text:
Agricultural Economics Research Institute, LEI
Burgemeester Patijnlaan 19, 2502 LS, The Hague,
This study considers the development of fleet capacity and harvesting rights in the Dutch demersal North Sea fishery since 1983. The Common Fisheries Policy (CFP) of the European Union was implemented in that year, which meant for this fishery a growing importance of harvesting rights. Individual vessel quota (IQs) for sole and plaice had already been introduced in 1976, within the framework of the North East Atlantic Fishery Convention (NEAFC)[41].
In the period 1976-84 these IQs were perceived by the vessel-owners as limitations rather than as rights. But enforcement of the quotas was rather weak in this period, so they were regarded as not much more than a piece of paper. Transferability of the IQs was officially allowed from 1985. This, and also intensification of enforcement, gradually brought a transition of perceptions from individual limitations, towards the view that IQs for sole and plaice are valuable property rights.
The CFP of the European Union (EU) establishes annual Total Allowable Catches (TACs) for almost all commercial species landed by vessels of the member states. The Council of Ministers of the EU decides annually on these TACs, which are proposed by the European Commission. Each country operates its own management-system in order to fulfill its TAC obligations. The Dutch fishing sector is so far the only one within the EU that operates under an individual transferable quota (ITQ) system.
At the end of 1983 the Dutch demersal North Sea fishery consisted of 595 vessels owned by some 500 firms, and composed of four main segments:
i. beam-trawlers, targetting sole and plaice; these were by far the most important segment. Most of these vessels have an engine-power that exceeds 800kW.Together, these four segments are known in the Netherlands as the Cutter Fishery.ii. roundfish-trawlers, concentrated in the 225-810kW range of engine-power
iii. vessels with an engine-power of 221kW, mostly operating in a variety of fisheries (beam-trawling for flatfish, demersal-trawling for cod and whiting, and shrimp fishing)
iv. vessels with engine-power under 221kW, which were generally specialised shrimp-trawlers. Some of these vessels operate in the Wadden Sea, in the north of the Netherlands.
Table 1 shows some major characteristics of the demersal North Sea fishery. Recent figures have been added to demonstrate the important changes which have taken place. The next sections of this paper explain how transferable property rights have influenced the changes in fleet-capacity and ownership of rights.
An example of a beam trawler, common in the Dutch ITQ fishery for sole and plaice
Table 1. Characteristics of the Dutch demersal North Sea fishery in 1983 and 1998
1983 |
1998 |
Annual quota (tonnes) |
Sole |
15400 |
14600 |
Plaice |
53700 |
35300 |
Cod |
22900 |
14900 |
Financial results |
Proceeds (million NLG, deflated)1 |
840 |
607 |
Net Profit (million NLG, deflated)1 |
-44 |
39 |
Number of vessels |
595 |
407 |
Value of harvesting rights per vessel (on average,
150000 |
5000000 |
1 Deflated for 1983 on the basis of the NLG purchase power in 1998. 1 NLG= 0.45 EURO or 0.49 US$.2. THE NATURE OF THE HARVESTING RIGHT2 Estimated on the basis of market prices.
Source: Ministry of Agriculture, Nature Management and Fisheries, Shipping Inspection, Dutch Agricultural Economics Research Institute, LEI.
The transferability of the IQs for sole and plaice was officially allowed in 1985 by the Ministry of Agriculture and Fisheries after an informal trade in these rights developed in the early 1980s. An extension of rights-based fishing came in 1994 when ITQs for cod were introduced, and in 1996 with the implementation of rights for herring and mackerel. As a result, today all quota species have been brought under an ITQ management-regime.
Co-management groups have pooled the quota (ITQs) of their members since 1993. This includes eight different management groups, whereby the board of each group is responsible for compliance with the groups quota. The ownership of the rights remains with the individual holders. These groups facilitate trade, hiring and renting of the ITQs between their members, which makes the system far more flexible. The rights can be used as a collateral for a loan. In fact, the ITQs have always served as a security for Banks when a loan was required, for example to finance a new vessel. Investments in ITQs used to be encouraged by a tax allowance for depreciation. This included a 12.5% annual depreciation on the purchase price of the right.
During the 1990s trade in quota led to very high prices for the ITQs. In fact they have become an important production factor for the firms, as indicated by the high value of the harvesting rights (Table 1). The sole and plaice ITQs are responsible for the major part of this value.
Apart from ITQs the Dutch rights-based fisheries management nowadays consists of a number of other individual rights:
i. Licences, expressed in quantities of engine-power per vessel, were introduced in 1984. These transferable rights aim to limit the total engine-power of the sea-going fleet, and to give an entitlement to fish on quota species. This licence-scheme resulted from the first Multi-Annual Guidance Programme (MAGP), implemented in 1985 within the framework of the CFP. The target of the subsequent MAGPs has been the limitation of the capacity of fishing fleets in EU waters.3. MEASUREMENT OF FLEET-CAPACITYii. Transferable entitlements for shrimp fishing in the North Sea and in the Wadden Sea.
iii. Entitlements to fish in the coastal zone, the so-called List I and II documents, which may also be transferred.
iv. Limitation of gross tonnage (GT) of each vessel, implemented in 1998, which has led to rising values for transferable GT licences. This measure results from the Dutch obligations under MAGP lV (which runs from 1997-2001).
3.1 Characterizing fleet-capacity
As noted in the introduction, this study considers the development of fleet-capacity over the period 1983-98, i.e. since the EU Common Fisheries Policy started in 1983. Individual quota changed gradually from limitations on activities, towards valuable property rights in the early 1980s, and the transferability of these rights, officially allowed in 1985, marks this development.
Specialised beam-trawlers, fitted with engines exceeding 810kW (1100HP) comprised the most important part (65%) of the total fleet-capacity in terms of engine-power in 1983. These vessels target sole and plaice, but take turbot, cod and whiting as by-catch species. Their crew varies from 6-8 persons.
The medium-size trawlers, with engine-power ranging from 222-810kW, operate in various fisheries such as otter-trawling or pair-trawling on cod and whiting, herring pair-trawling and also beam-trawling. This fleet segment consisted of 173 vessels in 1983 accounting for 24% of the total engine-power of the fleet. The 221kW vessels mostly operate in the beam-trawl and shrimp-fishery, whereas most of the smallest vessels are specialised shrimp-vessels.
Engine-power is mostly used to express the fishing-capacity of the Dutch demersal fleet because this parameter is likely to have the main influence on the catches of the vessels. For the beam-trawlers in particular, this relationship is rather clear. Table 2 gives an overview of the fleet-capacity and its development.
Table 2. Dutch demersal North Sea fleet, number of vessels and total engine-power
1983 |
1998 |
Total number of vessels |
595 |
407 |
Number of vessels, by engine-power: |
0 - 190kW |
141 |
82 |
191 - 221kW |
78 |
142 |
222 - 1104kW |
295 |
32 |
>1104kW |
81 |
151 |
Total engine-power (kW) |
367000 |
319000 |
Source: Ministry of Agriculture, Nature Management and Fisheries, Shipping Inspection, LEI.The fishing effort expended by the fleet comprises fleet-capacity and fishing-time. For the Dutch demersal fleet it is usually expressed as engine-power times days-at-sea. Table 3 gives this effort for the different types of gear. Beam-trawling accounted for 77% of the total effort in 1983, followed by otter - and pair-trawling on roundfish (15%).
The major part of the fleet was rather young in 1983, with most vessels having an age of ten years or less. This was caused by a wave of investment in the period 1979-1983, that resulted in the addition of 126 new vessels to the fleet.
3.2 Changes in fleet-capacity in the period 1983-98
The number of vessels has decreased significantly over this fifteen-year period, and the fleet-composition has changed dramatically (Tables 2 and 5). The segment of medium-sized vessels almost disappeared and two other segments became far more important in 1998. These two segments, the Euro-cutters and the larger beam-trawlers (more than 1104kW) nowadays count for about 90% of the total engine-power of the fleet. In terms of engine-power the capacity of the fleet fell by 13%, and the fishing-effort was at a level 7% lower than in 1998. Thus, the average number of days-at-sea per vessel has increased since 1983.
Table 3. Fishing effort of the Dutch demersal North Sea fleet(100 000 Horse-power days)
Fishing method |
1983 |
1998 |
Beam trawl |
656 |
703 |
Otter trawl and pair trawl, roundfish |
126 |
32 |
Pair trawl, herring |
35 |
6 |
Shrimp trawl |
33 |
38 |
Other |
5 |
12 |
Total |
855 |
791 |
Source: LEI.Another important change regards the age-composition of the fleet. The number of younger vessels (less than ten years old) decreased from 39% in 1983 to 23% in 1998. In contrast, the number of older vessels (more than twenty years old) rose from 33% in 1983, to 41% in 1998.
The change in vessel numbers is analyzed further in Table 6. It appears that different subsequent decommissioning schemes[42] have had an important impact on the fleet-capacity. The decommissioned vessels had to be scrapped or sold to third countries, i.e. countries outside the EU.
Table 4. Dutch demersal North Sea fleet, age profile of the vessels
Age |
1983 |
1998 |
0 10 years |
231 |
94 |
11 20 years |
170 |
148 |
> 20 years |
194 |
165 |
Total number of vessels |
595 |
407 |
Source: Ministry of Agriculture. Nature Management and Fisheries; Shipping Inspection; LEI.Some of the vessels under other withdrawals in Table 6 have been re-flagged to other EU countries. This means that the fleet under Dutch ownership is in fact bigger than the previous tables suggest. These re-flagged vessels operate in Euro-waters and they are entitled to British, German and Belgian flatfish and cod quota. The re-flagged fleet accounted for about 20% of the demersal North Sea fishery under the Dutch flag in 1998, in terms of vessel number, engine-power and fishing-effort. Taking this into account the demersal North Sea fleet under Dutch ownership has more or less stabilized in the period 1983-98 from the viewpoint of total engine-power and fishing-effort.
