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The sustainable mobility paradigm
- Lucas Milton Singleton
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1 ARTICLE IN PRESS Transport Policy 15 (2008) The sustainable mobility paradigm David Banister Transport Studies Unit, Oxford University Centre for the Environment, Oxford, UK Available online 19 November 2007 Abstract This paper has two main parts. The first questions two of the underlying principles of conventional transport planning on travel as a derived demand and on travel cost minimisation. It suggests that the existing paradigm ought to be more flexible, particularly if the sustainable mobility agenda is to become a reality. The second part argues that policy measures are available to improve urban sustainability in transport terms but that the main challenges relate to the necessary conditions for change. These conditions are dependent upon high-quality implementation of innovative schemes, and the need to gain public confidence and acceptability to support these measures through active involvement and action. Seven key elements of sustainable mobility are outlined, so that public acceptability can be more effectively promoted. r 2007 Elsevier Ltd. All rights reserved. Keywords: Behaviour; Acceptability; Engagement; Participation 1. The problem It has often been said that transport planning is at a crisis point and that it underestimates the key challenges facing urban planners (Banister, 2005; Balaker and Staley, 2006; Wickham, 2006). Yet it has also been remarkably robust and it has survived all these crises to emerge almost intact, perhaps with some minor alterations. Two fundamental principles are embedded in the approach used, namely that travel is a derived demand and not an activity that people wish to undertake for its own sake. It is only the value of the activity at the destination that results in travel. The second principle is that people minimise their generalised costs of travel, mainly operationalised through a combination of the costs of travel and the time taken for travel. These two underlying principles have important consequences, as they are embedded in most analysis and evaluation studies. They help explain the predominance of transport solutions to urban problems, and the huge growth in faster and longer distance travel, as the increased speed of travel has outweighed the increased costs of travel. Even though travel time may have remained constant as cities have spread, both distances and speeds have increased address: substantially (Banister, 2006; Deakin, 2006; Duranton, 2006; Kahn, 2006). Local public transport, cycle and walking have become less attractive, and this in turn has resulted in the greater use of the car. Car dependence and the increased decentralisation of cities are difficult processes to reverse this is the transport-led future. Sustainable mobility provides an alternative paradigm within which to investigate the complexity of cities, and to strengthen the links between land use and transport. The city is the most sustainable urban form and it has to provide the location where most (70 80%) of the world s population will live. Empirical research has concluded that the key parameters of the sustainable city are that it should be over 25,000 population (preferably over 50,000), with medium densities (over 40 persons per hectare), with mixed use developments, and with preference given to developments in public transport accessible corridors and near to highly public transport accessible interchanges (Banister, 2005, 2006). Such developments conform to the requirements of service and information-based economies. Settlements of this scale would also be linked together to form agglomerations of polycentric cities, with clear hierarchies that would allow a close proximity of everyday facilities and high levels of accessibility to higher order activities (Hall and Pain, 2006) X/$ - see front matter r 2007 Elsevier Ltd. All rights reserved. doi: /j.tranpol
2 74 ARTICLE IN PRESS D. Banister / Transport Policy 15 (2008) Such urban forms would keep average trip lengths below the thresholds required for maximum use of the walk and cycle modes. It would also permit high levels of innovative services and public transport priority, so that the need to use the car would be minimised. Through the combination of clear planning strategies, cities would be designed at the personal scale to allow both high-quality accessibility and a high-quality environment. The intention is not to prohibit the use of the car, as this would be both difficult to achieve and it would be seen as being against notions of freedom and choice. The intention is to design cities of such quality and at a suitable scale that people would not need to have a car. This alternative approach requires clear and innovative thinking about city futures in terms of the reality (what is already there) and the desirability (what we would like to see), and the role that transport can (and should) play in achieving these objectives. This paper describes these two fundamental problems with the traditional perspective on transport planning, and it then goes on to discuss what have been called schizophrenic paths, when it is clear that action is needed but no effective action is taken to remedy the situation (Banister, 2005, p. 234). 2. Two dilemmas 2.1. Transport as a derived demand or as a valued activity? With respect to the work journey, travel time is important, but as travel patterns change and there is an increase in leisure-based travel, travel time may become more of a positively valued activity (Loo and Chow, 2006; Schlich et al., 2004; Mokhtarian et al., 2006). The notion that all travel is a derived demand may become weaker as incomes rise and as leisure time becomes more valuable (Mokhtarian and Salomon, 2001). Escape theory (Heinze, 2000) hypothesises that leisure mobility is an attempt to compensate for a declining quality of life and travel opportunities are sought to get away from ones everyday environment to do something completely different. A substantial amount of leisure travel is undertaken for its own sake and the activity of travelling is valued. Conventional transport analysis is based on the premise that travel is a cost, and that travel times should be as short as possible. But this is changing as the new technology allows much greater travel time flexibility, including mobile working. It provides tremendous opportunity and choice in leisure activities, whether this means time spent online in the home, or taking the opportunity to book a last minute holiday overseas, or adapting existing activities (such as shopping). In each case, there seems to be a strong complementarity between the old (transport) and the new (ICT) technologies. Travel can be replaced by more athome activities, whilst in other cases more spontaneous travel is generated, and in a third group there is a modification of existing activities, as shopping for example becomes a multitasking activity through a combination of the Internet (e.g. viewing, deciding and buying) and travel (e.g. collection or delivery). The knowledge base is extended and this may again result in more travel, but more important is the transfer of power from the producer to the consumer. Increasingly, users will control their leisure and shopping activities tailored to their own specific requirements. Consumers will determine what type of leisure activity they participate in, where and when it takes place, who actually goes with them, and the range of alternatives will also increase substantially. For an accessible sustainable city to become a reality requires active citizen support and new forms of communication between experts and citizens, through new forums for discussion and the involvement of all major stakeholders (Section 4) Time minimisation and reasonable travel time There is a contradiction between the desire to speed up and the desire to slow traffic down. For evaluation purposes, much of the user benefit (often over 80% of total benefits) is derived from the savings in travel time and the desire to travel faster. This is not the place to enter the debate on how these values of timesaving are derived, or how they are used by the beneficiaries, or in the analysis. But there does seem to be an inconsistency in the travel timesavings argument within cities, where much effort is now going into slowing traffic down for environmental and safety reasons. Although it is not explicitly stated, a certain level of congestion on roads is now seen as desirable and in many locations (e.g. residential streets and around schools), new low speed limits have been introduced, together with appropriate enforcement measures (e.g. speed cameras). So, on the one hand, there are the perpetual complaints from industry that the time lost in congestion is costing business money, and on the other hand, there is a transport strategy that both tries to speed traffic up and slow it down. The notion of a transport system with no congestion has never been a realistic objective, and much of the recent debate has been over what should be considered as a reasonable level of congestion (Urry and Lyons, 2005). The key policy objective now becomes that of reasonable travel time, rather than travel time minimisation. People and businesses are already concerned about knowing how much time it should take to travel to their destination with a reasonable degree of certainty. It is the reliability of the system that is crucial (Noland and Polak, 2002). 3. Contrasting approaches to transport planning These two points are both important in terms of understanding the rationale behind transport analysis, as many of the methods used cannot handle travel as a valued activity or travel time reliability. But they also have important implications for transport planning, if it is to embrace the concepts of a sustainable mobility. The
3 ARTICLE IN PRESS D. Banister / Transport Policy 15 (2008) primary concerns over the physical dimensions (urban form and traffic) should be balanced by the social dimensions (people and proximity), as illustrated in Table 1. The sustainable mobility approach requires actions to reduce the need to travel (less trips), to encourage modal shift, to reduce trip lengths and to encourage greater efficiency in the transport system Reducing the need to travel substitution In its pure form this means that a trip is no longer made, as it has either been replaced by a non-travel activity or it has been substituted through technology, for example Internet shopping. The impact of ICT on transport is complex and most recent thinking (Banister and Stead, 2004) argues for complementarity between transport and ICT. Although there is a large substitution potential, the relationships between transport and ICT seem to be symbiotic with a greater opportunity for flexibility in travel patterns, as some activities are substituted, whilst others are generated, and some replaced by fewer longer distance journeys (Lyons and Kenyon, 2003) Transport policy measures modal shift Transport policy measures can reduce levels of car use through the promotion of walk and cycle and the development of the new transport hierarchy (Table 1). This can be achieved through slowing down urban traffic and reallocating space to public transport, through parking controls and road pricing, and through making it easier to use public transport. Demand management is effective in Table 1 Contrasting approaches to transport planning The conventional approach transport planning and engineering An alternative approach sustainable mobility Physical dimensions Social dimensions Mobility Accessibility Traffic focus, particularly on the car People focus, either in (or on) a vehicle or on foot Large in scale Local in scale Street as a road Street as a space Motorised transport All modes of transport often in a hierarchy with pedestrian and cyclist at the top and car users at the bottom Forecasting traffic Visioning on cities Modelling approaches Scenario development and modelling Economic evaluation Multicriteria analysis to take account of environmental and social concerns Travel as a derived demand Travel as a valued activity as well as a derived demand Demand based Management based Speeding up traffic Slowing movement down Travel time minimisation Reasonable travel times and travel time reliability Segregation of people and traffic Integration of people and traffic Source: Adapted from Marshall (2001) (Table 9.2). restricting access and reallocating space, and making more effective use of the available capacity. A much wider notion of the street is being created, as it is no longer only being considered as a road but also as a space for people, green modes and public transport. Creative use of this space at different times of the day or day of the week means also that new uses can be encouraged (e.g. street markets or play zones). Measures to encourage modal shift must be combined with strategies to make the best use of the released space, so that there is a net reduction in traffic (Banister and Marshall, 2000) Land-use policy measures distance reduction These measures address the physical separation of activities and the means by which distance can be reduced. The intention is to build sustainable mobility into the patterns of urban form and layouts, which in turn may lead to a switch to green modes of transport. It is one area of public policy where intervention can take place, through increasing densities and concentration, through mixed use development, through housing location, through the design of buildings, space and route layouts, through public transport oriented development and transport development areas, through car-free development, and through establishing size thresholds for the availability of services and facilities. The timescale over which sustainable mobility might be realised is similar to the turnover of the building stock (about 2% per annum), but decisions on the location of new housing will have a single dramatic effect on travel patterns and these effects will impact over the lifetime of this housing (Banister and Hickman, 2006) Technological innovation efficiency increase The role of technology is important as it impacts on the efficiency of transport directly through ensuring that the best available technology is being used in terms of engine design, alternative fuels, and the use of renewable energy sources. Standards can also be introduced to reduce levels of noise and emissions at source, and measures can be taken to ensure that access to certain parts of the city is restricted to those vehicles that are seen to be environmentally cleaner than other vehicles. This is a combination of technological efficiency and behavioural change (e.g. ecological driving and adherence to speed limits). It would also include increasing load factors in both the passenger and freight sectors. Summarising these four actions, it seems that the key to such a shift in thinking is the creation of spaces and localities in the city that are attractive and affordable, as neighbourhood quality is central to sustainable mobility. Transport planning must involve the people, 1 so that there is an understanding of the rationale behind the policy 1 People are used here to cover all stakeholders with an interest in the quality of their local environment.
4 76 ARTICLE IN PRESS D. Banister / Transport Policy 15 (2008) changes and that behavioural change follows. Public acceptability is core to successful implementation of radical change, and it must involve community and stakeholder commitment to the process of discussion, decision-making and implementation. 4. Involving the people 4.1. The issues There has been much discussion over delivering sustainable mobility, and the measures available are well known. There is even agreement between the main actors concerned about what should be done. There is also a growing literature on the barriers to implementation and why outcomes never match up with expectations. The commonly used economic arguments of rationality and complete knowledge do not seem to apply in transport. 