text:
Hi, I'm Geri and this is my blog. I'm a New York and New Jersey native who made her way to the San Francisco Bay Area. I'm married to a guy named Schmoops (not his real name) and we have two kids together: Kidday, a 4 year-old boy and Kidbe, a 14 month-old girl (also not their real names).
Once I had finally decided that I was going to start a blog, I just had to come up with a name for it. Which, frankly, is pretty damn hard these days of interwebz saturation. However, I suppose it's only fitting that the name for this blog came to me while I was in the bathroom blowing my nose with a napkin because we'd run out of toilet paper and my husband and I were too lazy to run downstairs to bring up more. (Yes, 90% of the time it's toilet paper in lieu of tissues at Chez Classy.)
Life is chaotic. Life with a kid is more chaotic. Life with two kids is exponentially more chaotic. And amidst all that chaos, I'm trying to find some peace within to help me navigate it. This "zen" I keep hearing about. I want it. I crave it. Baby, come to me… what pheromones do you respond to?
Chaos can be fun though, and we play and laugh. I cook — vegan paleo except for the eggs… and the dairy for the kids… and some grains… and… well, it's complicated. To hell with labels. We live. There's lots of screaming, lots of energy, lots of not sleeping, lots of pushing, lots of hugs and cuddles and kisses.
And we keep moving and growing together. Always moving and growing in this giant tornado where I'm clawing my way to the eye of the storm to finally figure out…
Are We Zen Yet?


text:
USA Today, that bastion of hard news, is covering a new fad popular with the kids called "B-logging." They talk about two "b-loggers," Om Malley and Mike Orvington, who used to work at real jobs and now eat ice cream and write about computers.
Now I don't know who these people are or what they think they're doing, but I think it's bad to show people that you can make "real money" — how much, Om Malley? $5? HA! — doing this. There are jobs that Americans should be doing — car repair, HVAC installation, dance instruction — that are going empty while these two jokers sit around all day pretending to work. For shame. "B-logging," like stamp collecting and religious observance, should be considered a hobby and nothing more. Let's not encourage these bozos.
Tech blogs go from hobbies to businesses [USAToday]

