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Have you been looking for garage doors ? then we can help.
If homeowners are armed with relevant information that is updated and factual, they can complete many home improvement projects on their own. Before starting a new home improvement project, read this article for interesting insight and tips that will make the process more enjoyable and efficient.
Use an old, dirty paint roller to clean the gutters on your house. The old paint roller that you have deemed unusable will quickly and easily clean your dirty gutters. Attach the roller to an extended handle. Then simply remove debris and leaves by sliding it along the gutter.
If you are taking on your project alone, consider hiring a interior designer for a consultation. An hour with a professional can help clarify what you want to do and help steer you away from those projects that sound good in your head but would be a nightmare to complete.
Roll roof your floor for a practically indestructible finish! Buy roll roofing without the adhesive strip. Glue it in place either in long strips as it comes off the roll or cut up into irregular geometric shapes. Coat thickly with paint and use a brush to work the paint evenly into the surface.
Use flour for emergency wall paper glue! That’s the way the old timers always used to glue their wall paper in place. Just mix some flour with enough water to make a paste. Apply it just as you would any other wall paper glue. It will last for years!
When it comes to home improvement, small additions such as power strips and surge protectors can be extremely beneficial. Power strips allow for you to easily turn off groups of electronics, saving money on energy. Most surge protectors will protect your electronics from lightning strikes and power surges.
Spackle all of the holes that you have in the walls. Buy the spackle at your local home improvement shop. You will probably only need to use a small bit. If you have a very small hole, use a bobby pin, put a little spackle on it, and cover the hole. Whenever the spackle dries, you should use a rigid item, such as a credit card, in order to smooth the hole to ensure your wall is smooth. Top with paint. Suddenly, you’ll have walls with no holes in them.
Buying new appliances can actually save you money in the long run. Now a days, companies have invested a lot of money in appliances that conserve energy. If you buy a new fridge that uses less electricity, during the life of the refrigerator, you will actually be saving money.
Landscaping can easily add value to your home by creating curb appeal. Shrubs and hedges are generally affordable and easy to maintain. Trees, on the other hand, are not recommended for many reasons. Foremost, immature trees do little to enhance the attractiveness of a yard, while mature trees are often very expensive.
Wallpaper can be a great designer addition to your home, but after awhile – accidents happen – and wallpaper can start to peel. You can easily fix it with some wallpaper paste. Using a knife, smear some wallpaper paste on a piece of writing or printer paper. Rub the piece of paper that you just smeared paste on against the underside of the peeling wallpaper. Slowly start pressing the wallpaper back against the wall, while slowly sliding out the piece of paper. Smooth any wrinkles or bubbles with the help of a clean cloth.
Chandeliers are a great addition to any dining area, but overtime they can be a real collector for dust. To get rid of the dust on your chandelier you first need a pair of white cotton gloves. One of the gloves needs to be dry and the other needs to be dampened with any brand of glass cleaner. Make sure to wipe each prism with the damp glove first and then the dry one.
Treat your wall to a dolly! No, not to a child’s toy but to a specially made anchor and toggle bolt! The shank of a dolly expands when you screw it tight. It can be used to hold a picture or other light object in place on the surface of a hollow wall where there is no underlying stud to nail to.
Whenever your home improvement projects call for installing or replacing light switches, spend a little extra money to equip each room’s primary lights with a dimmer switch. Not only will you yourself enjoy the increased flexibility offered by good dimmers, the expenditure will pay off in terms of a little added market value if you ever sell your home.
Now that you have the information you need, it’s time to put it to use in one of the home-improvement projects you have on your list. These tips can help you turn any home improvement project into smooth sailing.


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Crude oil’s latest run up to the highest levels since March 8 - when Saudi Arabia initiated its short-lived price war - has paused. Instead of focusing on the successful efforts by OPEC+ to support the market through lower supply, the market has instead, for now, turned its attention to risks that a renewed spike in COVID-19 cases may slow the process towards a further recovery in global demand.
Especially in the U.S. where several states, including Texas - the center of the U.S. oil industry - have halted their re-openings after infections jumped and authorities in Houston, Texas, said the ICU wards have reached capacity. In the meantime, U.S. stocks of crude oil continue to surge - reaching a new record of 541 million barrels to which can be added the 19 million barrels that have temporarily been deposited in government-controlled storage facilities.
For that to change much now hinges on the level of gasoline demand during the U.S. summer driving season from July to September. A period during which crude stocks are normally run down as demand from refineries pick up. The latest virus surge may see an even bigger contraction in miles travelled than the 15% year-on-year decline predicted by the American Automobile Association.
The OPEC+ group of producers have been doing a fantastic job in cutting production, highlighted by Russia’s 40% drop in exports from its western ports expected next month. But for the agreement to remain successful, the group also need to see light at the end of the tunnel with regards to when the taps can be turned back on. While we do not expect a repeat of the draconian lockdown measures seen recently, a flare up of new virus cases may further postpone the timing of when production can be raised, thereby potentially challenging the resolve of the group.
We maintain the view, as mentioned in our soon to be published Q3 outlook, that Brent crude oil will most likely trade within a mid-30’s to mid-40’s range during the coming weeks and potentially months.
Gold finally managed to break higher to reach a fresh 8-year high at $1780/oz, thereby getting tantalisingly close to the next key area of contention around $1800/oz. An area that between 2011 and 2012 proved to be a major battle ground and one that the bulls eventually lost when gold began its year-long slump towards $1050/oz.
While gold suffered a setback, it did not challenge support below at $1745/oz. A weekly close above $1765/oz and increased participation on the long side from hedge funds, who had cut longs by 50% in recent months, may send a positive technical signal to the market.

