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Recently, I discussed the basic importance of knowing resources in your area for women who have been sexually assaulted. If you have a woman walk in for a birth control visit, or a routine OB visit, or a pap smear, and she reports a sexual assault to you, do you know your local resources or the national hotline? Check it out. (It should be said that posts of this depth and nature are mostly self-serving: the review of information and research helps me as a provider, and my goal is that it is helpful to others. As a fellow provider, friend or family member to women, this is good information to know!)
This week, let’s talk about what to prepare for, if you have a woman who answers that yes, she has a history of sexual assault, or that she was recently assaulted. If you’re going to screen, know how to follow-up with that if your screening tool turns up positive. (This also applies for depression screening in pregnancy, domestic violence, tobacco use, alcohol abuse, or interest in a methadone program. If you’re going to ask the question, it’s only appropriate practice to know how to follow-up if she answers, “Yes.”) This post will not discuss the longer term effects of sexual assault, including sequelae during pregnancy. I have heard rave reviews about When Survivors Give Birth by Penny Simkin, if you would like to know more about that area specifically.
If you are a Registered Nurse and have a particular interest in this area, the Sexual Assault Nurse Examiner (SANE) program is an amazing one. They are now offering online nursing education contact hours and application for qualification for clinical hours. The online portion is free, and likely contains wicked important information. Check. It. Out.
Regarding how to prepare for a visit, I’ve scoured my current academic resources, and here is what the experts say.
In “Primary Care of Women,” (Editors Barbara Hackley, Jan Kriebs, and Mary Ellen Rousseau) section author Patricia A. Paluzzi provides a thorough history and resource list in the section “Rape or Sexual Assault.” She importantly states that “Rape is a crime of violence and not of passion; the victim’s behavior does not warrant this assault” (p. 197). Items she includes that were missing from my own knowledge before re-reading this text were the list of concerns sometimes included in rape trauma syndrome, including “PTSD; depressive and anxiety disorders; other phobias; lowered self-esteem, social adjustment problems, and sexual dysfunction” (from Bell, et al., 1995; p. 198). Possible emotional stages women may work through include: (1) immediate shock, denial, crying; (2) feeling safe and sharing the experience; (3) calm and adjustment; and (4) triggers that bring back the event. “A client may present for care during any of these phases. Recognizing them and responding appropriately can assist the woman in getting the care she needs at that moment… Each client interaction will likely be different and what is most important is to offer the client appropriate referrals to meet her needs.” Regarding assessment, I quote these words as a possible mantra pointing to the importance of creating a relationship with patients and providing a safe space for talking about this and any issues:
“Recommendations are to screen every client during every annual visit as wells as every prenatal visit during pregnancy. A few studies have demonstrated that repeated assessment seems to be more effective for gaining disclosure, especially during pregnancy. Problem visits, especially if the client is presenting with an STD or repeated complaints of a pelvic problem, gastrointestinal problems, or other stress-related diseases should be used as a time for assessment. Because anyone can be abused and because repeated screening is more effective, universal screening is the preferred practice” (p. 202).
Patricia Paluzzi also points out the importance of language in these situations. Using the term “abuse” may be inappropriate, as not all women may consider their situation as such. Instead, asking if she “has ever been forced to participate in sexual activity that made her uncomfortable… if she is ever afraid of her partner” (p. 202).
Important in this consideration of language is the subsection of sexual assault within established relationships, known as intimate partner violence (IPV). Sexual assault may be part of the violence a woman experiences in her partnership, and language around what activity is happening may be particularly important given the relationship of the person to her life. IPV is a very focused area of emotional, social, and physical violence, and can be considered jointly and separately in this situation. For this point, I will consider IPV mostly a separate issue, and will continue to speak about how to handle an acute or chronic sexual assault patient clinicians may see in clinic.
Specific to marital sexual assault, authors Sheridan, Fernandes, Alden, Van Pelt and Campbell in the chapter “Intimate Partner Violence and Sexual Assault” from “Women’s Gynecologic Health,” (Editors Kerri Durnell Schuiling and Frances E. Likis) provide some startling numbers. “Approximately 10-14% of all married women, and at least 40% of battered wives in the United States, have been sexually assaulted by their husbands (Campbell & Alford, 1989)… Spousal sexual assault is often more violent, repetitive, and less commonly reported, because of economic considerations as well as the humiliation and sense of marital failure that may accompany this form of sexual violence (Dupre et al.)” (p. 310). Know this.
Back to “Primary Care of Women,” Paluzzi points out that midwives may be the initial point of care for a woman who has experienced sexual assault, and thus should be prepared to explain what a sexual assault exam entails. I quote: “The midwife needs to counsel the client about the usefulness of having a sexual assault exam during which evidence can be collected. The client should be counseled that going through this type of exam does not mean that she must participate in legal activities but does have that option, should that be her decision… Anticipatory guidance for a [sexual assault] exam includes counseling that evidence collection can be done for up to 72 hours after the incident using a Physical Evidence Recovery Kit. This involves: collecting clothing worn at the time of the assault; combing through pubic and head hair to collect samples; taking swabs from all orifices that were involved in the assault; and perhaps performing a toxicology screen if the assailant used drugs” (p. 204). Written consent is required for the sexual assault exam, and a separate consent is needed to contact the police and turn over any evidence.
If the assault happened more than 72 hours prior, the following can be considered:
- Evidence collected
- Baseline tests for pregnancy and STIs, including HIV
- Emergency contraception offered
- Six-week follow-up for pregnancy and STI screens
- Six-month follow-up for HIV (and, I would add, Syphilis and Hepatitis B)
- Assess and document injuries
- Perform baseline tests for pregnancy and STIs
- Offer emergency contraception
- Assess client’s mental status and take appropriate measures
- Document all available details of the incident that might be used later if the client decides to pursue legal action, including using photos and/or a body map
- Age and identifying information for both the patient and the report assailant (if available)
- Date, time, and location of the reported assault
- Circumstances of the assault
- Details of the sexual contact – whether it was penile, digital, or object penetration of the vagina, oral cavity, or anus – as well as documentation of any ejaculation or urination by the assailant
- Type of physical restrained used, such as weapons, drugs, or alcohol
- Activities of the patient after the assault, such as change of clothing, bathing, douching, dental hygiene, urination, or defecation
- Focused gynecologic history – last menstrual period, contraceptive use, pregnancy history, last voluntary sexual encounter, and any recent episode of gynecologic infection or pelvic surgery (Petter & Whitehill, 1998)
Cynthia Ferguson, in her Journal of Midwifery and Women’s Health article “Providing Quality Care to the Sexual Assault Survivor: Education and Training for Medical Professionals” (2006), she references adaptation of the Lynch model of TRACS documentation of assault from blunt force. (The entire article is worth reading, by the way. Find a friend with journal access, and get on that.)
Williams Obstetrics also provides basic what-can-you-do-right-then information regarding prophylaxis against STIs in victims of sexual assault. It’s essentially the treatments for all STIs used as prophylaxis, but I’ve outlined it below with the updated gonorrhea criteria.
- Gonorrhea: Ceftriaxone 250mg IM x1 dose
- Chlamydia: Azithromycin 1g PO x1 dose
- BV: Metronidazole 500mg PO BID x7 days (I might also consider an available prescription for yeast which may develop from the assault or the antibiotic use above)
- Trichomonas: (covered by the BV treatment above)
- Hepatitis B: If not previously vaccinated, give first dose HBV vaccine, repeat at 1-2 and 4-6 months
- HIV: consider prophylaxis if risk for exposure is high
It is incredibly important to consider the level of preparation needed to appropriately provide care for a woman with an acute sexual assault. Schuiling and Likis’ “Women’s Gynecologic Health” includes a lengthy description of appropriate physical examination and evidence collection. However, Varney’s Midwifery includes minimal information about midwifery preparation for the physical exam of a patient presenting with acute or past sexual assault. However, in the chapter “Common Diagnoses in Women’s Gynecological Health,” Bill McCool and Dawn Durain explain its limited scope.
“Midwives often have particular patience and skills in encouraging relaxation. This is a perfect opportunity to use those skills. The nature of the gynecologic examination may be particularly prone to retraumatizating the woman if her abuser and her health care provider are of the same gender. If abuse is known to the midwife or revealed during the visit, the midwife should offer the presence of another staff member or a support person for the examination… If the problem appears to be acute, the midwife should assess what type of examination other providers (e.g., Sexual Assault Nurse Examiner[SANE]) may need to do and limit the current examination to only those elements that are absolutely necessary for consultation or referral” (p 413).
I happen to agree with Varney’s belief that this is an area for which a highly trained SANE-RN or sexual assault examiner should be utilized. No one wants to mess up evidence collection, and we all want to support women in the best way that we can. If you are interested in this area, have not found a SANE-RN you can call or are comfortable with, or believe this should be an extension of continuity of care for your patients, check out the SANE-SART website or find local training resources in your area. Or, bring the SANE-SART expert to you for the 40-hour training:
TO BRING A SANE TRAINING TO YOUR AREA…
If interested in bringing a SANE-A training to your area, please contact Dr. Linda Ledray:
Dr. Linda E. Ledray, PhD, RN, SANE-A, FAAN
Director, SANE-SART Resource Service
MMRF, Minneapolis, MN
Adult/Adolescent SANE Trainings Provided
E-mail: Dr. Linda E. Ledray (email@example.com)
Whether for the benefit of family, friends, or clients, this information is incredibly important. Worth sorting through and getting one’s brain around, for the sake of being prepared when she finds within you a safe space, and opportunity to disclose, and possibly, need for support.
Need more? Here are two links to recent additional interesting research (with no attention to order or APA style).
“Documenting Domestic Violence: How Health Providers Can Help Victims.” National Institute of Justice, Research in Brief. Sarah V. Hart, Director. September, 2001.
“Acute Severe Pain Is a Common Consequence of Sexual Assault.” McLean, et al. The Journal of Pain. August, 2012.


