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Our company has been manufacturing custom-built, made-to-order windows for the home improvement, replacement, commercial and custom-home builder markets since 1978. In Texas and the South, the harsh climate dictates that the highest quality windows and doors are a necessity, and we build the finest energy efficient vinyl and aluminum thermally broken windows, patio doors, storm windows and storm doors in the state. We distribute our products to our company-owned branches in Houston, San Antonio, Lubbock and Oklahoma City. Our products are also available for installation through our Selected Dealers, who are some of the finest people you could ever meet. Give us a call or drop us a note!
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subset: commoncrawl


text:
By Agence France-Presse
In Europe, officials, doctors and engineers are looking at how smartphones could be enlisted in the war against the spread of the new coronavirus.
Smartphones can help the effort to contain the coronavirus, but do we have to let Big Brother look over our shoulder? (AFP Photo/Catherine LAI / MANILA BULLETIN)
One obvious attraction for health officials is the possibility of using smartphones to find out with whom someone diagnosed with COVID-19 has been in contact.
But can this be done without intrusive surveillance and access to our devices that store a wealth of private information?
Anonymized and aggregated
Firms can "anonymize" location data received from your smartphone by stripping out personal identifiers. It can then be presented in an "aggregate" form where individual and identifiable data points are not accessable.
Your location data is already likely being used that way by mobile operators to feed traffic information to map apps.
And it is such information that the European Commission has requested from mobile operators, which can determine the location of users by measuring the phone signal strength from more than one network tower.
In fact, mobile operators have already been providing such data to health researchers in both France and Germany.
Google, which collects large amounts of data from users of its myriad services, plans to publish information about the movement of people to allow governments to gauge the effectiveness of social distancing measures.
In particular, it will display percentage point increases and decreases in visits to such locations as parks, shops, and workplaces.
Bluetooth sleuth
Anonymized and aggregated only get you so far. To get practical data like the people with whom an infected person has had contact, you need to get invasive. Or do you?
Singapore pioneered a method using Bluetooth. This is the technology that allows people to connect wireless headphones or earbuds to their smartphones.
If you've ever connected a pair to your phone in a public place you'll probably have noticed the devices of others nearby.
It is this feature of Bluetooth that the Singaporean app TraceTogether exploits.
Someone who has downloaded the app and kept their Bluetooth enabled will begin to register codes from all people who have the app on their phone and come within range.
Germany is looking at rolling out a similar system.
Privacy concerns
The Singaporean app is designed to reduce privacy concerns.
For one, the app is voluntary.
Another is that it doesn't track your location, rather it just collects codes from the phones of people with whom you come into relatively close contact.
That information is only uploaded to the operator of the app when a person declares himself or herself as having come down with COVID-19.
The TraceTogether app then matches up the codes (non-identifiable except to the operator of the system) with the telephone number of owners, and then messages them they had been in contact with someone who has been diagnosed with COVID-19.
Spies in charge
The other means to get practical information is to utilize the location data of phone users.
This is the method chosen by Israel, which put internal security agency Shin Bet in charge of obtaining the data from mobile phone operators.
It also gets access to data on the movement of people for a two week period to help track down people exposed to the coronavirus.
Shit Bet does not get access to a person's phone, however.
'Proportionate and temporary'
Putting the fox in charge of guarding the henhouse is unlikely to sit well with rights and privacy groups, although they don't exclude the use of technology to help combat the crisis.
"However, States' efforts to contain the virus must not be used as a cover to usher in a new era of greatly expanded systems of invasive digital surveillance," said a statement issued Thursday by 100 rights groups including Amnesty International, Privacy International and Human Rights Watch.
They warn that "an increase in state digital surveillance powers, such as obtaining access to mobile phone location data, threatens privacy, freedom of expression and freedom of association, in ways that could violate rights and degrade trust in public authorities -- undermining the effectiveness of any public health response."
They said any additional digital surveillance powers should be necessary, proportionate and temporary.
"We cannot allow the COVID-19 pandemic to serve as an excuse to gut individual's right to privacy," the groups said.


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Apple won't officially debut iCloud for months -- September is the bet by most -- but last week the company revealed more information about what the online sync and storage service will and won't include.
The news was especially welcome to customers already paying $99 a year for MobileMe, the 2008 service Apple launched to early teething troubles and poor press. MobileMe never attracted a wide audience, in part because so much of what it did could be cobbled together from free services and tools.
Earlier this month, Apple announced it would pull MobileMe's plug in 2012, months after it is to be replaced by iCloud . But until last week, Apple had left MobileMe users in the dark about what parts would shift to iCloud and what would be ditched.
Apple's MobileMe-to-iCloud transition FAQ gave us some answers, and we pitched in with some others.
Will I still be able to access my mail, calendar and contacts on the Web? Yes. Once iCloud launches this fall, users can access email, calendar and contacts, three of the apps now available on MobileMe.
Apple said it would provide more details on how to migrate MobileMe's mail, calendar and contacts to iCloud when the latter goes live later this year.
What happens to iDisk and the files I've stored there? iDisk won't make the move to iCloud. But it's not going away until June 30, 2012, when Apple retires all of MobileMe. That gives subscribers just over a year to continue uploading and downloading files to and from the 20GB iDisk space.
Before MobileMe goes dark, users must copy the files in iDisk to local storage on their Mac or PC. Instructions for doing so are available on Apple's website.
Can I use iCloud's online storage like I did iDisk? Because Apple's not been crystal clear, we're not sure, but we think the answer is no.
Unlike MobileMe's iDisk, iCloud's 5GB of free storage space apparently won't be accessible through, say, the Mac's Finder, but instead will contain documents saved, at least initially, only through Apple's iWork suite of Pages, Numbers and Keynote.
Other uses of the space, Apple's said, will be for the email mailboxes and backups of iOS devices , including photos, settings, app data and other information.
Apple has said nothing about files generated on a Windows PC or on a Mac outside of iWork.
So with iDisk gone, what do I do? Apple hasn't said, but it seems the company has ceded the space to the likes of Dropbox and Microsoft 's Windows Live SkyDrive.
Dropbox gives Mac and Windows users 2GB of storage space for free -- and syncs that space between platforms, machines and mobile devices, while SkyDrive offers 25GB for free.
For online backup purposes, you may want to look into services like Carbonite or Mozy . The former charges $55 per year for unlimited storage, while the latter provides 2GB free, with 50GB of space costing $6 per month.
What's happening with MobileMe's iWeb and Gallery? They'll vanish in June 2012.
Neither service is making the move to iCloud, so June 30, 2012 is the date to remember: After that, a site (or sites) you've published to iWeb, and photos or videos you've stored on Gallery, will be inaccessible.
Apple's recommended that users move their iWeb sites to another hosting firm, and either sync Gallery with iPhoto '08 or later, or download the photos and movies to the hard drive of a Mac or Windows PC.
Can I keep my .me or .mac email address? Yes. "If you have an active MobileMe account when you sign up for iCloud, you'll be able to keep your me.com or mac.com email address," Apple said.
Will iCloud sync my passwords between Macs like MobileMe? Nope. "Syncing of Mac Dashboard widgets, keychains, Dock items, and System Preferences will not be part of iCloud," Apple said in its transition FAQ.
"Keychain" is Apple's name for its password management system, so once you shift to iCloud, you won't be able to sync passwords between Macs using Apple's service.
Instead, you'll have to switch to a password service or manager that supports synchronization. The $40 1Password , for instance, stores passwords on all your personally owned Macs, and uses Dropbox to sync. A free alternative is LastPass, an all-online password manager that syncs across multiple browsers , OSes and devices.
Both Dropbox -- which 1Password relies on for sync -- and LastPass have had confirmed or suspected security breaches this year, however, so the cautious may want to standardize on Chrome or Firefox on all their Macs, then use the browser's built-in sync service.
What about Find My iPhone ? It will live on in iCloud, says Apple.
According to reports , Mac OS X 10.7, aka Lion, will also support a Find My Mac tool serviced by iCloud. Like the long-available Find My iPhone, the new tool will let users pinpoint the location of a lost or stolen Mac.
iCloud's 5GB of storage space seems pretty puny. Can I opt for more? Apple says you can, but hasn't spelled out how much additional space will cost.
Remember that iCloud won't count music, apps, and books you've purchased through iTunes, the App Store or iBooks against the 5GB. Nor will the 1,000 images in Photo Stream, iCloud's photo-sync service for iOS devices, Macs and Windows PCs.
I know Apple's extended my MobileMe subscription through June 2012, but I'm not happy about the changes. Can I get my money back? Yes. You can cancel your subscription at any time, said Apple, and receive a prorated refund. If you paid the $99 annual fee six months ago, for instance, you'd have $49.50 coming.
But if you do cancel, all your MobileMe services will stop working and your data will be deleted.
Our suggestion: Wait until this fall to cancel -- after you've migrated to iCloud -- so that you can retain your .me or .mac email address, and keep syncing your calendar and contacts.
Gregg Keizer covers Microsoft, security issues, Apple, Web browsers and general technology breaking news for Computerworld. Follow Gregg on Twitter at @gkeizer or subscribe to Gregg's RSS feed . His e-mail address is email@example.com .
Read more about macintosh in Computerworld's Macintosh Topic Center.


