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The New Fight for Seattle's Fares
As the City considers the legality of ride-shares, frustrated cabbies are taking to the streets in protest. Are these new car services the sign of a new utopia or the end of an American dream?
On a warm Thursday afternoon, soon-to-be 25-year-old Alicia Ortiz parks her silver hybrid Ford Escape outside the Seattle Weekly offices. She's waiting for me. A University of Washington grad who works in liquor marketing and lives in Lower Queen Anne, Ortiz says she's been driving for Sidecar since February. She was one of the early adopters.
Looking for extra money to pay for a trip to Rio, Ortiz says she signed up as a driver and interviewed with Sidecar on her smartphone, recording answers to prerecorded questions and sending them via the magic of modern technology to the company's San Francisco headquarters—along with her driver's-license number and photographic proof of her personal car insurance. After the company ran a criminal background check and she answered a few questions, Ortiz was all but official.
Next came a 90-minute "Sidecar U" class explaining the basics of the upstart ride-share business. Sidecar staff detailed how the company's smartphone app connects local riders with local drivers and how the "suggested donation" payment system works, and offered a few pointers on how Ortiz could get the most action from the company's growing community of riders. A quick ride-along with a member of Sidecar's local staff sealed the deal.
For six months, Ortiz has been turning her car into modest profit, driving a handful of nights when her schedule allows, likening the income to the cash she earned babysitting in college. Over a recent four nights of driving, she says, she pocketed roughly $140.
"Sidecar is a really cool, easy way to make a little bit of extra money without even really noticing it," she tells me. "I can always go online and do a couple rides."
Ortiz doesn't look like someone who's fretting, but she is a player—though a minor one—in a major confrontation looming between the city and ride-share companies. Over the last year, Sidecar, Lyft, and UberX—products of tech-savvy, deep-pocketed Californians bent on disruption—have prompted an uproar from the taxi industry. Those complaints have led to the commission of a $100,000 study by the City of Seattle to determine whether ride shares are legal, or if these companies are sidestepping regulation to steal fares from taxis. If the study favors the latter, Ortiz and her ilk could be on the outs.
For now, Ortiz is enjoying the ride. She accepts her first ride request—who turns out to be a blonde Amazon employee on his way to the Showbox at the Market for a TechCrunch event—and she starts telling me about the appeal of Sidecar.
"It's a community. There's not going to be drivers if there's not riders. And there's not going to be any riders if there's nobody there to pick them up. So the idea is we're supporting one another," Ortiz says. "If we really want to use resources that already exist and support ideas that make sense, I think ride-share and Sidecar should work."
Sidecar hit Seattle first, in late 2012, quickly followed by Lyft and UberX in April. While there are differences among the three San Francisco–based companies—most notably with UberX, which requires payment up front and charges a rate in line with taxis—all three operate similarly: Everyday drivers across the city offer open seats in their personal cars in the name of sustainability, community, and progressive entrepreneurialism. In the case of Sidecar and Lyft, the driver's carrot comes in the promise of a "suggested donation"—calculated by the app using distance traveled and mapping software—with riders free to pay whatever they see fit. Both companies say they then take 20 percent off the top of that donation, the rest going to the driver.
In practice, however, it can get slightly more complicated. As a Seattle Times story noted in June, Lyft has also hired drivers at $18 an hour. Exactly how many is unclear; the company says it's a practice it employs when entering a market to make sure there are enough cars at the ready. While the Times piece makes this sound like the norm (it includes a profile of 50-year-old Lyft driver Sylvester Bush, who drove to Seattle every day from Renton to earn his $18 an hour), Lyft spokesperson Erin Simpson says that currently only 50 percent of Seattle Lyft drivers are working at this wage. As supply balances demand, eventually, she says, that number will reach zero.
UberX, meanwhile, is a spinoff of Uber (sometimes called Uber Black). The latter company entered Seattle in 2011, deploying only drivers with for-hire or chauffeur licenses, and carrying $1.05 million in insurance backing. The priciest of the new transportation options, Uber deploys a fleet of town cars and luxury SUVs, while the cheaper UberX focuses on hybrids. Some UberX drivers do have for-hire or chauffeur licenses, but it's not required. UberX says it has a $2 million insurance policy covering drivers and passengers; Lyft and Sidecar both tout $1 million policies.
All three companies say they're finding success in Seattle, a city where many consumers seem to be tired of taxi business as usual. The Times, on the other hand, has at least twice deemed the new ride shares illegal—a contention Lyft and Sidecar deny, and one city officials currently do their best to avoid commenting on.
"UberX should be the standard," says nightlife entrepreneur Dave Meinert, who hasn't been shy about letting city officials know where he stands. "The government-created cab monopoly has led to a lack of innovation and a bad product. Killing the competition won't fix that."
Citing competitive reasons, Lyft and Sidecar won't say exactly how many drivers they have in the Seattle area; both claim more than a hundred. So does UberX.
Among Sidecar drivers, Ortiz seems to be a poster child. "Community definitely is a big piece of what we're doing and what we're trying to do," says Sidecar co-founder Sunil Paul, striking many of the same notes as Ortiz. "We think it's possible to rethink transportation into something that builds a new way of moving around that's so convenient, so affordable, and so fun that it doesn't compete with taxis, it competes with owning a car. . . . The idea is building around people, not around cars. That's why community is a big part of it."
Salah Mohamed is number 388. His Yellow Cab taxi-license number is painted on the front, back and side of the 2010 Prius where he says he spends 12 hours a day, seven days a week. Taxi drivers come in two forms: those who own their licenses and vehicles, and those who lease them. Mohamed is an owner/operator. Like all cabbies, he's an independent contractor, relying on Yellow Cab for dispatch services but essentially on his own to make ends meet.
Licensed to work SeaTac Airport, throughout King County, and in Seattle, Mohamed has the most lucrative setup an operator/owner can have, which helps to support his family of four. He secured this envied position by paying for it: He's on the hook every year for his city license and county license, and says he forks over $306 every week to the Port of Seattle to work the airport—all this on top of insurance costs, fuel, and maintenance. It's an investment many like him have made, and one even more would-be license owners wish they could make.
Lately, however, Mohamed says the business isn't what it used to be. Like a growing number of cab drivers, he feels pinched and disrespected by a system that's supposed to protect him—a system, he notes, that employs thousands of cabbies throughout the county, and that gets a lot of his money. It's also one the county's nearly $5.9-billion-a-year tourism industry relies on. The local taxi industry is estimated to be a $97 million operation, delivering 5.2 million metered rides in Seattle alone in 2012 while supporting countless families.
But drivers like Mohamed say they're struggling. The competing flat-rate, for-hire drivers and an allegedly unresponsive city have received the bulk of the blame in recent years. It's onto this contentious landscape that upstart, app-based ride-share outfits have emerged, their arrival like gasoline tossed on an already smoldering fire.
Mohamed says he came to the United States in 1996, when he was 20, after four years spent in a refugee camp on the border of Kenya. He escaped war in the camp, and met his wife there. The couple arrived in the U.S. with the typical dreams of freedom and prosperity. "America," says Mohamed, "was heaven to me." He's now been driving a cab in Seattle for 13 years.
Articulate and full of passion, the 37-year-old father of two girls, 5 and 13, has become increasingly discontent with the city's handling of the local taxi industry. Having long ago bought in as an independent taxi owner—saying he purchased his license with the proceeds of two stints spent processing fish in Alaska—Mohamed speaks with fire about "leveling the playing field," the American Dream, and the difficulty he and his taxi brethren are having living it. Several times during our interview he urges me to "just be fair" with this article.
The backdrop of this ongoing drama is important. For several years, Mohamed says, he's felt betrayed by the City of Seattle and its failure to enforce rules designed to regulate a flat-rate, for-hire industry that seemingly sprung from nowhere between 2011 and 2012. According to city code, meterless for-hires are restricted to prearranged trips; required to charge a flat rate; and barred from picking up hailed rides or trolling the city's taxi stands. The license has existed for decades, but historically has been little used; in June 2007 there were seven active for-hire licensees. "People weren't interested in them," says Denise Movius of Seattle's Department of Finance and Administrative Services, which oversees Seattle's taxis and for-hires.
Recently, however, that number has grown. According to records provided by the city's Consumer Affairs Unit, the number of active for-hire licenses in Seattle tripled from 2007 to April 2010, then skyrocketed from 50 in October 2011 to 199 by the time the rush ended in February 2012. The new for-hires entered a market that already included more than 700 limousines. Predictably, everyone is feeling squeezed. City officials offer only anecdotal explanations for the run on for-hire licenses, but the fact that a new Seattle taxi license hasn't been released in 23 years surely played a part in creating the demand. (Because of this, the most prized of the existing taxi licenses can sell on the open market for as much as $250,000, according to the city—a shocking figure that underscores the investment at stake for taxi-license owners.)
More than a year after the rush ended, cabbies like Mohamed say the city is failing to enforce the restrictions against for-hires, allowing for what amounts, in longtime taxi driver Joe Blondo's opinion, to armed robbery. "What's the difference?" he asks, recounting a list of recent stolen fares he claims to have witnessed at the hands of for-hires. Blondo recently stepped down from the Seattle-King County Taxi Advisory Commission, an 11-member body with no regulatory authority that provides recommendations to the Seattle and King County Councils concerning issues that affect the taxi industry.
Considering the circumstances, Blondo's scenario seems plausible. As of August, the city has three inspector positions, tasked with lording over 924 taxicabs and 358 for-hires. "The difficulty is we have limited inspectors," says Movius. She estimates the city's three inspectors spend 70 percent of their time on the ground, running "secret shopper"–style stings in which taxis and for-hire drivers are targeted for violations. Down to a single inspector for most of 2012, in that year the city issued only 49 violations to for-hire drivers. With two additional positions added late in the year, the 2013 total is expected to rise, though no one expects all violations to be caught.
"This is not fair," says Mohamed.
For-hire drivers, naturally, don't see themselves as the villains taxi drivers make them out to be. Samtar Guled, the manager of Eastside For Hire, also calls for a "level playing field." He sees for-hires paying licensing fees and insurance costs in line with what taxi drivers pay, but restricted to a third of the business taxi operators have access to. "They have a huge advantage," Guled says of taxi drivers. "Everybody should have an opportunity to earn a living, with the same requirements. . . . [Taxi drivers] want to have their cake and eat it too."
Given the disparity, Guled says, it's only natural that some struggling drivers would break the rules. The arrival of the ride-shares, he observes, has only increased the lawlessness. "The reason I think, frankly, is because we see the city not doing anything about Uber, SideCare, Lyft," Guled says.
One of the few things for-hires and taxi drivers seem to agree about is that ride-shares need to be regulated. "Regulate for safety, make sure cars have insurance, and let the market sort things out," Guled suggests.
Seattle City Council President Sally Clark is in the middle of the mess. The head of the council's Committee on Taxi, For-Hire, and Limousine Regulations—which held its first meeting in March—she laughs and sarcastically calls herself "lucky." Truth be told, Clark seems to enjoy wading into the murky waters of Seattle's transportation industry, an area she describes as "probably the most complicated sector of business" in the city.
Whether she enjoys the position or not, Clark is sure to make enemies by diving into the fracas. Perhaps that's the reason others are hesitant to talk too much about the budding legal and regulatory controversy surrounding taxis, flat-rate for-hires, and the upstart ride-shares. From the mayor's office, all spokesperson Robert Cruickshank will offer is that Mayor Mike McGinn is "looking closely at the issue of ride-share companies, for-hire vehicles, and taxi regulation and enforcement," while waiting on the results of the demand study to guide his decision-making. As to whether ride-shares like Lyft, Sidecar, and UberX are illegal in current form, Cruickshank says, "We don't have a comment on that question at this time." John Schochet, the deputy chief of staff at the City Attorney's Office, is equally vague, pointing to existing city codes that define taxis and for-hires while saying "it's a dynamic issue" with many of the "facts in dispute."