The Future Of Robo Taxis
In mid-November 2017, transportation sector’s worldly-wise people assembled at Columbia University to deliberate the future of mobility in the fall symposium of the American Geographical Society. Presented by the Earth Institute, the occasion delivered a hopeful picture of the world in 2050: Hyperloop pods will transport us farther and faster; drones will patrol our infrastructure to keep roads and bridges harmless; geocoding systems will help ambulances respond to emergencies anywhere on the planet. But the innovation that kept coming up again and again was the self-driving car. Specifically, “Robo-taxis” electric, shared, autonomous vehicles are gearing up to completely change how we live, work, and design our cities, just as human-operated cars transformed the twentieth century. However, just as the automobile had unplanned consequences such as climate change, air pollution, and urban sprawl Robo-taxis will generate new problems as well. Several conference speakers articulated concern that public transportation will end up taking the backseat on the road to the future.
Visions of the Future
Electric cars are considered key to the future of transportation because they generally produce fewer greenhouse gas emissions than their gas-guzzling counterparts. The other great thing about electric cars is that they have fewer moving parts, which means there’s less that can go wrong. Electric cars are already running for 500,000 miles without needing major repairs, and they’ll eventually be able to reach a million miles about five times farther than a typical gas-powered car. That long-life expectancy means we’ll need to replace our cars less often, which would cut down on resource extraction, manufacturing, and distribution.
The real disruption is “the replacement of car ownership itself.” The growth of ride sharing, and automation will be driven purely by economics; the average American doesn’t need a car that drives 500,000 miles, because he/she only drives 13,500 miles per year the car would be obsolete long before it fails mechanically. But ride-sharing companies can push the lifetime of the cars until each mile travelled costs only one-millionth of the car’s original price tag. Plus, these cars will cost less to maintain and insure, so the cost per mile will be much lower than owning your own car. Making the car self-driving will increase safety as well as quality of life. Patrick Hertzke of McKinsey Automotive estimated that about 2 to 4 percent of cities’ GDP is lost due to the health effects of pollution and the productivity that’s lost while we’re stuck in traffic. With the growth of automated, shared, electric vehicles, “the whole value chain here gets disrupted,”. As car ownership drops, we won’t need car dealers, personal car insurance, or massive parking lots.
Challenges and Opportunities
- Change is never easy, and not all the changes that come along with Robo-taxis will initially be positive. The U.S. is still working out the rules and regulations for self-driving cars and ride sharing. Jobs will be lost. Oil production will plummet, which will affect the economies of many nations. Cities will be forced to adapt. In fact, ride sharing is already taking passengers away from public transportation
- But ride sharing is not likely to out-compete all forms of public transit. In dense cities, subways and buses are here to stay. Ride sharing simply couldn’t match their capacity, even if we expand roads though transit will lose customers, especially in suburban areas. But it is up to the transit agencies to adapt and embrace new technologies. Opening their real-time data, making digital payments available, integrating and cooperating with other modes of transportation, and testing autonomy in buses and trains are a few ways that transit companies can adapt to this brave new world of mobility
- Projections for how soon Robo-taxis could take over the streets ranged from a few years to a few decades. The transition won’t be easy, just as the evolution from horses to cars took decades and faced its own opposition. But we can learn from the past to help steer these new forms of transportation toward a better future
- Moreover, personal mobility could change profoundly in the next two decades. Consumers, who increasingly view mobility as a service, want more choices for traveling between points A and B, including ride hailing, car sharing, and perhaps even self-driving “Robo-taxis.” For automakers, the proposed changes could replace the industry’s traditional emphasis on “moving metal” with new schemes to capture greater profits per mile or per trip. The focus may even expand from monetizing new mobility models to monetizing the time consumers spend in vehicles
- Autonomous vehicles (AVs) could play a key role in this transformation. But the industry tends to view the phenomenon mainly through a technology lens, which, while important, only addresses part of the challenge. Industry discussions often focus on autonomous-driving levels, such as the Society of Automotive Engineers’ conditional, high, or full-automation specifications (SAE levels 3, 4, or 5, respectively). However, automakers also need to fill in several other gaping holes to understand autonomous-driving issues fully. That requires an ecosystem approach
Unlocking the AV ecosystem via use cases
- Building a successful AV ecosystem requires four perspectives. The first centres on the technology involved: What can it do now, and how soon will it be able to do more? Regulation comes next: How will it and associated policy-making initiatives create opportunities for deployment? Third, the customers: Who are they, and how willing are they to use the product? For example, from a total-cost-of-ownership (TCO) perspective, will consumers still buy private cars when AV taxis become commonplace, or will they switch to this new mobility option? Fourth, the business case: Is it profitable and sustainable? In other words, will shared Robo-taxis disrupt today’s shared-mobility market?
- Use cases can also help regulators understand how policies might have to change in different situations. For example, in a “geofenced” area (one where the AV cannot leave the area), a private AV might face different regulations than an L4 Robo-taxis. Similarly, an L4 Robo-taxis operating in a city may face different regulations than an L4 interstate truck, even though both meet the same L4 readiness standards
- The use case-based framework enables businesses to understand the underlying technology needed, the focus of regulations, the customer, and the impact on future value pools and go-to-market strategies all elements of an AV ecosystem
The framework determines the following:
Understanding where fleets can operate AVs (for example, on highways or local roads) helps to frame the limits of the technology. These limits will identify the routes available for AV use and the business opportunities they provide for fleets. Likewise, the availability of specific infrastructure, such as the high-speed communications networks (for instance, fifth generation, or 5G) needed for successful over-the-air (OTA) software updates, will help fleets achieve total reliability in each operating environment.
The Robo-taxis use case: Exploring mobility as a service
By treating mobility as a service instead of a one-off transaction, automotive players could open new revenue pools worth billions, and in the process disrupt both the automotive and mobility business models. For example, a car company might earn only US$2,500 on average for each car sold; spread over a 150,000-mile vehicle life span, that works out to about a penny a mile. The mobility-as-a-service model throws that penny-pinching approach out in favour of a more lucrative profit-per-trip focus.
This represents a radical change in how the industry looks at profitability. It could signal a complete shift in thinking about the value of a mobility mile and how to capture it. Robo-taxis could recast profit pools and the ownership of “control points,” which are the profitable places that specific players control with hard-to-replicate, high-value offerings. For Robo-taxis, control points might include critical technologies such as AV sensors or operating systems, or specific customer touchpoints. These changes will have knock-on effects in other industries such as insurance, airlines, rail, and infrastructure.
The success of Robo-taxis will likely change car-ownership and public-transportation dynamics at a fundamental level. By offering lower mobility costs, greater convenience (for example, providing door-to-door service without disruptions), and increased productivity as they free occupants from driving, Robo-taxis will change how people think about mobility in urban environments. In fact, the extremely low costs associated with the use of Robo-taxis could make it a true game changer whose impact goes beyond current shared-mobility norms. The economics could convince people in large cities to switch entirely to shared mobility. In other words, costs this low could drive a major mobility disruption that today’s shared-mobility solutions can’t match, because they remain too close to private-ownership TCOs.
Robo-taxis will also affect society, boosting mobility options for the elderly, people with disabilities, and others with limited access to transportation, increasing automotive safety, and even reducing the need for urban parking spaces.
Looking at feasibility through 2020
Today, autonomous driving remains in the development stage, relying on humans to take control of the vehicle in the event of danger. Given the current state and existing technology hurdles, Robo-taxis will evolve in three stages on their way to full autonomy. These stages will have profoundly different profiles when it comes to potential miles travelled, roads covered, and journeys allowed.
After the emergence of the first stage, a series of technical improvements will boost capabilities and expand available use cases. That means new night-driving capabilities made possible by better cameras, processing improvements to deliver higher-resolution images, and enhanced training data. Likewise, enabling highway trips will require new data-gathering capabilities, improved artificial intelligence (AI), rule-based algorithms, and more robust sensors. Severe-weather driving will only be possible with better sensor hardware and the capability to gather and process additional data to back up decision making.
Each stage will have unique characteristics:
Robo-taxis 1.0, by 2020 to 2022: Worth approximately 200 billion miles of total travel, Robo-taxis 1.0 geofences the vehicle’s operating environment and could become technically feasible in the next five years. Constraints include operating only in clear or mildly inclement weather during the daytime at low speeds, on roads with clear lane lines and curbs, and in light traffic. For example, Robo-taxis during this stage could drive you around, say, neighbourhoods in Silicon Valley, picking you up from home and taking you to other local places at low speeds, while avoiding highways.
Many of these early experiments won’t have robust business cases, because the companies introducing them primarily want to log the miles of experience, they need to guide further Robo-taxis development. This testing will probably occur in suburban areas (not in city settings or downtown areas) for two primary reasons. First, the lower traffic volumes mean less complex AV decision making and fewer “edge cases,” which are unusual traffic situations like road construction, cars stopping on the road for loading and unloading, or crowds of people moving in different directions. Second, the typically slower, less congested roads can allow Robo-taxis to pull over safely if problems arise, without disrupting other traffic.
Robo-taxis 2.0, from 2025 to 2027: Now the fun begins, as Robo-taxis rack up an incredible 3.5 trillion miles travelled. Stage two gives Robo-taxis the freedom to manoeuvre in dense traffic and downtown areas, and on faster-speed roads and highways. In addition to suburban fares, Robo-taxis could pick you up at your apartment and ferry you via highways to the city to work or play, both night and day. However, intracity trips will likely predominate. The ability to drive on highways will enable Robo-taxis to accumulate significantly more mileage by commuting between various suburban and urban regions.
Robo-taxis 3.0, by 2030: With roughly 4.9 trillion miles travelled, stage three represents a true emancipation of the technology. It enables a Robo-taxis to pick you up from your home in Lincoln Park and drive you into Chicago (or vice versa), negotiating poor, unmapped, or unclear roads as necessary. And it will do so in virtually any weather conditions, including fog, hail, and heavy rain, and on snow- or slush-covered roads—conditions that would tax even highly experienced human drivers.
Whether the ability to travel on highways comes sooner or later in the Robo-taxis evolution remains the subject of debate. Some argue that it is more straightforward than suburban travel, with relatively constant directions and a minimum of edge cases. Others, however, say the higher speeds and episodic congestion could result in more dangerous accidents when something goes wrong. Whenever it occurs, solving the highway challenge will have the largest impact on the coverage of Robo-taxis, opening them up to billions of additional passenger miles.
Robo-taxis could clock miles running errands without passengers. For example, you could conceivably send the AV home to take your kids to school while you work, or have it drop you off at the theatre, automatically find a parking space, pay for it electronically, and then come back to pick you up at the curtain call.
Charting the Robo-taxis evolution and cross-industry convergence
A successful Robo-taxis ecosystem will depend on the convergence of a wide variety of players that come together to choose the best business models, ecosystem partners, and public and private partnerships. Companies will have to work closely with local governments to establish ground rules and partnerships and to ensure necessary infrastructure is in place. This might include ensuring that adequate high-speed data access is available and that smart traffic lights reliably transmit their status to approaching AVs, or it could entail collaborating with or supplementing public transportation. Other examples involve the creation of new electric-vehicle charging areas, the potential use of high-occupant vehicle lanes, and possible vehicle-to-infrastructure integration. Players also need to understand the impact on congestion and parking-space considerations. Companies must decide where and how to play in the Robo-taxis value chain as vehicle-fleet ownership becomes more commonplace. For some, such as automakers, this change could be difficult, since it involves moving toward a service-based, pay-per-mile business model and away from the classic product-centred pay-per-car approach. Car makers could also see a massive switch in customers as fleets begin to replace consumers as car buyers. Convergence also raises new safety and security concerns. For example, regulatory bodies need the ability to respond rapidly as technology develops to ensure safety while not impeding progress. Likewise, fleets will require robust cybersecurity measures to block malicious attacks, thus opening new opportunities for companies willing to invest in the right technology, expertise, and infrastructure.
Evolving plays require evolving players
- Managing the transition to a Robo-taxis world won’t be easy. Many companies need to augment their core capabilities and business models huge undertakings in a rapidly changing environment, where traditional profit pools and control points can change quickly and unexpectedly. These new pools and control points include the ownership of software components such as those used in AV controls, as well as system and vehicle-level integration capabilities. Examples of the latter include determining who integrates all the vehicle’s different AV systems (hardware and software) and who integrates all the rest of its often-piecemeal electronic systems.
- Currently, new players from the technology sector and mobility start-ups are well positioned to take charge of the new Robo-taxis control points. However, traditional automotive manufacturers can get back in the game, especially if the industry selects a single industry-wide AV solution, including both software and hardware. Such a decision can spread the risk and the cost of the new technology, accelerate development, ramp-up launch timetables, and easily out scale individual proprietary solutions.
