text:
Charting Transport
Looking at transport through graphs and maps
Useful references
Update on Australian transport trends (December 2018)
Fri 28 December, 2018
For more recent trend information – skip to the December 2019 update on Australian transport trends.
Each year, just in time for Christmas, the good folks at the Australian Bureau of Infrastructure, Transport, and Regional Economics (BITRE) publish a mountain of data in their Yearbook. This post aims to turn those numbers (and some other data sources) into useful knowledge – with a focus on vehicle kilometres travelled, passenger kilometres travelled, mode shares, car ownership, driver's licence ownership, greenhouse gas emissions, and transport costs.
Vehicle kilometres travelled
Road transport volumes are rising, and most of the traffic is of course cars:
Here's the growth by vehicle type since 1971:
Light commercial vehicle kilometres have grown the fastest, curiously followed by buses (although much of that growth was in the 1980s).
Car kilometre growth has slowed significantly since 2004.
In fact, on a per capita basis car use peaked in 2004 and then declined until 2014, with a little growth since. Here's the Australian trend (in grey) as well as city level estimates to 2015 (from BITRE Information Sheet 74):
Technical note: "Australia" lines in these charts represent data points for the entire country (including areas outside capital cities).
Darwin has the lowest average which might reflect the small size of the city. The blip in 1975 is related to a significant population exodus after Cyclone Tracey caused significant destruction in late 2014 (the vehicle km estimate might be on the high side).
Canberra, the most car dependent capital city, has had the highest average car kilometres per person (but it might also reflect kilometres driven by people from across the NSW border in Queanbeyan).
The Australia-wide average is higher than most cities, with areas outside capital cities probably involving longer average car journeys and certainly a higher car mode share.
Passenger kilometres travelled
It's also possible to look at car passenger kilometres per capita, which takes into account car occupancy – and also includes more recent estimates up until 2017:
While car passenger kilometres per capita also peaked in 2004, they have increased slightly in recent years in Perth, Adelaide, Brisbane, and Sydney.
BITRE also produce estimates of passenger kilometres for other modes (data available up to 2017 at the time of writing).
Rail use is highest in Sydney followed by Melbourne. You can see two big jumps in Perth following the opening of the Joondalup line in 1992 and the Mandurah line in 2007.
(note: this includes both public and private bus travel)
Australia-wide bus usage is surprisingly high. While public transport bus service levels and patronage would certainly be on average low outside capital cities, buses do play a large role in carrying children to school – particularly over longer distances in rural areas. The peak for bus usage in 1990 may be related to deregulation of domestic aviation, which reduced air fares by around 20%.
Darwin saw a massive increase in bus use in 2014 thanks to a new nearby LNG project running staff services, while investments in increased bus services in Melbourne and Brisbane in the first decade of this century led to significant patronage growth.
We can sum all of the mass transit modes (I use the term "mass transit" to account for both public and private bus services):
We can also calculate mass transit mode share of motorised passenger kilometres (walking and cycling kilometres are unfortunately not estimated):
Sydney has maintained the highest mass transit mode share, while Melbourne made significant gains between 2005 and 2009, and Brisbane also grew strongly 2007 to 2013.
Here's how car and mass transit passenger kilometres have grown since car used peaked in 2004:
Mass transit use has grown much faster than car use in Australia's three largest cities. In Sydney and Melbourne it has exceeded population growth also.
Mass transit has also outpaced car use in Perth, Adelaide, and Hobart:
In Canberra, both car and mass transit use has grown much slower than population, and it is the only city where car growth exceeded public transport growth between 2004 and 2017.
Car ownership
The ABS regularly conduct a Motor Vehicle Census, and the following chart includes data up until January 2018.
Technical note: Motor Vehicle Census data (currently conducted in January each year) has been interpolated to produce June estimates for each year.
Car ownership has continued to rise slowly in all states – except Victoria, which is consistent with a finding of declining motor vehicle ownership in Melbourne from census data (see also an older post on car ownership).
Driver's licence ownership
Thanks to BITRE Information Sheet 84, here is motor vehicle licence ownership per 100 persons (of any age) going back to 1971:
Technical note: the ownership rate is calculated as the sum of car, motorbike and truck licenses – including learner and probationary licences, divided by population. Some people have more than one driver's licence so it's likely to be an over-estimate of the proportion of the population with a licence.
There's been slowing growth over time, but Victoria has seen slow decline since 2011.
Here's a breakdown by age bands (note each chart has a different Y-axis scale):
Motor vehicle licence ownership rates have increased for people over 70 (presumably due to a healthier ageing population), and declined for people under 30.
Licencing rates for teenagers have been trending down in South Australia and Victoria recently, but not in other states:
The trends are mixed for 20-24 year-olds:
New South Wales and Victoria are seeing downward trends in the 25-29 age bracket:
Licencing rates for people in their 70s are rising in all states (I suspect a data error for South Australia in 2016):
A similar trend is clear for people aged 80-89 (Victoria was an anomaly before 2015):
(see also an older post on driver's licence ownership for more detailed analysis)
Transport greenhouse gas emissions
Australia's domestic non-electric transport emissions have increased steadily since 1990 and show no signs of slowing down, let alone declining (latest data at the time of writing is up to June 2018):
Depending on how you disaggregate total emissions, transport is the second largest sector and the fastest growing.
Here's breakdown of transport emissions (detailed data only available to 2016 at time of writing):
And the growth in each sector since 1990:
Domestic aviation has had the fastest growth, followed by buses. In more recent years rail emissions have grown strongly (note: most of this is rail freight as the vast majority of passenger train movements are electric). Car emissions have grown 27%, but make up the largest share of transport emissions.
Here are per capita transport emissions for each state:
The data is a bit noisy (largely due to fluctuations in aviation emissions). Here are road emissions per capita:
In 2016 there were sharp increases in Western Australia, Queensland and the Northern Territory, while most other states appear to be on a downward trend.
Car emissions per capita have been generally trending downwards in most states, again except Queensland, Western Australia, and the Northern Territory:
Of course if we are to avoid dangerous climate change, total emissions need to reduce substantially, not just per capita emissions!
It's possible to combine data sets to estimate average emissions per vehicle kilometre for different vehicle types:
It's difficult to see any significant reductions in emissions intensity, while average bus emissions intensity has increased recently (not sure why). Average car emissions have fallen slightly from 281 g/km in 1990 to 244 g/km in 2016.
However, the above figures don't take into account the average passenger occupancy of vehicles. To get around that we can calculate average emissions per passenger kilometre for the high person-capacity modes:
Of course the emissions per passenger kilometres of a bus or plane will depend on occupancy – a full aeroplane or bus will have likely have significantly lower emissions per passenger km. Indeed, the BITRE figures imply an average bus occupancy of around 9 people (typical bus capacity is around 60) – so a well loaded bus should have much lower emissions per passenger km. The operating environment (city v country) might also impact car and bus emissions. On the aviation side, BITRE report a domestic aviation average load factor of 78% in 2016-17.
Cost of transport
The final topic for this post is the real cost of transport. Here are headline real costs (relative to CPI) for Australia:
Technical note: Private motoring is a combination of factors, including motor vehicle retail prices and automotive fuel. Urban transport fares include public transport as well as taxi/ride-share.
The cost of private motoring has tracked relatively close to CPI, although has been trending down since around 2008. The real cost of motor vehicles has plummeted since 1996. Urban transport fares have been increasing faster than CPI since the late 1970s.
Here's a breakdown of the real cost of private motoring and urban transport fares by city (note different Y-axis scales):
Urban transport fares have grown the most in Brisbane, Perth and Canberra – relative to 1973.
However if you choose a different base year you get a different chart:
What's most relevant is the relative change between years – eg. you can see Brisbane's experiment with high urban transport fare growth between 2009 and 2017 in both charts.
To illustrate the data visualisation problem of choosing a base year – here is the same data for every base year between 1973 and 2018:
Hopefully this post has provided some useful insights into transport trends in Australia. A future post might examine the relationships between the data sets further.
1 Comment | Australian Cities, Brisbane, Car ownership, drivers license, Greenhouse Gas Emissions, Melbourne, Mode share, Mode shift, Road Traffic, Sydney | Tagged: BITRE, Pricing | Permalink
Posted by chrisloader
Questioning assumptions about transport trends (presentation to Transport Economics Forum)
Wed 21 March, 2012
On Tuesday 20 March 2012 I gave this presentation to the Transport Economics Forum in Melbourne using material from this blog and some recently released data in BITRE's Working Paper 127 on traffic growth in Australia. The presentation challenges some orthodox assumptions about transport trends in Australia and Melbourne.
When I get time, I hope to update existing posts to include the most recent data on (the lack of ) traffic growth.
Leave a Comment » | Australian Cities, Greenhouse Gas Emissions, Melbourne, Mode shift, Road Traffic | Tagged: BITRE, Short post | Permalink
Are congestion costs going to double? An analysis of vehicle kms in Australian cities
Tue 25 October, 2011
A frequently cited forecast is that the avoidable costs of congestion in Australia will double in most Australian cities between 2005 and 2020. These BITRE forecasts were published in 2007 (Working Paper 71), assuming continued strong growth in vehicle kms in our cities ("business-as-usual" conditions). But as this blog has demonstrated several times, transport trends have not been business-as-usual in recent years.
In August 2011, BITRE published revised estimates of vehicle kms in Australia (Report 124), derived from fuel sales data (using with fleet/fuel mix and fuel intensities etc).
How are we tracking with forecast traffic volumes?
I don't have access to the complex model BITRE used to forecast congestion costs, but vehicle kilometres is an obvious major driver of congestion costs, and it is easy to compare the 2007 forecast (Working Paper 71) of vehicle kms in major cities with the most recent estimates of actuals (Report 124):
Consistent with other evidence, the growth in vehicle kilometres appears to be significantly below forecast. In 2007, BITRE assumed that city travel growth would fall to population growth rates, and that mode shares of travel would remain static. They also assumed world oil prices would peak at around US$65 in 2008 and drop to the low US$50s by 2011 (in 2004 dollars). None of these assumptions have played out in reality.
When looking at the components of the vehicle km estimates, the estimated actuals (in Report 124) for 2009-10 appear to be 15% lower than forecasts for cars and light commercial vehicles. For trucks, the 2009-10 estimated actual is around 8% lower than forecast.
To be fair, there was little evidence of the emerging mode shifts available at the time. That said, a BITRE forecast presented at ATRF in September 2011 showed a return to business as usual upwards growth, despite the last 6 years showing little growth.
What cost of congestion might we have avoided?
The relationship between travel volume and congestion costs is not linear. It is usually conceptually represented as an exponential curve. That is, a small reduction in traffic volumes will have a large impact on congestion costs (as evidenced each school holiday period where a claimed 5% reduction in traffic volumes has a significant impact on congestion levels).
While I am not equipped to do a robust calculation, the recent shift away from private car motoring is probably having a significant impact on the avoidable costs of congestion. Estimated actual capital city vehicle kms in 2010 (117.9 billion km) were just under the forecast for 2004 (118.2 billion km). The estimated cost of congestion for forecast 2004 vehicle km levels was $9.1b, while it 2010 it was forecast to be $12.9b. Road capacity has been increased in most cities between 2004 and 2010, which would reduce congestion costs for the same traffic volume, so the difference in 2010 between actual and forecast avoidable congestion costs might be in the order of around $3 billion.
So what is happening with vehicle kms per capita?
In another post, I used BITRE yearbook data on motorised passenger kms per capita. BITRE Report 124 only includes figures on vehicle (not passenger) kms, but they are still interesting figures.
And in response to requests from across the Tasman, I've added New Zealand's one "big" city Auckland (data for 'Auckland Region' from their Transport Indicator Monitoring Framework, accessed October 2011).
Total vehicle kms per capita appear to be trending down in all Australian cities since around 2004/2005, with the sharpest drop in Melbourne in 2008-09. Auckland appears to be showing no such trend, with perhaps a flattening at best since 2005-06 (the vehicle km data is marked as under review, as is the public transport data which shows patronage growth of 25% in the four years to 2009-10).
Comparing values for different cities requires caution. The physical size of the urbanised area, and the administrative boundaries used to define cities will have an impact. For example, Adelaide shows up with lower vehicle kms per capita than Melbourne, even though it has much lower public transport mode share. The Adelaide urban area has a smaller footprint and is more constrained than Melbourne, which might explain this difference.
Car vehicle kms per capita appear to have peaked in either 2003-04 or 2004-05 in the five big cities, with Melbourne showing the biggest decline (a 14% decline since 2004-05).
The last two charts showed financial year estimates, but data is actually available at a quarterly level. I've created the following chart using simple interpolation of June estimates of residential population for each of the large Australian cities:
The underlying fuel data was actually seasonally adjusted, but there still appears to be some noise in the data (or the world may just be that variable, but I doubt it).
Vehicle use outside the big cities
What about traffic volumes in the rest of Australia? I've extracted the five big cities (Sydney, Melbourne, Brisbane, Perth and Adelaide) from the remainder:
The reduction in vehicle use does not appear to be limited to the big cities (most of which have seen strong growth in public transport). The trends for car km per capita outside the five cities are no different to overall vehicle use.
I should note: the report does not actually specify how vehicle kms for each state were split between capital city and other areas (section 8.2, citing unpublished data), but the fractions used were published.
What about total vehicle kms in cities?
While I like to look at per capita transport usage (everything is relative), it is instructive to look at trends in total volume as well. They provide some input into whether increased road capacity might be required, for example.
This charts shows that total vehicle kms in Melbourne, Sydney and Adelaide have been relatively flat since around 2004, while Auckland, Perth and Brisbane have shown continued growth. Perth and Brisbane show a downturn only in more recent times, but have had several years of declining vehicle kms per capita, the difference probably explained by stronger population growth.
How do BITRE Melbourne figures compare with VicRoads' data?
Here is a chart comparing vehicle km index values for Melbourne from BITRE report 124, and an index created from annual growth figures reported in VicRoads Traffic Systems Performance Monitoring reports (with fully revised history):
A significant gap opens around 2003-04, but this substantially closes from 2008-09. Both datasets show a stabilisation of total traffic volumes, with BITRE data stabilising one year later than for VicRoads. BITRE aimed to estimate total metropolitan traffic, while the VicRoads figures are based on a defined set of monitored roads that might not reflect total traffic, particularly in growth areas on the fringe.
(Note: I did a similar comparison of VicRoads data to BITRE Working Paper 71 estimates of actuals in an earlier post).
There is strong evidence that "business-as-usual" growth in vehicle kms is just not happening in Australian cities, and thus the 2007 forecast doubling of congestion costs by 2020 is very unlikely to play out.
The dampened growth in travel demand is probably saving the economy a few billion in avoidable congestion costs, and has implications on the need for multi-billion dollar expansions of road capacity (though changes in demand will not be uniform across road networks).
I'd also suggest it is important that planners and policy makers understand why travel demand trends have changed so significantly, and apply this understanding to forecasts of future demand.
I'd like to acknowledge BITRE for conducting the excellent work that went into Report 124 and making the data publicly available, without which this analysis would not have been possible.
1 Comment | Australian Cities, Melbourne, Mode shift, Road Traffic | Tagged: Auckland, BITRE | Permalink
Public transport patronage trends in Australasian cities
Sat 13 November, 2010
[updated 12 January 2015]
With some effort and assistance from others, I've managed to compile public transport patronage data for major cities in Australia and New Zealand. What follows are trends on what I do have, including figures for 2013-14 for most cities.
A large number of caveats are required around the data (particularly Sydney). I have used South East Queensland (the TransLink service area) and what I am calling Sydney and surrounds (the catchment for CityRail including Sydney, Newcastle/Hunter, and Wollongong/Illawarra). See below for full details.
Overall Patronage growth
This chart shows growth in patronage since 2001-02 (an arbitrary start year).
Several cities have shown very strong growth:
In Perth part of this can be attributed to the opening of the Mandurah rail line in late 2007.
Melbourne saw strong patronage growth between 2004 and 2011, with a particularly big jump in 2008-09.
South East Queensland invested in bus services between 2003 and 2009, including radial busways to the Brisbane CBD. However patronage peaked in 2009-10, and has been flat or declining since. This may be impacted by the floods and associated free travel periods (not counted as patronage), and recent above-CPI fare price rises. Also train patronage under the old paper ticketing system may have been overestimated – creating an inconsistency in the time series as people transition to Go Card.
Auckland and Christchurch had very strong growth to a peak in 2002-03 (attributed by some to a boom in international students), a lull and then strong growth again from 2007. Christchurch patronage fell dramatically in 2010-11 following a major earthquake that closed large parts of the CBD (where PT probably had a high mode share) and led to population decline.
The other cities are languishing significantly behind:
Sydney's problems with public transport are often discussed, and I understand there has been relatively little expansion in services in recent years. Some modest growth is evident from 2010 onwards. It is very difficult to obtain Sydney bus patronage data, and I do not have a 2013-14 data point.
Adelaide has not been investing significantly in bus or train services in recent years (although that is now changing). Patronage peaked in 2009-10. The completion of recent rail upgrades may see rises in the coming years.
Canberra has seen both funding cuts and increases over the years.
Hobart is included for completeness. I cannot comment on reasons for patronage trends there. Their annual report does.
Wellington has also had only modest patronage growth, although it maintains the strongest rate of public transport use in New Zealand.
Greater Sydney data is very difficult to obtain – mostly because private bus, ferry and light rail data is not published in any consistent form. In the above I have used a dataset prepared by BITRE and data published by the NSW Bureau of Transport Statistics.
Train patronage
Auckland train patronage growth is off the chart. 2013-14 patronage was around 508% higher than 2001-02 patronage, following 10 consecutive years of annual growth above 10% (there was actually a decline in patronage in 2012-13 of 8.3% but growth rebounded in 2013-14 to 14.4%). Auckland has been heavily investing in services, a new city terminal, and electrification. Patronage growth is off a very small base, such that percentage growth rates are very large.
You can see the significant surge in Perth train patronage following the opening of the Mandurah line in late 2007. Patronage has more than doubled in 10 years, although curiously declined in 2013-14.
Melbourne saw a steady increase in train patronage between 2005 and 2011, an easing in 2011-12, but further growth since then.
South East Queensland train patronage figures dropped after 2009. TransLink make a comment about a change of ticketing system impacting these figures in their tracker report (previous estimates probably being inflated), so it is unclear what the "real" trend is.
Adelaide train patronage dropped until 2012 as lines closed for extended periods to enable electrification works. Lines have reopened and electric services are running, with a bounce in patronage evident from 2012.
Bus patronage
South East Queensland is by far the standout for bus patronage growth, which has followed substantial investment in busways and increases in bus frequency. Patronage almost doubled to 2012 on SEQ buses, although there has been a decline post 2012.
Melbourne's bus patronage has grown significantly since 2006-07 onwards, although with a difficult to explain spike in 2011-12.
Perth's bus patronage is an interesting story. Between 2007-08 and 2009-10, patronage increased by 14%, while timetabled kms only increased by 2.8%. When the Mandurah line was opened in late 2007, buses that previously travelled into the city were converted into rail feeder buses. This significantly reduced the bus trip lengths and hence passenger trip lengths for people who now transfer onto trains (the introduction of transfers might also have increased total boardings more than the total number of "journeys"). Presumably it meant that bus frequencies could be improved and/or buses were reconfigured to meet travel demands that were not well catered for previously.
Ferry and light rail patronage
Brisbane ferry patronage almost doubled between 2002-03 and 2008-09, collapsed in 2010-11 following service suspensions and cutbacks resulting from flood damage, and then bounced back from 2011 and is growing stronger still. The strong growth to 2008-09 followed increased services, and fare integration with other modes.
Adelaide tram patronage grew significantly following the tram extensions into the city that opened in 2007 and 2010 (travel within the CBD area being free). For reasons better known to others, Adelaide tram patronage has declined since 2011.
Sydney ferry patronage has been mostly flat until 2013 (note: at the time of writing I did not have a good estimate of private ferry patronage (approx 9% of all ferry patronage) – from 2009-10 onwards I have simply assumed no change in those numbers for want of something better).
Boardings per capita
Trends in public transport patronage will of course be impacted by population growth, so the ratio of the two can be a good indicator of system performance.
However, it is not necessarily fair to compare cities. The Sydney transit area includes many urban areas significantly detached from the main Sydney metropolitan area, including the cities of Newcastle and Wollongong. South East Queensland includes the Gold and Sunshine Coasts. But the Melbourne catchment does not include Victoria's equivalent city of Geelong. The boardings per capita figure for the main Sydney and Brisbane metropolitan areas would likely be higher than the figures here. So it is more important to look at trends (household travel survey mode share figures may be a better method of comparison).
This chart shows Melbourne as the stand-out in terms of increasing boardings per capita, a trend that started in 2004-05 (as many other of my posts have shown), although with some decline in 2012-13.
South East Queensland showed an increasing trend between around 2003-04 and 2008-09 but has since been in decline.
Perth had a significant increase in 2008-09, following the opening of the Mandurah rail line.
Adelaide has declined in recent years (in part due to rail works) while Canberra and Hobart remain flat.
Sydney+surrounds has bucked the trend of the larger cities, with no great increase in boardings per capita.
Wellington has the highest boardings per capita in New Zealand (notionally higher than most Australian cities). When you take into account that Wellington does not have a heavily transfer-orientated PT network, a figure for PT "journeys" per capita for Wellington is likely to be very competitive with Melbourne and Sydney.
Auckland has seen some steady growth in recent years from a low base.
Christchurch had seen some small growth to 2009-10, but collapsed in 2010-11, after major earthquake disruptions in the city. They appear to have arrested the decline in 2012-13.
Again, I must stress that it is dangerous to read too much into comparisons between cities because of the somewhat arbitrary definitions of transit system area boundaries.
For New Zealand, I have used "service area population" estimates kindly provided to me by Ian Wallis and Associates (for up to 2009-10) and then applied district population growth rates to estimate 2010-11 (and subsequent) service area populations.
A slightly better measure than public transport boardings per capita might be public transport journeys (or linked trips) per capita. This is something I would like to explore more in a future post.
The BITRE yearbook includes data on passenger kms per mode per city. From this data it is possible to obtain estimates of mass transit passenger kms per capita (I say mass transit, as they do not distinguish public and private bus). Here's a chart using the 2014 yearbook data:
The trends are not dissimilar to my chart above. The BITRE figures are presumably a multiplication of estimated boardings (very similar data to mine) by estimated average route length (I suspect highly accurate time series, data on this is hard to find), or similar.
Long term patronage data
David Cosgrove from BITRE recently collated annual data on public transport patronage for all Australian capital cities, right back to 1900. His very interesting ATRF 2011 paper is here. He includes several summary charts which I won't repeat here. What follows is some further analysis of this particular dataset.
The following chart shows estimated public transport trips per capita over 110 years:
Note BITRE used Sydney statistical division population with all Cityrail patronage, which is different to my approach above. It probably explains why Sydney figures are much higher.
Public transport usage rates grew until Word War 1, dropped in the Great Depression, peaked during petrol rationing in World War 2, and then declined until around 1980. In the bottom right corner you can see several cities trending upwards in recent times.
It is interesting to see Canberra had comparatively very low rates of public transport use until the 1980s – perhaps the product a low density car-based city from the start? Although public transport was clearly important leading up to Word War 2.
The Darwin figures are even lower – I'm not sure of the history but perhaps Darwin only became big enough to need public transport in the 1950s, a time when the car was becoming widely affordable.
You can see a spike in Hobart PT use from 1975 to 1977 – when the Tasman Bridge connecting the two sides of the city was severed after being struck by a ship.
The paper also includes estimates of passenger kms by mode since 1945. Here is a chart showing public transport mode share of motorised passenger kms:
Again I think the Sydney figures are inflated by non-Sydney Cityrail patronage.
More BITRE analysis is available in this 2014 paper.
This stuff is important, particularly for Sydney figures. (Similar caveats would apply to the long-term data from BITRE immediately above)
Patronage is invariably an estimation exercise, as not all passengers buy or validate a ticket when they board. The methodology used by agencies probably varies quite a bit. For example, Translink don't seem to estimate free trips. The figures I have presented however are estimates of boardings (including boardings on journeys involving transfers). As far as I am aware, they include school children travelling on government funded bus services.
I have adjusted official Melbourne bus patronage figures to account for a change in estimation methodology.
Sydney bus patronage is very difficult to estimate, as figures are not routinely published for private operators. I've used a BITRE time series for Greater Sydney bus patronage (related to this paper).
The Sydney ferries figures include private operators (maybe 1-2 million per year), but I have had to estimate figures post 2009-10.
Sydney Metro light rail don't generally publish their patronage figures to great precision. The 2008-09 figure I have is 7 million (rounded to the nearest million).
I have calculated the population of "Sydney+surrounds" as a combination of SA3 areas covering metropolitan Sydney, Newcastle, the Hunter Valley and Illawarra region. Here's a map. Unfortunately it's not a perfect match for the footprint of CityRail and "outer metropolitan" bus services, but I think reasonably close, particularly for trend analysis purposes.
South East Queensland includes Greater Brisbane Statistical Area plus the SA4 areas of Sunshine Coast and Gold Coast.
For other cities I have used population figures for Greater Perth (which includes Mandurah), Greater Adelaide and the Melbourne Statistical Division (estimated for 2011-12 based on an SA2 mapping, as towns within the "Greater Melbourne" Statistical Area that are not in the old Melbourne Statistical Division are not counted in official metropolitan bus and train patronage figures).
For all financial year population figures I have averaged the June 30 estimates at either end of each financial year.
I have not included:
Hobart ferries (with limited commuter services)
Queanbeyan buses (which connect Canberra with the satellite town of Queanbeyan, just over the border in NSW)
Metropolitan V/Line services in Melbourne: diesel train services currently operate to Melton which is in the Melbourne Statistical Division and has bus patronage that is counted as "metropolitan". In previous years, V/line diesel trains also serviced the metropolitan area between St Albans and Sunbury and between Broadmeadows and Craigieburn (until these sections were electrified). I understand the metropolitan patronage on these services is in the order of a few million boardings per year, which is less than 1% of total Melbourne public transport patronage.
School holidays typically impact on public transport patronage (particularly suburban buses), and not all financial years contain the same number of (high patronage) school days as school holidays often straddle the June/July break of month. Different states have holidays in different weeks. This means that the individual growth figure for one year in one city might be impacted by up to 1-2% away from the underlying trend. However, this should wash out over several years for index values.
Compiling patronage figures is a very messy business. I've done the best I can, but I cannot guarantee that there are no omissions or calculation errors.
Data compiled by the "Federal Department of Transport" and the West Australian newspaper (credit to Andrew Probyn).
Victorian Department of Transport
Victorian Budget Papers
Metlink (Vic), now absorbed by PTV
PTAWA annual reports and TransPerth statistics
DTEI and DPTI (SA) annual reports, media reports and personal communications
NSW Bureau of Transport Statistics
Metro Tasmania Annual Report
TAMS annual reports (ACT)
BITRE
Translink (QLD)
Ian Wallis and Associates (NZ)
New Zealand Ministry of Transport, Transport Monitoring Indicator Framework
9 Comments | Australian Cities, Mode share, Mode shift, New Zealand cities | Tagged: BITRE | Permalink
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This post continues the Top Ten Things Not to Do with a historical background. This week is the anniversary of the 1901 smashing of twelve saloons in Kansas by women prohibitionists lead by Carrie Nation. If you have the ability to time travel to that event this list is designed to keep you out of trouble.
I did not know about this historical event, John. Great to learn about it in such an amusing way.
I have a question for ya. Answer me this: When do you have time to write books? I know you put a lot of research into your "Top Ten Things Not to Do with a Historical Background" thingy. So that's gotta take up some time. Then you gotta write the damn thing. Then you post about 1,100 other posts every day. So, when do you write your books?
Now, getting back to the booze angle. When I'm busy writing the next Great American Novel, I don't take breaks to bathe, let alone keeping my blog up. But … I do make time to keep my drinking up to par. I mean, it's in the bylaws of the writing guild. At the meetings, Hemingway, Fitzgerald, and London are held up as examples of what a writer should be. And I don't mean their prose, I mean their imbibing.
Anyway, I do enjoy reading your "Top Ten Things Not to Do with a Historical Background" thingy because I know all the history put forth is the real deal.
So I need to explain one thing. I only post once each day unless it is a special event. I try to keep my posts under 600 words. I do also write 1000 words a day on my WIP. So let's say worst case is 1600 (600 post +1000 WIP) words a day. This means I can get a book first draft in 90 days (in theory). I only publish one book a year so I have nine more months to correct the crap and get a final form.
I'm glad you haven't let your drinking slip and in all probibility the quality of your work given your intensity is far greater than mine. At least I think so. I'm also glad you like the top ten. I was a history minor in college and really enjoyed it.
I can really relate to the correcting the crap bit.
Whoa! On top of having a sensational name, Carrie Nation was all business all the time, wasn't she?
I would have abstained in her presence, no doubt about it.
Naw. You would have been temped to sneak a drink. All that "thou shalt not" would get to you.
She was something for sure. Lucky for everyone she chopped up bars and not people.
Yikes! Thanks for the heads up, John. I remember watching the movie Lizzy Bordon…almost as scary as Silence of the Lambs.
I never saw it. If you say it was scary I take your word.
I am assuming that Tiny hasn't gone on the wagon. Do you think he'd object to sharing? Again with the cantaloupe thing…Lizzy Bordon took an ax, gave her father… This is not going to end well, is it? Hmmm, what's interest and penalties on that fine after 118 years?
I don't like the thought of either meeting (or bumping into) Carrie, or of Tiny's big hand squeezing my head so he can use it as an extra marble.
Thanks for the Monday laughs, John.
I wouldn't last 2 seconds with Carrie. Beam me up, Scotty.
I wouldn't want to be on the wrong side of those women prohibitionists! Hide the Shives!!! Where do you get your ideas??
They float around in my head. I have to confess to having an imagnation that doesn't rest. Thank you, Darlene.
It's interesting how many folks have never heard of this event. I don't recommend offering to show them the proper technique for using an axe either. Something tells me they aren't in the mood.
Probably wouldn't go over too well. From the look of her, she's practiced on any number of chickens.
I'm really surprised by the number of people who haven't heard of Carrie Nation, too. And I'm even more surprised that no one brought up the classic event — also a bit back in time — when someone else volunteered a lesson in hatchet throwing. Despite the temptation to stop midway through, you have to watch it all the way through for the even funnier comment at the end.
I was watching that Carson show when it happened. I thought I was going to wet my pants I laughed so hard.
Like a few others here, this was an event I hadn't heard of – sounds like a doozy.
You can imagine the wood flying. Thanks, Teri.
C'mon Carry, Can't we all just get along? Let's talk about it over a beer.
I just got a good chuckle from the image of Tiny opening a cantaloupe with his bare hands! This one's got a lot to like, John — bourbon, hatchets, bear convention, hymn singing, the Chiefs, airplanes — whew! Nice photo, too — she certainly is the picture of determination!!
I can see the rightiouness in her eyes.
I honestly haven't heard of Carrie Nation and I'm now curious:) Another great list John for a Monday morning smile!
Thank you, Denise. Glad you liked it.
Hey, John, you had me with the title. Great # 3. I never mention Lizzie to any woman.
A very wise man, Andrew.
A blast from the past. Thanks, John haha!
John's list of problems a time traveler would have if he traveled back and were with Carrie Nation and her group as they smashed up a saloon.