Things are more certain when it comes to the $100,000 demand study, which is being undertaken by the Tennessee Transportation & Logistics Foundation in association with Taxi Research Partner. The results are expected to detail the use of and demand for taxis, for-hires, ride-shares, and limousines in Seattle—broken down by submarkets like street hails, prearranged trips, and hospitality trips. The study's findings—which ride-share policy will in theory emerge from—were originally expected by July 11. Then the due date was moved back to early August. Now, according to Clark, a further delay has pushed the study's expected release to Sept. 3. "I don't like it, but if the study's not ready, there's not much I can do," says the council president.
For Seattle to take its time and wait for the outcome of an expensive study before taking action isn't unusual—it's classic Seattle Process, carried out in the name of thoroughness. But that doesn't mean Clark and others haven't shown their hand when it comes to the fate of ride shares in Seattle. There seems to be broad agreement in City Hall that Lyft, Sidecar, and UberX fail to meet the RCW definition of "ride sharing," which protects casual carpooling and individuals with special transportation needs using rides provided by social-service agencies or nonprofit providers.
"People like [the ride-share] interface. I like this interface! I think it's cool. The whole level of trust and trusting the patron to click, choose, and give feedback is pretty amazing," says Clark. "The part that looks exactly like a taxi, though, is the part where you sit on the seat and close the door. It's the same deal; it's the exact same service at that point. My gut feeling would be that we have to deliver a message to the [ride-shares] at some point here in the near future."
Assuming Clark's colleagues share this sentiment when the moment arrives to stop talking and cast votes—likely late this year or early next year—the question then becomes: Is there a way a regulated ride-share market can survive in Seattle?
"I don't know yet. I like to think so," says Clark.
According to Lyft co-founder and president John Zimmer and Sidecar's Sunil Paul, it all depends. If Seattle wants to follow in the footsteps of the California Public Utilities Commission, which appears to be moving in the direction of regulating ride-share outfits for safety while creating a new classification for them—"transportation network companies"—then it could work. Under a proposal by the CPUC delivered July 30, ride-share companies would be licensed by the state and required to cover drivers with $1 million in liability insurance, while drivers would be required to undergo criminal background checks, receive training, and adhere to a zero-tolerance drug policy—all benchmarks Zimmer says Lyft already meets. But if Seattle decides to regulate the burgeoning industry in line with the way it rules over taxis and for-hires—with licensing fees and insurance costs pushed onto ride-share drivers—Zimmer and Paul both say it will almost certainly spell disaster for the companies here.
"[Sidecar drivers] are not taxi drivers. They are not able to accept a street hail. They don't use a meter. They don't use the terminology of taxis. They are not taxis, and any sort of sensible definition of the term taxi would not include them," says Paul. "If the city tries to regulate it like a taxi, it will destroy these innovations."
In a dress shirt and slacks, 29-year-old John Zimmer doesn't look completely out of place in an upscale Pioneer Square coffee shop. He blends with the throng of young professionals who buzz through the city every day. He's well-kempt and confident. He wants to change the world.
There are differences between Zimmer and the other smartphone-toting young ladder-climbers around us, however. Though you couldn't tell it by looking at him, Zimmer's 14-month-old company has roughly $80 million in venture funding behind it. As it has elsewhere, Lyft—which Zimmer co-founded with Logan Green, also 29—has taken off.
In town in late July for a series of meetings with City of Seattle officials, Zimmer is also the guy responsible for the pink mustaches you see affixed to the front of cars; the ironic auto facial hair defines the Lyft brand. In Seattle, Zimmer's mustaches are everywhere this summer.
"You can blame me," Zimmer says of the iconography. "There's a company that makes these things, called Carstache. … We wanted to design happiness and joy into the full experience."
Happiness and joy aside, Zimmer knows that plenty of questions remain concerning the safety of his business. But listening to Zimmer talk, Lyft starts to feel more like a grand vision for redefining transportation than a shot at taking down the taxi industry. Sure, he knows taxi drivers are unhappy and the city council wants answers, but he plays the good guy, a harbinger of the future.
"I empathize with anyone who's negatively impacted by something, but at the same time, I strongly believe that the net of what we're doing is very positive and very good," says Zimmer, who left Lehman Brothers in 2008 to pursue his dream. "Things are changing. … It's inevitable that these things are going to change, that transportation is going to change. That can be a really fantastic thing for everyone involved."
Lyft dates to 2007, when Zimmer and Green created Zimride, a ride-share service targeted at college kids. After expanding to 130 college campuses across the country, the duo decided to reimagine Zimride over three weeks in mid-2012—giving themselves a fresh slate and the advances in mobile technology to work with.
Lyft and its mustache-clad cars were the result. And people have bought in. The company has raised more than $80 million in venture funding thanks to the investments of Andreessen Horowitz, Founders Fund, and Mayfield Fund, with The Wall Street Journalreporting in May that Lyft has an estimated value of $275 million. San Francisco recently celebrated an official "Lyft Day" by order of the mayor.
"We've grown faster," Zimmer says when asked to compare his company to his chief competitor, Sidecar, which is backed by $10 million in venture funding. He says the two companies have similar philosophies and are "marching along that same path." Both are built on a suggested-donation payment system. "We'd been working as a team for six years," Zimmer says when pressed on how he has been able to attract so much money.
Though cities like Seattle and states like California are still deciding what it all means, Zimmer says his company is growing; it now boasts 100 employees at its San Francisco and Oakland headquarters and operates in seven cities: San Francisco, L.A., San Diego, Chicago, Boston, Seattle, and, most recently, Washington, D.C.
In its first two months in Seattle, Zimmer says, Lyft's market grew faster than in any previous city. Though Lyft never engaged in an expensive study before deciding there was a demand for its services in Seattle, the positive response from users doesn't seem to surprise Zimmer. "This region is very innovative and open to green cities and the future . . . so we wanted to have a presence here," Zimmer says. "We thought there was the type of people [in Seattle] who would be into this kind of community-powered transportation." So far, he says, "there's been a great amount of demand."
The money and momentum behind Lyft allows Zimmer to think big. Having graduated from Cornell University's Hotel School, he credits a "green cities" class during his senior year with his affection for ride-sharing. "I couldn't comprehend a physical infrastructure that was coming after highways," he remembers. "Our cities are built. Manhattan's, like, 80 percent pavement . . . It's going to be hard to escape that infrastructure."
The a-ha moment, Zimmer recalls, can be traced to his hotel and hospitality background. "The major metric we always talked about was occupancy. So I was like, 'OK, what's the occupancy of these [car] seats that are all flying around?' And it's, like, 20 percent. Eighty percent of seats at all time are all empty. So then I'm thinking, maybe the next infrastructure is actually not physical, but information, about when those seats are empty and who needs those seats. That was the vision."
Like 500 other Yellow Cab, Farwest, and Orange Cab drivers, Salah Mohamed pays $25 a month for Teamster support. If getting heard is the goal, then it's been money well spent. On August 2 the Western Washington Taxi Cab Operators Association, with help from the Teamsters, surrounded City Hall with cabs. Outside, angry drivers served a "Citation for Inaction" to the city council, alleging the city has failed "to enforce existing laws that protect taxi drivers and their families."
Sally Clark was out of town on city business. Mohamad, however, was there, helping deliver the Association's message. He isn't a rookie when it comes to speaking to the media or pressuring city officials. One of 15 democratically elected members of the Association's Leadership Council, he has recently become adept at both—made clear when he was quoted by the Times detailing the city's alleged mistreatment. And a month earlier, when I called Teamsters 117 to get the union's take on how ride shares have changed the game, Mohamed was called on to deliver the message.
Not all taxi drivers agree with the specifics of the message, however. Joe Blondo, for instance, who's been driving cab for a quarter-century and says he makes a comfortable living working only two days a week, questions the numbers the Teamsters-backed Association uses to describe the plight of the low-wage driver, contending that the Teamsters are advancing an agenda in the interest of only a small number of owner/operators. Meanwhile, Dawn Gearhart, a business rep with Teamsters Local 117, says the Association's numbers come directly from the driver/owner population, and estimates that the "majority of [drivers and owners] agree" with them. She says most start a week $1,000 or more in the hole.
Removed from this bickering, Mohamed drives us to the SeaTac Airport parking lot, where Yellow Cabs line up before being dispatched to the airport's taxi line. The lot is full of drivers, many just as disillusioned as Mohamed by what they say is the city and county's failure to protect them. Gearhart estimates Association members are 25 percent Somali, 30 percent Ethiopian, and 45 percent Indian. "It's a real immigrant story," says Leonard Smith, Teamsters Local 117's director of organizing and strategic campaigns.
Sitting in Mohamed's yellow Prius, with two other angry drivers having joined us in the back seat, the focus turns to the ride shares. "Why would you pay for dispatch, why would you pay a lease, why would you have to go to the city to pay fines or fees when you can get it for free?" Mohammed says of the Sidecars and Lyfts of the world. "We need nothing but a level playing field. There's nothing wrong with competition, a competitive business. But the problem is when you have a certain group that's free to do whatever they want.
"The way I see it, the city already deregulated everything," he continues. "Anybody can do whatever they want, and they can get away with it. . . . Instead of rewarding us, saying these people are doing the legit things—no, we're being harmed because of that. That's just sadness."
"It's a bit of a wild West out there, and people's lives are at stake," says Smith. "We're looking at disruptors [ride-shares] in a marketplace that has probably needed some disruption, because of the way it's been functioning. [With taxis,] You're dealing with technology that's 50 years old. . . . If people want to use [ride-share services], they should have the opportunity to use them. But they should be operating under the same competitive restraints and restrictions that meter taxis operate under. Otherwise you're essentially disenfranchising thousands of people from being able to make a living.
"It's getting pretty hot out there," Smith says of the growing tension, which is only stoked with each day of inaction from the city.
Alicia Ortiz pulls up to the corner of Boren and Thomas and we pick up John(not his real name), the Amazon employee heading for the Showbox, who says he uses Sidecar about once a week. Without hesitation, John hops in the front passenger seat and asks Ortiz how her day has been. It doesn't feel like a taxi ride.
"It's been stressful," Ortiz tells him. "I've been planning a lot of events for work."
When there's a break in the small talk, I ask John why he likes Sidecar. "I try not to pay for rides when I can use my bus pass," he says. "I use [Sidecar] mainly when it's late at night, when I don't want to get in the line for the bus, and hang out for a while. I can just sort of drop a pin [request a ride through the app] and hang out with my friends for that 10 minutes until someone rolls up, and then I'm ready to go. So it's great. It's really great."
After dropping off John at the Showbox, our second ride request comes quickly, from Alki. Ortiz perks up at the chance of a $22 fare. She tells me her average is closer to $15. You get the feeling this could become addictive.
"Right?" Ortiz exclaims when presented with this observation. "Because it's fun. When you start getting rides, you're like, 'Why would I go in now?' "
Admittedly, however, it's not all sunshine, rainbows, and "vibing to the radio" on the road, as Ortiz puts it. Like taxi customers, she says, at times her riders leave something to be desired. "Sometimes I pick people up when they're drunk … I mean, they're drunk," she says, calling such situations rare. "One guy was, like, hanging out the back of my window, and I just had to be, like, 'Hey, man, this is still my car.' "
There are also the natural fears that come with giving rides to strangers—something Ortiz says using the Sidecar app helps alleviate. "When you're driving around at night—I mean, I'm a girl," Ortiz offers. "So I usually keep my bag under my seat. And if I ever go to a neighborhood I don't know, I'll usually wait with the hazards on. And if I feel like I see [the rider] walking up, I'll call them, so that they answer, so I can confirm that it's them. … This is my car. I only do what I'm comfortable with, and I wouldn't let someone in my car that I don't feel safe with."
We pick up our second rider, a young professional who says she works in PR and runs a local cannabis magazine. We'll call her Kelly. A Sidecar regular, it's clear Kelly and Ortiz know each other.
"Hey, what's up, lady? Thanks for picking me up!" Kelly says, hopping in the front seat. She's headed downtown, to Urban Outfitters.
"It's cheaper than a cab, and everyone's nicer," Kelly explains when asked why she uses Sidecar. She says this is her second Sidecar trip of the day, and that often she knows her driver. "A lot of the drivers I've had I'm pretty familiar with. So I feel like I'm connecting with actual people. … They're just normal, day-to-day people doing this as a nice favor, and also making some cool cash on the side, which I think is awesome and that's why I want to support it.
"Because when I get a car, I might do it too."