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I used to work in a diner in college where the waitresses were a multigenerational mix of women and the owner was a self-starter, single mother who had been battling congenital heart disease since birth. The place had a mom-and-pop feel to it. Customers came back day after day, week after week. We knew their orders and how they liked their coffee. We knew their names.
We knew that the Sheldons liked fresh Arnold Palmers every 15 minutes—heavier on the tea than lemonade—and that Cindy would always order her omelet without cheese. We were ready with hugs and prayer the afternoon Evelyn received the call that her daughter was in a boating accident. Once a month, retired teachers from the elementary school down the street would meet and reminisce on 40 years of faithful service in public education. Rob and his crew were our early-bird crowd, fresh off the night shift with a local construction company. They were with us while we refilled the sugars at sunrise and the coffee was on its first brew. People came first for the breakfast tacos and pancake specials, but I like to think that they returned because they felt at home.
Places like this diner draw us in because they provide consistency and community. Each of us has that place or person we turn to when we are hungry for the affirmation that we are known—that we “fit.” These are the qualities that keep us coming back to shows like Cheers and Friends because they depict that which our hearts long for—belonging.
This morning I woke up to the call to prayer just before the sunrise. I have lived in the Middle East for the last three and a half years, and I recently moved to a new apartment in a new city. My books and winter clothes are tucked in boxes in the corner, suitcases half open lying flat on the floor. My new roommate will be here for the next three weeks—after which she will be replaced with someone else—and the only friends I have at the local church will be gone for the next few months visiting the States. I have moved close to 15 times since I graduated college. I have seen my fair share of dear friends come and go, landed in places that tasted and smelled like nothing I had ever experienced, and wondered how I would establish a new routine, community, and space of my own time and time again.
Whether you are a vagabond like me or are planted in one place, there is no doubt you have wrestled with what it means to belong. We all want a place in our workplace, our family, our neighborhood. Even in the church—where we as believers are most meant to belong—we can struggle to find deep connection and feel truly known.
While I have what we are now calling a “tribe” of good friends collected from various seasons of life and a loving family back home, I can’t help but notice that belonging, as God portrays it in his Word, is deeper than having a place in whatever group or season in which we find ourselves. Perhaps we are most often disappointed by our lack of belonging because we seek it in places where it can only be found temporarily. Yet, the belonging God offers to his children is one that stands outside of time. Of all that the joys promised in the life of a believer, here are three things God tells us about our belonging:
We Have Someone to Whom We Belong
“But now thus says the Lord,Isaiah 43:1
he who created you, O Jacob,
he who formed you, O Israel:
‘Fear not, for I have redeemed you;
I have called you by name, you are mine.'”
In Isaiah 43:1, we are reminded that the Creator God calls us by name and claims us as his own. We see this concept of God’s ownership and our belonging in John 10, too. Jesus describes himself as a Shepherd and his followers as sheep–guided, cared for, and sought after by the Shepherd. In verse 14 Jesus says, “I am the good shepherd. I know my own and my own know me.” There is a response on our part here, too—we know him in return and respond to the sound of his voice (John 10:3-5). Our belonging to God warrants a response of obedience.
In Jesus, the truth of belonging to God becomes vivid. We are told that God “predestined us for adoption” (Ephesians 1:5), and because of the perfect sacrifice of Christ we are now children of God and “fellow heirs with Christ” (Romans 8:15-17). Irrespective of our own earthly parents, we have the joy of belonging to God as his adopted children. For all who profess faith in Christ, he has elevated us to the position of being fellow heirs with Jesus—inheritors of his goodness, grace, kingdom, and power.
Throughout Scripture we see the triune God portrayed as Father, Master, Teacher, Good Shepherd, and Helper. Each depiction is personal and communicates that we are in his hands, belonging to him. Part of our identity as believers is that of belonging to God. We are his!
We Have a Group in Which We Belong
In Matthew 12:49-50, Jesus stretches out his hands toward his disciples and says, “Here are my mother and my brothers! For whoever does the will of my Father in heaven is my brother and sister and mother.” Most of the disciples were not related to Jesus, yet he refers to his followers as his family. We know that Jesus’ biological brothers did not believe in him (John 7:5) and that he faced rejection in his own hometown (Matthew 13:57). For many believers, particularly in the global Church, they no longer find belonging in their family. Whether we face outright rejection or just distance, often our earthly families are not the group we truly fit in with. However, in the Church we have a new family to call our own.
Often, the Church of Christ is a collection of unlikely people bound together by the Holy Spirit. From a worldly perspective, we might have nothing in common with the people at our local church. But in another sense, we share in everything that matters.
Luke describes the early church in Acts 2:42-47 as people daily devoted to prayer, praise and the apostle’s teaching. He mentions the breaking of bread together two times and emphasizes that they sold their possessions so that they could distribute the proceeds to anyone who had need among the congregation. In verse 44 Luke states, “And all who believed were together and had all things in common” (emphasis mine). They had “all things in common”? These are tax collectors, fishermen, beggars, Pharisees, centurion soldiers, and women of all backgrounds. These are people who were delivered from demon-possession, leprosy, prostitution, and all kinds of sin. These are Jews and Gentiles. There is no cultural, social, ethnic, political, or economic divide we face today that was not equally divisive at the time of the early church. Yet, later on in Acts 4:32, these people are described as being “of one heart and soul.” Miraculously, by the power of the Holy Spirit, they were unified and deeply committed to life together as a family of believers.
If you belong to a church body where most members duck out at the close of the service and conversations are hovering at the surface, perhaps God is calling you to lead in living like a family—a committed, messy, and supernaturally bound hodge-podge of people destined for eternity together. Even death will not permanently part us. As believers, this is the group we belong in!
We Have a Place in Which We Belong
As a person who is frequently on the move, my daydreams often entail envisioning what it would be like to pack my suitcases away and have a garden I could actually commit to caring for. I would even settle for a potted outdoor plant. While I love my life and work, I know I am not the only one who holds an inner desire for a permanent place to call home.
Throughout the biblical narrative, we see God ascribe significance to his people having a physical place. When he creates Adam and Eve, he brings them to the garden—their place to belong and care for. In Genesis 15:18, God makes a covenant with Abraham saying, “To your offspring I give this land, from the river of Egypt to the great river, the river Euphrates . . .” These are physical places—actual dirt, mountains, trees, and water God intended his people to dwell in and care for. Throughout much of the early Old Testament, we see the Israelites on a journey to a place—their God-ordained land. Nations wage war over physical places (then and still today). In Revelation 21:1-3, John describes his vision of the coming kingdom of God saying:
“Then I saw a new heaven and a new earth, for the first heaven and the first earth had passed away, and the sea was no more. And I saw the holy city, new Jerusalem, coming down out of heaven from God, prepared as a bride adorned for her husband. And I heard a loud voice from the throne saying, ‘Behold, the dwelling place of God is with man. He will dwell with them, and they will be his people, and God himself will be with them as their God.’”
For all the joys that eternity with Christ will offer us, one of them is that the Bride of Christ—the Church (us!)—will have a place to dwell and belong. This place was created for us by the God who created us so that we might live on in relationship with him and each other. There is a sense in which the life of a believer is just one great journey to our heavenly home.
Our longing for a physical place to belong is not worldly. This longing is a theme throughout Scripture and frequently part of God’s promises to his people. It’s ingrained in Western culture to invest in beautiful homes and work toward retirement on that perfect patch of earth, but this is just a worldly manifestation of a heavenly desire. This world is a shadow of the place for which we were created. We are kingdom-dwellers destined for a new heaven and new earth, where we will live with our King forevermore. We have a place in which we belong!
This week, ask the Lord to show you where in your life you are seeking belonging in that which is temporary. Spend time in the Word investigating the three areas of belonging that a believer is promised and consider how you can lean into these truths.
How can you remind yourself you belong to our Heavenly Father? What would it look like for you to lead in living like family at your church? How can you root your earthly desire for a home in the promise of your heavenly one? Then, share the area that most encouraged or challenged you with a person in your community this week!
Photo credit: Emilee Carpenter
Haley is an international aid worker, born and raised in Southern California. A lover of slow mornings, deep chats, and the color mustard yellow, her idea of the perfect day starts with too many cups of coffee around the kitchen table with friends and family. Her pipe dreams include owning a dog, visiting an elephant sanctuary, and experiencing an East Coast autumn. Currently living and working in the Middle East, she is passionate about making Christ known in every corner of the world.