Why Is Having High Cholesterol Bad?
Cholesterol is an essential substance found in every animal cell. It can be either our friend or our enemy, depending on how much of each type is carried. The waxy, fat-like substance does not mix in blood and is transported by lipoproteins, where it goes to many areas of the body.
Cholesterol is an essential substance found in every animal cell. It can be either our friend or our enemy, depending on how much of each type is carried. The waxy, fat-like substance does not mix in blood and is transported by lipoproteins, where it goes to many areas of the body. This can have a positive or negative effect, depending on where it is transported to.
Low-density lipoproteins carry cholesterol to the artery walls and harden them, causing serious health problems such as a heart attack or stroke. High-density lipoproteins, on the other hand, can remove fat from the artery walls.
Cholesterol is vital for many biological functions. It contributes to the structure of the membrane of cells. Cholesterol is an important component for digestive bile acids in the intestine. It also allows us to make certain hormones including progesterone, estrogen, and testosterone.
Smoking – damaging the blood vessel walls and making fat accumulation easier.
Unhealthy diet – eating foods high in cholesterol like red meat and fatty dairy products. Also, taking saturated fats and trans fats have been found to raise your cholesterol levels.
High blood pressure – high blood pressure damages the artery walls, making fat accumulate much faster.
Diabetes – high blood sugar increases LDL cholesterol and decreases HDL cholesterol.
Lack of exercise – exercise helps the body increase high-density lipoprotein levels and lower the low-density lipoproteins.
Family history – a family history of heart disease can place an individual at greater risk.
High cholesterol is also called hypercholesterolemia, which is an important risk factor for coronary heart disease, which is the cause of heart attacks. A reduction in high blood cholesterol levels lowers one's risk for heart disease.
High levels of low-density lipoprotein can lead to an increase of cholesterol in the arteries. On the contrary, high-density lipoprotein carries cholesterol to the liver for removal from the body. A build-up of cholesterol in the blood vessels can lead to narrowing of the arteries, called atherosclerosis, in which plaques are formed on the arterial walls and a restriction of blood flow persists.
If there is a clot in a coronary artery, the heart will not get enough oxygen. Without enough oxygen, the heart becomes weak and damaged, leading to a heart attack. Hence, it is always good to limit your intake of foods that are high in cholesterol, saturated fats, and trans fats and opt for a low cholesterol diet. You should also aim to eat more raw vegetables and less fried and processed foods. If you are concerned about your cholesterol levels, talk to your healthcare provider or dietician about how to lower cholesterol in a safe way that is best for your body.
Heart Protection Study Collaborative Group. (2002). MRC/BHF Heart Protection Study of cholesterol lowering with simvastatin in 20 536 high-risk individuals: a randomised placebocontrolled trial. The Lancet, 360(9326), 7-22.
Heart Protection Study Collaborative Group. (2004). Effects of cholesterol-lowering with simvastatin on stroke and other major vascular events in 20 536 people with cerebrovascular disease or other high-risk conditions. The Lancet, 363(9411), 757-767.
Ballantyne, C. M., Olsson, A. G., Cook, T. J., Mercuri, M. F., Pedersen, T. R., & Kjekshus, J. (2001). Influence of low high-density lipoprotein cholesterol and elevated triglyceride on coronary heart disease events and response to simvastatin therapy in 4S. Circulation, 104(25), 3046-3051.
Expert Panel on Detection, E. (2001). Executive summary of the Third Report of the National Cholesterol Education Program (NCEP) expert panel on detection, evaluation, and treatment of high blood cholesterol in adults (Adult Treatment Panel III). Jama, 285(19), 2486.
Ridker, P. M., & JUPITER Study Group. (2003). Rosuvastatin in the primary prevention of cardiovascular disease among patients with low levels of low-density lipoprotein cholesterol and elevated high-sensitivity C-reactive protein rationale and design of the JUPITER trial. Circulation, 108(19), 2292-2297.


