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Teen Fired for Dissing Her Job on Facebook
Teens putting up racy pictures on Facebook isn't the only thing parents have to worry about.
These days, millions of people are on some sort of social networking website -- and so are their bosses. A 16-year-old British girl said she was fired from her office job after managers saw that she had branded her position "boring" on Facebook.
British teenager Kimberley Swann says she was called into her manager's office and fired from her job as an office administrator because she had called the job "boring" on her Facebook page, The Daily Telegraph reported Thursday.
"Following your comments made on Facebook about your job and the company, we feel it is better that, as you are not happy and do not enjoy your work, we end your employment with Ivell Marketing & Logistics with immediate effect," the letter read.
"I did not even put the company's name -- I just put that my job was boring. They were just being nosy, going through everything. I think it is really sad. It makes them look stupid that they are going to be so petty," Swann said.
How can you prevent your own teen from following in this now unemployed teen's footsteps? Family counselor Rosanne Tobey offers some tips on how to talk to your kids about the dangers of posting questionable information and photos on the Internet.
By the time your private business has gone public, you can't take it away.
"I think this is a perfect example parents can use to illustrate why NOT to post things you don't want the entire world to see," Rosanne says. "Once it's out there, it's essentially impossible to get it back."
Kids must understand the permanence of the actions they take.
"Teens tend to be so savvy, yet they sometimes have a hard time realizing the reach that the Web might have," Rosanne says. "If a racy pic or personal information is up somewhere with your name attached, and your employer or even a future employer Googles you and finds it, it can really come back to haunt you."
Related Links:
- More Teens Flirting with Nude Pics
- More Pimps Recruiting Teens Online
- Bad Idea: Naked Teens on Cell Phones
1. Keep your facebook and myspace accounts private and they won't see it.
2. Live and learn. I bet this girl will learn to keep things private in the future.
I hire people to do work I need done. If it was fun, I would not have to pay them. Is it boring? Sometimes. Is it necessary? Probably. If you trash your job in public, you can expect to lose it.
Are you kidding? I was a fast food manager for nine years. Was it boring for the kids? You bet! Do we have free speech in America? You bet! If my kids thought their job was fun, we were having a GREAT day.
Thats just crazy. So what she said her job is boring. i bet 98 percent of people think their jobs and say their jobs are boring on a daily basis. Why is that terms to get terminated. Im sure my boss knows my job is boring, who cares! she didnt even name the company. She should talk to a lawyer about wrongful termination
I am sure she has a legal case. Firing someone because they said they had a boring job is not a legal reason for termination.
When will they learn? It's called work for a reason! It's not supposed to be fun. The thing I find most annoying is that once again a younger member of society chooses NOT to take responsibility for her actions. You did something wrong and you were punished for it. That is how the world works.
Learn from your mistakes and try not to repeat them. Stop blaming others for your actions.
As an employer myself I would not have fired the girl for saying her job was boring, especially since she did not name the company involved. But I would take it as to how I can make the workplace a little more interesting. Those that are motivated work harder, making the company better.
I'd take it as constructive criticism. Who am I to take away the right to free speech? Not to mention that I would be opening myself up to a lawsuit for wrongful termination.
For those who think this is her just desserts: Okay, so if they overheard her saying that at a restaurant, would your opinion be any different? It's free speech (at least in the USA) and I would absolutely sue for wrongful termination!
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Could you help me. We cannot deny the facts of nature, but we should certainly try to improve on them.
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Last night, I listened to a Beirut concert on NPR. I've noticed that more and more frequently, I get bored just sitting there listening to music; I have to do something else. So while I was listening to this, I got my guitar and started learning parts. Except for the drums and the lyrics, I learned all of "Santa Fe." Except what I learned on guitar is supposed to be played on piano, bass guitar, and trumpet.
While I was in the shower, I was wondering if trombone would sound OK if I substituted that for trumpet (I have the other instruments). So I tried to remember the positions on trombone. (I played trombone for a year and a half in elementary school and eight days in high school. Don't ask about the eight days.)
It was then that I realised something. On trombone, you can play one note, but if you remain in the same slide position and just change your lip shape, you can play a higher note. What I realised is the distance between those notes is a fifth. For instance, if you were at position one and played a note, it would be Bb. If you changed your lip shape and kept that position, it would be F. I gave that example backwards, but it still works. The distance between F and Bb is a fifth.
I'd known this as it applied to guitar strings for almost a year. But it's just NOW that I applied this knowledge to trombones. Not that knowing this would have affected my playing at any time. I started learning music theory only earlier this year. But I still thought it interesting that I finally connected these ideas.


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NEW YORK (PIX11)—He's been criticized before but did Jerry Sandusky's defense lawyer Joe Amendola go too far Tuesday? Brash-talking Amendola poked holes in Penn State wide receivers coach Mike McQueary's grand jury testimony, telling reporters, if you believe it, "I suggest you dial 1-800-REALITY." Well, turns out the number is real -- It's a gay sex phone service. And if you call, the recorded intro tells you it's the "hottest place for triple-X action."
It's not the first time the attorney has raised eyebrows with his unorthodox behavior. Many question why he let Sandusky, who faces 50 counts of child sex abuse, give interviews to NBC's Bob Costas and The New York Times. Sandusky didn't help his case in the court of public opinion, by stammering this response to Costas' question, are you sexually attracted to young boys, underage boys? Sandusky: "Am I sexually attracted to underage boys?...Sexually attracted, you know, I -- I enjoy young people. I -- I love to be around them. I -- I -- but no I'm not sexually attracted to young boys."
The New York Times interview echoes that uncomfortable denial to the same question, "If I say no, I`m not attracted to boys, that`s not the truth because I`m attracted to young people, boys, girls .." The reporter helps him along, "but not sexually," to which Sandusky says, "Right. That`s what I was trying to say. I enjoy spending time with young people. I enjoy spending time with people. I mean, my two favorite groups are the elderly and the young." Sandusky's bizarre responses had viewers wondering why Amendola let him grant the interviews.
And on Tuesday, Amendola had reporters again scratching their heads. The attorney announced that people who believe a witness in a child sex abuse case should call a number that greets callers with "Hey guys, welcome to the hottest place for triple-X action. Get ready for bulging, bursting pleasure with horny gay, bi, and bi-curious studs. Just 99 cents per minute."


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East Feliciana Parish School Board members approved a two-year extension to the contract of Superintendent Henderson Lewis Jr.
The Advocate reports board members praised him Tuesday for being easy to work with and for introducing progressive initiatives that have moved the school district forward.
The extension begins July 1, 2015 and ends June 30, 2017.
Board member Richard Terrell abstained from the vote, saying he would be a "lame duck" superintendent that might give a new board some issues to deal with.
Although he did not go into detail, Terrell said he had no qualms with Lewis' job performance, but did not want to cause a problem that a new board might encounter.
The contract extension does not give any additional incentives.
Here's the 7 day forecast.


