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September 26, 2009 by Steve
The Mayor of Transit City
Yesterday, David Miller announced that he would not seek a third term as Mayor of Toronto so that he can devote his attention to his family rather than to political battles. In his announcement speech, the Mayor spoke of his many accomplishments including those which improve public transit. Indeed, in today's Globe, when asked to name one of his greatest accomplishments, Miller replied:
One of the things I passionately believe, and one of the reasons I ran for elected office to begin with, was about public transit.
Indeed, improving public transit to make Toronto a "World Class City" was part of Miller's first, unsuccessful, bid for a Council seat in 1991. The next election, in 1994, brought Miller to the old Metro Council.
(There are many articles in all media about Miller's decision, and I leave it to readers to track them down. A news compendium is available the spacing.ca website as of September 28.)
I came to know then-Councillor David Miller in his role as a Commissioner on the TTC board after the city's amalgamation in 1998. He had a good sense of issues and advanced his positions clearly and strongly, but without grandstanding.
After the mid 1990's funding and service cutbacks, the TTC needed strong advocacy to turn it around. Ridership dropped from a 1988 high of over 463-million to a low of 372-million in 1996, creeping back over 400-million by 2000. The TTC's only plans for service expansion were a few new subway lines, but when these would be funded and built was anyone's guess.
Operating subsidies fell over the years, and farebox cost recovery grew from about 70% in 1988 to almost 85% by 2000. Partly this was achieved through fare increases, and partly through service cuts. This placed a greater load on riders to fund the system while quality and quantity of service declined, particularly on the surface network.
The minutes for the April 10, 2002 Commission meeting contain a small item that would fundamentally change transit planning and advocacy:
CC-2 Commissioner Miller submitted his communication dated April 5, 2002 to Chair Ashton with respect to the development of a ridership growth strategy.
COMMISSIONER MILLER MOVED THAT STAFF BE REQUESTED TO BEGIN DEVELOPMENT, IN CONSULTATION WITH COMMISSIONERS, OF A REPORT ON A RIDERSHIP GROWTH STRATEGY.
THE COMMISSION APPROVED COMMISSIONER MILLER'S MOTION.
March 2003 brought the Ridership Growth Strategy. In its original form, it focussed on changes that could be achieved at minimal cost, quickly, to build the quality of transit and, through that, ridership across the system. (The plan was later amended to include an extension of the Spadina or Sheppard subways, but that was not its original intent.)
These changes included:
Service improvements to increase capacity and to make off-peak service more attractive
Surface transit rights-of-way
Additional commuter parking
Increased transit priority signalling
Increased capacity on the Scarborough RT
Metropass Volume Incentive Program for major business and institutions
Reducing the cost of the Metropass relative to token fares
Introduction of a Weekly Pass
Reduction of fares in real terms in 2006/2007
Although many of these goals took longer to implement than originally expected, almost all of them are now in place or well underway. (Replacement and upgrading of the SRT is a separate issue about which I will write in another post.)
At the heart of the RGS is the premise that good transit must embrace the entire system, the entire city. A transit system, whose growth during boom times depended on almost effortlessly gathering new riders from subway extensions into developing suburbs, needed to attract and recapture riding with an existing route network and minimal capital investment.
Many argue that Toronto should have built miles of subways over the past decades, but the simple fact is that funding was not available at the level needed, and there was no real belief in transit as a city-wide alternative to motoring. Indeed, debates ran far longer on where the next mile of subway would go than on the need for overall improvement to the network.
Subways were considered as tools to spur development and to address peak road congestion. Meanwhile, surface transit starved, and the motto "Take The Car" had real meaning. Even serious transit advocates had to admit that transit just was not "The Better Way" for far too many potential riders.
By 2003, David Miller was a declared candidate for the Mayoral election, and to the surprise of many and the delight of his supporters, he won a come-from-behind campaign.
Transit funding, especially if it doesn't involve spending billions of dollars from other levels of government, is unpopular at Council. Any moves to increase operating subsidies in support of better service or more attractive fares inevitably bring increases in transit subsidies well over the rate of inflation.
New services and lower fares are not break-even propositions. Councilllors may sound pro-transit, but when it affects the City budget, their love for new spending fades. Always they hope to wring pennies from existing budgets to pay for dollars worth of improvements. The math doesn't work.
Changes flowing from the RGS required sustained political commitment. The turnaround of spending priorities and the support from Council would not have been possible without a strong, pro-transit Mayor even if this came slower than advocates wished.
In the 2006 campaign, Mayor Miller recognized the need for rapid transit to embrace the suburbs. Some may have thought this was a rehashed "subway in every borough" plan from the 1980s, but another major change was in the works.
Toronto's new Official Plan took a fundamentally different view of suburban arterials from their actual built form, and looked forward to redevelopment into "Avenues" of medium-rise housing with active sidewalk-level commercial development. An integral part of this plan was the need to see transit as serving linear development along the Avenues, not very high density nodes at widely spaced subway stations. Transit, as typified by the North Yonge or Sheppard Subways, simply did not fit with this new view of Toronto.
In March 2007, TTC Chair Adam Giambrone announced the Transit City Plan which completely changed thinking on how rapid transit would be provided across a wide part of the City of Toronto. The Spadina Subway extension, already a fait accompli and not worth the political capital to revisit or revise, remained, but all other thoughts of subways vanished. They were replaced by a network of Light Rapid Transit (LRT), a fancy name for streetcars running in substantially or completely reserved rights-of-way.
Again, selling this plan, both to the public, to Council and to other levels of government took strong support from the Mayor's Office, and Transit City could not have happened without David Miller behind it. Indeed, Miller's support was instrumental in convincing Queen's Park that LRT was a viable option first for the Premier's Move Ontario 2020 plan, and later for the Metrolinx Regional Transportation Plan. LRT plans are now underway in other Ontario cities, and there's hope we will all discover what the rest of the world has known for decades — LRT can work if it is implemented properly in suitable locations.
Mayor Miller continues to support a return to "historic" levels of cost sharing between the farebox and subsidies. The revenue/cost ratio now sits close to 70%. Current economic limits may slow its further decline, and indeed riders may benefit more from spending on improved service rather than reduced fares. This debate will play out in coming months as the TTC and then the City wrestle with their 2010 budgets.
Recently, the TTC published the Transit City Bus Plan (TCBP). This continues the focus on surface operations and transit's attractiveness by proposing a core network of routes where service would always be at least every 10 minutes. This complements the subway policy headway of 5 minutes at all hours. Like its predecessor RGS, the TCBP makes incremental changes to the system to keep the cost of each change modest and to allow selective implementation of each stage. Most importantly, the TCBP looks at transit service from a network viewpoint, not as a single project of little benefit to most riders.
Again, such a plan could not have emerged without support from the Mayor that will be vital in gaining acceptance through the City's budget process.
The most contentious recent debate was the funding of the new streetcar purchase. Two major problems beset this process. First off, the TTC has delayed discussion of new streetcars for years seeking, with Council's blessing, to continue operating its existing CLRV and ALRV fleets indefinitely, at least from a budgetary perspective. This, coupled with ongoing concerns about accessibility, placed the streetcar network in a precarious position of simply collapsing under declining reliability of its cars and pressure to make the system accessible "now".
Indeed, many cars are already out of service and the spare factor for the fleet is unacceptably high. Cars go through overhauls, but this barely keeps pace with fleet condition and gives little ability to add service. Substantial improvement awaits new cars that won't be on the streets in significant numbers until 2013.
The bidding process for new cars was not a smooth one, and it was not until 2009 when a final proposal was selected. Funding was the next battle, and here I must say that I believe Mayor Miller's attempt to get Ottawa money through the stimulus plan for the new cars was a poor choice. However, it was a choice that was endorsed by City Council unanimously. When this scheme came unravelled, the streetcar deal was kept alive by juggling TTC and City funding plans so that Toronto could pick up the "federal" third of the project.
Whether Toronto should seek federal help on a large scale for transit, or focus on local and provincial funding, will be a major question any new Mayor must face. Vague talk about "efficiencies" and "creative funding arrangements" are blather designed to deflect rather than answer the question. I will turn to the issue of a future Mayor's transit platform in a separate article.
To David Miller's great credit, he never tries to bamboozle electors about transit funding. Transit costs money. More transit costs more money. The real task is to find an overall philosophy about how transit serves the City and its neighbourhoods, and how various alternative schemes would fit into that philosophy.
Transit isn't just an envelope in the budget to Mayor Miller, it is part of building the city, part of enabling everyone in every part of the City to get around without three and four car garages. Sadly, Queen's Park, through Metrolinx, hasn't got that message yet, and many battles will be needed to bring transit funding to local transit operations, not just to big-ticket pet projects. That debate at least was started by David Miller, and his successor would do well to continue the fight.
What is David Miller's legacy?
Transit is a vital, central part of City planning and building. No longer is the TTC trying to fit one more rider on the roof of every bus and streetcar, and despite many problems with fleet availability, plans are still in place to continue improving service. Transit is no longer something only downtown Councillors with their "pampered" constituents fight for, it's a concern in wards right across the City. Showing people what can be done and encouraging them to ask for more is a vital part of advocacy and leadership.
I am deeply saddened that we won't see a third term, that the changes now underway must be completed by others, indeed could even be threatened by the short-sighted who would trash "Miller projects" without regard for their intrinsic value.
I remember a meeting in the Mayor's office early in his first term. A confident, happy Mayor, proud of his city, sat with his legs up on the couch while a group of us discussed what was needed for transit. We've come a long way since then.
When the first LRV rolls along Sheppard Avenue or into a redeveloped eastern waterfront, when Councillors demand even more routes as part of the 10-minute network, when cutting transit service becomes utterly unthinkable at budget time, David Miller should be there if only in spirit.
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52 thoughts on "The Mayor of Transit City"
Keith L | September 28, 2009 at 7:50 pm
Steve: Those who board at stops that will be much closer together than on any subway line might disagree. Also, the subway would never go all the way to Meadowvale, more likely to STC. Passengers from eastern Scarborough could complain about transferring there rather than at Don Mills.
Ain't that the whole flaw about Transit City though? It's a trade-off along Sheppard between subway service for the bulk of the riders who live west of Agincourt and the significantly smaller percentage living in Malvern (of which I am one).
I am not so sure that people will be so grateful for a closer stop as opposed to just being able to walk or have a short bus ride to the next subway stop. I see this turning Don Mills into the next Kennedy station. And outside of transit enthusiasts, there are going to be very few people who will appreciate being forced to transfer while traveling along the same corridor, even if the transfers are on the same platform and all that jazz.
I see Transit City as a squandered opportunity. Originally, TC was predicated on the fact that we couldn't afford subways, so instead we'd build LRTs to every ward instead. Now that costs are skyrocketing, it's fair to consider what we could have gotten instead. Even at the TTCs ridiculously overbuilt subway extensions (see proposed Yonge-Steeles underground bus terminal), we could have built nearly 60-70 km of subway at least for the final price tag of Transit City. That would have allowed us to fully finish every subway ambition this city has ever had and given us a solid base on which to build LRTs, BRTs, bus lanes, etc. To me Transit City will always be a squandered opportunity. At a time when we had a supportive provincial government, we chose to build trams instead of subways. And I am fairly sure in a decade or so, most average Torontonians will see things in a similar light.
All that is not to say there aren't elements of TC I don't support (Waterfront West, Finch West, Don Mills, etc.). I just don't agree that LRT was right for all the routes. To me it's a 'one size fits few' situation.
Steve: Malvern riders will have the extended RT line (likely converted to LRT) running from Malvern Centre down to Kennedy Station.
The essential point about networks is that we can't give everyone a one-seat ride. Even people going downtown face a transfer from the BD to the YUS subway. Everyone can create a list of ideal trips, often but not necessarily modelled on their own travel patterns, and a network that suits that list. However, other people have different requirements.
The Spadina Subway extension to Vaughan is budgeted at $2.634-billion for 8.6km, or $306m/km.
The current estimated cost of the Richmond Hill extension is $3.8-billion for 6.9km, or $551-million/km.
The current estimates for the TC lines, in billions, are:
Sheppard East (.95), Finch West (1.2), Eglinton (4.6), Don Mills (1.8), Jane (1.5), Scarborough-Malvern (1.4), Waterfront (1.2) … Total 12.65-billion for 126km of LRT, or about $100m/km. That includes a substantial amount of tunnel on Eglinton.
There is no way that we could build substantial amounts of subway for the total Transit City budget.
These figures are taken from the 2010 Capital Budget presented last week at the TTC.
Jonathon Markowski says:
Wait a second, isn't that Lastman's legacy? Without him, aside from many other embarassments, we wouldn't have the Sheppard stub-way in the first place, and transit in that quadrant would likely be quite different, maybe relieving some of the congestion on Finch, but that's another debate.
I'd suggest that it's Mike Harris' legacy … just like the creator that was there on Eglinton West.
Kristian | September 28, 2009 at 8:57 pm
Although I'm a supporter of bike lanes for many areas, I would note that the conversion on Dupont Street was an instantaneous traffic disaster. I have never witnessed anything that dramatic.
Andrew Jeanes | September 28, 2009 at 9:32 pm
Reading all the backing and forthing about David Miller on this and other sites, an inescapable question has been working its way closer and closer to the front of my mind. I will ask it here, now:
Steve, will you now declare your candidacy for mayor of Toronto?
Steve: Never.