2 Much of the debate has centred on awareness raising, information, education, the use of the media and advertising as the means to achieve sustainable mobility (OECD, 2002). But there always seems to be a reason for not changing and maintaining the status quo. However good public transport is, there will always be an additional reason for still using the car. The car manufacturers are adept at selling the symbolism and seductiveness of the car (Cass et al., 2005). Ownership of cars as with all other consumer goods will always become cheaper over time, so that more people can afford to own one. The main barriers to entry are not the cost of the vehicle, but the costs of insurance and the need to pass the driving test. Charges to use the car may increase substantially, but political pressures are always present to moderate any substantial rises in price, so that motoring remains relatively cheap. The key is looking at other ways to reduce car use, through the use of push and pull measures (OECD, 2004), but much of the literature relates to the difficulty if not the impossibility of effective implementation of sustainable mobility (Banister and Marshall, 2000; Banister, 2005). This section outlines the means by which public acceptability can be raised to levels that will encourage support and engagement in actions to promote sustainable mobility Public acceptability Public acceptability drives political acceptability, and it is only when there is sufficient public support for change, that action will take place. For example, congestion is now 2 Note that the Nobel prize for economics was awarded to Daniel Kahneman (November 2002). His research in the 1970s argued against rationality, suggesting that people worry more about losing what they have rather than about winning a bigger stake. Although his work focused on behavioural finance and the way in which markets sometimes have bursts irrational exuberance, prospect theory still seems relevant to individuals transport decisions today, as it relates actions to uncertainty and risk. accepted as a major constraint on individuals quality of life and the efficiency of business. Increasingly, surveys of public opinions in the EU are indicating that change is essential and that action is expected. Both the general public and business support priority being given to environmentally friendly modes, and even decision makers agree (usual levels of support are about 80%). Yet the same people are less positive in their views of the support of others (e.g. the public s perceptions of the politicians views) for the same policies (typically around 40%). This suggests that there may be a greater than expected willingness to experiment with policies to reduce trip lengths, to combine trips, to switch modes, or to cancel trips altogether and to reduce the need to use the car (Section 3). In addition, it seems necessary to understand the implications and expectations of the individual. There are two key elements to the personal (rather than the social) dimension. The first is that there is an acceptance that the policy package being proposed will work and is efficient. The second is that it is fair, both to the individual travellers, and more generally to society as a whole. A small initial change, if sufficiently well supported and publicised (e.g. European Mobility Week involved 964 cities September 2006), can lead to new attitudes to the car. It is through the active involvement of users of transport in a partnership that change can be realised. There are many such events happening in cities through direct action (e.g. Reclaim the Streets), through the reallocation of spaces and streets to people (e.g. the World Squares initiative, pedestrianisation, street closures), through lowering speed limits (e.g. Home Zones), through travel plans, and through cycle networks and exclusive bus networks. It must be seen as an active process that is participatory and inclusive Healthy transport Transport-induced emissions are linked to declining public health, and there is now evidence of the strong links between lack of exercise and obesity (Pucher and Dijkstra, 2003). Walking, cycling and public transport are all more healthy than using the car and are promoted as active transport. However, there are still the indirect effects of pollution, which damages health and causes problems related to asthma, bronchitis, leukaemia and lung disease. There are also the wider effects of increases in CO 2 and the other greenhouse gases. Sustainable mobility offers improvements in individual health as well as a cleaner and healthier environment (Woodcock et al., 2007). Healthy transport means strong action on separating people from traffic and having exclusive routes for people and cyclists. It also means the promotion of travel plans for all businesses and activities that are major generators of traffic. For example, every school in the UK will have their own School Travel Plan by It is often thought that such policies are politically unpopular, but there now seems
5 ARTICLE IN PRESS D. Banister / Transport Policy 15 (2008) to be strong support for action and many decision makers have underestimated the strength of feeling for change Demonstration effects To many people, sustainable mobility requires a radical change in the way in which travel decisions are made. Naturally, people feel nervous about it, and they are reluctant to alter their behaviour, 2 so there should be positive demonstration effects. In the EU, there is an acceptance that transport users ought to pay their full external costs, and several pricing initiatives have been introduced under the umbrella of fair and efficient pricing (CEC, 1995, 2006). Some countries in the EU now relate the annual taxation for vehicles to their pollution profile. Germany has established different classes of cars for annual taxes levied on owners of cars. Electric cars are completely tax-free for the first 5 years. There are dramatically reduced tax rates for the more energy-efficient and least polluting cars, and much higher rates for large cars that are energy inefficient and more polluting. Cars meeting Euro IV standards are considered especially sustainable and benefit from a large tax reduction (German Federal Ministry for Finance, 2003). In the UK, annual vehicle taxation is related to the CO 2 emissions figures, with six bands. This provides some incentive for car owners to buy more efficient and cleaner vehicles. Car-sharing promotes new forms of ownership and there are more than 70,000 members Europe, in particular in Germany and Switzerland (APTA, 2004). Probably the best example of demonstration effects is the experience from congestion charging in Central London. This is the most radical transport policy that has been introduced in the UK in the last 20 years. It represents a watershed in policy action. The idea had been around for many years, but no politician had the conviction of actually taking it forwards. Even with a new mayor hugely committed to congestion charging, it was a struggle to get it through the legal, planning and political processes within a 30-month period (1 July 2000 to 17 February 2003). This relates strongly to the issue of the conflicts between long and short-term strategies (Banister, 2003). The long-term view is that congestion charging is an essential element of a sustainable transport strategy, whilst the short-term view is that it is almost impossible to introduce in a 4-year electoral cycle that exists in the UK. To achieve public acceptability, there has been extensive consultation with all parties, resulting in some compromise. For example, under half (45%) of vehicles coming into the Central London congestion charging zone actually pay the full charge ( 5 raised to 8 in July 2005), while a further 29% have discounts of varying kinds, and the remaining 26% of vehicles are exempt. The large number of discounts and exemptions has reduced the effectiveness of the policy, and problems may be created later if these exemptions are to be reassessed. There was also a reduction Table 2 Impacts of congestion charging in Central London 1. Traffic down 20% entering the congestion charging zone and some 16% within the zone 2. Speeds increased 15% within the zone and delayed 30% 3. Increase of 5% in traffic on Inner Ring Road around the zone, but little change in traffic speeds 4. About 100,000 motorists pay each day 5. Most travellers have switched to bus services which run more freely and services have been increased, with +16% bus patronage, reliability improved (30% reduction in wait time) and speeds have increased by over 15% in the central area 6. Environmental improvements with 19% in CO 2 emissions 7. Net revenues from the congestion charging scheme are about 120 million per annum (2006) 8. Public acceptance is now 55% for the scheme and 30% against it, when before implementation the figures were 40% for and 40% against Source: Transport for London (2006). in the proposed charge of 15 for lorries to 5, minor boundary changes, and a slight shortening of the charging period ( on weekdays and shortened again to in February 2007 when the scheme was doubled in size). Much analysis and monitoring is being carried out to determine both the transport and the non-transport impacts of congestion charging (TfL, 2006; Table 2). Such an example raises important policy dilemmas. The potential demonstration effects of the congestion charging scheme are substantial, as many other cities may learn from London and introduce their own schemes (e.g. Stockholm). But in order to achieve implementation, many concessions have been made, and these may in turn reduce the effectiveness of congestion charging. A balance must be struck between the desired scheme and an acceptable scheme. The potential risk is substantial, but such choices have to be made if radical sustainable mobility polices are to be introduced at all. Conversely, implementation of a scheme could be seen as the first step in a process where incremental changes are then added to the basic scheme until the final goal of a full electronic road-pricing scheme in London is achieved. In the first 3 years (February 2003 to 2006), the scheme and the technology have worked well and gained widespread acceptance, with measurable reductions in both traffic levels (15 20%) and congestion (over 20%) in Central London and around the congestion charging area. In this case, both the social norms and perceptions of its effectiveness were sufficiently high for implementation, and the outcome has exceeded expectations (Table 2) Individual marketing Much of conventional choice theory assumes that each individual has complete knowledge of the alternatives and can make a rational choice. More recent empirical research (Bro g et al., 2004) suggests that a much more proactive approach is required that not only informs individuals
6 78 ARTICLE IN PRESS D. Banister / Transport Policy 15 (2008) about the alternatives that are available but also helps them decide which is most suitable for them. Information has to be taken to the customer, rather than assuming that they will find it themselves. Individualised marketing is a good example of this dialogue-based technique for promoting the use of public transport, cycling and walking as alternatives to the car. It has been developed and applied in several European and Australian cities with positive outcomes (reductions in car use of around 10%), and more importantly, it seems that changes in travel behaviour are maintained over time (see Curtis, this volume). Public acceptability of sustainable mobility seems to be high provided that social norms can be changed and the policy measures are presented as a package that can effectively be implemented. The process needs to build up trust and respect between the different actors over time, so communication and active involvement are essential. It also seems that legitimacy must be based on a participatory and inclusive approach that involves selling the message of sustainable mobility to individuals, groups and localities through explaining the need for changes in behaviour and convincing them of the importance of their contribution. This responds to the Schade and Schlag (2003) goals of importance and fairness in urban transport pricing strategies, and the need to both guide and force change (Vlek, 2000). In many situations, there are strong positive measures (reducing global warming and healthy transport) that can be promoted, but underlying success is the need for a high-level commitment to sustainable mobility and strong leadership. 5. Principles of the sustainable mobility paradigm The four basic types of actions to achieve sustainable mobility have been outlined in Section 3 and some innovative means by which the people can be involved have been identified in Section 4. The principles of a sustainable mobility paradigm need to combine these elements into a series of consistent policy measures. Four key elements are suggested here: (a) Making the best use of technology, including investment in technology in transport modes, information systems and in the transport system itself, and in giving industry directions on priorities (e.g. on hybrid and fuel efficient vehicles and alternative fuels). For the general public, these options are not controversial, as they enable them to carry out their activities with minimal change. But, there would also need to be behavioural change, with ecological driving and driving within speed limits, as well as looking at ways to increase occupancy levels. This would help achieve the efficiency objective, but there may be rebound effects, as people may drive more because the vehicles are more efficient. (b) Regulation and pricing means that the external costs of transport should be reflected in the actual costs of travel through higher fuel prices or through some form Table 3 Key elements in promoting the public acceptability of sustainable mobility Information Involvement and communication Packaging Selling the benefits Adopt controversial policies in stages Consistency between different measures and policy sectors Education, awareness campaigns, and promotion through media and social pressure are an essential starting point Explanation of the need for sustainable mobility, emphasising the positive economic, social and health benefits to the individual and businesses The process must be inclusive, with clear aims and an understanding of the consequences to those on whom the strategy will impact Designed to gain support and understanding, so that stakeholders can buy into the proposals Raise levels of consistency between expectations and outcomes Push and pull policies measures need to be combined in mutually supporting packages. Policies restricting car use or raising its costs should be accompanied by well-publicised programmes to improve the availability and attractiveness of alternatives to driving alone, including car pooling, public transport, cycling and walking, all financed by dedicated revenues from car pricing measures It is necessary to widely publicize the benefits, even if there are costs, inconvenience and sacrifice. Car drivers support funding of alternative modes to reduce congestion on the roads they drive on. Overweight or obese individuals would directly benefit from better walking and cycling conditions. Everyone benefits from cleaner air and safer traffic conditions. More walking, cycling and public transport use would help relieve parking shortages. These are important and direct impacts that all individuals can support Support needs to be built up in terms of positive outcomes and measurable improvements in the quality of life Politics is about reflecting prevailing preferences and also forming opinions Acceptance of responsibilities and commitment to change through actions is the key to success Some measures (e.g. pricing) that are common to all futures. Such measures need to be implemented now, even though their impacts may not be immediate Regulations, standards, subsidies and tax incentives should all be used to encourage manufacturers and other transport suppliers to develop and adopt the most energy efficient and environmentally friendly technology possible The precautionary principle should be followed, particularly on the global warming effects of transport emissions,
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|Erik Hatcher <e...@ehatchersolutions.com>
|Re: runtime boost of differnet indexs in ParallelMultiSearcher
|Mon, 19 Sep 2005 00:51:51 GMT
On Sep 18, 2005, at 7:52 PM, Philip Peterson wrote: > Is there a way to, at run time, boost one index over another in a > ParallelMultiSearcher. > > So if I have 4 indexes a,b,c,d and user A searches their results lean > toward index a > and user B searches his results are boosted toward index b etc. > > Thanks so much in advance, > I tried to see if there was any information on the in varius places > (including the GREAT book on lucene) No, we don't cover this sort of thing in LIA. One option is to create your own fork of ParallelMultiSearcher and boost the scores for the desired index in the relevant .search methods (excluding the HitCollector one). It should be a minor tweak to accomplish this. Maybe something general along these lines is worth adding to both MultiSearcher and ParallelMultiSearcher to allow a hook point for this? Erik --------------------------------------------------------------------- To unsubscribe, e-mail: email@example.com For additional commands, e-mail: email@example.com
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ABC 702 Sydney has taken a big ratings hit in the second last survey of the year, shedding 2.2 points overall.
Drive presenter Richard Glover dipped 2.7 to 10 points, while Robbie Buck's breakfast show lost 2.1 points.
Also on AM, Alan Jones registered his 100th survey as overall breakfast leader, despite shedding 1.9 points.
Elsewhere in breakfast, it appears to be steady-as-she-goes for Sydney's FM radio stations, with Kyle Sandilands and Jackie Henderson just sneaking ahead of breakfast stablemates Amanda Keller and Brendan Jones to regain the early-morning FM crown.
ABC's acting local content manager for NSW, Sascha Rundle, admitted it was a "challenging" result for the broadcaster, but added it was part of the "normal ebb and flow".
"Traditionally, this is a time of year where we have in the past dropped a bit," she said.
She also threw her support behind Buck who took over from listeners' favourite Adam Spencer earlier this year.
"For someone in his first year in the crucial breakfast shift we are actually so, so pleased with Robbie and the way he has connected with the audience," she said. "It's a big jump ... and he has held steady throughout the year."
Rundle added that Glover "is still number one" in the drive slot.
That last claim, however, is somewhat complicated by a competing assertion from Ben Fordham, who hosts 2GB's drive offering.
The Sydney ratings figures from GFK define drive as 4pm to 7pm, whereas both Glover and Fordham broadcast between 3pm and 6pm.
When the figures are broken down to that 3pm to 6pm timeslot Fordham pips Glover's show 9.6 points to 9.4 points.
2DayFM continued what has been a disastrous year for the station with its beleaguered breakfast show dropping to 2.9.
However, there was a bright spot for owners SCA with Triple M's "Grill Team" of Mark Geyer, Matty Johns and Gus Worland, climbing 1.2 points to 6.7.
SCA's Craig Bruce conceded the breakfast experiment with Merrick Watts, Jules Lund, Sophie Monk and Mel B, launched in response to the defection of Sandilands and Henderson, had failed.
He said he was relieved to be able to look forward to next year's new breakfast line-up of Dan Debuf and Maz Compton.
"Thankfully we've changed the breakfast show so I don't have to sit here and talk about how it's going to get better with my fingers crossed," he said.
Bruce said he was also excited by the return of Hamish Blake and Andy Lee to the Drive slot in mid-2015, while denying reports the star pair had each been offered $4 million.
Meanwhile, 2UE (owned by Fairfax Media, publisher of this website) continued its steady climb over the past four surveys, claiming an overall audience share of 5.1.