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Posts about Cars
Self-driving cars are coming, and they could change everything we know about cities
Autonomous, self-driving vehicles are getting more attention from the media, but little from transportation planners. Given the technology's potential impacts on our transportation network, it's time for planners to start thinking about it.
As the technology advances, mainstream media now treat self-driving cars with seriousness and respect, as do business advisors like KPMG. Developers are designing self-driving car use into future retirement communities, while carmakers like Mercedes advertise passive "self-driving" safety features. Analysts predict that completely autonomous cars will be on sale by 2020.
Self-driving cars have the potential to reduce both car crashes and traffic congestion, and to use wasted time driving for work or entertainment. These are benefits usually attributed to transit; as a result, autonomous vehicles could strengthen arguments for designing for more cars in our cities and suburbs, instead of more pedestrians, cyclists, and placemaking.
Transportation planners aren't talking publicly about driverless cars
By contrast, online searches for "transportation planning" and "self-driving cars" turn up thoughtful, if skeptical reviews by urbanists Todd Litman and Jarrett Walker; a sober, academic summary of key issues by the Eno Center for Transportation; and a thorough debate from 2011 on the issue here on GGW; and an article from Governing Magazine that exemplifies the public preoccupation with regulating driverless cars rather than planning and policy issues.
There isn't a lot of evidence of transportation planners at public agencies giving serious attention to the matter, at least not publicly. A recent blog entry from Bacon's Rebellion also concludes that transportation planners are not paying attention. Though, to be fair, the topic was covered at a recent Florida Department of Transportation conference and the Transportation Research Board a few weeks ago.
Self-driving cars address many of the safety and travel efficiency objections that Smart Growth advocates often make about road expansion, or the use of limited street space. As a result, planners and placemaking advocates will need to step up their game.
They need to better define in what environments bike- and pedestrian-oriented designs are still appropriate even when we can solve our congestion problems with self-driving cars. They need to promote street and intersection that can work for bikes and pedestrians as well as for self-driving cars; and to make a strong cases for Smart Growth and TOD that are based on diverse benefits, not just on the ability to move people.
Capital planning decisions last for thirty years and beyond. The officials responsible for parking lot and garage building, transit system growth, bike lane construction, intersection expansions, sidewalk improvements, and road widenings need to analyze quantitatively how self-driving cars could affect their plans, and to prepare alternatives in case things change.
How could self-driving cars disrupt the planning process?
Here are two examples of situations where planners may need to adapt to self-driving cars:
Self-driving cars coupled with "smart intersections" that communicate with vehicles to let them pass without traditional stoplight timing could result in less congestion, but may speed up cars in places where cyclists and pedestrians are competing for space. The cars will be faster, but also safer to be around. The question is whether a more efficient auto network outweighs the negative impacts to other parts of the urban environment.
They may also make car use more competitive with bus transit in low-density settings and may erode the demand and need for transit (and paratransit). On the other hand, changed transit economics resulting from driverless buses could mean that extending transit into new areas will make more economic sense in the future than it makes today.
Ways to prepare for self-driving cars
So, what could the region's planners do now to anticipate the potentially sweeping changes that self-driving cars will cause? How can planners today insure that scarce infrastructure dollars are spent on things that might be less needed in the near future?
For example, if intersections can handle more vehicles per hour with self-driving cars than with human-driven cars, they may not need to be widened. Or if transit commuters can get to the station in a self-driving car, park-and-rides may not be necessary, because the car will just drive itself back home.
First, land use, highway, and transit planners should simply acknowledge the issue. They should begin to define how large different impacts may be, when those impacts are likely to occur, what the range of public responses will need to include, and when those public responses may have to start occurring.
Self-driving cars will change patterns of car ownership and travel. Planners need to examine how travel forecasting tools that are based on current patterns of car ownership and use will need to change to adapt to new statistical relationships between population, car ownership, trip-making, car-sharing, and travel patterns.
Because cars that can drive themselves won't stay parked all day, builders and regulators should think about how new parking structures should be designed for adaptive reuse if future parking demand declines.
State and local DOTs should measure how smart intersections could increase the number of vehicles that can use an intersection per hour, and how to design roads and intersections that work for self-driving cars, as well as pedestrians, bicyclists, and the creation of public spaces.
Finally, the region's transit agencies should study how driverless operations could affect operating costs for bus, rail, and paratransit services, and should update their long-range capital and operating needs forecasts to reflect what they learn.
Many aspects of the self-driving car world remain in doubt. That is not, however, a reason to avoid thinking about how to benefit from the capabilities that self-driving vehicles offer. Even if planners are only able to do general studies rather than detailed forecasts, that would still be a useful exercise. Understanding how to adapt our communities for the benefits and challenges of self-driving cars would be a huge step forward.
Cars don't kill people, irresponsible drivers do
Every year, tens of thousands of people are killed in auto collisions. In 2012, there were over 34,000 fatalities in the United States alone. This ad from Pakistani newspaper the Frontier Post puts the issue in context.
Over the past 11 years, I have gotten around primarily as a pedestrian and transit user. I've had far too many close calls with drivers who are distracted or who are acting irresponsibly.
Just yesterday, a driver came to a four-way stop while I was crossing the street. But the driver was turning right, and since there was no traffic approaching from the left, she didn't even come to a stop. In fact, she never looked to her right, where I was entering the crosswalk.
Cars have done a lot for the world, and I'm certainly not proposing that we get rid of them.
But I don't think many people think about the risk and responsibility that comes with putting a key in the ignition. Your trip to the grocery store could easily turn fatal, as it does for thousands every year.
So next time you drive, remember that you're driving a machine that could kill someone. Please use it responsibly.
Do bright clothes stop car crashes? Not at Dunkin' Donuts
Highway officials tell pedestrians to wear bright colors so motorists will see you and won't hit you. So why do drivers still crash into brightly-colored Dunkin' Donuts stores?
A driver crashed into a Dunkin' Donuts in Golden's Bridge, New York in 2010. Photo by Golden's Bridge Fire Department.
An internet search found eight cases just this year of drivers smashing into pink and orange doughnut shops. One store in Brooklyn was hit twice, in June of last year and again in January.
One incident involved a motorist who took ill while driving and died in the collision. Otherwise, only a few people were hurt. But the outcome could easily have been worse if someone had been standing in the wrong place.
The excuses drivers make when they strike pedestrians aren't available when they hit Dunkin' Donuts. "I didn't see it" would lack credibility. "It jumped out in front of me" even more so. It should be easy to assign fault when car and store collide.
Yet police chose not to cite the drivers who caused four of these crashes. (One driver died, the driver of a stolen truck is still being sought, and two police departments did not return my calls.) Law enforcement officers seem to think that motorists are under no legal obligation to control their cars. As a Dover, New Hampshire, police lieutenant explained, a woman who hit the gas pedal instead of the brake and smashed into a doughnut store committed no violation because she was sober and not texting.
Motorists have nothing special against Dunkin'. A consultant on retail store safety estimates that Starbucks might get hit as much as once a week. His advice to merchants is to put bollards out front.
Cars colliding with buildings should not be a normal part of life. They are a signal that our highway system is seriously out of whack.
Roads will never be safe unless drivers are held accountable for their ton of deadly steel. One way to start is with fewer lectures about how pedestrians should dress. If bright colors don't protect Dunkin' Donuts, they won't save those on foot.
How will "connected vehicles" affect urbanism?
A consortium of Virginia schools will soon start testing vehicles in Fairfax County that can talk to each other and their surroundings. But what will "connected vehicles" (CV) really mean for transportation and urbanism?
Researchers have attached tracking equipment to light poles and other roadside infrastructure in and around Merrifield, including stretches of I-66, Lee Highway, and Route 50. The roadside equipment will communicate with devices about the size of an E-ZPass installed in 12 "connected vehicles," including a bus, semi-truck, cars, and motorcycles.
The devices collect data such as acceleration, braking, and curve handling. Researchers hope that the new system will dramatically reduce highway crashes, increase fuel efficiency, and improve air quality.
"The intersection can say 'there is snow happening right here,'" explains Gabrielle Laskey of the Virginia Tech Transportation Institute. Conversely, if a connected car were to experience a loss of traction, it would relay that information to the roadside devices so authorities would know the precise location of hazardous conditions.
The research will focus on ways to improve both safety and mobility. "If we can detect initial braking, we can slow vehicles down and message the driver, saying something like 'Slow traffic ahead. Reduce speed to 45 mph' or 'Left lane closed ahead; merge right,'" said VDOT Spokesperson Cathy McGhee.
Study will involve area drivers and "regular" cars
The CV technology will go further than the Active Traffic Management System of overhead dynamic signs VDOT will soon install on I-66. The CV system "can give information directly to the driver and provide an additional level of information," said McGhee.
Although the CV roadside equipment is already in place in Merrifield, the connected vehicles are undergoing final road testing on the Virginia test track in Blacksburg. In January, those vehicles plus another 50 operated by VDOT will roll out on Merrifield highways.
In the spring, researchers will seek out drivers of an additional 200 "regular" vehicles through ads on Craigslist and in the Washington Post. Their cars will receive communication devices similar to test vehicles' which will notify drivers verbally or by tone through a GPS-sized display. Drivers who volunteer for the program will not need specialized driving skills. "We want to use na�ve participants and make these devices as useful and available as a cell phone," says Laskey.
Over the next couple of years, a consortium of research institutions consisting of Virginia Tech, the University of Virginia, and Morgan State University will conduct 19 separate CV research studies, about half of which will have components in the Merrifield test bed, at a projected cost of $14 million.
One study looks at road signs that can switch from "yield" to "stop," depending on conditions. Another examines how to dim or shut off roadway lighting when it is not needed. And a study in Baltimore involves the use of smart phones and looks at safety and congestion issues related to public transit, transit passengers, pedestrians, and bicyclists.
The new CV technology can also work in conjunction with some current safety systems which use video to "see" non-connected items, such as a pedestrian in a crosswalk, then alert the connected vehicle. The system helps connected vehicles operate on the roadways before a fully connected or automated roadway system exists.
How will CV influence our transportation network?
CV technology could change the way we use and design our streets. Since connected vehicles will alert drivers to imminent collisions, CV technology is expected to drop the crash rate at least by 50 percent, according Thomas Dingus, director of the Virginia Tech Transportation Institute, which is coordinating the public-private venture.
Connected vehicles will be able to safely travel much closer together than cars can today, vastly improving the efficiency of existing highway infrastructure. At the CV system's public debut on June 6, Governor McDonnell noted that the technology "could do as much to help alleviate congestion as the building or widening of new highways."
Researchers say CV technology could be in widespread use within five years, which Virginia and Maryland should keep in mind as they decide how to spend billions in new transportation funding. Cars traveling closer together will require less space, so road widenings might not be necessary. On already wide streets, the extra space could be used for bike lanes, sidewalks, or landscaping. Building smaller streets not only costs less, but it frees up room for buildings and open space, making communities more compact and preserving land.
If you'd like to learn more about connected vehicles, USDOT is holding a public meeting in Arlington from September 24 to 26. The agenda includes information about the CV safety program and the Intelligent Transportation Systems Strategic Plan for 2015 to 2019.
Congestion isn't just about highways
Trends indicate that Americans are driving less and have diminished interest in owning a car. But what happens when the transportation modes they switch to become as crowded as the highways they left?
In the United States, we usually focus on gridlock and time lost while driving, the "primary mode" for a majority of commuters. For me, and for a growing number of people, driving alone is the "alternative mode" of transportation, a term traditionally used to describe transit, biking, and walking.
Meanwhile, my primary modes of transportation are increasingly congested. I stand in crowded buses and Metro cars, jostling around to let fellow passengers on and off, nearly falling over as I try to read a book or edit a report for work. In order to relieve congestion on all modes, we have to change the way we talk about congestion.
In 2008, Washington D.C.'s Metro identified multiple stations where platforms are overcrowded or will soon be overcrowded, and one of the main purposes of Metro's Momentum plan for investment through 2025 is to relieve crowding in the system's core.
The rapid roll out of bicycle infrastructure in the region is also suffering from success; heavy volume on the 15th Street and L Street cycletracks, as well as where the Custis Trail hits Lynn and Fort Myer in Rosslyn frequently causes backups for me and, based on the queues of cyclists that I see, many others.
Day after day, my colleagues and I at Arlington County Commuter Services send the message that, as transportation demand management (TDM, or mobility management) professionals, we make the transportation system work better. Yet our key measure of success is based on only one portion of the transportation system: the number of automobile trips that we shift off of the road network each day and on to other modes (see graphic below).
When TDM/mobility management is practiced with the goal of removing single-occupancy-vehicle (SOV) trips from the road, it can increase congestion for those of us who do not drive. Where is the TDM/mobility management for people like me?