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Temple University - Philadelphia,Pennsylvania
About Temple University
www.temple.edu
MSCHE
Temple University, referred to as Temple or TU, is a research public university in Philadelphia, Pennsylvania. The university was founded in 1884 by the Baptist minister Russell Conwell and was renamed the Temple College of Philadelphia. In 1907, the institution revised its status and incorporated it as a university.
The main campus is in North Philadelphia, about 1.5 miles (2.4 km) north of Center City. It occupies 163.58 acres at present. The university holds various other campuses even on international borders. The motto of the university is "Perseverantia Vincit" which means "Perseverance Conquers".
The university offers degrees in different majors and programs. TU provides 42 online programs across 10 majors such as criminal justice, business management, music, behavioral sciences, human sciences, and accounting. It utilizes a semester-based academic calendar.
The school runs a variety of research centers and institutes, including the Innovation & Entrepreneurship Institute, the Center for Sustainable Communities and the Center for Asian Health. For providing quality education the university is holding experienced faculty with a student to faculty ratio of 14:1 to ensure quality education and have proper interaction. The total student population of the university is 39,740 from various countries.
The university is licensed and accredited by the Middle State Commission on Higher Education.
Programmatic accreditation includes:
CAPTE
CSWE
1801 North Broad Street
As the university is very old and renowned, it holds various rankings. The following are the rankings provided by the U.S. News and Forbes.
104 in National Universities.
69 in Best College for Veterans.
99 in Best Value Schools.
105 in Top Performers on Social Mobility.
44 in Top Public Schools.
5 in Insurance (Business Programs)
120 in Best Undergraduate Engineering Programs.
1st Feb
Temple University is quite selective and is very strict in its admission process.
Temple suggests that students take either test in the spring of their junior year, as well as in the fall of their senior year. Results should be forwarded directly to the admissions office.
SAT or ACT scores are recommended but not required of applicants 22 years of age or older than that. The application deadline is Feb. 1 and the application fee at Temple University is $55.
With an average SAT score of 1238 and ACT score of 27, and an acceptance rate of 59%, we can fathom that TU admissions require the applicants to be good enough to get admissions.
Read More About Temple University Admissions
Room And Board The charges for an academic year for rooming accommodations and meals for a typical student.
Budget For Other Expenses
Total One Year Cost
There is a fee structure of the university which depends on the programs, or the major students want to get admitted to. Most important thing is that the university is dedicated to offer a wide range of undergraduate, graduate, and certificate programs at an affordable price.
The institution aims to provide education to all the students regardless of their income makes it unique from any other university.
Note: There can be a change in tuition fees every year.
The Net Price of the University is $23,192 while the average annual cost of the university is $33,004. Additionally, books and supplies and other fees come up to $1,124 and $899.
Total One Year Cost - $33,004.
For accurate cost calculation, students can check the program and tuition section by clicking below.
Explore Temple University Tuition and Cost
Public Relations, Advertising, and...
Radio, Television, and Digital Comm...
Teacher Education and Professional...
Business/Commerce, General
Human Resources Management and Serv...
Communication Disorders Sciences an...
Management Sciences and Quantitativ...
Rehabilitation and Therapeutic Prof...
Architectural Sciences and Technolo...
Electrical, Electronics and Communi...
Biochemistry, Biophysics and Molecu...
Natural Resources Conservation and...
Legal Professions and Studies, Othe...
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Visual and Performing Arts, General
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City/Urban, Community and Regional...
International/Global Studies
Middle/Near Eastern and Semitic Lan...
East Asian Languages, Literatures,...
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7% Hispanic
12% Asian
The students can reside on campus and N/A of Freshman Live On-Campus.
$8,004/year
The institution has several dining and meal plan options available to students and the average meal plan cost is around $3,912/year.
cherry and white
Crew-Rowing
On-campus housing facilities are offered to the students who wish to remain nearby. At TU, $14,484 is the normal expense for on-campus housing, which a student will be needed to pay, each year. Temple University has several dining and meal plan options for its students and the average meal plan at TU costs around $3,912 per year. The university considers the safety and security of its students to be paramount. At TU, campus safety and security features include 24-hr security patrol, campus emergency phones, 24-hr escort safety rides and mobile campus emergency alert. There are around 46% male and 54% female students enrolled at the university.
Total Needs based Scholarships/Grants
Total Non-Needs based Scholarships/Grants
At Temple University, its been recorded that 68% of full-time students get some sort of need-based financial assistance.
Paying for the educational costs is simple now with the college's policy to assist every student who is battling to pay for their tuition. The average monetary aid that a student gets for an academic year is $9,873.
The Federal-Aid provided comprises of Direct Subsidized Loan, Direct Unsubsidized Loan, Direct PLUS Loans, Federal Work-Study, and Federal Supplemental Educational Opportunity Grant.
The State Aid includes Pennsylvania State Grant while institutional aid by the college cover Temple University Grant, Fly in 4, Academic Merit Scholarship, Temple University 20/20 Scholarship, and many more.
The Military Aid in the form of Post 9/11 GI Bill and Tuition Assistance.
Besides this, a candidate receives gift aid, federal grant, state aid, and institutional aid adding up to $9,873, $4,893, $3,640, and $7,282 respectively.
Temple University federal school code is 003371.
Furthermore, you have more choices to pay for your college. Our financial aid guide page would probably be the best hotspot for you to tour the opportunities you have to pay at TU.
Explore Temple University Financial Aid & Scholarships
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redpajama_set_name: RedPajamaCommonCrawl