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But recruitment industry sources say it is still too easy for ruthless bosses in departments to rig the system and exclude redeployees from making a fresh start with the service.
Public Service Commissioner Stephen Sedgwick has told agency bosses that still they must give workers on the Redeployment Register a fair go at job vacancies, warning mandarins that repeat offenders will be banned from free access to the internal jobs market.
Mr Sedgwick has announced a slight thawing of the public service hiring freeze imposed by the Abbott government last year, saying the hiring guidelines had been "streamlined".
Agency bosses will be allowed a little more freedom in advertising within the service for new workers, with the requirement for pre-approval of job ads by the APSC to be relaxed.
But Mr Sedgwick is also coming to the defence of about 400 public servants, according to the latest figures, on the central "redeployment register" whose jobs have been axed but are still employed by the government.
The commissioner says bosses still have to prove they have given redeployees a fair go, with "compliance checks" to see if displaced applicants have really been considered for the vacant job.
The "displaced persons" are still supposed to be given priority for vacant jobs under the revised hiring rules, but the Commission does not appear to be convinced that all agency heads are complying with the rules.
"The APS Commission will conduct compliance checks on agencies' assessments of employees on the APS Redeployment Registers to ensure that displaced employees are being genuinely considered," Mr Sedgwick wrote.
"The vacancy notice will not be published on APSjobs (Public Service Gazette) where the compliance check indicates that the above requirements have not been adequately met.
"In the case of persistent non-compliance, the agency head's authority to advertise internally without the commissioner's approval will be revoked."
But one insider told The Canberra Times that bosses who were prejudiced against redeployees could easily get around the guidelines.
One method was for a manager to peruse the CVs of potentially suitable public servants on redeployment register and then redesign the job criteria so they will have no chance of success.
Unscrupulous recruiters have also been delaying the release of job details until after redeployees who are likely to be interested have left the register, either through getting a position elsewhere or being made redundant.