As TDM/mobility management professionals and behavior changers, we must expand our horizons, and work to relieve congestion across all modes in the transportation network. If we do this, we can improve the commutes of the many individuals who, either by choice or by force of circumstances, do not drive. Focusing on all modes will keep our industry relevant for this growing segment of the population.
Using TDM strategies for other modes is not new. A London Underground poster from 1942, which encourages staggered work schedules in order to relieve crowding on the tube, is evidence of how to apply the active outreach and marketing that we use to shift SOV trips to transit.
In our own region, we already see transit-oriented TDM in the form of Capital Bikeshare, which is shifting trips off of the congested Metrorail system. Of course, Capital Bikeshare also suffers from congestion in the form of bike-rebalancing problems.
Broadening the TDM/mobility management industry's sense of responsibility to include the efficiency of the entire transportation system will elevate the importance of transit, biking, walking, and sharing rides in conversations about transportation. Just as we need to eliminate use of the phrase "alternative modes" ("high-efficiency modes" instead?) and the implicit privilege that the phrase gives to driving, we need to stop considering automobile travel as the mode needing management with the support of other modes.
In addition to applying our toolbox of monetary incentives and outreach and education programs to other modes, we also need to measure our programs' success against levels of transit congestion, bike congestion, and the flow of people regardless of mode. Why does this change in measurement matter? As the legendary 20th century management consultant Peter Drucker said, "what gets measured gets managed."
The Texas Transportation Institute's oft-quoted Urban Mobility Reports create buzz and urgency around reducing highway congestion, but we do not regularly talk (or generate panic) about congestion on other modes. In a recent Business Vancouver article, writer Peter Ladner observes that "while car congestion costs are consistently assessed and circulated, the costs of transit congestion are rarely measured and never discussed."
Ladner notes that because the Vancouver public does not discuss transit congestion much, support for transit funding suffers. Thus, if researchers start making regular reports of congestion on other modes, then political support for funding TDM, transit, biking, and walking infrastructure could be easier to obtain.
A multimodal approach to congestion would be beneficial even in regions where there is little congestion on transit or in bike lanes; in a car-dependent region with heavy road congestion and low bus ridership, for example, showing volume and delay on both modes side by side could spark conversations about shifting travel from one mode to the other.
Make no mistake, reducing SOV trips (a "low-efficiency mode?") remains an important and valid TDM/mobility-management goal, and I am proud of the work that Mobility Lab is doing to estimate the number of drive-alone (or SOV) trips that Arlington County Commuter Services takes off of our region's roads. These estimates allow us to compare more readily our work to that of road and transit builders, and I cannot yet offer a comparable equation or method for evaluating our work on the basis of all modes.
However, getting to an efficient, multimodal future requires us to become truly multimodal. In order to advance our efforts we, as the people who create behavior change, need to look at ourselves, and change our own behavior.
Crossposted at the Mobility Lab blog.
When we lost the War on Pedestrians
Every new bike lane, speed camera, or change in parking requirements becomes an attack in what organizations like AAA decry as a "War on Cars." But in the 1920s, there was a different war over our streets. And pedestrians lost.
At one time, citizens fought to keep their streets for people. But by the 1920s, cars were appearing in ever-greater numbers on the streets of American cities, and the war on pedestrians began. By 1929, motorists could declare victory, and pedestrians, especially children, paid the price.
In April, design-focused podcast 99% Invisible covered the war on pedestrians, from which motorists emerged victorious. Dubbed "The Modern Moloch," the episode is named after the ancient god of the Ammonites, who received children sacrifices in the name of prosperity. A 1923 editorial cartoon in the St. Louis Star depicts Moloch's altar as the grill of a car. Host Roman Mars leads listeners through the narrative.
Before the car became king, streets were for all users. Pedestrians could just stride right out into the street. Traffic on the street, horses, streetcars, and motor cars moved at very slow speeds.
With a growing mass of automobiles, drivers tried to go faster. By 1923, according to the episode, over 17,000 people were being killed by cars each year. That was up from just 12,000 in 1920, a 47% increase. The outcry was loud. People held parades to memorialize the dead, and cities began to propose laws that would make it difficult to drive.
The issue came to a head in 1923, when Cincinnati voters put an initiative on the ballot to require that every car have a governor which would limit speeds. Car manufacturers realized that if it became too difficult to drive in cities, people wouldn't buy cars and instead choose transit or other modes.
The car lobby responded by taking the approach that cars weren't dangerous, people were. Drivers can be reckless, they said, but then so can pedestrians. However, Americans weren't sold on the idea of a reckless pedestrian. The lobby began to use the word "jaywalking" as a way to coerce pedestrians to cross only at corners, mainly though peer pressure. Los Angeles passed the first anti-jaywalking law in 1924.
In 1929, the first cloverleaf in America opened, and motorists could declare victory over pedestrians. Over the following years, cities began to require parking spaces, streets were widened by highway departments. And pedestrians got further and further marginalized in a nation that droves more and more miles every year.
Last December, an episode called "Built for Speed" brings the story forward to the present. What does the design of our streets tell us about driving?
Mars interviews author Tom Vanderbilt, the author of Traffic: Why We Drive the Way We Do. He notes that no matter what speed limit signs tell drivers, the context of our roads often encourages us to drive faster. They also tell us not to walk.
The episode talks about street trees as an example of how the changing design philosophy encourages drivers to go faster and encourages pedestrians to not walk. In the early 20th century, communities planted trees between the curb and the sidewalk, giving pedestrians shade and creating a buffer between the sidewalk and car traffic.
But after World War II, traffic engineers began to rethink the design. At high speeds, a tree can be deadly in a crash. So instead, designers moved the trees to the other side of the sidewalk. This, of course, makes pedestrians the buffer. But it also makes the road feel wider, and that encourages drivers to go faster.
In 2001, 42,196 people were killed in motor vehicle collisions in the United States. That same year, a terrorist attack in September killed 2,996 on American soil. The September 11 attacks were a call to arms for Americans, and resulted in billions being spent on the war in Afghanistan.
The Afghanistan war, now America's longest conflict, has resulted in the deaths of 14,449 allied soldiers (2,260 American troops) and 19,013 civilians, a total of 33,462 over 11 years. In the period from 2001 to present, 460,536 people have been killed in motor vehicle collisions in the United States.
The "War on Cars" may have resulted in fewer fatalities. But last year 32,367 people were still killed in car crashes.
The deaths of almost 3,000 people in terrorist attacks was enough to spur an actual war. But when more than 10 times as many people die in crashes every year, it seems that most consider it just the cost of doing business. These deaths are simply sacrifices to our modern Moloch; the people we sacrifice in the name of prosperity.
And whenever a government tries to make our streets safer, especially for vulnerable users like pedestrians and cyclists, the auto lobby says drivers are victims of a "War on Cars."
Cities around the nation are working on projects to reclaim public spaces in our cities for people. Programs like New York City's Public Plaza projects and other traffic calming initiatives are making streets safer for everyone.
That's not a war on cars, that's a war on death and injury. Pedestrians and cyclists can indeed coexist with motorists. But not when they're marginalized and subjected to missing sidewalks, speeding drivers, and other hostile conditions.
Our communities can be prosperous without offering up our most vulnerable road users as sacrifices. But it requires a rethinking of what our roads are built for. So long as "speed" is the answer, pedestrians and cyclists will pay the price. So will many unfortunate motorists.
Where do Montgomery's car-free residents live?
Like many suburban communities built after World War II, Montgomery County developed based on the assumption that everyone would have a car. However, many households have just one, or none at all. While some are in the county's urban centers, a surprising number are in very car-dependent places.
According to the 2007-2011 American Community Survey, a sort of annual census, there are over 374,000 households in Montgomery County, and 91.8% of them have cars. That's not surprising for a largely affluent suburban county, where many people own cars simply because they can. Growing up, I had several friends whose parents raced sports cars, but never drove them on the street.
But car ownership countywide is slightly lower than in 2000, when 92.5% of all households had cars. Today, more than 2 out of 5 households have one car or no car. Like transit riders and young adults, those households are concentrated in certain areas, which can give us insight on where to make it easier to get around without driving.
Car-free households cluster around transit
Just 8.2% of the county's households have no car, and you'll find many of them near transit. 5 of the top 10 largest concentrations of car-free households are near Metro stations. Over 30% of all households in Silver Spring and 28% in Twinbrook are car-free. Some concentrations are in older, walkable areas with good bus service, like Long Branch, where over 1/3 of all households have no car. As a result, Long Branch has high transit ridership.
There are also many car-free households in newer suburban areas like Briggs Chaney, where they make up a quarter of the population, and even Germantown and Damascus, where 10% of all households are car-free. These communities have winding, disconnected streets, which can make walking very dangerous and good transit service nearly impossible.
Not surprisingly, retirement communities also have lots of car-free households. Over a quarter of all households in Leisure World and Old Town Gaithersburg, home to the Asbury Methodist Village retirement community, have no cars, while Riderwood Village in Calverton isn't far behind.
These developments don't have great transit or much within walking distance, but they do have a lot of on-site amenities. (But that still wasn't enough to lure my retired aunt and uncle to Leisure World from Columbia Heights.)
Bethesda, Chevy Chase have lots of one-car households
One-third of all county households have one car, a slight decrease from 2000. Like those with no cars, these households are concentrated along major bus routes and in retirement communities. As before, Briggs Chaney and Leisure World top this list.
But there's also a lot of one-car households along near Red Line stations in Bethesda and Chevy Chase. Nearly 2/3 of downtown Bethesda households have one car, but relatively few have no cars at all. This suggests that many Bethesda residents move downtown to have amenities within walking distance, but bring a car anyway.
There are also large concentrations of one-car households along I-270 and Rockville Pike, which appear to coincide with activity centers like White Flint and Washingtonian Center in Gaithersburg. These are places that might support a "car-lite" lifestyle: they have some walkable areas, and in the case of White Flint, a Metro station. But for now at least, they're not dense or pedestrian-friendly enough to leave the car at home all the time.
Households with many cars in suburban, rural areas
Almost 40% of Montgomery County households have two vehicles, and 19% have three or more. But where they live is almost the inverse of where no-car and single-car households are located. Two-car households seem to form rings around the county's Metro stations and activity centers. Many of them are concentrated west of I-270 and in further-out communities like Olney and Clarksburg.
But 3 of the county's largest concentrations of two-car households are in close-in areas, like Four Corners in Silver Spring and Chevy Chase Village. Four Corners especially sticks out, as car ownership rates are generally lower in East County, and it's a pretty walkable area served by two major Metrobus lines.
Meanwhile, three-vehicle households are largely confined to the county's Agricultural Reserve and other rural areas. Those third vehicles probably aren't being used for commuting, but for hauling supplies or produce.
Without transit, car-free residents are stranded
The concentrations of car-free or car-lite households in places like downtown Silver Spring or downtown Bethesda show that Montgomery County's efforts to build around transit have encouraged people to drive less. But for the county's growing number of low-income households, going car-free isn't a choice. Places like Germantown and Briggs Chaney are more affordable, but without good transit or walkable neighborhoods, their residents are basically stranded far from shopping, social services, and most importantly jobs, which restricts their economic mobility as well.
A dirt path in Germantown. Many car-free people live in places where it's hard to get around without a car.
How can we fix this? Part of the answer will come in the redevelopment of places like White Flint, which will result in some affordable housing, giving low-income households a chance to live in a place redesigned for walking, biking, and transit. But we'll also have to figure out how to provide better transit and better walking conditions in the neighborhoods where people already live.
One solution could come from the county's Bus Rapid Transit plan. While planners' vision for a network of countywide BRT lines has serious flaws, it does propose improved transit service along corridors where car-free households already live, like Rockville Pike and Route 29.
Most Montgomery County households have cars, and will probably continue to for the foreseeable future. But we still have to make room on our streets for the growing number who don't.
Crossposted on the Friends of White Flint.
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Urban Ecology - Around the Arch
December 2010 Issue
Kevin O'Neil (left) and his 3-year-old son Tiger stopped at Park(ing) Day during their morning jog. Tiger was most interested in the chickens that George Boggs (shaking hands with O'Neil), a graduate student in the College Of Education, brought for the day. Photo by Peter Frey. Visitors to downtown Athens found more than cars crowding the on-street spaces one Friday in September. At the intersection of Broad Street and College Avenue, two spots were taken up by fresh vegetables and herbs. The roadside garden, created by UGA students and local nonprofit organizations, was part of Park(ing) Day, a national event launched in San Francisco in 2005 to emphasize the need for more urban open space. "The goal was to inspire conversation about what public green space is and what it can consist of," says Craig Page (AB '07), director of local nonprofit P.L.A.C.E. (Promoting Local Agriculture & Cultural Experience). "We liked the idea of a garden right outside the kitchen …
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"You should smile more!"
"You look tired!"
"Are you really going to eat all that?"
Is it that time of month?
"You're just being dramatic"
"You have terrible taste"
"Just exercise and eat less!"
"Thats really slutty"
when your family makes fun of something you're passionate about and then claim they were 'just teasing'
I shouldn't have drank so much last night -.-


