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Tag Archives: anxiety
The Rule of Three's
Physical injuries aren't a normal occurrence in my life. And this year it seems as if I'm oddly accident-prone. In December, I twisted my ankle. Or foot, more accurately. While dancing at a playwriting retreat, I jumped up… and fell … Continue reading
Posted in Life Tagged american expat, anxiety, Canada, seasonal affective disorder, Toronto, winter 2 Comments
Beyond a Book Review: The Great Work of Your Life by Stephen Cope
The second nonfiction book I read after returning from Asia. I've been lucky with three amazing choices over the past few months–here was the first. I waited to write about The Great Work of Your Life by Stephen Cope because every … Continue reading
Posted in Reviews Tagged anxiety, book review, dharma, mental health, poetry, robert frost, stephen cope, the great work of your life, yoga 3 Comments
Beyond a Book Review: Creativity, Inc. by Ed Catmull
When I returned from Asia, still burnt out on struggling to make things work, I didn't think a nonfiction book written by Pixar's President would help me feel ready to get back to work. But it was the first book … Continue reading
Posted in Reviews Tagged american expat, anxiety, book review, creative writing, creativity, management, mental health, mental illness, mental model, Pixar 5 Comments
My Mountain Metaphor
Memory #1 from my first trip to Asia. A month ago when I first mentioned how climbing Mount Fuji was a metaphor for me to my parents, they told me to stop making metaphors out of everything. True, I have a … Continue reading
Posted in Life Tagged american expat, anxiety, creative writing, japan, mental health, mount fuji, Travel 2 Comments
Challenges Are Challenging
The lull from my first few weeks as a graduate student is ending. It's not the end of the world or the end of my fun; I knew it was coming . . . and yet, the anxiety and impatience … Continue reading
Posted in Beginnings, Life, Reviews, Theatre Writing Tagged anxiety, Buddies in Bad Times, challenges, dramaturgy, graduate school, performance theory, review, theatre, Toronto, Travel, york university Leave a comment
My Hidden Shadow, Anxiety at the Transition
Written August 31, 2013 I'm finally here in Toronto. Settling in is a process, but it's moving along. I'll be posting about all the exciting sights, explorations, and new friends soon. For now, I do want to dedicate one post … Continue reading
Posted in Beginnings, Life Tagged anxiety, Canada, confession, graduate school, Kafka, summer, the trial, threshold, Toronto 2 Comments


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Submitted by jaylon01 • December 6, 2013 www.sourcescanagency.com
Factory Audits are a part of the factory inspection. They are necessary as they help to identify the weak areas of the production process. They should be conducted frequently so that the management can take decisions and find out ways to improve the production process by rectifying the faults or errors.
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subset: commoncrawl


text: All images on this site are © Erin Alfaro Photography 2008-2010 and are protected by Federal Copyright Law. All content on this site (including client galleries) may NOT be copied, reproduced, printed, distributed, screen captured or used in any way without written permission from the photographer. Infringements will be dealt with as a contract violation, not just as a Federal Copyright case. All images have been watermarked to prevent use of photos for unauthorized purposes. You wouldn't steal from a store, please don't steal from me. Thank you for understanding and respecting my business and my work.


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Hi Guys, Today we are spreading the holiday season's joy with our amazing free holiday season social media icon Set. Hope you guys like it. This set easily customized, Provided in 256×256 PNG and JPEG formats. You can easily change color and size using Photoshop, add your touch, play around. This is the first freebie of this month and plenty more are on their way so keep visiting and get your load of free holiday seasons gifts from Websoulz every week.
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What is S-Card?
Transportation: airport
To the airport 10 km.
Savo-Karjalan Linja Oy operates bus service from the airport to the centre of Joensuu. The bus will leave about 10 minutes after the flight has landed. The bus will wait for passengers coming from their flight (max. 45 minutes if the flight is delayed). Airport transit from the centre of Joensuu to the airport departs 60 minutes before the departure of the flight, Koskikatu 4.
Price 4,50€ / person, 2,30€ / child (7-16 years old). You can pay only in cash in the bus.
The airport bus operates for domestic flights Joensuu–Helsinki–Joensuu every day.
80100, Joensuu


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Rose Hip Tea is an original artwork character by the Japanese artist, Sakizo. She does amazing work and created these insanely gorgeous characters, often with a food, beverage, flower, etc. theme. They vary in style a bit, and the one I chose as my first attempt to create in costume has a kind of rococo victorian influence. I'm actually not really sure what the "correct" way to describe it is. :P
So the first thing I started working on / worrying about was the skirt fabric. I had to be that perfect pale peachy pink color and nice looking, however synthetic so I could do the scallops. After much searching and exasperation, I found some (pricey but worth it) polyester taffeta in the perfect color. It looks really nice despite being synthetic, and allowed me to use a soldering iron to cut all of the scallops on the edges. I used a small glass candle holder as a "stencil." It was VERY stinky and probably bad for my brain cells and lungs (I used a mask but didn't have a respirator like I should have). I did make sure to not breath it in too much without constantly getting fresh air. Anyway that was probably the coolest thing about this project!
There are 3 gathered layers to the skirt, the bottom being biggest and gathered tightly on the ends to make a bubble-ish shape. On the front of the skirt is simple apron made of ivory cotton sateen and hand-sewed trim with some really nice lace I got from Etsy. The skirt was then sewn onto a waistband with hooks and snaps for closure. To make it really poof up over my butt, I made a basic crescent shaped bum pad out of white broadcloth with tulle strips layered on top.
The main fabric for the shirt is an ivory cotton jersey with a nice sheen to it. The front decorative piece and sleeve ends are ivory cotton sateen and various laces I had around. The rick rack and other brownish trim was originally white, and I colored it with a brown/gold sharpie by hand (was synthetic and I didn't feel like buying poly dye. This may have been a huge mistake, I'll find out when I wash it haha.) The rose motif lace around the wrists I also ordered from Etsy. The sleeves I quilted myself out of the ivory cotton sateen and batting. For the ruffles over the sleeves, I "hemmed" it with a tiny sulky brown satin stitch, using stabilizer to help. (Could have used my serger to make it easier I guess, sometimes I don't know why I do the crazy inefficient things I do). I dotted the diamond corners with brown Swarovski crystals, alternating shades a bit for more interest. The rose buttons I found on clearance and painted gold.
The ascot is a combination of the ivory cotton sateen, lace, and scalloped taffeta used everywhere else. It ties on with ribbon. I was dumb and couldn't find a cameo I liked (I know right? They are so common but I couldn't find it when I needed it) So I painted one I found in a set of victorian buttony things.
The corset is an underbust corset I modified from a historical pattern. I dyed silk dupioni with a couple of different dark pinks to get the watercolor effect. I wonder-undered it to a stiff twill (in an attempt to mimic coutil) and used seam allowances and twill tape to make the boning channels. I used 1/2 inch flat and spiral steel boning. The back has antique brass grommets, no opening in the front. The front "lacing" is just ribbon. The corset is lined with a pretty pink flowery brocade I had sitting around since high school.
I made the tights myself out of the ivory cotton jersey. The stripes are actual ribbons I sewed on. I had to put the tights on and pin the ribbon strips carefully, then sew on the machine. This was super hard. The designs are painted on with fabric paint and Swarovski crystals. Underneath the skirt I made a pair of bloomers, using the same fabrics/ribbon/lace, etc. as the rest of the outfit. the back is the cotton jersey with elastic in the leg holes so it could stretch over my butt.
All of the other ribbons tied in various places were painstakingly made. I couldn't find striped ribbon, so I wonder-undered tiny ribbons to bigger ribbons. Any striped ribbon you see, I did that. The large velvet ribbon I hand stitched the white stitching and painted the edges gold.
The wig is kinda awful, but it went through a lot. It started as a white pigtail wig from Epic Cosplay. It was supposed to be blonde, but I didn't want to go through the effort of returning it and decided to try to dye it. Oh man was that an awful experience. I tried the sharpie method several times with different colors, Rit dye, etc and only got a super pale kinda blondish color. I didn't try poly dye, which I now know to use. I sewed in wefts from 2 different wigs to extend the pigtails. Its quite special. The hat is a thick headband with roses and ribbons glued to it. The back piece is stabilized cotton sateen with leftover lace on it. The teacup I got from a kids set and painted.
The boots are clearance sexy referee boots, hah. I sharpied out most of the stitching and painted in the longer stitch lines.
I think that's everything! I did spend a fair amount of time on this, and really took my time to execute it well and catch every detail as accurately as I could. I only have the one angle reference, so the back I just had to make up.
I got a few nice pics at Katsucon, and hope to get more sometime this year!


