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San Diego International Airport
San Diego International Airport (IATA: SAN, ICAO: KSAN, FAA LID: SAN), formerly known as Lindbergh Field, is an international airport 3 mi (4.8 km) northwest of Downtown San Diego, California, United States. It is owned and operated by the San Diego County Regional Airport Authority.[5][6] San Diego International Airport covers 663 acres (268 ha) of land.[5]
San Diego International Airport
|Airport type
|San Diego County Regional Airport Authority
|Greater San Diego
|August 16, 1928
|Focus city for
|Alaska Airlines
|Elevation AMSL
|17 ft / 5 m
|32°44′01″N 117°11′23″W / 32.73361°N 117.18972°WCoordinates: 32°44′01″N 117°11′23″W / 32.73361°N 117.18972°W
FAA airport diagram as of June 2019[update]
|Statistics (2018)
In 2015, traffic at San Diego International exceeded 20 million passengers, serving more than 500 scheduled operations carrying about 50,000 passengers each day.[3] While primarily serving domestic traffic, San Diego has nonstop international flights to Canada, Germany, Japan, Mexico, Switzerland, and the United Kingdom.[7]
San Diego is the largest metropolitan area in the United States that is not an airline hub or secondary hub; however, San Diego is a focus city for Alaska Airlines. The top five carriers in San Diego during 2017 were Southwest Airlines (34.7%), American Airlines (12.6%), United Airlines (11.9%), Delta Air Lines (10.3%), and Alaska Airlines (8.7%).[8]
San Diego International is the busiest single runway airport in the United States and third-busiest single runway in the world, behind Mumbai and London Gatwick.[9][10] [Note 1] The airport's landing approach is well known for its close proximity to the skyscrapers of Downtown San Diego,[11] and can sometimes prove difficult to pilots for the relatively short usable landing area, steep descent angle over the crest of Banker's Hill, and shifting wind currents just before touchdown.[12][13] San Diego International operates in controlled airspace served by the Southern California TRACON, which is some of the busiest airspace in the world.[14]
- 1 History
- 2 Airport facilities
- 3 Terminals
- 4 Airlines and destinations
- 5 Statistics
- 6 Flight operations
- 7 Accidents and incidents
- 8 Recognition and awards
- 9 California High-Speed Rail
- 10 Endangered species habitat
- 11 See also
- 12 Notes
- 13 References
- 14 External links
The airport is near the site of the Ryan Airlines factory, but it is not the same as Dutch Flats, the Ryan airstrip where Charles Lindbergh flight tested the Spirit of St. Louis before his historic 1927 transatlantic flight. The site of Dutch Flats is on the other side of the Marine Corps Recruit Depot, in the Midway neighborhood, near the intersection of Midway and Barnett avenues.[15]
Inspired by Lindbergh's flight and excited to have made his plane, the city of San Diego passed a bond issue in 1928 for the construction of a two-runway municipal airport. Lindbergh encouraged the building of the airport and agreed to lend his name to it.[16] The new airport, dedicated on August 16, 1928, was San Diego Municipal Airport – Lindbergh Field.
The airport was the first federally certified airfield to serve all aircraft types, including seaplanes.[17][18] The original terminal was on the northeast side of the field, on Pacific Highway.[17] The airport was also a testing facility for several early US sailplane designs, notably those by William Hawley Bowlus (superintendent of construction on the Spirit of St. Louis) who also operated the Bowlus Glider School at Lindbergh Field from 1929–1930.[19] The airport was also the site of a national and world record for women's altitude established in 1930 by Ruth Alexander.[20][21] On June 1, 1930, a regular San Diego–Los Angeles airmail route started. The airport gained international airport status in 1934. In April 1937, United States Coast Guard Air Base was commissioned next to the airfield.[22] The Coast Guard's fixed-wing aircraft used Lindbergh Field until the mid-1990s when their fixed-wing aircraft were assigned elsewhere.[23]
A major defense contractor and contributor to World War II heavy bomber production, Consolidated Aircraft, later known as Convair, had their headquarters on the border of Lindbergh Field, and built many of their military aircraft there. Convair used the airport for test and delivery flights from 1935 to 1995.[24]
The US Army Air Corps took over the field in 1942, improving it to handle the heavy bombers being manufactured in the region. Two camps were established at the airport during World War II and were named Camp Consair and Camp Sahara.[25] This transformation, including an 8,750 ft (2,670 m) runway, made the airport "jet-ready" long before jet airliners came into service.[26] The May 1952 C&GS chart shows an 8,700-ft runway 9 and a 4,500-ft runway 13.
Pacific Southwest Airlines (PSA) established its headquarters in San Diego and started service at Lindbergh Field in 1949. The April 1957 Official Airline Guide shows 42 departures per day: 14 American, 13 United, 6 Western, 6 Bonanza, and 3 PSA (5 PSA on Friday and Sunday). American had a nonstop flight to Dallas and one to El Paso; aside from that, nonstop flights did not reach beyond California and Arizona. Nonstop flights to Chicago started in 1962 and to New York in 1967.
The first scheduled jets at Lindbergh Field were in September 1960, American Airlines Boeing 720s to Phoenix and United Airlines 720s to San Francisco.
The original terminal was on the north side of the airport; the current Terminal 1 opened on the south side of the airport on March 5, 1967. Terminal 2 opened on July 11, 1979. These terminals were designed by Paderewski Dean & Associates.[27] A third terminal, dubbed the Commuter Terminal, opened July 23, 1996. Terminal 2 was expanded by 300,000 square feet (27,871 m2) in 1998, and opened on January 7, 1998. The expanded Terminal 2 and the Commuter Terminal were designed by Gensler and SGPA Architecture and Planning.[28][29] As downtown San Diego developed, the airport's 3,600 ft (1,100 m) second runway was closed.
The airport was built and operated by the City of San Diego through the sale of municipal bonds to be repaid by airport users. In 1962 it was transferred to the San Diego Unified Port District by a state law. In 2001 the San Diego County Regional Airport Authority was created, and assumed jurisdiction over the airport in December 2002.[30] The Authority changed the airport's name from Lindbergh Field to San Diego International Airport in 2003, reportedly considering the new name "a better fit for a major commercial airport."[31]
San Diego International Airport's expansion and enhancement program for Terminal 2 was dubbed "The Green Build". Additions include 10 gates on the west side of Terminal 2 West, a two-level roadway separating arriving and departing passengers, additional security lanes, and an expanded concession area.[32] It was completed in August 13, 2013 and cost US$900 million.[33] In January 2016 the airport opened a new consolidated rental car facility on the north side of the airport. The US$316 million, 2-million-square-foot (190,000 m2) facility houses 14 rental car companies and is served by shuttle buses to and from the terminals.[34] A new three-story parking structure in front of Terminal 2 was launched in July 2016 and completed in May, 2018.[33][35]
The Airport Development Plan (ADP) is the next master-planning phase for San Diego International Airport.[36] In 2006, a county-wide ballot measure to move the airport was defeated. Therefore, the airport will continue in its current location for the foreseeable future. The ADP identifies improvements that will enable the airport to meet demand through 2035, which is approximately when projected passenger activity levels will reach capacity for the airport's single runway. An additional runway is not being considered.
The ADP envisions the replacement of Terminal 1 and related improvements. As a first step in the ADP, several potential concepts were developed. These concepts represented the first step in a comprehensive planning process.
Extensive public outreach was conducted to obtain input from residents and airport stakeholders in the San Diego region. The Airport Authority Board eventually selected a preferred alternative and a detailed environmental analysis is now under way. The environmental review and planning process is expected to conclude in spring 2017.
A new immigration and customs facility at the western end of Terminal 2 began construction in 2017.[37][38] The new facility was completed in June 2018 and is almost five times the size of its predecessor.[39] Prior to its completion, international arrivals were handled at gates 20, 21, and 22 in Terminal 2 East. These arrivals are now handled at gates 47, 48, 49, 50, and 51 in Terminal 2 West. The construction of the new facility was due to the sharp rise of international travel at the airport; international arrivals increased "from 50,000 passengers a year in 1990 to more than 400,000 a year in 2017."[37][39]
San Diego International Airport is proceeding with a redevelopment plan, starting with reconstruction of Terminal 1. This work is scheduled to be complete by 2026. The number of gates will increase from 19 gates in the old Terminal 1 to 30 gates in the new Terminal 1. Other parts of the redevelopment plan include a 7,500-space parking structure, a new dual-level roadway in front of the new Terminal 1, and a new entry road. Further changes are scheduled in later years for Terminal 2, which will increase the total number of gates at San Diego International Airport to 61. Completion of these changes is not expected until 2035.[40]
Relocation proposalsEdit
In the jet age there have been concerns about a relatively small airport constrained by terrain serving as the area's primary airport; at one point acting Civil Aeronautics Authority administrator William B. Davis said he doubted any jet airline would use it.[41] In 1950 the city acquired what is today Montgomery Field and much of the land surrounding it through eminent domain in order to build a new airport, but the Korean War brought with it a massive expansion in jet traffic to nearby Naval Air Station Miramar which soon rendered a commercial service airport in the area impractical. The CAA refused to fund any major enhancements to SDIA through the 1950s, and at various times the city proposed NAS North Island, Mission Bay, and Brown Field as replacements. But cost, conflicts with the Navy, and potential interference with other air traffic stymied all these plans.[42] It was not until the 1964 that the FAA would finally agree to an expansion of SDIA, which at this point was over double the capacity of its 1940s era terminals, leading to the construction of today's Terminal 1. Even then, it was only allowed with the assurance of San Diegan Mayor Charles Dail that it was only a temporary measure until a replacement could be found.[43] From that time until 2006 various public agencies conducted numerous studies on potential locations for a replacement airport. One was a revisiting of a study done in the 1980s by the City in 1994 when Naval Air Station Miramar closed and was then immediately transferred to the US Marine Corps as Marine Corps Air Station Miramar. Another was by the City of San Diego in 1984 and another that started in 1996 and sat dormant with SANDAG until the airport authority was formed. This study is the first study ever done to look for a new site by a public agency that actually had jurisdiction over the issue, and the first non-site specific comprehensive study of the entire region.
California State Assembly Bill 93 created the San Diego County Regional Airport Authority (SDCRAA) in 2001.[30] At the time the SDCRAA projected that SAN would be constrained by congestion between 2015 and 2022,[44] however growth in widebody traffic and changes to airline routing structure have since proved this prediction wrong [45] In June 2006, SDCRAA board members selected Marine Corps Air Station Miramar as its preferred site for a replacement airport, despite military objections that the compromises this would require would severely interfere with the readiness and training of aviators stationed at the air station.[46] On November 7, 2006, San Diego County residents rejected an advisory relocation ballot that included a joint use proposal measure over these and related concerns over the potential impact reducing the region's military value would have on the defense focused San Diego economy.[47] Since then no public agency has placed forth a serious proposal to relocate SDIA, and the Airport Authority has stated it has no plans to do so for the foreseeable future [48]
Airport facilitiesEdit
Terminal facilitiesEdit
The airport has nearly completed a substantial expansion of concessions. 73 new shops and food and beverage locations have opened throughout the terminals.[49] Three airline lounges are located in the airport in Terminal 2: Delta SkyClub, United Club, and a joint Airspace Lounge/American Airlines Admirals Club.[50]
Rental car facilitiesEdit
Until 2015, major rental cars companies operated out of ground-level facilities across Harbor Drive from the airport, with each company operating its own shuttle. Other companies were located on private property near the airport. In January 2016 the airport opened a consolidated rental car facility on the north side of the airport, housing 14 rental car agencies with capacity for 19. An on-airport shuttle bus service transports passengers to and from the airport. The same shuttle bus also serves passengers from off-site rental car companies, and is intended to carry passengers from a nearby trolley stop as well.[51]