text: January 12, 2017 WHAT'S an API? if ( has_post_thumbnail() ) : ?> the_post_thumbnail(); ?> endif; ?> API TESTING SERIES When your typical end user wants some information from the web, they open a browser, find out where the information lives, click on a URL or link that will take them to that location and then browse around until they find out the information they are seeking. When your typical application wants […] Continue reading Categories: API Testing Blog


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Police in Bloomington, Ind., shot a 21-year-old man as he ran naked and armed with a gun near his university, the Herald Times reports.
Officers confronted Corey Hamersley after reports that a cursing, screaming man was firing a gun into the back of a house in the Indiana University neighborhood.
Jason Heap, also a student at the school, told the newspaper he heard Hamersley yelling from his balcony. A friend yelled at him to be quiet, and he responded with obscenities, Heap said.
Hamersley then took "off and running" waving a silver handgun in the air, Heap said. "No clothes, whatsoever," he said. "Just a gun."
Wearing only a hat, Hamersley screamed, "man down," "soldier down" and "give me back my 9" when confronted by police, Heap said.
Hamersley was shot in both legs after he refused to drop his weapon and continued to point and wave the gun at police, the paper reports.
He was later taken to a local hospital and treated for non-life-threatening injuries.
No police officers or bystanders were shot, according to the Herald Times.
Doug is an unrepentant news junkie who loves breaking news and has been known to watch C-SPAN even on vacation. He has covered a wide range of domestic and international news stories, from prison riots in Oklahoma to the Moscow coup against Mikhail Gorbachev. Doug previously served as foreign editor at USA TODAY. More about Doug
Michael Winter has been a daily contributor to On Deadline since its debut in January 2006. His journalism career began in the prehistoric Ink Era, and he was an early adapter at the dawn of the Digital Age. His varied experience includes editing at the San Jose Mercury News and The Philadelphia Inquirer.
Also: Follow On Deadline on Twitter