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Hotel City Gold & Restaurant
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Room Description
Room Amenities
- Attached Bathroom
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- maker
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About Hotel City Gold & Restaurant
Situated on Cantt Road, Hotel City Gold Restaurant is one of the popular hotels in Dharamshala. This one storeyed property has a total of 6 large, well maintained rooms. The hotel rooms are well- equipped with basic amenities like a television, room heater and an attached bathroom.Located away from the folderol of the noisy city, this property provides a heavenly experience unlike the other ubiquitous hotels. Hotel City Gold Restaurant is one of the best hotels in Dharamshala. This property provides decent accommodation and excellent facilities. Free parking service is given to all guests. Laundry facility is also available. Room service is provided to all patrons. However, the prime attraction of the property is their in-house restaurant which serves scrumptious delicacies.
No of floors: 1 | No of rooms: 6
Checkin Time: 1200 pm
Checkout Time: 1200 pm
Hotel Amenities
- Restaurant
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- Room Service
- Parking
- Laundry Facilities
- Room Heater
- Smoking Rooms
- Premium TV Channels
- Attached Bathroom
- Television-Room


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The targets come from EU legislation adopted in 2011. Similar to legislation already covering passenger cars, Member States must report all new vehicles sold each year. Each manufacturer has an individual target, calculated using the average mass of their registered vehicles. All individual manufacturer targets in combination make up the European industry target – by 2020, emissions should be on average below 95 gCO2/km for new cars and 147 CO2/km for new vans.
Hans Bruyninckx, EEA Executive Director, said: "To cut emissions significantly, manufacturers will need to improve the technology of their vehicles and sell more efficient models. The good news is that there is huge potential for using new technologies which are well-suited to the way vans are used, including electric or hybrid vehicle technology."
This is the first time such data have been published by the EEA. The data are provisional and subject to confirmation, final figures will be available by the end of the year.
The collection of data for vans is more complex than for passenger cars, due to the relatively high number of vehicles type-approved in multiple stages. In the case of multi-stage vans, the base vehicle manufacturer is responsible for the CO2 emissions of the final vehicle, according to Regulation (EU) No 510/2011. The current monitoring system cannot adequately capture these vehicles, which means that the current database is not yet fully representative of the new vans to be targeted by the legislation. The European Commission and the European Environment Agency are working together with Member States and van manufacturers on a method to improve the data collection for the coming year.]]>
The EU has a target for the average new passenger car to emit less than 130 grams of carbon dioxide per kilometre (g CO2/km) by 2015. Within this overall target individual manufacturers have specific targets, calculated using the average mass of their fleet. This means that the vehicle fleet can stay diversified by allowing higher emissions from heavier cars than from lighter vehicles.
The targets will be gradually phased in to apply to an increasing proportion of cars - 65 % of the fleet is taken into account for 2012 targets, rising to 100 % in 2015. Manufacturers have a long-term target of 95 g CO2/km by 2020.
According to EU legislation, manufacturers can pool their fleets to receive a collective target, and smaller manufacturers can apply for special derogations. In 2011, 20 derogations were granted and all declared pools were in line with the estimated 2012 targets.
Next year the EEA will publish data showing whether the targets were met in 2012. If carmakers do not meet the targets, they will have to pay 'excess emissions premiums'.
"Some carmakers have made deep efficiency improvements in recent years, showing what is possible," EEA Executive Director Jacqueline McGlade said. "However, the transport sector needs to reduce greenhouse gas emissions by 68 % between 2010 and 2050. This objective cannot be met with technical improvements alone, it will also require a significant reduction in transport demand and a shift to greener transport modes."
Above: Distance to 2012 target by individual manufacturers in 2011 (only manufacturers registering >100 000 vehicles in Europe).
In 2013 EEA will collect and analyse for the first time Co2 emission from vans under the Regulation 510/2011.
Although air pollution has decreased over the last two decades, it is still a major problem in many areas. 'Euro standards' for vehicles have not succeeded in reducing real NO2 emissions to the levels set out in the legislation although they have made substantial improvements to air quality overall.
Increasing transport of goods is also leading to poor air quality. Freight was one of the main causes of the high levels of NO2. Increased shipping over the last two decades has also meant that emissions of acid rain-causing sulphur oxides have only decreased 14 % since 1990, despite major efficiency improvements.
Jacqueline McGlade, EEA Executive Director, said: "One of the big challenges of the 21st Century will be to mitigate the negative effects of transport – greenhouse gases, air pollution and noise – while ensuring positive aspects of mobility. Europe can take the lead by intensifying its work in the area of technological innovation in electric mobility. Such change could transform inner city living."
In 1999, many of the countries that now comprise the European Union committed to cut emissions of air pollutants under the Gothenburg Protocol of the Convention on Long-Range Transboundary Air Pollution (LRTAP Convention). The EEA's annual "European Union emission inventory report 1990-2010 under the UNECE LRTAP Convention" presents a summary of the main emission trends over the past decades. It shows that 11 countries exceeded the 2010 'ceilings' for the four important air pollutants regulated under the Protocol. These pollutants can lead to breathing problems, acid rain and eutrophication.
"In the last two decades we have cut the amount of pollution going into Europe's air," EEA Executive Director Jacqueline McGlade said. "Regulation both in the EU and internationally works when it is properly implemented. The fact that many countries missed their emissions ceilings in 2010 shows we need to continue our efforts to safeguard European citizens' health."
A combination of different measures have reduced emissions of SOx by 82 % between 1990 and 2010. This success can be attributed to desulphurisation technology installed in many industrial sources, and EU directives which led to sulphur reduction in some liquid fuels. This cut is also partly due to power stations and industry switching from high sulphur-containing solid and liquid fuels to low-sulphur fuels such as natural gas.
Emissions of NOx have almost halved between 1990 and 2010. The 47 % reduction of NOx emissions over this period was largely due to the introduction of the three-way catalytic converter in petrol vehicles, as well as reductions from industry as a result of tighter controls on emissions.
Together with NOx, emissions of two other main air pollutants responsible for the formation of harmful ground-level ozone have dropped significantly since 1990. Carbon monoxide fell by 62 %, NMVOCs fell by 56 %. This improvement was also helped by improved vehicle catalysts in road transport.
The agricultural sector is responsible for the vast majority of ammonia emissions – 94 % in 2010. NH3 fell by 28 % between 1990 and 2010, although the most reductions occurred in the early 1990s and emissions have since been rather stable. The largest reductions have been reported by Poland, the Netherlands and Germany. All other countries except Cyprus and Spain also reported decreases. The report attributes reductions in ammonia emissions largely to better animal manure and fertiliser management techniques.
The Gothenburg Protocol of the UNECE (United Nations Economic Commission for Europe) Long-range Transboundary Air Pollution (LRTAP) Convention sets emission ceilings for four pollutants (NOx, NMVOC, SOx and NH3) to be achieved by 2010. The Gothenburg Protocol has been signed by most of the European Union Member States (excluding Estonia and Malta), and by EEA member countries Norway and Switzerland.
In May 2012 the protocol was amended to include, amongst other changes, new emission reduction commitments for 2020 for NOx, NMVOC, SOx, NH3 and also PM2.5. The amended protocol has not yet entered into force.
For the EU Member States, the 2010 ceilings set by the National Emissions Ceilings (NEC) Directive are either equal to or more ambitious than the Gothenburg Protocol's ceilings. For both, countries must also meet the ceilings in each year after 2010.
However, reporting by Member States under the Gothenburg Protocol and the NEC Directive can differ. For example, some countries choose to report emissions from additional sources under the Gothenburg Protocol, leading to more sources than those submitted under the NEC Directive. This explains for example why Denmark exceeds its emission ceilings for NMVOC and NH3 under the Gothenburg Protocol but not under the NEC Directive as was documented in EEA's recent NEC Directive status report.
Moreover, a number of countries have reported more recent data under the Gothenburg Protocol than were available when EEA's assessed the emissions data reported under the NEC Directive. In the case of Finland, updated emissions data for 2010 are below their Gothenburg Protocol emission ceilings and in contrast to the earlier results presented in the NEC Directive status report, are also now lower than their NEC Directive ceiling for that year.
The EEA publishes the data from the inventory report in the air pollutant emissions data viewer, a searchable web-based interface that simplifies access and analysis. The data viewer shows emission trends and graphics for the main sectors and allows comparison of emissions from different countries and activities.]]>
In addition, the long-term reduction of emissions has been influenced by an increasing uptake of diesel cars, an ongoing trend which continued in 2011. The gap between average CO2 emissions of new diesel and petrol vehicles has been narrowing in recent years – in 2011 it was just 3.2g CO2/km. In 2011, 55.2 % of the vehicles registered in 2011 in Europe were diesel vehicles, an increase from 51.3% in 2010.
Jacqueline McGlade, Executive Director of the EEA said: "We can see new cars becoming more efficient year-on-year – a good example of regulation helping industry to make real improvements. It is also encouraging to see sales of electric cars starting to climb."
In the EU, CO2 emissions from road transport have increased by 23 % between 1990 and 2010, becoming responsible for approximately one fifth of the EU's total emissions. In order to cut greenhouse gas emissions from transport, carmakers have a collective target for the average car sold in the EU to emit a maximum of 130g CO2/km by 2015 and 95g CO2/km by 2020. Last year the EEA reported that manufacturers had some distance to go to meet the 2015 target. However, on present trends, the industry as a whole is on track to meeting the 2015 CO2 target.
The preliminary figures will now be verified by car manufacturers before they are confirmed by the European Commission later this year.
Click for larger figure
Source: Monitoring of CO2 emissions from passenger cars
For the second year, EEA has collected Member States' data on passenger cars registrations, in accordance with the Regulation 443/2009, and collated them in a database which covers all passenger vehicles registered in Europe in 2011.
Data collected includes information on CO2 emissions and mass of the vehicles, reported by all Member States in order to evaluate the performance of the new vehicle fleet towards the CO2 emission target (130g CO2/km by 2015).
According to Article 8 of the Regulation 443/2009, Member States must submit information to the European Commission for each new passenger car registered on their territory. There were some late submissions this year, although the EEA has noted improvements in the data submitted for some Member States.]]>