subset: commoncrawl


text:
Eno is an independent, non-partisan think-tank that shapes public debate on critical multimodal transportation issues and builds an innovative network of transportation professionals.
1629 K Street NW, Suite 200
Washington, DC 20006
Last week, part four of this long-running series told the story of how the Hoover Commission in 1948 and 1949 reached its final conclusions – not to recommend the creation of a Cabinet-level Department of Transportation, as the Brookings Institution had advised, but instead to centralize as much of the various federal responsibilities for transportation as possible under the Commerce Department.
But the Truman Administration was not bound to take the advice of the Hoover Commission, nor was Congress bound to allow reorganization to move forward.
The Hoover Commission had finished filing its reports and recommendations with Congress by May 1949. But while the Commission had been working, transportation reorganization was on the minds of some on Capitol Hill and in the White House.
During the special session of Congress called by President Truman in November 1947, Sen. Homer Capehart (R-IN) introduced a bill (S. 1812, 80th Congress), creating a Cabinet-level Department of Transportation. Two days later, Rep. Karl Stefan (R-NE) introduced an identical bill in the House as H.R. 4595 (80th Congress). The bills called for a DOT with a Secretary, an Under Secretary, three Assistant Secretaries, and a General Counsel. And the following would be transferred to the new Department:
The bills called for the ICC, CAB and USMC to remain distinct entities within the DOT and for their rule-making (including rates), adjudication, and investigation functions to be carried out independently from the Secretary of Transportation, but the "budgeting, accounting, personnel, procurement and related routine management functions" of the three regulatory panels would be administered by the Secretary.
Notably, neither the Public Roads Administration nor the navigation functions of the Army Corps of Engineers were to be included in the DOT by these bills. This is probably because the drafter of the first bill, Senator Capehart, was a junior majority member of the Senate Interstate and Foreign Commerce Committee. Had he included Public Roads and the Corps in the bill, there was a good chance that the Public Works Committee would have fought for primary jurisdiction over the bill. But by leaving them out, Capehart was able to get the Senate Parliamentarian to refer the bill to Interstate and Foreign Commerce, where the chairman appointed Capehart to lead an ad hoc subcommittee to consider the bill (as was the practice in those days).
The House bill was referred to the Committee on Expenditures in the Executive Departments.
Nothing happened to the bills in 1947 before Congress adjourned for the year, but at the start of the following session, the House committee asked the Bureau of the Budget for the Administration's position on the legislation. This put the Bureau in an interesting position. Factions within the Bureau had continued to advocate for creation of a DOT even after President Truman declined to pursue a DOT via reorganization plan in May 1946. (Draft memos as late as March 28, 1947 to President Truman called for "Establishment of a Transportation Agency.")
On February 25, 1948, Donald C. Stone, the Assistant Director for Administrative Management at the Bureau at that time, sent a memo to Director James Webb suggesting that the Bureau delay providing an opinion on the bills until after the Commerce Department had been consulted, since they stood to lose the most from DOT creation. Stone noted that "As a practical matter S. 1812 or H.R. 4595 will not get through this session. With respect to the issue raised by the current bills, I would be inclined to favor the consolidation of transportation activities and point to the harmful effects on Commerce Department of the establishment of a Transportation Department, without committing ourselves one way or the other."[1] But he did suggest that if a DOT was created, agencies like the Securities and Exchange Commission, the Federal Trade Commission, the U.S. Tariff Commission, the Antitrust Division of the Justice Department, or the Export-Import Bank might be moved under Commerce to make it whole and convert it into more of a Department of Commerce and Industry.
By April 22, the Bureau was ready to respond to the Hill, after sounding out other agencies (Office of Defense Transportation strongly supportive of the bill; Commerce urging further study and analysis; ICC, CAB and Maritime Commission opposed). The letter to the House committee chairman was noncommittal – it said that the goal of "greater administrative coordination of Federal transportation policies and programs" was "highly desirable" compared to "the presently scattered and fragmented distribution of responsibilities."[2]
The Bureau also sent the chairman a seven-page staff memo (written by Ernie Williams, author of the draft 1946 reorganization plan creating a Federal Transportation Agency, who was on temporary loan from the Columbia University faculty), which the letter said "sets forth staff thinking on the various conflicting considerations to be resolved in achieving the objectives of H.R. 4595."[3] In the memo, Williams pointed out that "The present system of partial compartmentation deprives the President and the Congress of an agency from which they can seek an over-all picture, produces special interest orientation in many of the individual agencies, and gives rise to competition between government agencies in lieu of the coordination that is so much to be desired."[4]
In the Senate, Capehart did not bother to solicit Administration views by letter – he went ahead and held four days of hearing on his bill. Representatives of the Commerce Department, the CAB, the Maritime Commission, and the head of the Office of Defense Transportation (who was also an ICC member) all testified, as did a variety of rail, bus, air carrier, trucking, and waterway stakeholders. As indicated by the Bureau of the Budget, the regulatory commissions were all opposed, but ODT was a strong supporter. Amongst stakeholders, both major and short line railroads opposed the bill because they wanted the ICC to remain independent, and the airlines wanted intermodal coordination to be "brought about through voluntary action on the part of the carriers," not by creation of a new Department.[5]
As predicted, neither panel took any action on the DOT bills in 1948. In the House, action would have been difficult because two of the members of the committee (ranking minority member Carter Manasco (D-AL) and Clarence Brown (R-OH)) were also members of the Hoover Commission and would have had to recuse themselves. In the Senate, the chairman of the full committee Wallace White (R-ME), was also Majority Leader, and may have been receptive to entreaties from Herbert Hoover not to take actions that would impinge on Hoover Commission work.
Implicit in the whole scheme of the Hoover Commission was that Congress would pass another Reorganization Act that would allow the President to implement many of the Commission's recommendations without having to enact new laws. Reorganization Acts allowed Presidents to submit reorganization plans to Congress, which would automatically take effect within a certain time frame (usually 60 days), subject to "legislative veto" (one or both chambers, depending on the Act, could pass a resolution within that time period to prevent a particular reorganization plan from taking effect).
Authority under the Reorganization Act of 1945 had expired on March 31, 1948. As the new 81st Congress convened in January 1949 (with its new Democratic majorities), and as the Hoover Commission reports were coming in, President Truman sent a special message to Congress on January 17 requesting a new Reorganization Act, this time with permanent authority. Truman wrote that "the new reorganization act should be comprehensive in scope; no agency or function of the Executive Branch should be exempted from its operation. Such exemptions prevent the President and the Congress from deriving the full benefit of the reorganization plan procedure, primarily by precluding action on major organizational problems."[6]
Truman also asked for Congress to move quickly, and the House of Representatives certainly did. On February 7, a new Reorganization Act was introduced in the House (H.R. 2361, 81st Congress), the House Committee on Expenditures in the Executive Departments held a markup and reported the bill, and the House of Representatives debated, amended and passed the bill – all in one day.
Crucially, Hoover Commission member Rep. Carter Manasco (D-AL), who was in line to be chairman of the House Expenditures panel, had lost his primary election in 1948 and was therefore not a member of the new 81st Congress. Instead, the new Reorganization Act was drafted and shepherded by William Dawson (D-IL), who had no particular reason to defer to the Hoover Commission. The bill that Dawson brought to the floor would have granted permanent Presidential reorganization authority, and required both Houses (not just one chamber) to vote to prevent any reorganization plan from taking effect, but it would have prevented any reorganization plan from creating or abolishing any Cabinet-level agencies, and it would have prevented any plan from having any effect on the Federal Reserve, the Securities and Exchange Commission, the Interstate Commerce Commission, or the "National Military Establishment" (which would be renamed the Defense Department later that year).
Excluding the Pentagon from the Reorganization Act meant excluding the Army Corps of Engineers, which was undoubtedly the goal of the provision. In fall 1948, the various Hoover Commission task force reports that called for moving the Corps water program out of the Army had leaked to the media quickly, and water stakeholder groups were already pressuring Congress to protect the Corps. Hoover had gotten wind of Dawson's likely action a few days beforehand, and during a telephone call with President Truman on February 6, Hoover "suggested that [Truman] take up the matter with the House and Senate leaders to see if such an exception [for the Pentagon] could be withdrawn before the bill came to the floor. He said again that he was in agreement with me and that he would do so at once."[7]
If Truman did act, it was too late to affect the House bill. During debate, the House rejected a Hoffman (R-MI) amendment to sunset reorganization authority after Truman left office, a Halleck (R-IN) amendment to add every other independent regulatory commission or board to the list of entities exempt from the reach of reorganization plans, a Rogers (D-FL) amendment to make extra-clear that both chambers of Congress had to affirmatively approve any reorganization plan affecting the Corps of Engineers. A Tackett (D-AR) amendment to strike the exempt list from the bill failed, 58 yeas to 149 nays.
The House agreed to a Bailey (D-WV) amendment to add railroad labor and retirement boards to the exempt list, and rejected a Hoffman amendment to allow either chamber to veto a reorganization plan on its own. The bill then passed the House by a resounding vote of 358 to 9.
Hoover met with Truman two days later, steaming about the House's exclusion of the Pentagon from the reach of reorganization. In the meeting, Hoover said that he thought the "telegraphic barrage upon the Senators, which had originated with the Army Engineers, came from the contractors whose contracts were about to expire or had expired…I urged that if this 'bureau barrage' were as successful in the Senate as it had been in the House, we then might as well give up any thought of reorganization."[8] Hoover also "mentioned to the President that it was our view that all of the transportation agencies should be placed in the Department of Commerce. We had some discussion of the wretched functioning of the Maritime Commission in the business field. The President was in complete agreement on this point."[9]
In the Senate, jurisdiction over a Reorganization Act was also in the Committee on Expenditures in the Executive Departments, but fortunately for Hoover, his fellow Commissioner John McClellan (D-AR) was the new chairman of that committee, and he slowed the process down until all of the Commission reports were in and the waters could calm a bit. His committee didn't even report a bill (S. 526, 81st Congress) until April 7.
At Truman's May 5 news conference, he said of the reorganization bill, "Well, I can't force the Senate to pass it. I have asked the 'Big Four' [Congressional leaders] every Monday morning how soon they are going to pass the reorganization bill, and they always say right away; but if they don't pass it right away we won't have any business to do, I can tell you that, because that-you have just 60 days for the Congress to act when the reorganization plan goes up. With less than 60 days now, and Congress hasn't time to act, why of course it doesn't apply and you have to do it all over again next year."[10]
Four days later, Truman sent Congress another special message on the subject, endorsing the Hoover Commission's recommendations and urging quick enactment of the bill, citing the same 60-day clock that he mentioned in his press conference.[11] This pressure from the White House finally got the Senate to take up the bill on May 16.
McClellan's bill gave no exemptions to any agency or commission from the reach of a reorganization plan – but the bill made it much easier for Congress to stop any particular plan by allowing either chamber to veto a plan – the House bill's requirement that both chambers act together to veto a plan was removed. McClellan said in a statement that:
During the hearings it became apparent that if any exemptions or special treatment in the way of so-called one package reorganization-plan restriction were included, many agencies might finally be placed in this category. It was the opinion of the committee that, under these circumstances, it would be far preferable to extend full authority to the President to recommend any desirable reorganization regardless of the agency or function affected, and reserved to both the House and the Senate the right of disapproval by simple resolution.[12]
The Senate bill also set a four-year sunset on Presidential reorganization authority. The Senate quickly passed the bill by voice and then went to conference with the House on its bill. Conferees finished their work on June 16, and the Senate won all the major disputes with the House. The final bill exempted no agencies or boards from the scope of reorganization, allowed either chamber to veto any reorganization plan without action by the other chamber, and sunset reorganization authority in 1953. The conference report passed both chambers by voice vote on that day, and President Truman eagerly signed the bill into law (63 Stat. 203) on June 20. The stage was set for Truman to start sending reorganization plans to Congress.
However, the Hoover Commission made a lot of recommendations. Some could be accomplished by reorganization plan, and many others would still require legislation. While Congress had been dithering on the Reorganization Act, the Bureau of the Budget had been analyzing the Hoover Commission recommendations and trying to determine which to submit to Congress as-is, which to refine, and which to reject.
The Bureau had been sending Hoover some draft plans, and Hoover wrote to Truman the day before the Act was signed into law with some thoughts. Hoover noted that Budget was diverging from the Commission's plans where the Maritime Commission was concerned – while Budget wanted to reform the Commission's business activities, Budget did not want to split maritime business and maritime regulations into two separate entities, as the Commission did. Hoover wrote that "the Commission was also unanimous in the opinion that these business functions had no place in a regulatory commission and that they should be transferred to the Department of Commerce…I believe you could both centralize the authority and transfer it to Commerce under the authority of the 'Reorganization Act of 1949'…"[13]
Minutes after signing the Reorganization Act into law, Truman submitted the first seven reorganization plans to Congress under the terms of the new law. In order, they were:
(An eighth plan, renaming the National Military Establishment as the "Department of Defense," was submitted on July 18.)
In his message transmitting Plan No. 7, Truman wrote that Public Roads could not stay within the Works Agency because Works was being abolished, via a bill pending in Congress, with the bulk of it to be transformed into a new General Services Administration, and "A careful review of the structure of the executive branch reveals no other department or agency in which the Public Roads Administration can so appropriately be located."[14] With regards to the maritime plan, Truman's message said "This will provide more businesslike administration and help to overcome the delays, backlogs, and operating difficulties which have hampered the agency. At the same time by freeing the members of the Commission of much detail, the plan will enable them to concentrate on major questions of policy and program and thereby will obtain earlier and better considered resolution of the basic problems of the agency."[15]
On the Hill, the 60-day clock was ticking, after which the initial reorganization plans would take effect unless vetoed by either the House or Senate. With the first seven plans set to take effect on August 19, resolutions disapproving Plans Nos. 1, 2, and 7 were introduced in Congress. The Senate vetoed Plan No. 1 (Department of Welfare) on August 16 by a vote of 60 to 32.[16] The House and Senate failed to veto Plan No. 2 (Bureau of Employment Security), the House by voice vote on August 11[17] and the Senate by a vote of 32 to 57 on August 17.[18]
No one in Congress introduced a resolution disapproving Plan No. 6 (Maritime Commission), but Senator Carl Hayden (D-AZ) had introduced S. Res. 155 (81st Congress), disapproving Plan No. 7 (Public Roads Administration). Hayden's resolution came to the Senate floor later on August 17, and Hayden pointed to the Hoover Commission's conflicting task force reports and suggested that the Commission's final report "is based on the fundamental fallacy that the Bureau of Public Roads is a transportation agency rather than a construction agency…It provides a surface over which transportation may be carried, but does not engage in transportation itself. It is an engineering organization which determines what kind of road should be had, where the road should be located, the degree of curvature, the kind of surface, and many kindred questions. That is construction. In my judgment Mr. Moses and his task force were correct in assigning that work to a proposed works agency."[19]
Hayden also argued that Plan No. 7 was null and void on a technicality. The plan, submitted on June 20, called for moving Public Roads from the Federal Works Agency to the Commerce Department – but on June 30, Truman signed the new law (63 Stat. 377) abolishing the Federal Works Agency and creating the General Services Administration. The new law took effect on July 1, and if the Federal Works Agency no longer existed, could a reorganization plan move Public Roads out of a nonexistent entity?
The legal issue was of such importance that the Acting Attorney General had to issue a formal legal opinion for the President on August 13 stating that the Plan No. 7 was indeed valid, the subsequent abolition of the Works Agency notwithstanding, and would take effect unless vetoed by Congress.[20] Hayden disagreed with the Attorney General's opinion and raised the specter of right-of-way condemnations across the country being nullified by courts across the land if Public Roads was moved.
However, after brief debate, the Senate voted against Hayden's veto resolution, 40 yeas to 47 nays, allowing Plan No. 7 to take effect.[21] Ten of the thirteen members of the Public Works Committee, which had jurisdiction over Public Roads, voted to veto the plan. The plan took effect on August 20 and is still printed in the United State Code today.