text:
Paranoia is a proactive state of mind in which an individual has clearly decided they're not going to set back and let themselves get invaded by the japs, mexicans, germans, or terrorists. This person has made a wise decision of not allowing "them" to take his god-d*mn guns and freedoms away. He or she has woken up from the deep sleep that infects each of us in this liberal society on the brink of a free-for-all; a country that is sadly losing its balls day by day.
As a person viewing this page, it is assumed that you are suffering from paranoia and have undoubtedly figured out that there are many symptoms all of which you have currently (or will have eventually)
And, since you are paranoid, you also know that the only treatment is to destroy the person/government agency responsible for giving it to you.
Good luck.


text:
Gonsalves Guest House
Call us 1800-300-2400-1 (Toll Free) and Get additional Discount upto 50% for this Hotel.
You are getting lowest possible rate for this hotel
- About Hotel
- Reviews
About Gonsalves Guest House
Covered by coconut groove, Gonsalves Guest House situated in Candolim provides comfort of a home in true sense. Designed in simple interiors are the three well-ventilated rooms colored in pale tones. These rooms are equipped with basic comforts that make for a relaxing stay. Guests can enjoy the view the natural surroundings through the open windows. The serene garden surrounded by potted plants is an ideal place to enjoy a leisure stroll. Other services such as breakfast at a nominal charge, security guard, round-the-clock front desk, laundry and dry cleaning service, and free newspaper is available. Guests can avail of warm hospitality which is offered all throughout the day.
No of floors: 2 | No of rooms: 3
Checkin Time: 1200 pm
Checkout Time: 1200 pm
Hotel Amenities
- Luggage Storage
- Newspaper
- Central Air Conditioning
- Room Service
- Parking
- Breakfast Services
- Front Desk
- Laundry Facilities
- Slippers
- Temperature Control
- Smoking Rooms
- Bottled/drinking Water
- Premium TV Channels
- Attached Bathroom
- Wakeup-calls


text:
login with
My son has little bumps kinda pimple like on his arms.
i have seen this before, I would agree with the above, it they aren't bothering him you probably have nothing to worry about. But if your still concerned you can always ask your doc
No they don't seem to bother him
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text: Serving alcohol can leave businesses, and its employees, vulnerable to legal/civil prosecution, or worse, if not practiced correctly. ServSafe's Alcohol program is a must-have training solution, arming employees with the practical knowledge and resources they need. Participants will learn all there is to know about responsible alcohol service and sales, and be tested on the material.