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Discovering Can Mexicorn and its Health Benefits and Where to Buy
In the world of canned vegetables, can Mexicorn stands out as a popular choice that combines the sweetness of corn with the vibrant flavors of red and green bell peppers. But beyond its delicious taste, have you ever wondered about the health benefits of can Mexicorn? In this article, we’ll delve into the nutritional advantages of Mexicorn and provide insights on where you can buy this flavorful canned vegetable blend.
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Mexicorn is a canned vegetable blend that typically includes whole kernel corn, red bell peppers, and green bell peppers. This unique combination not only adds a burst of color to your dishes but also contributes to its distinctive taste profile. The corn provides natural sweetness, while the bell peppers offer a mildly tangy and crisp texture.
Health Benefits of Mexicorn
1. Nutrient-Rich Corn
Corn is a good source of essential nutrients, including:
– **Dietary Fiber:** Corn contains dietary fiber that supports digestive health and may help in managing weight.
– **Vitamins:** Corn is rich in B-vitamins, particularly thiamine (B1) and pantothenic acid (B5), which play crucial roles in energy metabolism.
– **Minerals:** Corn contains minerals such as magnesium and phosphorus, which are important for bone health.
2. Antioxidant-Rich Bell Peppers
The addition of red and green bell peppers to can Mexicorn introduces an array of health benefits due to their high antioxidant content:
– **Vitamin C:** Bell peppers are an excellent source of vitamin C, an antioxidant that supports the immune system and promotes skin health.
– **Carotenoids:** The vibrant colors of bell peppers indicate the presence of carotenoids, such as beta-carotene, which are important for eye health and overall wellness.
3. Flavorful Addition to Dishes
Mexicorn not only enhances the taste of your meals but also boosts their nutritional value. Adding Mexicorn to salads, soups, casseroles, and other dishes can provide extra fiber, vitamins, and minerals.
Where to Buy Can Mexicorn
Mexicorn is widely available at various grocery stores and online retailers. You can find it in the canned vegetable aisle or in the section dedicated to Mexican or international foods. Some popular options for purchasing Mexicorn include:
1. **Local Grocery Stores:** Visit your nearby grocery store or supermarket and explore the canned vegetable section to find Mexicorn from different brands.
If you’re looking to add a touch of Mexican flavor to your meals, then a trip to your local grocery store or supermarket is in order. Head straight to the canned vegetable section and embark on a quest to find Mexicorn from various brands.
Mexicorn, as the name suggests, is a delightful combination of Mexican-style corn. It typically consists of sweet corn kernels mixed with red and green bell peppers, adding a vibrant burst of color to any dish. This versatile canned vegetable is a popular choice for those seeking to infuse their meals with a hint of Mexican flair.
As you peruse the shelves, you’ll come across an array of brands offering their own take on Mexicorn. Each brand may have its unique twist, so take your time to compare and contrast the options available. Some brands may offer Mexicorn with added spices or seasonings, while others may focus on preserving the natural flavors of the corn and peppers.
When selecting your Mexicorn, keep in mind the intended use. If you’re planning to incorporate it into a salad or salsa, you may prefer a brand that offers a milder flavor profile. On the other hand, if you’re looking to spice up your tacos or enchiladas, opt for a brand that packs a punch with its seasoning.
Don’t forget to check the labels for any additional ingredients or preservatives. Some brands may prioritize using organic or non-GMO corn, ensuring a healthier option for you and your family. Others may offer Mexicorn in different can sizes, allowing you to choose the quantity that best suits your needs.
Once you’ve made your selection, head to the checkout counter and bring your Mexicorn home. Whether you’re planning a Mexican feast or simply looking to add a touch of zest to your everyday meals, Mexicorn is sure to elevate your culinary experience. So, grab a can or two and let your taste buds embark on a journey to Mexico without leaving your kitchen.
2. **Online Retailers:** E-commerce platforms like Amazon, Walmart, and specialty food websites offer the convenience of ordering Mexicorn online and having it delivered to your doorstep.
In today’s digital age, the rise of e-commerce platforms has revolutionized the way we shop for various products, including the beloved Mexicorn. With just a few clicks, you can now easily order this delicious Mexican-inspired corn online and have it conveniently delivered right to your doorstep.
One of the leading e-commerce giants, Amazon, offers an extensive range of Mexicorn options to cater to every taste and preference. Whether you prefer the classic canned Mexicorn or are looking for a gourmet twist with added spices and flavors, Amazon has got you covered. With their user-friendly interface and efficient delivery system, you can have your Mexicorn delivered in no time, saving you the hassle of visiting physical stores.
Walmart, another prominent player in the e-commerce industry, also provides a wide selection of Mexicorn products. From well-known brands to their own store brand, Walmart offers competitive prices and ensures the availability of Mexicorn for their customers. With their reliable delivery services, you can enjoy the convenience of shopping from the comfort of your own home and have your Mexicorn delivered straight to your doorstep.
For those seeking a more specialized and curated selection of Mexicorn, specialty food websites are the perfect destination. These websites focus on offering unique and high-quality food products, including Mexicorn, sourced from various regions. They often collaborate with local producers and artisans to bring you the most authentic and flavorful Mexicorn options available. By ordering through these specialty food websites, you not only support small businesses but also get to explore a wider range of Mexicorn varieties that may not be easily found elsewhere.
The convenience of ordering Mexicorn online through these e-commerce platforms cannot be overstated. It saves you time and effort, allowing you to browse through a vast array of options, read customer reviews, and make informed decisions. Additionally, the delivery services provided by these platforms ensure that your Mexicorn arrives safely and promptly, eliminating the need for you to venture out to physical stores.
In conclusion, e-commerce platforms like Amazon, Walmart, and specialty food websites have made it incredibly convenient to order Mexicorn online. With their extensive selections, competitive prices, and reliable delivery services, you can enjoy the flavors of this Mexican-inspired corn without leaving the comfort of your own home. So why wait? Indulge in the convenience of e-commerce and have your favorite Mexicorn delivered right to your doorstep today!
3. **Specialty Stores:** Mexican or international grocery stores might have a dedicated section for products from different cultures, where you can find Mexicorn.
Mexican or international grocery stores often have a specialized section that caters to various cultures, offering a wide range of products. Among these, you can find a popular item called Mexicorn. Mexicorn is a unique blend of Mexican and American flavors, combining the sweetness of corn with the spiciness of Mexican seasonings. It is a versatile ingredient that can be used in various dishes, such as salads, salsas, or even as a topping for tacos and nachos. With its distinct taste and texture, Mexicorn adds a delightful twist to any recipe, making it a sought-after item for those looking to explore different culinary traditions. So, next time you visit a Mexican or international grocery store, be sure to check out the dedicated section for products from different cultures, and don’t forget to grab a can of Mexicorn to add a touch of Mexican-American fusion to your meals!
4. **Bulk and Wholesale Outlets:** If you’re interested in purchasing can Mexicorn in larger quantities, consider checking bulk or wholesale stores in your area.
Can Mexicorn, with its delightful blend of corn and bell peppers, brings both flavor and nutrition to your meals. Its combination of essential nutrients, antioxidants, and fiber makes it a versatile and healthful addition to a variety of dishes. Whether you’re cooking up a hearty casserole or looking to elevate the nutritional value of your salads, Mexicorn is a convenient way to add color, taste, and health benefits to your culinary creations.
With its wide availability in grocery stores and online platforms, you can easily enjoy the benefits of Mexicorn in your home-cooked meals.
Savory Mexicorn Salad Recipe: A Burst of Flavors and Colors
Looking for a fresh and vibrant dish that’s both easy to make and packed with flavors? This Mexicorn Salad recipe is the perfect blend of sweetness from corn and tanginess from bell peppers, creating a harmonious medley of textures and tastes. Whether as a side dish for a barbecue or a light lunch option, this recipe is sure to become a favorite on your menu.
– 1 can (15.25 oz) Mexicorn (corn with red and green bell peppers), drained
– 1 cup cherry tomatoes, halved
– 1/2 red onion, finely chopped
– 1/4 cup fresh cilantro, chopped
– 1 avocado, diced
– 1 tablespoon olive oil
– 1 tablespoon lime juice
– Salt and pepper to taste
1. **Prepare the Ingredients:** Start by draining the Mexicorn thoroughly. Halve the cherry tomatoes, finely chop the red onion, and chop the cilantro. Dice the avocado and set aside.
2. **Combine the Veggies:** In a large mixing bowl, combine the Mexicorn, cherry tomatoes, red onion, and chopped cilantro. The combination of colors will already make the dish look inviting.
3. **Add the Avocado:** Gently fold in the diced avocado to the mixture. Be careful not to mash the avocado; you want to maintain its texture.
4. **Create the Dressing:** In a separate small bowl, whisk together the olive oil and lime juice. The lime juice will provide a zesty kick that balances the flavors.
5. **Toss and Season:** Pour the dressing over the veggie mixture and gently toss until everything is evenly coated. Season with salt and pepper according to your taste preference.
6. **Chill and Serve:** Place the salad in the refrigerator for about 15-30 minutes to allow the flavors to meld together. This step also enhances the refreshing aspect of the dish. Once chilled, serve your Mexicorn Salad as a delightful side or a light main course.
– For extra crunch, consider adding a handful of toasted corn tortilla strips to the salad just before serving.
– Customize the recipe by adding your favorite ingredients, such as black beans, diced bell peppers, or crumbled feta cheese.
– If you prefer a spicier version, add a touch of finely chopped jalapeño or a sprinkle of chili flakes.
– The lime juice not only adds flavor but also helps prevent the avocado from browning too quickly.
This Mexicorn Salad recipe is a wonderful way to embrace the vibrant colors and flavors of Mexicorn while enjoying a healthy and delicious dish. With its simple preparation and balanced combination of ingredients, this salad is a versatile option for various occasions.
Whether you’re hosting a gathering, preparing a quick weekday lunch, or simply craving a burst of summery tastes, this recipe is sure to satisfy your taste buds while providing a wholesome dose of nutrients.

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North American Premiere! Director Jean-Paul Salomé in person on March 8!
In Jean-Paul Salomé’s seventh feature, the hilarious François Damiens plays Jean, a down-and-out and underemployed actor (not to mention a former César winner!) who, after years of playing tiny roles on canceled TV shows and starring in embarrassing commercials, takes a gig as a performer in a homicide reenactment “produced” by the police at a ski resort in the French Alps. Being an expert at unnecessarily complicating or otherwise ruining any situation in which he finds himself, Jean quickly gets in the way of the case’s chief investigator (Géraldine Nakache), sparking an antagonism-turned-romance as well as a suspenseful whodunit rich with twists, turns and amusing instances of Jean taking himself much too seriously. Filming the reenactment as though it were a movie shoot, Salomé slyly juxtaposes the worlds of forensics and filmmaking, and the result is a rare, uproarious murder mystery.

domain: artistic


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DIY Upcycle Designer Dupe Brooch Jacket
This is the time of year where everyone is either on a spending ban, having a clear out or shopping the sales. I'm currently on a spending ban and needing ideas for giving my wardrobe a lease of life. After browsing Pinterest I decided to create upcycle posts inspired by my favourite designer looks, but on a budget. This DIY is super easy and shows how to create a designer dupe Brooch Jacket.

domain: hobby


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Subseasonal Weather Outlook (16 Mar – 31 Mar 2019)
Issued 15 Mar 2019
valid for weeks 3 and 4: 16 Mar – 31 Mar
In the coming fortnight, drier-than-average conditions are expected to continue over the Philippines and the equatorial region around the South China Sea.
Wetter-than-average conditions are expected to continue over the southern Maritime Continent during Week 3 but an easing of conditions are expected in in Week 4.
The Madden-Julian Oscillation (MJO) that has been active in Phase 4 since the second week of March 2019 is weakening and is expected to weaken further in the coming fortnight. This could bring wet weather to the southern parts of the Maritime Continent, in particular over the Java and Banda Sea areas in Week 3.
The prevailing dry and warm conditions over the Southeast Asia region can be attributed to the mass of dry air from a high pressure system in the Pacific Ocean that has extended over the Southeast Asia region. The dry mass of air is forecast to persist in Week 3, and is expected to bring warmer-than-average temperatures over most parts of the Mekong sub-region, Peninsular Malaysia and northern Sumatra.
The outlook is assessed for the region in general. For specific updates on the national scale, the relevant ASEAN National Meteorological and Hydrological Services should be consulted.