Rainforest | September 28, 2009 at 9:36 pm
Steve said: "The current estimated cost of the Richmond Hill extension is $3.8-billion for 6.9km, or $551-million/km."
I scrolled through that capital budget document, but unfortunately could not find that number – perhaps it was presented verbally but not in writing… Anyway, that cost per km is almost twice as high as for TYSSE. It is hard to believe that those $3.8-billion are just for tunnels and stations.
Do they count in the capacity improvements for the whole Yonge line, or an expensive carhouse in Richmond Hill?
Steve: It's on page 68 of the presentation given at the meeting. This document is not online.
Today I will be reviewing the detailed budget reports (think of reading the Toronto phone book, twice), and over the rest of the week will write up major projects based on that information.
Wogster | September 28, 2009 at 10:49 pm
I don't know how many of the transit projects should be attributed directly to Miller, there are some councillors that are pro transit as well. Not all the problems that have occurred should be blamed on Miller either. The mayor has one vote on council, a mayor can be pro something, if council in general isn't for it, it doesn't happen.
A good example of this is the Bikeway Network, although the Bikeway network began in 2001 and was supposed to be completed by 2011, it's so far behind that 2110 looks like a more likely completion date.
Michael Vanner | September 29, 2009 at 9:37 am
I'm not a fan of David Miller. But I am a fan of the Transit City project as a means to make Toronto a more livable (and I hate this term) "World Class". I don't know who is the architect of the plan but it makes far more sense than a city with a spiderweb of expressways or subways to nowhere (Spadina extension anyone).
Sadly though he will be remembered as the 5 cent a bag Mayor and other "negative" initiatives (license plate fees and land transfer taxes).
Regardless of the fact that it took the entire city council to pass these measures, the Mayor is man in the front. He wanted to be a "strong mayor" well the old adage is "don't wish for what you want, you might get it" applies.
Nick J Boragina | September 29, 2009 at 10:25 am
Steve said "Comparing Transit City with the lane changes on Lansdowne and Jarvis is simply not valid."
No, I agree with you fully. What I'm trying to make the point of here is that there are people out there who will make the comparison. Home owning, 9-to-5ers who work in downtown offices (and generally drive) will look at this, and this is how they will think. They will also be the type to vote for Minnan-Wong, or Stintz, people I consider to be dangerously to the right. In short what I'm saying is that no matter how "good" Miller was, he ticked off enough right-wingers to risk a Rae-to-Harris backlash that will damage public transit in this city more than Miller helped it in the first place.
(For the record, I'm for Smitherman)
Glen | September 29, 2009 at 12:42 pm
Again Steve, look past the propaganda from city hall. In the ETBC program the city states that the program, by its end, would bring parity to its commercial tax rate and that of the surrounding regions. This was calculated by taking the far below average Toronto residential rate and multiplying it by 2.5. Then the percentage (mill rate) was compared to the current average of the surrounding municipalities.
This ignores the fact that within the years of the program, Toronto's residential rate will rise, Furthermore it ignores the most important factor. That is the ratio of taxes between classes. Currently, for example, In Vaughan the ratio (inc. both tiers) is 1.21:1. Toronto's tax rate is set to rise faster than the surrounding regions. In fifteen years it will be very close to the rates elsewhere, maybe even much higher. It is the multiplying of the future rate, times 2.5, compared to the future residential rates in competing areas (multiplied by 1 to 1.5) that Toronto needs to address. There is no way possible for Toronto to reach parity until its ratios are addressed. Using the mill rate is a red herring. In fifteen years the rate will still be 2.5 times the residential compared with a near 1:1 rate elsewhere.
As such Toronto will continue its march towards being a bedroom community for the 905 region.
When they build an underground bus terminal that could host a Cirque du soleil show, it's obviously going to be expensive. $551 m/km is simply scandalous. I can't wait to read how they justify subways costing that much. Are they planning on crossing the English Channel along the way?
Steve: Only one branch of the Don River.
Karl Junkin | September 29, 2009 at 7:21 pm
Steve said: You have to take into account timing in looking at your history. When you talk about Miller worrying that the DRL would crowd out Transit City, it was by no means certain that TC would survive a crunch in available funding.
Really? I'm surprised by that, because there were very strong signals from Queen's Park that it would be funded, as Queen's Park support had been thrown behind Transit City in MO2020, which was announced before Metrolinx really got off the ground even though it already formally existed. Furthermore, by the time you and I were sounding off alarm bells about the need for the DRL sooner rather than later in January, the RTP was already approved 2 months or so prior, and TC was already in, especially since several EAs were already well underway and ahead of the pack of other RTP projects (and that plays particularly well for TC since the Premier wants results ASAP (indeed, that's arguably part of the problem depending on how you look at it)).
Steve replies: Let me get this straight. Before the RTP was published, the staff (by John Howe's version of it) wanted the DRL to be in the first 15 years, but got pushback from Miller. However this was also before we both raised big red flags about Richmond Hill. Therefore, assuming the claim about Miller's position is correct, the position was taken in a different context than the one that obtained after you and I set off alarms about the need for the DRL. It's worth noting that throughout the RTP consultation process, there was never any indication that Metrolinx was worried about needing the DRL. Show me a draft version that says otherwise and I'll believe you, but it never came up at public presentations. Indeed, Metrolinx didn't want to hear of anything that would threaten the short list of key projects.
Steve said: I'm not sure what you're using for your claim about a subway to Pearson, but that subway has not been part of any plans on Miller's agenda for a very long time.
It's a vote from his councillor days, but while he was Mayor he had been pointing to it as one of his transit credentials before Transit City was announced.
Steve replies: What did I say about "a very long time". When Miller was a Councillor, LRT was something only a few wild-eyed railfans talked about, and it was subways all the way. A "subway to the airport" would have been consistent with planning at the time, but times change.
Steve said: Miller has not opposed the northern extensions of the YUS because to do so would paint Toronto as an insular city not wishing its neighbours to get the fruits of expanding transit. Are you implying that Toronto should have opposed these routes, and that others might still attempt to stop the unfunded Richmond Hill extension? I'm not seeing a big queue for that as an election platform.
I'm not suggesting anybody is planning anything, but I am confused by your position here. You and I tend to have some common ground when it comes to subways, and both you and I know that the RH extension is unlikely to be economical before 2025 at best, and that's assuming the projections are reliable (as we know Sheppard's weren't). This project is ahead of itself, you know this as you've blogged about it, and it should not have support from anybody that's thinking about transit's economical sustainability instead of votes. One of TC's strongest points is that it is an economically sustainable approach. Although it's a done deal now ("don't worry, the money will never show up"), TYSSE is an even bigger embarrassment, and Mayor Miller had the opportunity to send the EA back for assessment of other alternatives ("we already studied alternatives in 1992"). TYSSE was granted funding under Mayor Miller's watch.
I don't support making political tradeoffs that hurt the economic sustainability of the transit system. I find it rather hard to believe you'd think otherwise, which is why I'm confused by your comment, so I'd like you to clarify.
Steve replies: Any politician has only so much political capital to expend. What would Miller have gained by opposing the Richmond Hill subway? Big fights from the 905, especially York Region, and loss of support for Toronto's agenda. The RH subway is way in the future, and there is still an opportunity to address problems related to parallel/relief services. By the way, York Region carried out an EA of the TYSSE all on its own with the TTC's help. This work would have happened whether Miller opposed it or not.
Also, I understand that the Metrolinx benefits analysis of the Richmond Hill line isn't very complimentary, and they have to count its huge expense as a job-creation "plus" to make the numbers come out right. This is ridiculous as a methodology. I can spend $3-billion on lots of things to generate employment, but the real question is the value of what I build relative to alternatives.
Steve said: As for the DRL study, yes Michael Thompson made the motion, but a lot of the legwork that went into that by both you and me also flowed to Adam Giambrone who well understands the problem.
There is money for this study in the 2010 capital budget, and my only concern is that TTC staff see it as being limited to alignment choice on the "old" DRL south of the BD subway, not an expanded route looking north, and that comparative costing against the many projects mooted for the YUS upgrade won't be done. This study must truly compare the alternatives as that is the underlying intend of the motion at Council.
I agree, and Councillor Giambrone deserves credit for breaking with the Mayor on that Council vote. He understands this issue better than the Mayor.
Steve said: I think you do Councillor Thompson a disservice by setting him up, especially in this thread, as someone who might be a superior transit leader. He understands many of the issues, but make that point as a plus, a skill in its own right, not as a contrast to your flawed portrayal of David Miller.
I don't see anything flawed since my portrayal is based on how he voted, and that's how elected representatives are judged. The same applies for Councillor Thompson. DRL funding does not preclude Transit City funding and vice-versa, especially given the economics argument that clearly exists in relation to Yonge North, but from what I've heard from Mayor Miller in a face-to-face chat, he thinks otherwise because of political optics.
I don't see how anybody is being done a disservice by pointing to voting records. Just because somebody's right-leaning doesn't make them a threat to transit, and you know this since you've brought out your own small-c conservative hat here before.
Steve replies: My point that those who run against the old Mayor, whatever his record, will run against a ghost. Thompson deserves more than being "not David Miller". An election campaign with every candidate trying to distance themself from the old mayor rather than setting out how they differ from each other and how they are best for the city's future will not serve the voters.
Brendan said: You are seriously risking your credibility as an advocate by making political arguments without having the facts. The DRL was added as a condition of support for the Yonge extension EA by David Miller's Executive Committee on January 5, 2009, when it requested the City Manager, in consultation with the TTC General Manager, to report directly to Council on "The range of possible ancillary costs to the Yonge Street extension, including . . . possible need for an eastern downtown relief line from Pape Station to downtown."
Well, let me let you in on some of the facts: The same guys pushing for the Yonge Subway (and don't want the costs of the DRL to be attached to it) were put in charge of evaluating the possible need for an eastern downtown relief line as requested by the Exec. Given that, I would suggest you're the one caught without having the facts. It helps if you bothered to read that I referred to Council, not Exec. Ctte.
The Exec. Ctte.'s request was not actually followed. The time given was unrealistic to begin with. The response they got to the part you refer to was this:
The City/TTC modelling has not tested the impact of a downtown relief line
and states that only Metrolinx figures are available. It then goes on to state about Metrolinx figures that:
The Metrolinx forecasts are considered to be optimistic as the capital investment in the transit network to achieve the projected ridership levels is significant in scale.
despite not having any figures of their own to confirm it is optimistic, and it amounts to nothing but dodging the Exec. Ctte.'s request.
Steve replies: The fact that some TTC staff simply refuse to do what they are told is an issue for management and, if necessary, intervention by the Commission. It's odd that on one hand the TTC claims that Metrolinx projections about ridership are optimistic while, at the same time, pushing forward several proposals to add considerable capacity to the Yonge line for additional riders. Either there will be more riders or there won't, and staff uses whatever argument suits them at the time. I, like you, am fed up with it, but have been putting up with this sort of behaviour for decades, not years.
I am not risking my credibility as an advocate by pointing to voting records. I was the only deputant on the Yonge North Subway Extension at that Executive Committee meeting on January 5. Where were you? I was the one there to speak out against the claims of the Mr. Subways that claimed there's no need to look at the DRL until beyond 2031, that was the conclusion given to the Exec. Ctte. request you point to.
Steve replies: Brendan could not appear as a deputant given his position as you well know. Also, if the claim is that we don't need to look at the DRL until after 2031, then why is there a $5-million study in the 2010 budget?
Brendan said: This is a very sensible position for him to have taken, and I think those of us who believe in transit appreciate his understanding of the issues. Rewriting history to serve narrow political ends, however, is deeply unwise.
Check the January 27-28 City Council voting record on Councillor Thompson's motion for moving the DRL ahead of the Yonge Extension. Mayor Miller voted against it, so I'm obviously not rewriting history. It's on the record. You should be careful questioning others' credibility.
Steve replies: You are selectively reporting the outcome. There was a two-part motion by Councillor Thompson.
1. Metrolinx be requested to prioritize the Downtown Relief Line within its 15-year plan.
2. Metrolinx be requested to prioritize the Downtown Relief Line in advance of the Yonge North Extension in order to accommodate capacity issues resulting from the extension of the Yonge Subway.
Part 1 passed with Mayor Miller's support. It was later amended on a motion by Councillor Hall that passed with broad support including the Mayor's.
1. Metrolinx be requested to prioritize the Downtown Relief Line within its 15-year plan, noting that Transit City is the first priority for the Toronto Transit Commission and the City of Toronto.
Part 2 of Councillor Thompson's motion passed, but only on a vote of 23-21, opposed by the Mayor.
You are trying to paint Miller as opposed to the good sense of the DRL by using one vote out of context.
Please note that the conversation ends here. This is not a blog for tit-for-tat exchanges by City Hall insiders.
Tom B. | September 29, 2009 at 9:58 pm
Wow – a lot of passionate comments here. I didn't love Miller but he had a clearer passion for the city and wanted to make it a better place. Transit is one example. The Clean and Beautiful City initiative was another (that didn't cost much). While it wasn't really his issue, I am bothered by the removing of the Front street extension from the official plan. While I wasn't in favour if it being built right now (or funded from the waterfront money), it will be necessary if we are ever to get rid of the elevated Gardiner without creating traffic chaos in the waterfront. He should have stood up to Adam Vaughan et al and said this project should be kept as an option for the longer term and an expressway free waterfront.