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Baker is an independent spirit so he works hard to pretend he is not following you and that he is ignoring you. He started out in rough circumstances and was rescued from Frisco's spring downpours so he has trust issues, but there is a lovable lion in there. You'll have to be a real cat whisperer to win this playful stealth kitty over. He is shy but will seek out attention on his own terms. He would do best as an indoor warehouse kitty or in a single cat household. If you would like for Baker to adopt you please go to www.friscohumanesociety.com or call 972-498-8980.
For further information please email the address in the box to the right. Anyone interested in our dogs/cats will be required to fill out an adoption application. We do not adopt to anyone living out of the Dallas/Fort Worth area. All our dogs/cats will be spayed/neutered, heart worm tested (dogs), FeLV/FIV tested (cats), microchipped; and current on vaccinations.
We do not adopt on a first-come first-served basis. We review all applications received to ensure that the animal and the applicant are a good match based on our personal experiences with the animal. These animals live in our homes with us so we are familiar with their habits and behaviors.
To fill out an application online or to find out more information about our adoption process, just go to www.friscohumanesociety.com and click on the 'Adoption Application' link.
Dog/Puppy Adoption Donation - $165 Cat/Kitten Adoption Donation - $135
Some of our adoptable cats can be seen at the Frisco Petsmart Adopt-A-Pet cat center 7 days a week. Adoption counselors are onsite every Saturday and Sunday from 12-4pm.
Our next Meet and Greet Dog event will be Saturday, July 29th from 12-4pm at the Frisco Petsmart. The Frisco Petsmart is located at 3333 Preston Rd, Frisco, TX 75034 in the Stonebriar Centre near Tuesday Morning and DSW.
Thank You!
Your message has been sent to Frisco Humane Society.
You'll receive a copy, too, at to help you keep track of which pets you've inquired about, and which shelters and rescues you've emailed.
NOTE: Some shelters have physical locations you can visit; some of these shelters may only have pets for a limited time, so please do not wait for a reply—just go visit the shelter! Other organizations are rescue groups run by busy volunteers who may take a while to reply. You can find information about the shelter or rescue group caring for this pet, and their adoption procedures, on the pet's details page on Adopt-a-Pet.com.


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8月 18, 2014 合計視聴数:: 5897 今日は: 1 ★★★
Magic Castle Hotel Los Angeles, Free Wi-Fi is available in all guest rooms at this Hollywood hotel. A deluxe continental breakfast is served daily. The Hollywood Walk of Fame is less than 10 分は徒歩. A flat-screen cable TV with a DVD player is featured in all rooms at the Magic Castle Hotel. The en suite bathroom offers plush bathrobes. A small fridge and coffee-making facilities are available. Suites feature a full kitchen and a separate living area. A fitness centre and outdoor pool are available for guest use at the Magic Castle Hotel Hollywood. Free snacks are available with your room and babysitting or child services are provided for guest convenience. Universal Studios Hollywood is 3 ホテルからマイル. Grauman's Chinese Theater is 5 分は徒歩 (Magic Castle Hotel Los Angeles hotels booking).


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Brad Rutter
February 15, 2011 by staff
Brad Rutter, First, hats off to the fight against human beings on the side of humanity in this week's "Man vs. Machine IBM's Jeopardy Throwdown." Go humanity! When ATMs and toasters can come with questions to get answers on topics from pop culture better than people like you and me, who will work at Entertainment Weekly magazine in the future? PCs with icons for the heads spinning globe. Then, beings humans will be real-time "Jeopardy." What kind of media jobs are we going? Ensure that machines are connected? Does not sound very rewarding. So are Ken Jennings and Brad Rutter to win the fking toilet fully air-conditioned or servers we will work for Hal 9000 for the rest of our lives damned. And this fking vending machine knows when you're in 0.0009 seconds late for work.
Latest supercomputer from IBM Watson equalized with a human opponent in America quiz Jeopardy. Watson is built in the language of human understanding and using this information.
In Jeopardy candidates receive an answer, they should come with its request. Watson did in the first half of the program as he leads a $ 5000 prize was able to build.
In the second half were the questions – or "answers" – Watson was often difficult and error. This has allowed a human opponent, Jeopardy champion Brad Rutter, able to catch up. Finally, it became a link with $ 5,000 stayed on two hooks. Another opponent of the man, Ken Jennings, had to do with 2000.
Watson has won a pilot episode of the previous questionnaire. Later this week, he twice against his adversaries of men.
Man and machine have been tied after a round of Jeopardy compete opposing supercomputer IBM Watson against the former champions of popular TV game show.
Watson was tied with all-time Jeopardy champion Brad Rutter after the first round, which was released Monday. Watson and Rutter tallied two wins in 5000 and, while Ken Jennings, whose series of 74 consecutive victories is a record Jeopardy, were third with $ 2,000.
The contest is the culmination of seven years of IBM research on artificial intelligence, and to better understand the potential and limitations of the current state of the art in AI
Watson edged ahead and was at one time and 3,800 ahead of its competitors man after gale through questions such as "word of 4 letters for the editing of iron on the hoof of a horse or a box of card dealing in a casino? "Watson, in a soft voice and synthesized, correctly answered:" What is a shoe? "
But, proving that there is no HAL (the supercomputer Almighty 2001: A Space Odyssey, whose name is composed of three letters that fall directly in front of I, B and M in the alphabet), Watson botched repeatedly, a point repeated by another competitor response that had already been ruled invalid by the legendary playmaker Alex Trebek.
Watson, named Thomas J. Watson founder of IBM, is much more than an experience of Fun Science. Much of the program is based on IBM technology that has already marketed for applications such as economic modeling, weather forecasting, prediction of disease vectors, and monitoring trends in financial markets.
"Beyond our enthusiasm for the game itself, our team is very motivated by the possibilities that the computing capacity of Watson breakthrough into the construction of a planet more intelligent and help people in their work life and personal "said David Ferrucci, who heads the team of IBM Watson.
Watson launches simultaneously natural language processing, information retrieval, knowledge representation and reasoning methods to understand the intent of questions and give what he believes is the best answer, all in a few seconds or less. The program runs on IBM Watson Power7 new massively parallel processors, which the company has deployed last year.
Watson is competing with Rutter and Jennings for a grand prize of $ 1 million. Both candidates have pledged to man give 50% of their earnings to charity if they win, while IBM will donate 100% to charity, if Watson wins.
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Some people may think that Valentine's Day is all about expensive wining and dining and high priced bouquets of flowers paired with boxes of chocolates. If these traditions just aren't in your budget don't worry about it.Read more
You may have seen ads on TV or online for a site called Ebates.com promising cash back from online purchases.Read more
There are so many deal sites out there it is hard to know which ones are actually reputable, and which are not.Read more
I have to admit I am one of those people that absolutely love the pumpkin spice products trend that inevitably arrives each fall. I love the holidays and the change of the seasons, and I look forward to all the traditions associated with it.Read more
This weekend I decided to put together a budget friendly spa party for me and some friends. It was a great excuse to get together and chat plus have a relaxing evening at home.Read more
You may be familiar with monthly beauty box subscriptions and their rising popularity.Read more
If you have cable you probably feel a pang of frustration each month when the bill arrives. We have a love hate relationship with cable. We love the access and variety it provides but hate the high costs and contracts that come along with it.Read more