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HF058 – Horizontal Flow 058 – Fast Track
This series is another variation of the other horizontal flows available at PowerFrameworks. They are sized consistently with the others, and you can mix these flow segments with the others to create completely customized horizontal flow charts (see series example). Horizontal flows are one of the most widely used graphic because they convey a broad number of concepts: steps, phases, activities, etc. Therefore, mixing and matching segments to create specific and nonstandard messages is a good practice.
This series offers framework downloads in both PowerPoint 2003 and 2007. If you're using PowerPoint 2007, download both and choose which of the three variations you'd like to use (two variations in PowerPoint 2003 and one variation in 2007). If you are using PowerPoint 2003, then just download the 2003 download. The PowerPoint 2007 download contains a variation with formatting not available in PowerPoint 2003.
See HR057 if you want segments without wings.
Be sure to review the tutorial for additional usage and formatting tips. Some of them are important to understand.
This image is provided to show one example of how you could use this framework in a presentation.
Sorry, these examples are not available for download.
Click the back button on your browser to return to the previous page.

subset: commoncrawl


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Commission to review complete streets proposal
Adding bike lanes and enhancing crosswalks are a possibility for Glenneyre Street.
The Laguna Beach Planning Commission will look into a proposal to enhance pedestrian and bicycle access to Glenneyre at 6:30 p.m. Dec. 12 in the City Council Chambers at City Hall, 505 Forest Ave.
The proposed enhancements were outlined in a study by transportation consulting firm, Fehr and Peers, who were contracted by the city. The possible changes that will go before the commission include: crosswalk enhancements at all intersections and installation of bike lanes between Thalia Street and Calliope Street.
In order to create a bike lane, one lane in each direction would be eliminated. This change might allow for additional parking in some places.
Options of adding bike lanes, removing car lanes and installing roundabouts at Park Avenue, Legion Street and Cleo Street along Glenneyre Street were included in the study, but not passed to the commission by the City Council.
The study was presented to the City Council on Oct. 2.
Residents can comment on the proposal at the meeting or by writing to: Steve May, Director of Public Works, City of Laguna Beach, 505 Forest Avenue, Laguna Beach, CA 92651.
Radio station hosting raffle drawing
KX 93.5 FM is looking for support from its listeners.
Laguna Beach's nonprofit community radio station is hosting its first member drive through Dec. 15 to cover operating costs. The station is selling raffle tickets, which are tax deductible, for listeners to win prizes.
The first place prize is a seven-night stay at the Montage Laguna Beach with a spa package and a golf for four at Pelican Hill.
Second prize is a seven-night stay at the Montage Deer Valley. Additional prizes include: an all-day "comfort cabana" at the Deck at Pacific Edge Hotel, a kayak tour for four, whale watching and wine.
One raffle ticket is $50, two for $93.50. A ticket includes membership and a T-shirt.
Residents can participate in the member drive at https://www.KX935.com or sign-up in person at the studio, 1833 S. Coast Hwy., Suite 200.
City hosting parking plan workshop
Community members can have their voice heard and discuss ideas for parking in downtown and along Laguna Canyon Road.
The city is hosting a Community Workshop for resident and business owners to talk about the good, the challenges and any ideas for parking in advance of the new Parking Management Plan from 6:30 p.m. to 8 p.m. on Dec. 19 at the Suzi Q Senior/Community Center, 380 Third St.
The Parking Management Plan will address how the city can maximize the more than 2,000 public parking spaces in downtown and along Laguna Canyon Road using new technology and best practices. The area also offers private spaces that can be used by the public.
Foundation seeking donations before Nepal trip
R Star Foundation is seeking donations before its latest trip to Nepal to help villagers in a variety of ways.
R Star Foundation founder Rosalind Russell is leaving for Nepal on Dec. 7 to deliver pregnant goats to rural women. The goats give the women a way to make money by selling the animals' offspring. Through the goat-giving project, Russell has helped more than 3,000 women.
Russell is planning on helping five more villages in December and building a school in a village where children now have to walk two hours to the closest school.
She is seeking donations of cash, electronics, silk thermal underwear of all sizes, cashmere sweaters and mileage points. For more information, contact Russell at (949) 497-4911.
— Compiled by Britney Barnes


