients
We know that Oklahoma's poor health indicators, for instance, result in thousands of deaths and hundreds of millions of dollars of lost economic output each year. To address that, we established programs this year aimed at reducing infant deaths, encouraging healthy life choices and offering treatment to those suffering from substance abuse and addiction issues.
Businesses and families want to locate in crime-free environments, so we've increased resources and state troopers at the Department of Public Safety. They want a safe and efficient transportation infrastructure; to that end we developed and funded a plan to repair all 706 of Oklahoma's structurally deficient highway bridges.
Additionally, improving education outcomes continues to be a priority, as we know the majority of jobs created in the next decade will go to those with college degrees or career certificates. To ensure our citizens are poised to take advantage of these opportunities, we're pursuing the goal of dramatically increasing the number of degrees and certificates awarded in Oklahoma.
Finally, we've put the state on a path to address and correct what has long been a black eye for Oklahoma — the substandard conditions for children in state custody.
All of these are large steps forward for Oklahoma and its citizens. Each will help to make the state a better place to live, work and raise a family. I'm proud to declare another legislative session a success, and I look forward to continuing our forward progress next year.
Fallin, a Republican, was elected governor in 2010.


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Monohybrid Fruit Fly Crosses: A Simulation
This material is replicated on a number of sites as part of the SERC Pedagogic Service Project
Students use a computer simulation, the commercial Biolabs Virtual Fly simulation, of fruit fly crosses to investigate the inheritance of a simple Mendelian trait. Students observe the results of initial crosses, make hypotheses about the inheritance of the trait, design crosses to test their hypothesis, analyze the results of their experiment and draw conclusions about the inheritance. This experiment uses a trait with simple dominant and recessive alleles appropriate for any beginning genetics students. A detailed example of how to do the crosses and a sample of a report along with a possible grading rubric are included. This excercise can be easily modified to include dominant, lethal or x-linked alleles.
Learning Goals
Scientific Method Learning Goals
- Propose reasonable genetic hypotheses to explain experimentally derived data
- Devise experiments to test the hypothesis
- Evaluate the results of the experimental test and determine whether the hypothesis is supported or not
- Revise hypotheses to incorporate new results
- Write a succinct conclusion describing the experimental evidence supporting the most likely hypothesis
Mendelian Genetics Learning Goals
- Diagram the experimental sequence whereby it can be shown that discrete alternative phenotypes are determined by the alleles of a single gene.
- Use the principle of equal segregation to predict progeny of crosses of known genotypes for a single gene.
- From progeny ratios, deduce parental genotypes.
- Demonstrate the use of branch diagrams and Punnett squares in predicting progeny genotypes and phenotypes.
Communication Learning Goals
- Be able to write a simple scientific report with observations, hypothesis, description of experiment, results, analysis of results, and a conclusion
- Demonstrate diagramming a cross showing both phenotypes and genotypes
Context for Use
Description and Teaching Materials
Monohybrid-Black-body is an html file that has the instructions for the sample assignment and the actual assignment, along with links to the simulation, an animation of how to use the simulation, and an annotated sample report.http://www.csuchico.edu/~jbell/Labs/monohybrid-black.html
Instructor's notes (Acrobat (PDF) 33kB Jul11 06)
Teaching Notes and Tips
The major difficulty students have with this assignment is understanding how to write genotypes and to use them to keep track of the alleles in a cross. An understanding of how alleles are separated into gametes and then recombined in the next generation is critical to being able to do this assignment. Students who are struggling with Mendelian genetics will tend to only write the phenotypes and ignore the genotypes, or will only give flies one allele for a trait. Some students will also struggle with the fruit fly convention of using a plus superscript on the name of the mutant allele to represent the normal allele (bl+) instead of the more familiar capital and small letters for dominant and recessive alleles used in most introductory text books.
In the write-up, in addition to the problem of not being able to write genotypes or use them to make predictions, many students fail to include a conclusion to their report. This may be because the result is what they expected, so they feel there is no need to repeat it at the end, but if following the form of a scientific report is an important goal of this assignment including a conclusion should be stressed. The assigned cross can be made more difficult than the example by using a mutant trait that is dominant (such as Lobe eye), lethal (Star eye), x-linked recessive (white eye) or even x-linked dominant (bar eye).
References and Resources
MERLOT description of the DNA from the Beginning resource that is used in this simulation.
The first five modules of DNA from the Beginning gives a good description with examples and problems of how to do simple Mendelian crosses such as in this asignment.