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Shamar Thompson-McKee High School Senior
Staten Island Urban Center Youth Leader & Our Urban Town Youth Writer
When the topic of black history comes up who do you think of? Do you think of Dr. Martin Luther King, Jr. or Rosa Parks because they made a monumental impact on society as we know it? There are many who have had an impact on the African American existence in America. Here is someone who has played a huge role in equality for all. Mary McLeod Bethune, an African American teacher was one of the great educators in U.S. history. She was a leader of women, an adviser to several American presidents and a powerful champion of equality among the races.
Born to slaves in the south, her family saved up enough money to buy a farm. At eleven years old, Mary went to school walking five miles to and from school each day. As she grew older, she started teaching others and received a scholarship to attend an all-girls African American school where she was taught by both black and white teachers. She continued her education always dreaming about doing missionary work in Africa.
Bethune saw a need to improve the education of African Americans right here in the U.S. and started a school in 1904 with only six pupils. There was no equipment and they used crates for desks, charcoal instead of pencils and ink from crushed berries.
At first Bethune did everything herself, teaching, administrative duties, bookkeeping and cleaning the school herself. She recycled supplies from garbage dumps. Her students helped with selling baked pies and ice cream. In Bethune's quest to ask for donations, she ran into James Gamble of Proctor & Gamble who contributed to the growth of the school helping her get staff and supplies. In 1923 Bethune's school merged with another school to become the Bethune-Cookman College. She was later appointed by President Franklin D. Roosevelt to be a special adviser on African American Affairs which also led to a long friendship with First Lady Eleanor Roosevelt. She received numerous awards and by the time of her death in 1955, more than 100 faculty had been hired at the Bethune-Cookman College and a thousand enrolled students. Today about 4,000 students are enrolled every year.