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A mother watches as her son dives to the bottom of the pool at the campus rec center; children and adults shoot baskets fast and furiously, trying to spell AMAZE; families compete to receive the next clue in a round of table tennis. What is going on here? It's The Amazing Race: Family Edition, one of the many activities Resource Center for Students with Children (RCSC) provided hosted this school year to help student families find support and balance with their school and parenting duties.
The RCSC (formerly Student Parent Services) hosts fun and informational events for students and their families throughout the school year. Toward the end of every term they host Kid's Night Out, a free event where free child care and entertainment is provided for kids so students have some alone time to study for finals. At the end of every year they will host a Family-Friendly graduation ceremony, where students can include their family in a personalized graduation ceremony geared toward students with children. The Enlightened Parent is a monthly workshop that provides information to student parents. Some of this year's topics were financial aid for student parents, family-friendly activities in Portland, community and campus resources, and relaxation.
The RCSC boasts a plethora of resources for student to be successful with their studies. Located in SMSU 462, the newly expanded office contains a Family Resource Room, where students can study, play, or eat lunch while their children play; a Lending Library that is filled with books on many subjects related to parenthood, child development, discipline, cooking, and fun activities; a Clothing Closet with free clothes for kids of all ages; and knowledgeable staff, including a Child Care and Lactation specialist, who can connect students with resources on and off campus. The RCSC also manages the Jim Sells Child Care Subsidy, a scholarship based on financial need that can pay for up to 50% of child care costs while the student is enrolled in school.
Students who are parents often feel separate from other students on campus because they have additional parenting duties, and the RCSC has developed several groups that allow students to network with others and create a sense of community. The student-led Dad's Group was started by dads, for dads. FLOCK (Families Living on Campus with Kids) is a group that regularly hosts fun and free activities for student families living on or near campus.
You can contact the RCSC at 503-725-9878, firstname.lastname@example.com, www.pdx.edu/students-with-children, or visit their office in SMSU 462.


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Mauna Loa Apparent TransmissionAtmospheric transmission of direct surface solar and infrared radiation at Mauna Loa, Hawaii
Barrow Snow Melt DatesDetermination of the snow disappearance date at Barrow, Alaska based on objective, radiometric measurements made over open tundra.
Surface Solar and Infrared Radiation from the Global Baseline NetworkDaily plots of preliminary data for the past about 45 days. Click on "Legend" to identify the plotted curves.
Surface Solar and Infrared Radiation from SURFRAD NetworkThis link will take you to the web pages of the Surface Radiation Network (SURFRAD). You can get additional information and plots of measurements.


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Sequester railroads Biden's pricey plane travel
As the federal budget goes off the rails, Joe Biden's getting back on -- with Amtrak.
The looming sequester is forcing the veep to once again take the train -- as opposed to military aircraft -- to his weekend trips home to Delaware.
Biden said Wednesday he initiated the change, calling it the one thing about the sequester that's working to his "benefit."
Speaking at the National Association of Attorneys General, Biden said that while he took nearly 8,000 train trips as senator, the Secret Service made him travel by air because the Amtrak "gives too many opportunities for people to interact with me in a way they wouldn't like to see."
But because of the looming budget cuts, Biden said: "I was able to say, 'Look guys, I've got to take the train now -- it's cheaper than flying.' So I get to take the train again."
The plane trips to Delaware cost tens of thousands of dollars each, according to published reports.
Multiple sources confirmed the vice president's plans.
"AF2 is grounded for weekend trips starting Friday," one source said, referring to the pricey military plane Biden uses most weekends to travel home, often to play golf at Fieldstone Golf Club, a private club. Biden also occasionally flies by military plane to Delaware during the week.
"He'll start taking the train again this weekend when the sequestration starts. It's a huge expense to be taking the military flights," a source said. "So now it's back to 'regular Joe."
And by "regular Joe," that means first-class seats, nowhere near the quiet car. Those familiar with the veep's travel history say Biden would pass some of the one-hour, 18-minute trip from D.C. to Wilmington, Del., reading the paper or reviewing work materials.
But mostly he just talks, a source said. A lot. And poses for photos.
"He just walks around shaking hands posing for pics," said the source. "He talks to everyone and anyone, and doesn't sit still."


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Federal Requirement 4.1
Federal Requirement 4.1The institution evaluates success with respect to student achievement consistent with its mission. Criteria may include enrollment data; retention, graduation, course completion, and job placement rates; state licensing examinations; student portfolios; or other means of demonstrating student achievement.
_X_ Compliance ___ Non-Compliance
NarrativeMcNeese State University's compliance with FR 4.1 is best captured by the annual completion of its Louisiana GRAD Act report. In 2010, the Louisiana Legislature passed legislation titled Granting Resources and Autonomy for Diplomas (Act 741, amended 2011 with Act 418). The Louisiana GRAD Act provides that if institutions meet certain performance criteria, they may be granted the autonomy to raise tuition up to 10% and earn other related operational autonomies. Currently, the legislature in Louisiana holds the authority for institutions to raise tuition. McNeese's mission specifies our service area and priorities. These include residents of Southwest Louisiana; Two-year transfers from the Community-college in our region; employers; economic development; and cultural growth. The GRAD Act identifies four categories of performance in support of institutions' missions: Student Success; Articulation and Transfer; Workforce and Economic Development; and Institutional Efficiency and Accountability.
GRAD Act measures include three types: targeted, where benchmarks must be met to achieve funding and autonomy; tracked, and descriptive. Specific targeted measures related to student success include:
- 1st to 2nd year retention rate;
- 1st to 3rd year retention rate;
- Same institution graduation rate;
- Award productivity (i.e. calculates number of degrees/certificates awarded per FTE enrollment--undergraduate only)
- Percentage change in number of completers from baseline year (all award levels).
For the upcoming 2013 report (submitted to the Louisiana Board of Regents in May 2013), additional targeted measures related to student success will include the following markers:
- Passage rate on licensure exam in Education;
- 1st to 2nd year retention rate of full-time, baccalaureate degree-seeking transfer students with a minimum student level of sophomore.
The narrative in each annual report document on-campus activities and programs designed to reach GRAD Act performance criteria. The narratives also include data on these activities and programs so that McNeese can determine their effectiveness with respect to the specified outcome.
In addition to the GRAD Act for the Louisiana Board of Regents, Legislature, and State of Louisiana, McNeese also tracks student success in its Operational and Strategic Plan as part of the Louisiana Performance Accountability System (LaPAS) submitted to the University of Louisiana System. The purpose of LaPAS is to set performance standards and track accountability and performance. The UL System coordinates these results with the Louisiana Division of Administration's Office of Planning and Budget as part of institutions' formula funding. Student success measures as reported in the Operational Plan for FY 2013-2014 include the following:
- Maintain the fall 14th class day headcount enrollment at McNeese State University at the Fall 2009 baseline level of 8645 to the Fall 2014;
- Increase the percentage of first-time in college, full-time, degree-seeking students retained to the second Fall at McNeese State University of initial enrollment by 2.2 percentage points from the Fall 2008 cohort (to Fall 2009) baseline level of 67.5 to 69.7 by Fall 2014 (retention of Fall 2013 cohort);
- Increase the percentage of first-time in college, full-time, degree-seeking students retained to the third Fall at McNeese State University of initial enrollment by 3.2 percentage points from the Fall 2007 cohort (to Fall 2009) baseline level of 54.0% to 57.2 % by Fall 2014 (retention of Fall 2012 cohort);
- Increase the Graduation Rate (defined and reported in the National Center of Education Statistics (NCES) Graduation Rate Survey (GRS)) - baseline year rate (Fall 2002 cohort for Four Year Universities) of 36.0% to 36.5% by 2014-15 (Fall 2007 cohort) at McNeese State University;
- Decrease* the total number of completers for all award levels in a given academic year from the baseline year number of 1329 in 2008-09 academic year to 1320 in academic year 2013-14 at McNeese. Students may only be counted once per award level.
Supporting Documentation--LA GRAD ActMcNeese GRAD Act Report 2011
McNeese GRAD Act Report 2012
McNeese GRAD Act Part D--new targets--for 2013
Louisiana Board of Regents GRAD Act website
University of Louisiana System GRAD Act website
Supporting Documentation--LAPAS Operational & Strategic PlanLaPAS Five-Year Operational and Strategic Plan FY2011-12 through FY2015-16
*Clearly, it is not McNeese's desire to decrease completers; however, for performance funding reasons we had to set our completer targets as lower than baseline due to two convergent factors: 1. a higher than normal number of completers in the baseline year due to stop-outs and returns from 2005 Hurricane Katrina, and subsequent increases in admission standards which were expected to negatively impact enrollment.