Hoover did not want Truman to stop at just eight reorganization plans in 1949. He wrote letters to Truman and Budget Director Frank Pace on July 4 urging Truman to implement the consolidation of all transportation agencies under Commerce via reorganization plan. He told Truman, "in order that the Congress should appreciate fully the objective, all these transfers should be submitted in one 'plan.'"[22] He even had his staff draft a reorganization plan that would fully implement all of the remaining transportation-consolidation-in-Commerce recommendations of the Commission and sent it to Pace.[23]
Truman sent Hoover an immediate and brief I'll-take-that-under-advisement letter on July 6, but on July 14, he responded more fully, saying that his top priority had been to get a GSA established, which necessitated moving Public Roads first, but that "I intend to give careful consideration to the other moves you have recommended in this area in formulating reorganization plans for submission in 1950."[24]
As part of that careful consideration, on August 30, Truman wrote a letter to the Secretary of Commerce asking him to prepare a report "outlining the major policy issues which need to be resolved at this time in order to achieve maximum effectiveness and consistency of Federal programs in the transportation field" and to get the report to him by December 1, 1949.[25]
That report (for which Ernie Williams was, once again, a consultant), was sent to Truman on December 1, and hewed to Williams' distinction between promotional activities and regulatory activities, but it shied away from discussing governmental reorganization matters (aside from a mention of possibly consolidating the three transportation regulatory commissions, as proposed by Brookings).[26]
Government reorganization was still the Budget Bureau's bailiwick, and while Commerce was working on the policy study, they were working on a reorganization memo (which they again outsourced to Ernie Williams). An early draft was complete by December 5, and the final version that we could find in the Bureau's files was dated January 3. The final memo, "Reorganization of Federal Transportation Activities," made a lot of points that are still valid, to some extent, today:
The Federal Government is spending a lot of money on transportation. Much of this spending, however, is to promote one form of transportation without regard to others. Much of the money has been spent on a rescue or salvage basis to stave off economic collapse; it has not always been calculated to achieve a financially solvent, progressive and well-balanced transportation service. The result has been a steadily increasing Federal expenditure with the end not yet in sight.[27]
The memo concluded "Clearly what is needed is a consolidation of the promotional functions relating to transportation in a single agency where these strands of policy can be woven together into an integrated promotional policy which makes sense from the national point of view…The recent transfer of the Public Roads Administration to Commerce has brought together in that agency the responsibility for highway and aviation promotion, in addition to the more general transportation functions of the Weather Bureau and the Coast and Geodetic Survey. These functions provide a nucleus, around which a coordinated transportation agency could be developed."[28]
The memo concluded that the Coast Guard, and the promotional activities of the Maritime Commission, should indeed be brought into the Commerce Department.
Truman concurred in the Maritime recommendation, but not that for the Coast Guard, and he also rejected Hoover's pleas to move NACA and the non-regulatory functions of the ICC into Commerce. On March 13, 1950, Truman submitted 21 new reorganization plans to Congress, the last of which – Plan. No. 21 – broke up the Maritime Commission, creating a new Maritime Board (housed under Commerce but not answerable to the Secretary) to handle regulatory and subsidy concerns, and creating a new Maritime Administration (within Commerce) to handle everything else. Plan No. 21 also created the new office of Under Secretary of Commerce for Transportation, as Hoover recommended.
Truman's message said "…with the addition of the functions of the Maritime Commission, the [Commerce] Department will have jurisdiction over the major portion of the operating aspects of the programs of the Government relating to air, highway, and water transportation, as well as over the development and coordination of policies affecting the Nation's transportation system as a whole."[29]
(Hoover was not happy in general with Truman's 1950 plans. He told a friend on March 16 that "Truman, in presenting the Hoover plans to Congress, has so altered their contexts as to ruin the ultimate results."[30] And as for the Hoover Commission's most controversial proposal – to move the Army Corps of Engineers to the Interior Department and combine it with the Bureau of Reclamation – the Truman Administration never submitted it to Congress.)
Senator Ralph Brewster (R-ME) introduced a veto resolution for Plan No. 21 (S. Res. 265, 81st Congress) on April 27. McClellan's committee held two days of hearings on the resolution, and on the underlying plan on May 8-9. In addition to Brewster, the Commerce Secretary, the head of the Bureau of the Budget, and the head of the Maritime Commission, and representatives of a dozen transportation stakeholder groups all testified.
A Commerce Committee staff memo dated May 5 explained where the opposition to Plan No. 21 was coming from:
At the hearing, Brewster argued "if you have this Commission relegated to a subordinate division in the Department of Commerce, its entire prestige, its direct contact with the President through the Chairman, is gone."[31] Had Herbert Hoover been present, he probably would have responded "that is the whole point" – a major theme of the Hoover Commission's work was to reduce the number of entities that reported directly to the President to a manageable level. The very first report of the Commission included this general recommendation: "The numerous agencies of the executive branch must be grouped into departments as nearly as possible by major purposes in order to give a coherent mission to each Department."[32]
Brewster also said that he saw (correctly, as it turns out) that moving the USMC under Commerce was a stepping-stone to "the development of a Department of Transportation within the Department of Commerce, and it would result ultimately in the concentration of the whole transportation field," which he said was of such importance that it should not be done piecemeal via a single-agency reorganization plan.[33]
The Director of the Budget Bureau then testified in favor of the plan, saying it "provides a bipartisan board to administer the regulatory and subsidy determination functions which need the deliberation of a multiple body, and it establishes an Administrator to have charge of the operating and business-type functions which call for administration by a single individual. At the same time, the plan reduces the number of agencies reporting directly to the President…"[34]
McClellan then honed in on what he said was the source of the "principal opposition"[35] to the plan – that while the plan left subsidy determinations with the Board, it called for those plans to be exercised under the "guided by the general polices of the Secretary of Commerce." The Commerce Secretary, Charles Sawyer, then testified in favor of the plan, and pointed out that the plan said the Board was to give subsidies "guided by" his policies, not "subject to" – "In my opinion, the worded 'guided' is directory and not mandatory, if I may use those two words to interpret the language that is used. In other words, an effort is made here to see that the Board in their subsidy functions be guided by the policies of the Secretary. My interpretation is that they are not required to follow the policies of the Secretary."[36]
The chairman of the Maritime Commission, Philip Fleming, testified in favor of the plan (though the Commission had not voted to give the plan any formal support), but Senator Brewster read into the record a copy of a letter that Fleming and three other Commission members had written to Truman's chief of staff on February 8 in response to Commerce's December 1949 transportation policy statement opposing some maritime proposals of that plan – proposals which wound up in Plan No. 21. In particular, the Commissioners said that the "distinction between regulatory and promotional activities is unrealistic and impractical."[37] And the hearing record also included direct opposition by the USMC chairman to the Hoover Commission recommendations back in July 1949.[38]
Once the stakeholders started testifying, opposition to the whole concept of unifying transportation functions of government became apparent. The head of the Transportation Association of America said "We believe that if the transportation of this country is to be ruled by the executive branch of government, and if Congress is to delegate that power to a single individual, that the time has arrived for the people of this country to pass on such a move in a national election. It is that grave."[39] Others expressing opposition to Plan. No. 21 included the National Industrial Traffic League, the Association of American Railroads, the American Short Line Railroad Association, the Shipbuilders Council of America, the American Waterways Operators, and the Freight Forwarders Institute.
On May 19, the privileged veto resolution came to the Senate floor. Brewster led debate in support of the resolution, while Warren Magnuson (D-WA) led the opposition. Magnuson let loose on the current Maritime Commission: "Other than the housekeeping matters, so-called, all other matters will be administered by the independent Maritime Board, to consist of three members, rather than five. Experience has proved that five members are too many, because the present Maritime Commission, composed of five members, has demonstrated that it is entirely incompetent to handle all the complex details relating to our maritime affairs. I have known of times when there would be so many personal feuds going on between the five members of the Maritime Commission that they could not even have a meeting at which to determine policy."[40]
Magnuson also argued that "we are never going to reorganize the Government if we under- take to raise hobgoblins as to what might happen as a result of the one thing we propose to do. I think we can take those things into consideration, but if we consider the American merchant marine by itself and forget about the other things, I say this is a good plan. In general, it follows the Hoover report. The Hoover report did not specify many of the details, because naturally complex problems are involved…I hope that the Senate will not reject this plan. To those who give lip service to the Hoover Commission's report, and who profess to believe in reorganization, I say here is a chance to do something toward a more efficient administration, not only of the subsidies which the taxpayers pay, but a more efficient administration of the basic concepts and basic approaches of the 1936 Maritime Act."[41]
At the end of debate, despite all of the opposition expressed at the hearings, the veto resolution came up far short of passage, failing by a vote of just 14 yeas to 59 nays.[42] Reorganization Plan No. 21 took effect on May 24, 1950 (see here starting on p. 3178).
As a result, from mid-1950 through the end of the Truman Administration, the Commerce Department organization chart looked like this:
Filling the office of Under Secretary for Transportation, and fulfilling its promise, proved difficult. On the day that Plan No. 21 took effect, Truman nominated Philip B. Fleming, the chairman of the now-defunct Maritime Commission, to be Under Secretary. (This may explain why Fleming acted like the good soldier he was at the Senate hearing on the reorganization plan.) Fleming was confirmed on July 21, 1950, but resigned a little less than a year to be appointed Ambassador to Costa Rica. His successor was CAB chairman (and former CAA head) Delos Rentzel, who was confirmed in April 1951 but then resigned to take a job in the private sector in November 1951.
It took until May 1952 for another appointee, Jack Garrett Scott from the National Association of Bus Operators, to be confirmed (in the interim, the Deputy Under Secretary, a former railroad executive, served in an acting capacity). But, of course, Scott only served eight months before having to leave at the end of the Truman Administration. As a result, in two-and-a-half years, a maritime man, an aviation man, a railroad man, and a bus man took turns as Under Secretary, with none of them staying long enough to unify the culture of the various agencies or develop a long-range transportation policy.
In part six, we start to examine just how close the Eisenhower Administration came to creating a Department of Transportation – read here.
[1] Memorandum from Donald C. Stone to Budget Director James Webb entitled "Bureau Position on Transportation Bill," February 25, 1948 p. 2.
[2] Bureau of the Budget. "Suggested letter to chairman of House Committee re HR 4595."
[3] Ibid.
[4] Bureau of the Budget. "Staff Memorandum – H.R. 4595, A Bill to Establish a Department of Transportation and For Other Purposes," April 21, 1948 p. 2.
[5] U.S. Senate. Committee on Interstate and Foreign Commerce. Unpublished hearings on S. 1812, Department of Transportation, volume 3 (March 23, 1948) p. 193.
[6] Harry S. Truman, "Special Message to the Congress Requesting Permanent Reorganization Legislation – January 17, 1949." Reprinted in Public Papers of the Presidents, 1949 as document no. 12 beginning on page 102.
[7] Herbert Hoover, "Hoover Notes on a Telephone Call With Truman, February 6, 1949." Original in Hoover Library, reprinted in Timothy Walch and Dwight M. Miller, Herbert Hoover and Harry S. Truman: A Documentary History (Worland: Highway Plains Publishing, 1992) pp. 149-150.
[8] Herbert Hoover, "Hoover Notes of a Meeting with Truman, February 9, 1949." Original in Hoover Library, reprinted in Walch and Miller, pp. 150-151.
[9] Ibid.
[10] Harry S. Truman, "The President's News Conference of May 5, 1949." Reprinted in Public Papers of the Presidents, 1949 as document no. 93 beginning on page 241.
[11] Harry S. Truman, "Special Message to the Congress on Reorganization of the Executive Branch of Government – May 9, 1949." Reprinted in Public Papers of the Presidents, 1949 as document no.94 beginning on page 244.
[12] Congressional Record (bound edition), May 16, 1949 p. 6229.
[13] Letter from Herbert Hoover to Harry S. Truman, June 19, 1949. Original in Truman Library, reprinted in Walch and Miller, pp. 164-168.
[14] Harry S. Truman. "Message to Congress Transmitting Reorganization Plan 7 of 1949: Public Roads Administration – June 20, 1949." Reprinted in Public Papers of the Presidents, 1949 as document no. 134 beginning on page 321.
[15] Harry S. Truman. "Message to Congress Transmitting Reorganization Plan 6 of 1959: United States Maritime Commission – June 20, 1949." Reprinted in Public Papers of the Presidents, 1949 as document no. 133 beginning on page 319.
[16] Adoption of S. Res. 147 (81st Congress), Congressional Record (bound edition), August 16, 1949 p. 11560.
[17] Rejection of H. Res. 301 (81st Congress), Congressional Record (bound edition), August 11, 1949 p. 11314.
[18] Rejection of S. Res. 151 (82st Congress), Congressional Record (bound edition), August 17, 1949 p. 11625.
[19] Congressional Record (bound edition), August 17, 1949 p. 11626.
[20] Reprinted in the Congressional Record (bound edition), August 16, 1949 pp. 11565-11567.
[21] Rejection of S. Res. 155 (81st Congress), Congressional Record (bound edition), August 17, 1949 p. 11631.
[22] Letter from Herbert Hoover to Harry S. Truman, July 4, 1949. Original in Truman Library, reprinted in Walch and Miller, pp. 171-172.
[23] Attachment to a letter from Robert L.L. McCormick to Frank Pace, July 13, 1949, found in the Hoover Commission files in the National Archives at College Park, Maryland.
[24] Letter from Harry S. Truman to Herbert Hoover, July 14, 1949. Original in Hoover Library, reprinted in Walch and Miller, pp. 173-174.
[25] Letter from Harry S. Truman to the Secretary of Commerce, August 30, 1949. Reprinted in U.S. Department of Commerce, Issues Involved in a Unified and Coordinated Federal Program For Transportation – A Report to the President from the Secretary of Commerce, December 1, 1949.
[26] U.S. Department of Commerce, Issues Involved in a Unified and Coordinated Federal Program For Transportation – A Report to the President from the Secretary of Commerce, December 1, 1949 pp. 41-42.
[27] Bureau of the Budget, "Reorganization of Federal Transportation Activities," January 3, 1950, pp. 1-2.
[28] Ibid pp. 7-8.
[29] Harry S. Truman, "Special Message to Congress Summarizing the New Reorganization Plans – March 13, 1950." Reprinted in Public Papers of the Presidents, 1950 as document no. 53 beginning on page 195.
[30] Edgar Rickard diary entry, March 16, 1950. Original in Hoover Library, reprinted in Walch and Miller, p. 177.
[31] U.S. Senate. Committee on Expenditures in the Executive Departments. Reorganization Plan No. 21 of 1950 (Hearings on S. Res. 265, Disapproving Reorganization Plan No. 21 (United States Maritime Commission)), May 8 and 9, 1950 p. 19.
[32] Commission on Organization of the Executive Branch of the Government. First Report of the Commission on the Executive Branch of the Government. Printed as House Document No. 55, 81st Congress, 1st Session, p. 34.
[33] Hearings on S. Res. 265, p. 20.
[34] Ibid p. 29.
[35] Ibid p. 30.
[36] Ibid p. 43.
[37] Ibid p. 62.
[38] Ibid p. 67.
[39] Ibid p. 73.
[40] Congressional Record (bound edition), May 19, 1950, p. 7314.
[41] Ibid.
[42] Congressional Record (bound edition), May 19, 1950, p. 7321.
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text:
Patrick Fitzgibbons wrote and published his book, 'EVOLVE' – a micro book for first responders, in 2019. As a retired law enforcement professional, Patrick has an experience of over 23 years in a variety of areas concerned with his profession. Thus, using his knowledge and expertise he wrote a book through which he aimed to provide a collection of routines, habits, and advice so that readers can take charge of their lives, and be the best version of themselves.
Patrick believes that since a lot of first responders suffer from a variety of issues, like self-doubt, depression, PTSD, etc, there is a need to provide inspiration and motivation to these individuals so that they too can empower themselves while also serving others. Therefore, along with his book, he also moved to other mediums through which he could reach out to the next generation of law enforcement professionals. Consequently, Patrick started running a podcast, where he would provide knowledge, tools, and advice on all topics and issues related to criminal justice topics. He further built upon his podcast, by regularly inviting guests who served in different areas so that his listeners can get a combination of viewpoints. As a result of this, today, Patrick has released over 400 episodes, and his podcast is ranked at the top as "The No. 1 Criminal buy tramadol Justice Podcast".
To further enhance his dedication to mentoring those around him, Patrick now also simultaneously provides coaching and counseling services. With an MBA in business and an MA in organizational leadership, he seeks to empower and help improve the well being of his clients, through his coaching sessions. He believes that since everyone continuously faces challenges in life, his sessions will not only help his clients solve these issues temporarily, but instead, provide them opportunities to grow and develop so they can "live life the way it is meant to". In addition to his one-on-one counseling sessions, Patrick is also known for his speaking engagements where he talks to his audiences about all kinds of things including law enforcement, leadership, and business so that he can empower them to become the best version of themselves. Thus, this way he gets a chance to interact with a large audience and further pass on his education and experience.
In short, the successful author has explored multiple other fields to complete his goal of serving the world with his knowledge and experience. Therefore, today he is a well known host, coach, mentor, and speaker!