domain: geography


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1.10.2. Including Files for Intel® Quartus® Prime Placement and Routing Only
You can also set the option in a script using the -job_owner par option.
The example shows how to define files for a Synplify project that includes a top-level design file, a gray box netlist file, an IP wrapper file, and an encrypted IP file. With these files, the Synplify software writes an empty instantiation of “core” in the .vqm file and uses the gray box netlist for resource and timing estimation. The files core.v and core_enc8b10b.v are not compiled by the Synplify software, but are copied into the place-and-route directory. The Intel® Quartus® Prime software compiles these files to implement the “core” IP block.
Commands to Define Files for a Synplify Project
add_file -verilog -job_owner par "core_enc8b10b.v" add_file -verilog -job_owner par "core.v" add_file -verilog "core_gb.v" add_file -verilog "top.v"
Did you find the information on this page useful?

domain: library


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Tough weekend for Gallagher in Kielder. Round 2 of the British Peugeot 206 Super Cup took place this weekend when the crews took part in the Pirelli Rally in Gateshead. The event was split into two for the championship, with a maximum of...
Tough weekend for Gallagher in Kielder.
Round 2 of the British Peugeot 206 Super Cup took place this weekend when the crews took part in the Pirelli Rally in Gateshead. The event was split into two for the championship, with a maximum of fifteen points available each day. Irish rally star Shaun Gallagher clocked up 21½ points and extended his championship lead.
Day 1 began with two half-mile spectator stages and Shaun was fully aware that a rally could be lost but not won on such stages. So the Motorsport Ireland Billy Coleman Award winner drove with an air of caution and was lying 5th before the first proper stage of the evening.
Dense fog and atrocious driving conditions greeted the crew when they arrived at Kielder forest and Shaun maintained his cautious pace ensuring they he made it to the end of the stage. The 22-year-old was forced to drive stage 4 with virtually no visibility, as the fog was so severe that he was unable to see past the bonnet of his Peugeot 206. The fog cleared before the crews further down the running order began the stage giving them a substantial advantage.
Shaun and co-driver Richard Pashley were now just happy to finish day one and maintained their pace finishing 5th overall, giving them nine championship points.
Day 2 was a fresh start for the Mullen Express Transport backed crew, with a possible fifteen points up for grabs. Shaun began the day with second fastest time on the first two stages. He settled at this pace and swopped times with local star Chris Moore and front runner Jack Ingleby.
The heavens opened prior to the penultimate stage and Shaun, aware that the championship was at stake, made the conscious decision to drive for a finish. He set consistent times on the remaining two stage and finished 2nd overall just three seconds behind Chris Moore.
"It was a very tough weekend. The fog on Friday night made the event especially difficult but we extended our championship lead and I'm happy with that" commented Shaun
Immediately after the event Shaun and co-driver Richard Pashley will set off for France where they will compete in the second round of the French Peugeot 206 Cup next weekend.


This week's high school football games feature a Thursday night game at 7 p.m. at Memorial Stadium between the Carver and Shaw and a Friday game pitting Columbus against Hardaway Friday at 7:30 p.m. at Kinnett Stadium. Learn about other games here.
Here's a look at some of the high school football games scheduled for Oct. 4-5 involving teams in the Chattahoochee Valley. Many teams are on the road this week and A.J. McClung Memorial Stadium is being used for the Tuskegee-Morehouse Classic.
Brookstone hosts rival Pacelli Sept. 28 at 7:30 p.m. for bragging rights and the chance to hold onto the Broocelli jug for another year. The football game is one of many featuring teams in the Chattahoochee Valley. Here's a peek at the schedule.
This week's slate of high school football games has Columbus hosting Carver at Kinnett Stadium, the Central High Red Devils traveling to Opelika to face the Bulldogs, and many more. Here's your preview for Friday, Sept. 21 games for local teams.
This week's slate of high school football games features a Friday night "Backyard Brawl" between Central-Phenix City and Smiths Station. It's the first time since 2005 both teams are undefeated. Here are the other are matchups.
Four girls at St. Anne-Pacelli Catholic School have taken on the duty of delivering water to football players and coaches on the sideline. This year, coaches decided to reward their hard work with team uniforms.
John Drew, 82, a football coach at Northside High School in Columbus, has been coaching football for 57 years. The season is his last of the coaching career. "When you see a kid developing close to his full potential, it makes me feel great," Drew


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“To live in love towards our actions, and to let live in the understanding of the other person’s will, is the fundamental maxim of free men.” R. Steiner
A Biodynamic Farm
Tablehurst Biodynamic Farm grows, produces and sells food that is certified Biodynamic and Organic by the Biodynamic Association
Come and experience a working Organic and Biodynamic farm. See our animals in the barns and fields, relax in our Cafe Garden with playground, taste fresh coffee, cakes and pies, enjoy seasonal events, beautiful walks over the farm and gardens and buy your groceries, fresh vegetables, meats, eggs, bread, biodynamic wine and dairy in our farm shop.
A Community Farm
The farm is open to everyone and owned by the local community Co-op along with our partner farm Plaw Hatch.
After wet winters the summers can be dry in the southeast of England.
We farm an area of 230ha in and around Forest Row according to biodynamic and organic principles and are passionate about what we are doing. We believe that a farm like ours is not only a place where food is produced but rather a place where people can meet and become part of what has been almost lost: AgriCULTURE.
We not only grow vegetables, fruits and grain, rear cows, sheep, pigs, chicken, ducks, geese and turkeys; We also educate children and adults, train 4 apprentices, provide a fulfilling life and work environment for people with learning disabilities, organise events like farm walks, open days and Barn dances and last but not least process our produce on the farm and offer the freshest and healthiest products in our own Farm Shop and Cafe.
We are looking forward to welcoming you soon onto the Farm!
Our food is not only fresher and tastes better, but by buying home-grown produce you support the local economy and also reduce the energy needed to transport your food. ALL OUR PRODUCE IS CERTIFIED ORGANIC OR BIODYNAMIC. We grow our produce to the highest standards and people travel from far away to buy our award winning meats.


text:
Intermolecular Proton Transfer from Formaldehyde Intermediate to Anisole in Noncatalytic Pyrolysis : Phenol Produced without Hydrolysis
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New reaction mechanism has been found for the pyrolysis of anisole according to the total product analysis based on the liquid- and gas-phase 1H and 13C NMR spectroscopy. Formaldehyde and benzene are produced in the first rate-determining step by the intramolecular proton transfer, and phenol, methane, and carbon monoxide in equal amounts successively through the fast intermolecular proton and hydride transfers from hot formaldehyde to anisole.
- Chemistry Letters
Chemistry Letters 35(12), 1334-1335, 2006-12-05
The Chemical Society of Japan