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League of Women Voters educators have teamed up with volunteer registrars from Northeast Ohio Voter Advocates (NOVA) to visit 23 high schools in the Cleveland Metropolitan School District, for the purpose of inaugurating hundreds of Cleveland seniors into an adult life of purposeful, informed citizenship.
Twenty volunteers from the LWV Cuyahoga Area and Cleveland Area will fan out with their NOVA partners over two weeks from September 23 to October 4. This period coincides with the National Voter Registration Day on September 24, being observed by Leagues of Women Voters and other voter advocacy groups nationwide.
Administrators of the Cleveland schools have helped to coordinate these events in all the high schools. LWV Cleveland Area president Penny Jeffrey, NOVA project chair Pearl Livingstone, and several key lieutenants have recruited and trained all the volunteers. The LWV Cleveland Area's Education Fund has also published a FAQ brochure for all new registrants to take home: "A First Voter's Guide to Ohio Registration and Voting Procedures."
The Board of Elections has provided registration materials, including oversized Registration Forms for each classroom and printouts of a sample Cleveland ballot for each student. League educators, equipped with "November 5 Decisions" posters, will be fortified by Senior English teachers who have included voter-preparation in their current "Real Life Skills" instructional units. And the school district also plans to ferry newly registered voters to the Board of Elections in mid-October, so that they are all able to take advantage of early voting.
"What a great way to make a difference in Cleveland's civic life!" exclaimed LWV volunteer Lynda Mayer at the September 19 training session in Cleveland Heights. "Who out there has ever forgotten the first time he or she voted?" fellow LWV volunteer, Carol Gibson, chimed in. This shows democracy is not a spectator sport. NOVA's Pearl Livingstone sees voting as nothing short of a "Rite of Passage" into democratic citizenship. For 10 days, Mayer, Gibson, Livingstone and their combined forces will be practicing what they preach.