Table 5. Dutch demersal North Sea fishery, index of changes in fleet capacity from 1983 to 1998 (1983=100)
Index 1998 |
Total number of vessels |
68 |
Number of smallest vessels (0-190kW) |
58 |
Number of Euro-cutters (191-221kW) |
182 |
Number of mid-size vessels (222-1104kW) |
11 |
Number of bigger vessels (>1104kW) |
186 |
Total engine power (kW) |
87 |
Total engine power (standard kWs)1 |
77 |
Fishing effort (in horse power/days): |
Beam trawl |
107 |
Otter/pair trawl |
25 |
Shrimp trawl |
115 |
Total fishing effort |
93 |
1 Explanation see Section 3.3.The changes in fleet-capacity have been caused by a chain of several factors which are described below in the sequence they are presented. It has to be kept in mind that there are no simple cause-effect relationships, as causes may be effects from other points of view. Transferable harvesting rights have played a role among other factors.Source: Ministry of Agriculture, Nature Management and Fisheries, Shipping Inspection, LEI.
Common Fisheries Policy
The implementation of the CFP in 1983 was the first and main factor influencing fleet-capacity, through the implementation of TACs within the framework of the conservation policy and the introduction of MAGPs resulting from the EUs structural policy. The CFP has led to several national measures which have caused major changes in the structure and scope of the Dutch demersal North Sea fleet.
TAC limitations
In the 1980s the national quota-levels for sole, plaice, cod and whiting caused a big imbalance between the capacity of many cutters and their fishing rights. A study by LEI (Salz et al.1988) pointed out that 70 000 - 100 000HP in the operating fleet would encounter liquidity problems in the next 2-4 years, due to this disproportion.
To comply with the TACs allocated to the Netherlands by the EU, a number of measures have been implemented, such as distribution of the national quota through ITQs, days-at-sea regulations, decommissioning, and stringent enforcement of the quota-system.
Table 6. Dutch demersal North Sea fishery: additions to, and withdrawals from, the fleet in the period 1988-1998
Number of vessels |
Fleet on 31 December 1987 |
611 |
Period 1988-1998: |
New constructions |
+ 111 |
Second-hand, bought abroad |
+ 22 |
Decommissioned |
- 161 |
Other withdrawals 1 |
- 176 |
Fleet on 31 December 1998 |
407 |
1 Sold to other countries, re-flagged, changed to other activities, scrapped, etc.Horsepower licence systemSource: Fisheries Directorate, Shipping Inspection, LEI.
In order to fulfill the obligations resulting from the first MAGP, the Dutch Ministry of Agriculture, Nature Management and Fisheries implemented a licence-scheme in 1984 which led to a total engine-power ceiling for the fleet. The total engine-power of the active fleet was allowed to increase until 1988 (due to orders for new vessels that were in the pipeline when the licence-scheme came into force in 1984). The decrease of total engine-power over the period 1983-98 (Table 5) demonstrates the effectiveness of the engine-power scheme, since it prevented an expansion of fishing-effort after the profitable years of 1991-92.
Decommissioning schemes
The first decommissioning scheme started in 1988 and this was followed by subsequent programmes so that decommissioning grants could be obtained throughout nearly the whole period 1988-98.
Quota-limitations for cod and whiting have forced most of the owners of otter-trawlers and pair-trawlers to apply for decommissioning. This has been the main cause of the decline of the cutter fleet after 1988, in particular the dramatic decrease of the number of medium-size vessels. A total engine-power of 183 000HP (135 000kW) from 161 vessels, was withdrawn from the fleet in the period 1988-98. The majority of these decommissioned vessels (120) belonged to the medium-size group (222-1104kW).
Stringent enforcement
A major intensification of enforcement of the ITQs in 1988, through a systematic control of landings carried out by some hundred inspectors, made the over-capacity of the fleet visible, sensitive and in need of reallocation. This had a major impact in contributing to the effectiveness of the decommissioning schemes.
Limitations for the coastal zone
A limited number of vessels are entitled to fish within the 12-mile limit. This is an EU measure (Regulation No. 55/87) whereby the vessels concerned are registered under two separate files. The engine-power of the coastal vessels should not exceed 221kW. This special entitlement has been the main cause of the increase in the number of vessels just under the 221kW limit.
High prices of fishing rights
The stringent enforcement, mentioned earlier, led to a sharp rise in prices for flatfish ITQs in 1988. The good profitability of the cutters in 1991 and 1992 kept these prices at a high level, and even resulted in further price increases. The decommissioning process contributed significantly to the trade in ITQs over the period 1988-98. This enabled those who remained in the industry to adjust their fishing rights according to the available capacity of the vessel, by buying additional ITQs. The high Dutch prices for rights stimulated the purchase of different types of rights in other countries in the early 1990s, which has led to re-flagging of vessels.
Allowances on fiscal investment
A special law for stimulation of investment (for all industries) was introduced in 1978. This allowed the deduction of a certain percentage (12% at minimum) of the investment amount from taxable income. In fact, it diminished the income tax or corporate tax amount, and stimulated the construction of new fishing vessels during the period 1979-88, which contributed to an increase of total engine-power of the fleet up to 1988. This investment allowance was however abolished in 1988.
Economic performance
A good level of profitability in the years 1985-87 and 1991-92 stimulated the construction of new vessels, together with (over 1985-87 only) the investment allowances mentioned above. The existence of a second-hand market for vessels abroad enabled investors in new vessels to sell their old ones at rather high prices and to transfer the engine-power licence from the vessel sold to the new one. In cases of upgrading the engine-power of existing vessels additional licence-units could be bought from those who withdrew their vessels from the Dutch fleet (other than by decommissioning). However, in the early 1990s this mechanism stopped nearly completely, mainly due to the tightening of the licence-schemes in the UK, and caused a major fall in the demand for second-hand vessels.
The role of transferable property rights in changes in fleet-capacity
As noted above, the causes of changes in the capacity of the Dutch demersal North Sea fleet have been complex and it is difficult to assess separately the impact of transferable rights. But it can be stated that the input-rights and output-rights have had several consequences:
i. Withdrawals from the fleet (apart from decommissionings) realised high earnings from the sale of ITQs.The Dutch experience demonstrates that co-management can secure the ITQ-right by sound management of group quotas. This includes the monitoring of landings, and measures such as warnings not to land abroad, etc. when a group member has caught almost all his ITQ.[43]. Such group management guarantees that the individual holder can fully take-up his own ITQ. The threat that he will forego catch because of colleagues taking a part of his ITQ by over-fishing their own quota has been removed.[44]ii. Decommissioning of vessels: vessel-owners who left the fishery had to relinquish to the seller their engine-power licence, but they could keep their ITQs. The high earnings from these rights have stimulated decisions to decommission vessels.
iii. Concentration of rights amongst the owners of the larger beam-trawlers: this has led to the domination of these vessels in the total engine-power of the whole fleet.
iv. The absence of a high level of construction in the 1990s after a series of profitable years: The effective engine-power ceiling imposed has prevented such an expansion of the fleet. This constraint led in the early 1990s to a shift in investments from vessels towards ITQs. Such investments in ITQs have more-or-less absorbed all the depreciation funds of the companies, so future new vessel construction also will be at a lower level than in the 1980s.
v. Re-flagging of vessels: the Dutch vessel-owners have acquired much experience in the market for harvesting-rights. High prices for ITQs in the early 1990s prompted them to look at the situation abroad. Low prices for such rights in the UK and other countries have encouraged decisions to buy rights abroad through the purchase of foreign companies. A number of Dutch cutter-vessels have been re-flagged to these foreign subsidiaries becuase they could not operate profitably in Holland at that time.
vi. Better utilisation of the vessels and a more efficient uptake of quota: in particular the possibility of hiring and renting of ITQs has contributed to a better adaptation of the rules to business practices. The co-management sytem, established in 1993, created an important condition for this improved efficiency.
3.3 Consequences of changes in fleet-capacity
The lower capacity of the demersal North Sea fleet, shown in Table 5, has had many consequences:
i. Improvement of the profitability level of the cutters: the sector has been profitable or at break-even levels since 1991. This represents a long period of good economic returns, in view of developments in fisheries in the 1970s and the 1980s when profitable years were followed by years with adverse results. Fleet expansion through investments in new cutters after good years previuosly used to dissipate such profits, but this is impossible now because of the effective engine-power licence-limitation scheme.4. CONCENTRATION OF OWNERSHIPii. Decrease of employment from 2750 crew members in 1983, to 1920 by the end of 1997: generally speaking those who have left the fishery could find jobs ashore, particularly in the past years. But now in many cases it is even difficult to find enough capable crew members for the cutters, due to the climate of good economic development in the Netherlands, and the ageing of the labour force.
iii. Decline of fishing communities: the industry fears that the critical mass of some communities may be too small for their sustainability in the longer term.
iv. A much higher proportion of the larger beam-trawlers in the fleet: this has affected the productivity of the sector. Such vessels show decreasing returns (i.e. revenue per kW/day for sole and plaice plus some less important bycatch (Smit et al. 1999)), so the fleet-capacity has in fact diminished more than the nominal number of engine-power units indicates. Table 5 gives also the capacity expressed in standard kWs. This measure corrects for lower revenue per kW/day among the larger beam-trawlers so that a better estimate of the real capacity is obtained. In the same way, the real fishing-effort is in fact lower than the index shown in Table 5. When the lower productivity of the bigger vessels is taken into account, the real fishing-effort decreased by some 20% over the period 1983-98, in stead of 7% nominal value.
v. Difficulties to catch the full quota: apart from the engine-power limitation the cutters are also restricted in their number of days-at-sea. The current MAGP includes further reduction in days-at-sea per vessel, which may make it impossible for the fleet to land all the quota (Smit et al. 1999).
4.1 Status prior to the programme
The demersal North Sea fleet of 610 vessels was owned by 530 enterprises in 1985, the year when transferability of flatfish IQs was officially allowed by the Fisheries Directorate. These firms were family enterprises, in many cases employing several members of the family. Ownership may rest with the father alone or with him and several sons or brothers. In particular the situation of one owner with several sons, has led to expansion of the enterprise, since the aim was that each son should eventually be skipper on his own vessel. This kind of expansion was possible before rights-based fishing became effective, in the second half of the 1980s. It resulted in a number of bigger firms owning more than one vessel. In fact a concentration-process was already going on before 1985, thus leading to more engine-power in the fleet being exploited by fewer enterprises. In 1987 about half of the total engine-power was concentrated in these multi-vessel companies, whereas they only accounted for 13% of the total number of firms (Salz 1987).