The EEA report on transport and the environment shows that some efficiency gains have been made. For example, new cars in 2010 were approximately a fifth more efficient than in 2000. However, these relatively modest gains are often outpaced by growing demand, even if the recession slowed activity in some areas. Between 1990 and 2009, demand for transport grew by approximately one third, leading to a 27 % increase in greenhouse gases (GHGs) from transport in the same period.
New targets proposed in the Commission's Roadmap will frame policy making at the European, national and municipal level in order to tackle environmental issues connected to transport. The report shows there are significant opportunities for policy makers to address these problems coherently, for example by addressing air quality and climate change together.
For the first time, the EEA has developed a baseline to assess progress towards the transport sector's environmental targets. These include targets for greenhouse gas emissions, energy consumption and noise. A core set of 12 indicators has been developed, spanning a wide range of policy areas.
'Laying the foundations for greener transport' is the latest in an annual series of reports published by the European Environment Agency under the Transport and Environment Reporting Mechanism (TERM).
The European Annual Air Quality Report 2011 provides an overview and analysis of air quality in Europe. The evaluation of the status and trends of air quality is based on ambient air measurements (1999-2009), in conjunction with anthropogenic emissions and their trends (1990-2009).
The TERM report includes a chapter on carbon dioxide (CO2) emissions from cars. In coming weeks, the EEA will release updated data on manufacturers' progress towards CO2 targets for new cars. This will be published on www.eea.europa.eu.
In 2012, the TERM report will track progress against the baseline established in this report for the first time.
Transport GHG emissions were defined in the Kyoto Protocol agreement as the emissions from the combustion and evaporation of fuel for all transport activity, regardless of the sector, but excluding international aviation and maritime transport (international bunker fuels). The GHG emissions target for transport in the Commission's Roadmap is defined as the emissions counted under the Kyoto Protocol, plus international aviation (but excluding international maritime transport). Figures are in CO2 equivalent.
Freight transport: This includes road (national and international haulage of Heavy Good Vehicles, including cross-trade and cabotage), railways and inland waterways.
The road transport sector bears most of the blame for the anticipated exceedances, contributing to more than 40 % of total EU-27 NOx emissions in 2009. Furthermore, although emissions from the sector have decreased since 1990, the reduction over the past 2 decades has not been as large as originally anticipated. This is partly because the sector has grown more than expected and partly because vehicle emission standards have not always delivered the anticipated level of NOx reductions.
Even taking into account NOx control measures already in place within the Member States, the NOx emissions for the EU-27 are still projected to be 6 % above the aggregated Member States limits (known as the Annex I ceilings) and 17 % above the stricter ceiling for the European Union as a whole (the Annex II ceiling) set for 2010.
Some Member States, such as the Netherlands and Slovenia, expect to exceed their respective NOx ceilings by only small margins (less than 5 %). In contrast, Germany and France expect to exceed their ceilings by 328 kilotonnes and 275 kilotonnes respectively - equivalent to exceedances of 31 % and 34 %. Austria, while expecting lower surpluses in absolute terms, anticipates exceeding its ceilings by an even larger margin (40 %).
For the other three pollutants (SO2 – primarily from fuel combustion for electricity generation and by industry, NMVOCs – from the use of solvents and from the road transport sector, NH3 – mainly from agriculture) the EU-27 projections are all below the emissions ceilings defined by the directive. Most Member States also anticipate meeting their emission ceilings for these pollutants as displayed in the following table.
Member State
Czech Republic
United Kingdom
A '√' indicates that the Member State anticipates meeting its emission ceiling for a pollutant, while 'x' indicates that a ceiling is expected to be exceeded.
(1) Member State emission ceilings are compared against reported 'with measures' (WM) projections. WM projections take into account currently implemented and adopted policies and measures. The projections data can be considered as preliminary estimates of emissions in 2010. More detailed emissions data for the year 2010 will be reported at the end of 2011. These data will allow a more reliable assessment of the emission reductions achieved by Member States.
The European Commission has recently launched a comprehensive review of its air policy, building on the 2005 Thematic Strategy on Air Pollution (TSAP) and Clean Air for Europe (CAFE) initiatives. This follows discussions and agreement within the Commission that further actions to improve air quality are a pressing need. The Commission plans to focus on a number of immediate measures and a more comprehensive review of EU's air policy by 2013 at the latest.
This revision of policy, including the NEC Directive, is expected to propose stricter emission ceilings for 2020 in order to protect health and the environment further. It could also, for the first time, introduce a ceiling for fine particulate matter (PM2.5). In the absence of new legislation, however, the NEC Directive remains in force and requires that future emissions stay below national ceilings also after 2010.
Separately, discussions over setting new 2020 national emission ceilings for European countries have started within the UNECE's Convention on Long-range Transboundary Air Pollution.
The EEA publishes the data from the NEC Directive status report 2010 in an air pollutant emissions data viewer, a searchable web-based interface that simplifies access and analysis. The data viewer allows users to compare emissions from different countries and their proximity to the emission ceilings.
The theory is simple enough. Lower speed limits on motorways should reduce fuel consumption and pollutant emissions, particularly for passenger cars. Assuming smooth driving (little acceleration and braking), current technology passenger cars and total compliance with speed limits, it is estimated that cutting the motorway speed limit from 120 to 110 km per hour would reduce fuel consumption by 12 % for diesel cars and 18 % for gasoline cars.
Of course, these assumptions are quite artificial. In reality, a variety of factors are likely to limit the fuel savings, including the energy efficiency levels of the vehicle fleet, driving patterns, speeding and traffic congestion. In a more realistic scenario — including speed limit exceedances and frequent fluctuations in driving speeds — the actual fuel savings would be just 2–3 %.
The debate around motorway speed limits is timely, given the urgent need to address global warming and air pollution.
Compared to 1990, the EU has significantly reduced its total greenhouse gas (GHG) emissions, with policy and technology helping break the link between economic growth and GHG emissions in almost all sectors. The only clear exception is transport, where GHG emissions actually rose by 25 % between 1990 and 2008 in the 32 EEA member countries (these numbers exclude the international maritime and aviation sectors).
Transport accounts for nearly 20 % of the European Union's greenhouse gas emissions with carbon dioxide (CO2) comprising the main component of transport emissions (99 %). Road transport is, in turn, the largest contributor to CO2 emissions from the transport sector (around 94 % in 2008), thus accounting for more than 18 % of the EU-27's total emissions. As such, Europe must tackle transport emissions if it is to achieve significant reductions in its overall GHG emissions.
Evidently, transport sector's impact on the environment is not limited to GHG emissions. Notwithstanding recent reductions in air pollutant emissions, road transport remains the largest emitter of nitrogen oxides (NOx) and the second largest contributor of pollutants forming particulate matter (PM). Lowering speed limits (thereby reducing fuel consumption) and cleaner technology, in particular for diesel vehicles, would reduce NOx and PM emissions and consequently help improve Europe's air quality.
New vehicles are, on average, more energy-efficient than older vehicles. The recent EU regulation on cars and CO2 and the agreement on similar legislation for light commercial vehicles will improve this further. Unfortunately, however, full fleet penetration of these new technologies is expected to take almost two decades. Moreover, reductions in GHG emissions are likely to be offset by the expected growth in transport volumes. Other measures must therefore be considered to achieve cut GHG emissions and energy consumption in the short term.
Setting a speed limit requires striking a balance between mobility, safety and the environment. On a 200 km long trip, the reduction of the speed limit from 120 to 110 km/hour would mean an extra travel time of around eight to nine minutes, assuming perfect traffic flow.
Are European drivers ready to accept slightly longer travel times? The answer is probably "yes". According to a recent public poll (Flash Eurobarometer Report, no. 312, Future of Transport), about two thirds of EU citizens were willing to compromise a car's speed in order to reduce emissions.
The reality on the roads, however, appears to be quite contradictory. Around 40–50 % of drivers (up to 80 % depending on the country and type of roads) drive above legal speed limits ([1]). Clearly, drivers' theoretical support for lower limits is not enough. Compliance and tighter enforcement are also essential to achieve concrete results.
[1] Speed management OECD-ECMT 2006]]>
The EU introduced the Euro emission standards for road vehicles and directives on Integrated Pollution Prevention and Control (IPPC) and Large Combustion Plants (LCP) to reduce air pollutant emissions from these sources. But how effective have they been?
A new EEA study 'Impact of selected policy measures on Europe's air quality' aims to provide an answer, analysing how much these policies have reduced air pollutant emissions and improved Europe's air quality compared to a 'no-policy scenario'. It also explores how much better air quality could be if the policies were fully applied.
As the source of substantial and rapidly growing greenhouse gas emissions, transport must clearly be part of a global agreement to mitigate climate change. In its current form, however, the Kyoto Protocol ignores the international maritime and aviation sectors. The omission is perhaps not surprising — after all, setting up a system to allocate international transport's emissions to individual countries is no easy task. But it is a significant flaw, since the two sectors together account for around a quarter of all transport emissions.
Despite its shortcomings, the COP-15 climate summit in December 2009 succeeded in bringing transport closer to climate mitigation discussions. Almost all participants recognised that international transport emissions need to be addressed as part of broader efforts to mitigate climate change. Consequently, the relevant United Nations bodies — the International Maritime Organization and the International Civil Aviation Organization — were asked to work towards an agreement on reducing emissions.
The European Union is likewise adamant about tackling emissions from all forms of transport. Commission President Jose Manuel Barroso has made it clear that decarbonising transport is a priority for his second term. Similarly, the new Commissioner for Climate Action, Connie Hedegaard, has stressed the importance of developing a low-carbon strategy for transport.
Climate mitigation has thus moved to the heart of transport policy and indeed to the heart of EU policy. Scientists talk about the need for a 50 % reduction in global greenhouse gas emissions by 2050 and 80–95 % reductions on the part of developed countries. And transport will clearly have to contribute. Today the sector accounts for around one quarter of all EU emissions, so we can only meet these long-term emissions targets if we reduce emissions from the transport sector.