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Business Traveller is a monthly show about making the most of doing business on the road.
Story highlights
Two French design studios have teamed up to create a model for an in-fight casino
Ryanair is considering introducing gambling aboard its aircraft via an in-fight entertainment system
In 2005, Virgin Atlantic announced it would introduce casinos on board some planes, but has since backtracked
Singapore Airlines introduced slot machines onto its panes in 1981, an experiment that lasted two months
Two French aviation design studios are betting on gambling in the air.
Jean-Pierre Alfano of AirJet Designs and Frédérique Houssard, the founder of Designescence, have teamed up to create the Casino Jet Lounge, a luxe bar-cum-casino they hope will one day become standard on long-haul commercial flights. The Casino Jet Lounge features trendy seating, a drinks area and a blackjack table.
"We're trying to bring back the glamor of the '50s and '60s a little bit; the kind you see in the James Bond movies," says Houssard.
The concept is relatively new (launched last October), so as of now, Houssard and Alfano are still in talks with various airlines.
The idea of in-flight gambling may seem like a new one, principally because no airline is currently doing it. But in reality, the concept has been around for decades.
Singapore Airlines took gambling up in the air in 1981, when they installed lightweight slot machines in the aisles on a flight that operated between Singapore and San Francisco. It was an experiment that lasted a mere two months. The company admits the machines posed "an operational challenge", and had them removed.
See also: In-flight internet taking off
In the 1990s, Swissair installed gambling software that allowed passengers to bet up to $350 on a variety of casino classics, including poker, keno and blackjack. It seemed other carriers were going to follow suit, that is, until a Swissair plane crashed in 1998. Air crash investigators implicated a failure of the jet's in-flight entertainment system as a reason for the disaster.
However, the idea of in-flight gambling re-emerged a few years ago. Virgin Atlantic Airways tycoon Richard Branson announced in 2005 that a handful of recently purchased A380 planes would include double beds and in-flight casinos.
"You'll have two ways to get lucky on a Virgin flight," he joked with The New York Times.
The company seems to have backtracked since then.
"Casinos were just an idea, along with many other ideas we talked about a few years ago," a Virgin spokesman told CNN. "Truthfully, we did not really get any further with it."
They declined to comment as to why they didn't ultimately implement casinos on their A380s.
Ryanair announced in 2004 that it would introduce gambling through an in-flight entertainment system, though this too has yet to come to fruition. Ryanair's head of communications, Stephen McNamara, said the company still hopes to do so in the future.
"We don't have the technology in place at the moment, but hopefully we will in the next two or three years," he says. "Really, the reason we don't currently is based on the expense of the Wi-Fi technology that would be required for it. We're waiting for the price to come down."
See also: Ryanair considers serving in-flight porn
Aside from the initial investment, there are several other barriers to introducing casinos on airplanes. For starters, as more carriers are unrolling Wi-Fi on their flights, passengers could feasibly just gamble online from their mobile devices. One wonders if this wouldn't defeat the purpose of airlines investing in their own gaming systems.
McNamara says that Ryanair plans to combat the issue by ultimately offering "closed loop" Wi-Fi, so that passengers will have to go through the airline's own system to gamble.
Houssard and Alfano also don't see online gambling as competition to their own concept.
"When you're gambling on your screen, or on your phone, you're still cramped with other people. If you get out of your seat and enter another space with your friends and colleagues, it gives you a completely different experience," notes Alfano.
"When you're on a 14-hour flight, even when you're in business class, all you can really do is eat, drink, watch movies and sleep. The Casino Jet Lounge isn't just a bar or entertainment idea. We see it as a social space."
It's difficult to imagine that airlines would be willing to give over potential passenger space (and the fares that come with it) to a social arena, but Alfano says if designed properly, there shouldn't be a conflict.
See also: In-flight phone calls to become standard, experts say


text:
Silver Classic Shell Fossil beaded bracelet. Combining our 925 Sterling Silver cilinder bead with the beauty of the 8mm Natural Shell Fossil beads.
The stones powers: Calmness and Balance
Origin: Australië, USA and India
Zodiac sign: Virgo or Aries
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✔ Oxidized and polished finishing
✔ Each stone is handselected by our team
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Use a measuring tape to measure your wrist size
Take the measuring tape and fold it around your wrist (like on the photo)
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(the measurings on the photo are 18.5 cm)
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Use a piece of string or rope to hold around your wrist (like on the photo)
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Bungee Leashes to Ease Pulling
Ease the force of your dog's pulling on the leash with our bungee leashes. Although we offer other types of elastic leashes, these are the ones chosen by our trainer that she found are the most effective at reducing pulling. They are best used with a no-pull harness.


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Microsoft's 13-year-old Windows XP won't go away, as much as Microsoft tries to cajole and threaten users to abandon XP. In fact, it's the second-most-used version of Windows today (at 34 percent of users), though three versions of Windows shipped after it. Contrast that to OS X; its oldest version in widespread use (Snow Leopard, at 19 percent of users) is not even five years old, and the version released last fall (Mavericks) already has 48 percent of the Mac user base. By comparison, Windows 8 is at only about 4 percent of the Windows user base.
Let me fill you in on a secret: The reason that people avoid upgrading Windows but not OS X has nothing to do with one platform being better or worse than the other, Windows 8 notwithstanding. It's about a fundamental decision both companies made nearly 30 years ago that has largely served them well but has aliso led to the upgrade split they have today.
[ Want a new PC but not Windows 8? Our picks for the best 12 Windows 7 PCs still available. | Subscribe to InfoWorld's Consumerization of IT newsletter today. ]
Today, as Microsoft's April cutoff for Windows XP support nears, people are begging for yet another extension, and Microsoft is reeling from the loud demand. Its customers seem determined to run XP forever, thwarting Microsoft's desire to modernize the PC. Although nearly a fifth of Apple users cling to Snow Leopard (mostly on old systems that can't run a newer OS X version), the Mac user base by and large moves forward with Apple.
You can see the breakdown in the chart above: As of December 2013, two months after its release, nearly half of Mac users were running OS X 10.9 Mavericks, while as of February 2014, 16 months after its release, only 9 percent of Windows users were running Windows 8.x.
To be clear, the Net Applications data here is biased in favor of Internet-attached PCs in Western countries. It's estimated there are at least as many PCs running pirated copies of XP in countries like China and India than there are in the West. The actual XP percentage is likely twice what's shown here, with the other Windows versions reduced proportionally. There's also a sizable but unknown number of non-Internet connected PCs used as instrumentation systems and the like that Net Applications also doesn't count, most of which are believed to be running XP -- further increasing XP's actual percentage.
Regardless of the true XP numbers, the pattern is quite clear. What is it that causes Windows users to cling to ancient versions of Windows?


text:
|Computer Laboratory
Student Projects (2008)
|Computer Laboratory > Research > Systems Research Group > NetOS > Student Projects > Student Projects (2008)
NetOSThis page collects together various Part II project suggestions from the Network and Operating Systems part of the Systems Research Group. In all cases there is a contact e-mail address given; please get in touch if you want more information about the project.
Note: there are a number of stumbling blocks in Part II project selection, proposal generation and execution. Some useful guidance from a CST alumnus (and current NetOS PhD student) is here.


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Billionaire Senate Candidate Treated Chef, Yacht Employees Like Crap
Jeff Greene, the weird billionaire playboy who, for some reason, wants to be Florida's Democratic senator, owns a "party yacht" called Summerwind and employs a staff to maintain it. And the staff of Summerwind really, really hate Jeff Greene.
Greene, who was recently identified as the "creepy middle-aged guy wearing children's clown clothes" in paparazzi photos of a Lindsay Lohan trip to the Caribbean, is doing well in the polls going into his Senate primary against Rep. Kendrick Meek. He seems so nice in his ads, promising to give everyone in Florida jobs, jobs, jobs, and maybe even some jobs once he becomes Senator.
But as a lengthy profile of Greene in the St. Petersburg Times shows, there's quite a line of former Jeff Greene employees — especially those who worked on his vomit-encrusted "party boat" — willing to speak out against (or sue) their hated asshole ex-boss.
James Battles, Greene's former personal chef, sued him last year. The suit alleges Greene demanded round-the-clock attention and would berate and humiliate Battles when he sought reimbursement for food paid for out of his own pocket.
Battles said Greene fired him after he was hospitalized for exhaustion before one of Greene's parties. The settlement is confidential and Greene declined to discuss the case.
Former and current employees tell similar stories, though most fear talking publicly.
Adam Lambert worked as captain of Greene's 145-foot yacht, Summerwind, earlier this year.
"He has total disregard for anybody else,'' chuckled Lambert, who said he was Greene's 20th and 22nd Summerwind captain (No. 21 quit after a few hours with Greene).
"I don't think I ever once had an actual conversation with him. It was always, 'I should just get rid of you, what f——— good are you? You're just a f——— boat driver. You're the third-highest paid employee in my corporation and I should just get rid of you,' '' Lambert, 43, recalled by phone from a yacht in Croatia. "It didn't bother me. I just felt sorry for the man. He doesn't seem very happy."
Another deckhand who worked for Greene in 2007, Harlan Hoffman, was hospitalized while working on Summerwind. How helpful was Greene in this case?
A boat's owner is supposed to take care of on-the-job medical costs, but Hoffman said Greene - whom he never met - told the insurance company he had never heard of Hoffman and that he didn't work on Summerwind. It took eight months and legal action that included affidavits from other crew members vouching for Hoffman and trashing Greene to get his bills paid.
We need fresh blood in the Senate, Jeff Greene says, so elect him! But does it count if that fresh blood is evil blood from Hell? This may be a flaw with Jeff Greene's candidacy.