San Diego International Airport has two terminals:
- Terminal 1
- Terminal 1 has two parts: East and West, and has 19 gates, numbered 1A and 1–18. Terminal 1 is used by Allegiant Air, Frontier Airlines, JetBlue Airways, Southwest Airlines, Spirit Airlines, and Sun Country Airlines.
- Terminal 2
- Terminal 2 has two parts: East and West, and has 32 gates, numbered 20–51. The rest of the airlines that serve the airport are found in Terminal 2.
- All international arrivals at San Diego International Airport are handled in Terminal 2 West at gates 45-51.
- Commuter Terminal (former)
- The Commuter Terminal had four gates, numbered 1–4. The last flight to use the Commuter Terminal was American Eagle flight #2883, which departed on the evening of June 3, 2015. The last flight of the night from LAX (which would in turn be the first flight on June 4, 2015) docked at Terminal 1. Today, the Commuter Terminal houses the administrative offices of the San Diego County Regional Airport Authority.[52]
The airport is home to the largest airport USO center in the world.[53]
The airport promotes education about its history,[54] and sponsors an "airport explorers" program.[55]
There are several well-known pieces of art on display at the airport.[56] Inside Terminal 2 is a recreation of The Spirit of St. Louis. "At the Gate", a popular piece with tourists, depicts comical characters patiently waiting for their planes.[57] Terminal 2 also features "The Spirit of Silence," a meditation room designed by public artist Norie Sato.[58]
Airlines and destinationsEdit
|Imperial, Ontario
|DHL Express
|Cincinnati, Phoenix–Sky Harbor
|FedEx Express
|Indianapolis, Los Angeles, Memphis, Oakland, Ontario
|UPS Airlines
|Louisville, Ontario
General aviationEdit
BBA Aviation's Signature Flight Support (previously known as Landmark Aviation[83]) is the fixed-base operator (FBO) at San Diego International Airport.[84] It services all aircraft ranging from the single-engine Cessna aircraft to the four-engine Boeing 747. Generally, it services corporate traffic to the airport. The FBO ramp is located at the northeast end of the airfield.
Top destinationsEdit
|San Francisco, California
|Alaska, Southwest, United
|Seattle/Tacoma, Washington
|Alaska, Delta, Southwest
|Denver, Colorado
|Frontier, Southwest, Spirit, United
|Phoenix–Sky Harbor, Arizona
|American, Southwest
|San Jose, California
|Alaska, Southwest
|Las Vegas, Nevada
|Delta, Southwest, Spirit
|Sacramento, California
|Alaska, Southwest
|Dallas/Fort Worth, Texas
|American, Spirit
|Chicago–O'Hare, Illinois
|American, Spirit, United
|Oakland, California
|San José del Cabo, Mexico
|Alaska, Southwest, Sun Country
|London–Heathrow, United Kingdom
|British Airways
|Vancouver, Canada
|Air Canada, WestJet
|Tokyo–Narita, Japan
|Japan Airlines
|Toronto–Pearson, Canada
|Air Canada
|Frankfurt, Germany
|Puerto Vallarta, Mexico
|Calgary, Canada
|Zurich, Switzerland
Annual trafficEdit
|% Change
Flight operationsEdit
Runway configuration and landingEdit
The airport has one runway, designated 9/27 for its magnetic headings of 095 degrees (106 True) and 275 degrees (286 True). The runway is asphalt and concrete, 9,400 feet (2,900 m) x 200 feet (61 m). Each end has a displaced threshold; on runway 27 the first 1,810 feet (550 m) is displaced and on runway 9 the first 1,000 feet (300 m).
Wind is typically from the west and most takeoffs and landings are on runway 27. The approach from the east is steeper than most because trees more than 200 feet above the runway are less than 3200 feet from the east end of the runway (i.e. less than 5000 feet from the displaced threshold.) Contrary to local lore, the parking garage 800 feet east of the end of the runway was built in the 1980s long after previous obstructions were built up east of I-5 and does not affect the approach, nor do any of the nearby downtown skyscrapers.
The final approach into landing has gained notoriety among passengers for the unusual experience of flying low next to such a densely populated area as Downtown San Diego, and has drawn comparisons to Kansas City's Charles B. Wheeler Downtown Airport and Hong Kong's former Kai Tak Airport.[89] Landing from the east offers closeup views of skyscrapers, Petco Park (home of the San Diego Padres), the San Diego Bay, and the San Diego–Coronado Bridge from the left side of the aircraft. On the right, Balboa Park, site of the 1915-1916 Panama-California Exposition, can be seen.
Reverse operationsEdit
Runway 27 (landing east to west), is a localizer and RNP approach with minimums down to 1.5 mi (2.4 km). For Runway 9 the required visibility is 0.5 mi (0.80 km), so when visibility is below 1.5 mi (2.4 km) arriving aircraft must use Runway 9. Terrain east of the airport often imposes weight limits on departing aircraft, so the heaviest ones must take off to the west. While safe, these "head to head" operations slow the flow of aircraft for sequencing and create delays.
Terrain east and west of the airport greatly impacts the available runway length. Runway 27 (heading west) has a climb gradient of 353 ft/nmi (58.1 m/km) feet per nautical mile. Taking off to the east requires a 290 ft/nmi (48 m/km) climb rate, this is due to a mathematical reduction in the runway length.
San Diego International Airport does not have standard 1,000 ft (300 m) runway safety areas at the runway ends. An engineered materials arrestor system (EMAS) has been installed at the west end to halt aircraft overruns, but the east end does not have such a system as it would reduce runway length by at least 400 ft (120 m), making departures to the west harder. Instead, the use of declared distances reduces the mathematical length of Runway 9 (west to east operations) by declaring that the easternmost end of Runway 9 is 1,121 ft (342 m) shorter with a net length of 8,280 ft (2,520 m).[90]
Noise curfewEdit
SAN is in a populated area. To appease the concerns of the airport's neighbors regarding noise and possible ensuing lawsuits, a curfew was put in place in 1979. Takeoffs are allowed between 6:30 a.m. and 11:30 p.m. Outside those hours, they are subject to a large fine. Arrivals are permitted 24 hours per day.[91] While several flights have scheduled departure times before 6:30 a.m., these times are pushback times; the first takeoff roll is at 6:30 a.m.
Current statusEdit
As of June, 2017, San Diego International Airport is served by 18 passenger airlines and five cargo airlines that fly nonstop to 65 destinations in the United States, Canada, Mexico, Great Britain, Japan, and most recently Germany and Switzerland. Several carriers including Alaska, Southwest, and Spirit have increased their flights to and from San Diego. Additional service between SAN and Los Cabos (Mexico), Dallas, Portland, Boston, Washington D.C./Baltimore, Burbank, and Tokyo were added in 2014; however, Burbank has since been discontinued.[92][93][94]
British Airways resumed nonstop service to London Heathrow Airport on June 1, 2011 with a Boeing 777-200ER. The airline had dropped this route in October 2003, after the worldwide downturn in aviation after the September 11 attacks in 2001. The airline had been flying nonstop to London Heathrow; however, the route had originally been flown from Gatwick via Phoenix Sky Harbor International Airport on a Boeing 747-400. After the September 11 attacks, the route was reduced to six days a week, then five, and then cancelled. In June 2010 the European Union approved the new Atlantic Joint Business Agreement between British Airways, American Airlines, and Iberia Airlines, which dropped many of the provisions of the Bermuda II treaty and its restrictions on airlines flying to Heathrow. Oneworld members now can earn mileage on any American Airlines, British Airways, or Japan Airlines flight.[95] On March 27, 2016, British Airways changed the aircraft on this flight from the 3-class 777-200 to the 4-class 777-300, increasing passenger and cargo capacity, and to provide first class seats. In November 2015, British Airways announced that it would fly the Boeing 747-400 on the London-San Diego route, and is now used in seasonal service.[96]
Japan Airlines began service to Tokyo–Narita on December 2, 2012, using the Boeing 787 aircraft. This is the airport's first nonstop flight to Asia. The flights used the 787 until its grounding when service was temporarily replaced with a 777-200ER. The last 777 flight was May 31, 2013. On June 1, 2013, 787 service resumed, this time daily. This route is covered under the Pacific Joint Business Agreement between Oneworld partners Japan Airlines and American Airlines.[97][98]
On Thursday, June 9, 2016, Condor Airlines announced thrice-weekly seasonal service from Frankfurt am Main International Airport to San Diego, with Monday flights beginning May 1, 2017, through October 2, 2017, Thursday flights beginning May 4, 2017, through October 5, 2017, and Saturday flights beginning July 8, 2017, through September 2, 2017. Flights will be on a Boeing 767-300 aircraft.[99] On June 21, 2016, Edelweiss Air announced twice-weekly seasonal service from Zurich Airport, beginning Monday, June 9, 2017, with the second flight of the week on Fridays. Flights will be on an Airbus A340-300 aircraft.[100] On June 13, 2017, Lufthansa announced five weekly flights from Frankfurt to San Diego beginning in summer 2018.[101] In 2018, the airport saw an increase in passengers, totaling about 24 million, which included 1 million international passengers.[102]
Air France will begin flying what it calls a test route from Paris Charles De Gaulle Airport to San Diego using a Boeing 777-300ER. Flights are scheduled to begin in late November.[clarification needed][103]
The busiest route by flight count is to Los Angeles with 25 daily round trips on United Express, American Eagle, and Delta Connection. The busiest route by available seats per day is to San Francisco with just over 2,816 seats on 21 daily round trips on United Airlines, Southwest Airlines, and Alaska Airlines.
In January 2008, San Diego International Airport entered the blogosphere with the launch of the first employee blog–the Ambassablog[104]–for a major US airport. Written by front-line employees, the blog features regular posts on airport activities, events, and initiatives; reader comments; and several multimedia and interactive features. It has been presented as a case study in employee blogging to several public agencies at the federal, state, and local levels.
In February 2008, San Diego International Airport was one of the first major airports in the US to adopt a formal sustainability policy, which expresses the airport's commitment to a four-layer approach to sustainability known as EONS. As promulgated by Airports Council International – North America, EONS represents an integrated "quadruple bottom line" of Economic viability, Operational excellence, Natural resource conservation and preservation, and Social responsibility.
In May 2008, California Attorney General Jerry Brown announced an agreement with San Diego International Airport on reducing greenhouse gas emissions associated with the airport's proposed master plan improvements. In announcing the agreement, the Attorney General's office said "San Diego airport will play a key leadership role in helping California meet its aggressive greenhouse gas reduction targets."
There are three public transportation options:
- Metropolitan Transit System bus route 992 connects the airport to downtown San Diego's train station, where connections can be made to other bus routes and the San Diego Trolley, Coaster, and Amtrak's Pacific Surfliner.
- Metropolitan Transit System bus route 923 runs between Ocean Beach and downtown.
- In July 2015, the airport added its Trolley – Terminal Shuttle Service that runs between the terminals and Middletown Station, which serves the Green Line Trolley. This shuttle also serves the rental car center; it runs while the airport is open.
San Diego International Airport is testing a new system of airfield lights called Runway Status Lights (RWSL) for the US Federal Aviation Administration (FAA). It completed the rehabilitation of the north taxiway in 2010. A project that included replacing its airfield lighting and signage with energy-efficient LED lights where possible.[citation needed]
Because of the airport's close proximity to downtown San Diego, FAA regulations do not allow any building within a 1.5-mile (2.4 km) radius of the runway to be taller than 500 feet (150 m).[105]
US Coast Guard operationsEdit
Coast Guard Air Station San Diego is located near the southeast corner of the airport. The installation originally supported seaplane operations, with seaplane ramps into San Diego Bay, as well as land-based aircraft and helicopter operations using the airport's runway.
The air station is separated from the rest of the airfield which necessitated moving aircraft across North Harbor Drive, a busy, 6-lane city street, to reach SAN's runway. Stoplights halted vehicle traffic while aircraft crossed North Harbor Drive. This was a common occurrence during the 1970s, 1980s, and early 1990s, when the station had both HH-3F Pelican and HH-60J Jayhawk helicopters and HU-25 Guardian jets assigned.[106]
Accidents and incidentsEdit
- On April 29, 1929, a Ford Trimotor operated by Maddux Air Lines collided in mid-air with a PW-9D shortly after taking off from Lindbergh Field. The aircraft collided over Downtown San Diego, killing all 5 aboard the Trimotor and the USAAC pilot of PW-9D. According to eyewitness accounts shortly before the collision the Air Corps pilot had been flying extremely close to the larger airliner in an impromptu show for viewers on the ground, when he misjudged the distance between the two aircraft and crashed into it.[107]