The scale of transport's GHG emissions clearly demands a policy response. Transport is generally not exposed to international competition, meaning that a trip from Paris to Poznan cannot be replaced by one from Singapore to Sidney. There is therefore no real risk of 'carbon leakage' with emissions that are regulated in Europe simply moving abroad. This, in principle, makes transport a good candidate for emission trading as a means to regulate emissions.
Two other criteria should also be met before embarking on a trading scheme. First, the number of operators in the market must be limited in order to make the allocation of allowances manageable. Aviation meets this criterion and emission trading will start in coming years. Maritime transport could also meet this criterion but verification is more difficult because ships can carry fuel for longer periods of time than planes. Rail is already covered by emission trading as the electricity used is bought from a sector under emission trading. Road transport, however, cannot meet the 'limited number of operators' criterion as each driver is essentially an operator.
Second, the carbon price should be high enough to induce a change in behaviour. The current carbon prices would add less than 1 ¢ per kilometre to the cost of driving a car (less than 4 ¢ per litre of fuel). Compared to present fuel taxes it is insignificant and therefore unlikely to have any impact on behaviour.
Some issues have already been addressed. New passenger cars have been put on a trajectory towards emissions of 95 g CO2/km by 2020 — almost a 50 per cent cut compared to 1990. Unfortunately traffic levels are growing at around the same rate as average emissions are projected to fall, meaning that the net effect may still be far from what we need.
Initiatives exist to include vans and, with a longer time perspective, trucks into the emissions target. But without complementary measures there is still a risk that most improvements will be offset by the growth in traffic. Indeed, more efficient vehicles may lower transport costs in the long run, thereby increasing the demand for transport (a phenomenon known as 'the rebound effect'). This process is already apparent in the airline industry. Half a century ago few could afford a vacation in Thailand but now it is available to a broad segment of society.
The changes that are needed are thus profound. Transport is an integral element of our lives and changes therefore affect us all. Small incremental adjustments may not be enough to deliver a shift away from a carbon-based paradigm. Instead, addressing the climate challenge requires us to create a vision of what the transport system should be like by the middle of the century, so that it can be debated. The process of establishing a new Common Transport Policy for the EU is essentially about creating this vision and then filling it out with policies that can deliver its goals. This will be the real challenge in creating a pathway towards a de-carbonised transport sector.]]>
At the same time, utilities, car manufacturers, battery producers and academics are joining forces on initiatives such as the EURELECTRIC Task Force on Electric Vehicles and EpoSS, the European Technology Platform on Smart Systems Integration. Together with the European Investment Bank the European Commission has launched the European Green Cars Initiative, with EUR 5 billion partly dedicated to the research, development and manufacturing of batteries and electric cars and to demonstration projects.
This flurry of activity seems to indicate that the electric car is heading for a major breakthrough at last - but is it here to stay this time? History calls for caution. The production of electric vehicles began as far back as 1838 – 52 years before combustion engine vehicles. However, after 1913 the mass commercialisation of the combustion engine led to a rapid decline in electric vehicles. Attempts to reintroduce electric vehicles in past decades have for the most part been unsuccessful and they still represent a very small, niche market.
Yet today the future looks brighter. A great deal of progress has been made in battery technology and electric vehicles are expected to re-enter the market on a large scale within the next couple of years. Based on a moderate growth scenario, by 2050, electric vehicles could represent more than 60 % of new sales and constitute up to 25 % of the global car fleet. However, estimates of the extent of future deployment vary greatly, as there is still some uncertainty in relation to the development of technology and future consumer behaviour.
Electric vehicles have zero tailpipe emissions, but there are, of course, emissions involved in the production of electricity. One major benefit of electric vehicles is the "displacement" of harmful air pollutants from urban to rural areas, where population exposure is lower. Noise levels are also lower, particularly in urban driving conditions.
Another major advantage of electric vehicles is their energy efficiency. With a tank-to-wheel efficiency in the range of 60 to 80 %, they outperform conventional cars four-fold. Generally, electric vehicles show greatest energy savings at low speeds and in situations involving frequently-changing driving dynamics, which is another reason why cities are a prime target market.
Thanks to their energy efficiency, and assuming that electricity generation will be even greener in the future, electric vehicles could contribute to a considerable reduction in greenhouse gases. Given the ongoing debate on climate change, this could prove to be an important factor. Indeed, transport is responsible for more than a fifth of the EU's greenhouse gas emissions and it is the only sector with growing emissions. While the improvement of internal combustion engines still offers considerable potential for reducing emissions per kilometre driven, reductions in greenhouse gas emissions over and above 50 % will require new technological solutions, such as the electric vehicle.
Compared to conventional vehicles, and based on the current average European electricity supply, electric vehicles have 50 % less emissions. Further benefits can be achieved if the carbon intensity of power generation continues to decrease with further greener and renewable energy sources.
There are, however, still some obstacles related to green electricity supply, the as yet expensive battery technology, the limited driving range and the need for a dense network of electric charging facilities. To overcome these obstacles, innovative business models are being developed to help transform automotive transport.
To be a success, the electric car has to be introduced onto the market as part of an overall transport and energy concept rather than stand-alone technology. If millions of vehicles are to be connected to electricity grids without a negative impact on the environment, there must be an integrated approach to power supply and demand (from electric vehicles), to ensure the use of green electricity sources. Otherwise, the anticipated increase in peak load demand would require new investments in electricity generation and grid capacity.
Scientists and engineers from the automobile industry and electricity supply companies are already working on 'smart electricity grids' for the vehicle-to-grid connection interface. This will enable electric vehicles to become an inherent part of the electricity supply and distribution system. Electric cars would not only run on green electricity, but could also be used to store and supply electricity back to the grid when needed. In this way, electric transport would also boost the further development of green electricity.
Today's battery costs have a price premium of EUR 15,000 to 40,000. As technological progress is made and economies of scale begin to kick in, this could decrease to under EUR 10,000 in the mid-term and EUR 5,000 in the longer-term. To compensate for these higher costs, some countries and cities have announced important incentives, such as tax rebates and subsidies, free parking in urban areas and exemption from congestion charges and road taxes.
Another promising way of limiting battery costs is the battery leasing formula, whereby the electricity company owns the batteries and leases them to car owners. The Norwegian THINK City electric vehicle initiative already offers such a battery-leasing concept. The vehicle manufacturer retains the ownership of the batteries, which also guarantees the supply of the most advanced battery technology and replacement in the event of deteriorating performance.
Currently, the driving range of electric vehicles is limited to around 200 kilometres. A dense charging infrastructure is needed in public spaces to permit frequent recharging during idle hours. There is also the time element to consider; recharging a battery can take from 3 to 8 hours, assuming a conventional plug-in to the electric grid. Given that vehicles are parked an average of 95 % of the time, this should not pose a problem if charging points are widely available.
In addition, innovative charging solutions are in the pipeline. High-power, fast charging stations could reduce the charging time to less than 30 minutes. Smart grid systems for the vehicle-to-grid connection interface could allow an optimisation of battery charging. This, in turn, could become attractive to utility companies with regard to the management of the electric grid and the fluctuating supply and demand of energy.
An important frontrunner in this regard is 'Better Place', a US start-up company that plans to build a dense network of battery charging and exchange stations for electric vehicles. Together with a Renault-Nissan alliance, Better Place has been developing prototype electric vehicles on which battery exchange takes only a few minutes. A leasing scheme will provide both the battery system and the energy supply. The subscription model, similar to that for mobile phones, would charge drivers of electric vehicles according to the distance travelled. The first charging networks are due to begin operating in 2010/11 in Denmark, Israel and Portugal. Similar projects are planned in other countries, including the US (California and Hawaii), Canada (Ontario) and Australia.
For the electric car to achieve a large-scale breakthrough, technology and smart transport - energy systems alone will not suffice. Electric vehicles will only have a positive impact on the environment if they replace a significant amount of the mileage driven in conventional cars. A fundamental change in purchasing and mobility behaviour is therefore crucial. This is where lifestyle choices and mobility planning come in.
In Europe, more than 80 % of car journeys average below 20 km and Europeans drive less than 40 km per day. This means that most of our trips can be perfectly accommodated by a mid-size electric car. Yet people still tend to buy cars that greatly exceed their daily requirements, preferring to buy large cars that can also cover the occasional long distance holiday, for example.
To change this consumer behaviour, alternatives must be made available. For instance, electric vehicles could be used for short distances and daily trips, while a supplementary conventional or hybrid vehicle (rented or owned) could be used for the occasional longer journey. Recent research also shows that people are likely to become more open to flexible access to transport as time goes on and by 2020 they should be less dependent on their own car. Electric car-sharing services could further foster this development, and are already being piloted in cities such as Paris (Autolib) and Oslo (Move About).
Finally, electric transport also needs to be tied into an overall mobility concept that provides new links between different means of transport. A combination of electric car-sharing with mass transit services (e.g. train) would extend the network coverage of public transport providers far beyond their traditional nodes.
Policy-makers, researchers, car manufacturers and utilities will have to ensure that smart technology and new business models are available to ensure that electric mobility can deliver its potential environmental benefits to the full. Informed and supportive consumers are needed to make this happen.
Environmental impacts and impact on the electricity market of a large scale introduction of electric cars in Europe - Critical Review of Literature. ETC/ACC Technical Paper 2009/4]]>