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The Blue Jays' signing of Jose Bautista last week set off a frenzy of analysis in which authors attempted to determine whether or not his projected performance would live up to the value of his new contract. This is a common analytical template, as it allows the writer to determine whether the deal was more beneficial to the team or the player. From the standpoint of the player, as long as the performance-to-currency translation is sound, the calculation generally works. However, there are factors beyond the reported salary that influence whether or not the deal benefited the team. One of these factors is disability insurance. Granted, the amounts of the insurance premiums paid to take out a policy on a player are not common knowledge, but it is important to understand that a team is likely to pay more than meets the eye, and that the insurance introduces a new level of risk.
Why insure players? Well, they play a sport that can hobble them for the rest of their lives or require that they undergo risky surgeries. They also play a sport in which contracts are guaranteed, meaning that no matter what happens, players are going to be compensated. By signing a player, a team is already entering into multiple areas of risk—that the contract will prohibit it from making other moves, and that the player's performance will not live up to the deal. The last thing a team wants to consider is that a player will not even stay on the field for the duration of his contract. Cue disability insurance, which comes into play under the notion that if a player is not physically fit to play, the team may not be liable for his salary during the period in question. So how does this all work?
For starters, what is insurance? At its most basic, insurance is a risk management technique designed to hedge against a contingent loss. In other words, insurance is a gamble—someone will pay a specific amount to take out a policy that will cover them should something extraordinary or unusual come to fruition. Ideally, the cost of the policy and its premiums will be less than the actual insured entity, so that the insurer can mitigate some of its risk and not incur a complete loss on its investment should these extraordinary circumstances arise. If nothing bad happens, the insurer will have an added cost on top of the face amount of the contract, which defines the risk; it is possible that the policy is unnecessary, but it is impossible to know that without the benefit of being Captain Hindsight. Accurately assessing the levels of risk associated with each player is the most integral part of the decision of whether or not to insure the deal.
We will use Cliff Lee as an example. The lefty signs an unexpected deal with the Mystery Team that will pay him $120 million over five years. Knowing that the position he plays is prone to injuries, the team decides to insure his contract. After he inks his name to the paper, the contract is shipped to an underwriter, whose job is to account for all of the relevant factors pertaining to Lee's situation and craft a policy with premiums paid in based on the risk being undertaken by the insurance provider. Not every player carries the same levels of risk, and as a 32-year-old pitcher, Lee is going to be perceived to carry more risk than certain other players—the problem with 32-year-old pitchers is that they tend to break down, after all. In general, old players are riskier than younger ones; pitchers are riskier than non-pitchers; and catchers are riskier than other position players.
From a policy premium standpoint, the worst thing to be is an older pitcher (save for an older pitcher who moonlights as an old catcher). The likelihood that the provider will have to make a payout—to pay for Lee's salary in the event of a catastrophic injury—is also taken into account when determining the premiums, because it would not make sense to offer a team a small premium if the potential payout could wipe away the profits generated from hundreds of other clients.
Unfortunately, many upstart insurance providers traveled down this road simply because it was cool to be associated with Major League Baseball. Most of these companies went bankrupt and are no longer operating, so there is certainly risk on both sides. In some cases, especially those with big-money contracts, multiple insurance companies will bear the burden in different increments. The team will need to gauge its level of risk against that of the insurance provider, because if the latter assigns premiums that are too costly, it would eat away at the value of a potential payout and therefore not necessarily be worth the coverage offered in the policy.
To return to the case at hand, the underwriter sees Lee's age and position, as well as his history of injuries, and determines that the Phillies will need to pay, let's say, $4 million per year in order to be covered by this specific policy. If the Phillies agree—and as we will explore later, not all teams do—they will make these premium payments and become covered by the policy. Should something happen to Lee, they would then be eligible for a payout under the specific terms of the policy. And this is where games can be played and the situation can get tricky. The terms of the policy are obviously the key to the deal.
Back at the beginning of the decade, the entire duration of a deal could be insured and the teams could take out policies that covered 100 percent of the player's salary. Nowadays, insurance policies are limited to two or three years, may cover only 50-80 percent of the player's salary, have qualifying deductible waiting periods that last half of the season, and can include provisions that help the provider avoid having to cover the cost in certain circumstances. An example of one such provision would be to safeguard against a pre-existing injury.
For instance, Lee has had issues with his back in the past, so an underwriter might craft into the policy that the insurer would pay out 65 percent of his salary if Lee were deemed physically unfit to play at all during a year covered under the policy, unless the diagnosis of the injury pertains to a specific area on his back that has sidelined him from play in the past. In a case like this, the insurance provider would be protecting itself by drastically decreasing the likelihood that it would have to make a payout. The qualifying deductible is a waiting period of 90 days before the benefits kick in if a payout is deemed necessary, meaning that the team still covers the salary expense during that span. As we discussed in my articles on taxation in baseball, there are 220 duty days over the course of a baseball season, so the waiting period is a bit less than half of the year.
Quantifying this idea, let's say that Lee is covered in the third, fourth, and fifth years of his deal per the duration restrictions on the policies. The Phillies pay in $4 million per year for coverage that will pay out 65 percent of Lee's salary in a covered year if he suffers a debilitating injury that sidelines him for the entire season, as long as it does not involve his back. Prior to the fifth and final year of his deal, his foot falls off and he cannot pitch anymore. The team files a claim, and the provider agrees to pay the 65 percent. Only, it isn't 65 percent of his $24 million salary in that season, but rather 65 percent of the $12 million remaining after the qualifying deductible period ends, less the major-league minimum of ~ $400,000. The Phillies recoup $7.5 million (65 percent of $11.6 million), but have already paid premiums totaling $12 million—$4 million per year for three years. At the end of the deal, they would have paid a total of $124.5 million for a contract with a face value of $120 million. Was it worth the cost in this hypothetical? How fun are word problems?
As you can see, there are many factors that can influence the decision to insure a player beyond his own injury history or salary. And even if a player meets all of the checkpoints necessary for an insurance payout there is still the very good possibility that the provider will not need to pay. Look no further than Jeff Bagwell to see all of this put together.
Bagwell had signed a five-year deal worth $85 million back at the beginning of the millennium, but had fallen prey to an arthritic right shoulder by the time his deal was about to end. He was set to earn $16 million during the 2006 campaign, the final guaranteed year of the deal. His shoulder had been bothering him since the 2005 season, in which the Astros lost to the White Sox in the World Series, and it seemed like a long shot that he would ever be able to throw a baseball again without discomfort. The insurance policy that the team took out on Bagwell was set to expire on January 31, 2006, and so the Astros sent their stalwart slugger to Dr. James Andrews on January 12 for an examination. When the exam had concluded, the Astros felt that Bagwell had been proven to be a disabled player who was not physically fit to remain on the roster.
With the results of that test, the team filed a total disability insurance claim on January 27, looking to recoup $15.6 million—the $16 million less the minimum. The team also had to work around Bagwell's desire to participate in spring training activities, because the policy clearly stated that if a player participated in playing or practices, benefits would be terminated. They found a loophole of sorts in that such participation would not trigger the cancellation of benefits if it was with the consent of the team physician. On March 13, Connecticut General Life Insurance Co. told the Astros that they were denying the claim on the basis of their opinion that nothing had changed between then and the end of the 2005 regular season, when Bagwell was still included on the roster. Outraged, owner Drayton McLane wondered what else it would take to show that Bagwell was totally disabled from playing, if a test by a world-renowned orthopedic surgeon who had reached the same conclusion didn't do the trick.
Prior to Bagwell's situation, the last big insurance payout went to the Baltimore Orioles, who had signed Albert Belle to a five-year, $65 million contract before the 1999 season. Belle played in the first two years of the deal, but suffered from a degenerative hip condition that kept him from performing during spring training of the following year. The Orioles successfully recouped between $27 and $35 million of the deal given the provisions of their policy. The situation with Belle began to scare teams, because even though the Orioles received a large payout, the disadvantages of big-dollar deals rushed to the forefront. Another example of a payout, albeit on a lesser scale—though the player in question certainly tipped some scales in his day—involved Mo Vaughn.
The Mets traded for the former MVP and the remaining three years and $70 million of his deal even though he was sidelined for the 2001 season with a torn biceps. He played in 2002, but saw his career come to an end in 2003 due to a knee condition. Fortunately for the Mets, his contract came with a disability policy, and while the team still had to pay most of his 2003 salary due to the aforementioned 90-day waiting period, the policy stood to cover 75 percent of whatever was left. Scarred by their situation with Vaughn, the Mets came up with a fairly creative offer to then-free-agent Vladimir Guerrero, which would pay $71 million over five years if he met several "stay-healthy" incentives.
The idea of insuring a contract had become increasingly prevalent with the skyrocketing salaries of players, but the trials and tribulations necessary to receive a payout made the decision to pay for insurance premiums less than clear-cut. This also led, in part, to the increased incidence of incentive-laden deals, as teams utilized this technique to protect themselves from guaranteeing large sums of money that might not be recoupable in an insurance claim. In these situations, the team might not pay in premiums to take out a policy on certain players, but these players would not earn their entire salary without staying healthy, a form of risk management similar to insurance.
Some teams, however, don't use even this tactic and simply do not insure contracts. For instance, the San Francisco Giants opted not to insure the deals they agreed to with Barry Zito and Aaron Rowand, figuring that the contracts themselves carried enough risk. The Seattle Mariners are famous for not taking out disability insurance policies for their players, figuring that if underwriters would exempt the providers from payouts for injuries to a body part that was the specific reason they sought insurance, then why bother? When the team signed Richie Sexson in 2005, they shopped around for quotes, but every policy exempted coverage for his surgically repaired shoulder that had been injured the year before. Why take out a policy ifthe shoulder was the reason they began searching?
What everything boils down to is a team's assessment and its tolerable level of risk. Some teams are willing to look past the restrictions and provisions of the policies, as well as the cost, if it means that they can cover themselves in some capacity. Others bypass disability insurance policies because they amount to substantial added costs for the strong unlikelihood of a payout, literally and figuratively. This means that certain teams will pay more for a player than others, even if they both offer the same deal. The costs of premiums are not known, and while that makes it difficult for us to factor them into the cost of a player, they are certainly a consideration on the part of the team, just as the market taxation is a consideration for the player.
Thank you for reading
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News: politics, sport, technologies, health – this is the information necessary for work and life. It is probably some of the most important components of the life of modern society and of each of us in particular. We always try to be well informed about all events, to be aware of everything. Ratings of […]Read More →


