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Fair Pay for Bus Drivers – Jacinda Ardern
Harriet Gale | November 5, 2017 | 70 Comments
On the Q+A with Corin Dann the other day Prime Minister Jacinda Ardern was asked questions regarding Industrial Relations Reform which included a discussion on fair pay for bus drivers
CORIN What about industrial relations reform? Will there be reform that brings in, effectively, a modern version of national awards? So some industries, there is a minimum wage set, say, bus drivers.
JACINDA And that's a good example. Let's draw on that example. At the moment we see contracts coming up across councils for those who offer services for our bus drivers. So one of the ways that those who are pitching for those contracts, offering council a lower bill, is by driving down the conditions that those bus drivers have. That's not a pathway to prosperity for New Zealand or for the workers.
CORIN So you'll legislate on that?
JACINDA That's an example of where, in our view, things like fair pay agreements, which we intend to have a handful of any given year across an industry could have a positive benefit.
CORIN This is very important, though, because the business community is quite worried about this.
JACINDA And we have assured them that they have no need to be.
CORIN Why?
JACINDA Because in an area like that where we're talking about with bus drivers, I think that there would be agreement that continually driving down people's wages and conditions in order to win those contracts actually does not serve our purposes.
CORIN But are you saying it'll only be one or two industries a year?
JACINDA Yes, we have at least set ourselves the goal of one or two a year. We already have an example of a form of fair pay agreement in the home-care workers.
CORIN But this is different. This is like going back. This is an award system, isn't it, effectively?
JACINDA No, it's not different, actually. What we achieved for the home-care workers was essentially exactly the same as what we've
CORIN But that took a court case.
JACINDA Well, it's avoiding the court case. Of course, that was a prohibitive process to go through. We're talking about a process that's collaborative, works with employers and employees to drive consensus.
CORIN Would you need to legislate for that?
JACINDA We will create a process, but, for instance, where there has been most concern from the business community has, for instance, been around whether or not you could take strike action as part of those negotiations. We are absolutely ruling that out as part of the process.
CORIN Are you worried you'll get some sort of winter of discontent that Helen Clark faced when she came in 1999 from business?
JACINDA No. No, no, I'm not. I intend to work in partnership. In fact, I had contact with Business New Zealand over the issue of fair-pay agreements during the campaign, and we'll continue to engage with them. Ours will be a government of partnership. If we want to deliver the gains for New Zealanders that we intend to, we'll have to deliver them alongside the business community as well. That's the kind of government I wish to lead.
This was an interesting point made by the Prime Minister as one of the major criticisms of the Public Transport Operating Model process also known as PTOM by unions and workers especially in Auckland is has the New Network contracting been used as a means to drive down bus drivers wages and conditions as bus companies engage in a race to the bottom to win contracts.
Bus drivers have not been the only ones raising this issue in Auckland. The Train Managers/Ticket Inspectors who will now be replaced over time as part of the SaFE programme by roving Warranted Transport Officers who have new powers under the new act, increased station staff and more ticket gates. Some Train Managers have mentioned to me that the roles that can be transitioned into Station Staff or Transport Officers will have much lower wages than they do currently if that is true is a little concerning.
While lowering OPEX is a good thing as it means we can run more services and we should always look to run a system as efficiently as possible it may be counterintuitive to engage in trying to drive down wages like this. The reason other than of course the obvious ethical concerns is that transit around the world is in a renaissance. Drivers are in high demand and many places will pay top wages to meet the need. Places such as Victoria and Queensland, for example, have massive shortages of drivers and are willing to pay very good wages, with better leave, as well as overtime. If you are a driver here taking up a high paying job with better conditions in a city with much more affordable housing like Brisbane will be very attractive. Having a shortage of drivers will be terrible long run for the future Auckland's PT network. We will have made all these savings all to not be able to actually run any more services.
A look at PTOM was also signalled by Phil Twyford. However, PTOM while it has a few issues the root of the problem mainly lies elsewhere one of the things the Government should consider if this is a major concern for them is taking a look at the 50% Farebox Ratio Target that was set by the NZTA under Joyce's ideological thinking. Serious questions have been raised regarding the appropriateness of this target and its effect on PT especially as it makes entities like AT risk adverse to major changes which could lead to long run better growth and farebox. On the other side, a broader conversation may need to be had about the current Funding Assistance Rates and whether the levels are delivering the best outcomes.
Of course many will argue what if operators simply pocket the extra funding. The solution to this might be best addressed through employment law changes changing the law to list public transport drivers as vulnerable workers. This will give them the right to choose to be transferred to the new employer, on the same terms and conditions of employment with continuity of service, including their leave and other entitlements.
I think this is one of those issues that doesn't need to be either or, we can treat transport workers fairly and still have fully funded services.
Andrew R says:
Every bus company in Auckland is short of drivers – turnover is very high and morale is low. Why…… AT has seemed to delight in the fact that wages and conditions are being driven lower (to save the rate payer).
All those drivers are rate payers too and you don't see the AT employees taking a cut to help other rate payers in Auckland do you – AT's attitude to bus companies is hurting the most vulnerable of those companies – the actual workers at the bottom of the hierarchy.
The other effect of this is that already bus companies are cutting trips, or shortening trips due to lack of bus drivers, so yes, it has already come to pass and only 2 areas of Auckland are working under PTOM – imagine when the whole network has changed.
How efficient was this system of tendering really??
Wages and conditions should also to be transferred if everything else has been.
kanuka says:
Roll on electric, autonomous, trams and trains.
Personally, I would like to see the back of diesel-belching buses and the load move to the above trams/trains, and smaller, electric buses. These already run in many European cities (such as Copenhagen).
NZ Bus offered to run electric buses on 2 of the recently tendered West Auckland units but Auckland Transport turned them down – why?
Vance says:
Oh great, let's give more power to the unions.
That'll work out well until you go on your Christmas holidays and find the rail ferries affected by strike action.
Poor Vance, stuck well and truly in the 70's.
"let's give more power to the unions."
Absolutely Vance I'm right with you there. NZ employers have been ripping off workers for far too long.
It's very simple. If you don't like what you're getting paid, get another job.
In the meantime, I'm off to Bunnings to do some shopping.
Hopefully I won't have to run the gauntlet of some union thugs intimidating and assaulting people going about their lawful business.
Kevin Welsh says:
Never worked for Talley's have you?
Jon_K says:
"Get another job" – Yeah, sure… I'll just go from being taken advantage of in this low paying job to being taken advantage of in this other low paying job. That's what is at stake here.
What about if your role is specialised? With only a few potential employers, suggesting that somebody work elsewhere isn't a practical answer.
Union thugs assaulting people – Man… This is 2017, not 1977…
Are you simply going to Bunnings to get another job?
One of those simple jobs that are on a shelf?
Simple?
And if we have your simple view on life we won't have bus drivers, simple!
Excuse me…I am grateful for the unions, they got me out of a sticky situation twice. Bus drivers deserve better, I get paid much more for my job and have it easier than they do.
I'm a strong negotiator, had HR at my last job nervous (knowledge + experience = advantage employee) and love a good fight but even I needed help from the union once. My union rep told me straight away at our first meeting that they're only interested in a level playing field, not taking advantage. That was before even hearing why I wanted help.
The days on unions taking the mickey has long since past.
There are people people that are stuck in the past and not even realise it…So many things have changed, yet they base their experience on something that has happened 20, 30 or 40 years ago.
Unions represent the distillation of relationships down to effectively two entities, the employer and the employees. Like all relationships, this could be healthy or unhealthy.
Taking your example, the overwhelming majority of KiwiRail's employees are members of the RMTU (one of the more powerful unions). I don't see widespread strike action as you suggest would be the case.
Unions serve to assist those who aren't able to stand against unfair conditions on their own.
Are you also against collective bargaining?
Helga Arlington says:
I would much rather tax dollars went directly to bus drivers (and other low wage workers) than the weird loop that sees people on unliveable incomes, and shareholder returns for the company that employs them effectively subsidised by Working for Families topping up that unliveable income.
So so true
How much do bus drivers take home each week? How much has this been driven down compared to 9 years ago?
Lowly paid bus drivers in Auckland and the current industrial dispute in the capital between transdev and their employees suggests to me the current employment laws are not working very well with regard to public transport.
Don't forget the dispute in Hamilton where Go Bus Hamilton pays a base rate of $17.50 p/hr and Pavloich Coachlines pays a higher base rate than Go Bus both of which has been award new bus service contracts for Hamilton suburbs and greater Hamilton region or the wages and conditions fiasco in Wellington where Tranzit has taken 60% over of routes from NZ Bus. Tranzit is paying lower wages compared to NZ Bus but Tranzit doesn't have the necessary drivers to maintain the services they are getting and want to employ ex NZ Bus drivers but are not prepared to to honour their benefits and working conditions. Wellington Tramways Union, Etu and First Union want Tranzit to honour NZ Bus existing wage, benefits and conditions, if Tranzit wants to use ex NZ Bus drivers.