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Chicago Symphony Orchestra
Charlie Vernon began his orchestral career as bass trombonist with the Baltimore Symphony, starting in September 1971. In 1980 he went to the San Francisco Symphony for one season. He was then chosen by Riccardo Muti to play bass trombone with the Philadelphia Orchestra, where he played for five years until coming to the Chicago Symphony Orchestra in 1986.
A native of Asheville, North Carolina, Charlie attended Brevard College and Georgia State University, where he studied with Bill Hill as well as Gail Wilson, professor of trombone at Arizona State University. His mentor/teachers were Arnold Jacobs and Edward Kleinhammer, both former tuba and bass trombone of the Chicago Symphony.
Mr. Vernon has been on the faculties of Catholic University, Brevard Music Center, Philadelphia College of Performing Arts, Roosevelt University ,Curtis Institute and Northwestern University, Currently he is Professor of Trombone at DePaul University.
Charlie has many solo and teaching appearances throughout the world.
In April 1991, with the CSO under Daniel Barenboim, he gave the world premiere of Ellen Taaffe Zwilich.s Concerto for Bass Trombone, which was commissioned by the Orchestra for its centennial. In September 2006, he and the CSO premiered Chick a' Bone Checkout, a new concerto for the alto, tenor and bass trombones and orchestra, written by trombonist and composer Christian Lindberg.
Charlie and his wife, Alison, have several commissioned song cycles for soprano, trombone and piano written by the American composer Eric Ewazen and performed for many European and U.S. audiences. He has two great sons, Mark and Gary
As a part-time athlete, Charlie is an avid swimmer and a member of the Evanston Masters Swim Team. He comments, "As time passes, I realize that I must keep doing it, so that I can KEEP doing it!"


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Conservation & Environment, Sea Turtle & Coastal Conservation in Mexico by Bethany Dean
Arriving in Mexico
In July 2012 I arrived at Guadalajara airport after a tiring 32 hour journey, excited to begin my two months at the Conservation project. I was nervous as I didn't speak a word of Spanish and had never travelled alone before, but I was greeted by my host family and another volunteer who immediately put me at ease.
They talked me through what to expect and answered any questions I had on the drive to their home. I was to stay at their home for the weekend before I left for the Conservation project. During the weekend my host family showed me around Guadalajara, and took me to the cinema, where we saw the animation Brave - in Spanish! Then we went to Chapultepec for the night market.
Monday morning came around and it was time for me to leave Guadalajara for my Mexican conservation experience to begin. My host mother drove myself and another volunteer to the bus station, organised our tickets and then we said our goodbyes as we got on the coach to begin our long journey (6 hours!) to Tecoman.
On the way to the turtle camp
Once at Tecoman bus station, I was greeted by Roberto, one of the Projects Abroad staff, and a van full of volunteers who were already staying at the project. I couldn't believe how different Tecoman was from Guadalajara, the buildings, the atmosphere, even the weather - it was so much hotter in Tecoman! After half an hour in the hot and sandy van, finally I caught a glimpse of the sea through the palm trees and then the few buildings that made the Turtle Camp.
My first thought was that it was beautiful, I couldn't believe that I would be living on this beach just metres away from the ocean, for the next two months. Once out of the van I began trying to settle into my new home and was soon shown around the camp by the staff and then allowed to relax in a hammock for the rest of my day and get to know the other volunteers. It didn't take long for me to settle in to camp life and get used to the routine.
Daily life at the conservation project
We were woken up at 7.30am every morning to start digging holes to bury the turtle eggs collected from the nights patrols. On a busy morning there could be up to a hundred or more bags of eggs to bury - a hundred holes to dig! Then we would move on to our allocated camp chores, which could include sweeping the sand from the buildings, tidying the hammock area of any washed up debris, washing the dishes or raking up leaves, anything to help maintain the camp and keep it clean and tidy.
After all the morning tasks were done with, volunteers would have the chance to go in to Tecoman, as a change of scenery, to do their washing or buy anything they missed having while in camp. There was also time for sun bathing and relaxing in the hammocks and most days volunteers would go down to the lagoon about ten minutes' walk down the beach were we could swim or sit with a beer whilst socialising.
The work activities at the camp were bird watching in the lagoon, night turtle patrols, visiting the crocodile farm and cleaning out old turtle nests. Once a week we would go out on a boat into the lagoon, choose a place to sit and then record all of the bird species that we saw, and their behaviours. I found it interesting just how many species of bird lived in a small area of the lagoon, however you should definitely be prepared for the mosquitoes on this activity! Long sleeves and lots of bug spray are advisable.
At the crocodile farm we would help clean crocodile enclosures. After the crocodile pools were emptied of water, we scrubbed the pools, as well as helping maintain the farm and looking for crocodiles in the lagoon. For me the best crocodile experience was when I got the chance to handle the baby crocodiles! They were adorable and it is so hard to believe they grow so big!
A few weeks into my stay, the volunteers were able to start cleaning out the turtle nests that were buried a month or so before our arrival. This was a very mixed experience as the job wasn't initially a pretty one - lots of maggots! However it was worth it in the end, when we started to discovered the alive and active baby turtles. Smaller than the palm of your hand, and their eyes still closed, they were so cute! The sight of the first babies I saw won't be something I will forget, and really reminded me of the importance of the project. Soon after discovering the newly hatched babies, they were released into the ocean, with all of the volunteers watching, making sure every turtle entered the ocean safely, and hoping the best for them in their big new world.
The beach patrols took place twice a night, at midnight and then again at 4 o'clock (am!). Patrols are another experience I will never forget. I remember my first patrol so clearly, sat on the quad bike at 4am with the wind in my face watching lightning strike miles away over the ocean, lighting up the sky. That was the first time I saw a turtle on the beach as it came up to lay its eggs. Renee and myself had to wait for it to lay its eggs and then collect them in a bag to take back to camp to bury the next morning.
Weekend travels
Every weekend I would travel away from camp to neighbouring beaches or to Guadalajara or Colima to experience other aspects of Mexico with some fellow volunteers. I visited Colima on two separate weekends and was accommodated by Roberto, a staff member at the Turtle camp. We were very grateful to be taken into his home and to be able to see the reality of Mexico that tourists wouldn't usually get to see.
He took us to places in Colima that the locals go to, such as tasty places for breakfast, local fiestas and a beautiful waterfall and pools in the rainforest. I loved the weekends as it was a chance to see other parts of Mexico, meet new people and other volunteers from other projects, have a fresh water shower and to enjoy a nice, comfy bed!
Volunteering in Guadalajara!
For the last two weeks of my time in Mexico I decided to change projects to the Animal Care centre based in Guadalajara. I decided to do this after going to Guadalajara for a long weekend, where I enjoyed the lively, bustling, friendly atmosphere of the city and wanted to be able to really experience it before leaving Mexico.
I loved Guadalajara for the markets and the people, and the events I got to go to. The bus tours are cheap and easy to find and are definitely worth while using to familiarise yourself with the layout of Guadalajara. Nights in Guadalajara were great for socialising, and if you like to dance, there are plenty of chances to salsa!
Back to the UK!
Four months later my time in Mexico ended and I arrived back in England, I write this and still clearly remember so much about my experience and think about my time there every day. Deciding to volunteer abroad was probably the best decision I have made, as it gave me a new confidence and made it clear to me what I would like to do in my future.
From this experience I have taken so many brilliant memories and some great friends, from other volunteers and staff members who I am still in touch with today and one volunteer who I hope to travel with in the future! I would love to visit Mexico again, there is still so much I haven't seen. If you are undecided about volunteering abroad, I say go for it, you will be surprised at how amazing an experience you will have and the memories you will take from it.
Bethany Dean
Ce témoignage est basé sur l'expérience unique d'un volontaire à un certain moment donné. Nos projets s'adaptent constamment aux besoins locaux, ils évoluent au fur et à mesure que des volontaires s'impliquent et s'adaptent aux saisons, ainsi votre expérience sur place pourra être différente de celle décrite ici. Pour en savoir plus sur cette mission, vous pouvez consulter la page de ce projet ou bien contacter l'un de nos conseillers de volontaires.