- On June 2, 1941, the first British Consolidated LB-30 Liberator II, AL503, on its acceptance flight for delivery from the Consolidated Aircraft Company plant in San Diego, crashed into San Diego Bay[108] when the flight controls froze, killing all five of the civilian crew: Consolidated Aircraft Company's chief test pilot William Wheatley, co-pilot Alan Austen, flight engineer Bruce Kilpatrick Craig, and two chief mechanics, Lewis McCannon and William Reiser. Craig had been commissioned a 2nd Lieutenant in the US Army Reserve in 1935 following Infantry ROTC training at the Georgia Institute of Technology, where he earned a Bachelor of Science degree in aeronautical engineering. He had applied for a commission in the US Army Air Corps before his death; this was granted posthumously, with the rank of 2nd Lieutenant. On August 25, 1941, the airfield in his hometown of Selma, Alabama was renamed Craig Field, later Craig Air Force Base.[109] Investigation into the cause of the accident caused a two-month delay in deliveries, resulting in the Royal Air Force not receiving Liberator IIs until August 1941.[citation needed]
- On May 10, 1943, the first Consolidated XB-32 Dominator, 41–141, crashed on take-off at Lindbergh Field, likely from failure of the flaps. Although the bomber did not burn when it piled up at end of runway, Consolidated's senior test pilot Dick McMakin was killed. Six others on board were injured.[110] This was one of only two twin-finned B-32s (41–142 was the other); all subsequent planes had a PB4Y-style single tail.[citation needed]
- On November 22, 1944, Consolidated PB4Y-2 Privateer, BuNo 59544, on a pre-delivery test flight out of Lindbergh Field, took off at 12:23 am, lost its left outer wing on climb-out, and crashed in a ravine in an undeveloped area of Loma Portal near the Naval Training Center, less than 2 miles (3.2 km) from the runway. All 6 members of the Consolidated Vultee test crew were killed, including pilot Marvin R. Weller, co-pilot Conrad C. Cappe, flight engineers Frank D. Sands and Clifford P. Bengston, radio operator Robert B. Skala, and Consolidated Vultee field operations employee Ray Estes. A wing panel landed on a home at 3121 Kingsley Street in Loma Portal. The cause was found to be 98 missing bolts; the wing was only attached with four spar bolts. Four employees who either were responsible for installation, or were inspectors who signed off on the undone work, were fired two days later. A San Diego coroner's jury found Consolidated Vultee guilty of "gross negligence" by vote of 11–1 on January 5, 1945, and the Bureau of Aeronautics reduced its contract by one at a cost to firm of US$155,000. Consolidated Vultee paid out US$130,484 to the families of the six dead crew.[111]
- On April 5, 1945, the prototype Ryan XFR-1 Fireball, BuNo 48234, on a test flight over Lindbergh Field, lost skin between the front and rear spars of the right wing, interrupting airflow over the wing and causing it to break apart. Ryan test pilot Dean Lake bailed out as the airframe disintegrated. The wreckage struck a brand new Consolidated PB4Y-2 Privateer, BuNo 59836, just accepted by the US Navy and preparing to depart for the modification center at Litchfield Park, Arizona. The bomber caught fire and the four man Navy crew was forced to evacuate the burning PB4Y, with Aviation Machinist J. H. Randall suffering first, second, and third degree burns and minor lacerations while the rest of the crew was uninjured.[112]
- On April 30, 1945, just before midnight, the first production Consolidated PB4Y-2 Privateer, BuNo 59359, was being prepared on the ramp at Lindbergh Field for a flight to Naval Air Station Twin Cities in Minneapolis, Minnesota. A mechanic attempted to remove the left battery solenoid, located 14 inches (36 cm) below the cockpit floor, but did so without disconnecting the battery. A ratchet wrench accidentally punctured a hydraulic line 3 inches (7.6 cm) above the battery and the fluid ignited, setting the entire aircraft alight. The mechanic suffered severe burns. Only the number four (outer right) engine was deemed salvageable. The cause was an unqualified mechanic attempting a task that only a qualified electrician should perform.[113]
- On August 5, 1952, Convair B-36D-25-CF Peacemaker, 49-2661, returning from a pre-delivery test after being modified for the San-San project, suffered an uncontrollable engine fire in the right wing while attempting to land at Lindbergh Field. The #4 and #5 engines fell off the aircraft as the Convair test crew steered the crippled bomber towards the ocean. Seven of the eight crew onboard bailed out, with Pilot David H. Franks heroically electing to stay with the aircraft to prevent it turning back towards the heavily populated coast,[114] but flight engineer W.W. Hoffman drowned before he could be rescued. A USAF accident investigation was inconclusive, with a failure in the #5 engine's alternator, supercharger, fuel or exhaust systems suggested as possible causes.[115]
- On July 15, 1953, the prototype Convair XP5Y-1 Tradewind seaplane, BuNo 121455, on a test flight off Point Loma after taking off from the water next to Lindbergh Field, fractured an elevator torque tube rendering the aircraft uncontrollable. All 9 onboard bailed out safely and were rescued.[116]
- On November 4, 1954, an experimental Convair YF2Y Sea Dart seaplane, BuNo 135762, on a demonstration flight for Navy officials over San Diego Bay after taking off from the water next to Lindbergh Field, disintegrated in mid-air after its pilot inadvertently exceeded the airframe's structural limits. Convair test pilot Charles E. Richbourg was pulled from the water but did not survive.[117]
- On September 25, 1978, a Boeing 727-200 operating flight PSA Flight 182 on the Sacramento–Los Angeles–San Diego route collided in mid-air with a Cessna 172 while attempting to land at San Diego Airport. The two aircraft collided over San Diego's North Park neighborhood, killing all 135 people on Flight 182, the two people in the Cessna, and seven people on the ground. An NTSB accident investigation found the probable cause of the accident was the PSA flight crew's failure to inform the tower they had lost sight of the Cessna, in contradiction to Air Traffic Control instructions to "keep visual separation" from the smaller aircraft. Other factors named were errors on the part of ATC, including the use of pilot maintained visual separation when ATC monitored radar clearances were available, and an unexpected turn by the Cessna that put it directly in the path of the 727.[118]
Recognition and awardsEdit
- Airports Council International (ACI) ranked San Diego International Airport the No. 4 best airport in North America in 2007. ACI also ranked SAN the No. 2 best airport in the world with 15–25 million passengers in 2007.[119] ACI also ranked SAN the No. 3 best airport in the world with 15–25 million passengers in 2008.
- San Diego International Airport also earned LEED Gold certification for The Green Build's Dual-Level Roadway and USO Building.[120]
California High-Speed RailEdit
As of March 3, 2011[update], the airport was one of a few locations proposed to be the southern terminus of San Diego-Los Angeles branch of the California High-Speed Rail System.[121] Other station proposals included the SDCCU Stadium site and Downtown San Diego.[121] The San Diego portion of the system was to be the last phase of the project, with estimates putting completion sometime in the 2030s and travel time between Los Angeles and San Diego taking 1 hour and 20 minutes.[122]
The high-speed rail option was claimed to be a cheaper alternative to commuter flights to the Los Angeles Metropolitan Area and in-state flights to Central California and the San Francisco Bay Area.[123]
Endangered species habitatEdit
A portion of the southeast infield at San Diego International Airport is set aside as a nesting site for the endangered California least tern. The least tern nests on three ovals from March through September. The birds lay their eggs in the sand and gravel surface at the southwest end of the airfield. The San Diego Zoological Society monitors the birds from May through September. The terns nest on the airfield because they do not have to compete with beach goers and the airport fence keeps dogs and other animals out, while the airplane activity helps keep predatory hawks away from the nests. Approximately 135 nests were established there in 2007.[124]
See alsoEdit
- 1.^ In addition, both London Gatwick and Mumbai International physically possess two runways, of which only one can be used at a time because of aircraft separation requirements. San Diego International's "true" single runway places additional constraints on operations as performing any repairs on it effectively requires the closure of the airport.[125]
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Developing an Airport Performance-measurement System. Transportation Research Board. January 1, 2010. p. 112. ISBN 978-0-309-15477-2. Archived from the original on March 30, 2017. Retrieved March 25, 2016.
Halverstadt, Lisa (September 23, 2014). "For San Diego Businesses, the Sky Is What's Limiting". Voice of San Diego. Retrieved June 23, 2015.
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Mumbai [...] now handles 837 flights a day, a significant amount [more] than the previous title holder, London Gatwick, which handles 757 flights a day.
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Anyone who's ever glanced skyward as a jetliner is making its final approach into Lindbergh Field would swear that it could easily scrape one of the high-rises in its path. As scary as the impending landing seems, San Diego International Airport is in fact the seventh safest airfield in the U.S., according to Travel + Leisure magazine.
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Weather in San Diego is known for being ideal much of the year, but there are other factors that make arrivals and departures to this airport among the toughest in the nation. According to Honeywell, pilots must make a steep approach into the airport, and strong tailwinds can also be present.
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The mountains to the east force pilots to make a steep landing on a relatively short runway, said Dick Russell, a United Airlines pilot and area safety coordinator for the Air Line Pilots Assn. (ALPA) chapter in Los Angeles. The runway measures 9,400 feet, but angling in over the man-made and natural obstacles effectively shortens that by 1,800 feet, Russell said.
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Southern California TRACON (SCT) serves most airports in Southern California and guides about 2.2 million planes over roughly 9,000 square miles in a year, making our facility one of the busiest in the world.
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Before the new monster island skyport (Chek Lap Kok) was created, Kai Tak was jammed into an unbelievably small area, seemingly in the midst of downtown Kowloon. (The approach and take off will always rank close to the top of "One's Greatest Air Travel Adventures." It reminded me of the old Kansas City and current San Diego flight paths, but even scarier; you zoomed in at penthouse level, eye-balling surrounding, not-too-tall office buildings.)
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San Diego Station Alternative:This alternative has three station options. One of these will be selected as the preferred station alternative to be carried forward for further study: Qualcomm Stadium Terminus Station Option, San Diego International Airport Station Option, Downtown San Diego Station Option.
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Los Angeles to San Diego in 1 hour 20 minutes
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But we've taken a look at a couple of scenarios comparing what a high-speed train ticket would cost compared to airfare over the same distance. We've looked at costing about 50% of what an airplane ticket would cost or 83% of what an airplane ticket would cost. In each one of those cases, we see the system as being able to make revenue. Now unique to California is that our system will not use any government operating subsidies so it will have to support itself on the ticket fares alone. And so that'll be part of the decision that goes into what we'll charge for a trip.
- ^ Davis, Rob (August 31, 2007). "Wildlife Agency Gets Pushback in Downgrading Endangered Bird". Voice of San Diego. Archived from the original on April 16, 2013. Retrieved June 2, 2009.
- ^ Steele, Jeanette (November 20, 2017). "San Diego Int'l Airport will dig up the runway every night for a year". The San Diego Union-Tribune. Archived from the original on August 11, 2018. Retrieved August 11, 2018.
- This article incorporates public domain material from the Air Force Historical Research Agency website http://www.afhra.af.mil/.
External linksEdit
Media related to San Diego International Airport at Wikimedia Commons
- Official website
- the Flight Planner section of the airport's web site.
- The Ambassablog – official Airport Authority employee blog
- Airliners.net – Search for San Diego under Photo Search and see the colorful past of San Diego airport through the years
- San Diego Airport Parking
- IMDB movie: Billy Wilder's "The Spirit of St. Louis", starring James Stewart, 1957
- FAA Airport Diagram (PDF), effective December 5, 2019
- FAA Terminal Procedures for SAN, effective December 5, 2019
- Resources for this airport:
- AirNav airport information for KSAN
- ASN accident history for SAN
- FlightAware airport information and live flight tracker
- NOAA/NWS weather observations: current, past three days
- SkyVector aeronautical chart for KSAN
- FAA current SAN delay information