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SC Chef Ambassador Program
South Carolina Department of Agriculture
Hugh Weathers, Commissioner
Media Contact: Aaron Wood, 803-734-2182, awood@scda.sc.gov
FOR IMMEDIATE RELEASE – June 24, 2014
Columbia, SC – Governor Nikki Haley recently joined South Carolina Commissioner of Agriculture Hugh Weathers and South Carolina Department of Parks, Recreation and Tourism (SCPRT) Director Duane Parrish to introduce the South Carolina Chef Ambassador Program.
Each year, a Chef Ambassador will be selected from the state's four regions: the Upstate, the Midlands, the Pee Dee, and the Lowcountry. The Chef Ambassadors will serve for one year and will attend events around the state to perform cooking demonstrations, conduct educational discussions on healthy eating for children, and promote South Carolina staples in agriculture and tourism.
"We're excited about this program because it's another way for us to highlight all that we have to offer," said Gov. Nikki Haley. "We're proud of our restaurants and locally grown crops – and having our Chef Ambassadors travel the state, promoting these things, is going to be extremely helpful."
"South Carolina's amazing cuisine, delicious locally grown products and amazing destinations provide the perfect recipe for promoting the best of what the state has to offer. The Chef Ambassador Program will be a great tool for increasing demand for all things local," said Commissioner Hugh Weathers.
"The Ambassador Chef program will complement and enhance our tourism marketing efforts in South Carolina by showcasing our destinations' talented culinary professionals and creating greater awareness of our state's diverse dining experiences," said SCPRT Director Duane Parrish.
The following Chef Ambassadors were selected for their commitment to sourcing foods locally through Certified SC Grown and for striving to make their restaurants a destination:
Upstate: Chef Heidi Trull, Grits & Groceries, Belton, SC
Midlands: Chef Brandon Velie, Juniper, Ridge Spring, SC
Pee Dee: Chef Cooper Thomas, Victor's Bistro, Florence, SC
Lowcounty: Chef Brian Waters, Saltus River Grill, Beaufort, SC
Mansion chefs Steven Janowski and Jared Hudson will serve as advisors to the Chef Ambassadors.
Note to editors: See Chef Ambassadors' bios and photos included.
Chef Ambassador Bios
UPSTATE:
Chef Heidi Trull – Grits & Groceries, Belton
Heidi has developed her eclectic southern cuisine through years of training and experimentation. Heidi grew up on a large farm near Sumter, South Carolina loving the fresh, delicious food of the countryside. After high school, she immersed herself in her passion for cooking, and got a degree in Culinary Arts from Johnson and Wales in Charleston.
After completing her education, Heidi apprenticed herself to outstanding chefs for five years in order to learn the ins and outs of fine dining and restaurant operation. She gleaned valuable experience from Elizabeth Terry at Elizabeth's on 37th Street in Savannah, fed the stars at the Ritz Carlton in St. Louis, and finally settled in New Orleans to join Emeril Lagasse's NOLA with her husband, Joe. Heidi fit right into the tradition of culinary excellence in New Orleans and soon realized that she had a marvelous vision for a restaurant of her own.
Heidi opened Elizabeth's Restaurant, a lively place to enjoy delicious, affordable food in a laidback neighborhood called the Bywater – downriver from the French Quarter. A magnificent outpouring of word-of-mouth praise for her fresh, inventive comfort food and the restaurant's fun atmosphere helped Heidi grow her establishment, accommodating the flow of people from all over New Orleans and the world. She was given rave reviews in eminent publications like Gourmet and Southern Living, and won awards for her consistently excellent restaurant.
When she and Joe realized that they wanted to head home to the Carolinas to raise their son, Tom, and get back to the land where the food is grown, she knew that a new restaurant was in her future. And thus was born Grits and Groceries. Now Heidi splits her time between the restaurant and horseback riding with Tom through the nearby fields.
Contact Information for Chef Trull
Email: heidi@gritsandgroceries.com
Website: http://gritsandgroceries.com/
MIDLANDS:
Brandon Velie – Juniper, Ridge Spring
Juniper's owners, Brandon and Jeanne Velie, opened the restaurant five years ago on East Main Street in Ridge Spring and since then, it has been well-received in the community. Their restaurant is housed in a building with a past just as colorful as the local artwork that adorns the walls. Built in the 1890s, this building was once a hardware store and an auto parts store. Today, Brandon and Jeanne have turned it into a dining destination in this rural community.
Brandon studied culinary arts in the U.S. Marines where he learned to cook, and Jeanne worked in varying positions in the restaurant business for years, but Juniper is the first restaurant they have owned. Before moving to Ridge Spring with their children, they lived in Virginia where together they learned to appreciate local farmers markets and buying locally grown. That appreciation has driven their selections for the meals served at Juniper.
Contact information for Chef Velie
Email: restaurant_juniper@hotmail.com
LOWCOUNTRY:
Brian Waters – Saltus River Grill, Beaufort
Chef Brian Waters, a native Beaufortonian, began his cooking career with Plums Inc. some 11 years ago by chance. What started as side job in the kitchen of Plums Restaurant has turned into a full-fledged career as the Chef of one of the top restaurants in Beaufort, Saltus River Grill.
Waters' talents were quickly identified and he soon found himself studying under then-Saltus Chef James Spratling for several years. His exceptional work allowed him ample opportunity to meet and learn from renowned regional chefs by way of events like the annual "Chef's Feast" and "Great Chef" occasions. Through guidance from Spratling and various professional development opportunities provided by Plums Inc., Waters has been able to dive into the culinary trade and find his unique voice. Waters' goals for Saltus involve maintaining a commitment to serve as many local products and house made items as possible and making every effort to refine – and redefine – the dining experience for his guests.
Contact information for Chef Waters
Email: saltuschef@yahoo.com
Website: http://saltusrivergrill.com
PEE DEE:
Cooper Thomas – Victor's Bistro, Florence
Cooper Thomas comes to Victor's after serving as Executive Chef at the Belvedere Club & Resort, Wild Dunes Resort in Isle of Palms, South Carolina, Jeff Ruby's Waterfront Restaurant and the University of Cincinnati, both in Cincinnati, Ohio. He graduated from the College of Charleston and prestigious Johnson and Wales University with a Culinary Arts & Food Management degree. He has worked under some of South Carolina's best chefs, including Bob Waggoner and Michelle Weaver at Charleston Grill.
Victor's was recently recognized last month with a Certificate of Excellence by TripAdvisor.com, based on outstanding customer reviews. It also has been awarded "Best of the Pee Dee: Fine Dining" each of the past eight years and is the only restaurant in Florence to have received the 3-Diamond rating from AAA.
Contact Information for Chef Thomas
Address: 126 West Evans Street, Florence, SC 29501
Email: cooper.thomas@victorsbistro.com
Website: http://www.victorsbistro.com


Richard Sandoval, who was crowned the "father of Modern Mexican" by The Financial Times, combines authentic Latin ingredients with international flavors and inventive techniques, to create new and unexpected concepts and cuisines such as modern and coastal Mexican, Latin-Asian, Peruvian and Pan-Latin.
Sandoval's first Japan venture has opened in Ginza. Depending on the situation, it is used as casual for cafe and bar, or used as elegant and stylish restaurant. Enjoy your time with our modern Latin dishes.