The flatfish IQs introduced in 1976 were, up to the mid-1980s, not much more than just a piece of paper. Informal trade of these notes at that time, and the introduction of official transferability, demonstrated their growing importance around 1985. In subsequent years the trade in IQs has led to a concentration of rights with the bigger firms. This accelerated after 1988, because strict enforcement of the ITQ-regime forced the owners of the bigger cutters to acquire enough rights for their vessels. The introduction of ITQs for cod and whiting in 1994, and ITQs for herring and mackerel in 1996, gradually strengthened this concentration-process.
4.2 Restrictions on transfer of ownership
The following more detailed quota regulations were in force in 1998:
i. A continuous individual-quota regulation, with annual changes in the Dutch part of the EUs TAC and resulting changes in ITQs. These are included in an Appendix to the regulations. This continuity of rights replaced the annual allocation process in 1997.Some rules explicitly limit the transfer of ITQs:ii. Quota for related species are connected, which means that there should always be an ITQ for sole and plaice, just like one for cod and whiting.
iii. Transfers of the ITQs have to be registered by the Fisheries Directorate of the Ministry of Agriculture, Nature Management and Fisheries.
iv. ITQs should in principle be attached to a vessel, although an exception allows that the rights may be reserved separately during five years at most (from 1 January 1998). This only applies to ITQs that have been included in the total quota of a Group. This allowance for reservation enables right-holders, which have, for instance sold their vessel, to assign their ITQ temporarily to another operator while a new vessel is being built.
i. Selling part of a quota for sole or for plaice to vessels that do not have such ITQs is not allowed.A regulation stipulates a time-schedule for a number of requests to the Ministry. This regards mainly:ii. A quantity of both sole and plaice quota should remain after such a sale; the same applies for cod/whiting ITQs - so as to ensure that the TAC is not exceeded.
iii. ITQ holders are not free to withdraw their ITQ from the group quota during the course of the year, unless the group board agrees and the group quota that has been harvested up to that date does not exceed 90% of the groups total. Sale of the vessel, or bankruptcy, are two other cases in which the ITQ may be separated from the group quota.
i. formation of group quota for the main species before 1 February.4.3 Prices receivedii. requests for transfer of a reduction in an ITQ for sole into one for plaice (or vice versa) before 1 March and
iii. requests for lease/rent transactions of ITQs between groups before 1 December. For fishermen of non-group members this date is 1 March
The prices of ITQs are not publicly recorded, however the co-management groups have a good overview of these prices through their involvement in the trade of rights. Table 7 presents indications of prices for flatfish rights, which are expressed per kg quota right (Davidse et al. 1997). These prices are derived from the LEI cost-and-earnings panel, and from interviews with representatives of co-management groups.
Table 7. Price indications of flat fish ITQs
Year |
Flat fish ITQ |
sole/plaice (NLG/kg)1 |
sole only (NLG/kg) |
1986 |
10-15 |
10-15 |
1987 |
70-85 |
. |
1988 |
100-120 |
70-80 |
1989 |
100-120 |
70-80 |
1990 |
100-120 |
70-80 |
1991 |
130-150 |
90-95 |
1992 |
130-150 |
90-95 |
1993 |
70-95 |
55-75 |
1994 |
65-90 |
50-70 |
1995 |
a) |
60-80 |
1996 |
a) |
75-85 |
1997 |
a) |
70-90 |
11.0 NLG=0.45 EURO or 0.49 US$.Rather high prices have been paid also for other entitlements: the documents for cod/whiting - NLG 14-17/kg since 1998, and permits for shrimp on the Wadden Sea, some NLG 300 000. Furthermore, engine-power licences were priced at NLG 800-1500/kW in 1998 and 1999.a) Plaice ITQs have been traded more and more separately, at higher prices: NLG 9-13 in 1996 and NLG 10-18 in 1997.
Source: LEI; Co-management groups.
The prices for flatfish ITQs increased sharply in 1987-88 as shown in Table 7. This reflects the fact that control measures became very stringent in 1988 and therefore effective in conserving the resource. In this year the systematic control of landings was implemented and was carried out by some hundred inspectors. In 1993-94 these prices for sole and plaice quotas dropped, due to the high level of the national sole quota, and diminished catches of plaice. These catches were low in many cases compared with the available plaice quota so that there was no need, generally speaking, to buy plaice quota.
In summary, with respect to price developments of Dutch ITQs, a number of major influences can be distinguished:
i. Enforcement of quotas: a major improvement of enforcement in 1988 caused a sharp price increase.4.4 Effectiveness of regulations governing ownership of rightsii. Profitability of the fishery: a greater profitability in 1991 also caused higher quota-prices. Formerly, investments in fishing vessels used to increase sharply in such a situation, but in 1991 the investments in vessels were replaced to a major extent by investments in flatfish ITQs.
iii. Availability of fish biomass relative to the quota-level: in 1993/1994 the national plaice quota was rather high in view of the catch-possibilities for this species. This contributed to a downward price trend for plaice quota.
The ITQs should normally be attached to a vessel, so that in fact they are owned by the owners of that vessel. Dis-connection from the vessel is allowed for five years (for instance during new vessel construction) provided that the vessel is included in a group quota.
Conditions have been attached to very small boats in order to ensure a distinction between bona fide commercial vessels. Conditions for linkage with serious vessels have been strengthened by the requirement that they undertake commercial exploitation. But, the phenomenon of fishermen who primarily remain ashore and try to make a living from leasing-out their ITQs still exists, and this is a matter of concern (although not a major one) for the industry.
The possession of valuable rights has gradually resulted in rather complicated arrangements to facilitate, for example the transfer of ownership of the rights to the son(s) of a rights-holder. Nowadays, ITQs have the same commercial importance as agricultural-rights, such as milk-quota.
4.5 Affects of the programme
The major intensification of enforcement in 1988, accompanied by the decommissioning of vessels, induced more and more transfers of rights. Vessel-owners who had to adjust their flatfish rights to the capacity of their vessel, were prepared to pay high prices for sole and plaice ITQs. The extra revenue from the additional quantities only had to cover the marginal cost of catching and landing the extra fish. Moreover, the desire to avoid heavy fines (through fishing with inadequate quota) was an important condition for this willingness to pay such high prices.
Table 8 shows that the owners of the larger cutters (over 1104kW) possessed 86% of the quota for sole in 1998, compared to 56% in mid-1988[45]. This change in the rights-situation has followed the trend towards larger beam-trawlers in the fleet. But the share of this segment within the total of flatfish-rights has increased somewhat more than its contribution to the total fleet engine-power (54% against 49% in 1988).
Table 8. Concentration of fishing-rights according to engine-power
Fleet Segment (kW-group) |
Mid 1988 |
January 1998 |
Number of vessels |
Total power 1000 kW |
% sole quota |
Number of vessels |
Total power 1000 kW |
% sole quota |
0 - 190 |
141 |
19 |
1.0 |
87 |
12 |
0.3 |
191 - 221 |
125 |
27 |
4.7 |
143 |
32 |
9.6 |
222 - 1104 |
201 |
151 |
38.5 |
30 |
18 |
4.1 |
>1104 |
139 |
236 |
55.8 |
156 |
264 |
86.0 |
Total |
606 |
433 |
100.0 |
416 |
326 |
100.0 |
Source: Ministry of Agriculture, Nature Management and Fisheries, Shipping Inspection, LEI.Apart from these output-rights the input-rights in the form of engine-power licences became more important in the late 1980s and in the 1990s. Owners who wished to increase the engine-power of their vessel, or to build a new cutter, had to buy additional engine-power rights on the market. In this way a trade in engine-power rights has also arisen, in particular during the 1990s.[46]
In Table 9 the distribution of individual quota for sole is considered against the size of the ITQ.[47] This size is expressed as a percentage of the total national sole quota. The values range from the mini ITQs, representing holdings of 0.005% of the total sole-quota (an annual landing of 1.18t of sole on the basis of the 1994 TAC), to 1.5-2.5% (354-590t) for the biggest ITQs.
Table 9 shows that some concentration of ITQs for sole occurred during the period 1988-94. In 1994 owners of the bigger holdings of ITQs for sole, having 1% or more of the national sole-quota, represented a higher share (8%) of the total number of ITQ holders, compared with 1988 (4.7%). On the other hand, the percentage of holders owning smaller ITQs (up to 0.5%) decreased since 1988. The ownership-distribution with respect to the ITQs for plaice (not given in the Table) shows the same development, though holders of the biggest ITQs for plaice (1.5-2.5%) were somewhat fewer compared with the ITQs for sole.
Table 9. Distribution of ITQ-holders according to size of the ITQ, expressed as percentage share within the total allocated Dutch quotas for sole in 1988, 1994 and 1997
Share of ITQ within total quota for sole |
Percentage of ITQ-holders |
1988 (n=387) |
1994 (n=289) |
1997 (n=276) |
0.005% (mini ITQ) |
20.2 |
17.3 |
14.9 |
0.005 - 0.5% |
65.3 |
57.7 |
59.7 |
0.5 - 1.0% |
9.8 |
17.0 |
17.8 |
1.0 - 1.5% |
3.9 |
4.5 |
3.6 |
1.5 - 2.5% |
0.8 |
3.5 |
3.6 |
>2.5% |
0.0 |
0.0 |
0.4 |
Total |
100.0 |
100.0 |
100.0 |
Source: Ministry of Agriculture, Nature Management and Fisheries, LEITable 9 also records the ITQ-distribution against size for the 1997 allocations: it shows that the concentration tendency did not continue clearly during the period 1994-1997. The number of the smallest ITQ - holdings decreased on the one hand, but so also did the number of bigger ITQ-holders (category >1%). The underlying factor seems to be less trade in ITQs, since the number of holders remained rather constant between 1994 and 1997.
The important decrease in the total number of ITQ-holders (by 25%) in the period 1988-94 was caused by selling of sole/plaice ITQs, in combination with decommissioning, or exiting the business for other reasons, or by operating only beam-trawls. The share within the total Dutch sole/plaice quotas, of the holders of the 20% biggest ITQs, is another measure for the level of concentration. In 1994 this group owned almost 60% of total Dutch sole quota and 56% of the plaice quota. In 1997 the corresponding figures were 58% and 56% respectively. Nearly all of these ITQ-holders were companies owning more than one vessel.