text:
It's the final weekend for the 2014 State Fair of Texas! Learn everything about riding DART to the event over here. Also available to do this weekend…
• Ride the DART Rail Red Line or Orange Line to Galatyn Park Station this weekend to see the internationally acclaimed Split Knuckle Theatre Company in a funny, physical and moving exploration of how the human spirit can conquer any obstacle with wit, humor, invention… and Endurance! Trapped in Antarctica with no hope of rescue, the great British explorer Sir Ernest Shackleton kept 27 men alive for two years in the most inhospitable climate on earth. Ninety-five years later, in the worst economic meltdown since the Great Depression, Hartford insurance man Walter Spivey, struggling to justify his recent promotion and save his employees' jobs, relives Shackleton's story. Endurance brings every moment of the story into perfect focus in an elegant, humorous and moving show. Performances are at the Eisemann Center, 2351 Performance Dr. in Richardson. Information: www.eisemanncenter.com.
• Ride the DART Rail Green Line to Farmers Branch Station for the Bloomin' Bluegrass Festival. This free festival features top names in the world of bluegrass, as well as a chili cook-off, an arts & crafts marketplace, kids' activities and plenty of jamming. Festival hours are Friday from 4:30 p.m. to 10:00 p.m. and Saturday from 11:30 a.m. to 10:00 p.m. at the Farmers Branch Historical Park, 2540 Farmers Branch Lane. Information: bloominbluegrass.com.
Find more events like the Enrique Iglesias & Pitbull or Dallas Comic Con Fan Days on our Rider Insider Online Calendar or in the brochures found on DART light rail vehicles or buses.