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I receive that nappy hair is not okay. Not just from blacks, but from whites. According to white friends it "doesn't look professional" and I find it much easier to find employment in a straight wig. I have dreds and people have accused me of shoplifting, sneer, and such a thing. In the straight wig I receive more smiles, less harrassment, more humane treatment in general. With thicker dreds people may assume you use drugs, homeless, anti-white, or just in "your own little world". Some jobs actually have unwritten policies against dredlocks, headscarfs, anything "ethnic". Flowing locks on a woman is seen as less threatening, like she's "part of the team". Before you go on this black self-hate tip, you must consider why blacks feel this way. Being "ethnic" may very well threaten one's livelihood. Society as a whole doesn't like blacks too much. So to reduce drama women keep relaxed hair.
Make sure you're signed up so we can inbox you the latest.


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It is always a good idea to search for financing before heading off to the auto dealer, as it makes shopping for a car a much more simple process. Our company assists consumers in Lewisville on a regular basis who wish to get approved online for financing. It really is tough to find an easier way to finance your next car.
Lewisville Dealerships That Approve Bad Credit
Have you considered where to buy your next car or truck? With a low credit score, you'll probably have to buy your car from a dealer, rather than a private seller, since most lenders do not offer these types of loans for people who've low credit scores. Fortunately, there are dealerships that cater to bad credit. In any sub-prime financing arrangement, expect:
- Interest rates that are more costly.
- Down payments that are more substantial.
- Loan repayment terms that are shorter.
Having said that, bear in mind you'll be getting a car, sure, but also the chance to improve your credit score. We work with many such dealerships, and when you apply online, we pair you with one who wants to put you in the driver's seat.
Lewisville Car Loan Rates: How to Reduce Them
When it comes to financing a car, rate of interest is equally as significant as price is, especially if you want to save some money in the end. To illustrate, a car loan of $41,985, pay off in 5 years, would cost you the following, depending on your rate of interest:
|Interest Paid
For starters, searching for and contesting any errors on your credit report can give your credit a boost, and we all know that better credit translates to better rates. Additionally, it's smart to pay down any debts you can, as lenders prefer applicants without a lot of existing debt, offering them more affordable rates. Securing a shorter-term loan will also keep your rate lower, and it will also minimize negative equity. Lastly, how much of a down payment have you got? A larger down payment will result in a lower rate of interest.
Lewisville Buy Here Pay Here Dealerships
Thinking about financing a car through a BHPH dealer because of bad credit? Usually, there are considerably better options. They won't perform credit assessments, so bad credit probably won't be an impediment, but you will really pay for this over time. The fact is, you can look forward to inflated rates of interest, big down payments, and cars and trucks that cost too much given their age and condition. As if that weren't enough, these dealerships don't report back to the credit agencies, and that means you could make every single payment on a monthly basis with no boost to your FICO score.
Recommendations for Buying a Car in Lewisville
Your car payment, how much is best? Just take 10% of your monthly income, which is the maximum you should invest in this. Be mindful, though, that you don't undermine your low payment with a repayment period of 72 months or longer, which will lead to:
- More paid in interest to the bank or finance company.
- Higher interest rate.
- Additional time spent upside down.
In fact, it's best to have your vehicle paid off after 60 months. If you abide by these guidelines, you will wind up buying a car that costs around half of what you make on a yearly basis. If you have an income of $55,984 annually, the average for residents of Lewisville, you would buy a car that costs $27,990. A new car or truck is a depreciating asset, so you want to fork out no more than you absolutely have to, in order to get a car that fits your family's needs.


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A kale and mango smoothie that tastes awesome? This one definitely falls under the category "green smoothies that don't suck". Super-thick, naturally sweet, creamy… First timer's luck? All right, all right… only a few posts ago, I said you'd never catch me with the abomination known as a green smoothie, but read on. This was a pure happy accident.
I was making an ordinary banana-mango smoothie, and this is how it went: first, use sweet sugar bananas – those tiny ones that come in a big clump, and look like oversized fingers (of course, I didn't take pictures of them). I let them sit on the counter until they start to blacken a bit, then add them to smoothies… = ridiculously good. You can substitute regular bananas, too, just make sure that they're very ripe – like, banana bread ripe.
My second secret is properly ripened mangoes – in other words, imported frozen mangoes. Buying ripe tropical fruit in Calgary is a stretch, especially with mangoes – so if I buy a box most will be dry, sour duds plucked from the tree when still babies, never allowed to ripen naturally. It's possible to find some perfect, juicy, sweet mangoes in this mix, but the odds are not good. So I just buy bags of chopped frozen mango imported from the Philippines – perfectly ripe and juicy – and I chuck them into the blender still frozen for a great, cold slushie texture.
I add about a cup of plain yogurt – I buy these huge 4lb tubs of organic yogurt at Superstore, and go through them in no time. You can find like 4-5 stacked yogurt empties under my sink at any given time, which makes me laugh, because during our "France travel year", and later, "let's pretend it's still France travel year", those stacks were made from wine bottles. My back lane bottle bum must be very sad now.
I also add about a teaspoon of ground turmeric, mainly for color, it's supposed to be anti-inflammatory, have iron and vitamin A, but I doubt it does much. I still put it in… I can also add a teaspoon of honey.
Then, I whiz it all together, and my blender sucks, so I just press all the buttons randomly and perform the blender hookah dance (I tip it all around until it starts to obey me and blend).
That's what I was making last week anyway, and I decided to throw in 3 leaves of kale – the Lacinato one (long dark stems, not the curly ones) WOWZA. This thing was good. No grass clippings/bitter green sludge here! The kale made everything bright and green, and added just a hint of freshness. I hope you throw in some kale into your next banana-mango smoothie!
Psss…don't forget to follow me on Facebook and Pinterest for more recipes!
- 4 ripe sugar bananas, or 2 very ripe "regular" bananas (as blackened as possible)
- 1 cup frozen ripe mango (must be ripe and sweet)
- about 1 cup plain yogurt - use more, if needed
- 1 tsp turmeric
- 1 tsp honey
- 3 leaves Lacinato kale, lightly chopped
- Peel your fruit, and whiz all ingredients in a blender until smooth. You can add a little bit more yogurt than the recipe calls for to bring to desired consistency.