- The emergence of the Robo-taxis raises challenging questions for all mobility stakeholders. Consumers will likely want to know whether car ownership makes sense anymore, given the 24/7 convenience Robo-taxis will offer. Should they trade car payments, maintenance costs, and insurance premiums for shared-mobility subscriptions? Likewise, in the age of ubiquitous Robo-taxis, where mobility becomes a commodity, will car ownership acquire unique status and prestige? Automakers probably face the greatest challenge of all, as they attempt to transition to a mobility-as-a-service model. What will that look like, and how long will the “tail” of traditional car-buying activity be? What are the implications of the expected bifurcated transitional market, where car companies produce generic, bare-bones Robo-taxis alongside fully appointed private AVs?
- Regulators must also explore new policy areas that extend far beyond the car itself to touch insurance, financing, and liability issues. How do they ensure decision uniformity across markets and remain sensitive to innovations that could radically alter safety, security, and privacy considerations? Likewise, cities and municipalities need to become proactive partners with the mobility industry to ensure the smooth integration of AV-related infrastructure
- Can self-driving taxi cabs conquer the world? Clearly, they will have a major impact on the automotive industry, disrupting business models and conditioning consumers to seek alternatives to private car ownership. Robo-taxis could also trigger a huge mobility-as-a-service market one that enables new companies to participate based on the advanced technology content they can bring into play. If fully realized, Robo-taxis have significant potential to change the mobility industry, compelling incumbents and new entrants alike to determine how best to capture profitable and sustainable growth in this unfamiliar environment
- A major revolution is taking place on the streets of our cities. And no, it is not just the increase in the volume of vehicles, rather it is more about the new automotive technologies and business models which have changed the face of the automotive industry. With the new concept of car sharing, the launch of Robo-taxis, and the growing interest in self-driving vehicles (SDVs) – this surely is one of the best times for the automation industry.
SDVs and Robo-taxis: Who’s in the driver’s seat?
Also known as autonomous vehicles, SDVs have evolved from the pages of sci-fiction to be the new urban reality. Multiple parties are already working on autonomous vehicle technology; there are SDVs with a wide range of capabilities like single-lane highway driving, autonomous driving, and traffic jam autopilot. Almost all the major stakeholders in the industry, be it the OEMs, technology providers, suppliers, or the regulatory bodies, have pulled up their socks to work towards broadening the scope of autonomous car technology. The idea of self-driving vehicles is also in sync with the United Nation’s goal of turning cities more safe, resilient, inclusive, and sustainable. As technology takes over the driver’s seat, with minimal to no human-interference, it is expected that intelligent traffic management will turn urban mobility into a seamless process. In the same vein as autonomous vehicles, Robo-taxis also have many takers. In recent times, there have been safety issues, and apprehensions about how secure one’s personal information in a Robo-taxis ecosystem is. This has prompted OEMs to come up with several security solutions which makes it easy to rely on Robo-taxis for everyday commute.
Car sharing: Moving towards a common goal
- In a bid to bring down the carbon emissions, and decongest the city streets, the concept of car sharing has gained momentum. Car sharing services are gaining rapid popularity in the urban regions of both developed and developing economies. For instance, while Europe is the largest per capita earner, the Asia-Pacific region is the biggest market for car sharing services. DriveNow, Car2Go, and Flinkster are the major players in Europe; Zipcar is a leading name for car sharing services in North America
- The concept of car sharing has opened new revenue pools as well as changed the models of OEMs. No doubt, there have already been changes in the urban driving behaviour, and as the market for SDVs is still under evolution, the car sharing market is witnessing ample investments. Also, contrary to popular belief, the growing demand for car sharing services has not affected the sales of new cars. In fact, the market for new cars has been growing steadily in the past one decade
- It would be safe to conclude that urban mobility is undergoing a drastic change a change which has the seeds of revolutionizing this dynamic and competitive sector throughout the globe
BMW, Toyota, VW prepare for Robo-taxis future
- Almost every key automaker in Europe is involved in car-sharing to some extent, from pilot programs with just a few dozen cars to large-scale services in major cities
- There are signs this year that the sector, which is also referred to as short-term rentals, is starting to develop, with numerous operations finishing and the two biggest players, Daimler’s Car2Go and BMW’s DriveNow, declaring a merger in an effort to build scale and keep away rivalry from digital and technology companies such as Uber and Didi
- Volkswagen, Europe’s largest brand, proclaimed that it would place 2,000 electric vehicles on the streets of Berlin, the company’s largest car-sharing initiative yet. In addition, VW Group’s young Moia mobility unit has been running a test service in Hamburg using an electric minibus. The idea of the facility is to help decrease traffic jams and pollution
- The economics of car-sharing goes on indefinite, though. The global car-sharing market, which comprises hundreds of services not linked with automakers, is estimated to reach $11 billion in revenues by 2024, according to a study by Global Market Insights, with double-digit progress in users every year. But that does not essentially interpret into profits. DriveNow lost 17 million euros in 2017 on revenues of 71 million euros, as per BMW’s annual report, and Daimler reported losses of about 80 million euros at Car2Go subsidiaries, though the company says the service is profitable in more and more cities. “Our company has been investing in massive growth over the last few years,” a Car2Go spokesman said. “The strategic focus has been to gain market share.”
- Making money on car-sharing isn’t the goal right now for automakers, experts said. As an alternative, they are using the services to learn about customer habits and best practices as they prepare to fight for a share of the Robo-taxis market as they evolve into mobility providers and move away from simply building and selling cars
- “Akio Toyoda made a clear statement at the beginning of this year at the Consumer Electronics Show in Las Vegas, where he shared our willingness to transition from an automotive company to a mobility company,” said Luigi Ksawery Luca, the director of mobility and connected cars at Toyota Europe. Toyota has just prolonged its Yuko hybrid car-sharing service to Venice. It is even now in Dublin and Forli, Italy. Among the three cities there are fewer than 100 cars, but Luca said Yuko is intended to be a knowledge-seeking trial rather than a profit centre. “The purpose is to understand from our side how this business works,” he said
- Along with plans to enter the car-sharing sector starting next year, Volvo says it will be able to build Robo-taxis from its second-generation scalable product architecture, known as SPA2. “We should have one specialized car for ride-hailing companies. This car will be very different because it will be built without a steering wheel,” Hakan Samuelsson told journalists when presenting Volvo’s 360c self-sufficient vehicle concept last month. Volvo signed a deal with Uber to sell the ride-hailing firm up to 24,000 XC90s underpinned by the first-generation of SPA
Learning by doing
“If you look five or 10 or 15 years down the road at autonomous driving, it makes a lot of sense why they are entering the car-sharing market now,” said Sandra Phillips, the founder and CEO of Movmi, a car-sharing consulting company based in Vancouver, Canada. “A lot of the things you learn in car-sharing, especially free floating where you have cars that are moving around in seemingly unpredictable patterns – which is not at all true – you will need to know when you get into autonomous ride-hailing,” added Phillips, who worked in business development for Car2Go before starting her company. “You learn the patterns of how people truly move.”
At the base of car-sharing lies the concept of mobility as a service, which many analysts believe will fundamentally change the economics of the automotive industry. Seen in that light, automakers’ involvement in car-sharing is essential to ensure their future survival. “We’re looking at an incredibly diffuse environment, looking forward, in the way technology interacts with conventional commercial platforms,” said Tim Urquhart, a principal analyst at IHS Markit. “That leads to questions about personal car ownership. We will see exponential growth in the range of mobility services.”
Peter Wells, a professor at Cardiff University in Wales and a principal in Stars, an EU-financed project that is studying car-sharing services in Europe, said the automotive industry was still struggling to find a way to integrate technology into its business model. “The industry as previously structured knew what it was,” Wells said. “They built cars in high volume, they sold through dealers, they made money on service in the first few years, and that was it.”
“Nobody knows how this emergent automobility world will work, how quickly it will come on screen, which places will be first, where the revenues will come from,” he added. “In the end, it implies a radical shift in the business model if we see it all the way through.”
Many transportation experts and automakers have confidence that ride-hailing and car-sharing will sooner or later amalgamate into fleets of Robo-taxiss that can be summoned by an app. “We are convinced that the future of car-sharing is electric and autonomous,” a Car2Go spokesman said. “We are already getting ready for this autonomous future today — no other mobility sector can prepare itself so comprehensively for the future of autonomous driving as the free-floating car-sharing sector.”
Movmi’s Phillips said that, ultimately, other modes of shared transportation such as bicycles, electric scooters and mass transit will be part of an ecosystem of services. “You can merge and aggregate those services, and create a one-click option,” she said. “As a user, I will be able to use the same apps I did in the car-sharing world – and now it’s a Robo-taxis world. It’s starting to happen.”
Building brand loyalty
Automakers are also making use of the amenities to connect with hard-to-reach young people who will be future car buyers or regular users of car-sharing, ride-hailing – and eventually Robo-taxiss. The belief that price and convenience are the only criteria for car-sharing – and that brand does not matter – might not be true, Phillips said. “We’ve seen studies that the younger millennials do care what kind of car they are using,” she said.
Wells, of the Stars project, said car-sharing users lean towards to be younger than the typical car buyer. “These are the kind of people who will be buying their own cars in the future,” he said, “so there’s a great marketing opportunity for companies to put their cars in front of those consumers, especially electric cars because there has been a certain amount of reluctance to embrace them.”
The Car2Go spokesman said the service permitted probable customers an easy way to test drive cars from Mercedes-Benz and sister brand Smart. “To see that they work perfectly could be a reason for people to opt to buy a new Mercedes or Smart, combustion or electric,” he said. Volkswagen strategizes to utilize its We Share service in Berlin as a bridge to its coming range of electric vehicles, after starting with e-Golfs and e-Ups. “Starting in 2020, We Share is to support the market introduction of the new generation of our new, all-electric I.D. models and thus make a significant contribution to the Volkswagen brand’s e-mobility offensive,” Juergen Stackmann, VW brand’s board member for sales, said.
VW’s car-sharing activities will always be 100 percent electric, said Philipp Reth, the CEO of Urban Mobility International, a VW subsidiary that develops mobility services. “We believe this to be the future of shared mobility, particularly in metropolises and large communities.”
Better user experience
Although car-sharing vehicles represent a tiny fraction of cars on the road in Europe, automakers say they are learning invaluable lessons. “User experience is king. It’s crucial,” said Luca of Toyota. “But customer experience is not only an app – it has to be supported by technology, and it’s also reliant on operations that are behind the service.” That means making sure the cars are cleaned, fully fuelled or charged, and in appropriate locations, whether free-floating or fixed points.
Another key is evolving relationships with municipalities to gain their confidence and secure infrastructure such as parking spaces or charging stations, automakers said. “These initiatives are possible only due to the relationships we have built over time with local authorities,” Luca said. “Without their support they can’t happen.”
Undeniably, car-sharing can flourish, or nosedive based on such associations. Car2Go pulled out of London in 2011 and Toronto, largely due to parking difficulties. “The overall problem was that we didn’t come to a substantial parking agreement with the cities,” the Car2Go spokesman said. “It’s decisive that customers can fundamentally end their rental on every public parking spot inside the defined Car2Go home area. Before the city council transformed the legal framework, Toronto was one of our most successful Car2Go cities in North America, with 80,000 customers. It was really unsatisfactory to leave the city, but the stringent guidelines left us no choice,” he said.
Car-sharing facility necessities are also shuddering up aftersales, which is a key profit centre for automakers. “Now, carmakers have dealerships, and customers carry their cars for maintenance. That won’t be the case in the future, so you need to know where to locate service centres. It’s not just about repairs, it’s also about hygiene and lost and found items,” Phillips said. Other serious factors are city selection, whether to have free-floating or fixed-point vehicles, insurance, and damage control, experts said.
Ready to rise
Looking ahead, the blend of BMW’s DriveNow and Daimler’s Car2Go may be the first of many in the car-sharing and mobility services sector. “More mergers are unequivocally inevitable,” IHS’ Urquhart said. “We will see more in the automaker domain; we will see more amalgamations and mergers including technology procurements. You have to create worth; you have to create economy of scale.”
Scale is indispensable to deliver coverage and to generate a “network effect” of new users, analysts and automakers said. “All of a sudden you do not have 750 DriveNow and 550 Car2Go cars in Munich, you have a combined fleet of at least 1,300 cars, which decreases the average distance for the users to reach the next vehicle. This is key for further use cases and handiness, and maybe even for enticing additional users to record and practice the service,” said Thomas Pottebaum, who is a director at Deloitte.
“In Germany, we have about 160 car-sharing services and providers, but less than 10 of them account for 90 percent of the market,” Pottebaum said. The ideal walking distance between cars should be no more than several hundred meters in the free-floating model, he said. “If you have a longer distance it’s too problematic even for one-way drives,” he said. Even if the earliest estimates are that Robo-taxis won’t be accessible until 2030, “for the auto industry 10 or 12 years is not that much time, so car-sharing is perfect for the automakers to gain and fascinate a huge target group and build a customer base for new mobility services adjacent to classical vehicle sales,” Pottebaum said. “There’s the risk that you will lose these types of customers to Uber, Lyft and other competitors.”