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Near the raging wildfires east of Los Angeles, Calif., another type of fire was fomenting: The flames of romance.
KTLA-TV's Courtney Friel was covering those fires in Rancho Cucamonga when a shirtless adonis, clad only in a baseball cap, shorts, a puppy and a beer belly, dropped the mightiest of pickup lines:
"Wow, you're super pretty. You want to go on a date sometime?"
Friel, who is married with two kids, barely ignored the comment and asked our plucky hero what he thought about the fire that has since consumed more than 1,000 acres and forced the evacuation of at least 1,650 homes nearby.
"It's pretty cool," he said.
Later, Friel tweeted this:
Wonder where he would have taken me on a date? #ShirtlessDudeAsksMeOutOnliveTV http://t.co/D4nVPgFdnV
— Courtney Friel (@courtneyfriel) April 30, 2014


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'The Simpsons' Chalkboard Gag Reveals True Location of Springfield
After "revealing" that America's favorite yellow family The Simpsons hail from the town of Springfield, Oregon last week, creator Matt Groening was quick to retract his statement. So to put matters to rest, the latest episode of 'The Simpsons' latched on to the fervor over Springfield's actual location with its opening sequence chalkboard gag.
So what did Bart repeatedly write this time for his punishment?
"The true location of Springfield is in any state but yours". There you go, seems punishing enough to hardcore fans who obsess over such things. The fictional town of Springfield remains ambiguous and shrouded in mystery — again. Oregonians must be disappointed with their short-lived claim to fame, but the show's long time producer Al Jean reiterated with TV Guide saying Springfield is "really an 'every town.'" Oh well. Back to Moe's.
The episode also offered an oddly whimsical opening couch gag by Oscar-winner Bill Plympton. You can watch it below.


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Jennifer Lopez's stylist is adamant the singer/actress didn't suffer a wardrobe malfunction during her Oscars appearance, insisting the rumored nipple slip was just an "illusion."
The superstar took to the stage at the Academy Awards on Sunday with Cameron Diaz to present the prize for best costume design and make-up.
However, Lopez's chest became a major talking point of the night when she appeared to bare a nipple as she leaned over the podium, and the topic even started trending on Twitter.
The stylist who helped pick out Lopez's sheer Zuhair Murad dress has now spoken out to insist the star had no need to feel embarrassed.
Mariel Haenn tells People.com, "The dress fit perfectly to every inch. While the dress did give the illusion of sheer-ness, (the) joke's on everyone who wishes they saw something!"


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The Edmonton Oilers survived the Boston Bruins' first two-goal period Thursday night at the TD Garden.
They couldn't survive the second.
Or the third.
The Bruins scored twice in all three periods Thursday, powering them to a 6-3 victory over the once-streaking Oilers.
The Bruins have now scored 24 goals in their last four games.


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NEW HAVEN — Beeman Elementary School kicked off its annual community service projects this past Friday with kindergarten through sixth-grade students collaborating on eight projects that will span the course of March under the theme "Kids Helping Kids, Seniors and Beeman."
Teachers, community members and a group of Middlebury College mentors all volunteered their time to help with the projects.
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MIDDLEBURY — In Town Meeting Day voting, Middlebury residents re-elected Craig Bingham and Dean George to three-year terms on the selectboard, and overwhelmingly approved a $3 million bond to repair Middlebury's many battered roads that have been backlogged because of tight budgets, 467-158.
In a three-way race for two seats on the Mary Hogan Elementary School board, Karen Lefkoe edged out Lorraine Gonzalez Morse, 513-509, while Serena Eddy-Moulton was elected with 556 votes.
WASHINGTON, D.C. — One of the major blockades to Vermont single-payer health care reform fell last week when President Obama endorsed a bill by the Vermont Congressional delegation to alter the waiver date in the federal Affordable Care Act.
The law currently prohibits waivers from federal reform requirements until 2017, but the president has agreed to support an earlier waiver date that will allow Vermont to implement a single-payer plan in 2014.
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To gain the maximum benefit of an office visit, it is important to focus on your main concerns.
DALLAS — You have waited for this medical appointment. You have accumulated a laundry list of concerns to discuss. However, you have only 15 minutes with your doctor. Time to think like a Boy Scout and be prepared.
To gain the maximum benefit of an office visit, it is important to focus on your main concerns. According to a report earlier this year in the journal Medical Care, the time patients spend with the doctor has increased in recent years, but the number of problems addressed during the visit increased substantially more, restricting the doctors' ability to discuss basic healthy living strategies.
When patients prepare for their office visits, doctors can provide better care. Follow Dr. Jane Sadler's 4-point checklist to help:
Review your past medical history with the doctor. You must have a complete, open and transparent discussion of your past history. Be certain your doctor is made aware of past issues, including but not limited to your family cancer history, depression or past heart problems.Write these down and do not be afraid to mention sensitive issues such as bladder control, intimacy or gastrointestinal problems.
Be certain to review your use of over-the-counter medicines such as aspirin and ibuprofen. These medicines might cause gastrointestinal problems such as inflammation and bleeding, especially if taken with blood thinners. They may also interfere with the effectiveness of some blood pressure medications. This information helps your doctor focus on preventive management as it pertains to your personal list of concerns. Your doctor will be better able to direct the physical exam and lab work for purposes of identifying and treating disease early.
Address your weight management and exercise. Yes, you need to exercise. Addressing this topic alone could directly affect your other ailments. Exercise can relieve symptoms such as fatigue, depression and high blood pressure. Exercise improves energy, mood and heart health. Moderate-intensity exercise (fast walking) is healthy for the joints, especially if you are overweight. The Lawrence Berkeley National Laboratory found that a brisk 4.3-mile walk achieves the same energy expenditure and physical benefits as a 3-mile run.
Bring all your medications to your appointment and discuss generic options. With many large chain stores offering $4 generic medicines, you could save big money. Your physician or the pharmaceutical companies might have money-saving coupons for you.
Disclose all vitamins and supplements. It is not unusual for a patient to come into the office wishing to reduce their medication expenditures. At the same time, they may be purchasing several expensive vitamins and supplements. Remember that supplements are not regulated the same as medications (see the May 2012 Consumer Reports). Some might contain contaminants or have prescription drug interactions that can be harmful. Examples of supplements with significant prescription medication interactions include St. John's wort, ginkgo, kava, digitalis and willow. The Archives of Internal Medicine 2011 states: "Based on existing evidence, we see little justification for the general and widespread use of dietary supplements unless there is a medical reason or deficiency of a particular nutrient." For more information on dietary supplements refer to the National Institutes of Health Dietary Supplement Fact Sheet, available online at ods.od.nih.gov.
In summary, do your homework. Getting to know your doctor well, writing down your concerns and bringing a complete medication list can help optimize everyone's time during the doctor visit.
Dr. Jane Sadler is a family medicine physician on staff at Baylor Medical Center at Garland, Texas. She blogs at healthblog.dallasnews.com.


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|Ke-Jung Chen
Ke-Jun Chen a graduate student in the School of Physics and Astronomy has received the Stanwood Johnston Fellowship for 2012-2013. Mr. Chen is currently working on Multi-Dimensional Simulations of Pair-Instability Supernovae with his adviser Professor Alexander Heger. Chen plans to use his stipend to support this research. He is originally from Taiwan.
The fellowship provides a stipend for doctoral students in biochemistry, chemistry, geology, geophysics, microbiology, or physics.