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WoodenBoat Editorial Guidelines
WoodenBoat is the bi-monthly magazine for wooden boat owners, builders, and designers. Unlike any other periodical in our field, we are devoted exclusively to the design, building, care, preservation, and use of wooden boats, both commercial and pleasure, old and new, sail and power. We work to convey quality, integrity, and involvement in the creation and care of these craft, to entertain, to inform, to inspire, and to provide our varied readers with access to individuals who are deeply experienced in the world of wooden boats.
WoodenBoat publishes approximately 60 feature articles a year, from many parts of the world. Many are unsolicited, submitted by both amateur and professional writers. Our primary interest is to publish informative material, so writing style is secondary when we consider an article for publication. Obviously, our ideal manuscript is informative and smoothly written, but we're willing to do some work to help make it so.
We'll consider your ideas in all forms—from a short query to a detailed outline, from a rough draft to a finished manuscript. Our preference is to receive a detailed article proposal or outline accompanied by a sampling of images that will be available for illustrations. We can then advise whether we would be likely to publish the proposed article, and we can occasionally make your job easier by suggesting information or illustration sources and by asking for certain details that would make the article more acceptable. Do not e-mail your proposal to us; we prefer that you use the the submission form on our web site, but we'll also consider ideas via postal mail.
Since our magazine is published for professionals and amateurs alike, our featured articles usually explore subjects in great depth. To gain a better understanding of the types of articles we tend to publish, take a careful look at a few recent issues of the magazine. Please understand, however, that we welcome other ideas and approaches, and encourage you to share your thoughts on creative and innovative projects.
Some of Our Interests
If you've been reading WoodenBoat for long, you'll have noticed that although our interests are wide and varied, we like to present detailed, informative material. If you're writing an article about a professional builder, for example, we'll want to know (at least) these kinds of things:
- Some history of the builder or the boatyard.
- Names of any famous boats or types of boats developed there.
- Number of builders and carpenters employed, and number of apprentices, if any.
- Delivery schedules and costs for boats built.
- Design modification and/or drafting capabilities available at the yard.
- Specific design or drafting experience of the builder or draftsman.
- Lumber storage and drying facilities; capacity in board feet, and the quality of the facility.
- Primary types of lumber used in construction; e.g., red or white oak for keels and frames, fir or cedar for planking, and teak for decks and trim.
- Be specific with names of wood types; e.g. Philippine mahogany, Honduras mahogany, hard pine (Southern yellow, longleaf, etc.), or teak, etc. And, where possible, give the technical Latin name.
- Where does the builder get his lumber? What does he think about the availability of boatbuilding lumber?
- Types of fastenings used, such as wood screws, boat nails, copper rivets, etc.; and what metals, such as bronze, Monel, wrought iron, galvanized steel, etc., are used.
- Types of glues used in the permanent joining of wood, such as resorcinol, epoxy, or older and more traditional glues.
- Types of bedding compounds; are they oil based, or are they the more modern two-part mixes like Thiokol (polysulfide) compounds?
- Special boatbuilding techniques or suggestions.
- Types of finishes used; some builders finish entire boats with linseed oil, while others use oil-based paints and varnishes, and still others use the epoxy- or polyurethane-based paints.
- Does the builder use wood preservatives? How does the builder build long life into his boat?
If you're writing about an amateur boatbuilding project, we'd like an article that explains how you figured out the tasks at hand and executed them correctly, rather than a litany of errors followed by an account of how you bailed yourself out.
The possibilities for how-to articles on individual projects are limitless—our readers like to learn how to make their own tools, spars, oars, rudders, tillers, grabrails, hatches, hanging lockers, hardware, and more. They're also interested in learning how to repair their own boats and in exploring not only the methods, but the economics, too.
We welcome general-interest material on types of boats or on particular boats as long as substantial detail is available. This material could focus on the evolution and impact of the craft, as well as its construction. Other general-interest material could include features on boatbuilding schools, cooperatives, the evaluation and analysis of products, materials, tools, books, and more.
We're interested in the use of wooden boats as well. We'll consider information about seamanship, rigs, and uses for types of boats (who's found the perfect pocket cruiser?). We do not publish fiction or poetry, and our acceptance of cruising tales is rare; we just don't have the space.
News Material
"Currents" is a column of news and short articles published in each issue of WoodenBoat magazine. "Eclectic" best describes its contents, which run the gamut from straight news concerning all aspects of wooden boat construction and ownership to news about museums, magazines, books, organizations, events, maritime preservation and politics, interesting products, tools, and people.
"Currents" is edited by Tom Jackson, who obtains his information from various sources. Few of these sources are professional journalists; most are enthusiasts who enjoy sharing news about the goings-on in their area.
The best way to contribute to "Currents" is to send a short query. Following that, we may request a finished report, or research the topic ourselves; the approach depends on the nature of the story. For the initial contact, the "who, what, when, where, and why" are sufficient. You may submit notes, letters, news clippings, tear sheets, brochures, or anything that clarifies the topic. Because of space limitations, succinctness is an imperative. Photographs and line art are helpful but not necessary.
All material is credited to its source, and published contributions are acknowledged and paid for upon use. Payment is based on the form and complexity of the submission. For example, we pay $5 for a newspaper clipping; $10 to $15 for a newspaper clipping with a few words of comment from the contributor; $20 to $25 for a moderately detailed report. Short features are paid for on a per-word basis. Photographs and line art are paid for at the rate of $15 apiece.
Boat Designs
We seek all manner of boat plans (traditional and radical) for our "Designs" column. If you would like to have your work considered for publication, please send reduced photocopies (8 1/2 x 11″ or 11 x 17″) of the complete drawings, specifications, and designer's commentary to Mike O'Brien, Designs, here at WoodenBoat.
As we cannot return unsolicited material, please do not send us your original drawings. Plans that we don't publish immediately will be placed in our files for future consideration.
What to Send
Most of our articles run from 1,000 to 4,000 words. We prefer that your initial query be short (500 or so words) description of your article. If you've completed a lengthy manuscript, please send it via postal mail, as our submission form is limited to 2,000 words. If you mail material to us, please know that every reasonable care is taken with contributions, but we are not responsible for damage or loss of your material. Keep a copy of your manuscript, and a list of all submitted material. Be sure to enclose a return envelope with sufficient postage if you wish us to eventually return your material.
We like to see a sampling of images when you send us an article proposal.
Generally, when evaluating photographs, we consider how well a photograph tells the story, as well as its basic composition and design. If you're taking your own photos of a project, plan them carefully to be as clear and instructive as possible. Think picture-on-the-page when you look through the viewfinder. Shoot only what you want your readers to see—move the patio furniture, hoses, garbage cans, cars, and smiling relatives. If you're photographing the whole boat, be sure the bow doesn't get lopped off—or the top 6″ of the sail. If you're shooting on the water, take care to keep the horizon level so the boat and the ocean aren't going uphill. Many of the beautiful photos you see on the pages of WoodenBoat were taken by amateurs who paid attention to these kinds of details.
If you have old photographs that complement a historical article, we'd like to see them (or clear scans of them), even if the quality isn't top-notch. Our graphics department can work wonders sprucing up copies of antique photos.
Be sure your name and address are on each slide or photo. And please tell us the name and address of the person who took each photo so that we can give credit properly. We are not responsible for loss or damage; therefore, non-digital photographic material should be sent via certified or registered mail to minimize the risk of loss or damage in transit. If you would like any special precautions taken with the handling or return of your material, please make these arrangements with our Art Director.
If you don't have photos or drawings to illustrate your article, don't give up. We work with a number of talented photographers and illustrators who are happy to take assignments.
Your Biography
We would like to know about you. Tell us what you do, what current project you're involved in, what you plan for the near future that might be of interest to WoodenBoat readers—whatever you wouldn't mind seeing in print about yourself.
What Happens Next
It takes us a lot of time to consider all the material that comes into our office each day. We have a relatively small staff, and the task of reading through each manuscript takes time if it is to be carefully considered. We will acknowledge receipt of your editorial submission soon after its arrival, but we beg your patience until a decision can be made. Once accepted, articles may have a lengthy wait before being published. Because we are a bi-monthly, we must plan issues well in advance. We ask that you bear in mind the possibility of delays of up to eight months (if not more) before publication of some material.
When we've decided to publish your article, we'll ask you to sign a copyright statement. Copyright laws require that we obtain written permission from authors for the use of their material. This provides protection for you and grants us first world serial rights to your material.
Payment for articles is made on publication. We will send you a check, any original art, and a copy of the new issue as soon as it is available. The following are our usual rates:
Feature Text
$250–$300 per 1,000 words.
- Color — Cover $350, Full page $125, 3/4 page $100, 1/2 page $75, 1/4 page $50, Spot $25.
- B&W — Full page $75, 3/4 page $60, 1/2 page $45, 1/4 page $30, Spot $15
Professional Drawings and Illustrations
Depending upon the size and complexity of the work, payment for drawings ranges from $50 to $400.
Where to Send it All
- We do not accept article proposals by e-mail.
- All submissions should be made via the website submission form
- or mailed to: Editor, WoodenBoat, P.O. Box 78, Brooklin, ME 04616
- Material directed to Mike O'Brien (Designs) or Tom Jackson (Currents) or Delaney Brown (Launchings) can be flagged with their names.
- Don't forget to put your own name and address on each piece of material, and please enclose a return envelope with sufficient postage.
If you are inclined toward writing or reporting, and understand the objectives of WoodenBoat, we hope you'll share your ideas with us.