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XCMG Group wants to expand production in Pouso Alegre (Minas Gerais) and attract more Chinese companies.
XCMG Group, one of China's largest heavy machinery manufacturers, announced today (Jan 6) that it is set to open a bank in Brazil to finance machinery distributors and other companies.
The initial investment will stand at R$100 million, which is the amount required by the BC (Central Bank) to open the bank. XCMG Group president Wang Min told Folha that the goal is to invest R$300 million in five years.
Read more in Folha de S. Paulo

domain: news


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Heritage HS Teacher Runs Boston Marathon
Lynchburg, VA - A Heritage High School Science Teacher is back in town after running this year's Boston Marathon. This year was Laurie George's first time running the marathon. She says last year's bombing actually inspired her to run. She had run only one other marathon before. George says she spent six months training for the Boston Marathon. She says at the starting line the marathon commissioner shook everyone's hand and thanked them for participating. "That's what we were focused on. We were focused on doing this for the people of Boston and the country to show that terrorism can't win," George said. George says it was tougher than she thought, but she was just happy she beat the four hour mark.

domain: sports


With a $19 million expansion and renovation now complete, a local nonprofit has nearly doubled the capacity of its apartment house for homeless people in the Carver neighborhood.
Virginia Supportive Housing, which offers housing and support services such as counseling and skills training, last week cut the ribbon on its New Clay House, an apartment building at 707 N. Harrison St., at its intersection with Clay Street.
The project expanded the number of apartment units at the property from 47 to 80. Half of the project involved a gutting and expansion of the 124-year-old building that VSH has used as apartments for nearly 30 years. The other half involved building from scratch on a neighboring parcel that the nonprofit bought in 2016.
The project expanded the size of the property’s studio apartments from 150 to 350 square feet, with each getting its own bathroom and kitchenette, which previously were shared.
The apartments are available to those earning 50 percent or less of the area median income. Residents sign a lease to pay one-third of their future income, or a minimum of $50 per month, on rent.
The project also added a large community kitchen, pantry, community room, outdoor courtyard and lounge areas.
VSH had 25 funding sources for the project such as historic tax credits, city grants, bank loans, grants from foundations and private donations, including a $1 million anonymous gift.
Among those in attendance at last week’s ribbon cutting were Mayor Levar Stoney, VSH executive director Allison Bogdanovic and Wanda Stallings, the daughter of the late James Russell Stallings Sr., who previously owned the building and opened it to the nonprofit in the 1990s.
Robert Clark, a resident of the house, also was there. He said he moved to Richmond from New York in 2013 and wound up homeless.
“I’d never been homeless in my life. I couldn’t trust anybody here, and I went through the wringer,” Clark said. He eventually made it to the New Clay House.
“The other thing that people don’t understand is in a community like this here, they became my family. We cook food together, we do things together. So now I do have family here in Virginia- – it’s the residents here,” Clark said.
VSH operates more than 600 housing units in 17 properties throughout Central Virginia, Charlottesville and Hampton Roads.