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LLDA GM Neric Acosta:Tuwid na daan sa luntiang paraan
Grace Nicolas (edited by Noemi Lardizabal-Dado)
Hon. Juan Romeo Nereus Olaivar Acosta, popularly known as Teacher Neric Acosta, is the new General Manager of Laguna Lake Development Authority (LLDA). The former three-term congressman from Bukidnon was appointed by President Benigno S. Aquino III as Presidential Adviser for Environment and as member of the board of LLDA last September 19, 2011.
Because of the involvement and being the author of some environmental laws, like Clean Air Act of 1999 (RA 8749), Clean Water Act of 2004 (RA 9275), Solid Waste Management Act of 2000 (RA 9003) and Biodiversity Protection Act, LLDA with their new General manager is looking forward for a better and overwhelming leadership to govern the biggest lake in the whole Asia.
October 5, 2011 at Barangay Bangyas, Calauan, Laguna LLDA facility, a lot of staunch environmentalist, NGO's and Local Public officials came together to show their support and their programs with a PowerPoint presentations and discussed also some problems they encountered and on how they could implement some existing laws to their respective Barangays . Speakers and participants includes Dr. Robert Ranola (Vice Chancellor from University of the Philippines Los Banos), Bert Guevarra (Chairman of Earth Day Network Philippines), Lenn Berroya (Mother Earth Philippines), June Yasol (City Alternative Energy Consultant), Grace Bondad- Nicolas (Founder of Do It Right advocacy), Dr. Metodio Palaypay and Luz Sabas (Zero Waste Recycling Movement of the Philippines, Inc), Annie Guererro (Center for Culinary Arts Manila), Dr. Nina Galang (Green Convergence), Ofelia Panganiban (Zero Waste Philippines), Dr. Bam Razafindrabe (RHIN), Mayor Feliza Berris (Calauan, Laguna), Philippine Information Agency 4A (PIA) and Local government officials among others.
LLDA Calauan has 32 Hectares of land and only 6 hectares of it is productive. The remaining idle lot is open for those interested to cultivate it and which only needs a letter of intent address to the new General Manager for evaluation.
As an environmentalist, Secretary Acosta has a lot to offer and perfect to govern because of his background. He graduated college from the University of the Philippines. His master's degree is from Indiana University of Pennsylvania and later on pursued doctorate at the University of Hawaii. He also attended special programs on Environmental Economics at the Kennedy School of Government at Harvard University and he later became the first Filipino World Fellow at Yale University.
He shares the E's to make the program successful for LLDA and communities surrounding the Laguna Lake such as Empowerment, Example, Enforcement and Engineering.
For years, he has worked with the academe as professor in various prominent universities in the country such as the Asian Institute of Management, and as environment advocate in non-government organizations. He went on to become a member of congress in 1998 where he pushed legislation for greater environment protection in the Philippines.
"Loving the Lake requires Demanding Action" he said in his speech. He also mentioned one of the battle cries of the Aquino administration: "Tuwid na Daan sa Berdeng Paraan" but in that event at Calauan , the phrase that he wanted everyone to remember are " Tuwid na daan, sa luntiang paraan." Secretary Acosta said also that this event is just the "Kick off" and that with his remaining tenure as the General Manager of LLDA, he will do his best to make the phrase happen. With an impressive academic background and remarkable experience in governance, Secretary Neric Acosta is perfect to govern over the country's largest lake.
http://www.empoweredgrace.blogspot.com
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redpajama_set_name: RedPajamaCommonCrawl