The regional concentration of flatfish rights within Holland has also been considered in the property-rights study (Davidse 1997). The conclusion derived from the situation in 1997 was that the share of the main Dutch fishing port (Urk) in the national quota has decreased somewhat, whereas the Den Helder/Texel region has expanded its share. However, there was no major concentration of flatfish ITQs in just a few regions during the period 1988-97.
5.1 Reduction in fleet-capacity
The Common Fisheries Policy of the European Union has two main aims: limiting the catches by fixing annual TACs, and reducing fishing-capacity by implementing multi-annual guidance programmes (MAGPs). It must be said that the MAGP objectives for the Dutch demersal North Sea fishery have not been met so far, although an engine-power licence-scheme has been in place since 1985, and subsequent decommissioning schemes have been implemented. The owners of the cutters could not be forced to leave the fishery so that the actual fleet-reduction depends on the profitability of the fishery, and also on the ownership situation, i.e. the presence of a successor for the current vessel-owner. In the past eight years most of the cutters have operated on or above the break-even point, so many skipper-owners have not had any compelling reason to stop fishing.
The Dutch Ministry of Agriculture, Nature Management and Fisheries has indeed been successful in preventing expansion of fishing-capacity after several profitable years. This kind of expansion had occurred regularly before the licence-scheme became effective in the early 1990s.
Looking at the developments over the past fifteen years, two reactions by vessel-owners have been contrary to the expectations of the policy-makers:
i. Extra orders for new vessels were placed just before the engine-power licence-scheme was put into place in 1985. As a consequence the Ministry limited the validity of the floating licences and strengthened the conditions for attachment to a vessel.The capacity of the cutter-fleet was 8% above the MAGP requirements at the end of 1997[48]. This target has been expressed in effort (days-at-sea) for the current MAGP which runs from 1998-2002. One goal of this programme is a further reduction by 17% for the segment of the larger beam-trawlers compared with the situation in 1998[49].ii. Re-flagging of cutters to other countries, in order to get more harvesting-rights for the remaining vessels in the Dutch fishery. In fact this has not been a major problem for the management of the Dutch fisheries since it contributed to compliance with obligations under the Dutch TAC and the MAGP.
The industry strenuously opposes these effort-reductions since the quota allocations cannot be taken up with such a lower fishing effort. The industry representatives assert that the quota should take priority and not the capacity limitations. The co-management system has been able to ensure compliance with the quota since 1993, so that further substantial reductions of capacity are not necessary. In fact now, there are two conflicting kinds of management in the Dutch demersal North Sea fishery:
i. A management by command-and-control, aiming at reducing the fleet within the framework of the CFP;This conflict between input-targets and output-targets was discussed in November 1999 between the Dutch government and the European Commission. In the autumn of 2000 a solution was found: with the EC allowing a higher capacity for the cutter fleet. The reason for allowing this correction was a previous wrong assumption regarding the number of vessels that would have a break-even level of revenue, estimated for the first MAGP in 1986. A new analysis of these historical data pointed out that there was economic room in the fleet at that time, for an extra 59 000kW (+17.5%). This correction of the wrong start of the capacity-limitations has resulted in a proportional increase of the current, fourth MAGP, ending in 2001. As a consequence, today there is hardly any over-capacity in the Dutch cutter fleet.ii. A type of co-management characterized by responsibility for compliance with national quota by groups of quota-holders. Centralized targets for fleet-capacity levels thwart these decentralized quota responsibilities. Therefore, giving priority to fleet-reduction above compliance with national quota would heavily undermine the Dutch co-management system.
5.2 Concentration of ownership
ITQs for all quota species have now become an important production factor for fishing enterprises. They are major intangible assets on the balance sheet of many fishing firms. The rights can be used as collateral for raising finance, and tax allowances for depreciation are in force, as for other assets. The co-management system facilitates transfers and the lease of rights via the group boards. Thus, co-management of ITQs in the past five years has brought advantages in the form of increases in price, for plaice in particular, through compliance with much lower quota.
Transferability has, since the mid-1980s, led to a continuing concentration of rights (although this has not, at least so far, resulted in just a few companies owning a major part of the rights). It is assumed that this process will continue in future. Newcomers cannot enter the fishery since the prices of rights are too high to make a new firm profitable (Davidse et al. 1997), hence in the future the number of enterprises should only diminish.
It is necessary to understand the nature of quota-trade in order to explore future developments. ITQs have mainly been purchased by vessel-owners who already had a vessel with harvesting-rights. Thus, high prices could be paid since marginal revenues only had to cover the marginal costs. Such a high price-level will hamper a major concentration of rights because of financial limitations. Nowadays the economic depreciation of vessels has been absorbed, more or less, by the quota investments, so vessel-replacement may be difficult to achieve in a number of cases. However, the quota-market depends on the future price-levels of rights. In this respect the concentration process is not hampered, apart from some restrictions described above in Section 4.2.
An important aspect of the concentration of rights is the scheduled review of the CFP in 2001. Quota-hopping by Dutch enterprises in the past has made clear that the issue of concentration of rights has gone further than that of just a national situation. The question is whether there will arise from 2001 onwards any new possibilities to acquire harvesting rights in other countries. If so, the concentration of rights may accelerate in a more open, international market. That would bring the fishing sector more in line with other branches of the economy in the common EU market.
Davidse, W.P., H. Harmsma, M.O., van Wijk, L.V., McEvans, N. Vestergaard. 1997. Property rights in fishing, LEI-DLO report 159. 328pp.
Salz, P. 1996. ITQs in the Netherlands: twenty years of experience, ICES paper. 17pp.
Salz P., A. den Dulk, H. Harsma, W.P. Davidse. 1987. Visserij in cijfers, annual edition for 1987, LEI.
Salz, P., J. Smit, W.P. Davidse. 1988. Vooruitzichten voor de Nederlandse plat - en rondvissector op korte en middellange termijn. LEI-DLO report nr 5.79. 64pp.
Smit, W., P. Salz, W.P. Davidse, M.O. van Wijk, J. de Jager, C. Taal. 1998. Ondernemend vissen, Toekomstperspektief van de kottervisserij. Rep. 1.98.01. LEI. 100pp.
Smit, W. 2001. Dutch demersal North Sea Fisheries: Initial allocation of Flatfish ITQs. In: Shotton, R. (Ed.) Case studies on the allocation of transferable quota rights in fisheries. Fish. Tech. Pap. No. 411, FAO, Rome.
Van Wijk, M.O., C. de Ruijter, M.H. Smit, C. Taal. 1999. Visserij in cijfers, annual edition for 1999, LEI
Appendix I. Historical overview of the Dutch fisheries management measures
1975: NEAFC sets TACs and national quota for six species, including plaice and sole.
1976: The Netherlands introduces an IQ system for sole and plaice based on historical catch record. IQs are specified as percentage share of national quota. On the basis of the quota and the share, fishermen are allocated annually a specific weight (in kilograms) of catch of a particular species.
1977: IQ system is revised to take into account heavy investments undertaken in that period. IQ is based a combination of engine-power (50%) and historical catches (50%).
1977-84: IQs are barely implemented. They function mainly as just a piece of paper.
1978: A national investment-stimulation scheme is introduced, including for sea-going vessels. It offers a tax rebate of 12% on new vessel construction.
1981: First codfish entitlements introduced (k-documents). They are not transferable.
1984-85: A licensing system is introduced based on the engine-power of the vessels. The ceiling set on the total engine-power of the fleet is made partly ineffective because of large investments made just prior to the introduction of the licenses. All vessels under construction must also be given a license. Licenses are freely tradeable and divisible. Free licenses, not attached to any active fishing vessel, remain valid for 2 years.
1985: Transferability of IQs is officially allowed after a period of substantial informal trade during the previous years.
1987: National reserve is created: part of the national quota is not divided among ITQ holders, but retained by the administration to cover individual over-fishing of ITQs and to allow others to fully utilize their rights. The reserve is about 5% of the national quota.
1987: Uniform prosecution of fishery offences is promoted by creation of regular consultations among the responsible Attorneys-General.
1987: Fiscal subsidy on investment is stopped
1987: Maximum engine-power of new vessels to be built is set at 2000HP. Previously vessels of up to 4500HP were built. Maximum beam is set at 12m.
1987-92: System of obligatory days in port introduced.
1987-89: Legal framework for ITQ management is gradually developed. Responsibilities between the various Ministries are not shared effectively.
1988: Second codfish entitlement introduced (annual and seasonal, j-documents and s-documents) which are non-transferable.
1988: Strict monitoring of landings is introduced with 120 controllers on 600 vessels. Strict rules are set regarding places, times and conditions for unloading fish.
1988: Several violent encounters occur between fishermen, controllers and riot police.
1988-89: First decommissioning scheme (MAGP II). Industry contributes approximately 10% of the total costs.
1988-90: Creation of first quota-management groups. But these groups failed because of insufficient control and their weak legal position.
1989-90: Administration cracks down on auctions which allow trade in illegal landings. Several individuals are held for questioning. Severe fines are imposed unconditionally.
1990: Fisheries Minister has to resign because of inadequate measures to contain infractions on overfishing of quota.
1990: Overfishing of ITQs is punished by cutting the ITQ of the following year by the nominal amount of overfishing. In this way the government did not have to compensate vessels which were not able to fully utilise their ITQ because of the early closure of the fishery.
1990 Trading in quota is only allowed as long as the vessel has not taken up more than 90% of its ITQ.
1990-92: Legal prosecution of offences becomes more effective. Fishermen give up their previous continuous challenge of legal validity of new regulations after the administration begins to consistently win cases in court.
1992: Days-in-port are changed to days-at-sea, based on ITQs.
1993: Upon transfer of any licence which is not attached to an active vessel, its nominal value is reduced by 10%.
1992-93: Second decommissioning scheme implemented (MAGP III).
1993: Validity of free licenses restricted to 6 months (from previous 24 months).
1993: Co-management groups are created, with a mandate to facilitate trade in ITQs (and effort allocations) on behalf of their members. Groups are not (yet) ITQ owners. About 95% of the fleet joins such groups which offer greater facility for trade in ITQs. There is a threat of obligatory decommissioning.
1993: To control the landings, sale through auction becomes obligatory. (Council Reg. 1847/93, par. 9 requires sales-slips to support logbook declarations.)
1993-96: Existing system is maintained. Stress is put on cooperation between the government and sector organizations.
1994: Codfish documents become ITQs for cod and whiting.
1996: Third decommissioning programme implemented (MAGP III).