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Does Relying On an IDE Make You a Bad Programmer?
Reliability vs Choice (627 comments)
You can know how to use a terminal on a headless server, write your C code in VIM or EMACS, and compile your code with GCC, and be totally content and remove any overhead, but as long as you understand these tools I don't see any harm in using a program that links your libraries and throws you right onto the starting line with the click of a button. You can only write the same 20 lines of code and manually set paths so often before you're writing your own templates and doing the same thing the IDE would do for you anyway. It's typically natural to start programming in an IDE, but those who rely on it, rather than choose to use it, and never eventually venture down to the command line to build their program from scratch are only seeing half of the picture and will never fully grasp the basic concepts of what they're doing.


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Avantika Malik
Speaking of intriguing footwear, Avantika's black zippered oddities befuddle us. So we stared at them for an extended period of time (15 seconds - beyond that our eyes closed themselves tight and refused to open till we'd shut down the monitor) and came up with some possible sane reasons she chose to wear what she did:
1.She saw the movie, hated it and tried to weasel her way out of the theatre by kicking the chair in front of her. The chair stayed put, but her feet were badly hurt and she was forced to wrap them up in strips that she tore from the inside of that bag she's carrying.
2. She really loves her feet and decided to mummify them for the future. She doesn't care that much for her big toe so she left that one to rot with the vagaries of time and nature.
3. This is part 3 of a really elaborate pedicure. The first two parts include bathing the feet in the milk of virginal black mares and massaging them with chains.
4. She needed something to take the focus off her handbag. FYI, that bag also doubles up a sleeping bag, a parachute and tent to house a party of 8 to 12.
- Bharath weds Jeshly
Bharath weds Jeshly on September 9
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A pictorial intro to Gori Tere Pyaar Mein
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All you want to know about Shriya Saran


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Last night on CNN, Lou Dobbs claimed there are "new concerns" about Judge Sonia Sotomayor's rulings on our 2nd amendment rights. Dobbs tried to argue that Sotomayor may be hostile towards private gun ownership. But ThinkProgress' legal research analyst Ian Millhiser set the record straight, noting that the only thing we truly know from Sotomayor's jurisprudence on 2nd amendment issues is that she has followed the rule of law and Supreme Court precedent. Watch it:
TP's Ian Millhiser debates Lou Dobbs on Sotomayor's 2nd amendment record.
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Started this discussion. Last reply by Dustin Williams Jun 27, 2011. 3 Replies 1 Like
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All We Know Is Falling came out a bit over a year ago, what have you guys done as far as the next album goes?
Zac Farro: We've written a couple songs…
Josh Farro: We started writing it and we're just taking our time. Making sure the right songs come out at the right time. It's a slow process, but we're getting there. We are planning on recording it in November or December.
What is it like for you two guys, as brothers, to be in a band together?
Zac: It sucks…no it's awesome. I don't think I would be in this band if my brother wasn't in it.
Josh: We've been playing together for so long, if one of us wasn't in the band it would just be hard to comprehend I guess. We love each other so much… [laughs]
What's it like spending your summer vacation from school on tour?
Zac: You really don't know what summer is and what winter is, except for the cold and hot. Because everything is the same; we're touring all the time.
Josh: Sometimes I wish I could go on an actual vacation, but then I realize I can go to a different city everyday. I get to experience all that in one summer, but a lot of people don't even get to explore their own country.
How do your parents feel about you being 16 and touring "some of America's most dangerous places like New Jersey"?
Zac: Well I was born there, thank you very much. [Semi-awkward laughs] They know we're safe with our tour manager and he'll look out for us. I'm always with my older brother. They wouldn't let me do it if my older brother wasn't here.
Josh: I'm very strong so nobody could really mess with us… [laughs] No, they are cool with it. Just whenever we're about to play a dangerous city they will call and be like, "Just be careful, don't walk around by yourself."
Do you think it's funny that you guys are so young and headlining this tour?
Zac: I think it's really strange. The first day we pulled up I was like, "These dudes are like 22-23 opening up for our band. I'm 16." It's kind of weird; they've been working on this for a long time. Not to say that we haven't been. We've just started really young. It just totally feels like we don't deserve it, but we've worked really hard so.
If you two were in the Jackson 5 who would be Michael and who would be Tito?
Zac: [laughs] He would be Michael because I couldn't do that.
Josh: Zac can actually dance a little bit.
Zac: YEAH RIGHT!
Josh: Better than me, dude. I'm so white. I have no coordination whatsoever. You'd be Michael, you would be.
Zac: Hayley would be Michael. [laughs] And I'd be Peter…I don't even know if there's a Peter, but I'd be him.
Josh: Alright…Peter Jackson?
Zac: He's famous isn't he?
Josh: I think he directed Lord of the Rings.
With the recent steroid scandals in every field of sports, would you like to make any admissions about improving your music through the use of steroids or human growth hormones?
Josh: Oh my god. [laughs] Well, we use those all the time, especially Hayley, because we're working on getting really big and putting on a better show.
Zac: Steroids are the way to go.
Josh: We couldn't do it without them.
Would you like the thank steroids for your quick rise to fame?
Zac: Yes, thank you so much. We're sponsored by them.


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Reader Comments (Page 1 of 1)
Ugh. I remember early in this expansion, back when heroic blues were a big deal. I was in a heroic on my healer (It's always when you're healing, isn't it?) when I ran into a really cocky tank. The group outright refused to use Crowd Control, ensuring the tank took truckloads of damage every pull, causing me to blow through my mana every time. Naturally, he would pull the next group just as I was sitting down to drink.
About five pulls in, they called me a bad healer and vote-kicked me from the group.
I stopped healing PUGs up until 4.3. Thank goodness druids can also tank.
threesixteen said...
there really is nothing worse than being judged by the inept for "mistakes" that result from their own failings.
where's the justice? haha.
many times this has happened to me; and to many others i'm sure. sometimes you just have a bad pull as tank; maybe hamfist a rotation or mistaunt or whatever. maybe you never really understood how dark intent worked, or how rogues could sap...
what is comforting is that there is alcohol.
Well if you're the healer, most of the time you're the last person to die since you know, you can heal yourself and choose not to heal others. So if you're feeling especially snarky, you can WAIT until they all died, then type "told ya not to pull when I'm drinking" and run out / leave group / hearth