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How to Survive Gliding?
Bert Willing has spent some 2,200h over 28 years in three dozen different gliders, and run about 70,000km cross-country, mainly in the Alps. He earned an German instructor's licence 20 years ago, and since two years also teaches in his local Swiss club. He regularly trains aerobatics – without much ambition, he just loves rolls. Here he seeks why experienced pilots also have accidents.
In 1996, Southern France claimed a death toll of 18 amongst glider pilots – three of them dying at my airfield, when the training two-seater inadvertently spun into a single seater below it. At that point, I stopped gliding for a year in order to think about my own ranking on the list. Eventually I came to the conclusion (midairs set apart) that it solely depends on me if I want to wreck a glider. I then decided to keep on gliding and bought my first glider (well, a share in a glider).
Ten years and 1,300h later I can't help to state that the number of accidents is certainly varying from year to year, but on average it always stays the same. Why is this? Is there anything we can do about it? Do I have a chance to escape from the statistics on the long run?
For me, gliding means to get to know new landscapes, to widen my experience. I'm constantly reaching my limits, and if I want to learn something new, I have to push these limits – on each flight, I somewhere have to cross the limit at least a little bit: the next mountain pass, the next mountain range, or the known ranges a little lower and a bit faster. I need to get beyond the limits in my head, but I mustn't cross the limits of aviation!
I certainly have no easy solution to present how to avoid all those dead fellow pilots. I actually think that there is no easy solution at all – but may be it does help to speak out my thoughts.
Each time there is an accumulation of lethal accidents (which is about every summer) the pressure from third parties increases. Local or even national newspapers report, they point to the number of accidents (or impacts in residential areas), and subsequently politicians and the like feel the pressure "to do something". Which will come along as "preliminary" rules and restrictions with the remark that we'll have to wait for the accident investigation to conclude on causes.
Reading the investigation reports of the last years, one finds thorough explanations how the accident happened and why it was impossible to survive the impact. So, what do I learn from this? When a glider runs along with 110kph below a ridge and sticks its wingtip slightly into a rock, I don't need much of an imagination that the pilot doesn't stand any chance. If a pilot turns into final for an outlanding, stalling his glider less than 100m above ground – how would he possibly survive?
The investigation report will tell me very precisely, how the accident did happen – but not much else. It probably will tell me something about the poor pilot's overall experience, and his level of training. But honestly, I shouldn't expect much more even from the most conclusive report. But what I want to know is: Why did this accident happen? It's not like most of the accidents happen to low-hours pilots and youngsters. On the contrary, most often the victims are pilots with thousands of hours and accomplishments I dearly would like to get to.
- – Why a Klaus Holighaus didn't return from the mountains?
- – Why was a Hans Glöckl been had?
- – Why did a Wolfgang Lengauer crash into the ridge?
- – Why is Frederico Blatter gone?
- – Why does an experienced pilot spin into the ground during an outlanding?
- – How can I avoid to follow them?
If it hits so many experienced pilots, and if I'm piling up more and more experience – how not to be killed by my experience?!
Aviation is built on redundancy so that a single error doesn't turn into disaster. If a mechanical link to the aileron has failed, the daily check will make it evident and the glider is grounded – but if we skip that daily check, we make an error on top of the defect, and that gives way to an accident.
Avoiding accidents therefore means breaking the chain of errors. Obviously, we also could try not to make errors in the first place – but I personally haven't yet met the pilot who doesn't make errors. Now, what are these errors? "Error" is probably not the right word, "accident factor" seems more appropriate to me. Accident factors can be classified into several groups:
- 1. Technical Defaults
Here we find structural failures, or problems like failure of instrumentation due to clogged pressure ports.
- 2. Piloting Errors
These are badly executed manoeuvres, as erroneous planning of the pattern circuit, stalling on final etc.
- 3. Stress Overload
We can be overloaded by ending up in a messy situation (struggling to stay aloft over unlandable terrain, low-level rope break on aerotow), or simply by the fact that our personal performance has detoriated by lack of oxygen, dehydration, tiredness or an urgent need to pee. But a pilot is also overloaded if he has to identify another glider heading for collision with more than 300kph relative, when the background contrast is high.
- 4. Erroneous Situational Judgement
Here, things are getting a little bit fuzzy… To judge a situation, we have to take into account the weather, the terrain, our flight experience, our actual level of training, our daily psychological state – everything.
Error chains are typically made of accident factors from more than one of these groups. Initially, we are happily cruising and don't worry too much about outlanding sites – things look rather ok. Then the situation becomes a little stressy because that next thermal just doesn't want to show up, and the situation with fields is not exactly what we thought it was. Workload gets high and higher and we finally don't even recognise the piloting error on turning into final – until impact.
About twenty years ago I had a near-miss after which I started to think intensively about my behaviour in a cockpit: After releasing from a winch launch on a day without thermals, I was doing 60° bank turns in a glider of 26m wingspan. Somewhere around 250m AGL the nose gently started dropping, and the glider just wouldn't react anymore. The standard procedure to stop a spin showed no result (the rudder was sucked into the direction of the spin, and I was pushing the pedal towards a force-limit, instead of pushing it to the mechanical stop). After a short review of the situation (including a hopeless glimpse at the canopy jettison handle), I pushed the rudder out of the shoulder to the stop, jerked the flap lever to negative and started to pull up as soon as my bum signalled seat pressure. By this time I had done one and a half spin revolutions, and the pull-up was well beyond any limit for Vne or max G-load, just to stay clear of the tree tops.
Looking back, I had worked myself through every possible part of the error chain:
- – It was the time of my diploma exams and
I had a fairly poor level of training – but I wasn't aware that my
performance was badly affected by that.
- – I didn't thought about the fact that
stalling during a high-bank turn might turn even a docile ship into a
beast, and that an open class ship with its huge angular momentum takes
some more time to stop a spin.
- – I didn't fancy that the altitude after a winch launch only offers a quite limited reserve AGL for a spin experience.
- – I finally did a very common piloting error by stalling the ship.
The only reason why I had succeeded to break the error chain was that over the past, I had developed the habit to train spins (at high altitude) with almost any glider I ever flew. But the fact that I did make it in the end was basically luck (obviously, I didn't have any plan B). That day I decided that my survival mustn't merely rely on a little luck.
In order to break the error chain, we have to think about how to avoid or neutralize the "accident factors" of any of the above groups.
Technical defaults and piloting errors are "hard factors"; they can be assessed objectively. Since soaring has been around since quite a couple of decades, one can say that these factors can be relatively well kept at bay through official rules and legislation (training syllabus, airworthiness requirements etc.).
Stress overload and erroneous judgements are "soft" accident factors – it depends on the very pilot which stress load he will stand, or why he misjudges a critical situation. And as it depends on the pilot, there can be no strict rules to hide behind: Every pilots needs to know his own limits, and he can't discharge responsibility!
I am convinced that the starting points of most accidents are soft factors. The error chain then adds a hard factor or two (stalling on turn to final) to make the perfect crash. And as these soft factors can't be fought by general rules and legislation, they are difficult to grasp – and in the world of soaring, there is no tradition to discuss them in a structured manner. Professional aviation is light-years ahead of us in this point. Of course – professional aviation deals with other levels of workload and responsibility… Well, does it? In terms of responsibility, certainly so. There are not 300 pax in my Ventus choosing between chicken and pasta while trusting the pilot.
On the workload level, I'm not quite that sure. On an eight-hours cross-country flight through the Alps, I have to make strategic and tactical decisions by the minute, I have to fly the glider precisely (i.e. low on a ridge), I have to deal with lots of radiation from the sun and have to worry about getting enough oxygen to breathe. There is no autopilot or copilot I could count on. I'm convinced that high-performance flights in gliders put a huge workload on the pilot, and that those soft factors are being systematically underestimated and pushed away. It's about time to grow up a little in this aspect.
Stress Overload
A stress overload always happens when our performance doesn't match a given task. That may be the case because a task is very or even too difficult, or because our performance has decreased for various reasons. In any case, it is a "soft" factor as it strongly depends on the situation and on the pilot's personality.
What can we do about this? We have three choices:
- – We can make sure that our performance doesn't decrease.
- – We can make use of "pre-defined" solutions.
- – We can avoid situations which might push us beyond our limits.
Obviously, the best would be a combination of all three.
Performance can already be maintained by technical means: The human eye is not at all trained to identify an aircraft bound for collision. That aircraft doesn't move relative to our field of view – but genetically, we are hunters and our image processing is optimized for movement detection. The identification of a still object 30° off our nose is just not part of our "specification sheet". We can help our mark-1 eyeballs by using an anti-collision system as FLARM, by giving our glider's appearance a little contrast, and by supplying the brain with enough oxygen for image processing. As aerobatic pilots know well, image processing is the first thing shut down by the brain if there is a lack of oxygen.
Another tool which helped to reduce my personal workload enormously, is the GPS in alpine soaring. Without a GPS, going to a new mountain range gives a lot of work with map and rule in order to decide which outlanding field is within reach, and when I can't jump into the next cone anymore. If one gets low, one also needs to find lift on those unknown ridges, and if the ridges don't work, the workload gets real high. Since my GPS offers me the bearing and distance to the next field with a simple glance, my beats-per-minute have significantly decreased in such situations. Obviously, the maps and the rule are still in my side pocket, but most of the time I can just concentrate on the lift. And instead of having my nose in the map for long moments, I even can watch out for other gliders.
A helpful tool can also be a stall warning (i.e. the side string on the canopy). If a pilot spins in during the final turn for an outlanding, his normal input channels to detect a stalled attitude must have been clogged – which is also a form of overload.
And of course we have to pay attention to the biological base of our performance: If we fly for hours and hours, we have to eat, drink and pee – just as we do on the ground. If we sit for hours in the sun or the cold, we have to be protected. And flying in the mountains, we have to be aware how oxygen depletion affects our performance.
All these factors do tire us gradually, and we have to have a plan to fight them back. If I'm hungry, my blood sugar level is already too low, and when I'm thirsty, I am already dehydrated. And when I get the feeling that the air is getting thinner, the canula should have been up my nose since quite some time. Well, and everybody knows that bladder pressure is highest when we happen to be low down on the ridge…
All these factors play a role whether I will reach my limits during a hairy situation on this flight. And for this situation I should have made sure that I have the best prerequisites – a little less might just be the difference between a deep sigh, or dangling on a winch rope underneath a helicopter.
An important tool to escape from a difficult situation is the mental preparation – like considering a break of the tow rope while preparing for launch. Calling out "safety altitude" during aerotow means that I know exactly what to do in case the tug lets me down, and that I just execute a pre-drilled manoeuvre. A good example is Valentin Mäder's classification of a situation during cross country into the categories Green, Orange and Red. As long as the situation is "green", average speed is all which matters. As soon as the situation becomes "orange", the focus is on staying airborne, and during "red" the only task is a safe outlanding. By consequently "declaring the situation", any doubts are dismissed and the actions are well defined – deviation from the track, accepting weak lift, dumping the water etc.
Sometimes a sharp decrease in performance may happen exactly when we need it the least: One locks up under stress – a little like the rabbit which get hypnotized by the snake. There is a fair number of investigations into this subject (mostly from the defence industry), and the findings can be wrapped up as follows: When we suddenly identify a situation as being life-threatening, our body sets free a massive dose of adrenaline. If this dose is too high, our basic motoric functions are pushed to their max (to make us escape that evil lion hunting for us), but our fine motorics and our perception are drastically reduced – with tunnel sight and selective hearing, we loose the best part of our connection to the world around us. There is just no way anymore to judge the situation correctly and to act accordingly. Once such a reaction has taken place, there is absolutely no way to control it, and when this happens in a cockpit, the outcome is dramatic: the glider stalls on turning into final, everything spins around and we try until impact to pull up the nose.
Is there anything we can do about this? Well, the simplest and best solution would be to avoid this type of situation – some words on this below.
The only alternative is to make sure that there are no massive doses of adrenaline. Some situations can't or shouldn't be trained, and it is important to go through a mental preparation with pre-defined actions schemes. If during a flight we see than the situation glitches towards drama, we then can take out the pre-defined action of the mental drawer and execute it even under stress.
However, there are critical situations which can be trained and drilled very conveniently – if one only wants to. Spins are a very good example: A pilot who has seen just half or one rotation during his initial training will be heavily disoriented when ten years later the sky turns green and keeps spinning around. It's no big deal to do a little spin training at a safe altitude once or twice a year, together with an instructor if necessary. It will not be any guarantee that we never will spin a glider unintentionally – but if we do, stall, departure and even a stationary spin will be something we are used to, and our body will probably not push a dose of adrenaline into our veins which shuts off the better parts of our brains. Sometimes it just needs a second or two for the right reaction, and life goes on!
My near-miss described earlier is a good example: Having done spin training on various gliders over years did save my life, because the animal part of my brain didn't take the strange attitude of the glider as life-threatening, thus giving me the chance to think. Tow rope breaks around safety altitude on aerotow are another example – having done most of my launches on a winch, a low rope break on aerotow used to be a nightmare for me. Now that I fly as an instructor in a club which exclusively aerotows, I have to fly these exercises on a regular basis (and have to prepare them mentally) – they are actually an excellent example for pre-defined action schemes.
Each pilot has his own personal limits, and we just have to understand that often these limits are much closer than we would like to think. How do we avoid situations, which push us beyond our limits? The first and most important step is to judge the situation and its potential development correctly. I am absolutely convinced that most heavy accident originate at this point.
Erroneous Situational Judgement
Correct judgement of a situation requires knowing one's own limits – or even accepting the existence of personal limits in the first place, even though our "top gun image" might take a blow. It is important to be aware that these limits shift from day to day, and even throughout a single flight: Working the ridge after takeoff is a different story than ten hours later, when we scratch together the last couple of meters to finally make it home. If at the beginning of the season I spiral in a thermal just below and in front of the ridge, I might spend a thought or two on the fact that I just finished hibernation and I don't exactly have the same level of training as I had last autumn after logging 150h during the season.
There are no rules or legislations to help us on that – we have to judge by ourselves. Lying to oneself means having one leg in the tomb. During spiralling underneath a ridge I personally put myself upon each turn the question whether I think survival of the next turn is a realistic scenario – and on quite a couple of occasions, the answer is "no".
But even knowing the own limits one can perfectly have a judgement of a situation which is plain wrong. On a competition flight, I once went up the eastern side of the Durance valley from St Crépin to the turnpoint Briançon and back – with the north-westerly wind on that day a piece of cake to run low and fast. Unfortunately, the wind happened to be just strong enough so that this part of the valley was in the lee of the high Ecrins massif, and when I finally made back to St Crépin uncomfortably low, my neck had grown by a couple of inches.
In order to judge a situation correctly, it takes experience, and experience is actually the sum of all wrong judgements. Unfortunately, glider pilots can't really escape this mechanism – and it is also just part of the game to sometimes sit for hours in a field swearing and trying to figure out, how one ended up here.
The lesson simply is that I have to accept that my judgement may be wrong. The basic rule is "Always have an alternate".
If the thermals don't do what they are supposed to do, my "alternate" is a field within reach. But I have to know this field and be able to recall it before I get into the situation to need it! If my judgement is that the ridge will work, and I look for something landable only once the ridge has had its laugh at me, I'll be under stress – and I only can react instead of act. I need at least one answer for every potential development of a situation.
If I'm running the ridge low above the trees, or if I thermal just above the ridge line (I have to have my escape route at any point of time) that can be the lee side of the ridge, or just my excess speed. If I haven't thought about escape and hit the downdraft of the thermal close to the trees – well, then there will be just no escape. It's just like crossing a mountain pass – you always approach under an angle and have the speed to abort.
The principle is always the same – I have to plan for the possibility and the ways a situation might degrade, and I have to be at least one step ahead of this degradation. If I don't pay attention to this principle, I'll be limping behind, and eventually I won't be limping fast enough. Always be ahead of your aircraft.
Sometimes there is a "gutt feeling" that something is wrong with the situation. There is no real grasp on this, every single point looks ok, but it just feels not ok. As a trained physicist, I used to discard gutt feeling and called them Voodoo – there is little place for esotherics in the world of physics. However, I have come to learn to listen to gutt feeling, and even to take it seriously. There have been days with good weather, a glider waiting for me and the whole day at my disposal. But something didn't feel right and I told myself: Just forget it, go do something else. And I did. I still don't know whether I should have been flying on these days, but then even I don't need to know this – there will be enough other days to go flying.
Error Recognition
Stupid men always commit the same errors – intelligent men always invent new errors. Every pilot commits errors – we are humans, not machines. If we want to break the error chain, we have to organize or flying in a way that one single error won't lead to an accident. The planning for alternates is an important tool for this.
But if we want to evolve, probably the most important means is to recognize the errors we have made, and to eventually learn from them. That means being honest to oneself in the first place, and to be open for critics. If during a flight things didn't work out as expected, flying low did turn into flying real low, acceptable fields are nowhere to be seen and the adrenaline level rises… and puh, there is the lift and operations switch to "normal" again. Then it is absolutely important not to push away the event, but to mentally go through that situation again (maybe once we are back home) and to analyze how we did end up with cold sweat on our face. Of course it would be much more appealing to tell the buddies over a beer how close that call was and how our exceptional flying skills finally made it work out. But that means pushing away and lying to ourselves. It is much more worth to admit that that event was no good, and that would be better off avoiding it the next time. Stupid men always commit the same errors…
The recognition of errors also requires to listen to critics from the outside. An experienced pilot, an instructor and sometimes even a student pilot looks at our behaviour from the outside, and when he thinks he sees something strange – well, we should be listening first and then think about it before snapping "Shut up, bimbo". Maybe he ain't no bimbo.
Collective Treatment of Errors
People say that there are ten near-misses for every fatal accident. Those who had the fatal accidents are no more there to tell us which error chains finally killed them. The investigation report certainly will tell us that spinning in nearly vertically unfortunately didn't leave a chance for survival. But why did this pilot with a couple of thousand hours under his belt stall his glider? What let him to commit a piloting error and to not even be aware of it? He won't tell us – he's bloody dead.
But for him, there have been ten near-misses where the accident has been avoided by breaking the error chain. These pilots can explain us how the error chain was built up, and how they eventually managed to break it. We all could learn a lot from this experience if those pilots would be ready (and be allowed) to talk about it frankly and honestly! Near-misses are a huge pool of experience, and we are actually in no position to discard it. However, it is important that pilots can easily and without any disciplinary consequences talk about their critical situations – the internet provides us a fantastic tool for this.
Constructive dealing with errors is a crucial point which absolutely needs to be incorporated into the culture of gliding. According to our traditions, errors are to be punished and will have "consequences". Piloting errors should of course have the consequence of some more training, and there is very little place in aviation for any lack of discipline.
But there are lot of occasions to commit errors on the basis of "best knowledge and conscience". If we get away with it and are aware of having been stupid, then we could at least try and have our buddies profit from that experience as well.
This will only work if the soaring community promotes an open discussion about these errors. Maybe our image of being cool pilots will take a little blow – but honestly, the photo of a pathetic heap of scrubbed plastic is certainly not something which conveys an image of coolness, either.
Many thanks to Valentin Mäder for his thought and the discussions with him!
Bert Willing
- Original article: http://www.tango-whisky.com/How%20to%20Survive%20Gliding.pdf