domain: chemistry


Archive for Buses
Can the MTA get a once-in-a-generation opportunity to overhaul its fare payment technology right? This is a question more important than many realize right now as the MTA finally gears up to usher in a replacement for the Metrocard and move its fare payment system into the 21st century. This is a question that plays more to buses rather than to subways, as subway riders will keep flocking to the system no matter how the fare payment technology works, and it’s a question that could solve the problem of declining bus ridership. It’s also a question one rider advocate group fears the wrong answer will emerge.
The story is simple: The MTA wants to replace the Metrocard with something leaner and meaner. The technology will likely rely on open payment standards popular in the payment card industry and will allow the MTA to shed the costs associated with running and maintaining a proprietary fare technology. It will be flexible enough to support pay-per-ride fares and bulk discounts (such as unlimited ride cards keyed to a time period). But will it support electronic proof of payment, a feature that could drastically improve bus service? The Riders Alliance is worried it won’t, and they’ve called upon the MTA to address this deficiency.
In a report released on Friday, the Riders Alliance laid out its case for electronic proof of payment. I’ll excerpt:
Right now the MTA’s RPF, with bids due July 13th, does not require “electronic proof of payment” technology, whereby users would have their payment validated electronically, rather that with a paper receipt…Why does it matter? Because one way to make buses faster and more reliable is to replace the current system, where everyone boards one by one at the front, with all-door boarding, where people could get on the bus through any available door. An all-door boarding system usually relies on inspectors who can board the bus and make sure riders have purchased tickets—today on Select Bus Service, by checking to see if the rider purchased a paper receipt at the bus stop. In the future, if the MTA is to consider rolling out all-door boarding to all bus lines citywide, a paper ticket system would likely be too onerous and expensive, making a digital system necessary. And if the MTA doesn’t require that the new fare payment system accommodate a digital inspection, bus riders could be stuck with a whole new generation of boarding slowly, one-by-one, at the front of the bus.
All-door boarding, facilitated by an electronic proof of payment system that allows for easy verification of payment, can significantly reduce bus travel times and save money—without increasing rates of fare evasion. A primary driver of delays at bus stops is the length of time required for all passengers to board…
The only buses in New York that allow all-door boarding are Select Bus Service routes, which require riders to pay at a machine before boarding the bus. SBS routes have seen speed increases from 16 to 22 percent and ridership gains between 10 and 20 percent in the first year after implementation. At the same time, enforcement from the NYPD’s Eagle Team have led to significant drops in fare evasion: in 2012, fare evasion on the Bx41 in the Bronx dropped by 74 percent and on the Bx12 by 80 percent after the deployment of SBS on those routes…The MTA estimates that off-board fare collection, combined with all-door boarding, is responsible for a 10 to 15 percent total improvement in travel time [for Select Bus Service routes].
We don’t currently have all-door boarding on buses because the MTA claims it would be far too expensive to install MetroCard readers throughout the city. The prices quoted often run into the low billions. Meanwhile, around North America, transit agencies in San Francisco, Seattle, Los Angeles and Montreal have introduced all-door boarding, and travel time reductions generally attributable to this improved boarding process run to around 15 percent across the board. It’s a no-brainer really.
For its part, the MTA has raised concerns over fare evasion. “We must balance convenience against the very real threat of fare evasion if ‘electronic proof of payment’ technology is ever to be viable,” agency spokesman Kevin Ortiz said to the Daily News. This, however, seems to be a symptom of Not-Invented-Here-itis, a frequent illness in NYC transit planning. As Streetsblog detailed on Tuesday, some targeted fare enforcement efforts on POP routes drive down fare evasion, and the economics dictate that faster bus service — which should drive up ridership — would pay for the cost of fare evasion. Creating a fare structure that incentivizes purchases of time-based fare cards could also help combat any concerns over fare evasion.
Ultimately, the MTA gets once chance to do this project right. Once they’ve locked in on a potential replacement for the Metrocard, making whole-sale changes will grow more difficult and costly. For the sake of a 21st century fare payment technology and, more importantly, for the sake of the city’s bus riders, electronic proof of payment should be a mandatory part of this next-gen solution.
Every day, the 8.5 million people who live in New York, along with numerous tourists and others journeying in for work or education or fun, have to get somewhere. We have to get to our jobs and our schools, our grocery stores and our parks, and our museums, plays and baseball stadiums. We take subways and buses, cars and taxis, bikes and boats. On some days, our riders are smoother than others, but by and large this transportation network gets us where we need to be.
It’s not, however, all perfect, and lately cracks in a particularly vital segment have been on full display. New York City’s bus network seems to be hemorrhaging riders at a study clip, and although policy-makers have expressed concern over sharply declining ridership figures, they have not yet taken steps to solve New York City’s bus problems. A solution could require a major reconfiguring of how we prioritize traffic and street space, and current City and MTA officials haven’t been willing to dig in for a fight.
Earlier this week, NYC DOT released a new Mobility Report [pdf], and the colorful document highlights how New York City is more crowded than ever before and traffic speeds, especially in Manhattan’s so-called central business district south of 60th Street, have never been slower. “With record tourism, jobs and population growth, New York City is now experiencing packed subway trains, along with a 300% surge in daily bicycling since 1990,” DOT Commissioner Polly Trottenberg noted in a statement. “The report’s conclusions are clear: As we move forward, policy makers will need to redouble efforts to chart a course that supports mass transit and other options to keep a growing and thriving New York City moving.”
If only it were that simple. As the population grows, mobility has slowed, and buses have been the biggest victims of slow speeds. The numbers are stark. In 2000, annual bus ridership hit 699 million, and that number held steady until 2010 when the MTA slashed numerous bus routes and generally reduced service throughout the city. Since then, and despite a rollback of some of the cuts, annual ridership hit 651 million last year, and there is no indication this trend will reverse.
The report discusses the rise of cycling as a popular means of filling in holes in the transit network and solving many people’s last-mile problems, but it seems to lay the blame of the bus decline squarely on the shoulders of speed. Using BusTime data, DOT found that travel speeds in Manhattan, where ridership has sunk the most, are slowest, and in many spots, buses are traveling slower than a healthy adult can walk. For example, a westbound M42 averages 3.2 miles per hour between 2nd Avenue and 6th Avenue between 7 a.m. and 7 p.m. on a weekday. For many people, it is literally faster to walk.
That bus speeds are so slow is no big surprise, but what can we do to fix it? The report indicates that speeds are the cause for a decline, but it falls short of identifying any cures. Generally, three issues create slow buses. First, the boarding process where riders dip their MetroCards (and often struggle with it) is slow and clunky, creating very long dwell times at stations. Second, buses are subject to the whims of the street. Without dedicated infrastructure, buses get stuck in traffic, and even in places where dedicated lanes do exist, enforcement is spotty. Queue-jumping technology, or signal priortization, was supposed to be a part of the city’s Select Bus Service offerings, but it still hasn’t been rolled out. Add it all up, and you get slow buses.
From where I sit, fixing the buses would involve a massive philosophical change in which pre-board fare payment is the norm rather than a feature of a souped-up express bus. It would involve rethinking the bus network to ensure that buses provide connections between where riders are and where they want to be. It would also require a major push to bring dedicated bus lanes to far more areas of the city. Buses shouldn’t be a secondary mode of transit, subject to congestion; buses should get priority over surface congestion.
Ultimately, if the city is serious about eliminating congestion, especially in Manhattan, the answer will be some form of pricing model, but that will lead to the need to invest in buses. And to do that, the city has to start respecting buses. Otherwise, they will be forever stuck in traffic, inching slowly down their routes, sometimes faster than walking, usually slower than biking, and always a second-class mode of transit.
The first of the MTA’s new wifi-equipped buses hit the road yesterday. A few months ago, Gov. Andrew Cuomo called them “Ferrari-like,” and he seemed awfully happy to be there at the unveiling yesterday. MTA CEO and Chairman Tom Prendergast called these new buses part of the “enhanced experience for our customers,” and the rhetoric around Millennials was kept to minimum. But what do they look like in the while? Sometimes, all you need is one photo.
While riding these new buses with the USB chargers, make sure your cord is long enough pic.twitter.com/bvU3oW1WSH
— Dan Rivoli (@danrivoli) May 17, 2016
More on the new F express plan later. I ended up spending the night in Chicago on business and am still working through the reaction to the MTA’s proposals.
Over the past few years, the phrase “lipstick on a pig” has been bandied about so many times that it’s nearly lost all meaning, but now and then, it’s still an appropriate way to describe a laughably feeble attempt to do something. Today, that something is Gov. Andrew Cuomo’s push to improve bus service or make New York City buses more attractive to Millennials or all riders or someone by slapping some new colors on the outside of the bus and adding wifi service and USB charging ports on the inside. Without a commitment to improving bus service, whether through more frequent service, better routing, pre-board fare payments or dedicated lanes, this is the very definition of putting lipstick on an exceedingly slow and unreliable pig.
The MTA’s bus ridership issues have been pronounced over the past few years. Even as subway ridership has shown historic growth, bus ridership — spurred in part by deep service cuts in 2010 that were never reversed — has declined for much of the past decade. Even last year, as the subways saw rush hour expand and ridership hit 6 million on over 40 weekdays, local bus ridership declined by 2.5 percent, and if this trend continues through 2016, ridership on the MTA’s local bus routes could dip below 2 million per weekday.
Over the years, the MTA has wondered internally and publicly why this trend is a downward one. When BusTime, the MTA’s real-time bus tracking application launched, the agency hoped access to information would drive ridership up. After all, an informed ridership should be one that better exploits the system. Rather, ridership has decreased. Maybe informed riders who realize the next bus is 20 minutes away simply choose to walk or take a cab instead of waiting as they used to.
Now the latest efforts at making buses a sexy and attractive option involve elements that do nothing to get at the core of the problem. Following his State of the State tour that involved a mention of state-of-the-art buses, Cuomo, with MTA Chairman and CEO Tom Prendergast at his side, unveiled the details. The 2042 new buses, some of which will begin arriving next month, include a new look and feel and feature USB charging ports and on-board wifi. In describing these new buses, the governor said they have “European flair” with an “almost Ferrari-like look,” which led many to wonder if Cuomo has ever set eyes on a Ferrari.
In discussing these upgrades, Prendergast stressed how the MTA is trying to appeal to Millennial riders who, he claims, expect these amenities from buses. “As more and more millennials enter the system and use it daily, these are expectations, not desires on their part,” he said. “Many of the young people using our system today grew up with a smartphone in one hand and a tablet in the other.”
According to MTA estimates, adding USB ports and Wifi service to new buses will cost around $5000 per bus or around $10.2 million overall. For an agency currently working through a $28 billion capital plan, $10 million is pocket change, but $10 million is also enough to restore or expand a significant number of bus lines. And therein lies the rub.
It’s true that these upgrades, by themselves, are not totally useless. In particular, new buses will also have information screens (at an even higher cost of $15,000 per bus) that will show next-stop information, available transfers, weather and, I assume, some advertising. Plus, for those who have long bus rides, wifi and charging stations may be useful features.
But they cannot be the only improvements made to the bus network if the MTA is serious about making buses better. Millennials, just like the septuagenarians who ride the buses, simply want better service first and amenities second. They want buses that are faster than walking and reliable enough to show up regularly and on time. They want buses that move smoother through congested streets and a stop a little less often than ever other block. That’s how the MTA could build a bus network to attract more riders. Wifi, to a certain degree, and USB charging ports are simply elements of window dressing for a redesigned decal stuck on the outside of city buses, none of which all that European or Ferrari-like. It is the quintessential lipstick for a rather slow pig, and that pesky funding question hovers above all of Cuomo’s hollow initiatives.
With 2016 starting with a long weekend, with the exception of one quick trip into Manhattan for dinner on January 1, I’ve spent the past few days bumming around Brooklyn. I’ve taken a good mix of buses and subways, and the trips were smooth and efficient. That doesn’t mean everything is rosy with our public transit system, and I had my eye out for ways we can improve. Nowhere is that more obvious than with our bus system.
As I enter my tenth year of maintaining this site, I’ve occasionally examined buses and their problems, but my coverage has often focused on upgrades instead of operational issues. With Select Bus Service the flavor of the decade, the MTA and New York City are working to improve bus service. I haven’t been particularly impressed with NYC DOT’s willingness to stick to its guns (or make the case needed to show why these upgrades are necessary), and I’ve thought that our leaders haven’t shown much leadership with regards to the tougher decisions that need to be made. But that’s politics. I want to take today about operations.
This idea comes to me from a chance sighting on Saturday evening. A little before 8 p.m., my wife and I walked over from our apartment to the Brooklyn Museum. As we passed through Grand Army Plaza, not one, not two, but three Downtown Brooklyn-bound B41 buses arrived at the same stop at the same time. I didn’t notice if any were a limited, and I admit that it’s possible that only two local buses were bunched at the same stop while a third limited simply happened to be passing by at the same time. But still, there they were, all three together in front of Brooklyn’s Central Library.
Bus bunching is of course a symptom of the way we treat buses, but it’s also a symptom of the MTA’s long-standing inability to manage the problem. Buses in New York City bunch of three reasons, each of which could be addressed to varying degrees. In no particular order, they are: uneven dwell times, unpredictable surface traffic (along with a lack of infrastructure that prioritizes buses), and bad dispatching and route-management practices.
Dwell times for buses are an obvious problem. As we’ve seen with Select Bus Service, the number one driver of reduced travel time concerns dwell. By instituting a pre-board fare payment system, the MTA has sped up the torturous process of bus boarding we sit through today. Now, riders fumble for a Metrocard, wait for a seemingly endless dip, retrieve their card and move on. Those that pay cash have to fill up the coin slot with $2.75 in quarters, nickels and dimes. It’s slow and inefficient, and a full-system move to a pre-board payment system or, hopefully before the sun explodes or the ice caps melt, to a new contactless fare system will vastly reduce dwell time. With uneven and long dwell times, crowded buses are delayed while an emptier bus can gain ground quickly. Thus, bunching.
The second problem concerns travel conditions. Buses can bunch if one hits traffic while the other does not. Eventually, the two will meet. By not giving high-traffic routes — like, for instance, the B41 up and down Flatbush Ave. — dedicated lanes and signal priority, the buses are entirely beholden to the flow of traffic. Some speed up; some slow down; and by the time they travel over 5 miles down Flatbush Ave., they bunch. This is a choice we as a city have made with regards to the way we treat buses, and it is a symptom of a fundamentally broken approach to a mode of transportation for over 2 million people per day.
Finally, buses bunch because of route-management issues. As buses are delayed due to the conditions above — or as they make up ground due to empty stations — dispatchers could try to hold buses to ensure even spacing. Invariably though, riders on the the bus making up ground would have to sit out delays in their journeys forced on them by dispatchers, and this is not a particularly appealing outcome for anyone. Headways that aren’t maintained as buses leave their terminals may also cause bunching, but this is supposed to be a problem the MTA could address via the data available from the BusTime system.