1996: ITQs for herring and mackerel are introduced.
1996: Validity of free licenses extended to 24 months again.
1997: Fish-quota are treated like milk-quota for succession and gift taxation proceedures, on the basis of the Law fiscale structuurversterking in force from 1 January 1998.
1998: ITQs may be separated from the vessel for a maximum of 5 years, if they belong to a Group quota.
1998: Fishing-effort, expressed in number of days-at-sea, is heavily reduced to meet the MAGP requirements
1998: Gross tonnage included in the fishing-capacity licence. GT-licences are tradable but are reduced by 10% upon transfer.
1998: Within the framework of MAGP lV a new segmentation was applied to the fleet: vessels up-to-10m, vessels up-to-300HP, vessels more-than-300HP, and distant-water trawlers. Transfer of capacity-rights is only allowed within the same segment.


text:
Rubber Stopper 5 Pack
Regular price
In a Nutshell
- Available in three sizes
- Rubber Material
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The Rubber Stopper 5 Pack is currently out of stock. Don't worry though, more are already on the way and will be available soon!
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Product Description
When you need to clean your bong, and it can be one hell of a job sometimes, use this G-Spot Rubber Stopper to block the joint so you can fill the bong with water and cleaning fluid without spilling it everywhere and making more of a mess than you started with.
They come in three sizes, 18.8mm and 14.5mm for all the three-part bongs, and a slightly smaller, tighter Carb-Stopper that perfectly plugs the carb (rush) hole in a two-piece bong.
So simple, yet so effective. Sold in packs of 5 -
Technical Specifications
brand G-Spot cleaning products Carb Stoppers / Bungs joint size 14.5mm, 18.8mm material Rubber

subset: commoncrawl


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Kips Bay Towers, 330 East 33rd Street, 12C - Kips Bay, New York
Rarely available, south facing 1160 sq ft 2 bed/2 bath apartment with amazing views is priced to sell! This is a beautiful, well laid out, large 2 bedroom, 2 bathroom apartment, with enormous windows that flood the apartment with great natural light all day long. It is very quiet and private since it overlooks Kips Bay Park. An entry area when you first walk in leads to an enormous living room/dining room. Original kitchen has storage and dishwasher. The master bedroom has 2 large closets with an en-suite bathroom. Second bedroom also has large windows and numerous closets. Built in Hvac and a/c throughout.Building amenities include 24-hr Concierge, Live-In Resident Manager, Fitness Center, Landscaped Private Park, includes Full Basketball Court, Children's Playground and large park areas, exclusively for the use of Building Residents. Also, New Children's Playroom/Community Room, Outdoor Reserved and Indoor Garage Parking in Building with Direct access by elevator, Citibike Port, Bike Room and Storage. Excellent Location includes: AMC Kips Bay Movie Theater, Fairway Supermarket, nearby #6 Train, Ferry to Downtown
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Property ID: C695
Address: Loma Puerto Escondido S/N PO Box 32000 Samana Dominican Republic
Phone: 809/538-3131
This tropical escape offers plenty of opportunities for excitement or simply relaxing. Sun and splash by the pool, or soothe your muscles in the Jacuzzi. Pick up the pace with a round of tennis, work out at the fitness center, or pamper yourself with a wellness treatment at the spa. You may also enjoy the on-site gift shop, casino, and your choice of 5 bars located throughout the resort. Mealtimes offer a range of flavors, with 4 restaurants serving Italian, gourmet, seafood and international cuisine. And when the stars come out, follow the music to the Bachata disco.
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Equipment For Deaf: No
Braile Or Raised Signage: No
This is a/an Mandatory All-Inclusive Resort. Additional all-inclusive package fees apply and are not included in the price of accommodation. Mandatory all-inclusive resorts require additional fees to be paid directly to the resort at or before check-in. Booking a reservation at this property requires the traveler to pay all-inclusive fees for all members of his or her party; there is no option to opt-out of the all-inclusive package at this resort.
Date Range | Fee | Details |
Apr 01, 2017 - Oct 27, 2017 | 69.00 US Dollars (per Adult, per Day in a 1 Bedroom) | . |
Apr 01, 2017 - Oct 27, 2017 | 69.00 US Dollars (per Adult, per Day in a Hotel) | . |
Jan 03, 2017 - Mar 31, 2017 | 120.00 US Dollars (per Adult, per Day in a 1 Bedroom) | . |
Jan 03, 2017 - Mar 31, 2017 | 120.00 US Dollars (per Adult, per Day in a Hotel) | . |
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Oct 28, 2017 - Dec 19, 2017 | 76.00 US Dollars (per Adult, per Day in a Hotel) | . |
Hotel units sleep up to 4 and have either a king-size bed or 2 double beds. They also include a TV, minibar, safety deposit box, and a full bathroom,terrace or balcony. One-bedroom units are two hotel units combined, sleep up to 8, and feature a king-size bed and two double beds, as well as 2 full baths. These units also include air conditioning, ceiling fan, full bathroom, hair dryer, TV satellite, safety box, minibar and a terrace or balcony.
Puerto Plata - POP (16 Miles)
Airport Shuttle Service Available: No
Located 60 minutes from Samana Airport, and 150 minutes from Santo Domingo airport The best way to get there is by land. From Santo Domingo Airport: take Las Americas highway, then turn left and take Juan Pablo II highway. Turn right on the Northeast highway and go straight up to the hotel.
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For reservation inquiries call Bahia Principe Privilege Club toll free number from US (800) 899-0465 or (786) 272-3437
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Guided Run - Cader Idris via Mynydd Moel
Event Information
South Snowdonia is fast becoming the UK capital for the trail running enthusiast. If you have ever fancied getting off the beaten track in your trail shoes and exploring the hills, and don't yet feel you have all the skills to stay safe, or you just fancy brushing up on them, then why not join us for a guided run?
At 893m Cader Idris is one of the iconic mountain peaks in this part of North Wales. This run brings you in from the wild East side. Starting and finishing in Dolgellau we take a mixed route up to Mynydd Moel, then along the ridge to the summit of Penygadair. From here we descend back to the town via the Ras y Gader fell route.
The route has amazing distance views North into the Rhinog, East into the Aran, South into Plynlumon and the Tarrens, and West to Cardigan Bay, as well as the views on Cader itself.
Throughout this journey there will be opportunities to practice Navigation skills. So this is a great follow up/refresher for those who have been on one of our Navigation courses.
Although we love dogs, we do not allow them with us on this run. Due to the nature of the route we cannot guarantee that we will complete the journey as planned; though we've only turned back once so far in a hail storm!
Who is it for?
Adventurous runners who are comfortable with 20km/12 miles, on some technical ground. Please be aware this run involves a height gain of more than 1000m so is physically tougher than most half marathons.
Level: Intermediate and Above
Equipment: You should aim to be self sufficient on this run. We'll be checking you have full body cover (wet and wind protection), shoes suitable for mountain running and hill food and drink before we set off.
For navigation practise a map and compass is needed.


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Friday, November 7, 2014
Homophones, Typos and Spellcheck Oh My!
I can only vouch for myself when I say that I obsess over anything I write. Does that mean my manuscripts and emails and texts go error free. HA! Hardly. It just means I'm a Virgo and perfectionist and I hate when I let mistakes get by me.
Take for instance the dreaded homophone.
They are my downfall because spellcheck won't catch them. If a word is spelled correctly, then it must be right. Wright? (See what I did there?) Wrong. (So I've learned over and over again.) Yes, homophones are only one of my downfalls. I'm guilty of the misplaced modifier or the occasional dangling participle although I like to think I'm getting better at catching them. And what about your average typo. You wouldn't believe the mistake I found in my last book. And this after reading the thing aloud three times before I published it. But it's still better than all the other mistakes that made it through other books. (And those went through critique partners, editors and me - multiple times.) I'm still amazed at the amount of things that can get past several sets of eyes, but it only goes to show that we're all human. We all make mistakes. I'm trying not to beat myself up over it too much. I've been saying the phrase, "Let it go" a lot lately and it has nothing to do with Frozen!
For what it's worth, I will say that reading my manuscripts aloud has definitely helped me catch most of my typos. But still... I agonize over the ones that get by me. (I know, I hear the music gearing up now... "Let it go, let it go...")
Sometimes I blame my homophone problem on my dyslexia. I'm easily confused when it comes to letters (and numbers for that matter). I have tricks to help me remember which meaning goes to which word for certain words, but on occasion when I'm tired, I still blow it and get it wrong because I don't take the time to think it through.
Then there are the typos where you've got two words next to each other and because one of them is spelled with one extra letter, spellcheck won't catch it. Grrr... But I rely on you spellcheck! How can you let me down that way? Then again, I only have myself to blame. (I certainly can't blame other people for missing mistakes if I miss them too. At least I think I can't. Let me know if I'm wrong about that!)
What about you? Do you have a pet peeve when it comes to mistakes or grammar? Let me know so I'm not so alone!
13 comments:
- Anne Marie Becker said...
Love the graphic, Dee J - and my most common mistake the past couple years is "write/right." Probably because I "write" so much, so that's now my fallback version. I'm learning to catch more as I go! :)
- November 7, 2014 at 7:05 AM
- Elise Warner said...
I find I have to print out everything in order to find typos, lines that don't make sense, a word that doesn't fit, and a sudden flash of a better way to "say" something.
- November 7, 2014 at 7:37 AM
- Dee J. said...
Hi Anne Marie,
One of my bigger problems is peek and peak. I always have to stop and think which one is which. And even then I will get it wrong. Not sure why I can't keep them separate in my head. Thanks for stopping in!
Hi Elise,
I used to print everything out. I still should, but I hate all the paper/ink waste. So I read it aloud instead and hope to catch typos that way. It helps, but maybe not as much as printing it out would. Thanks for dropping by! - November 7, 2014 at 9:57 AM
- Janie Emaus said...
I don't have any one pet peeve. I just hate when the second after I hit send, I notice a typo in my email or text or FB post.
- November 7, 2014 at 10:01 AM
- Samanthe Beck said...
I'm a pretty forgiving reader when it comes to other people's writing. Little typos and errors don't bug me much. I'm happy to suspend the inner editor and just focus on the author's obvious intent.