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Student Engagement > Stand-downs
Schools must effectively involve students in learning to ensure educational success. Stand-downs, suspensions, and exclusions help provide indications of where engagement in productive learning may be absent and behavioural issues may be present. Stand-downs, suspensions and exclusions are not measures of student behaviour but measures of a school's reaction to behaviour. What one school may choose to suspend for another may not.
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We are committed to 4 key areas of concern: the Supply Chain code of conduct; local, seasonal and sustainably grown products; sustainable fish and seafood; and sustainable equipment and supplies.
Supply Chain Code of Conduct
We will ensure compliance with a Global Sustainable Supply Chain Code of Conduct in all the countries where we operate by 2015. Engaging the Supply Chain is seen as a major step towards a sustainable production system. Supplier Standards signed by suppliers help companies ensure that satisfactory labor and environmental conditions are applied in service provision. Verification by the company itself or by independent third parties ensures the enforcement of the Standards by the supplier.
Local, seasonal or sustainably grown or raised products
We will source local, seasonal or sustainably grown or raised products in all the countries where we operate by 2015. Through this commitment, we confirm our wish to contribute to sustainable agriculture, based on the preservation of natural resources and biodiversity, as well as respect for social justice and economic viability.
Sustainable equipment & supplies
We will source sustainable equipment and supplies in all the countries where we operate by 2020. This process applies to cleaning products, disposables, office equipment and supplies as well as technical maintenance products.
Sustainable fish & seafood
We will source sustainable fish and seafood in all the countries where we operate by 2015. In the last 30 years, the consumption of fish and seafood has tripled. Overfishing could result in the extinction of certain species. It is estimated that 75% of fish reserves in operation today are overfished.


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A collection of scholarly works about individual liberty and free markets. A project of Liberty Fund, Inc.
In this section of his essay Constant argues that the right to engage in commerce and the protection of property rights which makes this possible is one of the key factors which distinguished modern liberty from ancient liberty:
The effects of commerce extend even further: not only does it emancipate individuals, but, by creating credit, it places authority itself in a position of dependence. Money, says a French writer, 'is the most dangerous weapon of despotism; yet it is at the same time its most powerful restraint; credit is subject to opinion; force is useless; money hides itself or flees; all the operations of the state are suspended'. Credit did not have the same influence amongst the ancients; their governments were stronger than individuals, while in our time individuals are stronger than the political powers. Wealth is a power which is more readily available in all circumstances, more readily applicable to all interests, and consequently more real and better obeyed. Power threatens; wealth rewards: one eludes power by deceiving it; to obtain the favors of wealth one must serve it: the latter is therefore bound to win.
About this Quotation:
It is interesting to reflect on the context in which this essay was written. In 1816 Napoleon had been defeated for the second time, the economies of Europe had been wasted by 25 years of war, international commerce had been severely disrupted, millions of men had been under arms, hundreds of thousands had been killed or wounded, the French republican experiment had been brought to a close, and the monarchs were re-established in their thrones. In this climate Constant writes this important essay drawing a clear distinction between the liberty of the ancients (formal political liberties for some so long as all other freedoms were under the control of the state) and the liberty of the moderns (representative government, respect of individual rights, the rule of law, and the right to engage in commerce). The right to engage in commerce is central to this essay as Constant and other French liberals of the time believed that Europe had turned an historical corner and that it was entering a new "era of commerce and industry" and leaving behind it the "era of war and despotism" which had come to an ignominious end under Napoleon.