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Karl Weierstrass - Curriculum Vitae
The Berlin mathematician Karl Weierstrass (1815-1897) made fundamental contributions to Complex Analysis, Algebra as well as Variational Methods. He is considered as one of the founders of the concept of "rigorous mathematical proof" in Analysis.
- 1815/X/31 Born in Ostenfelde (Westfalia)
- 1829-1834 Gymnasium Theodorianum in Paderborn
- 1838 Studies in Münster
- 1841 Trial year in Münster
- 1842 Teacher in Deutsch-Krone (West Prussia) and Braunsberg (East Prussia)
- 1854 Honorary doctorate of the University of Königsberg
- 1856 Teacher at the Berlin Gewerbeinstitut (Inst. of Trade)
- 1856/X Extraordinary professor at the Berlin University
- 1856/XI Full member of the Berlin Academy
- 1864 Full professor at the Berlin University
- 1873/X-1874/X Rector of the Berlin University
- 1894 First volume of Weierstrass's Works published
- 1897/II/19 Died in Berlin


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Filters: Author is Jiping Xie [Clear All Filters]
An eddy resolving tidal-driven model of the South China Sea assimilating along-track SLA data using the EnOI. Ocean Science 7, 609 - 627 (2011).
Assimilating the along-track sea level anomaly into the regional ocean modeling system using the ensemble optimal interpolation. Acta Oceanologica Sinica 33, (2014).
The Roles of Different Mechanisms Related to the Tide-induced Fronts in the Yellow Sea in Summer. Advances in Atmospheric Sciences 31, (2014).
Analysis of the northern South China Sea counter-wind current in winter using a data assimilation model. Ocean Dynamics (2015).doi:10.1007/s10236-015-0817-y
Argo data assimilation into HYCOM with an EnOI method in the Atlantic Ocean. Ocean Science 32, (2015).
An ocean data assimilation system in the Indian ocean and west Pacific ocean,. Advances in Atmospheric Sciences 32, (2015).
Benefits of assimilating thin sea ice thickness from SMOS into the TOPAZ system. The Cryosphere 10, (2016).
GEROS-ISS: GNSS REflectometry, Radio Occultation, and Scatterometry Onboard the International Space Station. IEEE Journal of Selected Topics in Applied Earth Observations and Remote Sensing 9, (2016).
MYOCEAN REGIONAL REANALYSES:OVERVIEW OF REANALYSES SYSTEMS AND MAIN RESULTS. MERCATOR OCEAN JOURNAL NO 54: Main outcomes of the Myocean2 and Myocean follow-on projects (2016).
Quality assessment of the TOPAZ4 reanalysis in the Arctic over the period 1991-2013. Ocean Science 13, (2017).
An assessment of ten ocean reanalyses in the polar regions. Climate Dynamics (2018).doi:10.1007/s00382-018-4242-z
Impact of assimilating a merged sea-ice thickness from CryoSat-2 and SMOS in the Arctic reanalysis. The Cryosphere 12, (2018). Abstract
Lagrangian transport across the upper Arctic waters in the Canadian Basin. Quarterly Journal of the Royal Meteorological Society 145, (2018).
An OSSE evaluation of the GNSS-R altimetry data for the GEROS-ISS mission as a complement to the existing observational networks. Remote Sensing of Environment 209, (2018).
Assimilation of semi-qualitative sea ice thickness data with the EnKF-SQ: a twin experiment. Tellus A: Dynamic Meteorology and Oceanography 72, (2019). Abstract
Observing System Evaluation Based on Ocean Data Assimilation and Prediction Systems: On-Going Challenges and a Future Vision for Designing and Supporting Ocean Observational Networks. Frontiers in Marine Science (2019).doi:10.3389/fmars.2019.00417
Polar Ocean Observations: A critical gap in the observing system and its effect on environmental predictions from hours to a season. Frontiers in Marine Science (2019).doi:10.3389/fmars.2019.00429
Impact of assimilating altimeter data on eddy characteristics in the South China Sea. Ocean Modelling 155, (2020).
Interaction between mesoscale eddies and the gyre circulation in the Lofoten basin. Journal of Geophysical Research (JGR): Oceans 125.e2020JC016102, (2020).
Operational Forecasting of Sea Ice in the Arctic Using TOPAZ system. Sea Ice in the Arctic, Past, Present and Future (2020).doi:10.1007/978-3-030-21301-5_9


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A Bankruptcy for GM in Europe?
It doesn't look to be going well for General Motors' management in Europe.
Earlier this week, GM Vice Chairman Steve Girsky kicked off a return to negotiations with German labor leaders by floating a plan (or perhaps making a threat) to close a German factory in 2014, instead of in 2016 as originally agreed.
The union's response? Forget it. "Unacceptable," said the union's leadership in a statement. And as for GM's ongoing demand to cancel planned wage increases in the face of massive, ongoing losses: "[The union] cannot and will not ever agree to that." And the union won't shy away from a fight; its coffers are flush and ready to withstand protracted strikes if needed, and Germany's labor laws give it many advantages.
Well then. GM's list of options would appear to be getting rather short.
Protracted problems defying easy solutions
The problems with GM's German subsidiary Opel are complex, but the basic facts of the situation are easy to grasp. Opel hasn't been competitive for years - it has lost over $17 billion since 1999. GM's post-bankruptcy leadership has been determined to make it profitable, but restructuring efforts have fallen short as deep recessions have driven auto sales in Europe to a near-two-decade low.
When GM reports full-year 2012 earnings next month, it's expected that Opel's losses will total something in the neighborhood of $1.5 billion. There will be more losses to come, too: Even the optimistic case for Opel's current trajectory doesn't see break-even happening before 2015. And realistically, it may take considerably longer - especially if GM is unable to make deeper cuts like the ones Ford is making to cure its own Europe ills.
Drastic action seems more and more likely. Analysts and industry-watchers have speculated for a while that GM's real plan for Opel - or at least, its plan of last resort - may involve throwing the subsidiary into bankruptcy. Last month, a German business newspaper reported that Opel had sold six of its factories to GM in exchange for a loan extension, a move that suggested that GM was girding for a bankruptcy filing.
If the union is really unwilling to play ball - and not just talking tough in public for negotiation purposes - an Opel bankruptcy could happen sooner rather than later.
An abrupt twist to a so-far incremental effort
While any bankruptcy would be limited to Opel, rather than GM proper, such a move would throw all sorts of wrenches into GM's European turnaround plans. First, it would likely be very unpopular in Germany, where no auto factory has closed since the 1940s. Second, it could affect the ongoing arrangement between GM and French automaker PSA Peugeot Citroen , even as the two announced on Thursday that they would proceed with several joint model development programs.
Peugeot has its own problems, and its own drastic restructuring has included 10,000 job cuts and a massive loan guarantee from the French government. GM took a 7% stake in the company last year, and the two have worked to find synergies that GM hopes will save billions over the next few years.
But those synergies may not be enough to save Opel, especially if its union won't make meaningful concessions.
A sense that the endgame is coming
The Peugeot arrangement has led some to believe that GM's endgame for Opel involves a merger of some kind between Opel and the French automaker - a possibility that GM has so far denied. As events continue to unfold, many observers are increasingly convinced that a bankruptcy for Opel is looming - and that could well lead to a creative solution involving Peugeot.
Such a solution could be messy, but for GM shareholders it would have one big advantage: It would take Opel's losses off of GM's global balance sheet once and for all. That would be a boon for GM's stock price. Is it likely? We'll find out.
It's true that decades of mismanagement of General Motors led to a painful bankruptcy in 2009, but it emerged a leaner, stronger company. GM's turnaround, however, is still a work in progress. Investors around the world are wondering if GM has what it takes to reclaim its former glory. To help you sort fact from fiction, I've put together a brand-new premium research report telling you what you really need to know about GM and its turnaround. If you own or are thinking about owning GM, then you don't want to miss this report. Click here now to get started.
The article A Bankruptcy for GM in Europe? originally appeared on Fool.com.
Fool contributor John Rosevear owns shares of General Motors and Ford. Follow him on Twitter at @jrosevear. The Motley Fool owns shares of Ford. Motley Fool newsletter services recommend Ford and General Motors. Try any of our Foolish newsletter services free for 30 days. We Fools don't all hold the same opinions, but we all believe that considering a diverse range of insights makes us better investors. The Motley Fool has a disclosure policy.
Copyright © 1995 - 2013 The Motley Fool, LLC. All rights reserved. The Motley Fool has a disclosure policy.