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Essential iOS Road Trip apps: Gas Buddy
Summary: You can avoid overpaying for gas by checking Gas Buddy before you fill up. The free iOS app also allows you to report local gas prices for a chance to win prizes. Not bad for free.
Part 4 in a series on Essential Road Trip apps.
In yesterday's installment of Essential Road Trip apps I recommended the eponymous Road Trip as my favorite fuel-economy tracking app. Today's installment helps you find the fuel that you're tracking.
Nothing's worse that filling up your tank only to drive a mile or two down the road to find a station selling gas 20+ cents cheaper per gallon. This can be quite common, especially in bordering states. In New Jersey for example, gas can cost as much as 20 cents cheaper per gallon than just over the bridge in Philadelphia.
Gas Buddy (free, App Store) is an indispensable iOS app that I check before every fill up. It helps me squeeze the most petroleum out of every dollar and is an essential member of the "Auto" apps folder that lives on my iPhone.
The app is super easy to use: just launch Gas Buddy and touch Find Gas Near Me. From there you can view the results sorted by distance, or price (pictured). Touching a specific station brings up more information (as you'd expect) including a station map and directions that can come in handy if you're lost.
My favorite Gas Buddy feature is the ability to report gas prices. I guess that it's like reporting speed traps in Trapster, there's a fun and social aspect to contributing to the Gas Buddy community. Plus, if you register on GasBuddy.com you can earn points towards prizes for reporting gas prices.
Unfortunately, the current iOS app (v1.0.7) doesn't support reporting prices in both cash and credit, but you can work around this by noting the credit premium in the notes field. No word on if/when that's going to be fixed. Gas Buddy has mentioned some other upcoming features, including favorite stations and filtering stations by distance, brand and time reported.
Avoid overpaying for gas by checking Gas Buddy before you fill up.
To recap, my Essential Road Trip apps are:
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text:
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The Classy, Black Girl Gets Tapped to be a Brand Ambassador for Thiq Boutique! http://t.co/18icFDdu0C
My Neo @Three_is_ME is going to get me on my Greek girls ISH List! #LoveItTho
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Very nice gesture... wish I could go.
Someone on the board last year was nice enough to give me tickets when I needed extras, figured I do the same since I cant make it this year.
Have 4 tickets, let me know how many you need. Post your emails here or message them to me.
sorry mods, if this was suppose to go to the ticket forum.
Very nice gesture... wish I could go.
I'll take them..
PM sent
Mod please delete, tickets are gone.
Enjoy the draft guys.


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Celestine Dorothea Cap Sleeve 46" Long Nightgown Style Dorothea|4NH
A sweet heart neckline and double layered panel are embroidered with floral and vine embellishments along with elegant scalloped edges. Cap sleeves brush the sides of your shoulders while the long length stops just above the ankles. Gathering at the shoulders and the bust veil your shape even though the 100% Sussie cotton is somewhat translucent


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18.81 +0.07 +0.37%
|New York Stock Exchange
|Interpublic Group of Companies, Inc
|Advertising Agencies
|Interpublic Group of Companies, Inc. was incorporated in Delaware in September 1930 under the name of McCann-Erickson Incorporated as the successor to the advertising agency businesses founded in 1902. It has operated under the Interpublic name since January 1961. It is a global advertising and marketing services. The Company has two reportable segments: Integrated Agency Network (IAN), which is comprised of McCann, Draftfcb, Lowe, Mediabrands and its domestic integrated agencies; and Constituency Management Group (CMG), which is comprised of the bulk of its specialist marketing service offerings. Within IAN, the Company's agencies provide an array of global communications and marketing services, each offering a distinctive range of solutions for its clients. In addition, the Company's domestic integrated agencies, including Campbell-Ewald, Hill Holliday, Deutsch and Mullen, provide a full range of advertising, marketing communications services and/or marketing services and partner with its global operating divisions as needed. CMG, which includes Weber Shandwick, MWW Group, FutureBrand, DeVries, GolinHarris, Jack Morton, and Octagon Worldwide, provides clients with services including public relations, meeting and event production, sports and entertainment marketing, corporate and brand identity and strategic marketing consulting. Certain Corporate and other charges are reported as a separate line item within total segment operating income and include corporate office expenses and shared service center expenses, as well as certain other centrally managed expenses that are not fully allocated to operating divisions. The Company's agency brands create marketing solutions on behalf of clients in every major world market. Its companies cover the spectrum of marketing disciplines and specialties, from traditional services such as consumer advertising and public relations to emerging services such as mobile and search engine marketing. The Company's solutions vary from project-based activity involving one agency and its client to long-term, fully-integrated campaigns created by a group of its companies working together on behalf of a client. With offices in over 100 countries, the Company could operate in a single region or align work globally across all major world markets. To keep the Company well-positioned in an evolving industry, it supports its agencies' talent and operational initiatives to expand high-growth capabilities and build offerings in key developing markets. When appropriate, it also develops relationships with companies that are building leading-edge marketing tools that complement its agencies and the programs they are developing for clients. The Company's agencies and media services compete with other agencies, and with other providers of creative or media services, in order to maintain existing client relationships and to win new clients. Its competitors include not only other large multinational advertising and marketing communications companies, but also smaller entities that operate in local or regional markets. New market participants include systems integrators, database marketing and modeling companies, telemarketers and internet companies. The industry in which the Company operates is subject to government regulation and other governmental action, both domestic and foreign.
Copyright © 2014 Microsoft. All rights reserved.
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Turkey eggs have an incubation period of about 26 days. The temperature should be as close to 100 degrees as possible with a humidy of close to 50. We use GQF 1500 incubators and have always had excellent hatch rates.
The hatching begins with pipping. Pipping is when the poult uses their egg tooth (hard, sharp spike on the upper beak) to break the shell. The pipping poults rotate in the egg to make a complete break around the large end of the egg.
Hatching takes about 24 hours and the poults are exhausted when they finally are free of the egg. We keep the poults in an indoor brooder for about the first 3-5 days at 95 degrees. Then they are moved to an outside brooder house where we drop the heat of by 5 degrees each week until the outside NIGHT temperature is the same.


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You remember too much,
my mother said to me recently.
Why hold onto all that? And I said,
Where can I put it down?
Anne Carson, excerpt from "The Glass Essay" (via larmoyante)
There are far too many silent sufferers. Not because they don't yearn to reach out, but because they've tried and found no one who cares.
Richelle E. Goodrich (via quotethat)
Anonymous asked: you doing fine?
You dont know how much I appreciate your message.
It's crazy knowing someone out there really actually cares about me.
Thank you so much,
Lovely anon.


text:
Ugh, hate this, but the great Dennis Farina, an ex-cop who created a great second career as a distinctive character actor in numerous movies and TV shows, has died: http://www.deadline.com/2013/07/r-i-p-dennis-farina/
My favorites of Farina's work were as a police lieutenant in a long-gone 1980s cop show called "Crime Story" and in the great little Steven Soderbergh film "Out of Sight" with George Clooney and Jennifer Lopez (dig it out on Netflix or otherwise; fantastic film).
How about you? Did you have any particular favorites in Farina's long body of work?
3:32pm | URL: http://tmblr.co/Z2qjCvqKmpj1
- autumajoneslovejoy answered: My fav was Law and order loved his face his toughnest but you always felt he was a sweet heart. ,such sad news.
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- ufgator1977 said: Avi in "Snatch" and Jimmy Serrano in "Midnight Run".
- ufgator1977 answered: Avi in "Snatch" and Jimmy Serrano in "Midnight Run".
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- analamasblog answered: Loved "Crime Story"!
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- ugenegod2261 answered: He was terrific in "That Old Feeling," and was a great match for Bette Midler.
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NORFOLK -- The Ingleside Elementary School community came together Thursday night to honor the life of a loyal volunteer.
The body of Rosa Powell, 43, was found last Saturday in Norfolk, just two miles from Ingleside Elementary where students, faculty and friends gathered to remember her with a candlelight vigil.
"She's been here for many generations," said Monica Hilderbrand, a teacher at Ingleside. "Her children go here, who grandchildren go here. This was her favorite place to be."
Hilderbrand and three of her students planted a tree outside of the school, where Powell spent years volunteering at book fairs and serving as a crossing guard for years.
"I can remember just dropping my son off and every morning, my son would run to her and give her a hug and then she walked him to the school," said Tamika Smallwood, a family friend of Powell.
Smallwood helped organize Thursday's ceremony for Powell, who she considered as a motherly figure.
Smallwood's also the cousin to Cortez Scott, 43, who Norfolk police have arrested and charged with murdering Powell.
"I don't really know what to think right now," said Smallwood. "It breaks my heart, but as far as whether he's the one who did it, I can't speak on that. I really don't know what to say about that."
Powell's alleged murder remains under investigation.
Her family has planned a funeral for her later this week.