We offer private transfer service from Rome (Any Address) to Castel Romano Outlet.
The distance between Rome City and Castel Romano Outlet is about 26 km, the estimated time of the trip is about 40 minutes.
The transfer to Castel Romano Outlet will be comfortable due high level of cars well equipped for make your ride safe and enjoyable.


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So You Think You Can (Steal a) Dance?
http://www.jayaramlaw.com/wp-content/themes/Corpus/images/empty/thumbnail.jpg 150 150 Vivek Jayaram Vivek Jayaram http://1.gravatar.com/avatar/ac26400a95845604bbd8a5e558769b33?s=96&d=mm&r=g January 15, 2019 January 15, 2019
By Vivek Jayaram
vivek@jayaramlaw.com
Fortnite is the most popular video game in the world, earning in the neighborhood of $300 million a month. Leading the charge into the new billion-dollar frontier of esports – the moniker given to the world of competitive, organized video gaming – Fortnite is changing the way gaming industry professionals monetize video games. But one of its biggest sources of revenue —dance "emotes" — are now under legal scrutiny from three plaintiffs that claim to have created them. Studios like Epic, who developed Fortnite, sell its emotes for $5 to $10, generating hundreds of millions in monthly revenue earned by the battle royale phenomenon.
The first case was filed by rapper Terrance Ferguson, who performs and records under the name "2 Milly." Earlier this year, Epic put Mr. Ferguson's signature dance, the Milly Rock, into Fortnite as an emote called "Swipe It." Ferguso – and later, Chance the Rapper – accused Epic for exploiting the art of black performers for its own economic interests.
The second lawsuit was filed by actor Alfonso Ribeiro, the actor most well-known for portraying Carlton Banks on the 1990s hit "The Fresh Prince of Bel-Air." His signature dance, known to Fresh Prince fans as "The Carlton," was turned into a Fortnite emote called "Fresh."
The third lawsuit was filed by Russell Horning, also known as "Backpack Kid." Mr. Horning, who is only 17-years old, popularized the floss dance, which was also incorporated into an emote on Fortnite.
Pierce Bainbridge Beck Price & Hecht LLP, a litigation boutique based in Los Angeles, represents all three plaintiffs. The theory of the plaintiffs' cases is quite simple: by using each of the plaintiff's dance moves in the video game without written consent, Epic is committing copyright infringement and violating each of the plaintiffs' right of publicity. For these violations, the plaintiffs seek damages; presumably, they seek to disgorge some of the extraordinary profits made by Epic in connection with Fortnite.
Dance moves generally are not entitled to copyright protection under the United States Copyright Act, unless they rise to the level of "choreography." When considering whether a work is "choreography," the law generally considers several factors, including the presence of rhythmic movements from a dancer's body in a defined space; compositional arrangement into a coherent, integrated whole; musical or textual accompaniment; and dramatic content such as a story or theme. The works must additionally have a sufficient level of original authorial contribution, which means that they must be independently created and contain a sufficient amount of creativity.
Historically, social dances, simple routines, or ordinary motor activities have not been protectable under copyright law for a pretty simple reason: protection in this manner would chill creativity and expression. For example, if Michael Jackson's "moonwalk" were registered as a protectable work of copyright, then anybody who does their best Billie Jean at a wedding and puts that video up on YouTube could potentially find themselves defending a lawsuit for copyright infringement. These issues simply have not been squarely addressed by the Federal Circuit Courts or the United States Supreme Court. In other words, we don't really know what the law is in this particular area.
Once a plaintiff demonstrates that its dance is protectable (probably the most substantial hurdle for these plaintiffs), it still has to prove that the Fortnite emote's dance moves are substantially similar to its own. This might not be so difficult for these plaintiffs, but they each have to overcome other potential defenses. Mr. Horning, for one, may have popularized the dance in 2017, but Epic and others have argued that this dance has been around for several years, when Mr. Horning was not yet a teenager. In Mr. Ribeiro's case, agreements he signed with the producers of "The Fresh Prince" might strip him of standing to sue in the first place. In other words, he might not own the dance he created if he did so under a work for hire or other contract with the producers of the show. There's also been some chatter that "The Carlton" itself was lifted from the famous Courtney Cox dance from Bruce Springsteen's 1984 "Dancing in the Dark" video.
The gaming industry remains innovative and extremely profitable. While it seems philosophically unfair to allow companies like Epic to profit off of someone else's creative expression without their consent, maybe they are just taking advantage of the fact that the courts and the statute have been unclear on the issue of infringement as it relates to dance. These cases recall Solid Oak Sketches, LLC v. Visual Concepts, LLC, in which several well-known NBA stars are represented in a video game by digital avatars which strive for an accurate reproduction of the players – i.e. popular players such as LeBron James or Stephen Curry are reproduced digitally, down to every detail, including their famous tattoos. But where the Solid Oak defendants have a strong fair use defense – I mean, many legal commentators believe that Lebron James should be able to license his likeness to whomever he pleases, ink or not – Epic's best defense lies in the inherent protectability of the dances themselves, not any fair use defense.
It will be interesting to see how these cases play out. Given our work with clients and brands that are constantly creating content that contain potential third party IP, the result of these cases could guide how many in our orbit continue to do business.
Home » Infringement » So You Think You Can (Steal a) Dance?


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Improved On-boarding, Coaching, Sharing, and Training for the Oldest—and Loudest—Team in the NBA
nightly audience
faster close rate
reduction in sales rep time spent on proposals
Since owner and Chairman Vivek Ranadive purchased the team in 2013 — securing the team's future in Sacramento – the Kings have committed to a new philosophy centered around technology, globalization, and using sport as an agent of social good. The team and their faithful fans—the loudest in the NBA according to Guinness—have a new home at Golden 1 Center in downtown Sacramento starting with the 2016–17 season. The carbon-neutral arena will be the most technologically advanced in the country, providing loyal season ticket holders and NBA enthusiasts a basketball experience like no other.
Bigtincan Products
Bigtincan Engagement Hub
Pumping up sales—and the sales team
Phil Horn, Vice President of Ticket Sales and Service, knows that a packed house has a positive ripple effect on all aspects of each game and the success of the franchise. "We create memorable and valuable experiences for more than 17,000 people that fill our building," he says, and he marshals a team of 50 to make it happen on a nightly basis.
But identifying which sales leads to invest time and energy in was difficult. According to Corporate Sales Manager Trevor Derrett, "I knew there had to be a better way to know whether my customers were actually engaged in what we were trying to sell or if they were just telling me they were."
Thanks to the Bigtincan Engagement Hub, there is a better way.
Instant feedback on lead engagement
The Engagement Hub has been a complete hit with sales – from the most junior reps through to seasoned veterans. Bigtincan helps reps focus on the most promising leads, saves reps time during the sales cycle, and improves coaching.
"Bigtincan's Engagement Hub has been instrumental in helping us focus our resources," says Derrett. "Being able to see that prospects are actually looking at the information they said they are interested in has really helped us speed up the sales cycle."
Director of Sales, Justin Petkus also extols the time-saving virtues of templates, content management, and live pitch. "A proposal takes a rep, on average, 15 to 30 minutes to build. So when they're able to go straight to a template and make a few small edits based on a seat location or a customer name, that can save them 90% of that time." And when it comes to the Live Pitch feature, Petkus measures the time it saves in weeks, turning protracted back-and-forths into right here, right now pitches.
Sales leaders rely on Bigtincan's analytics and recordings to help improve staff that may be underperforming. "If one teammate is doubling the amount of live meetings and we can correlate that to the sales success that they are having, it's a very easy opportunity for us to have a coaching moment with our other sales staff." Horn is continually reevaluating best practices based on the analytics Bigtincan provides.
Bigtincan turns ordinary sales reps into all-stars
The Kings have seen sales reps transform their performance by using customer engagement insights on how prospects are engaging with their content. They leverage the Engagement Hub to connect with customers faster and more effectively, which improves response rates and enables better meetings. The sales leaders at the Kings rely on Bigtincan's analytics to identify and scale best practices across the team, making every rep an MVP.
Petkus says Bigtincan helped him close a six-figure sale when nothing else would work. When a potential customer proved impossible to pin down, Petkus told him all he needed was 30 minutes for an online meeting. "We were able to walk him through our entire premium proposal. We were also able to send over the contractual agreement and walk him through each of the steps. And we were able to close the deal on the spot."
Horn likes how Bigtincan is leveling the playing field between the veterans and the junior reps on his staff. "I've seen Bigtincan be an incredible game changer with our newest reps," Horn says. "With a tool like the Engagement Hub our new reps can actually come in from day one, start sending out professional proposals, and engage with a customer in a way that maybe only a veteran rep could know how to do from training and experience."
The success is clear. Horn says Bigtincan has completely changed his department, energizing his sales team and making them more excited to collaborate. "What we've seen is about a 3x increase on closing deals in our pipeline with Bigtincan versus those we close without this great tool. At the end of the day, the results speak for themselves."
See our next customer story
Bigtincan Aids in the Acquisition of Over $50M in Revenue
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HELP FIND THESE PEOPLE…THIS BABY NEEDS YOUR HELP!
Please share this video with everyone you know. There is an innocent babies future at stake here.
Someone knows these people! If you know recognize these people, please care enough about this baby to call Crimestoppers. You will remain completely anonimous!
REWARD! Call 1-800-432-9240 or 1-712-374-2424 REWARD!
Do you know these people or this little baby?
There is a big REWARD waiting for you.
The small red car heading out of the parking lot at Sapp Bros. is their car.
Do you know who the man in the green t-shirt is?
Does the man in the red shirt and black t-shirt look familiar to you?
How about the younger woman in the green shirt at the check out? Do you know who these people are?
We know they live in a radius of 150 of Nebraska City Nebraska. And most probably even closer. So please share this video and post. Someone will be able to help us save the baby!
We desperately need your help in finding these people. We have something of theirs.
Crime stoppers 1-800432-9240 Did I say there is a big REWARD for finding and prosecuting these folks?
Thank you for your help. Thank you for sharing this post and video.


text:
Доро́шко Фе́дір Васи́льович(*1888, або 1882, хутір Дорошків, Чернігівська область — †21 квітня, 1938, київська тюрма НКВД) — член Української Центральної Ради. Бандурист часів першої радянської окупації.