I'm much less forgiving with my own work. I try so hard to be PERFECT! Haven't achieved it yet, despite all the proofreading. Why is every error so glaringly obvious the second it becomes impossible to correct? :} - November 7, 2014 at 10:31 AM
- Dee J. said...
Hi Janie,
Oh, yes! I think that's universal. I usually check, but it's the times I don't that I get nailed. All I can do is roll my eyes... Ugh. Thanks for stopping in! - November 7, 2014 at 10:35 AM
- Dee J. said...
Hi Samanthe,
You are so right! I'm a perfectionist too, so I know how you feel. (And I am more forgiving of other's typos because I know I have them too.) It's crazy that our mss go through so many proofreads/readers and still typos get by. It's almost like a conspiracy. LOL. Thanks for dropping in! - November 7, 2014 at 10:38 AM
- Marcelle Dubé said...
Oh, Dee J -- English grammar will be the death of me. What the heck is a 'dangling participle'...? I'm so much better with French grammar.
- November 7, 2014 at 11:06 AM
- Kate Willoughby said...
I have far too many pet peeves about grammar to list. Probably the one that's currently bothering me the most is the missing ed/d in "box set," "ice tea," and "whip cream." When speaking, the omission isn't really noticeable, but in print...it grates on me. :)
- November 7, 2014 at 11:49 AM
- Dee J. said...
Hi Marcelle,
For a quick explanation of a dangling participle, behold:
Hiking the trail, the birds chirped loudly.
This infers the birds are hiking the trail instead of the person who is actually hiking the trail.
Hiking the trail, I heard the birds chirping loudly - would be correct. And you are not alone. I think English is the death of many of us! LOL. Thanks for popping in!
Hi Kate,
Yeah, I still don't know what's right because I see everything written both ways and not really sure what I hear when people say it out loud. Maybe it's all acceptable? LOL. I can only hope. Thanks for swinging by! - November 7, 2014 at 12:03 PM
- Rita said...
OH! If there is a mistake to make I do it! Sometimes it is very funny.
- November 10, 2014 at 11:54 AM
- Dee J. said...
Hi Rita,
Ha. Me too! Yep a good homophone exchange can be a great laugh. Thanks for swinging by! - November 10, 2014 at 3:07 PM
- Cathy Perkins said...
My typing is awful (see how I shifted from atrocious to awful because I had to rely on spellcheck to tell me if I got it right??) so texts and chats can be pretty funny when autocorrect goes wild.
But manuscripts? Novels? I can easily forgive the occasional goof - amazing how something slips past so many editors! - November 13, 2014 at 2:48 PM


text:
Exclusive Hospital-Medical Service Arrangements for Anesthesiology: Antitrust Consequences
Curran, William J.
Bibliographic Citation
New England Journal of Medicine 1984 July 26; 311($): 243-244
Show full item recordRelated items
Showing items related by title, author, creator and subject.
Medical Peer Review of Physician Competence and Performance: Legal Immunity and the Antitrust Laws
Curran, William J. (1987-03-05) -
Antitrust and Exclusive Agreements: The Case of Hospital-Based Physicians
Blackstone, Erwin A.; Fuhr, Joseph P., Jr. (1984) -
Ethics Rounds in a Children's Medical Center: Evaluation of a Hospital-Based Program for Continuing Education in Medical Ethics
Levine, Melvin D; Scott, Lee; Curran, William J (1977-08)


text:
This is an amazing place to stay!! I love having a separate entrance to the walkout basement. The house is beautiful, elegant, cozy and clean. The kitchen has everything you'd need. So nice to wake up and be able to have a fresh cup of coffee. It's also very close to the lake which is a nice treat. Heidi is a lovely host and couldn't be more accommodating. She has so much knowledge and information about the area. This is a great home away from home!!
Cherlyn2017-03-01T00:00:00ZThe suite was beautiful and clean and private. The neighbourhood was lovely, too. Although we didn't have much interaction, Heidi was a warm and welcoming host, who made me feel comfortable and at home. Highly recommend if you are travelling in the area!
Lara2017-02-28T00:00:00ZΤύπος δωματίου
Ολόκληρο σπίτι/διαμέρισμα
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 0N9, Καναδάς
Better than most hotels. Very clean and quiet. Maria was an excellent host and very accommodating. Best Airbnb I've stayed at so far.
Schjon2016-10-23T00:00:00ZFabulous accommodation and host!!! Loved our stay!!!
Penny2016-07-12T00:00:00ZMaria made me feel welcome even before I arrived,the accomadations were immuculate,exactly like the pictures and more.the accomadations were are quiet, calm,relaxing haven after a days hard work.Awesome 5 star stay.
james2016-12-24T00:00:00ZMaria's home was beautiful. There was a continental breakfast, but we couldn't stay to enjoy it (we had to head back out on the road). Only thing we wish that we had been told about was that the bed was REALLY firm. The pillows were flat as well, and had we known we would have brought our own. But everything else was good. Thank you Maria.
Debra 2016-08-18T00:00:00ZThis is a great place. The bed is amazing. It is quiet enough to sleep with the window open. The house is very quiet. Also an amazing shower. We were even treated to a fabulous breakfast. All the rooms have an electronic lock so you are safe. The room we stayed in had a large walk in closet so great for all our stuff. Maria is a great host and great communicator. If we needed anything it was provided
Neal2016-09-04T00:00:00ZAs a buisness owner I travell alot for work and my 2 weeks spent at Marias house in chestermere made me feel like I was right at home! Excellent hospitality, beautiful home, and great home like feeling. Will definitly be contacting Maria for all my buisness trips in the calgary area!
Brandon2016-02-04T00:00:00ZDid a great job met me at the door and showed me around. What a great house and I nice private space upstairs. I was quite impressed especially when I found chocolate on my bed very nice personal touch.
Brian2015-12-21T00:00:00Zstaying in chestermere at Maria's beautifully decorated spa-like sanctuary was a most enjoyable experience. her listing is exactly as posted and more extravagant than expected. i encourage you to please be mindful of maria's family as they are a privilege to get to know. an absolute 5 star private/share accommodation!
Denise2016-11-24T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 0T3, Καναδάς
The stay with maria and her family was an absolute delight. Extremely warm and welcoming people. Also, by far the nicest place ive stayed using airbnb as well as an unbeatable price for the amount of space provided. Easily an 11/10 and will most definitely use my next visit to calgary.
laurence2016-02-18T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 0C5, Καναδάς
Τύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 0B4, Καναδάς
Τύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Bed & Breakfast
Chestermere, Αλμπέρτα T1X 1B5, Καναδάς
Τύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 1B5, Καναδάς
Τύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 0P6, Καναδάς
Τύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 1B6, Καναδάς
Τύπος δωματίου
Ολόκληρο σπίτι/διαμέρισμα
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 0M6, Καναδάς
Karine is an excellent host. The check in process was very simple and communication was responsive.The apartment is clean and quiet and is located about 300 metres from a grocery store and a number of restaurants.
Craig2017-02-03T00:00:00ZOne of the most amazing AirBnB in Calgary!! Amazing price and the location is central, 10 mins drive to DT! The basement suite is very very clean and the decor is superb. Everything you need will be provided. Karine is very hospitable, and extremely responsive to any request! Will most definitely visit again!
Jonathan2017-01-23T00:00:00ZHighly Recommend staying at Karine's. Karine's place is very welcoming and home feeling. They are awesome hosts. Super friendly and go above and beyond to make sure your comfortable and have everything you need. Don't hesitate to book with Karine!!!
Jordan2017-02-02T00:00:00ZKarine was very nice and there was lots of communication to make sure we were comfortable and had everything we needed. The place was clean and comfortable with lots of seating, extra towels and blankets, bed and bedding was great and comfy, there was snacks and breakfast which was really awesome, Netflix and WIFI worked great. There was lots of choices for restaurants and a grocery store was walking distance. It was perfect for a weekend getaway :)
Michelle2017-02-05T00:00:00ZGreat spot!
Brendan2017-02-10T00:00:00ZHighly recommend this place!! Very cozy and Karine made us feel at home. Great neighbourhood for singles and families. Quiet place but close to lots of activities. Definitely would stay here again!
yueyang2017-03-05T00:00:00ZSuper nice, great value, host was very accommodating. Recommend 10 for 10!
Brendan2017-02-08T00:00:00ZΤύπος δωματίου
Ολόκληρο σπίτι/διαμέρισμα
Τύπος ιδιοκτησίας
Calgary, Αλμπέρτα T2B 1J9, Καναδάς
Nice contact but unfortunately we changed our plans because of family.
Dominique2016-08-07T00:00:00ZNick was very helpful, but we did not see him. The room was fine, but the house was crowded and not very orderly. We had a great sleep, however, it met our needs and was great value.
Wendy2016-09-12T00:00:00ZThe house is very comfortable and clean. It is quiet and located in a nice and safe neighborhood. Nick was very nice and chill. Price is unbeatable. Basic kitchen appliances, plates, utensils, cooking pans and fridge are all free to use.
Kurt Andrew2016-05-03T00:00:00ZGreat place to stay for one night. Nick was there when we arrived, and got us all settled.
Sharon2016-03-26T00:00:00ZThe host Nick is pretty awesome guy, answer back your request fast and provide anything you need. It's great place for the price too.
Ray2016-09-12T00:00:00ZI did not get to meet Nick but he made arrival simple and easy and the room was spacious and perfect with a lot of privacy. This was great bang for my buck.
Daniel2016-06-23T00:00:00ZPros: Low cost Big room Value for money Clear instructions Room was ready Small toilet available Cons: Some hair in bedsheet although they were cleaned House feels abit creepy (my opinion totally as I arrived past 12 midnight and it was too late for Nick to be there so had some tough time finding the house)
Ze Guang2016-03-28T00:00:00ZNick was super friendly. The room was clean and the bed was quite comfy. Nick had provided bath essentials including towels which made it really helpful. I would stay here again.
Hanife2015-12-08T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Calgary, Αλμπέρτα T2A 4T7, Καναδάς
Carolyn was very welcoming - we ended up arriving later than anticipated , but she was there to greet us warmly, even upgrading our room to afford us extra privacy. The facilities were great and the view in the morning of the lake was fantastic. If we were ever to need to stay in Chestermere again, we would definitely contact Carolyn again.