text:
We at Stentors believe that our job enables us to put our know-how to good use and give back to the community we live in. We dedicate a considerable portion of our time and work to help the community. In addition to supporting our staff in their volunteering efforts, we encourage them to become personally involved in civil society groups and offer their services for a noble cause. We put our professional and personal development at the same level as our company's responsibility for the welfare of the community we live in.
Vladimír Kordoš, one of the senior partners of our law firm, has been an active supporter of the Pontis Foundation. The foundation runs a program called 'Pro Bono Attorneys', bringing together law firms and nonprofit organisations to provide pro bono legal services to NPOs. As part of this program and its online consulting, we have advised two NPOs - Radostná práca, o. z. on their lease agreement, and helped Pražská kaviareň z.s. to draft their proposal for an amendment to the Election Act, to enable Slovaks living abroad to vote via mail. We also advised them on how to collect membership fees and how to do business (operate an indoor climbing wall) as an NPO. We have been long-time supporters of NEMO, a civic association supporting education, sport, and science at elementary schools and development of local communities. We are also part of the Summer School of Legal Skills, held and organised annually by the Faculty of Law of the Comenius University in Bratislava.


text:
Since 1993, supplies performed between Italy and San Marino have been accompanied by a set of customs obligations. These include the submission of paperwork to both countries' tax authorities.
After the introduction of the Italian e-invoicing mandate in 2019, Italy and San Marino started negotiations to expand the use of e-invoices in cross-border transactions between the two countries. Those negotiations have finally bore fruit, and details are now available.
Building SDI connectivity to San Marino
Italy and the enclaved country of San Marino will abandon paper-based customs flows.
The Italian and Sammarinese tax authorities have decided to implement a "four-corner" model, whereby the Italian clearance platform SDI will become the access point for Italian taxpayers, while a newly created HUB-SM will be the SDI counterpart for Sammarinese taxpayers.
Cross-border e-invoices between the countries will be exchanged between SDI and HUB-SM. The international exchange system will be enforced on 1 July 2022, and a transition period will be in place between 1 October 2021 and 30 June 2022.
FatturaPA: The format of choice
HUB-SM's technical specifications are now available for imports from Italy to San Marino, and exports from San Marino to Italy. The countries have also decided to choose FatturaPA as the e-invoice format, although content requirements for export invoices from San Marino will slightly differ from domestic Italian FatturaPA e-invoices.
The SDI and HUB-SM systems will process e-invoices to and from taxpayers connected to them, or under each country's jurisdictions.
In other words, Italian taxpayers will send and receive cross-border invoices to or from San Marino via the SDI platform, while Sammarinese taxpayers will perform the same activities via HUB-SM.
Both platforms will deliver invoices to the corresponding taxpayers through the Destination Codes assigned by the respective tax authorities. This means HUB-SM will also assign Destination Codes for Sammarinese companies.
Integration documents for Sammarinese companies
Inspired by the Italian methodology for fiscal controls in cross-border transactions, San Marino will require Sammarinese buyers to fill out an additional integration document (similar to a "self-billing" invoice created for tax evidence reasons) upon receipt of the FatturaPA. This document will be filled out in a new XML-RSM format created by the enclave and sent to HUB-SM.
After the larger rollout of the SDI for B2B transactions in 2019, the platform has proven capable of adapting to new workflows and functionalities.
Since last year, e-purchase orders from the Italian National Health System have been exchanged through the NSO, an add-on to the SDI platform. In January 2022, the FatturaPA replaces the Esterometro as a cross-border reporting mechanism.
SDI has already debuted in the international arena through the acceptance of the e-invoices following the European Norm, which are mapped into a FatturaPA before being delivered to Italian buyers. This integration between SDI and HUB-SM might also reveal the early steps of interoperability between both tax authorities' platforms for cross-border trade.
Take Action
Get in touch with our experts who can help you understand how SDI and HUB-SM will work together.
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text:
Sapulpa Community Theatre presents: Oklahoma!
3 S Mission StSapulpa, OK 74066
The most recent event date has passed. Check back for updates.
Sapulpa Community Theatre presents: Oklahoma!
See an iconic musical celebrating the Sooner state as Sapulpa Community Theatre presents "Oklahoma!" Don't miss all the catchy tunes from Rodgers and Hammerstein's classic production centered on a group of farmers, cowboys and pioneers living in early Oklahoma. Audiences of all ages will enjoy this lively performance in Sapulpa High School's Shaw Auditorium.
While every effort has been made to ensure the accuracy of the pricing listed above, prices are subject to change without notice.