Жертва сталінського терору.

Біографія
За фахом Федір Дорошко був годинникарем і працював на київському заводі «Арсенал». В 1917—1918 роках він брав активну участь у військових формаціях УНР, був членом Центральної Ради.

Гру на бандурі він вивчав у кобзаря Івана Кучеренка. Був учасником Київської державної капели бандуристів. Відомі твори з його репертуару — «Дума Про удову» та «Черниця Мар'на».

Російський комуністичний терор
Уперше Дорошка заарештовано за «антирадянську діяльність» органами ЧК у 1919 році, вдруге — 15 грудня 1937 року як «керівного учасника контрреволюційної шпигунської повстанської організації». 22 грудня, під час допиту працівниками НКВД, заперечував, що нібито він був агентом японської розвідки, але визнав, що був активним учасником Центральної Ради 1917—1918 рр. Щоправда, після тривалих тортур почав обмовляти себе та друзів-бандуристів.

Після допиту у цій справі були заарештовані інші учасники Київської капели бандуристів, зокрема Георгій Копан. 11 квітня 1938 року був виданий наказ розстріляти Федора Дорошка разом з Г. Копаном, Коцюбою, Решетилом та Іваном Дорошком. Проте, згідно з довідкою міліції, Федір Дорошко помер 21 квітня 1938 року о 6.25 від паралічу легенів — вочевидь, під час тортур. Четверо інших бандуристів, які були обвинувачені в цій самій справі, убиті працівниками НКВС 28 квітня 1938 року о 23.00.

У жовтні 1958 року реабілітований радянською прокуратурою.

Література
 Литвин М. — Струни золотії — «Веселка», К.:1994 (117 с.)
 Самчук Улас — Живі струни — Детройт, США, 1976 (468 с.)
 Черемський, К. П. Повернення традиції / К. Черемський. — Х.: Центр Леся Курбаса. — 1999. — 288 с.
 Черемський, К. П. Шлях звичаю / — Х.: Глас. — 2002. — 444 с.
 Kuromiya Hiroaki, The Voices of the Dead — Yale University Press, London 2007

Джерела

Бандуристи
Вояки Армії УНР
Діячі УЦР
Репресовані бандуристи
Розстріляне відродження
Жертви Великого терору з Росії
Репресовані
Репресовані в СРСР
Українські годинникарі
Персоналії за алфавітом
Народились 1888
Уродженці Чернігівської області
Померли 1938
Померли 21 квітня
Артисти Київської капели бандуристів
Посмертно реабілітовані

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Senior Citizens are at risk for Vitamin D deficiency in the winter. While this essential nutrient comes from some foods, most of it is produced in the body. Exposing bare skin to Ultraviolet B rays triggers production.
Shorter days in the winter lead to limited sun exposure. Also, long sleeves and coats block sunlight. When the sun is at a low angle, the atmosphere blocks more UVB rays. In New Jersey, you can only make Vitamin D from the sun between April and October. After that, the sun is too low in the sky to trigger production.
Senior Citizens are at risk when they don't have enough Vitamin D in their system. This micronutrient is essential for strong bones and muscles. Older Adults are already at high risk for bone density loss and muscle weakness. Low levels increase the risk of cardiovascular disease, cognitive impairments, and cancer.
There are several factors that impact the risk of deficiency.
1. Skin Color – Melanin protects your skin against UVB rays. More melanin (dark skin) means your body produces less Vitamin D.
2.Advanced Age – Senior Citizens are prone to deficiency due to various risk factors, including dietary intake, skin thickness, and impaired intestinal absorption.
3.Dietary Choices – You can get this essential micro-nutrient from certain foods such as fish and dairy.
4. Latitude – Living far from the equator means little sun exposure in the winter. Many northern locations do not get enough UVB rays in the winter months.
The signs and symptoms of a Vitamin D deficiency are subtle. Many people don't realize they have a deficiency. Still, it can have a significant negative impact on quality of life. Here are some warning signs to watch for.
Frequent Infections – The right nutrients help keep your immune system strong. If you get sick often, you may have a deficiency.
Fatigue – Insufficient Vitamin D can lead to chronic tiredness and fatigue.
Chronic Pain – Deficiency can be a contributing factor in bone, muscle, and lower back pain.
Depression – Research shows a link between depression and Vitamin D deficiency in Senior Citizens.
Hair Loss – Hair loss in women could be due to insufficient micro-nutrients.
A medical doctor can help you know for sure if Vitamin D deficiency is causing your chronic fatigue and pain. Get your blood levels checked with a simple blood test. Next time you have a blood test, ask your doctor to also check Vitamin D levels.
The blood test results will show how many nanomoles per liter (nmol/L) you have. Deficiency is less than 27.5 nmol/L. The low range is between 27.5 to 50. Whereas, 50 to 125 is adequate. High is between 125 to 400. Anything above 400 nmol/L is a cause for concern.
In the winter months, your body may stop producing Vitamin D due to limited UVB rays. Senior Citizens can take supplements and eat foods rich in the nutrient. Natural food sources include milk, grains, and seafood like tuna. Try this easy and inexpensive recipe.
2. Mix tuna, soup, milk, peas, soup and noodles in a casserole dish.
3. Bake for 30 minutes or until hot. Stir.
4. Mix bread crumbs with butter in a bowl and sprinkle over tuna mixture. Bake for 5 minutes or until the bread crumbs are golden brown.
An in-home Companion or Certified Homemaker-Home Health Aide can assist the Senior in your home to stay healthy through this winter season and all year long. Call us to help make a difference in their lives, as we are Families Helping Families 908-788-9390.


This is a little bit like the old college prank of trying to see how many kids can squeeze into a telephone booth. Pretty soon everyone's too close for comfort!
In this PCB assembly challenge, someone made a mistake and created a layout for rows of dual-flat no-leads (DFN) SMT packages without taking into account the size of the component bodies. The footprints are too close together, and the bodies of the components are touching.
Because they don't all fit, as the packages are lined up there isn't enough room, and alignment issues develop for some of the IC locations. They're forced off their footprints, while others appear to be acceptable.
Figure 1. With DFN footprints too close to one another, component bodies are actually touching and causing alignment issues, literally forcing others off their footprints.
As can be seen from the photos (Figures 1 and 2), the crowding causes alignment issues for locations IC1, IC5, IC7, IC9, IC13, and IC15. Locations IC3 and IC11 seem fine.
What can be done? It's too late to redesign and order new PCBs, and there is no possibility of shrinking the dimensions of the components.
Figure 3. Removal of components in locations IC5 and IC1 have allowed the rest to fit properly.
Luckily, the customer had a solution that worked: removal of the components in locations IC5 and IC1 (Figure 3). This permitted the remaining parts to fit correctly; it made "breathing room" for the rest, and best of all, was accomplished without compromising the functionality of the circuit.
A long, long time ago, in a place pretty close to here, picking a form factor was easy. Your CPU came in a 40 pin DIP. Your logic came in 14 or 16 bit dips. You picked resistor sizes based on their current carrying needs. Transistors and other power components got a little more difficult, but not much. It was largely a matter of power dissipation requirements.
Different story now, though. First, there's through-hole vs. SMT. Then there's a plethora of options beyond that. So, what really matters? A specific resistor size may come in multiple wattages. Chips come in multiple packages — often from big DIPs all the way down to tiny QFN or BGA packages. Let's look at a few examples.
(DigiKey prices as of the posting date. Some are non-stock items.) There's also the part presentation to consider; e.g., reel, cut tape, tube.
Next, look at a 1K resistor that might be used as a pull-up. (As listed in DigiKey) through-hole resistors range from 1/20W up to multiple watt packages. SMT parts range from 1/32W up to lots. Simplifying a bit and just looking at 1/4W, you can purchase 0402, 0603, 0805 and 1206 packages. For high volumes, price will be a factor, but for lower volumes, the price difference can be trivial.
If you have plenty of space to work with and you need to build by hand or for some reason need a socketed part, your choice is the DIP. If space is a bit of an issue and you may or may not hand build, then an SOIC is probably your pick. Some people will hand build QFNs and SSOP packages, but that's not realistic in anything but rare cases.
When size, speed, current or performance need to be at maximums, selection is still not that difficult. You'll often have far fewer options to choose from at the performance edges. But when there's headroom all over the place, how do you decide? Why an SOIC over an SSOP over an QFN? Why 0603 over 0402, 0805 or 1206?
Peter Piper picked a peck of pickled PIC packages.


Let's face it, Herb was fat. He was thirteen and he was big. Not exactly Michelin man big, but a close relative, a cousin maybe -- you could definitely see the resemblance. And the seatbelt was killing him. He'd been wearing it for nearly fourteen hours. It made his stomach look like a human white cell engulfing a foreign substance.
His skinny, soon-to-be sixteen-year-old sister, Fran, was surely having an extremely-cool-to-the-max trip. Or so she had said non-stop since they had left. Not him. He'd had to go to the bathroom six times already and each one had been followed by a lecture from his mom. The first lecture had been about how eating vegetables and fruits, instead of Quarter Pounders, was good for the digestion, and the last one had been about how with gasoline prices so high, it would be nice to cut down on any extra weight.
Fran had been kind enough to add, "Don't you want friends for once? If you don't care about your reputation in school, at least think of mine."
She also got to sit in the front the whole way.
The only one here who liked him was his five-year old sister, sitting next to him, Beck. But she didn't speak much. Not because she'd had some type of speech impediment, or because she'd gone through some horrible childhood experience. Speaking just wasn't her thing. Her thing was smiling. She'd had a big smile from the second Herb first saw her when she came home from the hospital.
Of course, Fran said Beck only smiled like that because she was stupid. "Stupid people smile a lot because they're too stupid to know other people think they're stupid, so they have nothing to feel self-conscious about, so they have nothing to worry about, so they smile." But she'd only said that because Beck would never play with her. She only wanted to play with her big brother Herb. Her Herbie.
The only other person who liked him wasn't invited to come, on account of the divorce. It had barely been a day and he already missed his Dad. He'd wanted to stay with him in Michigan. He'd begged to stay. Now, he probably wouldn't get to see him until Christmas. On top of that he'd have to meet a new set of people. Everyone would pretend to be nice on the outside, but on the inside they'd be comparing him to his sister and mom and humming, "One is not like the others," from Sesame Street. And in a week, high school would start. Ninth grade.
His stomach made a loud rumbling noise.
"No Beck," Herb said. "It was Herbie." He put a hand on his sister's head to comfort her. She was afraid of thunder.
"We're here," his mom said.
Outside, closest to his side of the car, a billboard seemed to appear out of nowhere. It read: "Welcome to Sunken Valley Virginia, The Sweetest Place On Earth."