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By MICHAEL BALSAMO and HAVEN DALEY, Associated Press
DUPONT, Wash. (AP) — Investigators are looking into whether the Amtrak engineer whose speeding train plunged off an overpass, killing at least three people, was distracted by the presence of an employee-in-training next to him in the locomotive, a federal official said Tuesday.
The official, who was not authorized to discuss the matter publicly and spoke on condition of anonymity, said investigators want to know whether the engineer lost "situational awareness" because of the second person in the cab.
The train was hurtling at 80 mph in a 30 mph zone Monday morning when it ran off the rails along a curve south of Seattle, sending some of its cars plummeting onto an interstate highway below, National Transportation Safety Board member Bella Dinh-Zarr said late Monday, citing data from the locomotive's event recorder.
Dinh-Zarr said it is not yet known what caused the train to derail and too early to say why it was going so fast. She said investigators will talk to the engineer and other crew members.
Preliminary information indicated that the emergency brake on the Amtrak train that derailed in Washington state went off automatically and was not manually activated by the engineer, Dinh-Zarr said.
In previous wrecks, investigators looked at whether the engineer was distracted or incapacitated. It is standard procedure in a crash investigation to test the engineer for alcohol or drugs and check to see whether he or she was using a cellphone, something that is prohibited while the train is running.
The engineer, whose name was not released, was bleeding from the head after the crash, and his eyes were swollen shut, according to radio transmissions from a crew member. The transmissions mentioned a second person in the front of the train who was also hurt.
The train, with 85 passengers and crew members, was making the inaugural run along a fast new bypass route that was created by refurbishing freight tracks alongside Interstate 5. The 15-mile, $180.7 million project was aimed at speeding up service by bypassing a route with a number of curves, single-track tunnels and freight traffic.
Positive train control — technology that can automatically slow or stop a speeding train — wasn't in use on that stretch of track. Track sensors and other PTC components have been installed, but the system isn't expected to be completed until the spring, transit officials said.
Regulators have been pressing railroads for years to install such technology, and some have done so, but the deadline has been extended repeatedly at the industry's request and is now the end of 2018.
Dinh-Zarr said it is too soon to say whether positive train control would have prevented Monday's tragedy.
The 7:34 a.m. accident left mangled train cars up on top of each other, with one hanging precariously over the freeway. The screech and clang of metal were followed by silence, then screams, as the injured cried out to rescuers and motorists pulled over and rushed to help.
In addition to those killed, more than 70 people were injured, 10 of them seriously.
Two of the dead were identified as train buffs who belonged to the rail advocacy group All Aboard Washington and were excited to be on board for the inaugural run: Jim Hamre, a retired civil engineer with the state Transportation Department, and Zack Willhoite, a customer service employee at a local transit agency.
"It's pretty devastating. We're having a tough time," said All Aboard Washington executive director Lloyd Flem.
In 2015, an Amtrak train traveling at twice the 50 mph speed limit derailed along a sharp curve in Philadelphia, killing eight people. Investigators concluded the engineer was distracted by reports over the radio of another train getting hit by a rock.
In September, a judge threw out charges of involuntary manslaughter and reckless endangerment against the engineer, saying the crash did not appear to rise to a crime. Prosecutors are trying to get the case reinstated.
Amtrak agreed to pay $265 million to settle claims filed by the victims and their families. It has also installed positive train control on all its track between Boston and Washington.
Balsamo reported from Los Angeles. Associated Press writers Phuong Le and Sally Ho in Seattle, Michael Sisak in Philadelphia and Manuel Valdes in Dupont contributed to this report.
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The province will be looking to hire a new SOGI 123 expert who will work with schools across B.C. by offering training and support to teachers and staff.
Education Minister Rob Fleming announced $350,000 funding during a news conference in New Westminster Friday, a month ahead of the annual SOGI summit in Richmond.
The new school years marks two years since the SOGI 123 tool, which stands for sexual orientation and gender identity, was launched across B.C., as a way to help educators in creating a more inclusive environment in the classroom.
About to listen to details in a @350K funding announcement for SOGI123 with Education Minister @rob_Fleming. Appears to be $$ for the annual summit but most interestingly for a new position that will train teachers re: SOGI123. @BlackPressMedia pic.twitter.com/PVJizxTGqX
— Ashley Wadhwani (@ashwadhwani) September 6, 2019
More to come.
Like us on Facebook and follow us on Twitter.


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Registration fee
The registration fee includes the participation in Conference sessions, the conference kit, coffee breaks and the banquet.
For Russian citizens and citizens of the Commonwealth of Independent States:
Early registration fee (before May 16, 2014) 3500 rubles
Late registration fee (after May 16, 2014) 4000 rubles
Bank transfer details will be announced.
For not Russian citizens:
Early registration fee (before May 16, 2014) 350$ (US)
Late registration fee (after May 16, 2014) 400$ (US)
The Conference fee should be sent via bank transfert to:
Swift: IRVTUS3N
Bank of New-York MELLON
New-York, NY
Swift: SABRRUMMNH1
SBERBANK (Sibirsky Head Office), Novosibirsk
in favor of ICM&MG SB RAS
Account N 40503840844050200035
When filling in the payment order, please, include into the Item "Details of Payment" the following:
1) your full name;
2) the registration fee for the International Conference "AMCA'14"