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text: William "Bill" Ellis, associate professor of fine arts: music, while on sabbatical during Fall 2018 semester, was (among other projects) been curating the second season of New Voices, the Flynn Center for the Performing Arts series that spotlights the music of New Americans in our area. In June, Bill also led a "Meet the Artist" session in the FlynnSpace downtown. (posted January 2019) William Ellis, associate professor of fine arts/music, is one of several scholars/performers featured in a new BBC radio show on blind bluesmen. Bill, an accomplished guitarist in the traditional American forms that he focuses his scholarship, such as bluegrass and the blues, says that he "shows up at the 34-minute mark" in the Sunday feature show from BBC Radio 3, titled "Blind, Black and Blue." In it, host Gary O'Donoghue asks why so many early blues musicians in America's Deep South were blind. (posted June 2018) William Ellis, assistant professor of fine arts/music, co-curated the current show at Burlington's New City Galerie, Exaltations (see attached press release), with former Saint Michael's art professor Gregg Blasdel and Jennifer Koch, and gave the May 6 opening night talk, "The Scarecrow and the Cross: Contexts in the Sculptures of Hawkins Bolden." The curator states: "This exhibition shares but a few of the many names whose self-honed art at times lifted them from the vagaries of social indifference, brought beauty into a world sometimes dimmed from it, praised the heavens from the humblest materials, and gave witness to unnoticed if indefatigable lives." (posted June 2016) William Ellis, assistant professor of fine arts/music, performed on his guitar at a New Year's Eve concert program at The Round Church in Richmond to start 2016, in a program that also featured Hannah Beth Crary '13 on fiddle. She is one of the original members of the Fiddleheads and a local elementary school educator. Bill is an acclaimed American blues guitarist raised in the deep roots of American music – his father, Tony Ellis, was one of Bill Monroe's Blue Grass Boys. (posted January 2016) William Ellis, assistant professor of fine arts/music, was interviewed and performed for a PBS series, Craft in America, which airs November 20. The episode is on instruments and instrument makers. In the episode, Bill performs with his dad, banjo composer Tony Ellis, and was interviewed as a traditional music scholar on the history of the banjo. (posted September 2015) William Ellis, assistant professor of fine arts/music, will be curating a show, "Looking Out: The Self-Taught Art of Larry Bissonnette," that will run June 5 through August 29 at downtown's Amy E. Tarrant Gallery. This is the Flynn Center for the Performing Arts' summer art show. Vermont self-taught artist Larry Bissonnette is a Milton-based painter and world-traveled spokesman for autism and the subject of two documentaries that examine his life and art through the lens of ability v. disability. This exhibit is supported in part by a three-year grant from the Surdna Foundation for disability related programming and education. (posted April 2015) William Ellis, assistant professor of fine arts (music), recently wrote a piece for the Sunday Burlington Free Press about his part in a music tour of China coordinated by Vanderbilt and Ohio State universities through the U. S. State Department. Dubbed "The U.S.-China Center Traveling Folksong Revival Workshop," the two-week tour — Oct. 9-23 — gathered five scholar-musicians, Bill included, with personal connections to America's folk revival of the 1950s and 1960s. Their mission, Bill writes, was "to spread musical good will and to carry forward a consortium established in recent years between the American and China folklore societies." The trip featured workshops, lectures, and concerts, most centered on African-American and Anglo-American music traditions as they influenced the U.S. folk revival. Appearances included at the Institute of Chinese Intangible Cultural Heritage at Sun Yat-sen University in Guangzhou; the American Cultural Center at the University of Shanghai for Science & Technology; and Kunming's Yunnan Nationalities Museum. Read Bill's Free Press account: http://www.burlingtonfreepress.com/story/life/arts/2014/11/08/heart-art-musician-brings-folk-china/18535317/ (posted December 2014) William Ellis, assistant professor of fine arts/music, published an article, "Edwin Jeffery Jr.: Memphis Sculptor of Human Rights," in the Folk Art Society of America journal, Folk Art Messenger 25, No. 1 (Spring 2014): 11-13. (posted August 2014) William Ellis, professor of fine arts/music, was curator recently of a group art show titled "This Was Me: Self-Taught Art from the G.R.A.C.E. Gallery Collection," in the downtown Burlington art space New City Galerie, through regional arts organization Grass Roots Arts and Community Effort (G.R.A.C.E.). The show features some 30 works by nearly a dozen artists affiliated with the G.R.A.C.E. program. "This Was Me" opened Aug. 2 (and was to run through September 26) with a reception during Burlington's First Friday Art Walk featuring a talk by Milton artist Larry Bissonnette, followed by a screening of the 2005 awarding-winning documentary about him, My Classic Life as an Artist. Begun in 1975 at the St. Johnsbury Convalescent Center, G.R.A.C.E. is a non-profit that works with agencies such as Howard Center, serving the disabled and elderly communities of Vermont through the creative lens of the visual arts. Bill also is the author of several entries in two new encyclopedias: The first, which came out in June, is Folk Art, vol. 23 of The New Encyclopedia of Southern Culture, ed. Carol Crown and Cheryl Rivers, gen. ed. Charles Reagan Wilson (Chapel Hill: University of North Carolina Press, 2013). It's part of a multi-volume update of William Ferris's acclaimed Encyclopedia of Southern Culture, and Bill wrote six entries: a general essay on Music and Musical Instruments plus the following artists - Hawkins Bolden; Roy J. Ferdinand; Edwin Jeffery, Jr.; James "Son" Thomas; and William Blevin (Billy) Tripp. The second encyclopedia comes out later in September and is a four-volume work titled Music in American Life: An Encyclopedia of the Songs, Styles, Stars, and Stories that Shaped our Culture, ed. Jacqueline Edmondson (Santa Barbara, Calif.: ABC-CLIO, 2013). In that volume, Bill wrote entries on: Reverend Gary Davis; John Lee Hooker; Edward James "Son" House; Mississippi John Hurt; Blind Lemon Jefferson; Lead Belly; and Gertrude "Ma" Rainey. William Lee Ellis and Nathaniel G. Lew, assistant professor and associate professor, respectively, of fine arts/music, both attended the joint meeting of the Society for Ethnomusicology, the American Musicological Society, and the Society for Music Theory in New Orleans on Nov 1-4. Bill gave a paper entitled "I Can't Make the Journey by Myself: Blindness as a Transformative Trope in the Music of Reverend Gary Davis" and was courted by Scarecrow Press about book and series editor possibilities. Nat, in his role as Secretary of the North American British Music Studies Association, helped run that smaller society's business meeting and organized and conducted at their reception and musicale. Music professor, William Ellis, himself a Memphis blues musician, classical guitarist, and ethnomusicologist, recently landed a contract for his book, I Belong to the Band: The Music of Rev. Gary Davis, to be published by the University Press of Mississippi. Ellis' book on the Rev. Gary Davis, 1896-1972, will be welcomed in the music world as Davis has been regarded as one of the very best guitarists, and as someone who has not been widely understood as the important figure he is. Ellis said he chanced upon, "a musician who would change my life: Piedmont blues giant Reverend Gary Davis," while he was earning a master's in classical performance from the University of Cincinnati-College Conservatory of Music. He discovered Davis's intricate finger-picking style, which fascinated the classically-trained guitarist. "Davis was a great sacred bluesman, and that's a genre I love dearly," Ellis said. "There's combination of the heavenly and the hellish, there are wonderful dynamics… tension and drama." What other musicians have said about Rev. Gary Davis: "He was the most fantastic guitarist I'd ever seen." -Dave Van Ronk "More than three decades after his death, the influence of Reverend Gary Davis can still be felt. As each new generation is introduced to blues, folk, and other forms of traditional American music, Davis' signature guitar stylings and heartfelt vocals continue to move, entertain, and educate." - Paul Andersen "Rev. Davis taught me, by example, to completely throw out my preconceptions of what can or can't be done on the guitar." -Bob Weir (of the Grateful Dead) "Gary Davis took you out of playing baby guitar and made you play it like a grown man." -Taj Mahal "In Davis we encounter a complete musician, a composer aware of all musical details, exploring new possibilities. Davis has not been acclaimed as Robert Johnson, yet he alone brought many traditions to culmination through an artistry which surpassed nearly all others during his lifetime." -Allan Evans Professor Ellis—a voting member of the Grammys Professor William Ellis is one of the voting members on the Grammys, serves on their Board of Governors in Memphis, and chairs the liner-note committee that screens contributions and makes nominations. Additionally, he is on the 60-member National Grammy Hall of Fame Committee, which nominates historically important overlooked records. He is currently at work on a chapter on Delta music for a University of Arkansas Press book on The Delta. "That's the source of all the great blues musicians," Ellis said, "Robert Johnson, Howlin' Wolf, and other greats." William Ellis resides in Jericho with his wife Julie Coffey and their daughter Jessa.


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Byron & Byron 35mm, 45mm Neon Floral Curtain Pole Peony, Lime Green
Byron & Byron 35mm, 45mm Neon Floral Curtain Pole Peony, Lime Green
Byron and Byron 35mm and 45mm Neon Floral Wood Curtain Pole in a painted Lime Green finish with Peony finials. An exciting and bold statement of colour, incorporating colours that "wow!" on stunning designs. The three dimensional flower designs are boldly translated into a fresh and innovative look. The collection is available in a selection of eight painted colours, evoking thoughts of pop art and making the functional funky.
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Thailand is truly one of the world's most fascinating countries. Its alluring beaches, tantalizing cuisine, ancient culture, modern cities, and welcoming people make it a must-visit destination, one that all world-travelers should add back onto their bucket lists for 2015.
While Thailand faced its fair share of hardships in 2014, with the nation undergoing a significant governmental transition, 2015 will undoubtedly be the year of Thailand's reawakening. It's just as beautiful, tranquil, and spiritual as ever, ready to welcome a new wave of guests to its friendly shores.
But don't just take my word for it; see for yourself why you need to add Thailand to your international bucket list.
What are you waiting for? With 2015 on the horizon, now's the time to plan the vacation of a lifetime — one that will not only teach you about the world, but introduce you to your true self.


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Gammage, Jeff
China Ghosts
My Daughter's Journey to America, My Passage to Fatherhood
illustrated ed
€ 17.95
Aching to expand from a couple to a family, Jeff Gammage--a reporter for the "Philadelphia Inquirer"--and his wife, Christine, embarked upon a journey that would carry them across a shifting landscape of emotion and through miles of red tape and bureaucratic protocol. On the other side of the world--in the smog-choked city of Changsha in Hunan Province--a silent, stoic little girl was waiting for them: Jin Yu, their new daughter. Now they would have to learn how to fully embrace a life altered beyond recognition by new concerns and responsibilities--and by a love unlike any they'd ever felt before. Alive with insight and feeling, "China Ghosts" is an eye-opening depiction of the foreign adoption process and a remarkable glimpse into a different culture. Most important, it is a poignant, heartfelt, and intensely intimate chronicle of the making of a family.