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Just two days before Christmas, the Department of Health and Human Services (HHS) took the first step to prepare for a possible "surge" of unaccompanied minors in 2015. HHS posted a "Sources Sought" notice to gather information on "options for contract surge capacity to shelter and care" for children who enter the country on their own. The Homeland Security Act of 2002 placed the responsibility for such children on HHS instead of the Immigration and Naturalization Service.
At this point, HHS is not estimating the number of children for which care may be needed in the coming year:
No decisions have been made regarding the need for surge capacity in 2015, but ORR is exploring options available should the need arise. The purpose of the temporary structures with staffing and services is to identify agencies capable of standing-up soft-sided structures, trailers, or other temporary structures that could shelter 100-2,500 children on federally leased or owned land.


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Fallen-angel Calpine is returning to the bank market in late March with its reworked and now secured $1.6 billion bank deal. The loan facilities, which comprise a $600 million institutional tranche and a $1 billion revolver, will be syndicated in late March, said a banker. Credit Suisse First Boston, Salomon Smith Barney and Deutsche Bank are the lead arrangers on the "B" tranche, while the lead arrangers on the revolver are Bank of Nova Scotia, Bayerische Landesbank, Bank of America, CSFB and TD Securities. Katherine Potter, Calpine Spokeswoman did not return calls.
This development comes after a $1 billion unsecured loan facility that Calpine said it had arranged at the beginning of the year was nixed. Security was added comprising gas properties, the Saltend power plant in the U.K. and equity investments in nine U.S. power plants. The "B" tranche has been crafted to widen the universe of players able to lend to the company, said a banker. There is a 30-day delay in the release of the funds on the fully underwritten "B" loan to allow the banks time to sell the paper.
Pricing on the 14-month revolver is LIBOR plus 2% with a 1/2% commitment fee, while the two-year "B" carries an out-of-the-box spread of LIBOR plus 2 3/4 %. The revolver will be used for letters of credit, making investments and capital expenditure, said a banker. Officials at the lead banks either did not return calls or declined comment.


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Traveling Luck for Midway Church (historical), Georgia, United States
Where is Midway Church (historical)?What's around Midway Church (historical)?
Wikipedia near Midway Church (historical)
Where to stay near Midway Church (historical)
The timezone in Midway Church (historical) is America/Iqaluit
Sunrise at 08:40 and Sunset at 18:55. It's light
Latitude. 33.1481°, Longitude. -84.3547°
Weather near Midway Church (historical); Report from Thomaston, Thomaston-Upson County Airport, GA 29.4km away
Weather :
Temperature: -5°C / 23°F
Wind: 16.1km/h Northwest
Cloud: Sky Clear
Weather :
Temperature: -5°C / 23°F
Wind: 16.1km/h Northwest
Cloud: Sky Clear
Satellite map around Midway Church (historical)
Loading map of Midway Church (historical) and it's surroudings
Geographic features & Photographs around Midway Church (historical), in Georgia, United States
- cemetery;
- a burial place or ground.
- Kendrick Cemetery (4km)
- Flat Rock Cemetery (4.2km)
- Williamson Cemetery (4.8km)
- Pitts and Green Cemetery (5.1km)
- Williamson Cemetery (5.3km)
- Sikes Cemetery (5.5km)
- Driver Cemetery (5.8km)
- Zebulon Cemetery (6.1km)
- Hale Cemetery (6.7km)
- Segraves Cemetery (6.9km)
- Antioch Cemetery (6.9km)
- Johnson Cemetery (7.2km)
- Coggin Cemetery (7.7km)
- Zebulon Cemetery (7.7km)
- Shivers Cemetery (8.1km)
- Mount Gilead Cemetery (8.1km)
- Milner Cemetery (8.6km)
- church;
- a building for public Christian worship.
- Free Liberty Church (3.8km)
- Flatrock Church (4.2km)
- Williamson First United Methodist Church (4.9km)
- Williamson Bible Christian Church (5km)
- Williamson Baptist Church (5.3km)
- Chapel Hill Church (5.5km)
- Antioch Church (6.9km)
- Zebulon United Methodist Church (7.6km)
- Mount Gilead Church (8.2km)
- reservoir(s);
- an artificial pond or lake.
- Browns Pond (1km)
- Corley Lake (1.5km)
- Brown Lake (1.7km)
- Eagles Landing Lake (1.7km)
- Lake Lewis (2.3km)
- Edwards Lake (5.8km)
- Ferrel Lake (5.9km)
- Johnson Lake (6km)
- dam;
- a barrier constructed across a stream to impound water.
- Browns Pond Dam (1km)
- Corley Lake Dam (1.5km)
- Brown Lake Dam (1.7km)
- Eagles Landing Estates Dam (1.7km)
- Lake Lewis Dam (2.3km)
- Edwards Lake Dam (5.8km)
- Ferrel Lake Dam (5.9km)
- Johnson Lake Dam (6km)
- populated place;
- a city, town, village, or other agglomeration of buildings where people live and work.
- Reidsboro (3.8km)
- Williamson (4.9km)
- Jolly (5.6km)
- Zebulon (6.7km)
- Smiths Chapel (7km)
- Beeks (historical) (7km)
Accommodation around Midway Church (historical)
- airport;
- a place where aircraft regularly land and take off, with runways, navigational aids, and major facilities for the commercial handling of passengers and cargo.
- Eagles Landing Airport (2.1km)
- Vintage Field (3.4km)
- S and S Landing Strip (4.7km)
- Peach State Airport (5.4km)
- school;
- building(s) where instruction in one or more branches of knowledge takes place.
- Pine Forest School (historical) (0.1km)
- Pike County Elementary School (7.7km)
- Pike County High School (8.5km)
- Local Feature;
- A Nearby feature worthy of being marked on a map..
- Midway Church (historical) (0km)
- Smith Chapel (6.7km)
- Old Town Country Club (7km)
- building(s);
- a structure built for permanent use, as a house, factory, etc..
- Pike County Courthouse (6.7km)
- lake;
- a large inland body of standing water.
- Saras Lake (2.9km)
- stream;
- a body of running water moving to a lower level in a channel on land.
- Lewis Creek (4.7km)
Wikipedia entries close to
Midway Church (historical)
- Williamson, Georgia city city o
- Peach State Airport airport airport
- Zebulon, Georgia city city o
- Hilltop, Georgia city city o
- Meansville, Georgia city city o
- Griffin, Georgia city city o
- Orchard Hill, Georgia city city o
- East Griffin, Georgia city city o
- Milner, Georgia city city o
- Experiment, Georgia city city o
- Brooks, Georgia city city o
- Aldora, Georgia city city o
- Molena, Georgia city city o
- Gay, Georgia city city o
- Barnesville, Georgia city city o
- Haralson, Georgia city city o
Airports close to Midway Church (historical)
The william b hartsfield atlanta international(ATL), Atlanta, Usa (70.5km)
Middle georgia rgnl(MCN), Macon, Usa (107km)
Dobbins arb(MGE), Marietta, Usa (110.6km)
Robins afb(WRB), Macon, Usa (117.1km)
Lawson aaf(LSF), Fort benning, Usa (139.1km)


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Cagwait White Beach is the unseen paradise! It is a U-shaped paradise long stretched of white sand beach walking for miles. It has a tagline "Boracay of Caraga." At the end along the left side were groups of rocks, and sit with joy while mesmerizing the neat white line shoreline before your eyes.
Location: Cagwait, Surigao del Sur
How to get there: From Butuan City by bus or van to Cagwait, then along the highway can take a walk into the Cagwait White Beach or take a ride with bicycle or tricycle.
Distance: It will take for estimated 3 hours from Butuan City to Cagwait national highway using public utility bus or private vehicle, then at the highway of Cagwait, you can walk for about 15 minutes or taking a ride with bicycle or tricycle for a few minutes reaching Cagwait White Beach.