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Klax (Amstrad CPC)
Published by
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DescriptionAn action/puzzle game, the object is to catch assorted color falling tiles and create rows, columns, or diagonals of a single color. Each level requires a different pattern to be made, and the tiles fall faster, more at a time, and in an increasing number of colors as the game progresses.
Promo Images
Alternate Titles
- "Midway presents Arcade Hits: Klax" -- Game Boy Color title
- "クラックス" -- Japanese spelling
User Reviews
There are no reviews for the Amstrad CPC release of this game. You can use the links below to write your own review or read reviews for the other platforms of this game.
Critic Reviews
|Computer and Video Games (CVG)
|Aug, 1990
|91 out of 100
|The Games Machine (UK)
|Aug, 1990
|84 out of 100
|ACE (Advanced Computer Entertainment)
|Sep, 1990
|821 out of 1000
There are currently no topics for this game.
1001 Video GamesKlax appears in the book 1001 Video Games You Must Play Before You Die by General Editor Tony Mott.
Arcade versionStrictly speaking, this isn't a coin-op conversion per se, as the home and arcade versions were developed alongside each other. The top home versions (PC, Amiga and ST) are identical to the arcade game.
Atari 2600 versionAccording to AtariProtos.com, this was the last game released for the Atari 2600 by Atari. Although it was ported to the NTSC format, it was never released in that format.
- Amiga Joker
- Issue 01/1991 – #2 Best Dexterity Game in 1990
- Amiga Power
- May 1991 (Issue #00) - #26 in the "All Time Top 100 Amiga Games"
- Commodore Force
- December 1993 (Issue 13) – #67 "Readers' Top 100"
- Commodore Format
- July 1993 (Issue 34) - Modern Classics: Oddities
- Power Play
- Issue 01/1991 - Best Puzzle Game in 1990 (Amiga, Atari ST and C64 versions)
- ST Format
- Issue 01/1991 - Best Puzzle Game in 1990
Martin Smith (70038) added Klax (Amstrad CPC) on Jul 30, 2005
Other platforms contributed by keth (189), chirinea (46525), NGC 5194 (17583), RKL (5737), muesli (296), Sciere (658911), Sha1tan (17), Kabushi (248016), Martin Smith (70038), Servo (57410), Игги Друге (46368), koffiepad (10514) and 雷堂嬢太朗 -raido.jotaro- (60682)
Credits (7 people)
Conversion by:
Teque Software DevelopmentsProgrammed by:
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Bangkok Tenofovir Study
|The safety and scientific validity of this study is the responsibility of the study sponsor and investigators. Listing a study does not mean it has been evaluated by the U.S. Federal Government. Read our disclaimer for details.
|ClinicalTrials.gov Identifier: NCT00119106
Recruitment Status : Completed
First Posted : July 13, 2005
Last Update Posted : February 5, 2015
- Study Details
- Tabular View
- Results Submitted
- Disclaimer
- How to Read a Study Record
|Condition or disease
|HIV Infections
|Device: Tenofovir
|Phase 2 Phase 3
This is a phase II/III, randomized, double-blind, placebo-controlled study of the safety and efficacy of chemoprophylactic tenofovir, administered orally once daily to IDUs. The study will be conducted in Bangkok at 17 BMA Drug Treatment Clinics. Study participants will be randomized (1:1) to receive tenofovir 300 mg or placebo. Participants will be evaluated for adverse events and HIV seroconversion.
Primary endpoints: The primary efficacy endpoint will be measured by rates of HIV seroconversion measured at monthly intervals. The primary safety endpoints will be measured by the frequency of Grade 3 or 4 renal or hepatic function laboratory toxicities or clinical toxicities in blinded tenofovir and placebo arms, as defined by the Gilead-modified NIAID Adult Common Toxicity Tables, and which cannot be directly attributed to a cause other than study medications; and the frequency of adverse clinical events in tenofovir and placebo arms.
Secondary endpoints: Changes in HIV associated risk behaviors will be measured by rates of reported injection drug use and injection drug use frequency during the trial; rates of reported needle sharing; the number of unprotected sexual acts over the course of the trial; number of reported sexual partners over the course of the trial; and proportional use of condoms during sexual intercourse.
Medication adherence will be measured as: rates, by interview and documentation on tenofovir adherence card, of participants taking at least six (86%) of seven daily doses of study drug each of the four weeks preceding the monthly study visit. Differences in virologic and immunologic responses to HIV infection among tenofovir and placebo recipients will be measured by: plasma viral load, measured by quantitative RNA PCR, a predictor of clinical progression of HIV disease; 14 CD4 cell counts will be measured by flow cytometry. Rates and nature of HIV antiretroviral genotypic and phenotypic resistance will be measured. Genetic characteristics of infecting HIV viruses including DNA sequence analysis and antibody binding studies will be conducted.
In phase II, participants will be followed months 0, 1, 2, 3, then 3 monthly with hematology and chemistry tests and laboratory evaluations of renal and hepatic function until 200 person-years of observation are accrued. At that point, a DSMB safety assessment will be conducted. Follow-up of enrolled participants will continue during the DSMB safety assessment. If safety is confirmed, all phase II participants will continue, and additional participants will be enrolled into the phase III portion of the trial. Accrual of the target enrollment of 2,400 IDUs is anticipated to take 48 months.
Participants will choose between two follow-up schedules: monthly (every 4 weeks) or monthly plus daily with directly observed therapy (DOT). During DOT visits clinic staff will witness the participant swallow his/her study medication and clinic staff will initial the participant's tenofovir adherence card. Monthly visits will be the same for both groups and will include an assessment of tenofovir adherence and adverse events, a pill count and collection of unused pills, provision of a new 1 month supply of study medication, pre- and post-test HIV counseling, rapid oral HIV testing, urine pregnancy test (for female participants), HIV risk reduction counseling, and medication adherence counseling. At 3, 6, and every 3 months thereafter monthly procedures will be supplemented with a risk behavior questionnaire.
|Study Type :
|Interventional (Clinical Trial)
|Actual Enrollment :
|2413 participants
|Intervention Model:
|Parallel Assignment
|Quadruple (Participant, Care Provider, Investigator, Outcomes Assessor)
|Primary Purpose:
|Official Title:
|Study of the Safety and Efficacy of Daily Tenofovir to Prevent HIV Infection Among Injection Drug Users in Bangkok, Thailand
|Study Start Date :
|June 2005
|Actual Primary Completion Date :
|July 2013
|Actual Study Completion Date :
|October 2014
Active Comparator: Tenofovir
Device: Tenofovir
Placebo Comparator: Placebo
Device: Tenofovir
- Adverse events [ Time Frame: until end of trial ]
- rates of HIV seroconversion measured at monthly intervals [ Time Frame: until end of trial ]
- the frequency of Grade 3 or 4 renal or hepatic function laboratory toxicities or clinical toxicities in blinded tenofovir and placebo arms and which cannot be directly attributed to a cause other than study medications [ Time Frame: until end of trial ]
- the frequency of adverse clinical events in tenofovir and placebo arms [ Time Frame: until end of trial ]
- Rates of injecting and needle sharing [ Time Frame: until end of trial ]
- adherence to study drug/placebo [ Time Frame: until end of trial ]
- HIV viral load and CD4 counts [ Time Frame: until end of trial ]
- antiretroviral resistance [ Time Frame: until end of trial ]
- genetic characteristics of infecting [ Time Frame: until end of trial ]
- the number of unprotected sexual acts over the course of the trial [ Time Frame: until end of trial ]
- number of reported sexual partners over the course of the trial [ Time Frame: until end of trial ]
- proportional use of condoms during sexual intercourse [ Time Frame: until end of trial ]
Choosing to participate in a study is an important personal decision. Talk with your doctor and family members or friends about deciding to join a study. To learn more about this study, you or your doctor may contact the study research staff using the contacts provided below. For general information, Learn About Clinical Studies.
|Ages Eligible for Study:
|20 Years to 60 Years (Adult)
|Sexes Eligible for Study:
|Accepts Healthy Volunteers:
Inclusion Criteria:
- Report injection drug use in the 6 months before screening
- Possess a Thai National Identification Card
- Laboratory values as follows within 2 weeks before enrollment:
- HIV oral fluid test non-reactive at screening and pre-enrollment visits
- Hemoglobin 9 gm/dL
- ALT and AST 2.5 x upper limit of normal (ULN)
- Total bilirubin 1.5 mg/dL
- Serum amylase 1.5 x ULN
- Serum phosphorus 2.2 mg/dL
- No evidence of current or chronic Hepatitis B infection by serology
- Calculated creatinine clearance 60 mL/min by the Cockcroft-Gault formula where creatinine clearance in mL/min = Male: (140 - age in years) x (wt in kg)/72 x (serum creatinine in mg/dL) Female:(140 - age in years) x (wt in kg) x 0.85/72 x (serum creatinine in mg/dL)
- Willing to abstain from sexual intercourse or use effective contraception during the trial (oral, injection, or barrier), for women
- Willing and able to provide informed consent for study participation
- Available and committed to DOT or monthly follow-up for at least 12 months
Exclusion Criteria:
- Clinic physicians will determine if a subject with chronic illness requiring prescription medication can not enroll (medication used for drug treatment is allowed)
- Positive urine pregnancy test
- Breastfeeding
- History of significant renal, liver, or bone disease
- Any other clinical condition or prior therapy that, in the opinion of the clinic physician, would make the subject unsuitable for the study or unable to comply with the dosing requirements
- Concurrent participation in any other HIV prevention trial or drug/vaccine safety trial. AIDSVAX B/E HIV vaccine trial (CDC protocol #2076) participants and Extension Study (CDC protocol #3750) participants may be screened for enrollment in the Bangkok Tenofovir Study.
To learn more about this study, you or your doctor may contact the study research staff using the contact information provided by the sponsor.
Please refer to this study by its ClinicalTrials.gov identifier (NCT number): NCT00119106
|Thailand Ministry of Public Health - U.S. CDC Collaboration
|Nonthaburi, Thailand, 11000
|Principal Investigator:
|Kachit Choopanya, MD
|Bangkok Tenofovir Study Group
|Study Director:
|Michael T Martin, MD, MPH
|Centers for Disease Control and Prevention
|Study Director:
|Lynn Paxton, MD
|Centers for Disease Control and Prevention
|Responsible Party:
|Centers for Disease Control and Prevention
|ClinicalTrials.gov Identifier:
|Other Study ID Numbers:
|First Posted:
|July 13, 2005 Key Record Dates
|Last Update Posted:
|February 5, 2015
|Last Verified:
|February 2015
HIV Seronegativity
HIV Infections
Acquired Immunodeficiency Syndrome
Lentivirus Infections
Retroviridae Infections
RNA Virus Infections
Virus Diseases
Sexually Transmitted Diseases, Viral
Sexually Transmitted Diseases
Immunologic Deficiency Syndromes
Immune System Diseases
Slow Virus Diseases
Antiviral Agents
Anti-Infective Agents
Reverse Transcriptase Inhibitors
Nucleic Acid Synthesis Inhibitors
Enzyme Inhibitors
Molecular Mechanisms of Pharmacological Action
Anti-Retroviral Agents
Anti-HIV Agents