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text:
A working group set up by regulator IRDAI has recommended a broad policy framework and procedure for providing insurance cover to the drone industry and also suggested various risks associated with the use of Remotely Piloted Aircraft Systems (RPAS).
The working group, set up by the Insurance Regulatory and Development Authority of India (IRDAI) in June to recommend suitable insurance products for drones, suggested various procedures to be followed and the documentation required in the event of a claim.
Among other things, the group in its report has come out with Specimen Policy Wording (Drone Insurance) which includes various definitions and covers various aspects, including legal liabilities to third party, drone hull cover, personal accident cover to operator, accidental medical cover to operator, general exclusions and general coverage.
The panel noted that the drone ecosystem is in nascent stages in India and finding more usage/applications in various sectors at a slower pace.
World over drone is classified as an 'aircraft' and aviation regulators have stepped in to regulate the sector, though regulations for drone operations differ from country to country.
In India, insurers have started using drones in crop cutting experiments and survey of industrial units for the purpose of granting property insurance programs.
As per the report, 'drone insurance coverage' can be broken into three sets — physical damage/loss to drone due to various contingencies, third party liability arising due to usage of drone, and any additional coverage.
It has suggested cover for physical loss of or damage to the drone, inclusive of theft, occurring during the period of insurance and arising from the activities covered, whilst in flight, on the ground or in transit up to the insured value, less any applicable deductible.
In case of third party liability arising due to usage of drone, it has suggested "cover against legal liability (including defence costs) to pay damages, for third party civil claims arising out of bodily injury or death or property damage, by an accident or a handling error on part of the authorised operator", in accordance with the terms of the policy.
On premium, the working group said pricing is strictly a domain of actuaries and regulations clearly entrust Appointed Actuaries of insurers with the responsibility to ensure that the product pricing is fair to all the stakeholders and the product will be financially viable.
"Hence the work group has no intention to suggest a particular price for the product recommended in this report and leaves the determination of price on each insurer's Appointed Actuary, in the context of data available with them, the assumptions taken, the underwriting and pricing philosophy of the company and the expense and profit loadings unique to that insurer," the report said.
The panel has also proposed that on payment of additional premium, the policy could be extended to cover night flying.
Any authorised pilot operating a drone during the hours of darkness, must hold a valid permit or authorisation from the relevant governing aviation authority.
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text:
Tuesday, May 7, 1 968
T u s a , M y 7 1 ! ," , 1 9 6! ! * ,i~ T H E M I C H I G A N ! . I - II . ." D A;I L Y ,"
Diamondmen split with Indiana
Golfers take Northern tourney
By PHIL BROWN+
':There's a lot of luck in i,
really,' says Michigan baseball
coach Moby Benedict. "It all de-
pends on when you get the hot
"Let's just hope that our luck
hold on for another three or four
weeks," he concludes, and with
good reason.
Michigan's "hot-handed" dia-
mondmen have won eight of their
last nine ganes, and are sitting on
top of the 1968 Big Ten baseball
race with a highly respectable 5-1
onference record.
The Wolverines ripped of five
traight conference wins before
.uccumbing to Indiana in the sec-
ond half of a twin bill on Satur-
I where else, managing only two hitsA
in the nightcap.
Michigan had little trouble in
the Saturday opener. SophomoreI
hurler Steve Evans went all the
way as the Wolverines banged out
a 5-1 decision. Right-fielder El-
liott Maddox, one of numerous
players sporting .300-plus batting
averages, had two hits in the con-
test. . }
fJack Hurley started the second
game on the hill, and allowed a
single Hoosier score that was too
much for his teammates to handle.
Hurley issued a pair of walks in
the first frame, and a single
knocked in the game's only score.
Paradoxically, he allowed only the
one hit to the visitor, but was tag-
ged with the loss just the same.
"We really should have beat In- TMichiganmanaged to threaten
diana in that second game," notes the Hoosiers three times in the
Benedict. "We hit the ball pretty game, but all were cut short by
well, but we, just hit it at people." fine defensive plays and the strong
Unfortunately, the Wolverines pitching of Larry Oliver.
weren't able to hit the ball any- Wolverine third-baseman Glen
ThinC-ad trpO
Purdue in triangular
Redmon got a walk in the fourth
with two outs, and stole second.
Doug Nelson followed with a soft
fly over the head of Hoosier sec-
ond-baseman Mike Baughman.
Baughman sprinted back and_
made a diving catch to end the
Michigan second-baseman Bud-
dy Forsythe also' performed ad-1
mirably, robbing two Hoosiers of
seeming sure hits with sensational
glove work.'.
In the fifth, Chuck Schmidt got
the first Michigan hit, looping a
Texas-league single to right cen-
ter field, but catcher Pete Titone
grounded into a double play to
end the inning.
The Wolverines mounted an-
other threat in the sixth. With two
outs, Andy Fisher walked and
Maddox drilled a single to left.
The rally was once'again cut off,
however, when Redmon flied out
to left.
Benedict is obviously pleased
with the prospect of leading the
Big Ten scramble at this date, but
is not overly optimistic about thet
rest of the season.
His charges had a rough time{
of it through the first three weeks,
and there are still a lot of gamesI
to be played. His team has im-#
proved remarkably since returning
from a' disastrous trip to Arizona.
"There's nodoubt about it,"
states the Michigan mentor. "But
we 'were playing teams that had
been outside all year down"there.
We knew we needed work, butwe
always do when we get started so
"These are the bestjteam, in
the country, and its 'always roughf
meeting them in our first games.
And 'of course we have to play'
By FRED LaBOUR finally by a margin of two strokes.
Associate Sports Editor Michigan's team total was 1485,
The Michigan golf team is followed by Indiana with 1487,
scorching its way across the links and Michigan State farther back
and breadth of the land, leaving with 1500 strokes.
the carnage and heartbreak of Sumpter and Schroeder were
many a collegiate enemy behind. high men for Michigan. They tied
Why just last weekend the Wol- for third place in individual hon-
verine team, led by captain John ors with 291 each. Next Wolverine
Schroeder and Rod Sumpter, on the list was Frank Groves in
blazed its way to a victory in the sixth place with a 294.
Northern Intercollegiate G o 1 f Low man for the tournament
Tournament in East Lansing. This was Ohio State's NMike Good
tournament is considered a tune- with a stroke total of 289.
up for the Big Ten trials later in Michigan's golf team is enjoy-
the season because most of the ing a very successful season, as
Western Conference teams' ap- are the other spring sports, inc;-
pear in it. dentally. The team has yet to
The Wolverine golfers were taste honest defeat since its re-
forced to play catch-up as they turn from Florida a month ago
trailed by four strokes .at the end and several tournaments,
of one round, three strokes at the The next hurdle for the squad
end of two, and five strokes at crops up tomorrow as they meet
the end of three rounds. Michigan State in East Lansing.
Indiana, generally acknowledged The twvo teams clashed earlier in
to be the biggest threat to Wol- the season with the Spartans get-
verine chances in Big Ten compe- ting credit for the win on the
tition, held the lead. basis of nine players while Mich-
But even the damp, drizzly igan won on the generally ac-
weather failed to cool off the cepted five player basis.
blistering Wolverine irons and The team is priming for the
woods, and they gained seven upcoming Big Ten championships
strokes on the Hoosiers, winning to be held at Indiana weekend
after next. This meet alone de-
termines the final standings of
the conference.
If the team manages to win in
Bloomington, they will go on to
the NCAA championships to be
held in Las Cruces, N.M.
.... ,...
With the Big Ten outdoor cham-
pionship meet just two weeks.
away, the Michigan track squad'
is attempting, to put together the
things that can help them de-
throne indoor champ Wisconsin. -
They travelled to Columbus. over.
M~e weekend, and returned with a'
triangular meet victory over Ohio
State and Purdue. It was;not an
easy win, however, with the yWol-
verines edging the Buckeyes 89 2/3
to 83 x/3.
Wolverines won seven events in
the trianguar meet, and that is a
good sign as the outdoor season
comes down to conference action.
Dependable Jim Dolan copped
another three-mile victory, Larry
Midlam skimmed the high hurdles
in :14.0 for a second Michigan win,
and'Ron Kutschinski edged team-
mate Paul Armstrong in the 880
for a third Wolverine first.
There were also wins where they
might not have been so readily
expected. Ken How, one of three
Canadians who have done well in
a Michigan uniform, won the mile
run with a respectable time of
And sophomore sprinter Sol Es-
pie took the 100-yard 'dash in
:09.6 seconds. Strength in both of
these events will become vital in
WOLVERINE PITCHER STEVE EVANS fires it home in the first
game .of a doubleheader against Indiana last Saturday. The
sophomore starter 'allowed only three hits, as the Michigan
squad romped 45-1. The Hoosiers came back in the second game,
winning 1-0 on Larry Oliver's two-hitter.
them in their home parks; that
home crowd, the field, everything
help you."
Meanwhile, the Wolverines are
getting it all put together, and the
possibility of another conference
title now looms large.
Michigan enjoys a half game
lead over both Minnesota and
Wisconsin (6-2). The Badgers host
the Wolverines this weekend, when
Michigan- meets both Wisconsin!
and Northwestern on the road. I
First, however, the Wolverines
play host themselves, entertaining
Western Michigan in a single
game here today. The contest geta
under way at 3:30 on Ferry Field.
two weeks.
Bob Thomas, the
defending Big
Netters 10-0
as road trip
is com leted
Michigan's tinnis team is bask-
ing in' the sun of unparalleled
success this spring.
The team sports an unblemish-
ed record of wins, in fact, a nearly
perfect record for the year. They
have shut out every opponent this
year 9-0 with the exception of
Wisconsin and Indiana who went
down 8-1 each.
The Wolverines met Iowa yes-
terday at Iowa to make up a con-
test that was rained out earlier
in the season.
Tomorrow they'll face Notre
Dame , at South Bend before re-
turning to Ann Arbor on Satur-,
day to meet Michigan State.
Ten discus champ, came throdgh
with a win in his specialty Satur-
day. He must be expected, like Do-
lan, to be winning consistently,
And Carl Flowers gained an-
other first for the Wolverine thin-
clads when he leaped 22'81" in
the long jump. He outjumped
teammate Ira Russell by 2"; Rus-
sell finished in second./
Michigan still has not found the
quarter-milers that were missing
from the indoor squad, but the
wolverines still have put together
a mile relay quartet that may be
among the best in the conference.
The foursome took second at,
Columbus, with captain Alex Mc-
Donald running a fine :47.7
anchor leg. Leon Grundstein re-
corded a :48.9 effort and Taimo:
Leps a :48.8, but these will have
to be improved upon for a place
in the conference meet.
One event does seems to be
rouding into fine shape after a
long dry spell. Gary Knicker-
bocker, Clarence Martin, and Rick
Hunt took first, second, and third
at Columbus for their finest col-
lective showing of the year.
Both Martin and Hunt have
been erratic since the start of the
indoor season, and their imlrove-
ment will mean a lot to the team.
Kutschinski's victory in the 880,
in the very fast time of 1:49.6, is
also encouraging. He has run well
for weeks now, after suffering an!
annoying leg injury in February.
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text:
Barricaded gunman shot and killed by Detroit Police Officer 'He was exhibiting violent behavior' Chief said
DETROIT - During a Saturday press conference, Detroit Police Chief, James Craig, confirmed that a 42-year-old man is dead after being shot by an officer during a hostage situation on the city's east side.
Police say on Friday around 12:00 p.m., they arrived to the 18600 Block of Concord, near Van Dyke and Nevada Avenue. Upon officers arrival, they were greeted with the man's mother and stepfather, who informed them that he was diagnosed with a mental illness and hasn't taken his medication in several days.
As officers searched outside the premises, they noticed the man had a woman inside, who was later identified as his girlfriend. Family members told officers the man believed that his girlfriend and stepfather wanted to harm his mother, which could have been the driving force behind the barricaded situation.
We're told during the 9-hour ordeal, the man showed behavior that was unsafe and alarming towards his girlfriend.
"He was exhibiting violent behavior and showing signs of increased aggression," Chief Craig said.
Police say they approached the house three times. During the third approach, around 9:10 p.m., the man walked to the front of the house with his girlfriend, and that's when an officer with DPD's Special Response Team fired a single shot - striking him. Chief Craig said the shot was fired because the man was being physically abusive towards the woman and they feared for her safety.
After the shooting, the woman told police the man had a gun to her back and threatened to shoot her if she ran off.
The man was taken to the hospital and was pronounced dead about almost an hour later.
While the woman is safe, Chief Craig said he sends deep condolences to the man's family.
"On behalf of the department, we are offering our prayers to the family of the subject who was fatally shot during a hostage situation yesterday," Chief Craig said. "Anytime there is a loss of life, there is certainly a tragedy and this is no different."
This was the 28th barricaded call that DPD has responded to this year.