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Modafinil uses involve treatment of excessive sleepiness that may take place due to sleep apnea, shift work problems, or narcolepsy. Modafinil use can also be beneficial for other conditions; talk to your doctor about the details. Unlike other similar drugs, Modafinil is identified as the safest drug with a low risk of side effects. Modafinil is one of the best cognitive enhancers; it improves and promotes weight-loss, and due to these functions, Modafinil might come as useful in tobacco abuse treatment. To get started on this aid order Modafinil cash on delivery soon after the doctor’s approval.
Directions for Modafinil Uses
The dosage and directions for Modafinil intake must be according to your doctor’s instructions. However, the generally known dosage recommended to patients are as follows:
● For obstructive sleep apnea
For OSA treatment, the required dose is 200mg once a day. The amount may go up to 400 mg per day as maximum, but there is no evidence that 400 mg a day does more efficient work than a dose of 200mg per day.
● For narcolepsy
To treat sleepiness associated with narcolepsy, a dose of 200 mg per day is suggested as efficient. A single dose of 400 mg per day can be given in place of 200mg, but it should be noted that this increase of dose has shown no additional benefits.
● For shift work disorder
To improve the patient’s deteriorated sleep cycle due to unfavorable working hours, a dose of 200mg Modafinil is given one hour before the beginning of the work schedule.
If you tend to suffer from any of the conditions mentioned above, for treatment Buy Modafinil 200mg cod from pharmaceutical store websites.
Modafinil for tobacco abuse
Smokers and tobacco users have shown symptoms of extreme hunger and weight gain. The ability of Modafinil to suppress food intake and appetite on use can be beneficial for tobacco abuse treatment.
Similarly, Modafinil can reduce nicotine withdrawal symptoms such as sleepiness, loss of energy, and inattention. It is known that Modafinil is one of the best drugs for the treatment of excessive sleepiness that boost energy consumption in its users.
Studies suggest that a combination of Modafinil medication and nicotine replacement for a smoking cessation treatment could give favorable outcomes on nicotine withdrawal symptoms. Using lower doses of these two medications can potentially benefit tobacco abuse treatment with treatable side effects.
● Inform your doctor if allergic to medication ingredients.
● Do not perform any action that requires quick reactions such as driving, operating any heavy machinery.
● It is best to tell your doctor all about your previous diseases, especially problems related to the heart.
● It is best not to plan a pregnancy while using Modafinil.
● Inform your doctor of all the prescription and non-prescription drugs you are using.
Modafinil uses range from sleep disorders therapy to substance abuse treatment. Every medicine has its side- effects; As a user, you must be aware of the benefits and side-effects that your medication comprises. Get yourself fully informed about Modafinil before using it to avoid any mistakes that may bring undesirable outcomes.

domain: medical


§ MR. WILLIAM REDMOND (Clare, E.)
I beg to ask the Chief Secretary to 563 the Lord-Lieutenant of Ireland if he will state what is the delay in the sale of the Neptune Blood estate, county Clare.
The Estates Commissioners inform me that there has been no undue delay in this case. The documents were lodged in June last, and an inspection of the estate has since been directed. As soon as the inspector's report has been received and considered the Commissioners will be in a position to make an offer to the Land Judge for the purchase of the estate.


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Explore Suzuki Music Registration
Our Winter 2023 Session will consist of six sessions: 1/21, 1/28, 2/4, 2/11, 3/4, 3/11 The sample lesson will be scheduling following the last class.
Registration opens Friday, December 16th at 10AM.
Explore Suzuki Music typical schedule*
Saturdays 10:30 a.m. – 11:15 a.m. (for 3-4 year-olds)
Saturdays 11:30 a.m. – 12:15 p.m. (for 4-5 year-olds)
*If we have three classes due to high enrollment, they will be at 10, 11, and 12.
Dates: Six weeks (9/17, 9/24, 10/1, 10/8, 10/15, 10/22) plus a sample lesson on the instrument of your choice (piano, violin, cello, or viola) following the completion of the class
Cost: $220 ($50 non-refundable deposit due at registration, balance to be paid first day of class.
Registration for the Fall 2022 session of Explore Suzuki Music is now full. Thank you.

domain: artistic


text:
George enlisted in the US Navy on December 7th, 1938. He arrived at Pearl Harbor in June of 1939 where he was assigned to the USS Nevada. "When the attack began I was performing morning ablutions in the crew's head – under the flagstaff where ‘Colors' was being performed. I thought the Marine squad had done their version of ‘Colors' when they scrambled." When the general alarm sounded (which happened immediately) everyone ran to their battle stations. They did this without much enthusiasm, but because they were trained to do it, even on Sunday morning they ran to their stations. "On the way forward to the #1 turret I heard lots of ‘grousing' and I joined in, but when I emerged from the ship to the weather deck I saw a Japanese torpedo plane – it had just released a torpedo at a range to hit the USS Arizona – moored just ahead of the Nevada – there was a repair or supply ship outboard of the Arizona which would logically take that torpedo – I think it was a dud. I remember that plane in my ‘Minds Eye' anytime I want to." George entered the turret overhang hatch and manned his gun – but it would not be used during the upcoming battle. "During the attack the people around me were the regular crew of the right gun turret #1, I was the gun captain because I was a GM striker. During the attack we knew that our area of the ship was taking some terrific hits. The loading platform dropped from under me when an armor piercing bomb exploded under the gun muzzles – the whole revolving part of the turret shook violently when a torpedo hit between #1 and #2 turrets. As the attack subsided we were ordered to leave the turret for fire fighting, and to act as replacements on AA crews - where most of the casualties had occurred."
George experienced a shock when he emerged from the turret. "When inside the turret I knew bad things were happening but I didn't see the ‘blood and guts' which resulted until when I was assigned as 1st loader on #1 AA gun. I saw a row of dead or severely wounded men lying on the boat deck. We were loading them into motor launches to go to the hospital or morgue. We lost 70 some good men on that ‘Day of Infamy' - as our President described it. George stayed on the gun for 3 days before being relieved and getting a regular meal. We did not shoot at any enemy but that night we fired at our own planes – we were so trigger happy – lucky our guns were inefficient, lacking electricity and air pressure, and we didn't hit any of them."
After the attacks the USS Nevada crew spent the next 3 ½ months getting water and oil out of the interior of the ship so she could be sailed back to the USA. We sailed back to Bremerton where she was renovated for 9 months. Most of the crew was transferred to new ships – "I was sent to the USS Copahee. We crossed the equator in September of 1942 on our way to the South Pacific and was with Japs in Guadalcanal. We took aboard a squadron of fighter planes which we catapulted to go to Henderson Field – the story is in the Navy log. I spent the next year ferrying planes from California to the SW Pacific – we would usually travel without escort. In August 1943 I was transferred to GM school, Washington, DC. I enjoyed learning more about my rate and did well, in school. As a result I was made instructor. I had met the girl who was to be my wife for the next 59 years. Life was great."

domain: history


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- Nakache, Olivier
- (April 15, 1973, Suresnes, Hauts-de-Seine, France - ) and Toledano, Eric (July 3, 1971, Paris, France - )They met at a vacation camp in the late 1980s. Eric Toledano graduated with a bachelor's degree in cinema and a master's degree in political science at the Sorbonne. They co-wrote a short, La Dette (Pascal Chaumeil, 2002), and appeared as actors in a TV movie (2005 Mer belle à agitée, Pascal Chaumeil).Filmography1997 ◘ Le Jour et la Nuit (short; also screenwriter, dialogist)1999 ◘ Les Petits Souliers (short; also screenwriter, dialogist)2002 ◘ Ces Jours heureux (short; also screenwriter, dialogist)◘ Je préfère qu'on reste Amis (also co-screenwriter)◘ Nos Jours heureux (also co-screenwriter)
Encyclopedia of French film directors . Philippe Rège. 2011.


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Okay, now kidney stones are terrible. Most of all, they are terrible because they can cause severe pain on your sides combined with nausea and vomiting. Consequently, after having seen and treating 1000’s of patients with a kidney stone problem, I have now come to a conclusion that
“Preventing a stone is better than curing one”
Either way, the most commonest question I get from relatives of patients I treat is that
Dear doctor, how to avoid a kidney stone the next time?
This is not surprising…
Since in over 25 to 30 percent of patients a recurrence of kidney stone’s is commonly seen. The best way to avoid a kidney stone is then by following specific dietary habits sincerely. Researchers still do not know exactly as to why kidney stones occur. The kidney stone problem is among the oldest diseases in the world.
Given below are 10 actionable tips, that will teach you on how to avoid a kidney stone problem.
TIP 1: Drink and keep drinking water
I cannot emphasize this strongly enough, but drinking water is THE MOST important thing to do. Water has the ability to dissolve small stones spontaneously.
Do yourself a favour and consume at least close to 4 liters of water per day. Drinking copious amount of water also helps kidney stone recurrence.
TIP 2: Restrict salt intake to avoid stones
Salt and stones go hand in hand. You see they are best friends. Keeping your salt intake to less than 2300 mg per day will prevent not just kidney stone formation but also hypertension and other health issues.
TIP 3: Optimizing your body weight
Once again, the link between excessive body weight and stone formation has been well established. Being on the heavier side definitely leads to kidney stone disease.
Moreover, this link between kidney stone disease and obesity is seen in both men and women uniformly. Cut down on body fat to prevent stones.
TIP 4: Avoid oxalate-rich diet
Food should always be taken in moderation. Too much of anything is not healthy.
Calcium oxalate-rich foods like spinach, soybean, sweet potatoes and tinned grapefruit juice are best taken in limited quantity. More interestingly, calcium oxalate stones are the most common stone type. This shows the extent to which dietary habits can influence stone formation.
TIP 5: Avoid Alcohol and Smoking
Alcohol, whether in little or large amounts is bad for kidney stones.
Quit alcohol and you quit the risk of developing kidney stones forever. The same can also be told for smoking. Want to learn how to avoid a kidney stone?. Stop alcohol and smoking first.
TIP 6: Are you a caffeine lover?
Restrict intake of coffee and tea. Caffeine, when consumed in excess, can result in dehydration and ultimately stone formation.
Soda’s, pop drinks and other nasty drinks all contain caffeine. Learn to control your caffeine intake if you do not want stones. Do not drink more than 2 cups of coffee per day.
TIP 8: Avoid animal protein
Interestingly, uric acid stones are seemingly more common in patients who eat animal meat. While animal meat is a rich source of protein, it is best to take it in moderation.
Where possible you should avoid products like Beef, Pork and Red meat. It is best to substitute this protein source with vegetable-based protein sources like lentils and tofu.
TIP 9: Getting adequate calcium
Taking in adequate calcium from soy milk, tofu and orange juice can also go a long way in preventing stone formation. Give it a try! Moreover, you can always change your diet if you find no benefits.
TIP 10: Avoid supplements
Unfortunately, there is more misinformation out there than we can manage!
Initially, numerous supplements were promoted for treating kidney stone problems. However, none of these supplements were actually found to be beneficial in any way.
Therefore, save yourself the hassle and do not buy or take these supplements.