subset: commoncrawl


text: February 25, 2014 at 3:07 PM Guest: Endless testing fails to measure true strengths of special-needs students Posted by Jim Strickland Jim Strickland Imagine that we live in a society where running a mile is a highly valued skill. Young people are trained from an early age to increase their distance, speed and stamina until they are finally tested to see if they have achieved a given standard. Those who are successful receive a diploma that serves as a rite of passage and opens doors to future opportunities. Those who fail can keep trying or move on with life as best they can. Now imagine someone has a disability that makes it hard for them to run or even walk. We still value being able to run a mile, so we make special accommodations, such as letting them use a crutch or extending the time allowed. And if they can't do that, perhaps we have a caregiver push them around the track in a wheelchair. Remember, the important thing is for them to make it around the track four times. Well, you can see this could get pretty silly after awhile. We could have students in comas being pushed around the track on gurneys, meeting the run-a-mile standard, and getting their diplomas. But would this really mean anything for these young people? Would their diploma be a legitimate rite of passage or a useful indication of their skills? More Comments | More in Guest opinion | Topics: guest opinion, special education, standardized tests


text:
The formation of America's first great city parks in the late 19th century is examined through the enigmatic eyes of Frederick Law Olmsted (1822 – 1903), visionary urban planner and landscape architect. With incredible foresight, Olmsted brought nourishing green spaces to New York, Boston, Chicago, San Francisco, Atlanta, Louisville and dozens of other U.S. cities, including Washington, D.C. Throughout his working life, Olmsted and his firm carried out over 500 commissions, nearly 100 of which were public parks. The parks, he believed, were to be vital democratic spaces in cities, where citizens from all walks of life could intermingle and be refreshed. A workaholic by today's standards and plagued with chronic ailments, Olmsted spent the latter half of his life devoted to creating restorative green spaces for overworked city dwellers. In large part through his own words, this film weaves together his engaging and poignant personal story with those of the lasting masterpieces he left for us today. Written and produced by Rebecca Messner.
Introduced by Deborah Gaston, Director of Education, National Museum of Women in the Arts. Discussion with filmmaker Rebecca Messner follows screening.


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text:
"Education is a social process; education is growth; education is not preparation for life but is life itself." –John Dewey
Academics and Activities
Teachers plan engaging activities and projects based on weekly and bi-weekly thematic units covering a wide range of topics. Activities are hands-on, interdisciplinary and incorporate students' interests and ideas. Activities cover all subject areas with emphasis on language arts, math and art. Students develop necessary academic skills when learning is interesting and relevant.
We also have several ongoing activities, including a literacy program, a hands-on math program and organic gardening. Fairs and exhibitions offer students opportunities to share their projects with the community.
Learning centers provide materials and activities that students can enjoy independently, with peers or with a teacher.
Outdoor space is available throughout the day for activities, games and play. Our wood shop offers space for woodworking and art projects.
In addition to teacher-led activities, teachers join in student-led activities and projects. Teachers introduce many academic topics through games and dramatic play.
Each student learns differently and develops in her own way. Student development is assessed through authentic means, such as anecdotes, projects and portfolios. Students are not graded, tested or required to achieve learning benchmarks.