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Lambskin Bomber Jacket
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August 15, 2016, 9:25 am
Novak is still hopeful to reach an agreement to return to the Bucks while discussions with Allen are still continuing but a deal isn't imminent just yet.
Both sharpshooters are old but can provide 3-point shooting at an elite level for the Bucks. Novak said that returning to the Bucks would be his first choice while Allen seems to be drawing attention from the Knicks and Celtics as well. Either way in terms of fantasy value there isn't much to talk about here unless you need some 3-point shooting in a very deep league. It would be great to see Jesus Shuttlesworth return to the court.
Fantasy News
July 16, 2019, 8:45 pmRussell WestbrookPG, Houston Rockets
The Rockets and Thunder officially completed their blockbuster trade of Chris Paul, first round picks in 2024 and 2026, and pick swaps in 2021 and 2025 for Russell Westbrook on Tuesday.
Westbrook and Harden and now officially reunited and will be performing massive pre-game routines at the Toyota Center. Meanwhile, the Thunder officially have Chris Paul on the roster and are free to move him if they choose. Watching how Sam Presti begins this rebuild process will be interesting, to say the least.
Source: Royce Young on Twitter
July 16, 2019, 7:25 pmJarrell BrantleyPF, Utah Jazz
The Jazz have signed rookies Jarrell Brantley and Justin Wright-Foreman to two-way contracts.
Brantley was selected 50th overall in this June's draft after putting up big numbers in four seasons at the College of Charleston. He averaged 4.0 points and 5.0 rebounds in two games at Summer League, though he also missed time with right hamstring soreness. Wright-Foreman, the 53rd pick out of Hofstra, fared a little better with 10.5 points, 4.0 rebounds, 3.0 assists and 1.5 steals, though he also battled right knee/hamstring issues and left the team for personal reasons at the end of their Vegas run. There's not much fantasy impact here.
Source: Utah Jazz
July 16, 2019, 5:33 pmLonzo BallPG, New Orleans Pelicans
Speaking to the media on Tuesday, Lonzo Ball (left ankle) said he'll be ready to go in "a week or two."
Ball missed the final 35 games of the season because of a Grade 3 left ankle sprain and bone bruise that he suffered in January. Last season also started off slowly as a preseason groin injury cost him a chance to open the year as a starter, and he was forced into sharing point guard work with Rajon Rondo and LeBron James when healthy. A fresh start in New Orleans, where Ball can play an up-tempo game as a franchise building block, should do him wonders. There's some injury risk here considering he's logged only 99 games through two seasons, but Ball's stat set — even with the poor efficiency — could support middle-round numbers. It sounds as though he'll be good to go for training camp.
Source: Andrew Lopez on Twitter
July 16, 2019, 5:26 pmBrandon IngramSF, New Orleans Pelicans
Brandon Ingram (right arm DVT) said that he's "really close" to resuming normal workouts.
Ingram underwent surgery on March 16 and the Pelicans have been consistent in saying they have no long-term concerns about Ingram's health. We're fully expecting him to be ready for training camp, though you'll want to keep an eye out for further updates as camp approaches. Ingram's stat set has the same holes as always, but it's possible that this season he'll become a featured player and bludgeon his way to enough volume to make up for his weak spots. His outlook improves on what it would've been with the Lakers, but Ingram still looks like a player that will be overdrafted.
Source: Andrew Lopez on Twitter
July 16, 2019, 3:29 pmRichaun HolmesPF, Sacramento Kings
The Kings have announced the signing of Richaun Holmes.
Holmes is set to make $10 million over the next two seasons. He'll push for minutes in a crowded frontcourt, but if it's a true meritocracy then he should quickly rise to the front of the pack. Last season he was able to deliver standard-league value in only 16.9 mpg, so he's someone to target late in drafts on the expectation that he gets more burn in Sacramento. It's a potentially messy situation but we have faith that Holmes will make the most of it for fantasy purposes. For the Kings, it's a straight up steal.
Source: Sacramento Kings
July 16, 2019, 2:03 pmMarcus MorrisPF, New York Knicks
The Knicks have announced the signings of Marcus Morris and Reggie Bullock.
Morris is on a one-year, $15 million deal while Bullock is coming in on a two-year deal worth less than $4.7 million annually, with a second season that isn't fully guaranteed. While both players began the offseason as potential standard-league targets, there's not much to see given the sudden depth of the Knicks roster. Morris will be one of five players who should mostly be playing power forward, while Bullock will slot into a busy backcourt and is already expected to miss at least a month of the season. New York's rotations are going to be a mess and we'd steer clear.
Source: New York Knicks
July 16, 2019, 1:43 pmReggie BullockSG-SF, New York Knicks
Reggie Bullock is expected to miss at least one month of the regular season, per SNY's Ian Begley.
Bullock, who initially agreed to a two-year deal worth $21 million, re-worked his contract to clock in at two years (with a second year that isn't fully guaranteed) for under the $4.7 million exception. There's no word on what exactly Bullock is dealing with, though he suffered from neck stiffness and plantar fasciitis in his right foot late last season. There's no need to monitor Bullock in standard leagues to open the year.
Source: Ian Begley on Twitter
July 16, 2019, 1:14 pmMarkelle FultzPG, Orlando Magic
Speaking to Sirius XM, Steve Clifford said that although there remains no timetable for Markelle Fultz (shoulder), he is making good progress.
Clifford said, "You know, right now we don't have a timetable for when he'll be back, but he's really doing a great job." Fultz simply wasn't ready to suit up, and even though we haven't really had any concrete updates on him since his last game on November 18, we're still expecting him to be ready to start the season. Fultz will make for a late-round flier on the chance that he finally gets healthy and puts it all together.
Source: Sirius XM NBA Radio on Twitter
July 16, 2019, 1:06 pmBlake GriffinPF, Detroit Pistons
Blake Griffin (left knee) has been cleared to start light basketball activities after undergoing arthroscopic surgery in late April.
Griffin dealt with left knee soreness in the season's final games and missed the first two games of the playoffs. His issues were dealt with quickly after the season ended and he should be ready for the start of the season. Look for Griffin to come off draft boards in the early-middle rounds after he put up a career season last year, though there might not be much profit margin at that price. There's a definite 8-cat lean as well.
Source: Rod Beard on Twitter
July 16, 2019, 11:59 amNicolo MelliPF, New Orleans Pelicans
Pelicans forward Nicolo Melli underwent knee surgery and will not participate in Italy's training camp at the end of July, ahead of the FIBA World Tournament.
This comes out of nowhere and the only relative information we have is that Melli will be re-evaluated on a week-to-week basis. The Italian big should be fine for the Pelicans training camp where he will compete for the backup power forward minutes as long as the surgery is not anything too serious.
Source: Sportando


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Journal of the South African Institution of Civil Engineering
On-line version ISSN 2309-8775
Print version ISSN 1021-2019
J. S. Afr. Inst. Civ. Eng. vol.56 n.1 Midrand Jan. 2014
R Muigai; M G Alexander; P Moyo
Publishing particulars of paper under discussion. Vol 55 (2) 2013, Pages 2-7, Paper 798: Cradle-to-gate environmental impacts of the concrete industry in South Africa
On reducing the carbon footprint of the concrete industry
It is suggested that a small, but probably significant reduction in - or actually a more accurate assessment of - the carbon footprint of the industry can be obtained by considering the amount of CO2 sequestered during carbonation of concrete and cement-stabilised pavement materials.
Both the cement minerals and the free lime released during the hydration of Portland-type cements are subject to carbonation in engineering time.
Although the carbonation of concrete in atmospheric air is slow (about 0.1-3 mm/ year), far more cement is used in concrete than in stabilisation. However, that of cement-stabilised soil pavement layers is much faster (about 0.5-2 mm/day on all surfaces exposed to atmospheric air) and about 2-50 mm/year from the bottom of the layer upwards due to reaction with soil air (Netterberg 1991). Although these rates tend to decrease with time, this means that a thickness of 150-300 mm of 2-3% cement-stabilised material can thus become completely carbonated within 5-10 years. In both cases the amount of CO2 taken up will be approximately equal to the amount of CO2 released by the now carbonated cement during its manufacture.
The same applies to lime-stabilised pavement layers.
This will enable a "cradle-to-grave" estimate rather than just a "cradle-to-gate" estimate to be made.
Netterberg, F 1991. Durability of lime and cement stabilisation. In: Concrete in pavement engineering, Portland Cement Institute, Halfway House, 27 pp.
Dr Frank Netterberg
The authors are in agreement that the sequestration of CO2 during carbonation of concrete serves in lowering the carbon footprint of the industry.
However, for the amount of CO2 sequestered to be approximated, there first needs to be a more accurate assessment than that done in the published paper of the end applications of the cementitious materials. The proposed study would give details of the stock of concrete structures of all types in South Africa, including stabilised layers in road construction, and their actual service lives. Based on the findings, one can then approximate the cradle-to-grave environmental impacts of concrete structures in SA.
Regarding road-stabilised layers in particular, there is the question of access of CO2 to the layer, due to (a) overlying wearing courses, and (b) degree of saturation of the layer.
Rachel Muigai
Prof Mark Alexander
Prof Pilate Moyo