text:
Home › Tanzania › Grenade Blast Hits Eastern Tanzania On May Day, Sparking Terror Fear
Grenade Blast Hits Eastern Tanzania On May Day, Sparking Terror Fear
By Tres Thomas on May 4, 2015 • ( 0 )
Man injured in Msolwa Ujamaa grenade, via Liliani Lucas
Last Friday, at least four people were injured in a grenade attack carried out by two suspects who got away in the aftermath of the blast in Msolwa Ujamaa, located in Tanzania's Kilombero district.
According to Tanzanian outlet The Citizen, the suspects used the grenade as a diversionary tactic to get away when locals became suspicious of their activities:
"The eyewitnesses said the two suspects arrived at the village using a hired motorcycle, and they asked for a place where they could withdraw money from the mobile phone money transfer service.
The suspects looked very strange and they were not settled, something that made us order them to sit down as we tried to contact police," one villager said.
"As we were contacting police one of the suspects tossed the explosive to the villagers, causing confusion. Then, they ran away."
There is no evidence yet that the men are linked with apparent jihadists who were arrested just a few miles north in Kidatu just last month.
As a result, these two suspects may just be grenade-wielding criminals in the same area.
Even if these men were aspiring militants, it would be difficult to categorize their affiliation because there is currently little info about the organization of jihadists in Tanzania.
Tanzanian militants have released very few public messages to explain their aims or strategy, apart from vague threats aimed at Tanzania's Muslim president Jakaya Kikwete.
As a result, it is more difficult to tell whether there is any central leadership and if they are more inspired by global events (such as the exploits of ISIS) or Tanzanian politics (such as the controversy over the proposed new constitution and October general elections).
In addition, aspiring militants are just learning how they can operate, acquire weapons and tactical knowledge, and expand their relationships with al-Shabaab or other jihadist groups.
Relationship with al-Shabaab?
The degree to which al-Shabaab has command and control of jihadists in Tanzania is not clear — even though it is apparent that the group has successfully recruited Tanzanians to fight in Somalia.
In th e past, al-Shabaab operatives allegedly have been behind indoctrination efforts, and a group of suspected militants training in the southern Mtwara region in October 2013 were found with a CD entitled "Mogadishu Sniper".
But, attackers in Tanzania in the last few years have utilized cheap explosives or acid rather than engaging in high-profile and tactically sophisticated siege operations used by al-Shabaab recently.
So, whether or not Tanzanian militants are receiving support from al-Shabaab, they do not appear to have the ability to mimic the group's capabilities for now.
To reduce the risk that they can reach that level of sophistication, local authorities have now requested more police and transport vehicles to search for criminals who may be hiding in the nearby Udzungwa mountains, according to local reports.
It is unclear if help really is on the way.
‹ Somalia Faces Another Tough Test for State Formation in the Central Regions
Key Takeaways from U.S. Secretary of State John Kerry's Visit To Somalia ›
Categories: Tanzania
Tags: jihadists, kilombero, morogoro, shabaab, somalia, tanzania
Analysis: Tanzania's Arrest of Militants Highlights an Ongoing Jihadist Threat
Sunday Reading: #Kenya #SouthAfrica #Tanzania #Somalia
Threat of Al-Shabaab and Extremist Attacks Grows in Tanzania
Follow the Somalia Newsroom Blog via Email
Who controls southern Somalia? [LINK]