Michael2016-04-05T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Chestermere, Αλμπέρτα T1X 1B5, Καναδάς
Cozy room, very private
Eric2017-03-09T00:00:00Zgreat location
Rita2017-02-22T00:00:00ZCozy room, amazing value! I would absolutely stay here again!
Conrad2017-02-18T00:00:00ZSuper clean, cozy and host communicated very well! Easy to find. I liked the fact that I slipped in and out without having to talk to anyone which sounds kind of funny but I just wanted a safe and affordable bed to sleep in, and that's exactly what I got!
Chelsah2017-02-06T00:00:00ZI had a car so it was nice to have street parking right outside the house. Easy to find and a short drive or walk to everything I needed in beddington square shopping area. I had no issues checking in late at night (midnight) and she left perfect instructions for me to do so. Bed was nice and firm and comfy too. Very good value !!
Rob2017-02-09T00:00:00ZGreat value.
Eric2017-03-01T00:00:00ZShort distance to airport. Nice, quite and cozy.
Daniel2017-01-24T00:00:00ZIt's a cozy room and location near bus station. Maja is very kind person, she will communicate with you first.
Yu Hsuan2017-01-19T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Calgary, Αλμπέρτα T2K 4G2, Καναδάς
From YYC it was easy to get to their place. Kris was home to welcome me in and it didn't take much to feel welcome and at home. The house was clean, the room big enough and the little details were fantastic: toiletries, bottle of water, some snacks and a binder full with information about the place, neighborhood, transit and the city. Worth coming back to. Thanks Kris & Cindy!
Jelmer2016-05-18T00:00:00ZFrom the moment that I arrived, the host(ess) was very couteous and wanted me to understand clearly the freedoms I would be allowed while I was their guest. This included a tour of my sleeping area with the careful attention to detail (location of extra blanket if I was too cold). Bathroom facilities were discussed and again I knew clearly what was expected of me. The other areas of the house (including the availability of breakfast and a light snack) were toured and reviewed. During this whole procedure, the conversation was very friendly. I felt that they were very concerned that they were providing enough to satisfy me. In other words THEY SPOILED ME!! The advertised area was precisely as shown in their AIRbnb presentation. My stay (1 night) did not allow me to comment on the surrounding neighbourhood. The location is excellent as you are 10 to 20 minutes from any major shopping or educational institutions. They have pets that are extremely well behaved and I'm sure I would have made as my best friends if I stayed any longer.
Gordon 2016-10-05T00:00:00ZThis was my second time staying with Kris and Cindy. They are nice people that really made me feel welcome and at home.
Tamara2016-10-03T00:00:00ZCindy was fast in responding to my booking request. Within an hour everything was arranged and I felt super welcomed. The room is great. Accurate to the photos and spotless. The bathroom is right beside and I had no competition in the AM getting ready for work. Cindy walked me through her home when I arrived and it was easy to relax and get a good sleep. Definitely, I plan to stay here again!
Maruta2016-09-17T00:00:00ZI highly recommend a stay with Cindy :) the house and room are beautiful and very comfortable. The guest binder was amazing, full of things to do in the area as well as coupons to use! I will be back regularly for a soak in the hot tub and much needed R&R away from home.
Tiffany2016-04-30T00:00:00ZAnother great stay. Can't say enough good things about Cindy and her place. Great host and accommodation and highly recommended. Thanks Cindy.
Philip2016-03-04T00:00:00ZLovely rooms, cozy, warm and clean house! Cindy and Chris made me feel very homey. A great stay, would definitely stay again .
Viktoria2016-10-08T00:00:00ZSuch a fab couple who really know how to nail the air bnb thing. Everything was so well thought out and accommodating.. We also really enjoyed their company on both evenings (but we are real social they were so sensitive to what we wanted) we both slept so well and felt very much at home.
Kerry2016-05-07T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Calgary, Αλμπέρτα T2A 3J7, Καναδάς
This place is very accessible from the airport (ridiculously easy) and close to a lot of grocery stores, restaurants, cinema. Really clean, well equipped and everything you need for breakfast. Jaime and Ben are very nice, easy to chat to and available. If something goes wrong during your stay, it will be fixed immediately. I loved that I could walk to the shops after sitting in the car so long. The neighborhood is super quiet and safe.
Mireille2016-11-17T00:00:00ZLovely place and lovely people. Highly recommend!
Sam2017-01-26T00:00:00ZJaime and Ben have a beautiful house. They were very quick to respond to any inquiries I had. I would definitely stay again.
Cris2017-02-11T00:00:00ZSame reviews as before
Zack2016-12-17T00:00:00ZReally handy to the airport, easy to find. Comfortable bed and lovely bathroom to ourselves. Found some eating places nearby. We only had one night but it was great thanks. Would recommend
sue2016-12-27T00:00:00ZReally nice!!
Yonghwan2017-02-15T00:00:00ZSuper close to the airport, simple to get to. House was spotless and super inviting, beautiful entrance. Blackout curtains so we could've slept in, even had a chocolate on the towels.
Heywood2016-11-25T00:00:00Za hidden gem in calgary
Heywood2016-12-03T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Calgary, Αλμπέρτα T3K 4L6, Καναδάς
Extended my stay. Lovely people and home. Thanks ladies!
Alain2017-03-05T00:00:00ZClean, safe location, true value for money and wonderful host.
Isaac2017-02-20T00:00:00ZCozy home, with everything you need. Andrea is a great host
Sunkwon2017-01-02T00:00:00ZWe had a pleasant stay at Andrea's place, very comfortable, clean and cozy. Andrea and her roommates is super friendly and the cat is adorable :)
Christoph2017-02-22T00:00:00ZAndrea is a great host. House is clean, there's lots of room in the fridge & ample parking nearby. Rooms are a good size & the bed is super comfy. I've stayed with her twice now & would do it again in a heartbeat.
Kate2017-02-05T00:00:00ZGood budget stay.
Bob2017-03-05T00:00:00ZStaying with Andrea is a pleasure while on the road. Relaxed and clean environment with lots of opportunities for free thinking and kitchen table conversation, or not if that's what you prefer, or are looking for some alone time. Andrea and roommates are respectful and accommodating. The bed is super comfy and household ammenities are made available to guests, such as kitchen, living room, and laundry. Note: if you have a vehicle this stay option might prove easier for you. If not you might have to bus around a little more is all. Great value and find!
Alain2017-02-27T00:00:00ZThis was my first airbnb. I did not know what to expect. Never tried a situation like renting a room. I have to say it was great easy and will use airbnb when I travel. Thank you for opening up your home.
Matthew2017-01-15T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Calgary, Αλμπέρτα T2A 5C8, Καναδάς
It's a very nice and quiet appartement. Don and his wife are super friendly and available when needed
Adrien2017-03-03T00:00:00ZThese folks are A+ in making your stay as comfortable as possible. This was my first time using Airbnb and they made it a great experience! The place itself was everything I needed. Highly suggest giving this place a look!
Jeff2017-02-22T00:00:00ZΤύπος δωματίου
Ολόκληρο σπίτι/διαμέρισμα
Τύπος ιδιοκτησίας
Calgary, Αλμπέρτα T3J 1G3, Καναδάς
Absolutely PERFECT! Cannot fault our stay in this stunning, modern, spotless and comfortable space. Although our host was not at the home when we arrived, we were able to access the apartment easily and immediately felt very at home. The thoughtful touches throughout the space were so very appreciated e.g. a note showing where to tea and mugs were kept in the kitchen, water next to our bed, enough space under the bed for luggage, mirror and towel hooks behind the door, plentiful space in the wardrobe... so so many touches, it was just wonderful. Great value for money, and the location to downtown made exploring the city so easy. The Guide had some great recommendations! Thank you Andrea & Greg for a fantastic stay!
Angela2017-02-24T00:00:00ZI did not get to Calgary til 2 in the morning, yet Andrea and Greg were still able to accomodate me. I am very much impressed and satisfied with their abode. It's very minimal and I was very comfortable. It was snowing lots during my visit, I did what I needed to get done and immediately went back to their home. Although they weren't home for most of my stay, I can see how genuine they are. I recommend this place and I will definitely be back when I am back in the city. Thanks Andrea and Greg.
Thea2017-02-25T00:00:00ZAndrea's listing is great. They exceed expectations with their outstanding hospitality. The rooftop patio is an amazing place to hang out with a great view of the city!
Dan2017-02-21T00:00:00ZΤύπος δωματίου
Ιδιωτικό δωμάτιο
Τύπος ιδιοκτησίας
Calgary, Αλμπέρτα T2E 4M4, Καναδάς


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Porsche 356/1
This article includes a list of references, related reading or external links, but its sources remain unclear because it lacks inline citations. (March 2015) (Learn how and when to remove this template message) |
Porsche 356/1 | |
Porsche No. 1 Type 356, Porsche Museum
Overview | |
Manufacturer | Porsche |
Production | 1948, only 1 made |
Designer | Erwin Komenda |
Body and chassis | |
Class | 2-door sports car |
Body style | Roadster |
Layout | RMR layout |
Powertrain | |
Engine | 1.1 L Type VW369 B4 |
Dimensions | |
Wheelbase | 82.7 in (2,101 mm) |
Width | 65.4 in (1,661 mm) |
Curb weight | 585 kg (1,290 lb) |
Chronology | |
Predecessor | none |
Successor | Porsche 356 |
The Porsche 356/1 was the first real Porsche car created by Ferdinand "Ferry" Porsche. This prototype car was a two-seater open roadster with a mid-mounted, air-cooled flat-4 engine of 1,131 cc displacement that produced 40 horsepower (30 kW). While the body was an original design, most of the mechanicals (including engine and suspension) were derived from the Volkswagen Beetle which Ferry's father, Ferdinand Porsche, had designed.
The aluminum roadster body of the 356/1 was designed by Porsche employee Erwin Komenda in April 1948 at Gmünd and completed only a month later. Smooth and low, the 356/1 set the pattern for later 356s with one fundamental difference; the engine of the production cars was moved behind the rear axle (to reduce costs and make room for two additional seats). The car was registered by the state of Carinthia (Kärnten) with the license plate K45-286 and made its maiden voyage on June 8, 1948.
Only one 356/1 was made and it is on display at the Porsche Museum, Stuttgart.