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As I was running on the treadmill during my lunch break today, I did what never fails to get me through the mandatory 30-min cardio (which by the way I hate with passion) – let my mind roam. And what better way to do that than daydream about travel?! What if I could allow myself a three-month vacation and go anywhere I wished? What would my "travel menu" look like? Well, I can tell you with certainly that when it comes to travel planning I have a big appetite.
East Mediterranean Cruise
I love cruising. I find it to be one of the most convenient, comfortable and effortless ways of travel. You don't have to worry about finding accommodation, and if you pick the right cruise company, you will be pampered with top notch service.
I have cruised the west part of Mediterranean couple of times, and would love to tour the eastern part the same way. What better way to expand your horizons than to ply the cradle of ancient civilization on a luxury vessel and hop from country to country taking in the natural beauty, history, culture and cuisine at each spot – all with its own unique flavor.
I'd peruse the charming cobblestone alleyways of Santorini and Mykonos, moor in the harbor of Athens and Cypress, roam Dubrovnik's ancient churches, barter at Istanbul's bustling Grand Bazaar, admire Jerusalem's vibrant synagogues, the Palace of Knossos on Crete and the castle of the Knights of St John on Rhodes. Finally, I'd end the cruise in Venice, the city of love and romance. Talk about whetting your appetite for travel.
Main Course
New Zealand and Australia
After a relaxing tour of the Mediterranean it will be time to see a totally different part of the world, places I have been dying to visit for a very long time now. Ideally, I'd spend two weeks in New Zealand hitting Auckland, Rotorua, Wellington on the North Island, and vineyards of Marlborough, Christchurch, Lake Tekapo, Queenstown, Te Anau, Milford Sound, Lake Wanaka and Rippon Winery. I mean, there is so much to see and do in New Zealand that I don't yet know about, although Instagram keeps me inspired every day.
The logical continuation of my journey will be to explore Australia next. Melbourne, Great Ocean Road, Uluru, Sydney, Brisbane, Great Barrier Reef and all the picturesque vineyards in-between would all be part of my itinerary.
View this post on Instagram
Instagram of the Day: There's no doubt that autumn produces some of the best sunrises and sunsets across Sydney. Keen photographers can head to any number of spots to catch the natural beauty over the city. Try Mrs Macquarie's Chair (pictured), Kirribilli or North Head for beautiful vistas of our favourite landmarks. #ilovesydney 📷 @silasbaisch
View this post on Instagram
Talk about postcard material! The #12Apostles certainly are photogenic, especially bathed in the soft light of sunrise or sunset. @justin.yng captured this stunning shot from one of the 12 Apostles lookouts, of which there are several along the @visitgreatoceanroad – pop into the visitor centre in #PortCampbell and grab a map so you know where to go. Tip: The Gibson Steps are a good option if you want to see the Apostles from sea level, for something a little different. #victoria #beach #melbourne #visitvictoria #roadtrip
Exotic Islands for lasting impression
After an exhausting, action-packed travels it would only make sense to end my tour in a total relaxation. I imagine laying on a white sand beach under the shade of the palm tree, with a colorful cocktail in my hand. My dream islands are Fiji, Bora Bora, Maldives and Seychelles. No matter which one I pick, it would make the most blissful ending to this world tour of mine, don't you think?
And right as I was imaging ordering one more glass of the said cocktail, the beep of the treadmill brought me back to my senses. It was time for cool down, stretch and head back to the
grind reality, i.e. work work work.
Don't forget to link-up your post on Emma, Angie, Polly and Binny's blogs. This month the topic is A Travel Menu, i.e. if travel was a menu, what would be your starter (short haul), main (long haul) and/or dessert (a place with a lasting impression).
xoxo, nano
Let's connect on Instagram | Twitter | Facebook | BlogLovin' | Pinterest


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- "The Slytherin colours of emerald and silver were everywhere, draping the bed, the walls and the windows. The Black family crest was painstakingly painted over the bed, along with its motto Toujours Pur. Beneath this was a collection of yellow newspaper cuttings, all stuck together to make a ragged collage."
- —Description[src]
Regulus Black once owned a bedroom which was located in his family home, 12 Grimmauld Place, in London. It is situated on the topmost floor, along with Regulus's brother Sirius's bedroom.[1]
Early history
As 12 Grimmauld Place has been inhabited by the Black family for many generations, it is presumed that the room was used by another member of the Black family prior to Regulus's childhood, possibly as a bedroom.
After the death of Regulus, it is likely that the room was left untouched as a sign of respect for the deceased Death Eater. In 1997, the room was described as dusty and untouched, indicating that it has not been inhabited for many years.[1]
Second Wizarding War
During the height of the Second Wizarding War, the room was searched along with the entire house by Severus Snape. It appears he found nothing of value there.
12 Grimmauld Place was used as a hideout by Harry Potter, Ron Weasley, and Hermione Granger in the same year.[2] They were fulfilling the mission Albus Dumbledore had given them, to find and destroy all of Tom Riddle's Horcruxes, and were investigating the only lead they had, the initials R.A.B. which were hidden in a fake locket Horcrux.[3]
While staying at the Black residence, Harry noticed that R.A.B. stood for Regulus Arcturus Black and searched his bedroom for the real locket Horcrux along with Ron and Hermione. However, they found nothing,[1] and soon learned that the locket had been stolen by Mundungus Fletcher.[4]
After the war
It is unknown what happened to the room or the house after the fall of Voldemort and the climax of the War.
The room was described as slightly smaller than Sirius's. A sign is hung above the threshold which reads: Do Not Enter Without the Express Permission of Regulus Arcturus Black. The walls, windows and bed are draped with Slytherin's trademark colours: emerald and silver. The Black family crest is painted over the bed along with the family motto: Toujours Pur, which is French for 'Always Pure'.[1]
An old Slytherin Quidditch team photograph adorns one of the walls, featuring Regulus, the Seeker, sitting in the middle of the a crowd of Slytherin students. When Regulus was a strong supporter of Voldemort, he collected newspaper cuttings about his idol and stuck them together to form a ragged collage.[1]
Over time the room grew dusty and the newspaper cuttings turned yellow. When the room was searched by Snape, the drawers of a desk had been taken out and the contents had littered the floor. It is unknown if this mess was ever cleaned up.[1]
- Harry Potter and the Order of the Phoenix (video game) (Door only)
- Harry Potter and the Deathly Hallows (First appearance)
- Harry Potter and the Deathly Hallows: Part 1
Notes and references
- ↑ 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 Harry Potter and the Deathly Hallows, Chapter 10 (Kreacher's Tale)
- ↑ Harry Potter and the Deathly Hallows, Chapter 9 (A Place to Hide)
- ↑ Harry Potter and the Half-Blood Prince, Chapter 29 (The Phoenix Lament)
- ↑ Harry Potter and the Deathly Hallows, Chapter 11 (The Bribe)


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Jonathan - Frightlines (Drake's Headlines Halloween Parody)
"Jonathan does it again with "Frightlines"...a Halloween parody of Drake's "Headlines." You can catch Jonathan on the Nationally Syndicated Russ Parr Morning Show. Go download Jonathan's parodies for free at http://www.reverbnation.com/jonathanrpms. Also, follow him on Twitter: @JonathanRPMS"
Please click the "Report" button below if the video on this page is not working properly.
Comments will only be displayed by verified emails. No Spamming or Racism.