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2200 Mainland Road (formerly Sumneytown Pike) | Harleysville, PA 19438
(215) 256-8101 | Fax: (215) 256-1804 | Contact by email
Sunday Schedule - 9:00 Sunday School, 10:00 Fellowship, 10:30 Worship
Our mission is to help all men and women love and serve Jesus Christ through worship, study, training, and hands-on ministry in the community and the world.
Leadership and Ministry Teams
Christ Covenant Church is governed according to a "congregational" system, in which the members of the church make all major decisions in congregational meetings that are held at least twice per year. Throughout the year our church is led by an eight-member Leadership Team whose members serve 2-year terms (with half of the members elected annually, and able to be elected to new terms to succeed themselves no more than twice).
Terms expiring at the end of 2014:
Dave Benner (Financial Officer) - re-elected LT member
Susan Cressman - re-elected LT member
Sue Marks
Walt Payne
Terms expiring at the end of 2015:
Dan DiStefano (Chair) - twice re-elected LT member
Tom Moyer
Jeff Reifsnyder (Secretary) - twice re-elected LT member
Carolyn Stuart (Vice-Chair)
Christ Covanent Church also has three key standing committees, to which the congregation and Leadership Team elect members as noted:
Carolyn Stuart (LT rep and chair)
Sue Marks (LT rep)
Linda Lotier (at-large member, term expires at the end of 2014)
Jodi Scribner (at-large member, term expires at the end of 2015)
Dave Benner (LT rep and chair)
Jim Stuart (at-large member, term expires at the end of 2014)
Lois Moyer (at-large member, term expires at the end of 2015)
Rev.'s Jim & Cathy Stanley-Erickson (co-pastors)
FINANCIAL COMMITTEE (LT liaison = Tom Moyer)
Claude Bevan (term expires at the end of 2014)
Craig Ikeda (term expires at the end of 2015)
David Lotier (term expires at the end of 2016)
As provided in our Bylaws, our leadership structure also includes the establishment of Ministry Teams to implement the varied ministries of the church. Ten such ministry teams are established at present. Each of our Ministry Teams is listed below, along with its Team leader and Leadership Team liaison:
Administration: Don Lepp (LT liaison = Susan Cressman)
Buildings & Grounds: Thelma Craig (LT liaison = Walt Payne)
Community Connections: Mig Robertson (LT liaison = Jeff Reifsnyder)
Christian Formation: Sandie Thierer (LT liaison = Pastor Jim)
Congregational Care: Jan Marcheski (LT liaison = Susan Cressman)
Congregational Life: Lynda Bair (LT liaison = Sue Marks)
Missions: Andrew Giampa (LT liaison = Tom Moyer)
Small Groups: Jill Gower (LT liaison = Dan DiStefano)
Worship Planning: Pastor Cathy and Carla Metz (LT liaison = Pastor Cathy)
Youth Ministry: Mecan Lanier (LT liaison = Dan DiStefano)


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romantic getaway Ohio honeymoon and Cottages at Garden Gate Get-A-Way should be your first stop. The owners of award-winning Garden Gate Get-A-Way Bed & Breakfast have built 2 luxury, romantic getaway cottages. Falls Kiss Cottage and Springs Desire Cottage will envelope you with luxury, romance and elegance. From the Amish made cabinets, pillow-soft mattresses, Roman-style Jacuzzi tubs, peninsula fireplaces, 5-star bath amenities, 23' porch to view a field of horses next door, and more. Besides the perfect accommodation for your romantic getaway Ohio honeymoon the staff at Cottages at Garden Gate Get-A-Way can help you with fine dining reservations, wine and cheese itineraries, shopping and other attractions, historical and cultural sites, etc. For the most unforgettable getaway you've ever taken call Cottages at Garden Gate Get-A-Way.
Written by Carol Steffey, Garden Gate Get-A-Way Bed & Breakfast, Millersburg, Ohio (330) 674-7608 www.garden-gate.com
Tuesday, May 18, 2010
Romantic Getaway Ohio Honeymoon Should Start in Holmes County
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text: [rant] Come on Apple give me a date already for the 4G version of the mini. I have the Wi-Fi version but if I decide to keep the mini it will be the 4G one that I settle down with. The mini is so darn light and portable a 4G version makes the most sense to me. And what exactly is mid Nov anyway? Rumors say the 21st or 23rd and I don't really consider that a mid.. [/rant] Anyone else really wanting the 4G version? and / or Anyone have a better release date for the 4G version?


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Once cited in the Prepaid Press newspaper as a "playmaker" and one of the "top telecommunications executives" in the United States, Issa Asad has built his entire career on that determination—to change the telecom industry. President, CEO, and Managing Member of various companies, Issa Asad consistently achieves profitable gains within the competitive domestic and international telecom markets.
Issa's Experience in the World of Telecom
As a respected telecom veteran with over 15 years of experience in the industry. Mr. Asad has led many top telecommunications providers and companies, most notably I-Prepay, Inc., X Change Communications, Reliable Telecard and Prepaid Technologies. Mr. Asad is presently the Managing Member of Quadrant Holdings Group, LLC, a company that owns and manages various telecom and technology companies such as Q Link Wireless, LLC.
Recognized as one of the country's leading suppliers of prepaid and discount wireless services, Q Link Wireless provides a free cell phone with free monthly minutes to low-income people who qualify for the Federal Lifeline Assistance program. The company is an approved provider of the Lifeline program and chooses to pay for the cost of the actual cell phones themselves in order to help eligible individuals in need. Mr. Asad created, evolved and optimized Q Link Wireless' entire sales model and has led the company to incredible growth.
Mr. Asad was always keen on introducing untapped concepts. He pioneered the incorporation of ATMs and check cashing services into various convenience stores and gas stations. In 1996, Mr. Asad jumped into the telecom industry by offering prepaid cards in his stores. With his retail background, Mr. Asad felt that the long-term potential of the prepaid market was electronic delivery. In 2000, he teamed with Reliable Telecard and I-Prepay Inc. to develop a real-time PIN electronic delivery system for prepaid products. The electronic prepaid industry is now worth hundreds of millions of dollars a year.
Issa's Vision for the Future of Telecom
Mr. Asad continues to lead the telecom and prepaid market, as shown in his innovative product development and numerous recognitions from industry publications.
Today, Mr. Asad concentrates on implementing Q Link Wireless' Lifeline service offering to several more states across the country.


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The 2015 Commencement Exercies for Albany College of Pharmacy and Health Sciences will take place on Saturday, May 16 (Albany Campus) and Sunday, May 17 (Vermont Campus).
Room blocks at local hotels will be available come January 2015. Additional information for students and families will be posted to this page once it is finalized.
Please note that photos from the 2014 Commencement exercises are available for viewing and purchase.


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FILE - These file photos provided by the St. Lawrence County Sheriff's Office shows the booking photos of Stephen Howells II, left, and Nicole Vaisey, who were arraigned on Aug. 15, 2014 on charges they intended to physically harm or sexually abuse two Amish sisters after abducting them from a roadside farm stand. Federal prosecutors have now charged the couple accused of kidnapping and sexual exploitation of the children and possession of child pornography. Vaisey and Howells have already pleaded not guilty to state kidnapping charges. They are being held without bail. (AP Photo/St. Lawrence County Sheriff, File)
ALBANY, New York — The couple accused of kidnapping two young Amish sisters in northern New York were charged Thursday in federal court with sexual exploitation of children and possession of child pornography.
Nicole Vaisey, 25, and Stephen Howells Jr., 39, of Hermon, already have pleaded not guilty to state kidnapping charges. They were being held without bail in St. Lawrence County and were taken to federal court Thursday in Syracuse to hear the five new charges.
Handcuffed and wearing orange-and-white jail clothing, they acknowledged in court they knew what was happening and said little else, the Syracuse Post-Standard reported. Magistrate Judge Therese Wiley-Dancks appointed lawyers for both.
Calls to their attorneys were not immediately returned.
The 7- and 12-year-old girls were abducted last month from their family farm stand in rural Oswegatchie, near the Canadian border. Authorities say they were shackled and sexually abused before being released the next day about 20 miles from home.
The federal indictment unsealed Thursday in Syracuse says another young girl, now about 8 years old, also was sexually abused during the past two years.
"This indictment charges Howells and Vaisey with enticing and coercing children to engage in sexual conduct and making a video recording of it," said U.S. Attorney Richard Hartunian, who addressed reporters.
Both are now in federal custody with a detention hearing scheduled next week. Assistant U.S. Attorney John Duncan declined to say whether there may be further evidence from the couple's computer that other children were sexually abused. He said the investigation is continuing.
St. Lawrence County District Attorney Mary Rain said Thursday she still plans to bring additional charges.