Tranzit have said they will pay $22 per hour in Wellington. This is more than the living wage $20.20 and more the the rates NZBus currently offer $18.65 – $19.35 per hour. Only the penal rates that NZBus drivers get mean wages will go down for the fortunate drivers that have the most lucrative shifts. But they will would still be getting above living wage.
The rate is for ex NZ Bus drivers only not for new drivers the Tranzit employs directly. Unless Tranzit has back down, they weren't as of end of October 2017, going to honour the current NZ Bus working conditions and benefits only the hour rate.
Tranzit needs NZ Bus drivers due to their experience and route knowledge.
Transit have not confirmed in writing the offer of $22.00 per hour. Transit full time shifts are over 14 hours for 8 hours pay. All their other shifts are casual, part time and school bus. They are in for a rude awakening when they try and operate PTOM contracts.
I would rather see driverless buses and trains asap than worrying about a sunset job. Of course drivers need proper wages but we could be a world leader and go completely driverless within 5 years, if we want to. The plan should be about helping the drivers onto new jobs rather than protecting their current ones.
Wishful thinking. Driverless buses and trains at least 10-20 years away or may be longer. NZ roads are not up scratch for driverless vehicles and the NZ rail network needs a massive investment in infrastructure and change in business management culture before the idea of driverless trains is looked at. Remember passenger and freight trains share the same track. Current international driverless passenger trains systems have their on dedicate track networks.
I think it is wishful thinking because we don't want to do it but is isn't a technological issue. The technology is there already. In regards to the current rail technology we don't need to replicate that. I am talking about technology like Tesla's autopilot. That's a very different thing that the effectively "horizontal lifts" in current use. Maybe NZ's roads aren't up to autopilot tech everywhere but I am only referring to where buses in Auckland go – mostly the main roads. We can roll that out now starting with the LR down Dominion Rd.
But there are still technical issues with Tesla's autopilot. Its still not available to Telsa drivers. Telsa is looking at the release of it some time in late 2018 or 2019.
The problem is the buses still share the roads with cars are driven by humans. Driverless buses would work in Auckland if buses had there own dedicated carriage ways like the northern busway but not going down Dominion Rd.
The autopilot is not available because it is an optional extra but 2018/19 is 1 to 2 years not more than the 5 I suggest. Autopilot plus other competitors are designed with mixed roads so I don't see the need for dedicated lanes – although that is good for other reasons.
I have to agree in part. Driverless cars are mostly ready now, except that they're easy to troll. This is where culture and legislation comes into play. As for the infrastructure side, I'm not convinced that for AVs there is much required.
For trains, whilst I disagree that we need separate tracks, I definitely agree that we need to upgrade the infrastructure first. We'd need to protect the rail corridor better, with all crossings being grade separated and having platform edge doors. This is aimed at making it harder for people and animals to be where they shouldn't. Avoiding trains and work teams isn't hard with ETCS.
As for management culture… Hmmm. Do we really want to fire all our train drivers? I know that eventually we need to, but do we care about providing alternative roles or training for re-entry into the labour market?
That is why driverless trains have dedicated track network, mainly undergrounds, so unwanted objects like humans, cars, animals, etc are not in the way.
Despite all of the hype mainly from Silicon Valley, I am still no convinced at that NZ's national road network is up to the standreded for driverless vehicles. Has any Tesla owners done a Auckland to Wellington hands free drive all the way?
Agree, we allow quite a bit of scope for driver error on our roads at the moment. I can't see us allowing a driverless car to proceed past a farm driveway at full speed with a quadbike approaching under the assumption that it will stop.
I imagine driverless cars will be programmed to eliminate all risk, which will mean slowing down to a crawl every blind corner and every time a potential hazard is in view. In an urban area this is almost all the time.
JDELH says:
First driverless bus I see, I'm standing in front of it. No crime to obstruct a robot.
01anthony says:
I would rather see driver-less cars first – that way the person driving the bus can just cut off / pull in front of cars everywhere – and the self-driving cars will avoid/slow down for the bus. Every lane will be like bus lane!!!
Rather than self driving buses were people driving cars do not give way and pull in front of buses.
While car is king the bus drivers would be in the dunny for cutting cars off. I'd prefer for us to just say no thanks to AV technology. I haven't seen a good reason for it yet, and lots of reasons against.
Dan C says:
Even transport for london don't have driverless trains on the tube, and have warned not to expect any cost savings when they eventually roll out, which is looking like it wont be till the 2030s. https://www.londonreconnections.com/2014/new-tube-london-driverless-train-driver/
What should we spend money on, expensive retrofit of driverless technology, or expanding the coverage and frequency of the existing networks?
Could always raise the fares a bit.
Or tax pollution.
Umm…, ok.
The living wage is currently $20.20 per hour. Tranzit are undertaking to pay $22 per hour. Sounds reasonable to me.
NZBus apparently pays $18.65 – $19.35 with penal rates on top. So the old boys with the pick of the best shifts do well and others get below living wage. Tranzit look like giving a fairer system. I mean what other businesses still work on penal rates in 2017?
Can one buy a house in Auckland or Wellington on $22/h? Or is that a privilege you dont think bus drivers should have?
Key is privilege. Property ownership is not a right. Having a roof over your head should be a human right (memory tells me that it is already defined as such), but residential property ownership is like vehicle ownership – A privilege not a right.
On a household income of $100-150k buying a house isn't easy… That's an effective hourly of over $48/hr. I not suggesting that you think we should pay our drivers that much, just trying to make a point.
roeland says:
Thing is, renting is still merely a glorified form of couch surfing over here. What's the average time between evictions these days? The last I heard it was 15 months. So if you want to call a place home, you have to buy it.
That is more a housing issue. Raising wages to solve this issue will not help as it will just pour petrol on the fire.
From what I gather from my limited perspective is that far too many workers and even good workers just seem to accept individual contact conditions and don't really bargain or question conditions etc out of fear loosing jobs or thinking they just have to accept them due to unemployment. I think workers shouldn't be afraid to ask for a bit more /better conditions, they maybe surprised and should have more self respect. In any case I think some sort of national collective agreement would work for bus drivers, seems Labour are trying to set this in the right direction. Don't think we should throw out the PTOM, just needs some tweaking. There is efficiencies to be gained from mangement/IT systems etc under market conditions that would be lost returning to some centrally run system like in the past.
one more thing – staff turnover is very costly, more than better wages, some businesses just need to learn this.
Wish the Ministry of Education would realise this.
Ian64 says:
The cost of staff turnover doesn't weight on the hiring manager's budget and KPI
So true! The bigger the company, the more this is the case.
JeffT says:
I saw a twitter feed from AT recently that the train managers weren't being removed. Anyone know the actual story?
well if so meany people want use cars and not take public transport and whey should they get fair pay if they have empty public transport i do see lots of busses have no one using them so they run empty so if pepole use more public transport then the staff would get better pay out of it and electric alone wont get no where because i know and not keep on recharging them all the time and dont have to relies on battery power so has back up power no one has these trains or what they going to do
Cocaine is a hell of a drug
This is like like reading something on /r/the_donald on Reddit…
yoyoyo says:
You forgot the smiley at the end.
Also, if you were serious then you meant socialism.
Jon Reeves says:
Interesting post, because I recall Greater Auckland acting with glee at the cost savings the New Network is delivering, when myself and others warned you it was at the direct expense of the drivers, mechanics, cleaners and back office staff. I was always aghast at Greater Auckland's attitude with no concerns about the employees.
Great to see you've changed your tune Greater Auckland. That is positive.
Although a bit late for some contracts all the bus workers are asking for is a clause in PTOM contracts stating that if a new company is taking over a contract they shall offer exising employees the same conditions of employment for say a period of 12 months.
Competing for public transport contracts should be on quality of service, standard of buses, timtable reliability, safety and driver professionalism. Not employee wages.
Course drivers wages, benefits and working conditions are being driven down with bus service contracts. Other than ongoing fleet purchase/replacement and maintenance, drivers wages, benefits and working conditions is a bus operator's large cost, so get a contract, an operator has to submit the cheapest price, hence all problems that the travelling public experience regardless which city they live in, like service disruptions, bus breakdowns, etc is a result cheap contracts.
I do agree that there should be a national fair wage agreement for all bus drivers and that PTOM model should take into account driver wages and and service reliability.
chrism says:
I don't understand why you can't just let the market resolve this on its own. It's happening in Dunedin and Queenstown where bus driver shortages are forcing companies to pay more to attract good people.
https://www.odt.co.nz/news/dunedin/buses-fail-run-balaclava
https://www.odt.co.nz/regions/queenstown/coming-bus-service-short-drivers
Because the market doesn't solve it.