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Hope you are all enjoying your last red Saturday. Post pictures below of your project wrap ups and start thinking about what March may bring.......
Saturday, February 26, 2011
Sunday, February 20, 2011
Finally, Some Sewing!
Finally though, the long awaited red scrappy nine patches are starting to come together! I am going to turn these into a small quilt for the entryway. I haven't had lots of extra time recently, and may not for a while, but as long as I can steal away a few minutes every now and again I will be a happy quilter. Now, I'm back to work. Monday is a teacher workday, and Tuesday if my first day at my new job, I'd better make sure I'm ready!
Posted by scraphappy at 3:52 PM 18 comments:
Saturday, February 19, 2011
Scrap Happy Saturday
It's the third red Saturday, just one more remains. How are your red scraps looking?
Posted by scraphappy at 4:09 AM 18 comments:
Friday, February 18, 2011
Wednesday there was a weird schedule because of career day, so I took the opportunity to visit the new school and meet my new students before the old teacher goes away. It went very well. The students all seem very polite and motivated and the facilities are amazing. The teachers were also welcoming, though I'm sure they are concerned about the transition.
I'm still trying to make sure all the paperwork gets done in time, even though I worked for the same school district 8 years ago, they want everything again so I've been spending afternoons working on all of that. You'll all be relieved to know that I passed my drug testing and fingerprinting and that my teaching certificate has been accepted. That just leaves government forms and official letters and lots of other tedious details that I won't bore you with. I'll be sure to get it all sorted out ASAP though, as it's always nice to get paid.
Then Anna decided to get sick and she shared with me. Thankfully the urgent care clinic set me up with an antibiotic and something for my lungs and I'm feeling almost normal again. The bug caught up with Sydney today and Kurt was able to stay home with her so that I didn't miss my last day at work. Then this afternoon was my last day to teach hands on science for Anna's class. The kids all made cards for me to read and chipped in to buy a cookie cake. I promised them that I would hang all their cards up in my new classroom.
I've slept the afternoon away already, so I'm thinking that I'll be awake for a while and might play with my red scraps for a bit. I'm promising myself that I'll take some time out to sew a tiny bit this weekend.
Monday is a student holiday and teacher workday for the public schools here. Since Tuesday is my first official day of work I thought I would take the kids over and let them help me decorate my new room. I've got some quilts to hang and a few books and supplies to settle in. I'm sure I can find a bulletin board somewhere and let them hang up all my cards.
I'm sorry for being out of touch recently. Thank you all for your good wishes and congratulations. I'm a bit behind on e-mail of course, but hoping to catch up as soon as things settle down a bit. I'm not sure when that will be, but I'm just going to take things one day at a time for a while.
Posted by scraphappy at 11:23 PM 9 comments:
Labels: school
Saturday, February 12, 2011
My Day Today
Posted by scraphappy at 7:09 PM 1 comment:
Labels: school
Scrap Happy Saturday
Use the links below to share your red (or other) scrap creations. Just two more red Saturdays remain!
Posted by scraphappy at 5:12 AM 12 comments:
Friday, February 11, 2011
Craziest Week Ever
About a month ago I got a call from an old friend at the school where I used to work. A teacher was leaving in the middle of the year and they needed a replacement. I said no, of course. I have a job, a good one. Then she started to tell me about the position. One double period of Advanced Placement Biology along with three sections of Advanced Placement Environmental Science (APES). All college level classes, all great students. I agonized, and considered, and eventually decided to give it a try. The interview was last Friday and it went REALLY well. By that evening I had accepted a job offer. All that remained was giving two weeks notice that I was going to be leaving my current job. Even that went very well, though I was extremely apprehensive. The best part is that even though it is a school of choice with a lottery for admission, as a teacher, my kids will get in automatically. So now I know where they will go to junior high and high school. I've basically been working two jobs during the transition. Teaching my own classes as usual in the morning and then trying to get things ready for the new job in the afternoons. Evenings are full of reading and planning and organizing. I'm trying to neatly tie up loose ends and prep two new courses while ensuring smooth transitions on either end. I guess it is fair to say that it's been a bit busy around here.
Tonight Kurt and the girls are off at a Father daughter dance. The theme is pirates and princesses. Ryan and I got a movie and some snacks and practiced being vegetables. Actually, he vegetated while I worked on collecting and collating and organizing lessons and plans and ideas.
Posted by scraphappy at 9:02 PM 23 comments:
Labels: NEW JOB
Wednesday, February 9, 2011
Busy Times
Posted by scraphappy at 5:23 PM 5 comments:
Labels: busy
Sunday, February 6, 2011
Playing with Scraps
Posted by scraphappy at 9:13 PM 13 comments:
Saturday, February 5, 2011
Out of Breath and Likely to Stay That Way
It has been a doozy of a week. When you hear that coming from me, queen of over-scheduling, you have to believe that it is true. Today was kind of the cherry on top of all of the activity
As for the rest of the week, there is big news coming up, but I'm not quite ready to share yet. Hopefully I'll be able to tie up the last few details on Monday and spill the beans then. I did get to check up on most of the scrap happy list while the kids were frolicking. I am really loving my i-pad for keeping up with blogs. I'll hope to zoom through the rest after bed time for the kids. Kurt is due home at some point in the night and things should be calmer then.
As for the rest of the week, there is big news coming up, but I'm not quite ready to share yet. Hopefully I'll be able to tie up the last few details on Monday and spill the beans then. I did get to check up on most of the scrap happy list while the kids were frolicking. I am really loving my i-pad for keeping up with blogs. I'll hope to zoom through the rest after bed time for the kids. Kurt is due home at some point in the night and things should be calmer then.
Posted by scraphappy at 5:43 PM 7 comments:
Scrap Happy Saturday
Welcome to the first red Saturday. Use the linky tool below to share your creations and plans for the new month.
Posted by scraphappy at 7:20 AM 16 comments:
Wednesday, February 2, 2011
Scrap Happy Saturday
I'm working hard to finish off my green scraps. It is a good thing, because today is the first Scrappy Saturday of April.
Posted by scraphappy at 6:56 AM No comments:
Tuesday, February 1, 2011
Anna came home from school sick today, so I'm getting some sub plans ready just in case she hasn't perked up by morning. The kids all have a special talent for getting sick only when Dad is out of town. I wonder how they manage that?
Posted by scraphappy at 1:28 AM 23 comments:
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Survey of basic principles of public international law; comparative and historical overview of various legal traditions (civil law, common law, Islamic law, and mixed systems). Examines sources, subjects, and challenges of international law, and methodology of comparing foreign legal systems, providing perspective on U.S. legal system and rules.
Not offered this academic year.
© Copyright 2023, All Rights Reserved University of Washington School of Law
4293 Memorial Way Northeast, Seattle, WA 98195


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Granny's Hurry-up Dinner Rolls
2 1/2 cup flour (I use half white, half whole wheat), divided
1 tablespoon sugar
1/2 teaspoon salt
2 1/4 teaspoon yeast (or one small package)
3/4 cup warm water
egg substitute to equal 1 egg (http://vegweb.com/index.php?topic=7678.0)
2 tablespoons oil
melted vegan margarine, optional
1. Mix 1 cup flour with the sugar, yeast and salt. Stir in warm water, egg substitute and oil. Beat until smooth (this will be very liquidy). Cover with a hand towel and let rise in a warm place for15 minutes.
2. Stir in remaining flour and knead for about three minutes on a floured surface. Continue kneading until the dough is smooth and elastic. Divide dough into ~12 rolls and arrange in a greased baking pan or muffin tin.
3. Cover and let rise another 15-20 min. Preheat oven to 425 degrees F. Brush tops of rolls with melted margarine, if desired. Bake for 8-10 minutes or until slightly brown.
Using a baking pan will make rolls with soft sides vs. the muffin tin which will make crusty sides. Either one is delicious!
made a batch of 12 tonight and they were so easy to make! used soy milk instead of water (about 1 cup) and also ground flaxeed + water for the egg replacer. I left the mixed dough to double in size before shaping them gently into the muffin tins, then a brief 15 min prove before baking. LOVELY and SOFT with a good crust! A+
These were fabulous! I used a T. of flaxseed dissolved in 3 T. of water for a few minutes as an egg replacement. I baked them in a muffin tin brushed with a little melted butter on the tops, and they couldn't have been better! Great for a holiday dinner or even just as a yummy addition to any dinner!
Super tasty! I did a double batch (+ 5 tbsp of fresh chopped rosemary & 1 1/2 tsp of garlic powder!!!) but only got out 19 rolls. I put them in for 8 minutes and the bottoms burned a bit - next time I'll use cornmeal instead of veg oil. They did the majority of the leavening in the oven.
I left out the egg sub but followed it exactly otherwise and was very impressed. When I took them out of the oven the crust was very hard but softened up quickly. They are soft, moist and flavorful. I will be making these often. Thanks. :)>>>
These are so awesome! I made them for my omni family last night and my mom asked for the recipe. She couldn't believe how quick and easy and YUMMY they were. I see these becoming a pretty regular thing around my house. Yay!
Easy recipe and the rolls are delicious! I make these alot for dinner when we have company and people are amazed to find out they are vegan. I gave the recipe to my mother in law because she loved them so much. She said they are better than the rolls she gets a Golden Corral.
These were tasty! I followed the recipe and just put butter on them when hot and mmmmm..who knew I could make homemade rolls! Fabulous! ;)b
These are the best dinner rolls I have ever made! I used 1/2 whole wheat flour and 1/2 bread flour. I have also used this recipe for buns. Delicious!
So, mine didn't rise very much, and were not very tasty.
I think I messed some stuff up. (I forgot to proof my yeast like an idiot. Also, I made mine with half whole wheat flour, so it was heavy. WWF+bad yeast=fail).
I'm going to give these a go another time. I can't write them off JUST yet! :-\