Ultimately, though, there’s no easy answer to the bunching conundrum. Transit agencies are still trying to solve bunching, but in New York, we’ve created conditions ripe for bunching. Reducing dwell times and improving infrastructure that prioritizes buses are noble goals that improve service for every rider and can help avoid bunching. Even if they won’t represent a cure-all, getting there is far slower and more painful than it deserves to be, and for that, we can look to the politics of a city and transit agency too timid to make the tough choices and too bureaucratic to adapt to changing fare payment technologies. And so those three buses all arriving at one stop at the same time is a more common sight than we would all prefer to see.
For more on bus bunching, check out this neat interactive that lets you bunch buses.
The Riders Alliance — with an eye toward an easy upgrade — wants to begin to push back on this idea. In a report released today, the advocacy group (of which I sit on the board) called up on the MTA to eliminate the fare on the Q70, thus making the bus ride between LaGuardia Airport and Jackson Heights or Woodside free. The group contends that the MTA wouldn’t lose money with the move — and based on a modest projected growth in ridership, could possible capture more revenue from those going to and from the airport. Additionally, the group has called upon the MTA to better brand the Q70 as specifically for airport travelers while increasing reliability and upgrading service. The ideas are new-to-New York but hardly revolutionary and deserve more than just a cursory glance.
“Transit access to LaGuardia shouldn’t be New York’s best-kept secret,” John Raskin, Executive Director of the Riders Alliance, said. “It should be intuitive and simple. Turning the Q70 into a free LaGuardia subway shuttle is a cost-effective improvement that could revolutionize how New Yorkers get to the airport. It’s not a billion-dollar project; it’s a free project with billion-dollar returns.”
Raskin is of course referring to Gov. Andrew Cuomo’s multi-billion-dollar plan to build a poorly-routed LaGuardia AirTrain. The Riders Alliance feels their bus proposal would alleviate the need for an AirTrain in the short term, but it’s not just about finding a better way to build a more direct and cost-efficient AirTrain. It’s about providing a better transit solution for LaGuardia-bound travelers overall.
The crux of the report rests on the fact that 90 percent of the Q70 ridership is already transferring to or from the subway (85%) or LIRR (5%), and thus, the MTA has already captured that revenue. In essence, nearly all riders are already riding the Q70 for free, but everyone pays in dwell time, a major criticism for Q70 ridership. (In fact, if anything, eliminate the fare just to cut dwell times on the Q70 would be well worth it.) Were the bus to be free, the Riders Alliance contends, even an increase in transit usage by just one percent of all LaGuardia Airport travelers would cancel out the free bus and in fact make the MTA money. Whether the subways could fit another 200,000 passengers is another question.
But this isn’t just about making the bus free to increase ridership in the short term. While some are skeptical of initiatives that seem like a short-term move designed to get more people on transit (rather than on implementing changes that lead New Yorkers to choose a car-free, transit-heavy lifestyle), the Riders Alliance report takes a longer view as well. The group has called upon the MTA to run the Q70 with headways no longer than 10 minutes while providing either a dedicated lane for the bus or allowing drivers to optimize their route based on current traffic conditions. Doing so should make the free bus not just the easy choice in the short term but the right choice in the long term as well.
Additionally, the report notes that current Q70 service isn’t particularly well-suited to appeal to LaGuardia riders. In addition to inconsistent headways and routing that suffers from the whims of surface traffic, signage doesn’t encourage use. The buses do not include information regarding departure terminals and signage at the airport can’t even get the fares right. MetroCards aren’t available for purchase at the bus stop, and those unfamiliar with the New York City bus network wouldn’t easily determine that the Q70 provides a quick connection to the subway. The bus is, in fact, labeled as a bus to Queens rather than a bus to the subway or the LIRR, and neither the MTA nor the Port Authority have signage that clearly indicates what this bus does. In fact, a quarter of airport travelers surveyed said they didn’t know and couldn’t tell that the Q70 was more a shuttle to transit rather than a local bus through Queens.
To that end, the Riders Alliance have proposed rebranding the bus so that it’s clear where this bus goes and how it goes there. Without a fare and with more frequent service and better advertising, the bus can be a key link to the airport rather than something those in the know take out of convenience. It’s a new idea for New York City but hardly one so radical that it can’t work. As Joe Sitt, head of the Global Gateway Alliance, said, “A clearly branded, free airport subway shuttle is a low cost solution that would provide LaGuardia’s 27 million passengers with a 21st century access link, and with plans to modernize LaGuardia underway, the time to act is now.”
For its part, though, the MTA threw cold water on the plan. Transit spokesman Kevin Ortiz said the agency “wholeheartedly disagree[s] with the premise that this could all be done at no cost to the MTA. First of all, one-fourth of riders do not come from the subway and don’t use the free transfer, and thus we would lose money on one out of every four customers under their plan. If ridership would continue to grow on the route to the level they claim, we would have to add service, and that costs money. And where would we find the buses? Also, what’s to say that all this would do is shift a portion of riders from the M60 to Q70? At the end of the day, there is simply zero evidence that making it a free shuttle would increase ridership on subways to the point it would make the shuttle self-sustaining.”
Is this is simply a case of “we-didn’t-invent-it”-itis that plagues New York City, legitimate pushback or a combination of the two? Either way, this is a plan whose feasibility is worth pursuing.
Later on today, the Riders Alliance, along with the Global Gateway Alliance and other NYC advocacy groups, will issue a report and hold a press conference calling upon the MTA to eliminate the fare on the Q70 bus. Their proposal would streamline and clarify access to LaGuardia Airport while increasing the number of airport travelers using a transit connection. The group contends the idea could be implemented immediately and would likely improve the MTA’s bottom line. It’s an intriguing idea and one completely foreign to New York City.
Due to an embargo on the report, I can’t say much more now about the initiative, but I have a full post ready to go when the embargo is lifted at noon today. Be sure to check back then for the details and fine print regarding this plan. Needless to say, it’s one that deserves full consideration (if not a fast implementation). Can the MTA embrace an idea that so outside the box for the agency? We’ll find out soon.
As I’ve mentioned before, the MTA’s pilot programs have become something of a catch-all for new initiatives. Most of these programs are of the new-to-New York variety that have been implemented elsewhere, usually for years without incident, and the latest — bike racks on a pair of bus routes operating on Staten Island — is no different. To drive home the point, the MTA released a video over the Labor Day weekend that highlights just how people are supposed to use the bike racks.
The pilot itself is a great idea. The S53 and S93 bus routes will have front-mounted racks that can each fit two bikes. Customers are responsible for loading and unloading the bikes while the video reminds those cyclists of key safety tips to ensure drivers are aware of when riders are using the racks. The two routes both serve a college campus with many cyclists and bike routes on both sides of the Verrazano-Narrows Bridge.
“Bringing the Bike & Ride program to the S53 and S93 will increase the mobility of students who are traveling between home and campus. Before this program, our customers had no direct way to travel with their bicycles on public transportation between Brooklyn and Staten Island. Now customers can take advantage of the city’s bike lanes and greenways without worrying about how to transport their bicycles,” Darryl C. Irick, President of MTA Bus and Senior Vice President, NYC Transit Department of Buses, said. “A future expansion will depend on results of this pilot and will most likely focus on routes that cross bridges.”
It’s easy for us to scoff at this pilot as yet another one of those examples of New York exceptionalism. Bike racks are common on buses throughout the world, and the MTA doesn’t really need to pilot them to know that they’ll work and be tremendously popular. But here, the MTA is looking at how these two different racks work and which type should be used throughout the city. The agency is also looking at routes with tight turns and situations where front-mounted racks impair the MTA’s ability to machine-wash buses.
And what of the costs? The racks check it at a hair over $1100 a pop, a downright reasonable figure for something transit-related and one that should decrease if the MTA orders more in bulk. So long as this program moves out of pilot and into full implementation, this is an upgrade long overdue.
In an alternate universe where New York City politicians and planners aren’t afraid to take risks, yesterday was a big day for the M86. In this alternate universe, after a short planning process, Transit’s second busiest crosstown route, averaging 24,000 weekday riders, saw massive upgrades as the city opted to close Central Park’s 86th transverse to cars during peak hours, install a signal prioritization system from river to river, ensure bus bulbs and dedicated lanes were in place and generally treat the M86 as worth being a crosstown route over 30 blocks north of the nearest cross-Manhattan subway line.
That’s not what happened. Instead, as part of the Mayor’s promise to call 20 routes “Select Bus Service” by some indeterminate time that was originally supposed to be the end of 2017, a bunch of politicians gathered on the West Side to celebrate the launch of the M86 SBS. After eight years of talking about it, the M86 got a pre-board fare system, multi-door boarding, a few queue jump lanes that are already drawing NIMBY complaints, those weirdly unappealing new forward signs that replaced the hallmark SBS flashing blue lights, and the promise of some bus bulbs.
As part of the upgrades, every politician representing both the Upper East and Upper West Sides sent out a statement of support as though these upgrades are worth multiple rounds of back-slapping. In a moment of utter hilarity considering its taking nearly a decade to get here and the bus route was still late by a few weeks, State Senator Adriano Espaillat thanked NYC DOT for “quickly completing this project” while Jim Clynes, chair of Manhattan’s CB 8, noted that M86 SBS will have “a subway feel.” That everyone felt the need to gather in the first place is telling.
What DOT and the MTA did with the M86 will represent massive improvements in travel time for crosstown bus riders. Dwell times — especially at key locations where the M86 intersects busy subway lines at Central Park West and Lexington Ave. — represented the single biggest challenge to speedy crosstown operations, and if the city isn’t willing to give buses dedicated road space during commuting peak hours, pre-board fare payment and multi-entrance boarding are low-hanging fruit that pay key dividends for those 24,000 daily riders.
But these improvements are run-of-the-mill upgrades that are viewed as best practices for local buses the world over. The MTA didn’t eliminate any M86 stops; the bus still makes two stops on the same block of 86th St. between Columbus and Amsterdam Avenues. DOT didn’t reallocate street space except for some limited queue jump lanes that allow buses to get a hard start at red lights. So why the press conference?
When I posed this question earlier in the day, a few of my Twitter followers suggested, perhaps cynically but also accurately, that these improvements wouldn’t happen at all if politicians don’t have the opportunity to grab camera space while trumpeting them. Sadly, this is true, but on the flip side, I wondered if these improvements wouldn’t be treated as revolutionary if 15 politicians didn’t insist on showing up to press conferences or sending out statements every time the MTA and DOT implement on one bus line what other countries consider to be system-wide best practices. Every crosstown bus should feature a proof of payment that allows for multi-door boarding, and such a system should be implemented as soon as the fare payment kiosks are installed, not eight years after the first Community Board presentations.
Until we as a city and our politicians as our city leaders get over the need to have a press conference about something as mundane as a new fare payment system on one bus line and a few queue-jump lanes, we are doomed to watch our transit system die from a lack of Great Ideas and the will to implement them. Politicians should be asking “what took so long?” and “how soon can we get these improvements rolled out on the M79, M96 and M106?” rather than falling over themselves to congratulate the M86 for catching up with most of London’s regular bus service. Don’t slap a fancy name on these ops upgrades. Aim higher. Be better.
Since the MTA and New York City’s DOT debuted Select Bus Service in 2008, I haven’t been particularly impressed by the program or the rollout. Heralded as the next best thing in buses for New York City, it’s barely BRT-lite, and it’s taken nearly a decade for the city and MTA to identify and plan only a handful of best-practices improvements to local bus routes. If anything, adding bus lanes that aren’t physically separated with only the bare minimum of lane enforcement along with pre-boarding fare payment (and fare checks that, at the start, slowed down service) should be standard on nearly all local bus routes. That we’re still waiting on something as basic as signal prioritization is telling.
Meanwhile, while most countries with real bus infrastructure would view these upgrades as laughably modest, in New York City, they become somehow controversial. Take a lane away for parked cars or moving personal automobiles? You may be better off invading a small country. Suggest camera lane enforcement? Add flashing lights to a bus to distinguish service? Beware the wrath of know-nothing State Senators. (The MTA has finally introduced new destination signs that flash the words “+SELECT BUS” in amber on a blue background as subpar replacements for the blue lights. More on those soon.)
And yet, despite my skepticism, these SBS upgrades are real, if incremental, improvements, and if implemented properly, they ideally will help bolster ridership on city buses while cutting down on travel times. Thus, we as a city should embrace bus infrastructure and treat it as we would something positive. You try telling that to whoever’s responsible for this mess:
Select Bus Service stop in the greatest city on Earth. pic.twitter.com/l3bcJ9YEq8
— Brooklyn Spoke (@BrooklynSpoke) July 7, 2015
As you can see, Doug Gordon spotted this during his bike ride home on Tuesday. The SBS M15 stop near the Bowery Whole Foods is completed inundated with someone’s garbage bags and one of the fare payment machines is inaccessible as well. After some questioning, Whole Foods said to me that those bags weren’t theirs and instead belonged to the residential building above the store. I haven’t been able to reach the building yet, but Gordon tells me this is far from an isolated incident. It’s no way to treat a bus stop, let alone one that’s supposed to be a key stop on a flagship Select Bus Service line.
But that’s not the only way Select Bus Service is under attack. In a Gotham Gazette piece that follows months of anti-Select Bus Service writings, Allan Rosen, a former MTA planner and long-time reader and commenter on this site, claimed that the Woodhaven BRT plan could jeopardize the Second Ave. Subway. His rationale is that since the second phase of the Second Ave. Subway, estimated at around $4.5-$5 billion will compete with the $230 million BRT for New Starts funding, federally funded BRT could foreclose federal funds for the Second Ave. Subway.
This, of course, isn’t how the New Starts program works. The feds end up contributing money to nearly all projects deemed worthy, and they have, over the years, held up the Second Ave. Subway as the gold standard for worthiness based upon projected ridership. Meanwhile, the scale is off as Phase 2 of the Second Ave. Subway is far, far more likely to be delayed by inaction from Albany than by an alleged fight over a few hundred million dollars.
If we dig into the history of Phase 1 of the Second Ave. Subway, we see diverse funding sources. Of the approximately $4.86 billion the feds say Phase 1 will cost, $1.3 billion comes New Starts and around $50 million originates out of other federal programs. The remainder breaks down as follows: $450 million from the 2005 State Transportation Bond Act and over $3 billion from MTA dedicated sources and PAYGO operating funds. The New Starts money that could go to either SAS Phase 2 or Woodhaven BRT is a drop in the bucket, and it certainly isn’t the bus upgrade’s fault that a northward extension of the Second Ave. Subway may be delayed.
It’s ultimately an indictment of New York City’s willingness to mimic that buses and bus upgrades can come under attack from all corners. We live in a very dense city that relies on its transit network, and yet simple improvements take years to introduce and engender unnecessarily emotional debates over priorities and street space. If New Yorkers are serious about transit upgrades, it’s time to take the buses — BRT, Select Bus Service, whatever you want to call it — seriously. That starts with taking care of bus stops and continues with honest discussions over proper funding mechanisms. Right now, we’ve seen none of that.