domain: health


Full federal approval for the Pfizer-BioNTech coronavirus vaccine for those 16 and older is opening the way for institutions like the military, corporate employers, hospitals and school districts to announce vaccine mandates for their employees.
National medical groups hailed the step. A joint statement by the American Medical Association, American Hospital Association and American Nurses Association called it “a major step forward in the worldwide effort to end this pandemic.”
“Today’s news marks a critical moment for people who were concerned about getting vaccinated due to the vaccines being authorized for emergency use,” the statement said. “With millions of data points on the vaccine’s safety and efficacy over nearly nine months of vaccinations, every ‘i’ is dotted and every ‘t’ is crossed.”
The groups added, “With the Delta variant surging, there has never been a better time to get vaccinated.”
The F.D.A.’s approval also brought into force a requirement in New York announced in May that all in-person students at State University of New York and City University of New York schools be vaccinated. CUNY’s website said that after federal approval students “have 45 days to get fully vaccinated or will be subject to potential academic withdrawal.”
One of the first and largest is at the Pentagon, which announced on Monday that it was moving ahead with plans to require all active-duty troops to be vaccinated. Defense Secretary Lloyd J. Austin III will soon send specific vaccination guidelines to the country’s 1.4 million active-duty service members, the Pentagon said.
Mr. Austin had already received authorization from President Biden to mandate vaccines for troops once the vaccine was fully approved, and he is moving swiftly to put the plans into action, said John F. Kirby, the Pentagon spokesman.
“These efforts ensure the safety of our service members,” Mr. Kirby said during a news briefing on Monday. He said the deadline date for getting vaccinated was still being determined.
The move is intended to harden the country’s defenses against the highly contagious Delta variant, which has driven new cases and hospitalizations up across the country, especially in areas with low rates of vaccination, where many military bases are located.
Mr. Biden announced last month that all federal employees and on-site contractors must be vaccinated against the coronavirus, or else submit to regular testing and other measures. The requirement applied to the 766,372 civilians working for the Defense Department, but not active-duty service members.
Mr. Austin has previously said that he would not be comfortable imposing a mandate before vaccines were fully approved by the F.D.A. Earlier this year, The New York Times reported that there was an undercurrent of resistance to the vaccine in the armed forces.
Understand Vaccine and Mask Mandates in the U.S.
- Vaccine rules. On Aug. 23, the Food and Drug Administration granted full approval to Pfizer-BioNTech’s coronavirus vaccine for people 16 and up, paving the way for an increase in mandates in both the public and private sectors. Private companies have been increasingly mandating vaccines for employees. Such mandates are legally allowed and have been upheld in court challenges.
- Mask rules. The Centers for Disease Control and Prevention in July recommended that all Americans, regardless of vaccination status, wear masks in indoor public places within areas experiencing outbreaks, a reversal of the guidance it offered in May. See where the C.D.C. guidance would apply, and where states have instituted their own mask policies. The battle over masks has become contentious in some states, with some local leaders defying state bans.
- College and universities. More than 400 colleges and universities are requiring students to be vaccinated against Covid-19. Almost all are in states that voted for President Biden.
- Schools. Both California and New York City have introduced vaccine mandates for education staff. A survey released in August found that many American parents of school-age children are opposed to mandated vaccines for students, but were more supportive of mask mandates for students, teachers and staff members who do not have their shots.
- Hospitals and medical centers. Many hospitals and major health systems are requiring employees to get a Covid-19 vaccine, citing rising caseloads fueled by the Delta variant and stubbornly low vaccination rates in their communities, even within their work force.
- New York City. Proof of vaccination is required of workers and customers for indoor dining, gyms, performances and other indoor situations, although enforcement does not begin until Sept. 13. Teachers and other education workers in the city’s vast school system will need to have at least one vaccine dose by Sept. 27, without the option of weekly testing. City hospital workers must also get a vaccine or be subjected to weekly testing. Similar rules are in place for New York State employees.
- At the federal level. The Pentagon announced that it would seek to make coronavirus vaccinations mandatory for the country’s 1.3 million active-duty troops “no later” than the middle of September. President Biden announced that all civilian federal employees would have to be vaccinated against the coronavirus or submit to regular testing, social distancing, mask requirements and restrictions on most travel.
The Defense Department’s website said that as of Aug. 18, more than one million service members have been vaccinated, along with more than 300,000 civilian employees.
New York City announced on Monday that every employee of the city’s Department of Education, from principals to janitors, would have to receive at least one dose of a coronavirus vaccine by Sept. 27. Hours later, Gov. Philip D. Murphy of New Jersey announced that all state employees and employees of public, private and parochial schools in his state must be fully inoculated by Oct. 18 or be tested once or twice a week for the virus. And Chevron became the first major American oil producer to require its field workers to get vaccinated.
Before the F.D.A.’s announcement, the three coronavirus vaccines available in the United States, made by Pfizer-BioNTech, Moderna and Johnson & Johnson, were all being administered in the United States under an emergency use authorization. (The Pfizer vaccine remains available on that basis for youths 12 to 15 and for extra doses for some immunocompromised people.)
The F.D.A.’s approval action on Monday could reinforce the legal standing of some mandates and pave the way for some organizations to impose stricter requirements and no longer allow employees the option of frequent testing as an alternative to getting vaccinated.
Officials also hope that full federal approval will quiet some of the vaccine misinformation online and induce more hesitant people to get vaccinated. A recent poll by the Kaiser Family Foundation found that three out of every 10 unvaccinated people said that they would be more likely to get a shot once it was fully approved.
Dr. Ashish K. Jha, dean of Brown University’s School of Public Health, wrote on Twitter on Monday that he thought full approval of the vaccine would make a difference, “mostly by providing confidence to businesses, schools, and yes, our military to mandate vaccines. And it is already starting to happen.”


Place of birth: Bloemfontein
DOB: 27 February 2000
Coach: Reneilwe Aphane
100m: 10.37 sec
200m: 20.96 sec
100m: 10.37 sec, Nairobi, July’17
200m: 20.96 sec, Germiston, April’16
200m: 1st, 21.03 sec, World U-18 Championships, Nairobi, 2017
100m: 2nd, 10.61 sec, World U-18 Championships, Nairobi, 2017
Mixed 4x400m relay: 3rd, 3:24.45 sec, World U-18 Championships, Nairobi, 2017
One of the latest prodigies in a new era for South African sprinting, Retshi Mlenga has stuck up his hand as a potential star of the next generation.
In 2016, in his first season in the youth age group, he clocked impressive personal bests of 10.45 and 20.96 over the 100m and 200m distances.
The following season, he made waves for the first time at international level when he charged to three medals at the World U-18 Championships.
After clocking a 100m career best of 10.37 in the semifinals, he went on to grab the silver medal in the final, crossing the line just 0.04 behind compatriot Tshenolo Lemao.
Four days later, turning out in the final of his favoured event, Mlenga stormed to victory in the 200m dash.
He also joined the SA team as they secured the mixed 4x400m relay bronze medal.
A high school pupil at Prestige College north of Pretoria, the talented young speedster will look to continue the rapid progress he has made in recent years as he makes the transition to the junior age division.


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It’s kind of strange that so many people have dogs or cats, but there are not a lot of places that are animal-friendly so that you can bring your pet along with you. Almost all beaches in Florida seem to be off-limits to animals but we were lucky enough to find two dog-friendly beaches to visit in the Tampa/St. Petersburg area, although they aren’t the most human-friendly beaches, so no swimming or anything.
Honeymoon Island Dog Beach was in the middle of nowhere and had a rather long, uninviting trail to the beach, but it ended up to be a very nice, if rugged, beach. It was low tide, so there were islands of sand that you could walk to, although some places were a little too deep for that. If it was warmer and we had swim wear, we could have made it across with little trouble. We are on the gulf side of Florida, so the waves were minimal. Kevin even enjoyed jumping in the water a little. He seemed quite surprised by the taste of the water. He so far hasn’t been much of a water dog, so this was encouraging. We are hoping that he will enjoy swimming with us once we are on our boat.
Unfortunately, the beach rules required he be on a leash, so he wasn’t able to run as much as we all would have liked. But it was still a lot of fun and he was pretty tired out by the time we left. The huge downside to the Honeymoon dog beach was the sand burrs. It wasn’t until we were getting ready to leave that we realized that the sand beach and paths were surrounded by sand burrs. Thomas stepped on several with his bare feet and so did Kevin. It wasn’t the greatest end to the fun time, but at least we were able to have a good time with Kevin in the sand.
Fort DeSoto Dog Beach seemed more friendly, allowing the dogs to be off-leash. There were around ten dogs total, and Kevin had a really good time running up and down the beach. He played a little with the other dogs, but mostly just enjoyed smelling this exciting new environment. They had a fenced off-leash grassy area as well, with a hose to spray down the dogs on hot days, and a dog-height water fountain. If we were to live in the area long-term it would be a great place to go on a regular basis.
(It is challenging getting used to not having constant internet access, or worse yet, barely connecting. It makes you keep trying and hoping you will get enough signal to do what you need to do. We’re going to need to figure out a better way to internet. In any case, I have pictures, but I cannot seem to upload them right now. I will update again, when I get a better connection.)