It is not just bus drivers facing pay cuts, within the Auckland metro rail operation there is a lot of discontent and anger brewing among Transdev train staff over Transdev and AT's SAFE project (the RMTU are calling it 'Un-SAFE') with RMTU union member Transdev employed Train Managers and Ticket Inspectors facing their jobs being abolished to be replaced with non-union member AT employed Transport Officers. The Transport Officers will be paid less than the existing staff with inferior conditions.
AT and Transdev have already done similar with their manned station Ticket Office staff with all the original AT and Transdev employed staff roles recently being abolished and a "new role" created which does all the functions of the two previous roles performed by the respective companies. The new role has twice as much duties with being two roles rolled into one and gets paid less than the old Transdev employed role.
The next plan of AT's is to get Transdev to abolish all the existing Train Manager and Ticket Inspector roles, and have Driver Only Operation on the trains with just random pairs of Transport Officers roving randomly on some trains and stations. The existing Transdev Train Managers and Ticket Inspectors do not get to automatically transfer to the new Transport Officer role, they have to apply with everyone else. And if the experience with what happened when the Transdev Ticket Office staff is anything to go by where very few Transdev staff were taken on by AT, the future does not look promising for Transdev Train Managers and Ticket Inspectors.
The RMTU and its rail staff members nationwide have spoken out in opposition to AT and Transdev's SAFE project plans for Driver Only Operation which will not be safe. The Auckland rail system is not suitable or safe for Driver Only Operation with being a mostly open insecure network, where fare evasion and associated crime is rife since AT launched the seriously flawed honesty based AT HOP ticket system.
AT's claims about Transport Officers being the great solution to fixing all the problems they created since they launched the HOP card system, which were nowhere as much of an issue as what they are now, will not work. The mere 230 Transport Officers will be in pairs and will not just be on trains, but spread across Auckland's bus and ferry network as well, meaning very thin coverage.
The Transport Officers will also have no realistic means of enforcing fines on offenders as unlike cars which have registration plates, people in New Zealand do not have to carry ID and with the Transport Officers not being Police Officers with the powers of arrest, they will be reliant on offenders providing their (real) name and address. This is of course is highly unlikely in reality and these Transport Officers will more likely be subjected to being assaulted.
The real primary objective behind AT's SAFE project is to cut staff costs and conditions, and to remove union influence – AT don't like being told what to do by anyone as Mayor Phil Goff recently found, despite AT being the biggest recipients of Auckland ratepayer funding but having no accountability to the public or elected representatives.
The RMTU have already had a number of public protests and run a public petition, and this matter is likely to further escalate unless AT and Transdev see the error of their 'unsafe' ways and drop their plans for removing Train Managers and introducing Driver Only Operation, which the majority of the travelling public do not want.
It is standard safe practice and a requirement in New Zealand for a passenger train to have a Guard / Train Manager – and for good reason. Internationally most passenger trains in more countries and cities than not, have a Guard / Conductor / Train Manager on them. It is common sense that they are there.
Could you just inform me, Robin, what Train Managers do to keep customers safe?
JeffT, Train Managers keep passengers safe by:
1. Actually being on every train – the biggest deterrent to anti-social behaviour is actually having the presence of a official professional rail employee who has experience. The Train Manager's primary focus is looking after passengers and is readily accessable to help passengers and can immediately attend to an issues which arise and/or call for help – something a Driver cannot do when their primary focus is on concentrating safely driving the train, watching the ETCS screen and signals, safely controlling the speed of the train, trying to safely brake the EMUs which wheelslip and slide considerably compared to the older diesel rolling stock, etc. More distractions to a Driver in a Driver Only environment will increase the likelihood of SPADs or other operational mistakes occuring.
2. The Train Manager is responsible for closing the doors. Having an experienced human pair of eyes watching to make sure passengers are clear and it is safe to close the doors is far safer than a Driver relying on a small low CCTV screen on top of all the other things Drivers are already concentrating on, signals, ETCS, RT radio etc. The Train Manager can more quickly react to and resolve a situation such as someone getting caught in a door, a child separated from its caregiver being left inside / outside a train when the doors close.
3. The Train Manager is first aid certified and can more promptly attend to any passenger medical event or emergency.
4. The Train Manager can help provide information and attend to passengers in a breakdown or emergency situation such a fire, derailment, and csn far more quickly help evacuate passengers in an emergency than a Driver on their own.
5. In a points failure situation, having a crew of two ensures there is always a member of train staff inside the train with passengers while the other is out on the track hand winding points.
I thought ETCS meant SPAD was basically impossible now?
Also I'm not convinced TMs 'help provide information', from my observation they just muddy the waters, such as a couple of communications along the lines of 'we are currently delayed due to the conditions in Britomart'. What is it snowing in there or something!?
While you have listed a number of legitimate things TMs do, in reality most of the time they do nothing at all. At very least their roles need to be considerably expanded.
Yes SPADs can still occur at low speeds with the basic level 1 ETCS the EMUs have installed in them, which basically only prevents high speed SPADs and overspeeding.
With the communication from Train Managers the brief non detailed information is what Transdev instructs them to provide to passengers. Better training in public speaking could help some too.
Fully agree the Train Managers should have their roles expanded and the Train Managers have even asked for this previously with wanting to check all tickets and HOP cards as part of their duties as this would go a long way towards effectively deterring fare evasion. AT said no and don't want the Train Managers doing this. After a number of assaults on staff who had no ability to check tickets to put problem passengers off, the matter came to a head with two RMTU stop work meetings and Train Managers then got the right to check tickets if they wished – however Transdev management discourages Train Managers from doing this as they want the Train Managers to focus on On Time Performance, not fare evasion (and then people wonder why there is a fare evasion problem!).
I'm not sure that train managers checking tickets is that effective as it is relatively easy to move around a train and avoid them if you want. The old system before hop cards had it's share of fare evasion as well. It really needs a team that can close off all escapes as I've seen operating in Australian cities.
I must say the TMs have become a much friendlier bunch with their jobs on the line, I'll miss a number of them if they do go, which is not something I would have said a few years ago.
Good to hear a bit of information as AT have been very quiet about the Transport Officer rollout.
Personally I think it will be good to see the end of the two stage door closing process that is required with the TMs.
Do you know how often TOs will be on buses and ferries? I would have thought every bus and ferry in Auckland requires passenger's tickets to be checked before boarding so there wouldn't me much need for TOs.
Having TOs operating in pairs seems pointless, overseas they will generally be in larger packs to close off opportunities for people to avoid them.
Also what ticket system do you think we should be using to reduce fare evasion? Cities around the world use systems similar to the HOP system and appear to be quite effective.
The current door system with a Train Manager operating them is actually the most safest and quickest system with the door system AT specified for the EMUs. AT also wanted the individual opening doors which passengers pressed a button to open, which they were warned by the RMTU would be a slower system, and they now want the Drivers opening all the doors in the daytime at all stations because their original specified system was found to be too slow and increasing dwell times!
The biggest hindrance to the speed of the door operation on the EMUs has nothing to do with what the Driver and Train Manager doing, it's the computer software and detection system installed on the EMUs which is very slow, making the door operation and dwell times on EMUs slower than the system used on the SAs and DMUs.
The HOP card ticketing system itself is fine, it is the way it was implemented and managed which is the issue, which the RMTU said would be an issue before it was rolled out – and sure enough all the problems did occur, big time. All the main stations should have been gated and manned from the launch date and the Train Managers should have been checking to make sure all passengers had a ticket or HOP card.
I agree that there are a number of issues that cause the current slow dwell times, that will all have to be solved for the headways we have planned on the network in the future.
However, a two stage door system is not viable long term on a metro system, I can't think of any other that has one. Even Sydney and Brisbane, which have TMs, have the TM controlling the doors from a cab. This of course undermines any argument for having them patrol the trains and check tickets.
Unions representing both bus and train staff joined for a demonstration in the central city today and presented a petition with over 5000 signatures to Councillor Mike Lee over AT's SAFE project plans to remove Train Managers off trains:
http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=11942659
I was on a train a while ago Robin, which was behind schedule. The TM maintained dwell times at less than 30 seconds instead of the current near one minute. It can be done. That is a main bug bear customers have. We want a faster service (and to be left in peace, if possible). It seems the TMs have no interest in addressing this which is why I would like to see driver only operation.
Also at the end of the day it's about the customers not protecting jobs. Those railway days ended in the eighties.