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Payday Loans in New London, CT Reviews
Find the reviews and compare direct lenders in New London. Or fill out some simple personal information to pre-qualify for a Payday Loan and get the money within 24 hours since approval.
Check your eligibility without affecting credit score
We keep your personal information secured!
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Payday Loans from the Best Direct Lenders in New London, CT
Payday Loan detailed information and customers' reviews will help you to get the necessary cash advance as soon as possible with the least time and effort. Learn what amounts, rates and terms lenders offer in New London, CT. Apply 24/7 online from your computer or mobile. If you prefer to do it in person, find Payday store adreesses in New London with regular working hours, phone numbers and e-mails.
Besides, we can save your time and let you fill out an application form right now online to get the necessary amount of cash advance within 24 hours.
Payday Loans Online or Near You in New London, CT
Payday Loan reviews will allow you choose the company which provides first-rate customer service to residents of New London, CT who need a Payday Loan for any urgent expenses. Getting a Payday cash advance in New London is quick and easy even if you have bad credit. Instant approval is possible with NO hard credit check. Enjoy other benefits of Payday Loans filling in our simple free application form:
1. Fast Online Approval within 90 seconds;
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4. Cash Advance at the lowest rates with no hidden fees.
Alternatives to Payday Loans in New London, CT
Don't forget that Payday Loans are short-term money sollution. The main idea is to help you cover urgent unexpected bills. Not to make your debt even deeper you must be sure that you can afford to pay back the loan on time. If you have any doubts of your repayment ability, consider other options to find extra cash such as:
Apply for a Personal Installment Loan.
Use Peer-to-Peer lending.
Ask family and friends for help.
Use your own savings.
Apply for an advance from your employer.
Consider a Personal Loan or a loan from a bank or Credit Union.
Get a Credit Card.
Ask for credit counseling.


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Samsung Galaxy Core Gives Just a Taste of the S4
The core of a galaxy is typically a supermassive black hole. What does that say about the Samsung Galaxy Core, a midrange Android phone the company announced today? Possibly that it's sure to be unnoticed while everyone's attention is on Samsung's white-hot star, the Galaxy S4.
The Core is a less powerful phone, although it has a few of the S4's features such as Smart Stay, where the screen won't time out while you're looking at it; Smart Alert, which lets you know about missed calls and messages when you pick up the phone; and Motion UI gestures that let you perform certain functions (such as refresh an mute) just by moving the phone.
The 4.3-inch screen has just 800 x 480 resolution, quite a bit lower than the S4's full HD display. The dual-core 1.2GHz processor (with 1GB of RAM) shouldn't have a problem driving those pixels, and it runs Android 4.1 "Jelly Bean." There's no 4G on board, but users can opt for a dual-SIM model for connection to more global 3G networks.
Internal storage is just 8GB, but owners can augment that by up to 64GB with a microSD card. The battery packs 1,800 milliamp-hours of juice, a bit lower than the S4's 2,600 mAh battery, but it won't be taxed as much either. The rear camera is 5 megapixels; the front is VGA.
Clearly aimed at the mid to low end, the Galaxy Core may appeal overseas as a dual-SIM phone that gives a taste of the S4 experience at a lower price.
Let us know what you think of the Samsung Galaxy Core in the comments.
BONUS: Samsung Galaxy S4 Review
Galaxy S4 Review
Homepage image by Justin Sullivan/Getty Images News/Getty Images; lead image courtesy of Samsung


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Volvo Car Corporation's leadership in car safety is once again highlighted by the Insurance Institute for Highway Safety (IIHS). In the latest report the Volvo S60 is one out of the two cars that earn the best rating in IIHS's new small offset frontal crash test.
In the new test, 25 percent of the car's front end on the driver side strikes a rigid barrier at 40 mph (64 km/h), with a Hybrid III dummy belted in the driver seat. The test is designed to replicate what happens when the front corner of a car collides with another vehicle or an object like a tree or utility pole.
"The relatively small overlap is a very severe crash situation and we are very pleased with the test result. Our aim is to build cars that help protect the occupants in most crash situations that occur in real-life traffic. This test confirms that our safety systems work as intended also when a small part of the front is involved in the collision," says Thomas Broberg, Senior Safety Advisor at Volvo Car Corporation.
Several top results
Volvo Car Corporation's dedication to car safety has been recognized in several recent studies.
Last year, no less than five Volvo models - the C30, S60, S80, XC60 and XC90 - earned a Top Safety Pick. Volvo was the only European luxury brand with five awarded models in the 2011 IIHS report.
The XC60 was also the only SUV crossover with an IIHS Top Safety Pick and an overall 5 star U.S. NCAP rating. In the 2010 test, the XC60 received 5 stars in all individual crash tests, including 5 stars for the driver and 5 stars for the passenger in the frontal collision as well as 5 stars in both side tests.
For more information, go to www.iihs.org


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Sourdough Ciabatta with Emmer
Here is my interpretation of ciabatta made with sourdough.
As a general rule wetter doughs require less madre. I used 20% instead of normal 25% as per doughs made at 70% hydration.
lievito preparation:
- lievito madre in aqua: 12hrs @ 15C
- bath: 15 minutes in sweetened water @ 38C
20% - lievito madre
90% - '00' flour
10% - whole emmer flour
85% - water (of flour added)
02% - salt (of total flour)
I mixed to the maximum extension of the gluten (full development)
4hrs @ 27C. Stretch and fold every 30 minutes for the first two hours, undisturbed for the remaining two.
Prove at room temp for 4hrs or until past double.
This is super soft as I have kept lactic acid to a minimum.
I have already made this again but with 30% emmer wheat and it had a wonderful aroma, definitely some diacetyl vapourising as it cooled fresh from the oven!


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Professional Candle Making Supplies Since 1972
Container Blend Wax - CBL-129
A multiple pour jar/container blend that is designed to offer you a rich smooth blend on your container candles, this specialty candle wax is designed for containers and votive candles. This wax can do double duty for you. There is no need to use two different waxes for your containers and votive candles.
50-pound case [W5012]
1 - 4
5 - 9
10 - 41
42 - 210
Product Description
This is Candlewic's own custom blend that is formulated to give a smooth finish on your container and votive candles. This candle wax will handle high fragrance loads and will exhibit very true and vibrant colors in your candles. This candle wax blend will offer your candles very good burning characteristics and will eliminate undesirable "wet spots". This product will require a top off point.
Recommended wicks for this wax
Wax Blend Consistency: Hard
Fragrance Capacity: 5-8%
Candle's Finish: Smooth & Opaque
Pouring Temp (°F): (140-155)°
Melting Point (°F): 131°
Fragrance Capacity: 5-8%
Candle's Finish: Smooth & Opaque
Pouring Temp (°F): (140-155)°
Melting Point (°F): 131°
Product Data Sheet (PDS): Download CBL-129 PDS
Material Safety Data Sheet: Download CBL-129 MSDS
Material Safety Data Sheet: Download CBL-129 MSDS
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HIGH octane Jets midfielder Ruben Zadkovich has been cleared of a serious knee injury and could be fit for the crucial clash against Brisbane Roar on Saturday.
Zadkovich was forced off the training pitch on Tuesday after clutching at his knee following a challenge from Tiago.
He was initially scheduled to have an MRI tomorrow, but the scan was brought forward after a cancellation late Tuesday.
The scan returned clear of structural damage but picked up inflammation in the joint which is expected to settle in the next couple of days.
The Jets have today off training and Zadkocvich is expected to be assessed on Friday.
If he is ruled out, captain Jobe Wheelhouse, who is returning from a knee injury, and 20-year-old Jacob Pepper are the main contenders to partner Josh Brillante in midfield.
Meanwhile, former Jets championship winning captain and fringe Socceroo Jade North has signed with the Brisbane Roar.
North, 31 on Monday, has spent the past two years in Japan, but with his current club Consadole Sapporo relegated to the second division, he inked a three and a half year deal with Brisbane on Tuesday. He had previously been linked to Sydney FC and Melbourne Victory.
The versatile defender and his family are due in Brisbane next week, meaning he will miss the match against the Jets at Hunter Stadium.
North, who will fill the Roar's Australian marquee position, began his national league career as a teenager at the Brisbane Strikers and has since played at Sydney Olympic, Perth Glory, Jets, Incheon United (Korea), Tromso (Norway), FC Tokyo (Japan) and Consadole Sapporo (Japan).
He has 39 caps for the Socceroos.
"I'm looking forward to putting one foot forward and contributing to the legacy Brisbane Roar has created over the past two seasons and doing all I can to help add to the trophy cabinet,'' North said.
"For me it's exciting to know I will be playing in front of family and friends, but most importantly for the city which groomed me as a player.''
Ruben Zadkovich. Picture: Darren Pateman