domain: travel


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You are going to Watch Akage no Anne Episode 20 English subbed online free episodes with HQ / high quality. Stream Anime Akage no Anne Episode 20 Online English sub
Episode Description : Spring Once Again. Anne enjoys the spring atmosphere and takes over the chores when Marilla gets a headache.
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domain: entertainment


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Blueberry Bush Spartan (Vaccinium corymbosum)
- Spartan blueberry plants are easy to grow with good crops and is an early fruiting blueberry.
- Early fruiting Spartan Blueberry Plants are one of the most attractive, easy to pick and best sweet flavoured blueberries.
- Supplied 9cm Pot Grown, 30-40cm tall, 2 year old plant
- No VAT on this item
Spartan blueberries are very large, mildly sweet berry with a spectacular crimson red to yellow stemmed colour in the winter. Blueberry Spartan is a favourite at car boot sales and the home grower. Spartan blueberry bushes will grow to 4-6ft in a stocky upright habit.
Where to Plant
Spartan blueberry plants can be pernickety with soil types, requiring the site to be light, and well drained. Amend the soil with ericaceous compost to ensure planting area is pH 4.5-5.0. Water well first year or until established. Fertilise each year with ericaceous fertiliser.
CLICK HERE for Planting and Care Blueberries.
At ScotPlants Direct we strive to make all our deliveries of completed orders an easy and trouble-free experience. We aim to despatch all orders received within 3-7 working days following receipt of your completed and paid for order. In the majority of cases we despatch sooner than 7-10 working days, although, during our busy season when items ordered are out of stock the despatch time may be longer. Once despatched, your order should be with you the following day, dependent on post code.
We ask that customers do not return goods to us without informing us first. This is to ensure that our staff at ScotPlants Direct are aware of your return and can attach any item to your details correctly. Our returns procedure is designed to provide the best possible outcome for all parties involved. Where necessary we will make arrangements for return of goods via our couriers, preferably in original packaging.
All orders placed online or over the telephone are bound by our full Terms and Conditions. Please read and understand them before ordering.

domain: agronomy


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Inspired by the Original Pancake House; adapted from http://www.food.com/recipe/the-original-pancake-house-apple-pancake-291063 and http://whatscookingamerica.net/Eggs/ApplePancake.htm
5 tablespoons butter
2 apples (peeled, cored, and sliced thin)
1 tablespoon cinnamon
1⁄3 cup brown sugar
1⁄3 cup granulated sugar
1 cup flour
1 cup milk
1⁄2 teaspoon pure vanilla extract
Preheat oven to 425° F. Place oven rack in the middle of your oven.
In a small bowl, combine sugar and cinnamon; set aside.
In a large bowl, combine eggs, flour, milk, and vanilla extract; beat until batter is smooth (the batter will be thin, but very smooth and creamy); set aside.
In a large heavy ovenproof frying pan, over medium heat, melt butter, tilting pan to cover sides. Add apples and sprinkle with sugar and cinnamon mixture. Stir and let cook for 5 to 7 minutes to slightly cook the apple slices; remove from heat.
Pour prepared pancake batter over the apples into the baking pan. Place pan in preheated oven and bake approximately 20 minutes or until puffed above sides of the pan and lightly browned (it may puff irregularly in the center); remove from oven.
Remove pancake from the baking pan by flipping upside down onto a serving platter (apples and cinnamon will be on top). Once out of the oven, the pancake will begin to deflate.
To serve, cut into serving-size wedges and transfer to individual serving plates. Serve with an optional dusting of powdered sugar over the top
Makes 1 large pancake of 2 to 4 servings (depending on your appetite).
Saturday, February 28, 2015
Adapted from http://www.saveur.com/article/Recipes/Pumpkin-Chickpea-Curry
INGREDIENTS¼ cup canola oil
6 cloves garlic, finely chopped
2 medium carrots, finely chopped
2 stalks celery, finely chopped
1 Tbsp ginger, or to taste
1 large yellow onion, finely chopped
1 medium tomato, cored and finely chopped
2 bay leaves
1½ tsp. ground coriander
1 tsp. ground cinnamon
1 tsp. ground cumin
2 tsp. garam masala
½ tsp. ground turmeric
2 (15 oz.) cans chickpeas, drained
1 (29 oz.) can pumpkin puree
6+ cups vegetable stock
1 large russet potato, diced
1 small head cauliflower, broken into medium-size florets
chopped cashews, for garnish
INSTRUCTIONSHeat oil in an 8 quart saucepan over medium high heat.
Add garlic, carrot, celery, ginger and onion and cook until soft and golden, 15 minutes.
Add tomato, bay leaves, coriander, cinnamon, cumin, garam masala, and turmeric and cook until fragrant, 2 minutes.
Add chickpeas, pumpkin and stock and bring to a boil.
Reduce heat to medium, add potato and cauliflower, cover and cook until vegetables are tender, about 1 hour. Remove bay leaves. Serve garnished with chopped cashews.

domain: food


Galaxy S22 Plus comes up in renderings for the first time and shows off more of the look.
Many speculations appear on the internet about the future Galaxy S22 and its Ultra model. However, this time, the S22 Plus was the one that appeared in the leak. These are the first mid-model renderings of Samsung’s future family of high-end phones.
The photos are based on CAD and were released by the leaker known as OnLeaks, in partnership with the portal 91Mobiles. You can check the main smartphone images below:
As you can see, the Galaxy S22 Plus will be very similar to what we predict for the S22. In other words, the corners will be sharper, as well as the set of cameras will have three lenses, distributed vertically in a block that goes to the side of the device.
The renderings still show a hole-in-the-screen notch, volume and power keys on the right side, a USB-C port and chip drawer on the bottom, plus the absence of a physical headphone jack. Overall, nothing changes much from its predecessor.
Also, according to the leaker’s informant, the Plus variant of the series of devices will have the dimensions 157.4 x 75.8 x 7.6 mm – or 9.1 mm thick, if we consider the “spine” of the cameras.
The Galaxy S22 Plus and the entire family of smartphones are expected to be introduced in early 2022. However, rumours indicate that mass production of the units will start from November this year.


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Cristiano Ronaldo’s potential return to Manchester United is ‘closer than ever’ as the legendary Portuguese forward prepares to leave Juventus.
This is according to Spanish newspaper AS, who understand the 36-year-old is open to a fairytale return to Old Trafford.
United, per the same report, have told Ronaldo they want to re-sign him ahead of the 2021-22 campaign, which gets underway in August.
The five-time Ballon d’Or winner has one year left to run on his contract at Juve but reportedly wants to leave the Italian giants this summer.
The Old Lady are fifth in the Serie A table with one fixture remaining. Unless they avoid defeat away at Bologna on Sunday and other results go their way, Andrea Pirlo’s side will fail to qualify for next season’s Champions League.
If Juve finish outside the top four, AS claim there’s “absolutely no chance” the veteran superstar will stay on in Turin.
Solskjaer has spoken with Ronaldo
It’s also reported that United boss Ole Gunnar Solskjaer has personally spoken to Ronaldo to outline his plans for the team.
Solskjaer told his former teammate how important his return would be for the Premier League giants, whose fans still chant the Portugal international’s name to this day, 12 years after he departed Old Trafford for Real Madrid.
Ronaldo aims to end career at Sporting – but not yet
Cristiano, who won three Premier League titles and the Champions League under Sir Alex Ferguson between 2003-2009, is understood to be attracted by a transfer that would enable him to bring his illustrious career full circle.
Following a second spell with the Red Devils, his plan would be to end his playing days back in Portugal with Sporting Lisbon, where he began his professional career.
Juve would be prepared to offload Ronaldo from their wage bill, particularly if they fail to qualify for the lucrative Champions League.
How much will Juventus demand for Ronaldo?
AS say the Serie A outfit, who won the Coppa Italia earlier this week, would likely seek around €25 million for the global star, although a swap deal might also interest them.
Ronaldo, meanwhile, would be willing to take a pay cut on the €30 million net he currently earns in Turin, in order to seal a return to the Theatre of Dreams.
Ronaldo a cheaper alternative for United than Kane
United have been linked with Harry Kane, who wants to leave Tottenham this summer, in recent days.
But any deal for the England international, 27, would cost in the region of £100 million – £150 million for the transfer fee alone.
Could Ronaldo still cut it in the Premier League?
Ronaldo would be a significantly cheaper alternative and, although age isn’t on his side, he still guarantees goals.
Football’s all-time leading goalscorer has netted a hugely impressive 29 league goals in 33 games this season, six more than Serie A’s second-highest goalscorer Romelu Lukaku.
In all competitions, Ronaldo has bagged 36 goals in 44 appearances this term.
He’s been linked with a return to Man Utd on countless occasions down the years, but Ronaldo has never considered the option more seriously as he is now.