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Lexus IS350 Team Takeuchi Super GT - Team Takeuchi With Shift Lexus IS350
Tucked away under the lights at this year's Tokyo Auto Salon in January was a very interesting prototype. Looking like something out of a German DTM series, the Lexus IS Racing Concept was on display next to the new IS-F. The specks of information from the guys at Toyota left the crowds perplexed but equally amazed at this mean-looking interpretation of a possible future touring car. Toyota's move was primarily done to get people talking, and that they sure did. All sorts of rumors were started, but it wasn't until a few weeks later that confirmation of a Super GT race car came in. Most assumed it was the car they saw at the Auto Salon, but in fact a private team built the GT300 class contender from the ground up. Behold the mid-engine, Green Tec Kumho IS350.
Wanting to find out more about this outstanding-looking car, we met up with the guys from Team Takeuchi during a closed test run at Fuji Speedway. Built by Shift, this Lexus IS350 shares very little with its road-going counterpart. First off, Super GT regulations allow a certain amount of modifications to be made to the chassis suspension layout, and engine type and position. So when we walked into the pits, we almost didn't recognize what we were looking at. The mechanics were swarming around a semi-deconstructed car with half of its bodywork gone to allow access to both the engine and suspension components.
Super GT allows race teams that compete in the GT300 class no restrictions in engine position, orientation, and type of engine used, as long as it's a production motor made by the manufacturer. On top of this, as long as the center part of the base shell isn't modified, teams are allowed to go crazy on chassis modifications. So it's not hard to understand why Shift dropped the engine behind the driver for optimal weight distribution.
This required some pretty impressive work on the chassis side of things, which started with most of the rear section being cut away and a firewall placed behind the driver. Then, it was on to the construction of the complex tubular frame, which is fixed onto both the shell and the Xtrac transaxle six-speed sequential transmission. So effectively the gearbox is used as a part of the chassis and as a mounting point for the pushrod-type rear suspension layout.
The dry-sumped RV8J engine is extremely low within this rear tubular subframe-and yes, this is no 3.5L V-6, but a fully race-tuned Toyota 3.0L V-8. Capable of developing a massive 550 ps in Formula Nippon single seaters, the tiny Toyota V-8 has been forced to breathe through 24.8mm air restrictors and has been re-tuned for more midrange power. While 300 ps and 300 Nm might not sound like much, on a fully fledged 1,200kg racing car, it's more than enough to put down some serious times. The RV8J is fed air through a massive carbon roof scoop, which doubles as an airbox. Spent gasses are expelled via a pair of equal-length headers and a straight-through exhaust.
Due to the rather unconventional engine positioning, the bodywork has been engineered to be very easy to remove, so that as soon as the car comes in the pits the mechanics can peal off the rear carbon doors, rear carbon window cover, and trunk lid, giving them access to all of the components. An air jack system allows the car to be lifted up instantly with a small shot of pressurized air.
Much like the engine position, the suspension is free to be modified. Like most teams, Shift opted for a far-better-performing double wishbone layout. Shift created a tubular front subframe, where you'd expect the engine to sit in a Lexus IS, to hold up the initially complicated-looking suspension mechanism. The double wishbones connect to the pushrod system, which in turn pivots to send the suspension movement onto the Quantum dampers. These are mounted vertically for easy access during spring changes, while their reservoir tanks are mounted on the top crossbar. The adjustable antiroll bar is connected to the billet pushrods and fixed onto the main chassis. Taking advantage of the extra space in front of the suspension is the radiator, enclosed in a carbon air-guide tub.
At the rear, it's much the same story with the suspension. The double wishbones (heat shielded with gold to protect them from the hot exhaust) send their movement onto the pushrod billet pivot, which is mounted on the Xtrac transmission mounting points. The Quantum suspension takes care of the damping, while two long tension rods connect to the adjustable antiroll bar. Super GT regulations state that no carbon should be used in the braking system, so the IS350 runs some simple AP Racing six-pot monoblock calipers up front mated to two-piece, ø 380mm grooved rotors. AP Racing four-pot calipers bite down on ø 355mm discs at the rear while Project Mµ supplies the team with racing series brake pads. Using a single wheel nut hub the 11x18 Tan-ei-sya wheels are easily changed at pit stops, while the Kumho tires come in different compounds to fine-tune the handling. Incase the weather changed, Shift also brought some intermediates and wets to the Fuji test run.
The exterior looks like it's been subjected to a heavy dose of steroids with only the overall shape and glasshouse hinting at what the base car actually is. Roof aside, everything you see is made of carbon fiber-the expensive vacuum sealed and pressure cooked variety. The car has obviously been widened considerably to contain the new front and rear tracks, which measure 1,895mm at the front and 1,650mm at the rear. At the front end only the stock Lexus grille remains; everything else is redesigned including the headlights, which feature two small round reflectors. The massive air dam built into the front bumper feeds the large scoop, which cools the radiator. At each side smaller intakes channel air directly to the front rotors to keep brake temperatures down.
In typical Super GT style, it seems the car has had a small portion of the bodywork cut from the ground up and dropped over the massive Kumho slicks. The result is massive wheel arches that protrude well above the hood line, creating the most menacing front end. The paper-light carbon hood features openings that not only expel hot air from the radiator but also help smooth airflow over and around the car.
The rear doors, like the front doors made from carbon fiber, serve solely as a kind of engine hood to allow access to the mechanicals. The rear fenders sport an angular design that merges into an aggressive series of side canards, which drop around the wheel arch before ending on the corner of the bumper. These are said to help massively in rear downforce, helping the IS carry speed through corners. Peeking through the lower section of the bumper and the rear carbon diffuser are the twin exhausts that seem to burn more and more paint off the rear bumper with each track outing. The massive carbon rear wing, adjustable in various angles, is fixed directly onto the rear section of the chassis to transmit its downforce where it matters.
Helping the driver see what's going on behind him is the Panasonic rearview camera, which sends video signal to the LCD screen in the cockpit. (The interior resembles more of jet fighter cockpit than the inside of a car.) The dash is made from carbon fiber and covered with any-reflection material, which resembles velvet. The main instrumentation is fixed directly onto the Sparco steering wheel, while the center console and transmission tunnel are covered with miscellaneous switchgear and controls. The big metallic gearlever actuates the Xtrac transmission, while two smaller ones allow the driver to adjust the antiroll bars on the go. An adjustable pedal box helps the driver find the most comfortable setup. The passenger side holds most of the electronic control modules of the car and various timing and data loggers, helping to balance the weight of the driver.
Team Takeuchi with the Shift Lexus IS350 debuted at the second round of the '08 Super GT season. Main driver Takuya Kurosawa, son of legendary race car driver Motoharu Kurosawa, and secondary driver Takuto Iguchi were all ready to go, but the car was unable to qualify due to some delays in getting it ready in time. The car returned at Round 3 in Fuji Speedway, where in its debut run qualified 20th with a time of 1'55"243. The race didn't go too well as the car retired due to some trouble. The next round in Sepang will hopefully go better for the Team Takeuchi guys as little gremlins have been worked out.
RV8J naturally aspirated V-8
93mm x 55.16mm (bore x stroke)
24.8mm air restrictors
Carbon roof scoop airbox with panel filter
Straight-through twin exhaust system
Custom racing fuel tank with double high-pressure side-mounted filler valves
Wako's engine oil
Xtrac six-speed sequential transaxle gearbox
AP Racing clutch
Quantum fully adjustable dampers
Various combinations of springs
Double wishbone layout with pushrod damper mounts Adjustable antiroll bars
AP Racing six-pot monoblock racing calipers (front)
380mm two-piece slotted rotors (front)
AP Racing four-pot racing calipers (rear)
ø355mm two-piece slotted rotors (rear)
Single nut hubs
11Jx18 Tan-ei-sya single nut racing wheels
280/710R18 Kumho Ecsta racing slicks/intermediate/wets
Fully custom Super GT GT300 class compliant carbon-fiber body
Adjustable GT wing
Fully bespoke mid-engine layout with transaxle
Race-spec rollcage
Tubular front chassis and subframe with pushrod mounted dampers
Tubular rear transaxle based chassis
Air jack system
Separated cockpit from engine room
Fully custom carbon racing interior/dash/center console
Recaro carbon-Kevlar racing bucket seat
Sparco racing steering wheel
Panasonic Strada LCD monitor with rearview camera
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Editor's note: Below is a Q&A with Paul Ashworth, chief North American economist at Capital Economics. This Q&A went out to subscribers of our "10 Things You Need To Know Before The Opening Bell" newsletter on Friday morning. Sign up here to get the newsletter and more of these interviews in your inbox every day.
BI: What is the most underreported story in markets?
PA: Why is productivity growth so weak? We're all obsessed by the participation rate, but there is almost no decent research on why productivity growth has been as weak as it has for almost a decade now.
BI: Have rapid rent increases colored the way you view the housing market?
PA: Not really. They were expected. The growth rate of rents isn't out of control. It reflects the ability of tenants to pay more as labour market conditions strengthen. Rising rents also support the idea that there is no new housing bubble.
BI: Equity gains have mostly stalled out in 2014. What happens next?
PA: After such a massive gain last year, this was to be expected. We wouldn't be surprised if the S&P 500 moved sideways for the remainder of this year, ending at 1900.
BI: What are you most concerned about at this point?
PA: Surprisingly very little. As always, there are geopolitical risks. But fiscal policy is no longer an obstacle and the Fed is much more likely to tighten too late rather than too early.


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Petition to Demand Improvements at the Windsor Terrace Key Food
We are petitioning the Key Food at 589 Prospect Avenue in Windsor Terrace, Brooklyn to improve the deplorable conditions, selection, and customer service. This petition will be sent to the Owner and Managers of the Key Food, and also to Key Food Corporate Headquarters. Specific demands include: 1. IMPROVE THE STORAGE AND QUALITY OF PRODUCE. Currently, the produce is not misted as it is in other stores, or stored at the proper temperature, which leads to wilted greens, mushy cucumbers, limp broccoli, etc. A remarkable percentage of the produce at this Key Food is past its prime, if not literally rotting, and should simply not be for sale. We ask that Key Food remove subpar produce from the shelves, and take steps to ensure fresh, quality produce. 2. STORE TOFU AND VEGETARIAN "MEAT" PRODUCTS PROPERLY. Currently, these products are stored with the fruit, which is not at a proper refrigerated temperature for the tofu-based products. Nearly every day there are bulging packages in this section, indicating spoilage. This is a serious health hazard and must be rectified. These products should be stored in the meat or dairy sections. 3. REMOVE EXPIRED AND MOLDY PRODUCTS FROM THE SHELVES. Customers have purchased bagged lettuce, muffins, milk, and meats, only to get home and find that they are moldy or expired. 4. RESPOND TO CUSTOMER COMPLAINTS IN A CARING MANNER. When customers at this store complain about problems like the ones described above, the staff is disinterested or downright rude - even when the complaints are about spoiled food that could make people sick. Sometimes spoiled food is left on the shelf. Employees here could use better training in customer service. 5. TO IMPROVE THE SELECTION, START A CUSTOMER WISH LIST. This selection at this Key Food is sorely lacking in several areas - even in comparison to other Key Foods such as the one on 5th Avenue. To start to rectify this situation, we suggest giving customers a forum to request that the store carries new items. If enough customers request an item, it makes sense to carry it. We urge you to make these changes, which will not only benefit customers but will benefit Key Food financially. If these changes are implemented, business will increase at your store. People will no longer go elsewhere for produce and meats - such as Fairway and the far-better Key Food on 5th Avenue. So please respond immediately to these serious and well-founded concerns. Thank you.