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See also: Penda Architecture Unveils Cascading Residential Tower in Tel Aviv
Source: Yatzer
Armadale Australia contemporary design exclusive designs luxury design luxury furniture monolith Residence

redpajama_set_name: RedPajamaCommonCrawl


text:
Pattie | HEY Email | hey247.net | ESR Self Service and Payslip
HEY Email
hey247.net
ESR Self Service and Payslip
All these resources can be accessed using your NHS OpenAthens credentials.
Register here: https://openathens.nice.org.uk/
NHS OpenAthens
Use a work-based email address and you will be authenticated quickly (private email addresses may take up to 5 days to approve). Use NHS OpenAthens to gain access to quality information online. You need it to activate mobile apps, access full text articles and search healthcare databases.
You can check the library catalogue for both physical and electronic copies of books held by the Trust. You can check your account, renew books and contact the Library and Knowledge Service team.
This site is a great hub when you want to start searching a topic. You can search NICE's unique index of authorative, evidence-based information from hundreds of trustworthy and accredited sources. It also links out to most of the resources below.
Bringing together regularly updated research evidence with guidelines and the knowledge of international experts, BMJ Best Practice offers a step-by-step approach to clinical problems throughout the patient journey. Healthcare professionals get information they can trust direct to the online device of their choice — and in an intuitive format that recognises the demands of everyday clinical consultations.
ClinicalSkills.net
Anyone who is studying clinical skills will find that clinicalskills.net gives them invaluable help. This user-friendly set of illustrated clinical skills guidelines is a great reference tool. It will help you understand the principles of a particular skill, so that you make the most of your time in the skills lab. Those with more experience will want to check their practice against the evidence-based best practice shown in clinicalskills.net. The package features a wide range of skills and all are regularly updated by specialist authors and editors.
The information about best practice for over 220 procedures is delivered in a highly accessible format using clear graphics supported by text and references. Because clinicalskills.net is highly illustrated, it is very user friendly. It can also help to facilitate study for those whose first language is not English and those returning to work after a break.
There is a strong emphasis on infection control and best practice. Evidence suggests that staff are sometimes embarrassed to ask if their practice is correct. Clinicalskills.net allows users to check their practice quickly and easily.
DynaMed™
DynaMed™ is a clinical reference tool created by physicians for physicians and other health care professionals for use at the point-of-care. With clinically-organized summaries for more than 3,400 topics, DynaMed provides the latest content and resources with validity, relevance and convenience, making DynaMed an indispensable resource for answering most clinical questions. Dynamed is available as an app for mobile devices, you will need you NHS OpenAthens credentials to activate it. Contact the Library and Knowledge Service team if you would like help downloading and activating the app.
EBL (Ebook Library)
Ebook Library (EBL) is a web-based ebook lending platform which is capable of delivering Ebook Corporation's rapidly expanding catalogue of ebooks to academic and research libraries.
MyiLibrary
MyiLibrary offers library patrons access to some of the most topical and current e-books available today. You can access a wide range of research, reference and reading materials online from any location.
NICE BNF and BNFC mobile apps
Browse and search the complete up-to-date content from the British National Formulary (BNF) and British National Formulary for Children (BNFC) on your smartphone or tablet.
Ejournal collection
Your NHS OpenAthens credentials allow you to access thousands of journals online, from Abdominal Imaging to Zygote. You can set alerts so you know when a new issue is available, read full text (where available) and share articles of interest with your colleagues.
NICE Healthcare Databases Advanced Search (HDAS)
Search databases AMED, British Nursing Index, CINAHL, EMBASE, HMIC, MEDLINE, PsycINFO, and Health Business Elite.
Primal Pictures Anatomy.tv
Anatomy.tv contains detailed 3D anatomical models which are fully interactive, supporting your teaching and learning activities. Key features of anatomy.tv:
Fully interactive 3D models of human anatomy that can be explored at different levels
You can use the MRI function to access cross-sectional 3D anatomical images correlated with real MRI scan data
You can create bookmarks to take you directly to any image or section of the anatomy.tv titles, and use series of bookmarks as teaching or learning aids
Royal Marsden Manual Online
Clinical nurse experts from one of the UK's leading centres of expertise have brought together all the latest clinical evidence nurses need to meet confidently the requirements of their demanding profession. The manual includes over 350 evidence-based clinical procedures related to every aspect of care, from handwashing to cardiopulmonary resuscitation.
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Saint Gobain Gyproc, the gypsum business unit of Saint-Gobain Group of France, is planning to set up a new unit in Western India. It has three unit s in India; with the combined production capacity of about 46 million square metres. The new plant will add another 30 million square metres to its total capacity. The plant will come up with an investment of Rs.400 crore.


text:
Gli spareggi per l'accesso al Gruppo Mondiale (World Group Play-offs in inglese) sono i principali spareggi nella Coppa Davis 2011. Gli otto vincitori vengono ammessi al Gruppo Mondiale 2012, i perdenti sono costretti a partecipare alle fasi zonali.

Romania vs. Repubblica Ceca

Russia vs. Brasile

Israele vs. Canada

Sudafrica vs. Croazia

Cile vs. Italia

Giappone vs. India

Belgio vs. Austria

Australia vs. Svizzera

Verdetti
Ammesse al Gruppo Mondiale 2012:  -  -  -  -  -  -  -
Retrocesse ai gruppi zonali 2012:  -  -  -  -  -  -  -

Voci correlate
Coppa Davis 2011
Coppa Davis 2011 Gruppo Mondiale

Collegamenti esterni

Spareggi

redpajama_set_name: RedPajamaWikipedia


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Shooting in Yakima, Wash., convenience store leaves 3 people dead: NPR
This surveillance video image released by the Yakima Police Department shows a wanted suspect in a shooting at a convenience store in Yakima, Wash., on Tuesday.
Yakima Police Department Facebook
toggle subtitle
The suspect in a shooting that left three people dead at a convenience store in Yakima, Wash., on Tuesday morning is believed to have died of a self-inflicted gunshot wound, police said.
Police initiated a SWAT call at a home where the suspect, Jarid Haddock, 21, was suspected of being, but he was not there at the time. Instead, he was at a local Target store, Yakima Police Chief Matt Murray said.
Police said the suspect borrowed a woman's phone to call his mother, and she overheard him making statements that he killed the three people and was going to kill himself, Murray said.
The woman took the phone back and informed the police what she heard and that he was at a nearby Pizza Hut. The suspect, who was traveling on foot, was later found near a marijuana store.
"I heard that call," Murray said. "It's very harrowing, and I really have to thank her again because she was so brave to take us there."
As they approached, the officers heard gunshots and found Haddock dead. Authorities believe he shot himself, but no one saw him perform the act.
Police found a large amount of ammunition and a semi-automatic pistol on Haddock, Murray said.
Medical rescuers tried to save Haddock's life, but he was pronounced dead at the scene.
Murray released a photo of Haddock from a surveillance video to the public. in a statement on Twitter, Murray urged the public to call 911 if they spotted Haddock and warned people not to approach him.
During an early morning news conference, Murray described the incident as two separate shootings – one at a Circle K convenience store around 3:30 am and another across the street – carried out by the same gunman and taking place just minutes apart. break.
"The first shooting was inside the [Circle K] store. Then he went outside and shot a victim outside the store. And then he crossed the street and apparently shot another person," Murray said.
"It seems to be a random situation," said the boss. "There was no apparent conflict between the parties. The man just walked in and started shooting."
Initially, police believed there could have been a fourth victim at a nearby Arco gas station, but in an update, Murray said Haddock allegedly shot his own car several times after locking himself out. The suspect fled in a gray or silver sedan that police believe is a Chrysler 200.
"We're going to have to go through the formal identification process but everything we see and what he said and what happened leads us to believe it's the same person who was involved in those shootings at Circle K and at the Arch gas station this morning. " said Murray.
Haddock's family has been cooperating with police and it is unclear whether Haddock was at his parents' home the day of the shooting, Murray said.
Haddock had a previous record, Murray said. He was arrested in March 2020 after fleeing police, who stopped him for being in a stolen car, according to the Associated Press.
#Shooting #Yakima #Wash #convenience #store #leaves #people #dead #NPR
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This revitalizing hair spa hamper is a gift that surrounds the hair and senses in an intoxicating essence that's exotic, delicate and thoroughly romantic.
Hair revitaliser tonic. Volume: 100 ml.
Deep nourishing anti hair fall oil. Volume: 100 ml.
Herbal hair cleanser. Volume: 100 ml.
Deep conditioning herbal hair mask. Volume: 100 ml.
100% cotton kimono style towel gown. Standard size.


Chubu 'Centrair' Airport NGO (Centrair, short for Central Airport, also indicates its Central Japan location), serves Japan's regions of Chubu & Nagoya. The Airport had recently was awarded by SkyTrax 'The World's Best Regional Airport' 2015 and 2016, and in Feb. 2017 Skytrax upgraded it to a 5-Star Regional Airport rating.
Nagoya NGO Airport is located on an artificial D-shaped island in the Ise Bay of the Chita Peninsula, in Tokoname City (Aichi Prefecture) - 35 km south of Nagoya - a 28-minute ride by train via the 'uSky Limited Express'. The Airport can be accessed by the 'Shin Tomei' Expressway. Also, high-speed ferries serve the Airport from/to Tsu & Mie Prefectures.
With an estimated 10 million passengers a year, Centrair is served by domestic airlines ANA, JAL & JTA, and by many major international airlines (including Delta & United), offering direct and connecting flights to all parts of the globe.
- Foreign nationals applying for entry into Japan need to be fingerprinted & get facial photos there before being interviewed by immigration inspectors.
- The passenger terminal is open 5am-11:30pm; Arrivals Lobby and Plaza access are open 24 hours/day.
Airport Police Station: +81 569 38 0110 (this number applies also to items lost/found in the restricted international flight zone.
Airport Customs branch: +81 569 38 7600 / on weekdays use 7624/ fax 7625 instead (this number applies also for items lost/found at Customs area).
Centrair Airport has a Main Terminal and an LCC Terminal for low-cost arriers. For Terminal details at this site open 'Terminal Map' and scroll down to the text; for ground transportation open: 'Ground Transportation /Buses & Trains.


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Q: Heroku - configuring scheduler in app.json Is there a way to get the Heroku Scheduler to be configured with

*

*a script to run

*frequency

Using app.json addons configuration, so that it is set up automatically from a Github "Deploy to Heroku" button?  I can get the addon to appear using
  "addons": [ "scheduler" ]

but it's unclear how to configure the script name and frequency.

A: You can add the following to your  Procfile which can create a separate worker for your application

web:    node web.js
worker: node worker.js
clock:  node clock.js

redpajama_set_name: RedPajamaStackExchange


UAS has contracted with Don's Moving and Storage to offer moving and storage services to UAlbany students. Don's is the only storage and moving service sanctioned by the University and allowed on campus.
Don's Moving and Storage has been owned by the Mangine family since the 1950s and is a trusted local company. Students can option move-in/move-out assistance from Don's by contacting the company directly. Either by visiting the website or calling toll free 855-973-1057.
For Spring 2019 moving and storage information please click here.
Don's Moving and Storage is utilized by students looking for summer storage for the convenience of storing items locally instead of transporting them back home.
Don's will drop-off storage boxes on campus, pick up the storage boxes from campus and deliver them back to campus when necessary.
For more information about the storage options provided by Don's Moving and Storage please visit their website.