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"They gave us three days of orientation about life in England. They told us we would be cold, but we didn't expect to be very, very cold. I came in slippers and a dress. When I got off the plane it was freezing and windy and I thought maybe I wanted to go home."
Rose Bazzie laughs at the memory of her arrival in the UK 10 years ago.
A refugee from the war in Liberia, Bazzie had been living in a camp in Guinea for 14 years when she was offered the chance of a new life in Sheffield. She became one of the first refugees to move to the UK as part of the United Nations High Commissioner for Refugees' Gateway Protection Programme. Now, to mark the 10th anniversary of their arrival, campaigners want the government to expand the scheme.
Under the Gateway programme, the UNHCR identifies the most vulnerable people in long-term refugee camps. They are given international protection before they travel and a full package of support on arrival in their new home. Supporters say this form of resettlement offers a vital alternative to the long and dangerous journeys that many asylum seekers take to try to reach safety.
The UK currently takes about 750 people a year through the Gateway route, a number the Refugee Council, which runs the welcome package with local authorities, wants to see increased.
There are 690,000 people waiting to be resettled worldwide, according to the UNHCR, but only 5,500 resettlement places are offered across the European Union each year. The United States takes 70,000 people annually, the largest number of any country.
Maurice Wren, chief executive of the Refugee Council, said: "Resettlement is an expression of solidarity with developing countries who host the majority of the world's refugees. For some children, a place in the UK would give them their first ever night's sleep on a mattress in a real bed, access to running water and the hope of a better future."
Some 10 years after arriving in Sheffield with her husband and three-year-old son, Bazzie is a success story. She works as a nurse, runs a women's choir and now has three children. They have local accents, she says proudly, and are "very bright, always top of the class".
"I knew nothing, nothing at all about the UK. The Refugee Council showed us cookers and washers, and we had to get used to all this electrical stuff."
It took Bazzie several years to qualify as a nurse, starting at the bottom with basic English and maths qualifications, but she was determined to succeed. "I always wanted to take every opportunity. I was alive and I wanted to make use of it, I wanted to contribute to the society that accepted me."
The UNHCR wants to see the UK and other European countries take more refugees through direct resettlement. Roland Schilling,the UNHCR's representative in the UK, told the Guardian that camps were not a long-term solution.
"One of my first lessons when I started at UNHCR, was that you can do three things for a refugee. You can send them home or they can stay where they are or you can try to find them a new country. The ideal is that people go home. But there are protracted situations where that is not happening. People are fleeing to camps and you can say it's OK as temporary conditions, but not for five years plus."
Schilling points to the Afghan and Somali conflicts as examples of situations that have no obvious end in sight: "We have camps now where a second or third generation are growing up. We are calling on the UK government and those across Europe to do more."
Asked whether they would consider expanding the scheme, a spokesman for the Home Office said: "We operate one of the largest resettlement programmes in Europe for the most vulnerable refugees. Since 2010 more than 3,000 individuals have safely settled here through the Gateway Protection Programme.
"Further to this, the home secretary recently announced that the UK will provide emergency sanctuary for displaced Syrians who are particularly vulnerable, working closely with the UNHCR."
Bazzie supports the Refugee Council's plea for more people to be given resettlement in the UK. "Life in a camp is horrible, I know this country is a small island, but I wish everyone who was affected by the war could come and live somewhere and breath the fresh air like we did, like they did for us."


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Quality Links
Most longtime researchers agree that Robert Selfe is the earliest known Selfe in America, that he had sons, probable daughters, and left a fair amount of records on himself and his family, and is the probable ancestor of most Self, Selfe, Selph families in America. However proving a lineage back to Robert Selfe, so far, has been impossible, but nevertheless a dedicated group of unified researchers at the Self Family Newsletter continue to strive towards this goal. To encourage all to persevere, the Self Family Newsletter research group has offered a $300 Reward to the first person to prove his/her lineage to Robert Selfe, the immigrant.
*** A special notice will appear in Volume 14 Issue 4 of the Self Family Newsletter from one branch of the family offering $1,000.00 for proof to Robert Selfe, the immigrant.***
Robert Selfe was born about 1628 (1653 - 25 years), we assume, in England. We believe he was first married to a Mary ______(), and secondly to Jane _______, born 1643(). Our first record of him in America is in 1665, the date of the patent of his 300 acres. With his death coming in 1717. His four known children are: Ref; v1 p55, v6 p92, v8 p67, v9 p14.
Robert Self, born ca. 1673 (adult in 1793 - 25 years)Descent by deed of 1711. Ref: SFN v1 p54, v6 p93, v9 p96.
John Self, born ca. 1674 (adult in 1699 - 25 years), died 1733.(will) Descent by deed of 1704 and by fathers will. Wife was Sussannah Blentone. Ref: SFN v1 p10, v8 p67, v1 p55, v9 p16, v1 p33.
Stephen Self, born ca. 1675. Descent by deed and by fathers will. Ref: SFN v8 p67, v9 p96, v12 p85.
William Self, born ca. 1677 (adult in 1702 - 25 years)descent by deed. Ref: v1 p10, v12 p86.
In 1688 there is mention of a Christopher Selfe, age about 14, who is a witness in a trial in which Robert Selfe was the juror. (Can he do that?) This Christopher Selfe is not named anywhere as a child of Robert Selfe, but does seem as such, however we don't know how the loose Francis Self will play out.
The will of Robert Selfe also mentions a grandson - Walter Selfe, but it is unknown, nor implied anywhere, as to whose son he might be.
A collection of some early Self men that have bogus genealogies in print or on the internet. $$$$$ Rewards available on most all of these should you find any proofs. Remember - Genealogy without proof is Mythology
Francis Self of Westmoreland County, VA. This first Francis Self in America (1600's) is not connected to any other Self - period. There are an untold number of lineages, in print, and on the internet, that have Francis Self listed as one of their ancestors, and/or, have him listed as a son of Robert Self, the first Self immigrant. These are false lineages. Francis Self has NO proven connection to ANY Self. There isn't a slightest hint that he is a child of Robert, or that he even had children himself.
Job Self of Westmoreland Co. Va., and later northern North Carolina fame. This is another famous Self that everybody and their uncle claim descent thru. There is no indication that Job had children. If Job had 1/2 the children that people have credited him with, we'd need to find his five wives as well.
Edward Self, 1726-1787+, very well documented life, but no parents or children. See http://www.webspawner.com/users/selfmade/
Ezekial Self / Ezekial Selph, 1741 - 1805. Ezekial Self has a proven father and grandfather making him the oldest Self having a proven lineage that goes back any distance at all. Problem is - Ezekial has no proven children !! Go to this site, currently unfinished, that is trying to make sense of any possible children of Ezekial. http://www.angelfire.com/journal/cavecountry/chester.html
John Self, Edward Self, & Ezekial Self - the three proven brothers of Chester Co. SC who went to Hart Co. KY., and of fame from the Volume 3 murder trial of Elizabeth Self - contrary to all the bogus internet sites listing their parentage, DO NOT have proven parents. There isn't even a slight hint as to where to look to make up some parents. The people who spread this type of garbage really have hurt the hobby. see also; http://www.angelfire.com/journal/cavecountry/chester.html. Recently several websites have been promoting totally dreamed up lineages of this branch of the family. To show the absurdities of these people and their falsehoods, this branch will soon be offering $1,000.00 for proof to Robert Selfe the immigrant.
Jenkins Self, 1727 - 1776. Another one of those Selfs who popped up in the middle of no-where without any hint of parents. See: http://www.heartwarmers4u.com/members?jenkins
Do you know of other highly visible phony Self family lineages that are being propagated? Let us inform the new researcher so that they may not fall victim to those who wish to spread false information and disharmony in the group effort.
Encourage RESPONSIBLE genealogy !!!
The Official Homepage of the Self Family
10 August 2003 This page revised.
Self Family Newsletter
106 Northside drive