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In late July, student leaders from across the country submitted a letter to the United States Department of Justice asking the Antitrust Division to examine the merger of two textbook companies.
Jansen Penny, student body president, is one of more than 40 student leaders to cosign the letter. Student representatives from the University of Kansas, Emporia State University and Wichita State University also cosigned.
The proposed merger would combine Cengage and McGraw-Hill, two of the largest textbook publishers in the United States. The two companies are just a couple of the five printers that control 80 percent of the textbook publishing market, according to the letter.
"This merger could impact all of us through higher costs of those textbooks," Penny said.
Previously, the CEO of Cengage Michael Hansen and the CEO of McGraw-Hill Nana Banerjee said the merger is about increasing affordability for consumers, but Penny said he's concerned about the merger interrupting the chain of supply and demand.
"Textbooks are a captive market — it's not something that's very optional. When it comes to economics and supply and demand, there's always a demand for textbooks," Penny said. "The textbook companies know this and they pretty much take advantage of that based on the pricing of those."
If the DOJ approves the merger, Penny said, McGraw-Hill and Cengage would collectively share 45 percent of the market in that industry. He said it's basically two of the "biggest players in the game" teaming up.
Cengage and McGraw-Hill contest these numbers, saying they are similar companies, but not necessarily parts of the same complete market. Cengage targets their materials primarily toward the higher education market, whereas McGraw-Hill participates more in the K-12 academic materials market.
Arielle Patrick, spokesperson for the merger, also pointed out that current programs from the companies right now are focused on lessening costs for the consumer. For instance, she said, Cengage projects that its unlimited digital textbook subscriptions could save students a collective $160 million in the 2019-2020 academic year. For $119.99 a semester, or $179.99 a year, students can purchase unlimited access to all of Cengage's textbooks and course materials
Penny said he decided to sign the letter after the chair of the Kansas Board of Regents' Student Advisory Committee chair and ESU student body president Paul Frost brought the U.S. Public Interest Research Group's Education Fund campaign to block the merger to his attention.
The committee as a whole considered the letter, researched the merger and collectively agreed to sign the letter.
One of the major factors that pushed him to sign the letter in support of the campaign was what he saw as the "anti-competitive aspect" of such a large merger.
"If you have less people selling in the marketplace, you have more market power and they can create higher prices there," Penny said.
Kansas bill proposed for sales tax exemption on textbooks bought at college bookstores
To bypass the burden of rising education costs, Kansas State University started the Open/Alternative Resources program or Open Textbook Initiative. Penny said the program has made K-State a model school in the Kansas Board of Regents with conversations about lessening fees and tuition costs.
The program, as it works now, offers incentives to instructors and professors who write their own course materials and provide them to students. Students are charged $10 in support fees for each course that is part of the OAR program. Those fees are divided between the academic department and K-State Libraries.
To date, more than 100 grants of up to $5,000 for OAR textbooks have been awarded to university faculty, said Brian Lindshield, associate professor of food, nutrition and dietetic health.
Melinda Cro, associate professor of French, started using course materials she wrote in the fall semester of 2017. At the time, she said she was having a hard time finding a textbook in circulation that included the grammar review, culture and readings necessary for the intermediate French courses.
"The initiative saves students a great deal of money and allows faculty to personalize course materials in response to student and course need," Cro said.
After the first year of using her own materials, she said she "heavily revised" the second edition for the fall of 2018 and plans to do the same for the current semester.
As for the letter to the DOJ Antitrust Division about the merger between Cengage and McGraw-Hill, the outcome is still undetermined.
"The Department of Justice, if they categorize something as being anti-competitive, they have the authority to block the acquisition just like this one with Cengage and McGraw-Hill," Penny said. "Best case scenario is that it would be blocked in that case."
In an emailed statement on behalf of the merger and the two companies, spokesperson Patrick said:
"We are working closely with the Department of Justice on the [Hart-Scott-Rodino Antitrust Improvements Act of 1976] review of the transaction. The transaction is expected to close by early 2020, subject to customary closing conditions, including receipt of regulatory approvals. The companies remain confident that the transaction will benefit our customers."