Stern Taxi Fare: Please create product "stern product"
"Meet and Greet" Service with a personalized name plate directly in the arrival hall. Our professional chauffeurs speak fluent English have very good local knowledge and are well dressed. With us it is easy to get from the airport to your hotel and vice versa. You can arrive and depart relaxed. We are available to our customers 24 hours a day, 365 days a year. Our Transfer Service will take you directly to your terminal or Hotel and you can choose from many convenient options. Our Transfer Service offers you safe and comfortable traveling through the entire of Europe and of course to all Ski Resorts. We also offer possibility of booking your transfer in advance to and from all bus and train stations, airports, holiday and ski areas. Through many years of expirence we offer only Mercedes Cars. They guarantee the best secure and comfort for traveling. You can choose all kinds of cars.
Our prices are very fair fixed prices. The price is per car and not per person.
If you prefer a private door-to-door Transfer select the Economy Private Transfer Class.
If you require a more luxurious method of transportation select the Business Private Transfer Class.
The "FIRST CLASS TRANSFER CLASS " offers the ultimate in luxury while traveling. The limousine Mercedes S-Class features all options that have been designed for the highest level of comfort.


Shifting always turns out to be a strenuous, cumbersome job with requires an entire day or more. It literally turns the delightful experience of moving out into a miserable nightmare. It is, however, possible to outsource the job to experts who are well qualified to carry out this job professionally. That's where PIKKOL comes in. It is Bangalore based packers and movers which have deep roots in Madiwala and all the localities in Bangalore thus you can enjoy their services everywhere in the city. PIKKOL offers home shifting, car shifting, office relocation, packing and moving services and other services as well.
Originally under BTM Layout, Madiwala often exercises alone as Madiwala. The small locality is located to the Southeast of Bangalore City. Madiwala is a place of hustle bustle with sprawling residential complexes and apartments constructed in and around Madiwala along with Shopping Malls and IT companies that have made its way to the locality. Madiwala is surrounded by other localities that are Koramangala 2nd Block, Zuzuvadi, Maruti Nagar, Dollar Scheme Colony, etc. Madiwala is accessible with roadways as it has a densely populated web of crossroads and main roads whereas the Outer Ring Road passes from its southern side and the Hosur Road Highway passed from its Eastern boundary.
Languages such as Konkani, Tulu, Kannada are some widely spoken languages in Madiwala, however, there are a considerable amount of people speaking English, Hindi, Malayalam, Tamil, and Telugu as well. The history of Madiwala ages back to more than several thousand years and thus, it is believed to be the oldest locality in Bangalore City. Madiwala has its railway station just eight kilometers away from the locality which connects Madiwala to another part of Bangalore City and the entire country through Indian Railway.
Madiwala is in close proximity to St John's Medical College and St John's Medical College Hospital, Indian Institute of Astrophysics, Sri Venkateshwara First Grade College, and other institutes. On the Hosur Road near Madiwala Traffic Police Station, Market Square which is a shopping mall is located which offers many multinational brands and food chains such as KFC, Allen Solly, Jockey, Pizza Hut, to name a few.
Starting from Home Shifting, Car Shifting, to complete Office Relocation/Shifting, PIKKOL has all the services covered. The Bangalore-based company has been rated as one of the best packing and moving companies in Madiwala with respect to its quality of services and customer satisfaction it offers. PIKKOL quotes the most competitive prices for all the services, thus, it has left all other rivals lagging behind.
At PIKKOL where a strong team of 1250 employees who work round the clock in order to provide the high-quality of services and facilities it promises along with guaranteed customers satisfaction. Moving to a new place and want your car to be shifted, our customized car shifting truck and trolley ensures that your car reaches the destination with no damage or even the slightest scratches. Then, it's our packing services and moving services which conform highest industry standards, therefore, providing you the best of services every time you book us. With more than 300 vehicles on duty, there is no chance of you to wait for more to get your house or office shifted as we are already working on your shifting.
Our team undergoes rigorous operational training so that they can handle all the car shifting and office relocation/shifting professionally. We pack all the goods and belongings in card boxes to prevent any damages. We have an experience and educational staff to provide you with the right and reliable information from booking to delivery and the tracking of goods while in transit. Also, check our online moving cost calculator to predict the cost.


text:
Q: Adding legend to geom_plot Hi I have managed to do this plot:
p3 <- ggplot() +
geom_point(data = dv,aes(x = year,y = X1st.Qu.,group = 1),color = "yellow",shape = 95,size = 8) +
geom_point(data = dv,aes(x = year,y = Mean,group = 1),color = "blue", shape = 21,size = 2) +
geom_point(data = dv,aes(x = year,y = X3rd.Qu.,group = 1),color = "red",shape = 95,size = 8) +
geom_line(data = dv,aes(x = year,y = Mean,group = 1),color = "blue", shape = 21,size = .5)+
theme(axis.text.x = element_text(angle = 90,size = 7))+
theme(plot.title = element_text(hjust = 0.5))+
ggtitle("Statistical description per year") +
labs(y="Statistics", x = "Year")

and would like to add a legend for the colours...how is it possible? I tried with scale_color_manual but didn't show up
As per last recommendation to move the color in the aes() arguments this is the result.
The colours are no longer mapped with color although the legend is shown (incorrectly)


The gold dinar (Arabic: ﺩﻳﻨﺎﺭ ذهبي) is a gold coin first issued in 77 AH (696-7 CE) by Caliph Abd al-Malik ibn Marwan. The name is derived from denarius, a Roman coin. The weight of the dinar is 1 mithqal (4.25 grams).
Although there was a dictum that the Byzantine solidus was not to be used outside of the Byzantine empire, there was some trade that involved these coins which then did not get re-minted by the emperors minting operations, and quickly became worn. Towards the end of the 7th century CE, Arabic copies of solidii - dinars issued by the caliph Abd al-Malik (685-705 CE), who had access to supplies of gold from the upper Nile - began to circulate in areas outside of the Byzantine empire. These corresponded in weight to only 20 carats (4.0 g), but matched with the weight of the worn solidii that were circulating in those areas at the time. The two coins circulated together in these areas for a time.
The modern Islamic gold dinar (sometimes referred as Islamic dinar or Gold dinar) is a currency that aims to revive the historical gold dinar which was a leading coin of early Islam. They consist of minted gold coins, dinar, and silver coins, dirham.
According to Islamic law, the Islamic dinar is a coin of pure gold weighing 72 grains of average barley. Modern determinations of weight range from 4.44 grams to 4.5 grams of gold, with the silver Dir-ham being created to the weight ratio of 7:10, yielding coins from 3.11 to 3.15 grams of pure silver.
Umar Ibn al-Khattab established the known standard relationship between them based on their weights: 7 dinars must be equivalent (in weight) to 10 dirhams.
Per the historical law slated above, one dinar is 4.44 grams of pure gold, while one dirham is 3.11 grams of pure silver. A smaller denomination, daniq, weighs one sixth as much. The value of each coin is according to their weight and the market value of the two metals. The coins may be minted at fraction or multiples of their weights and valued accordingly.


text:
On My Friends Jokingly Saying "Faggot" in Conversation
Posted by Liam Strong | Apr 7, 2020 | Queer Talk | 0 |
Something about the use of slurs in terms of making jokes wears more heavily on me now than it formerly did. What I mean is that some of my best friends really love slurs, especially when they're in the sanctity of my home, where the public can't hear them.
There's harmful diction, and then there's the normalization of said diction. My friends do not call me a faggot. They never have, and certainly don't think of me in the negative connotation the term regards. However, it can be easily said that it's not their word to say. In fact, I would go as far to say it's not mine, either, even as the non-binary individual of our group.
In the discussion of slurs as part of any language lexicon, there's the proclivity to "take back" these terms. One of the more notable ones is how "queer" is widely embraced by the LGBTQ+ community, practically as a synonym. I'd argue that cishet people still shouldn't say the word, but it's not as derogatory or destructive as "faggot," which is undoubtedly not politically correct.
Linguistic reappropriation, or the method of reclaiming words that once were utilized to demean a group of people, has been incorporated into the queer community to varying levels of acceptance. Despite the widespread aversion to do so, many have opted to reclaim "faggot" not as a pejorative slang term but rather a word of empowerment.
As a queer person myself, I can't disenfranchise the importance of activistic pride in the effort to protest the hate speech of cishet white people who devised the term. Yet my compulsion to use the term myself is nonexistent. Perhaps I'm wary of reclaiming hateful language because of its lashes against me in the past.
I know I cannot speak for all queer people who have suffered from hate rhetoric. The queer poet, Danez Smith, in their most recent collection, "Homie," discuss at length both the attemptive reclamation and repulsion to the word "faggot," which, at its most evocative, really does inspire and empower me. Smith acknowledges and observes microscopically the nuances of the term, with both celebration and disgust toward the mouths that said it to them.
My trouble, though, is that I just don't want anyone to say it. In my writing of this, I've already said it many times. But this seems to prolong my concern—how many more times do I need to say it for other people to stop?
PreviousLo-fi High Five Reviews: Stephen Chbosky – "Imaginary Friend" (2019)
NextLo-fi High Five Reviews: Karg – "Traktat" (2020)
Liam Strong
Liam Strong is a non-binary writer and the former editor-in-chief of NMC Magazine, Northwestern Michigan College's creative arts magazine. Currently, they're working on their Bachelor's in Writing at the University of Wisconsin-Superior. They work as a staff writer for White Pine Press and The Promethean, where they write music, film, and book reviews under "Lo-fi High Five Reviews." You can find their works in these latter publications, and can find their poetry in Impossible Archetype, Painted Cave, Dunes Review, Monday Night, IDK Magazine, 3288 Review, The Maynard, Peach Mag, Blue River Review, and Panoply. They have been nominated for the Pushcart Prize in 2019, and have received the Kyle Sonnemann Prize for their poetry. They live in Traverse City, Michigan.
On Pride Month When Pride Month Has Been Cancelled
On Gender Dysphoria and Finding One's Own Name
On Why Nonbinary Individuals Can Still Have Beards, and Should
On Why Saying "No Homo" is Perpetuating Homophobia


text:
Q: aurelia skeleton-es2016 error I was following Aurelia tutorials. Specifically the production setup part
http://aurelia.io/docs.html#/aurelia/framework/1.0.0-beta.1.1.4/doc/article/a-production-setup
After nmp install and jspm install, gulp watch throws error:
module.js:327 throw error