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See, Swirl, Sniff, Sip—Savor
Is being a sommelier as much fun as it sounds?
I'm meeting with a sommelier, and it isn't what I'd pictured. We're in a dark, narrow corridor about two floors under Boston's fashionable Back Bay—our progress halted by a securely bolted industrial door. The crisply presented tables of the high-end Grill 23 restaurant above us seem a world away.
This is no musty French cellar; the mood here is set by fluorescent lighting and racks of server uniforms. "This is insurance right here," says Morgan (Melkonian) Jerome, a level-two master sommelier, as she unbolts the battered metal hinges and slides back the door.
We step into a cool, deep room lined with shelves full of wine bottles; some have been laid down for the future, others are weighed down by four-digit price tags. "A lot of my personal wine is up there because my refrigerator broke," says Jerome, pointing to a high shelf on the far wall.
This is more like it.
Jerome (SHA'04) is Grill 23's assistant wine director and as such, she's responsible for buying, checking, recommending, and serving some of the restaurant's 17,000 bottles.
"We have just under $1 million in inventory," she says. She's sampled about half of the wine list, she estimates. If she hasn't tasted something, it's probably because it's so rare: "We have a 1959 Pétrus—I can't just open that up and give it a taste." The Pétrus sells for $4,000 (although you can pick up the 2000 vintage for a mere $2,850).
Pairing wine and food
Jerome doesn't like to separate wine from food—with an empty plate, she'll choose a beer rather than a red. "Wine is like salt and pepper to food," she says. "When you take a bite of food and follow it with a sip of wine and it brings it to a whole new level, that's when you know you've got a nice wine pairing."
She traces her mental connection between eating and drinking back to the School of Hospitality Administration's food and wine courses and a Kopf Family Wine Fellowship, a $10,000 undergraduate fellowship that took her to California, France, and Italy. "Not only was it wine-focused, it was very food-driven as well," says Jerome of the fellowship, awarded annually to just six students nationwide.
Jerome is definitely not the kind of wine buff to salute hints of blueberry or coffee overtones. Instead, she talks of acid cutting through fat, of "pairing sweet wine with a really fatty savory," of matching a Sauterne with fois gras—her own pick.
"I don't taste wine and pride myself on being able to tell you that it smells of coconut," she says. "I'm way more interested in how that wine is going to taste with your scallops."
That kind of advice makes her a popular dinner party guest, although envy often mixes with skepticism. "People just think, 'Oh, so you drink for a living?'" she says. "It's still a job. You still have to deal with unhappy customers."
And it isn't only about having talent or the right taste buds. Jerome spent two years getting her "hands out during the harvest" in Napa Valley, and to become a certified sommelier, made her way through paper exams, blind tastings, and a grilling on obscure wines.
Still, with free bottles from distributors, frequent overseas education trips, an office that backs onto a small cellar room, and a personal wine collection hidden two floors down behind a bolted black door, it's "definitely a cool job."
Editor's note: After we met with Jerome, she accepted another cool job—wine educator at the upscale Peter Michael Winery in Sonoma, Calif.
Andrew Thurston can be reached at firstname.lastname@example.com.
A version of this article appeared in the winter 2010 edition of the School of Hospitality Administration newsletter Check-In.+ Comments


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Proof Pizza & Pasta Now Serving Lunch: Try the Salumi and Ricotta Calzone
When Justin Flit and Matt de Pante quietly opened Proof Pizza & Pasta in the former Copperbox space at the beginning of October, they had one goal: to become a neighborhood place. Fast-forward nine months and it's safe to say Proof has become the casual go-to pizza, pasta, and macaron ice cream sandwich place in midtown. But even with all the success of the ever-rotating weekly specials and a menu that includes mainstays like oxtail pizza, crab angel hair with lemon breadcrumbs, and calabrian chili pasta, there was still something missing: lunch.
"Our original plan was to serve lunch everyday when we opened," says Flit. "But it's now that we have enough staff to pull it off." Taking things slow has surely worked for the team behind Proof, and they're in no rush to roll out the lunch items. "We're starting with some dinner favorites that are light enough for lunch and a few new dishes. But we'll be adding thing as we go along and, of course, as the seasons change."
You can get lunch Tuesday through Saturday (Proof is closed on Mondays) from noon to 3 p.m. Here's what you should order:
There was no way the shaved Brussels sprout salad ($12) with apple cider vinegar, gorgonzola, pecans, and dried cranberries wasn't going to be on the lunch menu. Why? You never need to feel bad about eating it.
Like dinner, lunch will feature specials depending on what's fresh and local. In our case that was a fava bean salad with whipped ricotta, olive oil, lemon infused bread crumbs, and pickled onions that had the table fighting over the last bean.
It's lunchtime — cheesy focaccia bread is completely acceptable.
A dinner favorite, the crab angel hair, has gotten a makeover: bottarga, caviar, and lemon zest ($17).
You no longer have to wait until 5 p.m. to get this rustic and earthy creste zucchini crema with artichokes, haricot certs, and lots of lemon ($13).
But it's this baby — Proof's first calzone stuffed with salumi, ricotta, tomatoes, and basil — that will steal your heart and make this your new favorite lunch spot. Priced at $12 and easily enough for two (if you order the Brussels or dessert) it'll hold you over until dinnertime.
More of a sandwich person? Go for the roasted and way moist pork sandwich topped with aioli and vegetables and served with a side salad ($12).
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Workout with ease in this underwire sports bra, Hook count: 3-hook = C, D, DD cups; 4-hook: DDD, G, H cups. Built for high-impact activities such as Kickboxing, Encapsulated cups for support; compression for holding. Superior support and comfort due to underwire on outside Wacoal, Style Number: 855170.
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Listen to free music played by youragentsteph
Blip.fm is internet radio made social. It's easy to search for, play, and discover free music recommended by real people. Join today to create your own free station and start listening to @youragentsteph.
youragentsteph WHAT? I CAN'T HEAR YOU. THE MUSIC IS TOO LOUD!
LoCoHeather gave props on Oct 12 at 5:41 pm