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In an effort to better understand the climate of sexual violence on campuses, the Ontario Ministry of Advanced Education and Skills Development has launched a province-wide survey that will ask students about their experiences and understanding of sexual violence.
The largest post-secondary survey ever distributed in Ontario, the "Student Voices on Sexual Violence Survey" is provincially mandated, and has been sent to 650,000 students attending university or college.
Implemented by research firm CCI Research on behalf of the Ontario Ministry of Advanced Education and Skills Development (MAESD), the survey was sent out starting on Feb. 26, and will be open for completion until March 26. According to the official survey website, the five main themes the survey focuses on include "knowledge of sexual violence supports, services and reporting procedures, perceptions of consent, experiences of sexual violence, satisfaction with institutional responses to sexual violence [and] behaviour of bystanders."
The survey has arisen from a 2016 amendment to the Ministry of Training, Colleges and Universities Act and the Private Career Colleges Act, 2005. As a result of the amendment — which mandates that educational institutions have sexual violence policies that are constantly checked for their effectiveness — this survey was developed as a means of facilitating change via a survivor-centric approach to data collection.
Upon collection of the information, the MAESD will release a report that summarizes the results. These will inform policy changes and highlight areas of improvement for campus support services.
The survey is anonymous and confidentiality will be protected throughout the process. Students who complete at least 60 per cent of the survey will receive a $5 gift certificate towards Indigo, Amazon or Starbucks.
Along with the AMS and Society of Graduate and Professional Studies (SGPS), the University has collaborated on how they will distribute the survey on Queen's campus, as well as encourage participation from students.
According to AMS Vice-President (University Affairs) Palmer Lockridge, the student government is focused on providing resources and support to students who do the survey.
Since it delves into sensitive subject matter, Lockridge said the questions could be potentially be triggering. In this case, the AMS encourages students to seek support from Student Wellness Services, the Peer Support Centre or other resources available both on and off campus, all of which are also included on the survey's landing page.
Lockridge also informed The Journal that while province-wide results will be given, he isn't yet sure if institution-specific results will be released. Either way, he says the information will prove incredibly valuable to Queen's.
"We'll gain a lot of data we didn't have access to before, and it'll allow us to go back and change the policies that exist on all of our campuses, and make them more survivor-centric and accessible for students in general," Lockridge said. "And then also it'll allow us to create new support programs on campus because there might be areas that we're currently missing and that's going to be identified through this survey."
SGPS President Adam Grotsky told The Journal that SGPS student advisors have been informed of the survey's circulation and are aware students may be coming to them seeking support.
He explained the SGPS worked with the Department of Student Affairs to include student input and ensure a "fair reflection for students, in terms of balancing the need to get information with also respecting the privacy and sensitivity of the issue."
Grotsky stated the results of this survey will be vital in driving new policy and better support resources. He hopes to see the information taken seriously as well as actively utilized.
"[It'll] be a useful way to gather information about Queen's and figure out how we can better address instances of sexual violence on campus both from a prevention and reaction perspective," he said. "Ultimately the goal is to collect information that will help us improve the climate on campus when it comes to sexual violence."
The headline has been updated to reflect that the survey has been implemented by the Province of Ontario.
The Journal regrets the error
All final editorial decisions are made by the Editor(s)-in-Chief and/or the Managing Editor. Authors should not be contacted, targeted, or harassed under any circumstances. If you have any grievances with this article, please direct your comments to email@example.com.


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WIth the ruins of Yaramuke the adventurers have embarked on a quest to recover knowledge stolen by the sorcerer-queen Sielba from druids and preservers of old. They hope to use the knowledge to reverse a powerful curse on the nearby Black Waters Oasis and possibly to bring about a new Green Age of Athas. They race against the hours as their survival supplies are limited an the cursed refugees continue to wither, despite the efforts of Banoc and Gwynn.
At the Temple of Earth, the party wrestled with how to obtain the Earth's Eye from the Dwarven Banshee guarding it. They had learned that in order to reveal the location of Sielba's palace, they would need the Earth's Eye and the Cerulean Orb in their proper places as sunset. However, the structures had been destroyed when Yaramuke was sacked by Hamanu, making it impossible for task to be completed. After all their attempts to reason with the creature had failed, Daqiq resorted to sleight of hand, but the Banshee was not deceived and attacked. The party was easily able to defeat the undead and gained possession of the Eye.
The following day, the group continued to explore the ruins, discovering a cave inhabited by silt runners. The weak reptilian humanoids were easily defeated by Banoc and Jax who took their supply of water for their own. Gwyn and Way-lynn were less successful in finding anything of interest, but were affected by some strange magic which hurled Way-lynn into the air and caused Gwyn to temporarily grow a third eye.
In the afternoon, the party unearthed the ruins of a museum containing many displays of art from the past. After exploring rooms filled with mirrors and statues, they removed rubble blocking a chamber containing many different orbs of all makes, shapes and colors. Using a dagger they found the templar barracks days earlier, they were able to deduce which of the orbs was the object of their quest.
Now in possession of both Earth's Eye and the Cerulean Orb, the party only needs to discover how to use them to reveal the palace of the sorcerer-queen…


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I don't think time leading up to today could have gone any slower. I've been planning, plotting, designing, and twiddling my thumbs for far too long waiting for today…the very first week of the Spring 2021 One Room Challenge! This will be my first time participating in this Challenge and I've been saving up the perfect room to revamp and remodel.
New to the One Room Challenge? It's a bi-annual eight week event where participants support each other in finishing one room in their home. Hosted by Linda Weinstein from Calling It Home and partnered with Better Homes & Gardens, bloggers and designers are challenged to make over a room in a quick 8-week period (used to be 6 weeks…but COVID…), and provide weekly updates along the way.
I love this concept. I love the inspiration that comes from working on a project and being rooted on by a hundred or so others in the same boat as you. It just does something to stimulate your creativity and make you feel like a part of a team. So today is my first day on this One Room Challenge "team." I can't wait to take you through my space, my design goals, and every DIY project along the way.
So what am I tackling this next 8 weeks?
The LAUNDRY ROOM!
When we moved into our sweet Fixer Upper in 2017, our laundry room was right off the kitchen in a small closet. Why was it ever logical to put a laundry room right in between the garage entrance and a kitchen?! #designfail
When we remodeled our main level the following year, we removed that laundry setup and moved it to the basement in one of our storage rooms that was already plumbed for it, and majorly opened up our main level space.
Great for our kitchen and our overall flow of our main level, but now we have a laundry room in our basement…in a storage room…that also houses our HVAC systems.
Enter: Our current laundry room.
Here's what we are working with here: unfinished walls, concrete floor, and plenty of exposed pipes.
To the right of our washer and dryer, we have a space that houses our water heater and furnace…and more unfinished space.
Our ceiling is open with a very bright fluorescent light. This has majorly paid off when we did our main level remodel as all of our contractors could so easily access drainage, electrical, water lines, etc. But now that we've moved on, it's time to put in a proper ceiling, a better light, and maybe…just maybe…center that light, too. Now that you see how off-center it is, does it drive you as nuts as it drives me? 😏
And last but certainly not least, my "storage" area that houses everything from my grandmother's china to seasonal decor that never made it to the attic to extra diaper boxes. Oh my. There's no rhyme or reason to what gets tossed into this area, and more times than not, I've had to restack piles that have toppled over onto the floor. This has to change, guys. If I get only one thing done in this project, it will be THIS!
Knowing where I'm coming from, here are some of my goals for this space:
- Build a wall to separate the HVAC system from the rest of the room
- Move out storage bins to be housed in more appropriate places (i.e. attic, garage, garbage!)
- Add cabinets and drawers to hide extra cleaning supplies and laundry detergents
- Tile floor and walls with all the pretty things
- Add plumbing for a utility sink
- Design and build a cabinet to hide said utility sink
- Add a folding counter along wall
- Hang rods to hang clothes
- Add light fixture to the center of the room, replacing the off-center fluorescent light
- Finish the space with decor to brighten, to warm, and to make our laundry room a space I actually like spending hours of my life inside!
Put it all together and what do you get? My brain child. My design plan for this space, adding in all the pretty, bright features with tile and gold accent, contrasting against the moodier paint color on the cabinets and with the wood and leather touches.
This One Room Challenge is going to be such a major overhaul of this space and I can't wait to get started! Follow along each week as I reveal my projects, my progress, and maybe a little bit of cute kid helpers along the way. Keep up daily on my Instagram stories and posts as I try things for the first time (or the 100th time) and maybe we can learn some new things together!
And check out all the amazing participants in this season's 2021 One Room Challenge! I'm so thankful to be a part of this amazing group of innovators, creators, and brilliant DIYers. We're going to do some great things these next 8 weeks!


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Debbie Mishan, below, with the hundreds of entries from girls seeking to be featured in posters hung each month at her Fair Haven boutique, Skye Blue & BeTween. (Click to enlarge)
By JOHN T. WARD
The oversized, constantly changing photos of well-dressed young models you may have noticed in the window of Skye Blue & BeTween in Fair Haven aren't stock images provided by clothing manufacturers.
They're the store's 'tween customers, girls aged 13 to 16, the age "just before they start shopping at Urban Outfitters," says shop owner Debbie Mishan. And a spot in the boutique's frames has become one of the hottest tickets among adolescent girls on the Green and a marketing boon for Mishan and a local photographer.


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Honda City GN Front Under Bar
SUPERCIRCUIT HONDA CITY GN (2021-present) Front Under Bar.
- Strengthen the front lower chassis where the front axle crossmember is.
- Reducing front lower chassis flex for a more precised steering and maneuvering into and out of corners.
- Finished in our signature MATTE BLACK industrial grade heavy duty coating, it is just like the original and professional at the undercarriage.
For optimum chassis strengthening effect, match the above item with the SUPERCIRCUIT HONDA CITY GN FRONT STRUT BAR, FRONT LOWER BRACE, MID CHASSIS BAR, REAR STRUT BAR & REAR LOWER BRACE (sedan ONLY).
* fits both Honda City GN Sedan & Hatchback.