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Ida Smeraldo
Personality Profile
Ida Smeraldo - a female celebrity - born on Friday February 18th 1898, in Rome, Italy,.
Ida Smeraldo is a born leader, with extra-ordinary drive and determination. Insisting on her right to make up her own mind, she demands freedom of thought and action, and does not let anything or anyone stand in her way once she is committed to her goal.
Always seeking the forefront and the limelight, Ida needs to feel in command of important undertakings, and resists supportive roles. She can become irritated and even domineering when important things do not go her way. Smeraldo can be impatient with her shortcomings and those of others.
Ida Smeraldo is very concerned with her status and fosters the appearance of success and self-satisfaction. Interestingly, that very same need to appear well-off can be the fuel that propels Ida to strive for growth, success and the finer things of life.
Ida Smeraldo assumes the responsibility to be the protector and provider for those she loves, but demands their respect and attention in return.
Exceptionally creative and original, Ida possesses a touch of the unusual. Her approach to problems is unique and she has the courage to wander from the traditional templates of thoughts and deeds. More...
More flavors to Ida's personality
Ida Smeraldo tends to be quite adaptable, and she finds it easy to fit into most social set ups and vocational fields.
There are no particular virtues that can cause an imbalance in Ida's personality and life, but she has to work hard and persistently to develop those special strengths that she desires to attain.
Learning to be wisely assertive is a major lesson to be taken by Ida Smeraldo throughout her life.
Tour Ida's menu and gain more insight into her personality traits, relationships, strengths and weaknesses, likes and dislikes, compatibility with you and with others, and much more.
We invite you to create your own free personality profile, in private and for your eyes only!.


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On view September 16 – December 31, 2017
A new exhibition series at the Everson, FOCUS presents selected works from the Museum's collection in order to spark dialogue about how objects relate to one another across time, medium, and subject matter. Current exhibitions in the Museum inspired this installation, which in turn provides a thematic snapshot of other gallery spaces. Prompted by the exhibitions TR Ericsson: I Was Born To Bring You Into This World, Suné Woods: When a heart scatter, scatter, scatter, Monumental, and That Day Now: Shadows Cast by Hiroshima, the three works displayed here explore themes of monumentality, commemoration, and subjectivity. Whether memorializing specific individuals or addressing the collective memory of a culture, artworks exist as a reminder of our past and as a way to understand the present.
Adelaide Alsop Robineau, American (1865-1929)
Cinerary Urn, 1928-1929
Porcelain, 33 x 5 ½ inches
Everson Museum of Art; Gift of Samuel E. Robineau, 30.4.79
Adelaide Alsop Robineau, today considered one of America's preeminent studio potters, began her ceramics career as a china painter, painting designs on porcelain blanks produced by other craftsmen. After moving to Syracuse with her husband in 1901, Robineau started experimenting with making her own porcelain forms. She quickly became a master of the medium, known for decorative techniques that included intricate excising and carving away of clay. Robineau also developed an innovative approach to glazing her ceramics, experimenting with and perfecting a number of complex crystalline glazes in greens, blues, ivory, and gold.
Robineau originally planned to decorate the Cinerary Urn with an incised motif depicting human figures passing through tongue-like flames, but she died before completing the work, which was ultimately glazed and fired by her former student Carlton Atherton. An inscription on the bottom of the urn reads De Profundis "Clamavi", Adelaide Alsop Robineau – Born April 9, 1865 Died February 19 1929 – Samuel Edouard Robineau – Born December 20 1856 Died (left unfinished).
The urn contains the ashes of both Robineau and her husband Samuel, providing the couple with a literal presence inside the museum.
Abbott Handerson Thayer
Portrait of Beatrice Holden, 1902
Oil on canvas, 61 x 30 inches
Everson Museum of Art; Gift of Mr. Robert G. Soule and his children, in memory of Beatrice Holden, 63.21
Abbott Handerson Thayer was a New England painter known for his ethereal angels, landscapes, and floral paintings, as well as society portraits of women and children. He worked during the American Renaissance, a cultural movement in the late nineteenth and early twentieth centuries inspired by the Italian Renaissance and characterized by idealized figures and classical Greek and Roman influences. Thayer's paintings were popular with critics, collectors, and the public, and he was highly sought after by wealthy patrons—so much so that by the 1890s, Thayer began selecting the sitters for portraits himself, rather than relying on commissions. He typically chose young women that fit within his framework of idealized beauty and painted each with a unique spiritual ethereality.
Beatrice Holden, the subject of this portrait, was born in Syracuse in 1892 and was the daughter of Hendrick S. Holden, a longtime Syracuse resident and businessman who also served a brief stint as a New York State Senator. Thayer's portrait of Beatrice portrays the ten-year-old girl as a dignified and sober child, her unsmiling face following Thayer's tradition of painting beautiful woman with serious expressions. The Addison Gallery of American Art in Andover, Massachusetts holds a smaller bust-length portrait of Beatrice that may have been a study for the full-length portrait displayed here; Beatrice wears the same white dress and hairstyle in both paintings.


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Hint: It involves implementing a digital retailing strategy with messaging woven into it. And we've got a guide to help you make it work. SEE HOW
The title of this post comes from an early Wal-Mart internet team saying "you can't out Amazon, Amazon". Bottom line, Hyundai was first to market with Cash for Clunkers and they were first to add incentives on top of this offering. To come along now and try to say the same thing only louder or do it better is foolish and will make no bigger impact than GM's failed attempt to follow Hyundai's Assurance program. "You cannot succeed if you try to tell you competitor's story better than they can". This is the hardest lesson for a marketer to learn about competition; as human beings we are well trained to follow the leader. The natural instinct is to figure out what is working for your competition and then try to outdo them, if they compete on price we're cheaper, if they compete on speed we're faster. The problem is that once the consumer has bought the competitor's story, it is the same as convincing them they were wrong, and no one wants to admit they were wrong.
What you must do is tell a different story. If any OEM or dealer reads this post…here is a different story on Cash for Clunkers:
What was the bill originally designed to do? Give away taxpayer money? The essence of this bill is to get low mileage, high emissions vehicles off the streets…right? So here is story you can tell that will sustain long after the CARS money is gone.
If it's good for the customer and it's good for our planet…then it's good for us!
If any one of your customers wants to trade a vehicle for even 1 gallon per mile better mileage then that is good for them, your customer. Every little bit helps our environment, even 1 gallon per mile adds up over millions of cars, so it's good for us, and with that said you are here to give them trade assistance to help them help our plant. Whatever the amount is $1500, $2500 etc., it doesn't matter - the fact is you're telling a different story, one that the consumer can believe is more important than the one before it.
This is not just a positioning X/Y axis kinda' thing; this is a real story that is completely different from the story that is already being told.
So the train has left the station on being first to market with Cash for Clunkers. Failing that, now you must tell a COMPLETELY different story and one that captures the world view of the customers that have heard about the program but haven't made a decision to buy yet. The world view of the customer above: I want to get better gas mileage to help my family and my planet, I like the fact that a company is willing to help without using my tax dollars to do it, and just because I drive a later model car doesn't mean I don't want better gas mileage and help the planet. The story above can and will continue to resonate long after the CARS money is gone.
Just my take. Hope someone at one of the OEM's see this and decides to act, and for every OEM other than Hyundai, you need to act before they do since they seem to be beating everyone to the punch this year.


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Wales star Sam Warburton always smothers his roast dinners with mint sauce – even though he NEVER eats lamb.
Instead, he revealed, he loves beef and chicken dinners with the sauce most people eat ONLY on lamb.
In an exclusive video interview the Cardiff Blues flanker told FUEL his favourite roast would always be his mum's Sunday lunch, though he did concede his father-in-law was an excellent chef.
Warburton, who hit the headlines earlier this year for disclosing he once blended and drank a chicken dinner, said: "My favourite roast dinner would always be my mum's roast dinner because it's what you're used to growing up.
"My father-in-law is a really good chef and he cooks brilliant Sunday dinners as well."
However, unusually for a Welshman, the self-confessed chocoholic explained his family don't eat lamb but they are rather liberal when it comes to the use of mint sauce.
"I put mint sauce on everything. My in-laws find that funny."
Warburton says he only became aware recently that not many people eat mint sauce with chicken or beef.
"I realised as I got older mint sauce was meant for lamb but we have it with everything, chicken or beef."
He's even managed to convert his wife Rachel Thomas.
"My wife used to find it strange but now she has it with her roast dinners too."


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When Chris Taylor discovers that the residents of the retirement home where he volunteers are secretly monsters--and have stolen what appears to be his life essence--he leaves to recruit his friends to help him get it back. But once they return to the retirement home, the boys find themselves at the center of a vomit-inducing war against some of the grossest monsters this world has ever encountered. Will Chris and his friends join the residents to fight off the Barfitron?
Bookwire is a mobile app for your iPhone that gives you the ability to scan a barcode
or enter ISBN, access book records and add titles to wish lists.