Error: Cannot find module 'socket.io'

What's causing this?
It traces error to ...\browser-sync\lib\sockets.js:3:15

A: So I realized that socket.io was missing in the browser-sync dependencies. Had to run npm install in browser-sync folder. Also I was not aware of the fact that npm install will check only the root dependencies. If one of its dependencies is missing a dependency of its own, it won't tell you. You can run nmp ls to check for missing dependencies.


text:
North Coast Sports
The latest on all things Cleveland Sports
Cavs to sign David Nwaba
By Jack McCurry on August 1, 2018 • ( 1 Comment )
The Cleveland Cavaliers are reportedly finalizing terms with free agent guard David Nwaba. Shams Charnia of Yahoo Sports was the first to report the deal.
The Cavaliers have been talking to the 25-year-old guard since the opening of free agency on July 1 and according to Charnia, the two sides met last week in Las Vegas.
Nwaba spent last season with the Chicago Bulls and started in 21 of the 70 games he appeared in. Averaging 23.5 minutes per game, Nwaba averaged 7.9 points, 4.7 rebounds and 0.8 steals per game for Chicago.
He was undrafted in 2016 after playing college basketball at Cal Poly for three seasons averaging 11.9 points, 5.3 rebounds and 1.1 steals per game in his college career.
He made the 2017 D-League All-Defensive and All-Rookie team while playing for Los Angeles D-Fenders and it earned him a shot with the Lakers. Nwaba made his NBA debut in February 2017 and appeared in 20 games averaging 6 points and 4.2 rebounds per game while averaging 19.9 minutes per contest.
When reading up on scouting reports, his best asset is his defensive play. He has the quickness to follow guards and people have said he has the strength to match up with some front court players inside.
His offensive game isn't the strongest but being around guys like Kyle Korver and J.R. Smith, maybe he could develop a decent offensive game to pair with his defense.
The Cavaliers have needed solid defensive players on the roster the last couple seasons and the addition of Nwaba could be a much needed fit with how the roster is currently constructed. Nwaba along with Sexton could be a great defensive backcourt to match up against teams such as Boston with Kyrie Irving and Gordon Hayward/Jayson Tatum.
Also looking at how the roster currently looks, there is a lot of guards which would make one think another roster move could be on the horizon.
George Hill, J.R. Smith and Kyle Korver are all players at the guard position that have been involved in trade rumors throughout the summer.
With the addition of Nwaba, perhaps Cleveland has a deal lined up to move Korver who has been linked to Philadelphia or Smith who has recently been linked to the Houston Rockets. It's also possible the team could buyout George Hill who is due $19 million this upcoming season.
Categories: Cleveland Cavaliers
Tagged as: Cleveland Cavaliers, David Nwaba, NBA, NBA Free Agency
Joel Bitonio sliding over to left tackle
Trevon Coley, Kevin Zeitler to miss time with injuries
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text:
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Scoop  Sci-Tech
Leading the world in shellfish farming innovation
Thursday, 4 July 2019, 12:36 pm
Press Release: University of Canterbury
Aotearoa New Zealand is a world leader in shellfish farming and University of Canterbury Engineering Professor Keith Alexander is part of a team researching ways to keep the country at the forefront.
Mussel and shellfish farming is a billion-dollar industry and is crucial to meeting the world's food demand in the 21st century. It is also an important part of Aotearoa New Zealand's history and, more importantly, its future.
This is why Professor Keith Alexander in UC's College of Engineering and Mechanical Engineering PhD student Sam Godsiff are working with Cawthron Institute to study methods to improve the efficiency of mussel and other shellfish farming in the open ocean.
Cawthron Institute is Aotearoa New Zealand's largest independent science organisation specialising in aquaculture, biosecurity, marine, freshwater and analytical research. Cawthron is leading the programme, headed by Kevin Heasman and funded by the Ministry of Business, Innovation and Employment, to advance open ocean shellfish aquaculture.
For centuries around the world, people have farmed mussels and shellfish in sheltered sites inshore, using long lines anchored to the seabed and kept afloat by a series of buoys that dangle droppers, or ropes, into the water. For mussel farming, the droppers are seeded with spat (baby mussels), which are then on-grown to harvest. Other types of shellfish such as oysters are also farmed using mesh bags or trays.
The challenge is that consented inshore sheltered water for farming is very difficult to get, yet the world's seafood demand continues to increase. Finding innovative ways to facilitate efficient and sustainable aquaculture in the open ocean is therefore becoming an ever-growing need.
Professor Alexander says harvesting offshore also presents a number of specific challenges.
"These include boat traffic and larger waves, which might cause the mussels to get knocked off the dropper ropes because of the greater movement of the buoys at the water surface. So, the big issue is, if you are going to farm shellfish out in the ocean, how can you do it efficiently and sustainably?"
While the team is not at liberty to discuss some of the solutions it is looking into, Dr Alexander says there are a variety of ways to improve on the current high-maintenance technology, which is primarily surface-based but static.
"The project team are asking questions like, 'Can you put the farming systems below the surface?' This is one of the main ideas that has been floating around for a while. But then how do you access them for maintenance and harvesting? How do you know if the spat ropes below the surface are getting overloaded? Then, what do you do about it?"
One of the key issues is the ability to monitor the farms to ensure they are not being overloaded and that farmers don't miss the optimal window for harvesting. With the new system being offshore, and potentially below the surface, finding an efficient method for keeping tabs on the farming system is more difficult.
"If you are harvesting offshore, the system is obviously not close by, so you would have to take a boat out to the farm, but it can't be just any boat. It would have to be a fairly large boat and one with the capability to travel 8 to 15 kilometres offshore in conditions that can be pretty rough," says Professor Alexander.
But with these challenges comes opportunity. Cawthron Institute, with the help of Professor Alexander and his team, could discover a technology and process that are more economical than the current way of growing and harvesting mussels and shellfish and therefore ensuring the security of seafood supply in future.
Professor Alexander believes modern information and technology can revolutionise shellfish farming by making it more efficient.
UC PhD student Sam Godsiff has been integral to the project because of his family history. He grew up farming mussels in Aotearoa New Zealand with his father and has provided crucial insight into the intricacies of the current process.
"He brings a lot of background and hands-on experience to the table that some of us don't have," says Professor Alexander.
The team at UC is an integral part of the Cawthron-led project, which also includes scientists based offshore. There is significant international interest from Europe, the United States of America and China as this new technology could also facilitate their own production of species. Some of the team designs that Professor Alexander and Mr Godsiff contributed to are now in the process of being produced for trials.
Find more from University of Canterbury on InfoPages.
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The Abarth 595 takes the Fiat 500 and turns into the ultimate hot hatch. A perfectly proportioned city car with a turbocharged engine and sports inspired interior.
The Abarth version of the Fiat 500 takes the iconic city car and makes it into the ideal hot hatch with a more powerful Turbo T-Jet engine and sports inspired interior.