The Duchess of Cornwall showcased her more playful side as she sported a creative sequinned mask at a charity masquerade ball this week alongside her husband Prince Charles.
The royal couple played host to a plethora of actors, designers and models at an annual event to support the Elephant Family charity which is founded by Camilla’s brother Mark Shand.
With conservation in mind, Camilla and Charles opted for unique black panther masks as they joined guests at Clarence House in London on Thursday.
Posing for photos outside the residence the royal couple sported huge smiles on their faces as they held the masks up to their faces in front of an elephant statue.
“Tonight the Prince of Wales and the Duchess of Cornwall hosted a reception for the @elephantfamily masquerade Animal Ball and joined life-size elephant sculptures in the Clarence House garden,” the royal family wrote in a post on Instagram.
“Their Royal Highnesses are joint presidents of @elephant family, a charity that works to save the endangered Asian elephant from exhibition. Elephant Family was founded by The Duchess’s late brother, Mark Shand.”
Since it was first founded in 2002, the charity has funded over 200 projects across India, Thailand, Myanmar, Cambodia, Sumatra and Borneo with work ranging from stamping out illegal trades to restoring migratory routes.
Camilla dressed up for the special occasion wearing a pair of white flared pants, matched with long kaftan style top with gold embroidery. Meanwhile Charles looked dapper in a blue pinstripe suit, patterned blue tie and white and blue striped shirt.
Royal fans have praised the couple for their hard in helping the charity and complimented them on their sense of humour and fun at the event.
“Wonderful pictures of the Their Royal Highnesses. Love the elegance and also their humour,” one person commented on Instagram.
“Masquerade fun for an important cause, love it. Happy you can enjoy tonight together too,” another wrote.
While a third said: “Love this. It looks like fun and the elephants are fabulous. The cause is so important.”
It has been a busy few weeks for the Duke and Duchess of Cornwall who earlier this month joined US President Donald Trump and his wife First Lady Melania Trump for dinner at the American ambassador’s residence Winfield House in London.
Trump hosted Charles and Camilla, along with other British figures such as Prime Minister Theresa May at the event during their visit to the UK.
The duchess stepped out in a stunning white gown which she wore for the first time last year during a trip to Athens. The dress appeared almost bridal with its full A-line skirt, sheer sleeves and a pretty floral embroidered overlay.
Camilla, standing alongside her husband Prince Charles who donned a tuxedo for the occasion, finished her look with a statement diamond necklace and a pair of droplet earrings.
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Bad Edukation would like to welcome you to our website, we play at a range of events whether it be for weddings, private parties, or corporate events. The band play a range of 60’s & 70’s Classic Rock with the occasional nod to the 50’s & 80’s. Bands such as Free, The Stones, Deep Purple, Black Sabbath, ZZ Top all feature in the set lists. If that is your vein, come & have a boogie with us, All gigs are on our events page & are updated every time a new gig is taken.
We have our own PA System and lights all of which is PAT tested. Below is more information on each band member, also see a range of our music on our videos page.
Kev has been a member of the Yeovil music scene for a number of years now. In the 90’s he was involved with bands such as Snoopy, Cut ‘n Run, Once Bitten & Barking Mad. In the early 2000’s he & Geoff got together to form Crosswired which carried on for a number of years in various formats. Kev & Geoff reunited to form Bad Edukation in 2015/6 & the band has gone from strength to strength since then.
Kev’s main guitar hero is Paul Kossoff from Free & really enjoys ‘riff-based’ music, such as Thin Lizzy
Syd has been there, done that over his many years of playing. He has been on European tours, USA tours & played with some quality musicians in his time. He & Geoff first got together in Railhogs, a 3-piece blues/rock trio which gigged hard for a couple of years, then joined Bad Edukation in 2016, initially to help out with the band having been let down at the last minute, & has stayed since. Syd’s steady & powerful drumming underpins what the band is trying to achieve. He is now adding vocals to the mix & is enjoying the brand of music the band is now producing & the direction in which it is moving. Syd also does a Tuesday night show on the local AbbeyFM station which reveals his eclectic musical tastes.
Julian has been playing guitar since he was a teenager and could be found gigging around the live music pubs in Bath in the early 1990s. Those pubs are nearly all gone but certainly not forgotten. After a number of years off to become a responsible adult with a job etc he has returned to the world of guitar playing and has rekindled his love of classic rock from the 60s and 70s. His biggest guitar hero is Ritchie Blackmore and you’ll never find him far from a Fender Strat guitar.
Having only been with the band for a short time, Julian has had a ‘baptism of fire’ in learning & remembering all the material, but has now settled in really well & relaxing during gigs. He & Kev are beginning to develop a good rapport which bodes well for the future.
Geoff cut his musical teeth in the North West of England & had a significant playing gap until he settled down in Somerset. The early Crosswired was his first foray into the local music scene & the band were one of the busiest around with their brand of Classic Rock. He then joined R&B band Rhythm Room and spent a hectic couple of years chasing round lots of venues including The Cavern & O2 before teaming up with Syd in Railhogs. Every band needs a solid rhythm section & Geoff & Syd endeavour to provide that. Geoff is the band’s main vocalist.


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The mission of the Department of Forestry at the University of Florida, Gainesville “is to provide high quality programs that develop and disseminate knowledge, and result in better understanding and management of forests and related natural resources.” There are close to 40 researchers in the department, including affiliate and adjunct faculty. The current research and instructional programs of the Department reflect the tremendous technological and socio‐economic changes that impact all areas of agriculture/forestry and natural resource management. Major research interests of the faculty include: using genetic engineering to improve stress hardiness and disease resistance; developing a more comprehensive understanding of all the physiological aspects of the resource including effects of disease and human impact such as acid deposition, biometric analysis, general biology and ecology of forest resources with particular emphasis on southern pines; studying the economic and policy factors affecting the forest industry, and exploring the use of mathematical modelling techniques.
Haas, S.C. and Lee, K. (1991), "Research Journal Usage by the Forestry Faculty at the University of Florida, Gainesville", Collection Building, Vol. 11 No. 2, pp. 23-25. https://doi.org/10.1108/eb023302
MCB UP Ltd
Copyright © 1991, MCB UP Limited

domain: biology


text:
2017 Maryland Code
Title 2 - General Assembly
Subtitle 17 - Prohibited Acts; Penalties
§ 2-1701. Electrical voting machine
- (a) Use restricted. -- A person who is not a member of the General Assembly may not operate an electrical voting machine to vote on a question before the Senate or the House.
- (b) Penalties. -- In addition to any penalty that the Senate or the House sets, a person who violates any provision of this section is guilty of a misdemeanor and on conviction is subject to imprisonment for not more than 5 years.
Disclaimer: These codes may not be the most recent version. Maryland may have more current or accurate information. We make no warranties or guarantees about the accuracy, completeness, or adequacy of the information contained on this site or the information linked to on the state site. Please check official sources.

domain: politics


text:
Department of English
Writing in Wartime
April 8 � 12 Events are TBA. Please visit lithouse.washcoll.edu for updates.
KJ Sanchez is founder/CEO of American Records, a theater company devoted to chronicling our time (www. amrec.us). As a playwright, she has been produced at theaters including Asolo Rep, Actors Theater of Louisville, Two River Theater, Baltimore’s CENTERSTAGE, Round House Theater, Working Classroom, Cornerstone, and Off-Broadway at Urban Stages. She has directed plays by Dan Dietz, Kyle Schmidt, Heather
Raffo, Jose Rivera, Quiara Hudes, and Kristoffer Diaz. As an actress she has been on stage at The Humana Festival, The Goodman, Berkely Rep, Long Wharf, New York Theater Workshop, and BAM. She is the voice of many characters in the cartoons Dora the Explorer and Go Diego Go. As the producer, director and co-author of ReEntry, a play based on interviews with Marines returning from Iraq and Afghanistan, KJ produced its international tour and contracted with the Department of Defense, taking the play to service members at more than thirty military bases and hospitals throughout the US and Internationally.


text:
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Australian Pet Supplies pH Down is a great way to increase the acidity and decrease the alkalinity of your aquarium or pond.
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LAST UPDATED : Dec 06, 2019, 06:22 AM IST
- Auto industry has to find its own balance to enhance demand: SIAM
Industry body SIAM on Saturday said the auto industry would have to "find its own balance" to boost demand, with the GST Council declining to cut rates for the sector. The GST Council, which met in Goa on Friday, did not cut tax rates on automobiles. The industry had been demanding a GST rate cut from the current 28 % to 18% in order to revive sales which have been facing a prolonged slowdown.
- ‘Industrial estates to be alcohol-free zones’
The industries department has cleared a proposal to declare all the 32 industrial estates in Goa as alcohol-free zones, said industries minister Vishwajit Rane on Monday. Rane said that no excise licenses will be granted for bars and alcohol retail stores within the industrial estates.
- Telangana: T Harish Rao sounds industry on economic slowdown
Days after a finance report to CAG hinted at Rs 838 crore dip in tax revenues despite Telangana’s robust growth rate of 21% in its income in the last five-and-a-half years, finance minister T Harish Rao on Thursday urged industry experts and CII captains to provide suggestions to deal with economic slowdown.

domain: economics


text:
Overtone Music Network
You will find the web littered with recommendation for unbiased music artists all about how you should use social community sites reminiscent of MySpace, Facebook and Twitter to promote your music, entice a tribe of supporters and earn more money. The Children’s Music Network celebrates the positive power of music within the lives of kids by sharing songs, exchanging ideas and creating community. You’ll see all type of habits at networking events, from individuals who appear to be walking round going, “I’m networking! The live performance will function Folks’s Music Community Artists in Residence, Charlie King and Rick Burkhardt in addition to other inspiring artists and groups.
The mission of Community for New Music is to fee and perform a diversity of new musical works of the highest quality by both established and rising composers; to strengthen the new music neighborhood in the Philadelphia region; and to construct support for brand new music by participating in inventive and institutional collaborations, as well as instructional actions.
The online extension of Billboard Journal, is the important online destination for the music enterprise. Our chapters work to assist the creation and dissemination of life-affirming, multicultural musical types for, by, and with young folks. Alex is D’ALVA, Portuguese pop phenomenon band with a really dynamic social media technique that reflects and strengthens the close relation with followers making his music even brighter to a millennial generation of contemporary ears.
In line with Forbes, however, Malone seen that whereas docs’ offices and the like had been always awash in ‘elevator music’&mdashøned down, instrumental variations of common songs and requirements-extra progressive restaurant and shop owners had been playing rock’n’roll the way it was recorded. Community for New Music, which The Philadelphia Inquirer has called the town’s “premier new music organization” presents passionate, meticulously rehearsed performances of music by rising and established composers from the United States and abroad.
Now, the ninth of June 2016, United Screens launches United Screens Music Network”, the primary devoted music community on Youtube. The difference here is that they’re a full video community; like a YouTube for musicians. One other efficient tool in social networking websites is the weblog. Once you join a number of different smaller music communities on-line, your means to search out and to be discovered by other musicians and bands will increase.
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