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On December 31, Grand Marshal Paul Ilori '17 opened the Student Senate meeting with committee reports. Those included a discussion led by Chair of the Hospitality Services Advisory Committee Jenna Freedberg '18 who reviewed the committee's current objectives including reviewing the online petition "Do Not Extend Sodexo's Contract," which has garnered 387 signatures since its inception two years ago.
Freedberg is currently working with the committee to create a response to the petition as well as offer future recommendations to Hospitality Services and the Rensselaer Board of Trustees. As such, the Committee is also pursuing changes to meal plan proposals and expanding access to foods and services that students desire most. Following Freedberg, Student Life Committee Chairperson Justin Etzine '18 continued committee reports with a discussion regarding the reinstatement of the student peer alcohol monitoring program in which students would attend parties as additional sober monitors and watch for any potential hazardous situations and policy violations.
The proposed version of the previously instated policy is meant to fill in the void left by the program being removed last year due to liability involved with students being paid to participate in the program. In response to a question regarding TIPS training, Etzine said that "TIPS is very useful, but doesn't serve the exact same purpose," calling for both TIPS and the revived peer alcohol monitoring proposal to exist "in tandem."
Web Technologies Chair Sidney Kochman '19 continued to give an update on the current state of the RPI shuttle mobile phone application, stating that recent downtimes in the shuttle tracker may be resolved through the recent update of the hardware hosting the application's server. Community Relations Committee Chairperson Leo Gallo '19 followed with describing upcoming plans to host a Lupus walk in Downtown Troy in collaboration with Russell Sage College. Gallo hopes that the collaboration will boost community relations between the RPI community and Troy as well as further encourage cooperation between Russell Sage and Rensselaer.
In addition, Gallo mentioned a recent proposal to the committee regarding a potential event in downtown Troy. referred to tentatively as the "Puckman Walk," which would include a "school spirit-themed Troy night out" inspired by Cornell's BEAR walk. Gallo is hoping to work with his committee and the Rensselaer community in order to make the project a reality. In addition, Gallo hopes to meet with RPI's new Dean of Students Travis Apgar in order to discuss the logistics behind the proposal, as he was involved in the initial creation of Cornell's BEAR walk and has expressed interest in participating in a potential pilot program.
Following committee reports, constituent reports were delivered beginning with Greek Senator Marvin Cosare '18. Cosare went over coming events and deadlines, stating that bid lists for all campus fraternities are due February 7 at 11:59pm and the Greek block party will be held on April 30th.
Executive Board member Thomas Alappat '17 also delivered a report, stating that the Union Clubhouse Pub's ID scanner has been recently updated to prevent the use of fake IDs. In response to a question regarding potential incidents with the former scanner, Alappat stated that "I doubt we've had one recently, but this will filter everything 100%." Alappat also delivered a summary of an update from Rules & Elections Committee Chair David Raab '19, stating that the Student Senate's email address has been updated in compliance with a request from DotCIO and has currently been changed to firstname.lastname@example.com.
Following Constituent reports, Jenna Freedberg '18 provided a presentation regarding the Capital District Shuttles Proposal, which would provide free transportation to Crossgates Mall on the weekends. Freedberg began by stating, "I believe that it's very important to student development. This allows people to go and hang out with their friends, and is really geared towards freshmen since they are not allowed to have cars on campus." Freedberg noted that events like Troy Night Out do not occur during winter months, and it would take roughly two hours to reach Crossgates Mall using CDTA buses. Ultimately, Freedberg hoped that the proposal would "help incoming freshman form study groups and friend groups that will help them succeed at RPI." According to statistics provided during the presentation, 7.5% of students have used the mall shuttle over only 10 recorded runs since Spring 2015.
Following the presentation, the Student Senate entered into a discussion regarding the mall shuttle motion. C.J. Markum '17 began the discussion by stating "the future of this project, as stated by this report, is not something I would be behind." Markum continued to raise concerns behind the monetary cost of the program as well as the necessity to use such funds to create new clubs to support the CLASS initiatives of the Institute.
Freedberg responded by claiming that, after last year's spring protest, students wish for student programs to be student-run and relinquishing funding from the Union in favor of funds from Auxiliary Services would add yet another critical student program to the list of programs currently supported outside the Union's activity fee.
Following further discussion, the Senate voted to end discussion regarding the proposal. Votes for the motion were tied, requiring Ilori to make the deciding vote, in which the motion failed 9-10-5. The Senate then continued with proceedings to bring a motion to impeach former Class of 2017 Senators Joe Venusto and Austin Miller, who reportedly missed two class council meetings. Miller claimed that both him and Venusto had conflicting responsibilities with their fraternity house, in which their fraternity's weekly meeting time changed with class council meeting times, leading to a schedule dispute. Miller also claimed that both hold leadership positions requiring them to be present for such events.
Following brief discussion, the Senate voted on motions to continue proceedings to impeach Miller and Venusto, which passed 21-0-1 and 21-0-0, respectively. Both Miller and Venusto gave their formal resignation following the motion.


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32 Fully furnished shared houses on rent in Mumbai at PG price
Living in a house a size of a match box? Get ample spaced houses on rent at GetSetHome with affordable prices. Troubles with WiFi and maids? We have you covered on that too.
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Comfort meets major versatility in this KEEN classic. It has the airiness of a sandal and the toe-protection of a shoe. The razor-siped sole provides excellent traction, and the washable webbing upper is ready for adventures in and out of the water.
Additional Info
|Approximate weight per shoe: 14.2 oz/402.6 g
Style: Sandals
Features: Hiking, Washable, Water
Category: Casual, Outdoor
Activity: Hiking, Beach, Watersports
Collections: Waterfront
Weather: Warm
Gender: Men
Upper: Washable polyester webbing
Lining: Hydrophobic mesh
Rubber: Non-marking rubber outsole with razor siping
Fit Tip: This style is running a 1/2 size small. We suggest ordering a 1/2 size larger than your usual size!
Measurement Note: Our measurements were taken using a Men's size 9 US (42.0 EU). Measurements may vary by size.


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Prices start at $9.00
Your choice of weight:
When you need a base for your Watchtower Delineator, these recycled rubber bases are the ticket! The Watchtower Bases are a snug fit for your Watchtower delineator and comes in your choice of 4 sizes:
That means you get to choose what works best for your situation. Measuring 20.25" across at the widest point,


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Photo Art Giveaway – Photograph Transfer Table Runner Project
To celebrate the launch of my new book PHOTO ART (published by CICO Books), I thought I'd share this photographic transfer project with you. For the chance to win your own free copy of my book, just leave a comment at the end! FAMILY TABLE RUNNER PROJECT Bring a family focus to generic white table […]Read More


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Our second foundation course lasts 2-days for the pre-bonded hair extension of either hot or cold fusion application by machine. Remi Cache offer either their Flat Tips or Nail Tips extensions here fusing the Italian Keratin Bond to the client's hair.
Our educators have a vast wealth of experience and knowledge working with extensions themselves, to share. Passing on troubleshooting tips, marketing advice to make the service a success and gain good profits from your work; together with skills like rebonding so that the extension hair lasts longer.
Training covers everything from consultation, application, cutting & styling, maintenance and safe removal to ensure that students are fully confident for their first client. Day one includes practical session on a dummy head with 100 bonds to perfect the techniques before day two; with an assessment of your application through the day on a live model.
The training manual provided is a useful memory aid once you have completed your training.
Price: From £1,200 + VAT for the two-day course including starter kit.
Additional learners from the same salon can train at a reduced price of £300 + VAT
In Salon Prices: POA depending on location.
Starter Kit: Each of our courses includes a starter kit to help you get started with your training. Our foundation course includes: Headblock for training, training hair, training manual, full standard colour ring, marketing material, consultation forms & aftercare leaflets, Draw Mat, cape, removal tool & gel and a certificate.
Additional Items for this course include: Application machine for either hot or cold fusion.
Requirements: All students must be NVQ Level 2 or equivalent as a level of hairdressing skill is required.
Dates: Check our current training dates or get in touch for a mutually convenient date in-salon.
To book your place, please complete the online form here.