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text:
12:00 AM, November 28, 2019 / LAST MODIFIED: 07:04 AM, November 28, 2019
Reaction from Faraaz's family
Staff correspondent
Café attack victim Faraaz Ayaaz Hossain's family has expressed satisfaction over the verdict and gratitude to the government for its zero tolerance approach to terrorism.
A Dhaka court yesterday sentenced seven militants to death for their involvement in the 2016 attack. It, however, acquitted another accused.
"We, Faraaz's family, express our deepest gratitude to the government of Bangladesh for the zero tolerance approach in combatting the scourge of terrorism, with great success," said Zaraif Ayaat Hossain, brother of Faraaz.
This in turn has galvanised and united the people of Bangladesh in a shared revulsion to terrorism, he said, adding, "We believe that the government's fight against terrorism and the evils that go with it, will continue to be relentless.
"Today, we are reminded of the terrorist attack on the Holey Artisan Bakery on July 1st, 2016, the night we lost our dear Faraaz."
The Holey Artisan attack, the country's worst-ever terror incident, had left 20 hostages, including 17 foreigners, killed. Two police officials also got killed after they responded immediately.
On the fateful evening, Faraaz went to the restaurant to meet his friends Abinta Kabir, an American citizen of Bangladesh origin, and Tarishi Jain from India.
The militants had targeted non-Muslims and foreigners.
When they learnt that Faraaz was a Bangladeshi Muslim, they asked him to leave. He wanted to know if his two friends could come with him.
As the militants refused to let the two go, Faraaz chose to stay by their side till the end, according to witnesses who were inside the café during the siege.
Faraaz, 20, son of Simeen Hossain and Waquer Hossain, was a meritorious student of Emory University in Atlanta, USA.
"We are immensely proud of Faraaz for having shown exceptional bravery, strength of character and outstanding values by refusing to abandon his two friends. Even after being told by the terrorists to leave, for being a Bangladeshi Muslim, Faraaz refused to do so and thereby sacrificed his own life to protect his friends. What Faraaz did that night truly exemplifies what Bangladesh stands for," Zaraif said.
He also expressed deep sorrow for the innocent citizens from Italy, Japan, the US, India and Bangladesh, who lost their lives in the mindless brutality.
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BUCU Statement – Save the IAA!
Following a very rapidly conducted review of the Institute of Archaeology and Antiquity (IAA), the review group, chaired by Professor Malcolm Press, recommended that the IAA be closed. This will mean the redundancy of 19 members of staff and have a large and detrimental impact on the teaching and research of Archaeology and Antiquity at the University of Birmingham. It also raises considerable concerns about the commitment of the University to both the Arts and Humanities, and to areas that (for whatever reason) are not considered to currently be fashionable or commercially important.
Existing IAA students have already expressed serious concerns about the impact this will have on their degrees, and staff and students expect that the bad publicity generated by this decision risks putting students off attending the University of Birmingham.
A campaign website has been created, which will be regularly updated – http://saveiaa.wordpress.com
Please sign the Save the IAA campaign: www.ipetitions.com/petition/save-the-iaa
The main proposals of the University are:
Closure of the Institute of Archaeology and Antiquity
19 staff to be made redundant – that is over half of the non-professorial academic staff currently in the IAA
None of the individuals involved in the review are included in the list of staff at risk of redundancy
All Professorial staff are excluded from the threat of redundancy, despite the assertion that the IAA has been failing for a number of years and the questionable leadership of sections of the Professorial staff in leading to such failure.
A number of very serious concerns have been raised with the University, including with Professor Press and Professor David Eastwood (through BUCU), by the staff of the IAA, regarding the process, timing and legitimacy of the review. These include, but are not limited to:
The composition of the review panel consisted largely of senior members of the unit under review.
The review took only one month to complete, with only one hour allocated for staff to meet with the review panel. This compressed timetable is unprecedented, and made it extremely difficult to make coherent and collaborative responses.
Throughout the process, while a substantial amount of information was provided to the review panel, little documentation was provided to IAA staff, despite repeated requests for financial figures and KPTs. The information that was provided appeared to have been censored, or missing key sections, making it difficult for staff to contribute anything noteworthy to the review panel
Due to the current lack of financial figures and associated information, staff lodged a Freedom of Information Act Request over 20 working days ago to obtain all the material provided to the review panel with the aim of producing an alternative plan that best fit the current situation. The staff were informed on 8thof June that the University would need more time to perform a Public Interest test. However, they failed to specify which exemptions they are applying, and it appears now that the University are stalling to provide any information that would enlighten staff
A group grievance was lodged by the Project Group with HR concerning serious problems with senior IAA management.
Staff within the IAA now find themselves within the 90 day consultation period with a seemingly cosmetic opportunity to provide an alternative proposal to the plan currently tabled.
BUCU will be supporting the campaign to save the IAA, and hopes that members will provide support in the coming months.
Previous Challenges to some assumptions about the proposed Module Evaluation Questionnaire to be introduced at the University of Birmingham
Next Who's misinforming whom? – Save the IAA!


Malocclusion of the teeth is a severe misalignment that can lead to more severe dental conditions. This condition has also been called overbite, open bite, under-bite, cross bite, or crowded teeth.
If teeth do not properly connect, or if they're misaligned, they will not be able to perform the vital functions they are designed for. The best way to protect your vital functions like bone structure and digestive health, it is important to be conscious of the role the teeth play.
Occlusion can be best described as the alignment of the teeth. The optimal layout include neatly spaced teeth that are not twisted or turned in anyway. The teeth of the upper jaw neatly fold over the teeth of the lower jaw and the pointed ridges in the molars interlock perfectly with those above.
Malocclusion is the term given to deviations from this optimal form. The deviations can vary to a great degree but the point is that all misalignment and occlusion will affect dental function in some way. Proper alignment of the upper teeth keeps the cheeks and lips from being bitten, while the proper alignment of the lower teeth protects the tongue from being bitten.
Malocclusion is a typically inherited condition, which means that the genes of the parents will pass on the malocclusion to children.
–Prolonged feeding from bottles during early childhood.
–abnormally shaped or impacted teeth.
–The use of pacifiers during infancy and before the age of 3.
–improper dental care that can include ill-fitting braces and defective crown, fillings or bridges.
–airway obstructions that can cause mouth breathing, like allergies adenoids etc.
2. What Are the Symptoms of a Malocclusion?
Depending on the severity of the condition, the symptoms of malocclusion can be very subtle or very pronounced. Some of these symptoms include.
Malocclusion is classified in different ways depending on the type of deviation and its severity. Your dentist will conduct routine dental examinations and take x rays to determine which classification your malocclusion can be.
The three categories of malocclusion include.
Class 1– the most common type of malocclusion occurs when the teeth of the upper jaw overlap the teeth of the lower jaw. The bite is comparatively normal and the the deviation is slight.
Class 2 — this category of malocclusion covers all severe overbites. This condition also has the name retrognathism (or retrognathia). Referring to the severe overbite of the upper law and overlap of the lower teeth.
Class 3 — this type of malocclusion occurs when there is a severe under-bite present. Also called prognathism, and refers to protrusion of the lower jaw, this can cause the teeth of the lower jaw to overlap those of the upper jaw.
4. How Is a Malocclusion of the Teeth Treated?
— irritation of the mouth due to the presence of an appliance.
–difficulty speaking and chewing after the procedure.
–increased possibility of tooth decay.
5. How Can Malocclusion Be Prevented?
Because the majority of malocclusion cases are hereditary, it is hard to prevent them. Nevertheless, parents who are aware of this condition in their bloodline should consider taking action and preventing pacifier and bottle feeding from aggravating the condition. Early detection is also an important way to begin administering adjustments in formative years while the full effects of the malocclusion have no yet been consolidated.
Early treatment of the conditions and deviations will make treatment time considerably shorter.
The costs of treatment will also be much cheaper.
Nevertheless, no matter your age, treatment for this condition has invariably improved the quality of life of the individual.