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Q: How can i create a application in opendaylight using the nitrogen archtype I'm noticed that the steps to create a new application using the archtype:generate command is creating a carbon distribution, i want to create a application  that will run in the newst release, nitrogen.
I had a problem before (How to import other opendaylight projects in my own odl distro) and a good guy said to me that the OpenDaylight that i was using seemed to be the carbon release.
In the -DarchtypeVersion parameter i'm using the 1.3.3-SNAPSHOT value, i also tested other versions but nothing of them seems be the Nitrogen, so there's a way to create applications in the newst version ?

A: The Nitrogen version is 1.4.2-SNAPSHOT.

redpajama_set_name: RedPajamaStackExchange


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/ Home / Press office / News
Toxic substances found in the glass and decoration of alcoholic beverage bottles
Researchers at the University of Plymouth analysed both the glass and enamelled decorations on a variety of clear and coloured bottles readily available in shops and supermarkets
Scientists reveal the truth about a 'true frog'
A common species of true frog found across Central America appears to have been keeping its "multiple identities" a secret all along, new research led by the University of Plymouth suggests
Scientists help secure Government inquiry into impact of funding policy on diversity
Scientists from the University of Plymouth have played a key role in securing a new Government inquiry into the impact of science funding policy on equality, diversity, inclusion and accessibility
Interdisciplinary approach the only way to address devastating effects of soil erosion
A study led by the University of Plymouth has shown traditional pastoralist communities – such as the Maasai in East Africa – are abundantly aware climate change and intensive grazing are having a marked effect on the resources they rely on for survival
Advance HE awards 10,000th Senior Fellowship to Plymouth academic
Dr John Eales, Associate Head (Teaching and Learning) in the School of Computing, Electronics and Mathematics, has been welcomed by Advance HE as its 10,000th Senior Fellow.
Could fabricated soils be the key to global food security?
Experts from the University of Plymouth are working with the world-famous Eden Project to explore how recycled and waste material could be transformed and then reused in agriculture and other sectors
High levels of carcinogenic chemical found in everyday consumer products
Writing in Science of the Total Environment, scientists from the University of Plymouth say high levels of the carcinogenic chemical cadmium can still be found in everyday household products
Student's chance discovery wins national photography prize
University of Plymouth student Alex Edwards has won the student section of the Up Close and Personal category in the British Ecological Society's annual photography competition, Capturing Ecology
Businesses learn about the benefits of Electron Microscopy
Businesses have spoken of the benefits of using electron microscopy at an event designed to showcase the cutting edge technology available to industry at the University of Plymouth
University helps to inspire teachers at regional computing conference
The Computing at School (CAS) Regional Conference, held at the University of Plymouth, featured presentations and workshops on topics including digital literacy, e-safety and artificial intelligence
Global campaign comes to Plymouth to raise profile of women in science
Female scientists from the University of Plymouth are supporting 500 Women Scientists, a global initiative which aims to empower women working in science
Beaches still struggling to recover following 2013/14 winter storms
New research involving the University of Plymouth shows that many beaches on the north coast of Cornwall and Devon have only recovered to around 75% of their previous states


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VTX Energy to Spend Billions on Acquisitions as Capital Providers Remain on Sidelines
The flight of capital from the E&P space is among the limiting factors keeping the U.S. from responding to the growing global demand for crude and natural gas, VTX Energy CEO Gene Shepherd told DUG Permian and Eagle Ford attendees.
Barbee
Thu, 05/19/2022 - 04:00 AM
Shepherd also said VTX is willing to pay for inventory in its hunt for assets, preferably in the Permian and Williston basins. Pictured, Gene Shepherd speaking at a previous DUG Permian Basin conference and exhibition while serving as CEO of Brigham Resources. (Source: Hart Energy)
FORT WORTH, Texas—Gene Shepherd, CEO of VTX Energy Partners, is on the hunt for $1 billion deals in the U.S. Lower 48 and the Permian Basin in particular.
But what the founder and former president and CEO of Brigham Resources LLC finds concerning as he wades back into the industry is that strong oil prices and formidable E&P returns haven't pushed capital providers to open up their wallets.
"The degree to which the financial community has been willing to overlook what appeared to me be very attractive returns and … the practical needs of the growing global economy—that's alarming," Shepherd said at Hart Energy's DUG Permian Basin and Eagle Ford Conference and Exhibition on May 18. "That's a little bit alarming."
VTX is backed by Vitol, a global commodities trading firm that trades about 7.6 million barrels of oil and other productions daily. Vitol, Shepherd said, had a long history of investing in physical assets that complement their trading activities. In February, they teamed with Shepherd to begin investing in upstream activities in the U.S. Lower 48.
Such firms may well end up being the alternative capital source the world needs, particularly after the industry has weathered downturns, a pandemic and is suffering through chronic underinvestment.
Shepherd said the lack of access to capital for E&Ps remains an impediment for a world that isn't producing enough crude and natural gas to offset supply disruptions and geopolitical tensions in Europe.
Shepherd said the flight of capital from the space is among "the limiting factors that are restraining or keeping U.S. upstream from responding to the growing global demand for crude and natural gas."
Vitol intends to "deploy several billion dollars of equity capital" into the Lower 48, without a particular disposition to commodity type or basin, although Shepherd said his preference is the Williston and Permian basins because of his experience there as an explorer.
"We are pretty open-minded obviously," he said. "We have a lot of experience in the Permian and the Williston feels likes it's a little more mature."
VTX is intent on finding assets that have a large component of associated development and, "ideally, we'd like to be in a position to take over operations."
"It's really hard to buy something exclusively PDP," he said. "The benefit of having a large development opportunity set is that you might not get the commodity price right but you certainly have the opportunity then to go in after the fact."
If prices fall and service costs come down, that will give operators a chance to enhance a position's economics.
Shepherd's career has been firmly rooted in frontier exploration up until now.
Shepherd, as CFO for Brigham Exploration Co., said the company purchased its Williston Basin assets beginning in 2002 for an average of about $400 per net acre. In 2011, the company sold its assets to Norway's Statoil ASA, now known as Equinor, for $4.4 billion.
Then as president and CEO of Brigham Resources, Shepherd led the company in its acquisition of southern Delaware Basin acreage for $4,000 starting in 2013. In February 2017, the company sold to Diamondback Energy for $2.6 billion.
But as 2020 and the pandemic took a toll, as well as the headwinds of ESG and climate, "at that time decided to pivot," Shepherd said.
"We moved away from what had historically been more of an exploration frontier focus in favor of a strategy more focused around developmental opportunities [in a] recovering global economy."
However, Shepherd said he's optimistic that alternative capital will "attempt to fill the void" created by investors less constructive on upstream and the departure of most private equity funding sources.
Those capital sources have historically given the industry's smaller, more innovative E&Ps the ability to create advancements the shale sector has been reliant on for the past decade.
Still, Shepherd believes that organizations such as Vitol will come to the table, attracted to the industry's potential for returns.
"By virtue of a constructive view on commodity prices and … the associate return opportunity, that will attract capital back to the space,' he said.
Shepherd also said he expects a glut of marketed assets this year that, because of the scarcity of funding, will end up in "maybe busted or tabled processes," he said.
As for bid-ask spread concerns, Shepherd said VTX is willing to pay for inventory.
Part of our business today is you have this wide bid-ask spread and we'll just have to see, as prices normalize, if sellers and buyers can come to agreement," he said. "It feels pretty challenged right now."
Private Company VTX Energy Partners LLC
Private Company Vitol Group
Darren Barbee
Darren Barbee is senior editor for Oil and Gas Investor magazine.
Raising the Bar for ROV Operator Performance by Lowering the Bar for Entry
2023-01-31 - Technology companies Greensea and Blue Ring's partnership helps ROV operators become situationally aware without having to "context switch" from task to task.
How Much is a Digital Twin Worth?
2023-01-17 - HUVRdata and VEERUM partnered to engineer digital twin technology that contextualizes inspection data in virtual facilities and asset models.
ABS, Hyundai Heavy Industries Partner to Reduce Human Error
2022-12-06 - Hyundai Heavy Industries agreed to add autonomous navigation, maintenance and detection software to ABS ships.
Pipeline Integrity Monitoring Tool in Validation Testing
2022-12-09 - Technology company Plastometrex's portable unit will speed inspection of pipeline material properties.
ZEDEDA Partners with Emerson to Provide New Edge Computing Solution
2022-12-15 - This partnership will provide software-defined automation and revolutionize how customers can deploy and connect workloads within their distributed environments.


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Q: help with iperf and infiniband and multiple NIC I have two Dell servers in a rack in my server room:

*

*RHEL 7.9 x86-64 and iperf-2.0.13-1.el7.x86_64

*hostnames are A and B

*each has

*

*1 10GbE intel nic, having 2 ports

*1 1Gbps intel nic {traditional} having 2 ports

*1 mellanox infiniband card

*my network naming is

*

*em1, 10GbE port 1

*em2, 10GbE port 2

*em3, 1Gbps port 1, static ip 192.168.1.1 / 255.255.255.0

*em4, 1Gbps port2

*ib0, mellanox infiniband 100 gbps, static ip 192.168.2.1 / 255.255.255.0

*A is 192.168.x.1 and B is 192.168.x.2 where x = 1 for 1Gbps and x = 2 for infiniband

*I can ping between each and also scp between either on the infiniband 192.168.2.x subnet.

On A if I simply do iperf -s and on B I do iperf -c 192.168.1.1 is works and says 942 mbits/sec.  But on B if I do iperf -c 192.168.2.1 I get no route to host.
How do I use iperf in this scenario to see the transfer speed over specific network interfaces?  Specifically my ib0?  And eventually over my em1 10GbE when I get that set up?

A: Can you get the latest from sourceforge?  I'd suggest git checkout 2-1-1-dev and build that.
To your question, one can bind to an interface using the % convention, e.g. iperf -c 192.168.1.1%ib0
See the man page, NOTES section:
Binding is done at the logical level (ip address or layer 3) using the -B option and at the device (or layer 2) level using the percent (%) separator for both the client and the server. On the client, the -B option affects the bind(2) system call, and will set the source ip address and the source port, e.g. iperf -c  -B 192.168.100.2:6002. This controls the packet's source values but not routing. These can be confusing in that a route or device lookup may not be that of the device with the configured source IP. So, for example, if the IP address of eth0 is used for -B and the routing table for the destination IP address resolves the output interface to be eth1, then the host will send the packet out device eth1 while using the source IP address of eth0 in the packet. To affect the physical output interface (e.g. dual homed systems) either use -c % (requires root) which bypasses this host route table lookup, or configure policy routing per each -B source address and set the output interface appropriately in the policy routes. On the server or receive, only packets destined to -B IP address will be received. It's also useful for multicast. For example, iperf -s -B 224.0.0.1%eth0 will only accept ip multicast packets with dest ip 224.0.0.1 that are received on the eth0 interface, while iperf -s -B 224.0.0.1 will receive those packets on any interface, Finally, the device specifier is required for v6 link-local, e.g. -c [v6addr]% -V, to select the output interface.