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Pianist HD : Piano +
Music & Audio | 14.9MB
Music & Audio | 14.9MB
Unlike all other piano apps, you are not forced to follow the fixed instructions (animated dropping bar).
Pianist HD : Piano + is specially designed to enable you to play in any speed, effortlessly.
You can play your song slow or fast, all depend on you and your mood and your style.
With 50 million downloads on Google Play, this app is one of the best effortless instrument apps and games for your Android tablet and mobile phone! Please try it and play your favorite songs without any practice.
Pianist HD : Piano + has 128 musical MIDI instruments and over 12 studio-quality, sampled voices. Expendable instruments are unlimited with external Soundfont files (.sf2). There are more than 50,000 songs from our content partners are available.
In the upcoming version, we will add multi-touch, note velocity, after touch, pitch bend, sampler, full feature recorder, MIDI sheet music editor, sensor force, multi-level volume change, recording, cloud load & save, co-op via WIFI and bluetooth, full grand piano's octaves, many skin, theme and visual effect, localized key name labels, window animation, looped playback, hardware acceleration, tablet optimized, pen and s-pen support, haptic feedback and fullscreen option.
This free virtual keyboard can load any MIDI file (.mid or .midi) and Karaoke file (.kar) and played in easy and comfortable way.
Clarification for Access Permissions:
- Storage including Write and Read external storage is for creating and storing downloaded data
- Phone State Access helps us distinguish users' transactions and manage Ruby numbers. We can assure this request is completely reliable and strictly conforms to Google Play's policy.
We love to listen to your feedback. Please drop us a message at firstname.lastname@example.com.
If you like this app, a positive rating or review would be a great support for us.
Thank you very much!
- Improve default Piano sound quality. Please use headphones or external speaker to get the best experience.
- Improve User Interface and app's stability.
Update: 2017-10-13
Version: 20171010
Requires: Android2.3 or later
How to use stickers after download?
Please vote for at least 3 stickers you like before see the Top rank.


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Forget VR! Microsoft MIXED REALITY HoloLens is the Future & I HAVE IT
Microsoft's HOLOLENS is a $3,000 mixed reality technical marvel...and I got the opportunity to play many of the games ...in my own game room.
Games Shown:
Young Conker
Galaxy Explorer
Anybody else see the potential for this device? Not just for games, but other computer applications too.
Great video MJ! I do agree that the Hololens is a better step with its Mixed Reality direction over the current VR offerings. But in the end it will be AR that wins the day and that day is coming this fall.
Yeah I got to try one at Microsoft Build. Have fun when your field of view is a tiny rectangle barely bigger than a postage stamp. Needs a lot of work.
I really do not want mixed reality for games. For work, hobbies, and other shit, yes. But not games. I play games to escape my reality and really do not want to be constrained by my environment.
Wow, that's pretty awesome. Metal Jesus - in the video, like the first crime scene game, the characters looked jagged. Is that how you see it in person? Is that just a hardware specs limitation?
I've been pretty lucky with VR so far and have only felt sick playing games where there is no specific "ground and sky". So games like EVE Valkyrie make me sick, but games like Resident Evil 7 does not. Will be interesting to see how I feel playing a flight simulator like Ace Combat 7.
For me AR never seemed to be a great medium for games. I thought education was the killer app but no one seems to be exploiting that opportunity.
In the last company I worked at we made medical software and I always imagined a networked classroom for something like Gross Anatomy. Instead of people cutting right into cadavers they'd first watch the instructor demonstrate in a networked VR or fully blacked out AR overlay.
Then when it came time for them they'd see the tracer lines of the proper movements before they ever did their actual first cuts. It would save millions in waste materials every year.
Same for every other step of learning as the got to their specialty and even as later as doctors were established they could practice a particular procedure using imagery of the patients to master each movement of that procedure before even going into the operating theater. Not only could this be world changing if done right but also there is many many dollars for the company that gets here first.
Games are great but I think it's selling the technology way, way short when they spend so much time talking about how you can move your TV around and play minecraft.
BTW, a tiny company, Meta, has twice the field of view as the Hololens yet their SDK and devkit is under $1,000 (and Hololens look has evolved to look remarkably close to what Meta looks like...) But they are also thinking small with using their device as a mere desktop replacement right now.
Of course Magic Leap is the ultimate. Based on what I can tell it's a lens that bends how things appear in your reina. I can't tell if it's going to be a contact lens style or in glasses because they've been holding things very close to the chest but it seems like VC companies can't leave their HQ without dropping a few hundred million on the floor on the way out. Light field blending and bending is going to be another sea change.
EDIT: One of the biggest problems IMO with Hololens you can see in the video, which was a problem with Kinect, is people don't always want to always be moving around when playing their games. In my case I'm disabled so moving around for any good amount of time isn't quite an option for me so most of these games aren't going to work for me.
You aim with your head? Really? I think it will be very tiresome :(
Really cool tech but looks very niche an limiting IMO. I would suspect decent games will be exceptionally difficult to design though I suppose you'll get some really great specialised games... like VR it's complementary gaming equipment.
You could argue that VR may implement something additional to add on HoloLens like AR functionality (Vive: additional external camera for stereo then after that it just needs the room scanning.. and you have a wide field of view "HoloLens" with good input devices already.. thinking about it you could probably do it now even with just the one camera on the vive then map out your room). So the Vive could already mimic the majority of HoloLens functionality with just software already and all of it with already available minor hardware mods?
So yeah really interesting and will be really cool if MS actually manage to deliver.. that's a big if though. Like others I think it's got some great potential outside of gaming and MS clearly have some serious talent working for them... baffles me how they keep managing to mess up so badly so frequently?
So you touched something I have a lot to say about:
My first and biggest issue with what you write here is "Forget VR" and while I agree that AR has some amazing pros over VR, one doesn't negate the other, they are two sides of the same coin (Yes I used that old phrase) BUT in my eyes and what I perceive as the future is where Goggles we wear will do both things, both AR and VR, depending on one's need.
Lets talk about some of the points you made:
1. I think you like this much more over VR cause you are cable free, current VR offering require you to be connected to quite a few wires and be in visible range of external cameras, very cumbersome in comparison but it's obvious VR will reach this same point, it's a necessary evolution by VR for many reasons.
2. Motion sickness - I nor my friends didn't feel any, did u try the latest VR headsets? As far as I know motion sickness is pretty much solved, my experience is on the vive only.
3. Your own room - it's has it's pros and cons, I think you were blown away by the mapping of your own environment and the use of your own furniture as playing which is awesome for first time experience but at the end, it's limiting to a fault, for the same reason you were surprised to see that character in fragments past your corridor corner, it's AR and you didn't expect such behavior from it BUT next time you'll know it's possible and it won't feel so new, thats where VR is not constrained.
4. Future for learning and more - Totally agree and that's why I believe that VR is the prologue to AR, I mean glasses that can do AR, can do VR and then you have a multitude of abilities in the same glasses. The uses for AR are infinite and we can all see these in every sci-fi movie and some series, for example the expanse 2nd season where a scientist uses something like it, BTW a gr8 series which is running currently ;)
5. A point u touched is being connected to the environment - one more reason why I prefer AR much more, VR makes the gaming experience isolated, AR keeps it connected to the people around you, I really don't like the idea of putting VR glasses on me in my living room and that's it, I'm disconnected from everyone around me... not social friendly!
Well these are my points, its absolutely awesome you got to try these, I would love to try HoloLens as well.
Thanks for a great video, I did wonder where the HoloLens stood performance wise and now I know, Rock on ;)
Great vid, MJ! Neat to see you covering an exciting new kind of tech earlier than a lot of bigger sources! An opportunity that doesn't come around that often, I would imagine.
VR is awesome and it's not going anywhere.
Sorry to be a negative nancy once more, but what I saw in this video were "Crappy Game" 1, 2 and 3, played on 3,000-dollar hardware. Somehow, they were awesome because you played them in your room, but seriously: Those WERE crappy games. Being surprised by a murderer in your own apartment might be horrifying (and amazing to some people), but the rest of it seemed like a routine hidden-object game. "Conker's Couch-Coin-Collecting Capers" made absolutely no sense to me, and that 3D-robot-shooting thing looked almost exactly like the 1st-generation AR games on 3DS and PS Vita. I admit you had to look at a specific point in order for them to work, but visuals and actual gameplay were pretty much identical.
Now, I understand that you could easily turn the HoloLens into a "regular" VR device, allowing you to switch functionalities, so you don't have to watch ghost movies hovering in front of your cluttered walls. The scanning feature is impressive too (if a little bit scary in times of constant surveillance), and, of course, no wires are best wires. But everything else screams "Nobody's gonna buy this, and not just because of the price!"
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After Years of Snags, Safety Concerns, India Gets New Air Navigation System
NEW DELHI -- The winter fog hasn't lifted, but India's skies are already friendlier for flying.
On Thursday, India inaugurated an advanced air traffic control system built by Raytheon Co., ending years of teething problems and bureaucratic snags and replacing 25-year-old equipment that pilots say made New Delhi a dangerous destination.
The launch ceremony for the radar and navigational system took place in dense fog, which has...