Your girlfriend says she loves you but she also told you that she had feelings for this other guy but they don't atter because she's with you how should you handle this?
Sounds like she's pretty immature, and not ready for a committed relationship. If she does want to see other guys, you should let her. She's not your possession.
What is a ''atter kaker''?
What are the next 20 prime numbers atter 100?
The next 20 prime numbers after 100 are: 101 103 107 109 113 127 131 137 139 149 151 157 163 167 173 179 181 191 193 197.


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Heat#13C-F
Adebayo
6 ft10 in
/ 2.08m
/ 115.7kg
FROM Kentucky
NBA DEBUT 2017
YEARS IN NBA 2
MIA 2017-19
Dwyane Wade records 30 points, three rebounds and three assists as Miami defeats Philadelphia.
Goran Dragic notches a triple double (23 points, 12 rebounds, 11 assists) to lead Miami in a win over Dallas.
Nikola Vucevic notches 24 points and grabs 16 boards as Orlando escapes with a win against Miami.
CAREER TRANSACTIONS: Selected in the first round (14th overall) of the 2017 NBA Draft by the HEAT…signed by the HEAT on July 1, 2017. 2017-18 SEASON: Appeared in 69 games (19 starts) with the HEAT and averaged 6.9 points (.512 FG%, .721 FT%), 5.5 rebounds, 1.5 assists and 19.8 minutes…missed one game due to injury with a sprained right ankle (Mar. 27), 11 games as a DNP-CD and sat out one game (Mar. 3) due to personal reasons…ranked among the NBA rookie leaders in field goal percentage (4th), rebounds per game (6th) and blocks per game (9th)….led the HEAT in dunks (91), finished second in offensive rebounds and third in total rebounds…his 41 blocks ranked fourth on the HEAT's all-time rookie list…scored in double figures on 18 occasions…grabbed double-figure rebounds 10 times and posted seven double-doubles…had five-or-more assists in a game on six occasions…topped the team in blocks on 16 occasions, in rebounds 11 times, in steals 10 times, in plus/minus on eight occasions, in assists four times and in minutes twice…was Miami's leading scorer off the bench eight times and also led the Miami reserves in rebounds 17 times, in assists and blocks 15 times each, in plus/minus on 14 occasions, in steals 12 times and in minutes in three games…when he made all seven of his field goal attempts and all five of his free throw attempts at Cleveland on Nov. 28 he became just the second player in franchise history, joining Dorell Wright (Feb. 4, 2008 vs. Toronto), to be perfect from both the floor and the foul line in a single-game with a minimum of five attempts of each…hit 13 consecutive field goal attempts from Nov. 19-29, the most consecutive makes by a HEAT player in 2017-18…set a HEAT rookie single-game record for offensive rebounds with 10 on Oct. 30 vs. Minnesota…made his NBA debut on Oct. 18 at Orlando…made his first career start on Oct. 25 vs. San Antonio…Season Highs: 19 points (at Cleveland, Nov. 28), 16 rebounds (at Sacramento, Mar. 14), six assists (twice), five blocks (at Toronto, Jan. 9), four steals (vs. Charlotte, Dec. 1) and 37:30 minutes (vs. Dallas, Dec. 22). PLAYOFFS: 2018: Came off the bench in all five games in Miami's Opening Round series against Philadelphia and averaged 3.4 points (.467 FG%, .214 FT%), 4.0 rebounds and 15.4 minutes…ranked among the NBA rookie postseason leaders in rebounds per game (4th), blocks per game (tied-6th), scoring average (7th) and minutes per game (7th)…finished second on the team in offensive rebounds…topped the team in blocks once…made his NBA postseason debut in Game 1 at Philadelphia on Apr. 14.
Played one season at Kentucky before becoming an early entry candidate for the 2017 NBA Draft…was the only player to start all 38 games for Kentucky in 2016-17…averaged 13.0 points (.599 FG%, .653 FT%), 8.0 rebounds, 1.50 blocks and 30.1 minutes…named to the SEC All-Freshman Team and the All-SEC Second Team…selected to the SEC All-Tournament Team after leading the Wildcats to the tournament championship…was a two-time SEC Freshman of the Week recipient (Feb. 27 and Mar. 6)…was one of three Kentucky players drafted in the first round of the 2017 NBA Draft joining De'Aaron Fox and Malik Monk…led the Wildcats in rebounds, blocks, double-doubles, dunks and starts…finished second on the team in free throws made and minutes played and third in points…led the team in rebounding a team-high 20 times and in blocks on a team-high 18 occasions…recorded 101 dunks which ranked second in the NCAA in 2016-17 and marked a single-season high by any Kentucky player under head coach John Calipari, surpassing Anthony Davis' 92 in 2011-12…tallied back-to-back 15-rebound games with a 22-point, 15-rebound double-double at Missouri on Feb. 21 and then a 18-point, 15-rebound double-double against 13th-ranked Florida on Feb. 25, becoming the first Wildcat since Jared Prickett in 1994 to post consecutive 15-rebound games and the first time it was done during SEC games since Sam Bowie in 1984…grabbed 18 rebounds in the first round of the NCAA Tournament against Northern Kentucky, the third-most ever in school history during March Madness…became just the second player in school history to post a double-double in each of his first two NCAA Tournament games joining Julius Randle (2014).
Full name is Edrice Femi Adebayo…goes by the nickname "Bam" which was given to him at the age of one after flipping over a table while watching The Flintstones in a manner that resembled one of the characters, Bamm-Bamm Rubble...is the son of Marilyn Blount and John Adebayo…his cousin, Bruce Peartree, played basketball at East Carolina University and his cousin, Avery Oden played at Shaw University…credits his mother as the person who made a difference in his life and despite their struggles she made him the man he is today…keeps a framed picture of the single-wide trailer he grew up in North Carolina as a reminder of where he came from and to stay humble, near the bottom of the photo engraved on a metal plate are the words: Never forget where you came from, and never lose sight of where you are going…has his own foundation, the Edrice Adebayo Foundation, Inc. (also known as the BAM Foundation) whose mission is to change lives for single parents while also changing future chances, choices and challenges for children…the foundation is built on the principles Bam, Books & Brotherhood…held his inaugural Bam Youth Clinic in Miami on Aug. 4, 2018…says his most prized possession is his cell phone…first started playing basketball in 2010…has trained with Rasheed Wallace during each of the last three summers…his favorite sport other than basketball is football and he's a fan of the New York Giants…played football in high school where he was a wide receiver and a defensive end…played basketball his first three years in high school at Northside High School in Pinetown, NC where he averaged 32.2 points and 18 rebounds as a junior before transferring to High Point Christian Academy for his senior year…averaged 18.9 points and 13.0 rebounds in his senior year at High Point Christian Academy and led the Cougars to a NCISAA state championship appearance…was named the North Carolina Gatorade Player of the Year as a senior in 2016…played in both the McDonald's All-America Game and the Jordan Brand Classic in 2016…was named a Second Team All-American by USA Today and was a finalist for the Morgan Wooten Player of the Year Award…was an honor roll student in high school and was a member of the poetry club…says something most people don't know about him is that he's a fan of Katy Perry…threw out the ceremonial first pitch prior to the Atlanta Braves-Miami Marlins game at Marlins Stadium on July 23, 2018…wears size 16 sneakers.
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text:
The Big Spiel
Events: | A | B | C | D | E | F | G | H |
Adair0-4 at 2022 The Big Spiel
Dakota, Minnesota
Svenson
Leslie Adair (Dakota, MN) finished 0-4 in the 0 team The Big Spiel qualifying round, held January 13 - 16, 2022 in , . In their opening game, Adair lost 1-0 to Ralph Gasow (Chaska, MN), droppimg another game, 1-0 to Justin Thurlow (St. Paul, MN). Adair lost 1-0 to Ryan Gaug (Frogtown, MN). Adair lost 1-0 to Jonathan Hess (Four Season, MN) in their final qualifying round match.
Adair ranks th overall on the Year-to-Date rankings with points earned so far this season.
3 vs. Gasow (MN) L 0-1
5 vs. Thurlow (MN) L 0-1
7 vs. Gaug (MN) L 0-1
9 vs. Hess (MN) L 0-1


text:
Q: How to change AutoCompleteTextView border color of default theme in android? I am using AutoCompleteTextView in my android application. I am using Theme.Light as my default theme for my application.
Here is how my AutoCompleteTextView look like

Now, I want to change the BLUE color border of that AutoCompleteTextView to some other color  ,for different selection, keeping the border style as it as. I dont want full border. How to do that?

A: You can try like this..
see http://www.androidworks.com/changing-the-android-edittext-ui-widget for details
For other theme implementation go for this way
 In your manifest in application
    android:theme="@style/firsttheme"

IN res/values you can define theme.xml
<resources>
    <style name="firsttheme" parent="@android:style/Theme" >
       <item name="android:_DEFAULT_BASE_COLOR_1">#XXXXXX</item>
       <item name="android:windowNoTitle">true</item>
        ... .
    </style>
</resources>

For more info theme

A: You can use Holo Colors to tint it. It generates the 9-patchs and the styles.

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