Match the designs and colours of childrens bunk beds. Matched colours and patterns will make your smaller bedding seems much more spacious. Even a bedding rug in a white, beige, and also other light shades can be chosen for a milder belief. In addition, ensure it is convenient to your own light in your bedding. In the event the light is already glowing, choose ikea loft beds furniture. Do not opt for the one with big designs or complex patterns. On the contrary, a bedding carpet with strip layouts will definitely create your bedding appear more. Do not neglect to decide on a bedding rug with all proper and high-quality materials.
The very first suggestion is determining your financial plan. Carefully figure out the price range you have with all the price of all childrens bunk beds you have the aim to get. Certainly learn how much funds you have to get the bedding set. Usually do not force yourself, and also your money, to obtain an expensive bedding set that you're not able to afford. Or, you can start looking to get loft bed ideas. Such as one with a exceptional offer or even a discount. You are able to request the team which one that has a distinctive discount or distinctive deal. Ensure that even though the price is more economical, the quality stays very good.
The next childrens bunk beds you are able to choose is winter wonderland using a sweet bit of burgundy. The mixture of reddish and white wine will almost create your white metal loft bed look lavish and elegant. You can begin with a heap of tiles that are lavish. This design will fit properly if you love lace, since it's possible to coat your bedding with smooth and soft silk velvet bedding. Embellished in Frette sheets, so you can add a few brass and laces made from silk curtains. In this manner, it is going to float over from the night-stands. You may as well accentuate it with black, to incorporate certain chic-ness on your bedding. The point will be to continue everything in the most suitable proportions, whereas the scale becomes your major key. It's mandatory that you be sure it stays grandeur and extravagant, just like a Parisian bedding. You may too include a small ring and mirror to improve up the uniqueness of it, something which is very modern-like but speaks of"you". What bedding style would you rather have?
Have you been needing of childrens bunk beds to beautify your own bedding? But in the event that you are, subsequently, you can read this short article as it provides several advice you may place among the list of one's decorating ideas. The initial you would be using a bedding frame using a slender build as well as look. loft beds for girls would ordinarily use a skinny bedding frame to get a bedding in order to balance the overall decoration employed on it. Using a lanky bedding framework, you're able to steer clear of making your bedding look so overwhelming by the level of the equipment and also the furnishings placed inside there. Assessing the color can be a superb thing todo.
The next solution for your kids are the loft bed ideas. Bedding Bath and outside of makes a wonderful choice should you need your kiddies possess a very simple but nonetheless interesting bedding. You might have discovered of the title also it's normal as the company's been around for very long in selling a few items for your own bedding, bathroom, and elsewhere. Even the bedding items, including for your children, are wonderful yet so simple and refined. You can try out the 6-drawer ambigu blouse produced by Da Vinci, the convertible crib, or cheetah-patterned bedding as childrens bunk beds on your lovely children!
There are a few additional wall decors for your own bedding. Washi cassette is an proper childrens bunk beds. Washi tape is just one of the sorts of tape with many colors and intriguing layouts. It will not just enable you to create with this specific tape. Washi tape is largely utilised for generating some wall decor and layout. You are able to utilize it for some purposes like gluing your photos on the walls and allow it to be look like a framework with an washi tape. An invention of image frame may be an additional element with all the filled with shade to design your own loft beds for girls.
This Childrens Bunk Beds the gallery form Kids Furniture Loft Bed. Hopefully you can find the best inspiration from our gallery here.


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Samantha Husband | 10 Bewitching Pictures
Samantha Akkineni is an Indian film actress who has set up her career in the Telugu and Tamil entertainment worlds and is a beneficiary of a few honors including four Filmfare Awards.
While seeking a degree in business, Akkineni worked on modeling assignments as a part-time job. She before long got offers for film and made her acting presentation in Gautham Menon's widely praised Telugu sentiment film, Ye Maaya Chesave (2010), which brought her the Filmfare Award for Best Debut Actress and a Nandi Award. Samantha then turned into the second actress to win both the Filmfare Award for Best Tamil Actress and the Filmfare Award for Best Telugu Actress in the exact year, for her exhibitions in the movies Neethaane En Ponvasantham (2012) and Eega (2012). From that point forward, she has essentially selected to show up in the main female part in saint driven Telugu and Tamil movies, acquiring film industry accomplishment with films including Dookudu (2011), the family dramatizations Seethamma Vakitlo Sirimalle Chettu (2012) and Attarintiki Daredi (2013) and AR Murugadoss' Tamil acton film, Kaththi (2014). Her work in the film An Aa (2016) likewise won positive responses and won Samantha her fourth Filmfare Award, while her next movies Theri (2016), 24 (2016), Mersal (2017), and Rangasthalam (2018) additionally were monetarily effective.
Close by her acting profession, Akkineni is a conspicuous VIP endorser for brands and items, while she additionally began her own NGO, Pratyusha Support, to offer clinical help for ladies and youngsters in 2012. She gives her profit from supports, item dispatches and initiation occasions to help the foundation.
She started dating entertainer Naga Chaitanya in 2010 and the pair got engaged in Hyderabad in January 2017. She got hitched in Goa according to customary Hindu traditions on 6 October 2017 and afterward by Christian traditions on 7 October 2017.
Akkineni Naga Chaitanya is an Indian film actor known for his work in Telugu film. For his exhibitions in different movies, Chaitanya won a few honors including Filmfare Award South for Best Debut, Nandi Award for Best Supporting Actor and SIIMA grant for Best Actor Critics.
Chaitanya made his presentation with Josh (2009), and later featured in Gautham Menon-coordinated Ye Maaya Chesave (2010). He at that point went on to play the lead in megahit movies, for example, 100% Love (2011), Manam (2014), Premam (2016), Sahasam Swasaga Sagipo (2016), Rarandoi Veduka Chudham (2017), Majili (2019) and Venky Mama (2019).
Chaitanya is the child of the entertainer Akkineni Nagarjuna and Lakshmi Daggubati, the daughter of producer D. Ramanaidu and producer D. Suresh Babu's sister. His maternal uncle Venkatesh and first cousins Rana Daggubati, Sumanth, and Sushanth are likewise actors. Chaitanya's got separated when he was a kid. His parents, later on, remarried. While Nagarjuna wedded the former entertainer Amala Mukherjee, Lakshmi wedded Sharath Vijayaraghavan, a corporate leader at Sundaram Motors. Chaitanya has one paternal half-brother, entertainer Akhil Akkineni.
Chaitanya spent his childhood in Chennai, where he lived for a long time. He was instructed at Padma Seshadri Bala Bhavan, Chennai, and at AMM School, Chennai. He at that point finished his graduation from St. Mary's College, Hyderabad. He communicated his longing to Nagarjuna to take up going about as his calling during his second-year school. He took on a three-month acting course in Mumbai. He got further preparing in acting and combative techniques in Los Angeles, aside from taking voice and discourse training for one year prior to making his acting introduction.
Let's have a look at a few alluring photographs of Samantha and her husband:
Have you guys read the article? Did you guys like to? Share your views with us through the comments section!
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Anil Kapoor Son | 10 Splendid Pictures
Mahesh Babu Son | 10 Adorable Pictures


text:
package com.github.wkennedy;

import org.springframework.boot.SpringApplication;
import org.springframework.boot.autoconfigure.SpringBootApplication;
import org.springframework.context.annotation.Import;