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The brouhaha over Apple replacing Google Maps in iOS 6 with its own mapping and navigation technology has not changed customers' minds about the iPhone 5, according to a ChangeWave Research survey.
ChangeWave, which polled more than 4,200 consumers in the U.S. and Canada, reported last week that only 10% of those with an iOS 6-powered iPhone said they had experienced a problem with Apple Maps, with the largest chunk of those -- 6% -- acknowledging the issue was "not much of a problem."
Nine out of 10 said they had not experienced any problem.
And while others -- analysts and public relations specialists -- had ranked the Apple Maps issue as a PR mess equal to or even greater than the one in 2010 over "Antennagate," consumers did not.
Two years ago, when ChangeWave polled on Antennagate -- the name Apple's former CEO Steve Jobs gave the uproar when iPhone 4 owners reported that signal strength plummeted and calls were interrupted if they touched the newly-redesigned smartphone in certain ways -- 35% of those surveyed then said the antenna issue was a problem.
In a research note, Paul Carton, director of research at ChangeWave, called the Maps snags "of marginal concern" to iPhone 5 and iOS 6 users.
ChangeWave's data backed that up: When consumers who said they were unlikely to buy an iPhone 5 were asked to provide a reason, none cited the Maps issue.
The other at-launch change that rattled users was Apple's switch to the smaller "Lightning" charging and data port on the iPhone 5, which upset customers who would need to buy adapters to connect their new smartphones to older docking and sound systems.
Many more consumers reported having problems with that move than Apple Maps: Of those who said they were likely to buy an iPhone 5, 68% said the Lightning port was a problem, with a whopping 31% asserting it was "somewhat of a problem," another 31% saying it was "not much of a problem," and 6% calling it a "very big problem."
Only 26% said it was "no problem at all."
Even so, Carton said the two issues "hardly rank as bumps in the road."
Overall, consumers were more likely to purchase the iPhone 5, said Carton, than last year's iPhone 4S at the same time in its release trajectory.
Almost one in five polled -- 19% -- said they were "very likely" to buy an iPhone 5 for themselves or for another person in the next 90 days, while 13% said they were "somewhat likely" to do so, for a combined plan-to-purchase of 32%.
That was significantly higher than the 21.5% who answered the same way in 2011 when asked about the iPhone 4S. The "very likely" difference was even greater: 19% for the iPhone 5 compared to 10% for the iPhone 4S, or nearly double.
The iPhone 5 continues to be in short supply, with shipping delays in the U.S. still at the three-to-four-week range, according to Apple's e-store. That range hasn't budged since shortly after Apple started selling the iPhone 5 on Sept. 21.
While some contend that the problem is greater-than-expected demand and others argue that Apple's production has not kept pace, the iPhone 5's current shipping delay is at least double that of the iPhone 4S at the same point in its timeline.
About three weeks after the iPhone 4S's debut, Apple was telling customers at its online store that orders would ship in one to two weeks.
Gregg Keizer covers Microsoft, security issues, Apple, Web browsers and general technology breaking news for Computerworld. Follow Gregg on Twitter at @gkeizer, on Google+ or subscribe to Gregg's RSS feed . His email address is firstname.lastname@example.com.
See more by Gregg Keizer on Computerworld.com.


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|C.S. Lewis
- C.S. Lewis, Mere Christianity
"We believe in being honest, true, chaste, benevolent, virtuous, and in doing good to all men; indeed, we may say that we follow the admonition of Paul—We believe all things, we hope all things, we have endured many things, and hope to be able to endure all things. If there is anything virtuous, lovely, or of good report or praiseworthy, we seek after these things." - Articles of Faith 1:13 (Disclaimer: I am not an official spokesman for the Church of Jesus Christ of Latter-day Saints)
|C.S. Lewis


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Buy Car Insurance Online in Simple StepsWhen it comes to motor insurance, one wants to be sufficiently covered to get adequate financial assistance during road accidents, vehicle theft, etc. As car insurance across all general insurance companies offers similar features and benefits, everyone wants the convenience of comparing products before buying a car insurance without spending time. Comparing car insurance and purchasing your policy on the net can save you time, money and the hassle of submitting a huge number of documents! Also you get the convenience to buy car insurance online sitting at your home or your office, at any time, at your own expediency. All you have to do is to follow some simple steps and within minutes, you can either buy a new policy or renew the older one.
Settle on how much coverage you need: The first step is that decide on how much sum insured which is the maximum amount provided by the insurer on theft or total loss of the vehicle. You require. The amount varies for different vehicles with different car insurance providers. So find out the right IDV ( Insured declared value) for your car, which is arrived at by adjusting the Manufacturer's selling price* of the vehicle with depreciation percentage as per tariff before proceeding.
Manufacturer's Listed Selling Price = (Cost Price + Local Duties) / Taxes, excluding Registration and Insurance
Visit various sites providing the online policy and verify the policies: Did you know your car insurance premium can decrease with time? It is important to check for the IDV of your car, visit the websites of various insurance companies. There are numerous companies that offer online policies both for new as well as used vehicles. Go through all the sites, review and go through all terms and conditions offered by them. Different companies might have different terms and conditions for new and used cars. Understand all these, and then make an informed decision.
Ask for online quotes and compare them: Before, you decide to buy a policy from a particular company, it's important that you get estimates from different companies. This helps you know which company is offering a comprehensive coverage at a good price. If you go to a site to get an estimate, you can type in your information and get a list of companies for comparative quotes. Remember, there are two types of indemnity websites: company's website and 3rd party websites. You can get free quotes from both, although it's advisable to first get quotes from companies and then from third party sites. You can then compare the prices. Remember, evaluating various quotes let's you know about various policies available and the amount of premium you will have to pay.
Look for discounts, but also review the company's background: When you buy a policy online, make sure you also check if the companies are offering any discounts. You might come across a company, which offers discount or whose coverage is not costly, but it's vital to consider that discounted or less-expensive quote isn't the only basis for choosing an insurer. Check the benefits available and the exclusions mentioned, Check if the company is economically sound? Check for customer testimonials and reviews to know how the company will handle your case if there is a claim.
Review the policy and then buy online: Once you finish your research and have decided on a company, make sure you review all the clauses before making the final call. Check that the amount mentioned is correct and the policy offers all that was agreed on. Once you verify that everything is alright, all you need to do is follow the steps required by the website to buy car insurance online and get your used vehicle covered immediately. You can make the payment by a debit card, credit card or Internet banking.
Follow these simple steps and purchase a new policy or just renew it without any hassles.
For more information visit: Buy Car Insurance Online and Car Insurance Online India.
Article Source: http://EzineArticles.com/expert/Kirti_Saxenaa/1487942
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My Pie Monday: Ragin Cajun, Formaggio Frico, Pizza Pup and More!
Glimpse pizzas made by fellow Slice'rs.
And now we are back to our regularly scheduled My Pie Monday! The pizza load is light this week, but there is great quality in the quantity here. Just take Dhorst's pie for example, the Ragin Cajun! She's got some imported Louisiana sausage to complement her aleppo spiced sauce and it sounds like it's the real deal. It also looks like Whohah and Dhorst could be in MPM cahoots, or at least very much on the same wavelength based on his pork, pepper, mushroom combo (even the cheese mix matches up)—great minds! Imwalkin discovers an added bonus to the Baking Steel; its ability to make molten cheese into frico treats. And Norma shares her latest work on a Buddy's clone pizza and also includes a picture of a little buddy of her own. Can't wait to see what you crazy kids come up with next week!
If you're making pizza this week, send us a shot for next week's My Pie Monday!
Just take one snapshot of your homemade pizza, describe your cooking method (briefly!), and follow these instructions to get it to Slice HQ by 8pm EST on Thursday night. Be sure to let us know your Slice/Serious Eats screen name!
All products linked here have been independently selected by our editors. We may earn a commission on purchases, as described in our affiliate policy.