See also[edit]
- Porsche Salzburg (the company that made Porsche 356/1)
External links[edit]
Wikimedia Commons has media related to Porsche 356 No. 1 Roadster. |
This article about a classic post-war automobile produced between 1945 and 1975 is a stub. You can help Wikipedia by expanding it. |


text:
Bexley wide
64 Bexley High St, Bexley, DA5 1AH
Exclusive Cleaners is the right place for you to be in case you are looking for a combination between quality and price with it's deals of the cleaning service in Bexley that you go for. Our team of skillful cleaners has thousands of successfully completed projects, big and small, under their belts. They are ready to take up any challenge that you have prepared for them and carry it out in a manner that is up to the highest quality standards of the industry.


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Russia's last independent television network, controlled by a rival of President Vladimir V. Putin, won a crucial court victory today, fending off what many outsiders see as a politically motivated effort to declare it bankrupt and shut it down.
A federal court here overturned a three-month-old lower court ruling that the network, TV-6, was insolvent and should be liquidated. The judge returned the case to the lower court for reconsideration -- but the bankruptcy law underpinning the case will in any event be replaced when the new year rolls in Tuesday, a fact that elated the network's managers.
Expressing confidence that the court had effectively killed the bankruptcy proceedings against TV-6, Aleksandr Berezin, its deputy director, said tonight, ''This decision confirms that it is possible to get a just consideration of a case at a Russian court.'' But, he added, ''it is too early to draw hasty conclusions.'' His remarks were posted on a pro-network Web site.
At the least, however, the ruling was a reprieve in a fight that has eerily mirrored the struggle earlier this year of the NTV network, another independent broadcaster owned by a critic of Mr. Putin, Vladimir Gusinsky.
NTV was taken over last summer by its largest creditor, the state-controlled natural-gas company Gazprom, after a long legal battle climaxed by a boardroom coup. Many top NTV journalists later joined TV-6. Mr. Gusinsky, who is under indictment for fraud in Russia, lives in self-imposed exile.
Both battles have drawn an outcry from journalists and rights activists who say the government is on a mission to silence any potential media critic who has nationwide reach. The Kremlin has denied the accusation, saying it has no influence over judicial proceedings.
The United States, which regarded the NTV battle as a weathervane for Russian democracy, had quietly made it clear that it hoped the network's future would be decided without political interference.
In an interview Thursday on a Moscow radio station, the American ambassador, Sandy Vershbow, issued the same plea regarding TV-6, saying he hoped the court battle would be resolved in a way that would keep the network independent and on the air.
TV-6 is largely owned by Boris Berezovsky, a notorious Russian tycoon who became a shadow ruler during the administration of President Boris N. Yeltsin and who sought to establish an opposition political party under Mr. Putin.
Mr. Berezovsky, too, is charged with financial crimes and lives in exile.
Both NTV and TV-6 have been tried under an obscure law that grants shareholders the right to liquidate a company if its net worth falls below a legally set level pegged to the value of its stock. In the case of TV-6, the attacking shareholder is a pension fund closely tied to Lukoil, Russia's largest oil company and a political force in its own right.
The managers of TV-6 have argued that the law does not apply to the network because it is showing a profit of more than $1.6 million for this year after several years of losses. Since NTV's demise, TV-6 has doubled its share of the Russian television audience, in no small part because of a racy television show in which cameras monitor the lives of several young people living in a downtown Moscow apartment.
The lower court ruling ordering the network's liquidation did not consider its balance sheet for 2001, and the higher court rejected a plea to consider this year's profit in its ruling today.
The network's best-known personality, Yevgeny Kiselyov, said ''powerful forces'' had sought to ensure its fall by scheduling a court hearing in the last days of the year, only to see their plot backfire.
Tonight an independent media analyst in Moscow, Floriana Fossato, said she believed the network's reprieve was only temporary.
''I don't think this will end on the first of January,'' she said. ''There are people who are intent on having NTV pass under their control, and whatever organization can get control will find a new way very quickly.''
Ms. Fossato described what she called ''the new rules of the game'' in the Russian news media: major networks should be either controlled by the state or, if independent, unswervingly loyal.
Continue reading the main story


text:
Give us a call to get our secret deals 1-800-468-3578
Property Location
Located in Hillsboro, Comfort Suites Hillsboro is minutes from Texas Heritage Museum and close to Cell Block Museum. This hotel is within close proximity of Hill County Courthouse.
Make yourself at home in one of the 65 air-conditioned rooms featuring refrigerators and microwaves. LCD televisions with cable programming provide entertainment, while complimentary wireless Internet access keeps you connected. Bathrooms have complimentary toiletries and hair dryers. Conveniences include desks and coffee/tea makers, and housekeeping is provided daily.
Be sure to enjoy recreational amenities, including an indoor pool, a spa tub, and a fitness center. This hotel also features complimentary wireless Internet access and gift shops/newsstands.
A complimentary continental breakfast is included.
Business, Other Amenities
Featured amenities include a business center, complimentary newspapers in the lobby, and laundry facilities. Free self parking is available onsite.


text:
225 Asylum Street
Hartford, Connecticut 6103
United States
Areas of Practice | 1) Products Liability, 2) Complex Civil Litigation, 3) CCA Litigation and 4) Insurance Defense |
Education | Southern Methodist University (B.B.A., 1988) |
Most recent firm | Halloran & Sage LLP |
Relevant Jobs |
Paralegal - CD & PI USA-CA-San Diego Established law firm seeks experienced paralegal with 5+ years of construction defect insurance defense and personal injury experience. Candidate must have extensive experience in case management, f... Apply now |
Paralegal USA-PA-Philadelphia Our Philadelphia, PA office seeks a paralegal with 2-3 years of experience preferably in the defense litigation field. Responsibilities will include: Scheduling of depositions, IMEs, mediat... Apply now |
Attorney - Insurance Defense USA-NY-Yonkers Attorney - Insurance Defense The candidate will be a member of our insurance defense litigation team, providing legal representation to the insureds and/or to the Companies before courts and arbitrat... Apply now |
+ View more jobs |
A. Harrison Barnes is a well-known attorney throughout the United States. As a member of the Malibu community, Harrison is committed to serving the needs of Malibu residents and businesses in legal matters.


text:
Press Gazette, the media industry trade magazine owned by Piers Morgan and Matthew Freud until it went into liquidation three weeks ago, may have found a new buyer.
Tony Loynes, who ran Press Gazette for nine years until 1995, has been in talks with administrator Robert Allen of Vantage. The magazine, founded 41 years ago, ceased to publish last week after administrators said it was no longer viable. As owner, PR man Mr Freud ploughed more than £1m into the project when he and Morgan bought it in May 2005, but decided to stop bankrolling it a month ago. Morgan is thought to have lost about £250,000.
When it closed, Press Gazette was making losses of around £14,000 a week.
- More about:
- Democrats (US)
- Punishment
- Telegraph Group
- Theresa May


text:
The Weight Loss Industry is Self Perpetuating
Submitted by Ali Thomas on Fri, 2013-04-26 13:00
In order for companies that offer weight loss products to stay in business, there must be a constant supply of people who need to lose weight. Any program that is too successful at helping people lose weight and keep it off runs the risk of eliminating its customer base. The author argues that the diet industry is able to keep people coming back largely due to the willingness of dieters to buy into hype, testimonials and celebrity endorsements more than they should. Consumers are also too willing to believe in the good intentions and infallibility of weight loss companies.
Read the full article here:
The Weight Loss Industry is Self Perpetuating
Content group:


text:
Heathrow Hub railway station
Heathrow Hub | |
Location | |
Place | Hillingdon, Greater London |
Grid reference | TQ047800 |
Operations | |
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Heathrow Hub railway station was a proposed railway interchange to serve, principally, future High Speed 2 rail services for Heathrow Airport, England. It was part of a proposal put forward by global engineering, design and consulting firm Arup in 2008, as a means of extending the UK's high-speed rail network from central London to Heathrow Airport. In March 2015, the UK Transport Minister confirmed that this was no longer being looked at as a possibility.
In the late 1980s Arup researched an innovative alternative for the alignment of the Channel Tunnel Rail Link. The route proposed by the company focused on using the link as a catalyst for regeneration - it was adopted by Government in 1991. It came into being in November 2007, when the first Eurostar arrived via High Speed 1, at St Pancras railway station.
Arup's proposal would create a high-speed rail station at the airport alongside a future airport terminal, providing it with a direct rail link to continental Europe via Eurostar International services. The new station would have also connect regional rail services on the Great Western Main Line to Heathrow, making the airport more accessible to the West, South West, Wales and the Midlands and provided a direct train service between the Thames Gateway and the Thames Valley.
The cost of the Heathrow Hub railway station project (including the costs of tunnelling a High-Speed Rail line from central London to Heathrow and a rail station with international and regional services) was estimated to be around £4.5 billion. In 2008, Arup met with former Secretary of State for Transport, Ruth Kelly to discuss how this cost could be private sector funded.
When published in February 2009, the Conservative Rail Review,[1] 'Getting the best for passengers', confirmed that "a Conservative Government would support proposals along the lines of the plan put forward by engineering firm, Arup, for a new Heathrow rail hub."
Debate sparked by the Heathrow Hub railway station proposal led to the Government's 2009 decision to set up HS2 Ltd.[2] The organisation is charged with considering the options to extend the UK's high-speed rail network from London to Birmingham and beyond.
In 2010 the incoming Coalition Government favoured a high-speed route via Heathrow Hub railway station, rather than an interchange at Old Oak Common railway station. In July 2010 plans emerged for a 12 platform station at Iver with services from High Speed 1, 2, Crossrail and the Great Western Main Line. It would be 3½ minutes from Heathrow Terminal 5 and 12 from Euston.[3]
In March 2015, the Transport Minister ruled out this proposal being implemented in either Phase 1 or Phase 2 of the wider HS2 programme.[4]
- ^ "Conservative Rail Review". Retrieved 2013-07-12.
- ^ Department for Transport and High Speed Two Limited. "Department for Transport: Britain's Transport Infrastructure: High Speed Two". Dft.gov.uk. Retrieved 2013-07-12.
- ^ Massive train station-cum-airport terminal proposed at Iver. "Massive train station-cum-airport terminal proposed at Iver - Communities - Beaconsfield". Beaconsfield.buckinghamshireadvertiser.co.uk. Retrieved 2013-07-12.
- ^ "HS2: Heathrow spur plans dropped by transport minister".