@SpringBootApplication
public class Section42Application {

	public static void main(String[] args) {
		SpringApplication.run(Section42Application.class, args);
	}
}

redpajama_set_name: RedPajamaGithub


While it's true that I like to leave the lawn long, there are times when the edges need to be tended or the whole garden will look a bit unkempt. I'm all for that, but when the grass gets to 3ft high, something needs to be done. The question then remains, to strim, or not to strim?
It's easy and cheap enough to pop down to the local garden centre and get a decent strimmer – but is that really the greenest way to tidy your lawn?
Electric or battery strimmers seem to be the greener option against the noxious fumes coming from a carbon based fuel source. Then again, if your source of electricity doesn't come from renewable sources it's defeating the object.
And the global environment isn't the only thing to think about. What about the thousands of hedgehogs and small animals that are killed each year by lawnmowers and strimmers?
For many years now, if I want the edges trimmed I use an old pair of kitchen scissors. It takes a bit longer and any hint of OCD can begin to show itself, but the pleasure of getting so close to the ground, smelling the earth, the rosemary as I brush past, the sweet, damp grass more than makes up for the extra time it takes.
Now I can understand if you have a large garden and a fetish for clean lines that my method of clearing the edges will seem insane to say the least. If you do stick to your strimmer, think about what could be having a snooze in the long grass and ask yourself – does it really need to be short?
I'm all in favour of kitchen scissors for edging the lawn and of getting down on your hands and knees to do it. You can, however, get long-handled trimmers for doing the job. I'm equally as keen to see a return to 'person powered' push-along lawnmowers (like people used to use) rather than the petrol-powered or electric variety. These are much better for the environment, the wildlife and the grass.
That's what we'll use for lawn control when the farm is up and running. And sheep.
There was an old man behind my grandparents who would do his entire lawn with scissors.
But then again, I was 7 at the time. lol!
Harking back to the Stately Homes of Tudor times, where horses and sheep were used to keep the lawns trimmed.
My father used to have 2 goats, Billy and Simon to keep the grass down. They stink! and they have big horns.
Thanks Antonia. Yes, I am on Twitter (@wildelycreative) – you can catch my latest tweet in the side bar too.


text:
Vivo NEX: An ultra-high screen cell phone, may soon launch with best AI features
Moupiya D.
Duly at the beginning of this year Vivo's Apex, a concept mobile phone was launched with 100% full-screen feature. It astonished the world as the manufacturer did something that Apple was expected to do. With the design of half-screen fingerprint and lifting camera, it quickly became the focus of people's eyes.
Vivo's next launch is named as Vivo NEX and it uses a design similar to that of the Vivo APEX concept machine. Reports say that the company is mass-producing this cell phone that occupies an ultra-high screen. It has a very high ratio on the front screen and also retaining the design of a lifting camera that makes it look really different.
Leaked on the Chinese website Weibo, the smartphone is shown with no notch or other kinds of intrusion into the viewfinder, there's a noticeable amount of chin at the bottom, but it's not as prominent as the chin on Huawei's P20.
The handset is powered by Qualcomm's Snapdragon 845 chipset accompanied by up to 8GB of RAM that runs on Android 8.0 Oreo with an OLED display panel. As rumored, Vivo NEX is supposed to be priced around Euro 559 which is roughly around Rs 47,000. Changes might take place until we get the official confirmation at the launch event on 12th June.
Via: Mobile China Huawei Smartphone Vivo


text:
Groveport-Madison High School is a high school in Groveport, Ohio, United States.  The school's mascot is the Cruiser, a horse tamed by John Solomon Rarey.

Cruiser Football

The current coach for the 2021-2022 season is Mitch Westcamp.

Eastland-Fairfield Career & Technical School

Notable alumni
 Le'Veon Bell, professional football player; selected by Pittsburgh Steelers in second round (48th overall) of 2013 NFL Draft
 Calvin Booth, former professional basketball player and general manager of the Denver Nuggets; selected by Washington Wizards in second round (35th overall) of 1999 NBA Draft
 John Feldmeier, attorney and Wright State University professor
 Thomas J. Hennen, astronaut
 Amor L. Sims, Brigadier general, USMC, during World War I and World War II
 Tony Lowery, former Wisconsin Badgers football quarterback, 1987 Big Ten Freshman of the Year, Arena Football League
 Lilia Osterloh,  professional tennis player
 Bryan Quinby, comedian and co-host of Street Fight Radio
 Eric Smith, professional football player; selected by New York Jets in third round (97th overall) of 2006 NFL Draft with highest compensatory pick in team history
 Wyatt Worthington II, professional golfer
 Dawuane Smoot, professional football player; selected by Jacksonville Jaguars in third round (68th overall) of 2017 NFL Draft
 Michael White, hip-hop artist, better known as Trippie Redd
 Aaron England (as AJ Appeal), credentialed motorsports journalist and racer, covering NASCAR, IndyCar, and NHRA racing events.

External links

References

High schools in Franklin County, Ohio
Public high schools in Ohio

redpajama_set_name: RedPajamaWikipedia


Has "Having Brand Purpose" Become A Marketing Bandwagon?
If you've been reading up on business growth or ways you can build your brand you have probably read some advice on the importance of having a purpose.
Some experts on the subject have even gone so far as to say that without it you simply won't survive in today's market place.
So what is a brand purpose?
A brand purpose is a mission or a goal set by a business that intends to have a positive effect on society as a whole or the community around it.
The role of the brand purpose is to bring together like minded customers and cultures so that together you can pursue that mission.
Let's take The Body Shop example. Since 1976 The Body Shop have connected with their customers through their commitment to activism. Their unwavering purpose is to have all animal testing banned in the manufacturing of cosmetics.
The Body Shop started out selling just 25 products in Brighton. There was a real emphasis on natural ingredients that were ethically sourced and cruelty-free. Even then, customers were encouraged to recycle packaging. Now the Body Shop range consists of over 300 products with more than 2500 stores worldwide.
With more and more companies looking to connect with their customers having brand purpose has shot to the top of the to-do list. Connecting to customers in more meaningful ways builds a long-lasting relationship and ultimately a life long customer.
I firmly believe that all businesses should start out with a clear purpose. And that this reason to exist will build the foundation of your business, attract the right people (customers, employees and partnerships) and enable you to flourish and grow.
What if you didn't start your business with a clear purpose? What if you're ready to grow your existing business and have been told that communicating a brand purpose will get you to where you want to be?
Take inspiration from Lush (the big soap brand). The marketing team at Lush decided to launch a national campaign (#Spycops campaign last summer) highlighting some serious breaches of trust between undercover police teams and social activists between 1968 and 2008. It didn't go down very well.
The mistake Lush made was that the vegan, handmade soap brand had no connection with police corruption. So it seemed less like a move for the greater good and more for their commercial gain.
They have (thankfully) changed tack since that little hiccup and have gone for a more 'on-brand' campaign. Introducing the #LushNaked campaign!
This particular campaign is tackling the issue of waste packaging, which makes a lot more sense. Lush has been known for it's reduced packaging and naked products since it's launch, so addressing the issues of the worlds plastic waste problems by being totally packaging free actually seems like a "natural" next step.
Can you add purpose to an existing business?
So can a bit of brand purpose be chucked in as an afterthought and added to your marketing toolkit?
Alex Weller, Patagonia's European Marketing director thinks not.
You can't reverse into a mission and values through marketing. The organisations that are struggling with this are probably the ones that are thinking about marketing first. The role of marketing is to authentically elevate that mission and purpose and engage people in it, but the purpose needs to be the business.
Alex makes a good point.
Using a purpose as a marketing tool to give you something to talk about, simply isn't enough.
If a product or service is born of purpose, it will probably get the head start on a brand that didn't.
I think it would be a mistake to go hunting for a purpose. The cause you decide to support, needs to align with your business culture and why you do what you do.
People aren't silly, they'll be able to see if your purpose is legitimate or whether you're just trying to push sales.
Every employee is a brand ambassador for your company. Unless they are inspired by your own campaigns, how could you expect consumers not working at the company to be inspired?
Whether your business is born from a purpose or a purpose finds you later, you have to actually follow it through.
Whatever positive effect you intend to have on society or your community, you can't just talk about it. You have to take actionable measures to try to achieve it.
Having a brand purpose isn't just a marketing exercise.
Which is why your purpose has to be very well thought through. Generating marketing collateral is one thing, but if your audience can't see that you're actively doing something they simply won't get on board.
For marketing to be successful you have to be able to communicate a difference to your audience that makes your product or service stand head and shoulders above your competition.
Let me take a step back a minute and explain what I mean by differentiation.
Differentiation is where you highlight the affinity your product or service has with your customer's needs and how different it is from other brands.
If you can credibly demonstrate the thing that makes you different and adds value to society in some way, you have yourself a purpose.
If not, what you're in need of is good old fashioned marketing through differentiation.
Which by the way, is still a perfectly acceptable way to go about your business.
As much as I admire purpose-driven brands that truly make a difference, I think there is absolutely nothing wrong with simply telling your customers why your product or service is the best at doing what it does.
So before you go headlong into building a brand purpose, think about the promise you'll be making not just to your customers but to society, and whether it fits with what you're business is doing now and most importantly whether or not your business actually has the capacity to follow through on that promise.


text:
Q: ValueError Traceback (most recent call last), python scrapy terminal i run this code on in terminal scrapy shell, it produce an error as ValueError Traceback. too many values to unpack (expected 2).
eg : brand - A , cat - AA,BB,CC,DD
     brand - B , cat - AA,SS,DD,FF
    scrapy shell
    cats = response.xpath('//*[@class="leftNavCategoriesNodePopup"]')
    brands = response.xpath('//*[@class="leftNavCategoriesNode"]')
    for cat, brand in cats, brands:
        ca = cat.xpath('.//*[@class="leftNavCategoriesNodePopupColumn"]/a/@href').extract()
        br = brand.xpath('.//*[@class="leftNavCategoriesNodeName"]/text()').extract()
        print(ca)
        print(br)

ValueError Traceback (most recent call last)

A: Are you sure , cats + brands are same in length ? if yes then use as:
for cat, brand in zip(cats, brands):
    #Your work goes here.