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Pasadena, Calif. (Aug. 12, 2016) – The second featured alum in our Olympic Spotlight series, 2016 Caltech Athletics Hall of Honor inductee Folke Skoog represented his native Sweden in the 1932 Summer Olympics hosted in Los Angeles.
Having emigrated to the United States in 1925, Skoog claimed three SCIAC titles in track & field as well as one cross country title during his time at Caltech, setting program records in the 1-mile and 880-yard runs in addition to the 3-mile cross country distance.
Skoog went on to represent Sweden in the 1500-meter run the summer following graduation. He placed sixth in his heat due to some early jostling among competitors, missing out on fourth and thus a place in the Final by a mere 0.8 of a second, while his time of 3:59.6 would have placed second and qualified for the Final in either of the other two heats.
Following his athletic career, Skoog pioneered a number of breakthroughs in plant physiology, namely the discovery of cytokinins and soon earned his PhD in biology from Caltech for his work with auxin, a plant hormone. He continued his career at the University of Wisconsin-Madison, where he taught and eventually co-published one of the most-cited papers in plant tissue culture concerning a then-unknown plant growth regulator in tobacco juice. His extensive list of accolades includes a National Medal of Science, election as a foreign member to the Royal Swedish Academy of Sciences and membership in the American Academy of Arts and Sciences.
Follow and show support for your Caltech Beavers on Twitter (@CaltechBeavers), Facebook, YouTube and Instagram!


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Posted by GameDemon in Yowamushi Pedal | 0 Comments
Yowamushi Pedal episode 06
Another good Yowamushi Pedal episode. It nobody worshipped Sakamichi's super talent this time, how wonderful! No doubt that the next few episodes are going to be packed with lots and lots of racing action.
So yeah, Sakamichi and his friends finally started their newbie race. They have to race for 60 kilometres through all sorts of rough terrain. This is where it becomes painfully obvious that Sakamichi's bicycle just won't do. He's still using that mommy bike to race against people on racing bicycles, which have eighteen gears more than his mommy bike, plus they weigh a lot less. I'm pretty sure they already explained this to Sakamichi on several occasions, yet he seemed genuinely shocked when his friends were passing him by like it was nothing. That was definitely a pretty confusing scene to watch.
Sakamichi has fallen behind quite a bit, but at least he obtained a racing bicycle to use during this race. No doubt that he's going to haul ass and race his way up again. His friends and/or seniors are probably going to tell him to increase his cadence in order to catch up. Either that or he's going to do it all on his own (very unlikely).
Racing anime are known for their lengthy races. Don't be surprised if this race is going to take up four or five episodes, and that's not even being generous because it's still a test race. Important races could very well use up eight, nine or even ten episodes. Not that I mind. Watching those kinds of episodes is what I love most about racing anime.


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This week was packed with the silly season but what I have at the other end is an overflowing Christmas tree and a sense of achievement. My gift list is checked off and my packages all sent. Winning!
Unfortunately playing an overachieving elf all week has meant I am living in a pig sty and today I am still yet to change out of my PJ bottoms. But hey, if you can't slum it on the weekends when can you?!
I hope you are enjoying a lazy Saturday afternoon around the house. I am just about to roll an entire tin of Christmas Butter Cookies and a cup of tea. So join me, pop the kettle on and let me show you just some of the cool stuff I found around the inter webs in this weekend's loving link list.
- I received this super sweet pineapple cookie (check it out in the header image) from Karyn at Sweet n Pretty as part of my Fat Mum Slim Gift Exchange present. How amazing is it!! Once I checked out Sweet n Pretty's Instagram account I realised she was one amazing creative lady. Check out those elephant cookies!!!
- Sometimes I get bored and to liven things up I thoroughly enjoy pushing the people I love's buttons. So I got a great chuckle out of this post from The Blogess.
- I picked up some very cool Christmas gift tags from The Thud.
- Found this hidden veggie pizza sauce on The Veggie Mama and I can't wait to try it out.
- I was pretty excited to open a Typo email to see this Instagram picture I took when Zelph the Elf arrived at our house. Zelph is still yet to move from this spot. Lazy ass!
- Love a zodiac and love my social media (as much as fb hurts sometimes). Check out what your sign says about your social media habits.
- Intrigued by the amount of poo related items that are popping up around the place. Pills for smells. Pills for sparkles.
- Also have been revisiting the Demystifying Social Media series from Bloggers Bazaar. Love it!
- I don't love the song but can't look away from this film clip. Beyonce is hypnotic! But what is that bow top!?! Of course not worn by Beyonce! Otherwise it would be never be dissed.
Have a great weekend and take it easy on those shopping aisles.
Care to share any cool stuff you have found this week?
Find me here: FACEBOOK | INSTAGRAM | PINTEREST | TWITTER
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Finding Speedy Solutions Of hookup dating
Today investing in a mouse to get the notebook computer isn't very easy. Which million options in existence and it's extremely difficult to get one to match! Starting off, you may have born, wireless and bluetooth, you have to pick to take into consideration optic or laser tracking (plus the ball bearing should you beRead more →


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Wisdom: What we gain with age
It is safe to say that our society has become obsessed with everything youth-related. While we associate youth with health and vitality, everyone tries to delay the dreaded process of growing older as if it is something we should be scared of. This is particularly evident in advertisement. Just look at a fresh-faced actor in their mid-30s trying to sell the latest anti-aging facial cream made for people in their 60s. Why not hire an actor in their 60s, we wonder? Additionally, in many sectors, older job applicants are often ignored from the start as opposed to their younger competitors. And when an elderly person looks good and fit, we act surprised as if it is a miracle that they 'still' look good. Against this background, it is no wonder why getting older is so feared. At the same time though, when a renowned older person shares their experience, we tend to look up to them and eagerly absorb what they share, convinced that we can learn from them. This seems ambiguous: Why do we fear old age, but admire it at the same time?
Implicit vs. explicit learning
The Canadian researcher Lynn Hasher has been examining this question for several years now. In particular, she wants to find out in what way our mental performance changes throughout life. In a 2013 study, she and her team of the University of Toronto instructed 38 younger and 40 older participating individuals to memorize a list of 16 words. Afterwards, they were asked to recite as many memorized words as possible.
Alleged distraction
Hereafter, participants received another task - an 'in-between task'. They were shown different images one after another on a computer screen. With every new image, they had to decide whether this was the same as the one shown just before. Meanwhile, 8 of the 16 words they had memorized earlier popped up occasionally at the side of the screen. But participants were instructed not to look at them and let themselves get distracted by them, but to only pay attention to the images on the screen. After this exercise, they were once again asked to recite the 16 words they had memorized earlier.
Different strengths in young and old
So what were the results? What became clear was that there were significant differences in the performance of young and old. The younger participants achieved better results in the memory tasks than their elderly counterparts (both before the 'in-between task' and after). However, when only the memory of the words popping up at the edge of the screen during the 'in-between task' was tested, it was found that the elderly participants were able to remember these words much better than the younger ones. This means that the older participants had been memorizing them unintentionally, without meaning to. They were told not to pay attention to the words on the screen but they had still learned and memorized them. Science calls this type of learning 'implicit learning'. In contrast to this is the so-called explicit learning, which describes the process of intentionally storing and memorizing information.
Automatized learning
Based on the findings, it shows that younger people are better at active (explicit) learning and memorizing information in a short amount of time. But when it comes to implicit learning, which is just as important in our everyday life, it seems as though elderly people have a clear advantage compared to younger individuals. Apparently, what gets overlooked in our youth-craving society is that we get better at implicit learning, the older we get. Meaning that without actively trying to, we still learn and memorize new information. On top of that, the fact that young people do better in conventional memory tests could potentially also stem from them being used to absorbing a large amount of information in a relatively short time span at university and in school. This study just scratches the surface of how precious the skills of the elderly are for our society. Instead of fearing them, we should welcome them with open arms and give them the chance to contribute with their qualities. This would not only benefit them, but also our entire society.Start training
Biss, R., Jan Ngo, K. W., Hasher, L., Campbell, K. L. & Rowe, G. (2013). Distraction Can Reduce Age-Related Forgetting. Psychological Science, 24(4), 448-455.