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Mark Oblow for Gravis in Hidden Magazine Issue 23
Our Japanese Distributor sent me a copy of Hidden Magazine Issue 23 and within it, a nice article on the Gravis art and photo show called, "Creative Departures" that took place in Japan last Fall. Mark Oblow photo below with a Ryan Allan video in accompaniment.
kenny forever
solitary arts
mini skate shop is open
jef hartsel bob lake geoff mcfetridge
is jef hartsel and jay adams
interviews yong-ki chang
our advertisements
in magazines
bob lake
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equal dist. is
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in the bay area
champion don't stop
is geoff mcfetridge
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Grow Organic...
· for a healthy & safe food supply
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...for life!
Very Cold Hardy Green for Salads
Brand: Peaceful Valley Item Number: SNV8474
In Stock! Ships from Northern CA.
In Stock! Ships from Northern CA.
Mâche - Vit - Valerianella locusta
Hardy Annual Also called Corn Salad and Lamb's Lettuce. A longtime favorite winter green in France. In most cold climates mâche (rhymes with "wash") will grow throughout the winter under row cover. These productive plants have many thick leaves which are tasty raw in salads especially when paired with spicy mustards or arugula. Mâche has a nutty, mellow flavor that is also delicious when sauteed like spinach. Resistant to mildew.
Did You Know? Mâche is a relative of valerian and on an ounce by ounce basis has almost as much Vitamin C as lemon juice.
Soil Temperature: 40-65°F
Planting Depth: 1/4"-1/2"
Germination: 14-28 Days
Height At Maturity: 3"
Days to Maturity: 50 Days
Sun/Shade: Full sun/Part shade
Spacing After Thinning: 3"-5"
Approx Seeds per Pack: 250 Seeds
Peaceful Valley brand vegetable seeds are all non-GMO and Certified Organic.
Buy with confidence and plant the best!
|Seed Unit Sizes
|Seed Pack
|Organic Status
|Certified Organic Product
|Life Cycle
|Hardy Annual
|Planting Time
|Spring, Fall
|Approximate Harvest Time
|Early Spring, Late Spring, Early Summer, Early Fall, Late Fall, Early Winter
|Ideal Soil Temperature
|Days to Maturity
|50 - 60 Days
|Sun Requirements
|Full Sun/Part Sun
|Growth Habit
|Starting Location
|Direct Sow
|Soil pH
|6.6 - 7.0
Soil & Water: This slow germinator needs rich, evenly moist soil to get started.
Planting & Growing: Germinate outdoors under row cover to discourage birds. Direct sow 4-6 weeks before last frost, then again in late summer for winter harvest. A good growing choice for winter greens in a greenhouse or under row cover. Plant new seeds every two weeks for a continuous harvest. Thin seedlings to 3" apart when they are large enough to handle easily.
Harvesting & Storage: Cut the whole head of mâche when it is 2"-3" tall
Agribon AG-30 Floating Row Cover (83" X 50')
Peaceful Valley Organic Compost (1 Cu Ft)
Shipping Weight: 0.01 lbs. Dimensions: 4.5"L x 3.25"W x 0.1"H
Peaceful Valley Farm & Garden Supply brand vegetable seeds are guaranteed to germinate. Once the seeds have sprouted, please understand that Peaceful Valley cannot be held responsible for the many uncontrollable growing and climatic conditions that must be met to ensure the success of your crop(s).


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george joseph furey, b ~1900, d ~1964 PA
my greatgrandfather, the oldest furey i know, is quite a mystery. an orphan from canada, he died around 1964 and was born around 1900. he married a woman whose surname was crangle.
we don't know where he was born, or who his parents were, or if he had any relatives. he relocated to philadelphia, PA at some point in his life (also a mystery). he then claimed that he was related to all the Fureys in PA, but no one has ever met any of them. He then had several sons and daughters (including my grandfather joseph furey).
does this ring a bell in anyone else's furey family history?


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Tracy, Thank you very much for a great website to start from. Your positive feedback and the way you kept on changing all the time is appreciated. It looks great and gives us a platform to start building around and making it truly unique in comparison to all the other template boring commercial property sites. Really well done, many thanks.
- Owen du Plessis, CEO, Team Cape Commercial
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text: This article lacks sources. This article needs to be provided with more sources and/or appearances to conform to a higher standard of article quality. The Tam Estate was the family home of the Tam family. Retrieved from "http://firefly.wikia.com/wiki/Tam_Estate?oldid=13524" Ad blocker interference detected! Wikia is a free-to-use site that makes money from advertising. We have a modified experience for viewers using ad blockers Wikia is not accessible if you've made further modifications. Remove the custom ad blocker rule(s) and the page will load as expected. Categories: Articles needing additional sources Locations on Osiris Add category Cancel Save


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Imagine in the near future, the Straw Hats arrived near an island (as directed by log pose, the most unstable one, Luffy's favourite). This island, lets call it "Heaven" since the word "Paradise" refers to the first half of the Grand Line, has a force-field which protects outsiders from entering, and how the force field work is by filtering (blocking) off people who had any one of the following seven sins:
- lust
- gluttony
- greed
- sloth
- wrath
- envy
- pride
Who can successfully pass through the barrier and who can't (and why)?
Luffy- fail over gluttony
Zoro- ???
Nami- fail over greed
Usopp- ???
Sanji- fail over lust?
Chopper- I don't see any sins he fail, perhaps he can pass?
Robin- ???
Franky- despite self-proclaim being a hentai, he doesn't really fail lust, does he?
Brook- fail over (panty) lust??
p.s. Beyond the Straw Hat Pirates, who else can or can't enter "Heaven"?
E.g. Bonney definitely fail over gluttony!
Quick blog end, AY out.


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A game playable on the Disney XD mobile app.
| You are going to waste a whole day promoting aglets? Who is going to care?
The topic of this article may not meet Phineas and Ferb Wiki's general notability guideline. Please help to establish notability by adding reliable, secondary sources about the topic. If notability cannot be established, the article is likely to be merged, redirected, or deleted.
A game playable on the Disney XD mobile app.


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Two unhappy people's lives become entwined when they have a life changing romance. Adrienne is a woman who's trying to decide whether to stay in her unhappy marriage or not. Her life changes when Paul, a doctor who is traveling to reconcile with his estranged son, checks into an inn in a North Carolina beach town where she is staying.
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