A:     cats = response.xpath('//*[@class="leftNavCategoriesNodePopup"]')
    brands = response.xpath('//*[@class="leftNavCategoriesNode"]')
    for cat,brand in zip(cats, brands):
        ca = cat.xpath('.//*[@class="leftNavCategoriesNodePopupColumn"]/a')
        br = brand.xpath('.//*[@class="leftNavCategoriesNodeName"]/text()').extract()
        for c in ca:
            cq = c.xpath('.//@href').extract()
            yield{'br':br, 'cq':cq}


text:
Exploring the relationship between cultural production and social movements. —Learn More
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Inaugurating Resistance Propaganda Party!
by KC
Thanks to everyone who came out for the Inaugurating Resistance propaganda party. For a write up of the event see: http://interferencearchive.org/inaugurating-resistance-propaganda-party-a-success/
Inaugurating Resistance Propaganda Party and Distribution Depot for Inauguration-related Protest
Interference Archive, January 14 & 15, 2017
12–5pm each day
What is a propaganda party? It's where we invite dozens of organizations, activists, designers, and artists producing materials around a political issue to hang out, meet each other, and distribute their flyers, stickers, posters, buttons, and more. All propaganda is FREE, and we encourage all to come by, grab a drink, and load up on as many posters and stickers they can carry. This next installment of our Propaganda Party is centered around the fallout from the election and upcoming protests around the presidential inauguration.
At our first two parties, we had over 100 people come through each, many who would never have come to a more-intensive meeting or talk around the specific subjects. For this one we want to expand our reach from individuals to groups, and encourage representatives from socially engaged spaces around New York City to swing by on the weekend of January 14–15 and (a) drop off copies of materials people in their communities are distributing, and (b) pick up piles of posters and stickers to further distribute out of their spaces.
We are inviting other social spaces in New York City—spaces where our communities and peoples gather—to join us in a networked distribution of agit prop where each space helps to distribute the materials that are meaningful and produced by all the others. Interference Archive is opening up our space on the weekend of January 14–15 from noon to 5pm each day for representatives from spaces and communities across the city to bring anti-inauguration/pro-community materials to give out, and to pick up similar materials to further distribution in their spaces. There will also be live screen printing and button making so bring anything (t-shirts, patches, bags) you would like to print a design on to.
We are already partnering with Print.Organize.Protest (http://printorganizeprotest.org/), the Disrict 13 house in DC, the Amplifier Foundation (http://theamplifierfoundation.org/), and are working on additional relationships. We will have, at a minimum, a dozen different poster designs and likely as many stickers, all for mass distribution. All materials that are not distributed in NYC will be sent to DC with people heading down to the protests there. Nothing will be wasted!
Please let us know (email: info@interferencearchive.org) if your organization wants to get involved, either by bringing material to the party to be distributed, or to become a further distribution point (i.e. pick up materials to bring back to and distribute from your space).
Propaganda Party Organizing Committee
Interference Archive, 131 8th Street No. 4, Brooklyn, NY 11215
interferencearchive.org
2020 Interference Archive.
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text:
Naked Project Runway Billboard Too Hot for L.A.
This billboard for the eleventyeth season of Project Runway, featuring a gaggle of nude models prostrating themselves before Tim Gunn and the Marie-Antoinettish Heidi Klum, was deemed too nekkid for public display in Los Angeles. But not New York. (Don't ever change, New York.) [Racked LA]
Nicki Minaj is on the cover of Marie Claire. She tells the magazine, "I've kind of become the poster child for doing the things that no one expects." Like parlaying a novelty rap act into a reality-T.V. hosting gig, magazine covers, and a K-mart clothing line. Unexpected! [Marie Claire]
Rita Ora is the new face of Madonna's Macy's line, Material Girl. She was paid a reported £500,000. [Telegraph]
Cara Delevingne showed Prince Charles her finger tattoo and giggled at a charity event in London. [Marie Claire UK]
• Labor groups are calling the alternative plan for Bangladesh designed by Gap Inc. and Wal-Mart a "sham" that won't improve garment workers' safety. [Raw Story]
• One year after announcing its pledge to only hire models aged over 16 who do not "appear" to have an eating disorder, Vogue's 19 global editions have apparently only violated the age pledge twice. But the commitment to "promote a healthy body image" via the magazine's imagery is arguably going unmet. [Fashionista]
Vogue Pinkie Swears to No Longer Use Underaged Models
In May, the 19 editions of Vogue magazine pledged to abide by a new set of rules governing their…
• Robyn Lawley, the plus-size model who is currently promoting a new line of swimsuits in sizes 8-18, says she wishes magazines hired a more diverse array of models, and not in a tokenistic way. "I wish it wasn't so rarely done," she sighed. "If [average-sized women] were included [on the runways and in magazines] on a regular basis no one would make such a huge uproar about it. But because it's rare, that's the reality." [Fashionista]
• Urban Outfitters is being sued for allegedly misleading customers into thinking that providing a ZIP code is necessary to complete a credit-card purchase. With a ZIP and a name, companies can use databases to find your home address and add you to mailing lists without your permission, a violation of customer privacy. [Buzzfeed]
• Fuck you and your Hampton house, I'll fuck your Hampton spouse. Net-A-Porter now offers same-day delivery to the Hamptons, via seaplane, so you can get your Hampton blouse faster. [WWD]
• Model/TED-talker Cameron Russell and her new venture, the online magazine Interrupt, are profiled in the Times. [NYTimes]
Marilyn Manson Is the New Face of Saint Laurent
Marilyn Manson is in the spring Saint Laurent campaign. There he is, staring out at you from the…
• The Times takes a look at the burgeoning tomboy fashion market. "Masculinity isn't just for men," says Mary Going, who founded an online suit store for women via Kickstarter after having a disappointing experience suit-shopping for her own wedding. [NYTimes]
• This year's Council of Fashion Designers of America/Vogue Fashion Fund finalists are: Misha Nonoo of Nonoo; Tim Coppens; Veronica Miele Beard and Veronica Swanson Beard of Veronica Beard; Dao-Yi Chao and Maxwell Osborne of Public School; Marc Alary of Marc Alary Jewelry; Juan Carlos Obando; Parabellum's Commodore Jason Jones; Tome's Ryan Lobo and Ramon Martin; Shimon and Ariel Ovadia of Ovadia & Sons; and Todd Snyder. [WWD]
• Christian Dior held an in-season fashion show in Moscow. [WWD]
• Boston's Museum of Fine Arts has a show devoted to the history and influence of hippie-era fashions. [NYTimes]
• Alexander McQueen is licensing some of its print designs for a seven-piece line with the U.K. home furnishings chain The Rug Company. [WWD]
• Fashionista writes up one of the softest, least product-intensive, and inexpensive blow-outs around: the one provided by your local quality Dominican salon. [Fashionista]
• Fast Retailing, the parent company of Uniqlo, reported strong results from the first nine months of this year, and announced its long-awaited U.S. expansion plans. Ten new Uniqlo stores will open in New Jersey, New York, Connecticut, and California this fall. Net profit for the period rose year-on-year by 21.9%, to $1.01 billion, and sales were up 19.1%, to $10.09 billion. [WWD]
• The Daily Front Row has quietly disappeared that column by that group of young fashion publicists and magazine staffers who related their charming tales of swag on Fire Island. [WWD]
Emma Watson Says Paris Hilton Owns Too Many Clothes
Emma Watson says seeing Paris Hilton's opulent, stuffed-to-the-brim wardrobe — Sofia Coppola filmed
• And now, a moment with Alexa Chung. Alexa, what should you do with your hair if you're going through a breakup?
"Hair is so linked to how we feel and everyone goes for something radical after a break-up, but my advice if you've just suffered heartbreak or you've broken up with someone, is to not touch your hair. It's the first thing women do, but you're not in a fit state to make decisions that are long-term – you'll have to spend the next four years growing it out. Don't have a fringe cut. Don't bleach it. Don't do anything, because you will regret it. Buy a lipstick instead. Go and kiss loads of other people, but don't f***ing touch your hair, as you'll still feel sad – and you'll have weird hair. I always think people's hair looks really weird when they're sad anyway. When my friends are heartbroken I can tell that they're sad; their hair just starts looking a bit forlorn. Like when Britney Spears got sad and shaved off her hair. That's the ultimate warning – heed that. If you're not feeling good don't do anything to your hair."
[Stylist]


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The certificates certify that the above-mentioned management systems are successfully applied in all areas of the company.
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