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On November 12, 2020, the Center for the History of Medicine hosted its 19th Annual Horace W. Davenport Lecture in the Medical Humanities, presented by Dr. Powel Kazanjian. Michigan Medicine's Lead Public Relations Representative, Kara Gavin, wrote an excellent summary of Dr. Kazanjian's wonderful lecture. If you missed the lecture, it is available on the Read more
CHM's 19th Annual Davenport Lecture now on YouTubeOctober 19, 2020
Dr. Navarro on NPR's "The Takeaway" and "Reset"May 20, 2020
Recently Dr. Navarro was asked to join WNYC's "The Takeaway" and WBEZ's "Reset" programs to discuss the deadly 1918 influenza pandemic and lessons we might apply to today's COVID-19 pandemic. Listen below: The Takeaway: https://www.wnycstudios.org/podcasts/takeaway/segments/lessons-learned-1918-flu-pandemic Reset: https://www.wbez.org/stories/how-does-covid-19-compare-to-the-1918-flu-pandemic/0b898451-0e0e-4a58-879c-3533afbf4cf0
Dr. Markel on C-Span discussing COVID-19 and past pandemicsMay 20, 2020
On May 6, 2020, Dr. Markel appeared on C-Span's "Washington Journal" live program to discuss past pandemics and the lessons we might apply from them as we deal with COVID-19. Watch here: https://www.c-span.org/video/?471792-5/washington-journal-dr-howard-markel-discusses-covid-19-past-pandemics&event=471792&playEvent
Dr. Navarro on NPR's "Here & Now"April 30, 2020
Recently, Dr. Navarro discussed the history of San Francisco's Anti-Mask League, formed in the winter of 1919 as the city wrestled with its influenza epidemic, and how social distancing measures then compare to the experience of Americans today. https://www.wbur.org/hereandnow/2020/04/29/pence-face-mask-coronavirus-1918-flu
Dr. Navarro on Slate's "The Gist" PodcastApril 23, 2020
Slate's Mike Pesca and his team recently asked Dr. Navarro to speak about the Center's influenzaarchive.org project as well as the lessons of the devastating 1918 influenza pandemic on "The Gist" podcast. Listen to the two-part podcast below. "Social Distance a Century Ago," April 21, 2020 "Good News, Bad News," April 22, 2020
Dr. Markel's latest media appearancesApril 22, 2020
The New Yorker: "How the Protests Have Changed the Pandemic" Tampa Bay News 10: "Is Florida flattening the curve? Here's how to read the charts" Associated Press: "Experts worry CDC is sidelined in coronavirus response" Forward: "Pandemics have always incited anti-Semitism. Here's the history you need to know" Philadelphia ABC 6 News: "US coronavirus toll passes Read more
LA Times features the Center's influenza archiveApril 20, 2020
In a recent piece on the differences in response and outcomes between San Francisco and Los Angeles to the 1918 influenza pandemic, Los Angeles Times journalist Jim Rainey relied heavily on the Center's The American Influenza Epidemic of 1918-1919 digital archive and city essays as well as data and an interview provided by Dr. Navarro. Read the Read more
Dr. Navarro speaks to Cleveland Public Radio about the lessons of the 1918 influenza pandemicApril 14, 2020
Listen to "The Sound of Ideas" from April 14, 2020 for the lessons of 1918 and how they might relate to the COVID-19 pandemic today. The program begins at the 22:45 mark. https://www.ideastream.org/programs/sound-of-ideas/ohio-manufacturers-step-up-to-make-ppe-lessons-from-the-1918-pandemic-take-out-tuesday
Dr. Markel in "The Gene: An Intimate History" post-screening discussionApril 13, 2020
Recently, Dr. Markel lent his expertise in a video discussion of the Ken Burns-produced documentary The Gene: An Intimate History, based on the bestselling book by Dr. Siddhartha Mukherjee. Dr. Markel appears at the 15-minute mark.
The New York Times asks Dr. Markel when New York City might reach its peakApril 7, 2020
The short answer: we don't really know. "Modeling is just one piece of data among a mosaic of data spread out on the floor that has not yet been put into place," Dr. Markel commented. Read the full story here:


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Treat your body and your mind at the spa. Here our guests can experience the otherworldly serenity that a mountain setting can bring. Unwind with massages, facial to full body treatments, and hair and nail salon care, or find your oasis in our relaxation lounge.
The spa features holistic treatments that pamper the body and rejuvenate the spirit. The spa has six expertly appointed treatment rooms, hair and nail salons, relaxation lounges with luxurious amenities, steam rooms and saunas, and a spa pool with cabanas that offer signature rituals. With expert finesse, our very own spa program takes you on an amazing spa journey with proven esthetic techniques and progressive therapies that pamper the body and rejuvenate the spirit.
As a spa guest, you will enjoy complimentary access to our relaxation lounges and our beautiful indoor spa swimming pool. Start planning your spa experience today!
Hours of Operation:
Sunday | 10 AM – 6PM
Monday | 10AM – 6PM
Tuesday | Closed
Wednesday | Closed
Thursday | 10AM – 6PM
Friday | 9AM – 8PM
Saturday | 9AM – 8PM
Phone: 845.428.7200 ext. 2131
Spa Day Pass – $59
Enjoy 3-hours of access to our luxurious amenities, steam rooms and saunas, relaxation lounges, and our beautiful indoor spa swimming pool & hot tub.
Available Sunday – Thursday. Additional terms & conditions may apply. Subject to availability.
Products We Use
East meets West, science meets total wellness. State-of-the-art ingredients merged with Asian beauty secrets for Truly Complete Holistic Wellness of Skin, Body, Mind & Spirit! Ling delivers visible results inside and out.
Margaret Dabbs London provides innovative luxury for fabulous hands and feet. Founded by the internationally renowned podiatrist, this brand specializes in products that the beauty and medical industries have embraced.
This extraordinary line of natural hair-care products was founded in Paris, France, by two people passionate about beauty. Leonor and Jean-Marie Greyl utilized knowledge of botanicals long before it was in fashion, and their products remain revered by the industry today. Environmentally friendly, their vitamin-infused shampoos and conditioners make hair brighter, softer, stronger and more radiant.
What you'll find in our products are only the purest ingredients; ingredients we want to be using on our skin every day. Organic shea butter, sustainably hand-harvested, along with soothing, nourishing botanicals like chamomile and green tea flood your skin with the healing powers of Mother Nature.
Please note that a mandatory service charge will be added for all a la carte services and Day Spa Packages. For your convenience, a suggested gratuity has also been added to your service(s). Gratuities are optional, can be adjusted, and are left at your discretion. Gratuities are retained in full by the provider(s) performing or staff contributing to the service(s). At our Spa we strive to provide you with the most relaxing and soothing spa experience from the moment you arrive to the moment you leave. Please refrain from using your cell phone. The Spa is considered an adult facility and spa services are reserved for guests 18 years of age or older. Select salon services are available for guests under the age of 18.


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IQtech is a young, innovative and dynamic organization that specializes in engineering, development, installation and commissioning of electrical installations.
Industrial automation determines the performance of your installations. Substantive knowledge of your sector is therefore a condition for developing a solution. This is the reason for us to specialize in the maritime sector and the production sector. As a result, we have both industry knowledge and the latest technology. To guarantee the highest quality, our employees are trained and / or certified at a high level.
No matter how large, complex and / or international your project may be, you will always have one point of contact with us. One contact person who is substantively informed. In this way we combine structured project management with inspiring interaction
Why IQtech?
With IQtech you choose a business partner whom you can count on. We use two core aspects in our organization:
Very high quality
We call our customers "Relationships"! And to make it profitable for both parties quality is number 1 on all our checklists. This applies to all components that we purchase as well as to the products supplied by us.
Low costs, so low prices
Due to low accommodation costs and the efficient working method of our employees, we can keep production prices under control. This means that the selling price of both single and series products is low and competitive with us.


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Silk'n Flash & Go Compact Hair Removal Device
Brand: Silk'n
Available from 1 seller (from $219.00 to $219.00):
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A more convenient way to remove unwanted hairThe all-new Silk'n Compact Glide is the perfect way to target unwanted hair on your body and face.* A versatile, easy-to-use design makes the Flash&Go Compact Glide perfect for removing hair on legs, underarms, bikini line and face whether you're at home or on the go. And with 150,000 pulses per device, you'll never need cartridges or refills.The Silk'n Flash&Go Compact Glide hair removal device is convenient, simple and painless. You won't require expensive laser treatments anymore, or have to put up with bumpy or irritated skin, like you do when shaving or waxing*. The Flash&Go Compact Glide works with gentle Home Pulsed Light (HPL) Technology to disable hair growth deep inside the follicle, giving you lasting hair removal results*.Portable, compact designConvenient at-home hair removalPainless and long-lasting results*No cartridges or refills to buyPerfect for removing hair on areas big and small*Safe and FDA Cleared*Results may vary based on hair or skin type. Color : Pink
Product attributes:
- apparel-accessory/age: Adult
- apparel-accessory/color: No Color
- apparel-accessory/gender: Female
- apparel-accessory/material: Material
- apparel-accessory/product-type: BEAUTY TOOL
- apparel-accessory/size: One Size
- apparel-accessory/style: Style
- manufacturer: Silk'n
- Part number: 15418461


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CREATE (TO) (v.)
RICHARDSON, Jonathan, An Essay on the Theory of Painting. By Mr. Richardson. The Second Edition, Enlarg'd, and Corrected, London, A. C. - A. Bettesworth, 1725.1 quotations
He that would rise to the Sublime must form an Idea of Something beyond all we have yet seen ; or which Art, or Nature has yet produc'd ; Painting, Such as when all the Excellencies of the several Masters are United, and their several Defects avoided.
The greatest Designers among the Moderns want much of that exquisite Beauty, in all the Several Characters, that is to be seen in the Antique ; the Airs of the Heads, even of Rafaëlle himself, are Inferiour to what the Ancients have done ; and for Grace to some of Guido : the Colouring of Rubens and Van Dyck falls short of That of Titian, and Coreggio ; and the best Masters have Rarely Thought like Rafaëlle, or Compos'd like Rembrandt. Let us then imagine a Picture Design'd as the Laocoon, the Hercules, the Apollo, the Venus, or any of these Miraculous remains of Antiquity : The Airs of Heads like what is to be found in the Statues, Busts, Bas-releifs, or Medals, or like some of those of Guido ; and Colour'd like the most Celebrated Colourists ; with the Lightest Pencil, and the most Proper to the Subject ; and all this Suitably Invented, and Compos'd ; Here would be a Picture ! Such a one a Painter should Imagine, and So set before him for Imitation.
Nor must he stop Here, but Create an Original Idea of Perfection. The Utmost that the Best Masters have done, is not to be suppos'd the Utmost 'tis possible for Humane Nature to arrive at ;