text:
Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma
Ryo Maeda, Genichiro Ishii, Junji Yoshida, Tomoyuki Hishida, Mitsuyo Nishimura, Kanji Nagai
Background: The purpose of this study was to examine the association between cigarette smoking and histological subtypes of lung adenocarcinoma. Methods: We reviewed a total of 320 consecutive patients with stage I adenocarcinoma who underwent complete resections with systematic node dissections from January 2004 to December 2006 at the National Cancer Center Hospital East. Results: A statistically significant difference was observed in recurrence-free probabilities between never smokers and ever smokers (3-year recurrence-free probabilities of 95.6% and 88.6%, respectively, p = 0.034). Among adenocarcinoma histological subtypes, only a solid component was significantly more frequent in ever smokers than in never smokers (p < 0.001). Among patients with solid components, significantly more cases had lymphatic permeation (p = 0.007), intratumoral vascular invasion (p < 0.001), and visceral pleural invasion (p < 0.001). Multivariate analysis revealed that ever-smoking history was the only statistically significant independent clinical predictor for a solid component (p < 0.001). Among ever smokers, smoking extent in pack-years of patients with solid components was significantly greater than that of those without solid components (p < 0.001). With respect to predominant subtypes, smoking extent in pack-years of patients with predominantly solid adenocarcinomas was significantly greater than that of patients with predominantly bronchioloalveolar carcinoma, papillary, or acinar adenocarcinomas (all p < 0.001). Conclusion: A greater smoking extent was associated with the presence of adenocarcinoma solid components, which may have more aggressive biological features resulting in poorer outcomes.
Journal of Thoracic Oncology
https://doi.org/10.1097/JTO.0b013e3182103714
Published - 2011 Apr
Solid component
10.1097/JTO.0b013e3182103714
Fingerprint Dive into the research topics of 'Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma'. Together they form a unique fingerprint.
Adenocarcinoma of Lung Medicine & Life Sciences
Cigarette Smoking Medicine & Life Sciences
Smokers Medicine & Life Sciences
Smoking Medicine & Life Sciences
Bronchiolo-Alveolar Adenocarcinoma Medicine & Life Sciences
Papillary Adenocarcinoma Medicine & Life Sciences
Cancer Care Facilities Medicine & Life Sciences
Maeda, R., Ishii, G., Yoshida, J., Hishida, T., Nishimura, M., & Nagai, K. (2011). Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma. Journal of Thoracic Oncology, 6(4), 743-750. https://doi.org/10.1097/JTO.0b013e3182103714
Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma. / Maeda, Ryo; Ishii, Genichiro; Yoshida, Junji; Hishida, Tomoyuki; Nishimura, Mitsuyo; Nagai, Kanji.
In: Journal of Thoracic Oncology, Vol. 6, No. 4, 04.2011, p. 743-750.
Maeda, R, Ishii, G, Yoshida, J, Hishida, T, Nishimura, M & Nagai, K 2011, 'Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma', Journal of Thoracic Oncology, vol. 6, no. 4, pp. 743-750. https://doi.org/10.1097/JTO.0b013e3182103714
Maeda R, Ishii G, Yoshida J, Hishida T, Nishimura M, Nagai K. Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma. Journal of Thoracic Oncology. 2011 Apr;6(4):743-750. https://doi.org/10.1097/JTO.0b013e3182103714
Maeda, Ryo ; Ishii, Genichiro ; Yoshida, Junji ; Hishida, Tomoyuki ; Nishimura, Mitsuyo ; Nagai, Kanji. / Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma. In: Journal of Thoracic Oncology. 2011 ; Vol. 6, No. 4. pp. 743-750.
@article{b33ea06369194c6096eed09524226c8c,
title = "Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma",
abstract = "Background: The purpose of this study was to examine the association between cigarette smoking and histological subtypes of lung adenocarcinoma. Methods: We reviewed a total of 320 consecutive patients with stage I adenocarcinoma who underwent complete resections with systematic node dissections from January 2004 to December 2006 at the National Cancer Center Hospital East. Results: A statistically significant difference was observed in recurrence-free probabilities between never smokers and ever smokers (3-year recurrence-free probabilities of 95.6% and 88.6%, respectively, p = 0.034). Among adenocarcinoma histological subtypes, only a solid component was significantly more frequent in ever smokers than in never smokers (p < 0.001). Among patients with solid components, significantly more cases had lymphatic permeation (p = 0.007), intratumoral vascular invasion (p < 0.001), and visceral pleural invasion (p < 0.001). Multivariate analysis revealed that ever-smoking history was the only statistically significant independent clinical predictor for a solid component (p < 0.001). Among ever smokers, smoking extent in pack-years of patients with solid components was significantly greater than that of those without solid components (p < 0.001). With respect to predominant subtypes, smoking extent in pack-years of patients with predominantly solid adenocarcinomas was significantly greater than that of patients with predominantly bronchioloalveolar carcinoma, papillary, or acinar adenocarcinomas (all p < 0.001). Conclusion: A greater smoking extent was associated with the presence of adenocarcinoma solid components, which may have more aggressive biological features resulting in poorer outcomes.",
keywords = "Adenocarcinoma, Cigarette smoking, Lung cancer, Solid component, Subtype, Thoracic surgery",
author = "Ryo Maeda and Genichiro Ishii and Junji Yoshida and Tomoyuki Hishida and Mitsuyo Nishimura and Kanji Nagai",
note = "Funding Information: Supported, in part, by a Grant-in-Aid for Cancer Research from the Ministry of Health, Labor and Welfare, Japan.",
doi = "10.1097/JTO.0b013e3182103714",
journal = "Journal of Thoracic Oncology",
publisher = "International Association for the Study of Lung Cancer",
T1 - Influence of cigarette smoking on histological subtypes of stage i lung adenocarcinoma
AU - Maeda, Ryo
AU - Ishii, Genichiro
AU - Yoshida, Junji
AU - Hishida, Tomoyuki
AU - Nishimura, Mitsuyo
AU - Nagai, Kanji
N1 - Funding Information: Supported, in part, by a Grant-in-Aid for Cancer Research from the Ministry of Health, Labor and Welfare, Japan.
N2 - Background: The purpose of this study was to examine the association between cigarette smoking and histological subtypes of lung adenocarcinoma. Methods: We reviewed a total of 320 consecutive patients with stage I adenocarcinoma who underwent complete resections with systematic node dissections from January 2004 to December 2006 at the National Cancer Center Hospital East. Results: A statistically significant difference was observed in recurrence-free probabilities between never smokers and ever smokers (3-year recurrence-free probabilities of 95.6% and 88.6%, respectively, p = 0.034). Among adenocarcinoma histological subtypes, only a solid component was significantly more frequent in ever smokers than in never smokers (p < 0.001). Among patients with solid components, significantly more cases had lymphatic permeation (p = 0.007), intratumoral vascular invasion (p < 0.001), and visceral pleural invasion (p < 0.001). Multivariate analysis revealed that ever-smoking history was the only statistically significant independent clinical predictor for a solid component (p < 0.001). Among ever smokers, smoking extent in pack-years of patients with solid components was significantly greater than that of those without solid components (p < 0.001). With respect to predominant subtypes, smoking extent in pack-years of patients with predominantly solid adenocarcinomas was significantly greater than that of patients with predominantly bronchioloalveolar carcinoma, papillary, or acinar adenocarcinomas (all p < 0.001). Conclusion: A greater smoking extent was associated with the presence of adenocarcinoma solid components, which may have more aggressive biological features resulting in poorer outcomes.
AB - Background: The purpose of this study was to examine the association between cigarette smoking and histological subtypes of lung adenocarcinoma. Methods: We reviewed a total of 320 consecutive patients with stage I adenocarcinoma who underwent complete resections with systematic node dissections from January 2004 to December 2006 at the National Cancer Center Hospital East. Results: A statistically significant difference was observed in recurrence-free probabilities between never smokers and ever smokers (3-year recurrence-free probabilities of 95.6% and 88.6%, respectively, p = 0.034). Among adenocarcinoma histological subtypes, only a solid component was significantly more frequent in ever smokers than in never smokers (p < 0.001). Among patients with solid components, significantly more cases had lymphatic permeation (p = 0.007), intratumoral vascular invasion (p < 0.001), and visceral pleural invasion (p < 0.001). Multivariate analysis revealed that ever-smoking history was the only statistically significant independent clinical predictor for a solid component (p < 0.001). Among ever smokers, smoking extent in pack-years of patients with solid components was significantly greater than that of those without solid components (p < 0.001). With respect to predominant subtypes, smoking extent in pack-years of patients with predominantly solid adenocarcinomas was significantly greater than that of patients with predominantly bronchioloalveolar carcinoma, papillary, or acinar adenocarcinomas (all p < 0.001). Conclusion: A greater smoking extent was associated with the presence of adenocarcinoma solid components, which may have more aggressive biological features resulting in poorer outcomes.
KW - Adenocarcinoma
KW - Cigarette smoking
KW - Lung cancer
KW - Solid component
KW - Subtype
KW - Thoracic surgery
U2 - 10.1097/JTO.0b013e3182103714
DO - 10.1097/JTO.0b013e3182103714
JO - Journal of Thoracic Oncology
JF - Journal of Thoracic Oncology


text:
Q: Drupal 9. Poniendo color picker para el color del precio del producto estoy probando a hacer paragraph y tal. Y queria hacer una practica que seria tener en un paragraph un color picker del plugin : Color Field . Lo tengo bien instalado porque en otro componente si va todo bien, configuro el campo de mi paragraph : field_color_precio_componente.
Ya se ve como color picker a la hora de crear/editar ese paragragrah.
Y ahora estoy intentando que el precio de mi componente tenga asignado el color de ese color picker, el codigo que estoy implementando es el siguiente:
        {{content.field_precio_component.0}}

            {{content.field_tipo_moneda.0}}
            color:{{content.field_color_precio_componente.0}}

Lo he querido imprimir como texto el valor que me devuelve para debugearlo un poco, y para mi sorpresa me de devuelve un codigo hexadecimal + 1 numero: #c92222 1. Por eso creo que no esta funcionando. Ahora mi pregunta es ¿Por que sale ese '1' ahi separado?
He mirado el format storage del campo : field_color_precio_componente y esta seleccionado el del tipo : #123ABC asi que no entiendo muy bien ese 1 de donde sale.
¿Alguna sugerencia?

A: Ya he encontrado la solucion, por lo visto ese segundo numero es la cantidad de opacidad, como no me interesaba ese argumento, me he ido a las propiedades de ese campo y le he dicho que no guarde la opcacidad, asi solo aparece el numero hexadecimal.


text:
Home » NBC-2 | WBBH » Improvements coming to Collier pump station
Improvements coming to Collier pump station
10:39 PM EST, Tue December 18, 2018
A pump station that moves waste in Collier County is getting a new lift. The county just dished out over $10,000,000 to replace a 27-year-old pump station on Thomasson Lane. The small tan building is a master pump station that receives wastewater flows from about 16,000 households.
In 2017, after Hurricane Irma, the county experienced problems with other pump stations that ultimately left sewage in the streets and an unpleasant smell lingering around.
The new master pump station 306 will be a wastewater booster pump station, which means that it minimizes the potential for odors and spills. Tom Chmelik, the director of engineering and project management for the public utilities division, said the new master pump will come equipped with a generator and two diesel pumps that will operate with or without electricity.
"In replacing the older station with a larger station it allows us to have more operational flexibility so that we can bypass other pipes and pump stations," Chmelik said.
Adding a new route of flow down U.S 41 will come in handy when they need to repair and replace other pipes in the future.
"The water reclamation facility receives 80 percent of its flow from a different master pump station, that's also 30 years old and has one pipe going to that facility. If that were to fail it will be catastrophic. So by constructing this we're able to divert those flows," Chmelik said.
The project will start in February 2019 and will be completed in two years.
"I'm glad that they're doing that people need to be proactive," Chmelik said.
Copyright 2018 WBBH/WZVN (Waterman Broadcasting). All rights reserved.
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