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Liberal Party may hold meeting to clarify Cha-cha, term extension-A A +A
Thursday, August 21, 2014
SOME leaders of the administration Liberal Party (LP) wanted to convene a meeting among their members to clarify issues on Constitutional amendments and term extension of President Benigno Aquino III.
In an interview at the Manila Memorial Park in Paranaque City after the commemoration of the 31st death anniversary of late Senator Benigno Aquino Jr., Senate President Franklin Drilon said that he already endorsed the proposal of Budget Secretary Florencio Abad for the LP members to hold a meeting.
Asked of the agenda of the meeting, he said, "Para liwanagin na talagang ang sabi nga ng Pangulo ay hindi naman siya interesado sa second term, hindi siya interesado doon sa pag-amiyenda ng Saligang Batas during his term, so para matapos na itong usaping ito."
The issues on Charter change and lifting of the President's six-year single term cropped up when Aquino, in a recent television interview, expressed openness to amend the Constitution.
He also said that he would listen to the voice of his bosses, meaning the people, with regard to possible term extension.
Different interpretations came out following the President's statement.
Drilon said as far as Aquino was concerned, "he (President) was averse to any Constitutional change during his term."
The Senate President said he could not tell yet when the LP meeting would take place.
"Wala pang notice sa akin," he said. (SDR/Sunnex)