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Categories > Movies > X-Men: The Movie > Days of the Phoenix
A Family Matter0 Reviews
"I've dreamed of killing you," she whispered in his ear.
"Yeah, great," Creed muttered.
"I don't think so."
The officer pointed her gun towards the shadows.
"Come out, you mutie scum," she growled.
"It don't matter what you look like, Mystique," Wolverine replied. "I can smell your filth."
"Mystique?" Graydon bellowed.
"It's sad when a boy can't even recognize his own mother," Mystique chided as her officer disguise melted away.
"And I thought I had a messed up past," Wolverine grunted.
"This doesn't concern you, animal," Mystique warned.
Wolverine stepped out from the shadows and unsheathed the claws to his right hand. "I take it I ain't one of your favorite people, darlin'," he said as he exposed the claws to his left hand.
Mystique licked her lips. "I'm sure we'd get along just fine, you and I, if only we were on the same side," she said.
"You ain't my type," Wolverine replied.
"Oh, I could be any type you wanted." Mystique smiled viciously. "Besides, don't you have a thing for redheads?"
"Are you going to kill her, or am I going to have to do it for you?" Graydon demanded.
"I see he takes after you," Wolverine noted.
Mystique sighed and turned to her eldest child. Her leg flew up with a dancer's grace and connected with Creed's chin. Spittle flew from Graydon's mouth as the force from his mother's kick propelled him backwards.
"I'll deal with you in a moment," she promised her son.
"That's some maternal instinct." Wolverine smirked.
"For one who knows so little, you seem to say much." Mystique threw her first punch.
Wolverine dodged her right hook. "Enlighten me, then."
He grunted as her left hand made contact with his kidneys.
"He is an abomination to his lineage," she hissed. There was a light sheen of perspiration on Raven Darkholme's skin, but her breathing remained steady, her hand-to-hand combat precise and deadly.
"Coming from a family of freaks, it's a small comfort to be the black sheep," Graydon spat as he fingered his injured chin. "Of course, not even an X gene could protect your other son from your Medea complex."
"I will cut the tongue from your mouth," Mystique warned as she evaded Wolverine's claws.
The woman drilled her knee into Wolverine's solar plexus. As the air was ripped from his lungs, Mystique cracked her fists over the base of his skull. Bone was no match for adamantium and the shapeshifter snarled as pain radiated in her hands from the blow she landed.
"So you make a habit of killing your kids?" Wolverine forced himself up to his knees in time to watch Mystique's foot crash into his face.
"I would have done anything for that child!" Her voice was level, but a smoldering rage was apparent in her yellow eyes.
Wolverine's healing factor and adamantium skeleton kept him from any serious harm, but the woman was simply too fast for him. If a foot didn't connect with his ribs, a fist was aimed for his windpipe, temple or groin.
"I was presented with a choice." Mystique planted a kick into Wolverine's chest and waited for him to crash into a wall before she continued. "I chose."
"You chose to save yourself at the expense of an infant," Creed laughed.
"I could have died that day along with my son, or I could have sacrificed my son and escape so that I could come back and make those humans pay," Mystique growled. "I saw to it that they suffered as I had."
Wolverine roared and lunged at her. Mystique's stamina diminished, she could easily block Logan's berserker strikes, but she lacked the needed energy to guard against his attacks while also trying to land a hit herself.
She took a chance with an elbow into the bridge of his nose. Wolverine countered with an uppercut. As she hit the ground, Mystique smiled up at the Wolverine who loomed over her.
"You're done," Wolverine decided.
No! Can't die-don't die, please! Daddy!
The pain seared at the base of Logan's skull and spread to encompass his entire brain. The raw emotions coupled with the strength behind such thoughts were enough to bring the powerful man to his knees.
"Shit," he grunted.
The pressure Wolverine applied to his temples wasn't enough to alleviate his agony. Laughter bounced off of his eardrums and through his blurred vision he could see Mystique standing before him, triumphant.
"Shit," Wolverine repeated.
Mystique wasted little time in kicking him across his face. Wolverine fell to the ground and didn't get up. Mystique brushed her hands off and grabbed her son by the collar.
"I've dreamed of killing you," she whispered in his ear.
His smiling political mask stripped away, Graydon Creed radiated nothing but hatred. "You should have killed me years ago," Creed snarled.
Mystique shrugged. "How was I to know that a twelve year old English speaking boy would be capable of surviving in Russia? I'm here to correct my mistake."
"Let's get this over with," Graydon dared.
"Oh, we will," Mystique promised. "I just have one last thing to tell you first."
"And what's that?" Graydon hissed.
"I don't regret," Mystique said. "I didn't regret abandoning you and I never regretted what I did to your brother. Especially since I recently discovered something. He's alive and well, which is more than I can say for you."
Rachel Anne Summers!
Rachel snapped her head up, ignoring the snot that dripped from her nose.
"What?" she asked frantically.
Child, your thoughts are too powerful, Professor Xavier warned. You're going to damage Kurt's and Logan's minds through our psi-link if you do not calm yourself.
"But Cyclops-" she blubbered.
But what? Xavier demanded. Search through the psi-link, Rachel. Find Scott's thoughts.
"You mean?"
He will live, Xavier confirmed. Now, calm down. Kurt and I will be there as soon as we take care of the mob down here.
"Daddy?" Rachel whimpered.
Cyclops groaned and started to push himself up into a sitting position. He coughed uncomfortably as Rachel scrambled over to his side. Cyclops cocked his head to one side and gave the girl a curious look.
"Are you alright?" he asked.
Rachel's bottom lip quivered as she threw herself into his arms. Her pitiful cries of, "Daddy," were interrupted only by hiccupped sobs.
Cyclops weakly patted her on her head and back.
"Shhh," he urged. "It's going to be okay. Everything's going to be okay."


text:
Professor of sciences realizes dream
Pour came to the United States with the intention of obtaining a higher education. He was raised in Quatar under Muslim teachings and spent summers studying at Cambridge University in England. His own devotion to learning instilled an appreciation for education that inspires him to learn and to help others learn. He knew at an early age that he wanted to pursue a career in an academic setting.
For Pour the United States of America had an image of greatness. From the moment when Americans landed on the moon, Pour says that he was intrigued by American and what it had to offer him and to the world. He held onto that image of greatness throughout the complications involved in his efforts to become an American citizen.
After Pour came to the United States from Iran in June of 1985, American citizenship soon became a goal. In order to become a citizen he had to obtain residency, the first step of a multi-year process for application for citizenship. The grant or denial of residency takes two years or more, and the grant or denial of citizenship takes three to five years depending on the applicantís marital status. In Pourís case, his application for residency was lost, and he had to begin the process a second time.
During the time he was completing the necessary processes for citizenship, he was attended school. Following graduation from Trevecca, he taught at Fisk University before returning to Trevecca to teach. During the summer he continues his relationship with Fisk, working for NASA as a director of NASAís student research program. Pour and Eugene Collins of Fisk University coordinate the program and select undergraduate participants for the program. Students receive compensation for research in surface physics, nanophase material and material science, electro-optics, and informatics.
Pour is a favorite professor of students at Trevecca. He is known for more than excellent teaching qualities. His students report that he integrates faith in learning and that he is willing to meet with students outside of class. Pour teaches physics, chemistry, computer programming, general science.
Almost twenty years after coming to America, Pour now enjoys a new status: he is an American.