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TSTI alleges that Suzlon failed to honour its obligation to purchase just over $500 million-worth of towers. TSTI says it has supplied Suzlon with just $88.6 million worth since the two companies signed a supply agreement in 2008.
Announcing the lawsuit, TSTI specified that Suzlon committed itself in 2008 to purchasing $377.3 million worth of TSTI 80-metre towers "on a scheduled basis through 2011". Two subsequent amendments to the supply agreement increased Suzlon's commitment by $123.8 million and extended "the delivery timeframe" to 2013.
Suzlon breached its "contractual purchase obligations" in both 2010 and 2011, claims TSTI, adding that the Indian-headquartered turbine manufacturer has not yet confirmed its tower purchases for 2012 and 2013.
TSTI claims it is incurring damages as a result of Suzlon's alleged breach of purchase obligations. The tower manufacturer says it "has been, and remains, willing and able" to meet its side of the supply agreement.
Suzlon has issued a brief statement in response: "This matter is unfortunately a direct consequence of the downturn in [the] US market over [the] past two years. Trinity continues to be a preferred supplier for Suzlon, and we are committed to finding a mutually agreeable solution. Given that the matter is sub judice, it would be inappropriate to comment further."
Announcement of TSTI's lawsuit came just days after Suzlon publicised a contract to supply 57 2.1MW turbines for a wind farm in the western US, with turbines scheduled for delivery in the third quarter of this year.
Late last year, Suzlon subsidiary Repower announced it will supply 68 2.1MW turbines this year for a project in the north-eastern US state of Pennsylvania. TSTI's suit was filed in the district court of Dallas County.


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Bump 'n grind.
Even more price drops.
Bump 'n grind.
Even more price drops.
Last edited by buzz_n64; 07-18-2010 at 03:45 AM.
New items added
PC game- HERO: 108 ONLINE (SEALED) $3.98
Wii- We Cheer DEMO (SEALED) $5
360- (CARD) Harry Potter Years 1-4 Avatar Broomstick $1.99
New items added
PC game- Disciples III: Renaissance (SEALED) $25
CED Player - Sears Solid State (BROKEN) FREE for local pick up
Last edited by buzz_n64; 08-09-2010 at 12:45 PM.
More price drops.
edit: Just searched ebay again. $48 for the cheapest COMPLETE game, so no, I'm not asking too much, but it isn't a deal either. I'll lower mine down to $42 to be fair.
Last edited by buzz_n64; 08-22-2010 at 07:50 PM.
New item added
Battlefield: Bad Company 2 (Store Promo Poster) approx. 5ft. tall $5
Price drops. Bump.
New item added-
Dragon Slayer IV (Legacy of the Wizard) Bootleg Famicom game $3.75
Even more price drops! Bump.
New items added
Sega Pico (partially functioning, no cords, down button stuck, no bottom yellow touch pad layer) FREE
Genesis game- Double Dragon 3 $5
Genesis game- Chakan $5
Last edited by buzz_n64; 10-03-2010 at 10:39 AM.


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PH (formerly Pumpkinhead) vs Dumbfoundead Rap Battle [Grind Time West Coast]
Drect reports "Battle of the Bay 5: GTEC President PH (formerly Pumpkinhead) goes up against Koreatown/LA's own Dumbfoundead who will take home a victory?"
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Apr - May 2016
A Taste of the Good Life
Apr 3, 2016
This is a 9-week series that dives deep into what living a fulfilled life really means. We'll embrace the 11 essential practices of following Jesus and answer the question: "What's in it for me?" to give you a taste of the good life along the way.


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CALGARY — Calgary International Airport has become the third busiest airport in Canada, stripping the title from Montreal's Pierre Elliot Trudeau for the first time.
The Calgary Airport Authority reported Wednesday that 14.3 million passengers travelled through YYC in 2013, an increase of 4.9 per cent from 2012 and an all-time record for the airport.
Montreal's international airport has not formally released its own figures, but a spokesperson told the Herald the airport hosted 14.09 million travellers in 2013.
Fuelled by Alberta's growing economy, Calgary has been nipping at Montreal's heels for several years when it comes to airport passenger volumes. In 2012, YYC came close, welcoming 13.6 million passengers compared to Montreal's 13.8 million.
Calgary Airport Authority spokesperson Jody Moseley said YYC officials are extremely pleased with the 2013 figures.
"We focus on our own growth. It's not about another airport's statistics, it's about how well we're doing for our passengers and our businesses," Moseley said.
The figures were welcomed by Calgary Economic Development CEO Bruce Graham, who said the fact that YYC has become the third-busiest airport in Canada is indicative of "an economic shift to the West."
"What's really remarkable, when we're comparing Calgary and Montreal, is Montreal as an economic region has nearly three times the population base of Calgary," Graham said. "But clearly, the economic activity here in Calgary, the vibrancy of the city, and the fact we've got an airport that is an important hub for international travel as well as other western Canadian markets is reflected in these numbers."
Beyond passenger growth, the past year saw a number of significant developments at the Calgary airport. WestJet and Air Canada both increased their service offerings out of YYC, as did KLM and British Airways.
The Calgary Airport Authority also continues to push ahead with the most ambitious expansion project in its history, the construction of a new runway and international terminal. When the $2 billion expansion is complete, YYC will have double the amount of terminal space, 22 new aircraft gates, and the longest runway in Canada capable of landing the largest aircraft in the world with fewer payload restrictions.
The new runway is set to open in June of this year, while the international terminal has a scheduled opening date of October 2015. In the meantime, the airport authority continues to talk to airlines in an effort to attract new services, particularly flights to meet the growing demand for business and tourist travel to and from Asia.
Right now, Air Canada's Calgary-Tokyo service remains YYC's only direct connection to Asia, but the airline has stated it is also exploring the possibility of a Calgary-Beijing flight.


text: The right cerebral hemisphere controls movement of the left side of the body. Depending on the severity, a stroke affecting the right cerebral hemisphere may result in functional loss or motor skill impairment of the left side of the body. In addition, there may be impairment of the normal attention to the left side of the body and its surroundings.


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SUNY Canton Criminal Justice Students, Professor Shine at Regional CompetitionWednesday, November 30th, 2011
Five SUNY Canton criminal justice students and their professor recently brought home three trophies they earned at a regional competition in October.
Junior Don Milos of Poestenkill, sophomore Dacia S. Arokium of Brooklyn, and Associate Professor of Criminal Justice Brian K. Harte were among the top finishers from the College's American Criminal Justice Association (ACJA) Chapter, Beta Psi Delta, at the ACJA's Lambda Alpha Epsilon Region IV conference.
Three other students joined them at the competition, held at the University of New Haven in New Haven, CT, where they competed against other colleges and universities throughout the Northeast.
"Year after year, our criminal justice students continue to impress with their vast knowledge and skill sets they have acquired through their work with our top-notch professors," SUNY Canton President Joseph L. Kennedy said. "Their many hours of hard work and determination to represent the College well truly paid off and I'm proud to have had these students represent us at this year's regional competition."
Arokium earned a first place trophy in the Lower Division: Police Management and Operations category while Milos earned third place in the Upper Division of the same category.
"Everyone takes the same exam," Milos, who is the chapter's president, explained. "The only difference between the divisions is age and year in school. The Lower Division is for freshmen and sophomores, while the Upper Division is for juniors and seniors."
The conference included exams, agility tests, and crime scene competitions. In addition to police management and operations, the other four categories included criminal law, juvenile justice, corrections and knowledge of Lambda Alpha Epsilon.
"SUNY Canton's criminal justice and criminal investigation students have a long standing reputation for being fierce academic competitors," Harte said. "The criminal justice department promotes a culture of academic excellence and our students' ability to continue to be competitive at both the regional and national levels is evidence of that. I appreciate our department's hard work, but especially want to thank two of my colleagues, Shani Y. Curry and Paul Bowdre, who both helped with the students' preparation for the competition."
Harte, who is the chapter's advisor, placed first in the Over 36 Physical Agility category, where he competed against professors as well as law enforcement officials.
In addition to Milos and Arokium, freshmen Emily R. Murphy of Colonie and Katie E. Hornbeck of Geneva, as well as sophomore Gilberto J. Gonzalez of Brooklyn, competed.
"I was proud of each member of our team, but especially our younger teammates who really stepped up to compete," Milos, who is president of Beta Psi Delta, said. "They read through textbooks that would normally take an entire semester and learned the material in about a month. Most of the classes the exams cover are upper level and taken late during sophomore or junior year."
Milos noted their efforts extended beyond cramming a semester's worth of information into such a short amount of time. "My teammates learned how to process a crime scene in a month, something we don't even begin to do until senior year. I feel nothing but pride for them and their ability to take on the commitment to compete at this level. Not only does it show their dedication to their future profession, but also their enthusiasm."
Media inquiries should be directed to Gregory Kie, Media Relations Manager, or call 315/386-7527.


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Posted by iladelph53 on 2/5/2015 3:46:00 PM (view original):Is there a defensive rating that would correlate with rash fouls? I have this 19 year old defender who is up-and-coming, but he gets way too many yellow cards and sometimes red cards. Just curious. Because otherwise I like him.
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