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George Perez is a memorable person. From his personality, his smile, and his talent, you always know him when you see him.
I remember my first glimpse of his Hawaiian shirt. My son and I had just rounded the corner at a comic book convention in Pittsburgh in 2001 or 2002. My son was only 6 and this was our first big trip away from home without the rest of the family. I had loved comics since I was a kid and wanted to share that joy with him.
We came up to his table, in the middle of a hallway, and looked over the art that he had on display. He had a big smile and was very nice. We talked about his shirt, which we found out was his signature ever since his wife bought him some. Since then, people would send them to him from all over and he wore them all the time. He looked like he belonged lounging on the beach.
His artwork, his stories, and his characters are the foundation for both Marvel and DC history. He created Taskmaster while working for Marvel in 1980 and jumped over to DC to begin a much loved run on The New Teen Titans. He went on to be instrumental in DC’s first attempt to fix the Multiverse, Crisis on Infinite Earths, and was a key player in rebooting Wonder Woman.
George worked on many different characters and series at DC, but eventually came back to Marvel for the Infinity Gauntlet, as Thanos tried to “fix” the Marvel Universe. He worked on that project in tandem with his work on War of the Gods at DC and it was pretty stressful, so he only completed penciling work into issue #4 and left that project.
He was not just a mainstream writer and artist. George Perez was involved in many indy attempts through his storied career. He worked in the Malibu Universe, wrote a book for Tekno Comix, and even joined onto Crossgen writing a couple series, although that was cut short with the company’s bankruptcy. He went back to Marvel and DC and finally worked on his own series, Sirens, for BOOM! Studios before officially retiring in 2019.
George Perez will always be remembered for the passion and talent that he brings to his characters, for the massive sweeping images that burn into our minds, and the way he can use those little pages to tell a massive story.
I know this may read like a bad eulogy. That is not at all what I am going for. It is a sad time, but also a time to celebrate a life well lived.
I wanted to give you the news as told by George himself today on his Facebook page.
To all my fans, friends and extended family,It’s rather hard to believe that it’s been almost three years since I formally announced my retirement from producing comics due to my failing vision and other infirmities brought on primarily by my diabetes. At the time I was flattered and humbled by the number of tributes and testimonials given me by my fans and peers. The kind words spoken on those occasions were so heartwarming that I used to quip that “the only thing missing from those events was me lying in a box.”It was amusing at the time, I thought.Now, not so much. On November 29th I received confirmation that, after undergoing surgery for a blockage in my liver, I have Stage 3 Pancreatic Cancer. It is surgically inoperable and my estimated life expectancy is between 6 months to a year. I have been given the option of chemotherapy and/or radiation therapy, but after weighing all the variables and assessing just how much of my remaining days would be eaten up by doctor visits, treatments, hospital stays and dealing with the often stressful and frustrating bureaucracy of the medical system, I’ve opted to just let nature take its course and I will enjoy whatever time I have left as fully as possible with my beautiful wife of over 40 years, my family, friends and my fans.Since I received my diagnosis and prognosis, those in my inner circle have given me so much love, support and help, both practical and emotional. They’ve given me peace.There will be some business matters to take care of before I go. I am already arranging with my art agent to refund the money paid for sketches that I can no longer finish. And, since, despite only having one working eye, I can still sign my name, I hope to coordinate one last mass book signing to help make my passing a bit easier. I also hope that I will be able to make one last public appearance wherein I can be photographed with as many of my fans as possible, with the proviso that I get to hug each and every one of them. I just want to be able to say goodbye with smiles as well as tears.I know that many of you will have questions to ask or comments to make, and rather than fueling the fires of speculation and well-meaning but potentially harmful miscommunication, I will be returning to the arena of social media by starting a new Facebook account where fans and friends can communicate with me or my designated rep directly for updates and clarification.For media and press inquiries, please use the contact information on the page as well. Please respect the privacy of my wife and family at this time and use the Facebook page rather than reaching out through other channels.I may not be able to respond as quickly as I would like since I will be endeavoring to get as much outside pleasure as I can in the time allotted me, but I will do my best. Kind words would also be greatly appreciated. More details to follow once it’s up and running.Well, that’s it for now. This is not a message I enjoyed writing, especially during the Holiday Season, but, oddly enough, I’m feeling the Christmas spirit more now than I have in many years. Maybe it’s because it will likely be my last. Or maybe because I am enveloped in the loving arms of so many who love me as much as I love them. It’s quite uplifting to be told that you’ve led a good life, that you’ve brought joy to so many lives and that you’ll be leaving this world a better place because you were part of it. To paraphrase Lou Gehrig: “Some people may think I got a bad break, but today, I feel like the luckiest man on the face of the Earth.”Take care of yourselves—and thank you.George PérezDecember 7th, 2021


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Bring your brand to life through printed materials, social media, photography, event collateral + interior styling.
You have your style guide + your website... now what?Maintaining your brand's aesthetic is key for growth. As you progress, we can continue to work together to develop the visuals around your brand. It may be as simple as choosing the right chairs + art in your waiting room or defining the setting and editing style for your brand's photoshoot. Let's collaborate to bring your brand vision to the visuals.
*quoted by project
What Clients Say
- your brand and site aren't resonating with your ideal audience
- the stress of not knowing which fonts to use & when
- struggling with color choices and the reasons for them aka killing consistency
- lacking clarity about who your audience is + your niche
- a website that looks like a hot mess even though your content is flawless
- a visual identity that connects with your vision and dream audience
- a defined set of fonts to use across social, web, and print
- a color palette infused with your brand personality + building consistency
- a site that resonates with your ideal audience and tells your brand story
- confidence + empowerment in knowing that your brand + site are working for you
Ready to get to work?
Get in touch, and let's plan your project.
I'm Samantha- a brand stylist and designer passionate about empowering female creatives & entrepreneurs. Using my background in visual communications, fine art & graphic design, I build brand identities and online spaces with heart.
Visual branding is what sets you apart within your niche, attracts your ideal audience and lets your authentic personality shine more brightly. I can't wait to hear your ideas and help you bring your vision to your visuals.
now booking June 2018