Could your content disappear from the web?
Ask writer Dennis Cooper and you'll find that the answer is Yes.
Cooper had hosted his blog on Blogger.com since 2002, only to find on June 28 that his 14 years of work had been deleted by site owner Google, with no explanation. Making matters worse, they also deleted his Gmail account.
To date, even after involving lawyers, he's received no explanation other than the stock "violation of terms of service agreement" and has no idea if he'll be able to recover his 14 years of work or his emails.
We've long warned clients not to rely solely on free services as their web presence, especially if they update frequently. There are many small businesses who rely solely on Facebook and don't give a thought to the fact that they have no control over their own content.
You should never have content on Facebook, Blogger, Instagram, or any other platform that you don't have backed up elsewhere.
If you add content to a blog or free site on a regular basis, your own time and creativity is being invested in another company over which you have no control.
The amount it would cost in hosting and design to have your own site that you fully control would be minimal compared to losing years of work.
In this case the site was on a free platform, but you also incur risks if your site is on a paid proprietary platform.
Chances are you can't migrate the site to another host or platform, and there's nothing to protect you if the company decides to stop development of the software.
One client we worked with had invested tens of thousands of dollars in a site on a proprietary platform that was then sold to another company. The new company only wanted the client list and stopped providing tech support or new development for the platform. The client could continue to pay almost $15k/year just to keep the site up, but no new system features would be developed and no tech support provided.
If your site is built using Open Source software, however, you're not even stuck with the same hosting company or designer.
Most Open Source websites can also be migrated to another content management system if you decide you would like to switch.
Moral of the story - take inventory of your online assets now, make sure you're protected against data loss, and take a good look at whether you actually have any control over your own website and other online content. Don't know? Get in touch to book an Online Asset Audit.
Will the Internet of Things pass your business by?


How to add users to my account ?
Type the name of your own organization, in the top search box.
Once the menu appears. Click your organization in the list.
If your account is linked to a Google Apps domain, people are added automatically the first time they login.


United Medical and Business Institute welcomes your interest in pursuing your education. Our admissions professionals are prepared to meet with you and help you develop your personal plan for career success. To get started, simply follow these admissions guidelines.
You can simply fill out our convenient online contact form, and we will promptly follow up with you. Once your information is received, one of our admissions professionals will contact you to schedule your personal consultation. You can also just call UMBI and schedule a personal consultation and tour with an admission's professional.
We look forward to hearing from you and getting you started on your road of success. Contact an admissions professional at UMBI today!!! Call Tel: 404-761-2335 | Toll Free: 866.304.UMBI (8624).


The 'Thorens' photography background uses our popular technique of water marking and texturing in medium greys for a very commercial background. The organic texture makes it great for close ups and short depth of field 'foodporn' shots or overhead you will get a brilliant, versatile background that knows how to work it on a larger scale.
PLEASE NOTE - THE THORENS BOARD IS DARKER THAN THE NAPIA BACKGROUND!


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The clash between Lewis Hamilton and Max Verstappen at the Saudi Arabian Grand Prix continues to be a talking point. Mika Hakkinen has called the incident "dangerous", but disagrees with Hamilton's claim that Verstappen "brake tested" him.
Author RacingNews365 Staff
To news overview © Red Bull Contentpool
Mika Hakkinen admits that the collision between Max Verstappen and Lewis Hamilton at the Saudi Arabian Grand Prix was "dangerous", but does not believe that Verstappen was trying to brake test his title rival.
The incident happened on Lap 37 when Verstappen slowed to yield position to Hamilton following an illegal overtake. Hamilton was seemingly confused by the situation and ran into the back of the Red Bull driver.
Following a stewards' investigation after the Grand Prix, Verstappen was handed a 10-second time penalty for the incident, though this did not affect his finishing position of second.
How Verstappen slowed was a "problem"
Hakkinen thinks that the manner in which Verstappen tried to slow was a "problem", but disagrees with Hamilton's claim that the Dutchman was trying to "brake test" him.
"What happened in Jeddah was dangerous," Hakkinen wrote in his column for Unibet.
"Both drivers knew that the DRS [Drag Reduction System] activation line lay ahead, so neither wanted to be the first across it since that would enable the other driver to overtake them on the next straight.
"We also now know that while Max had been given the instruction to allow Lewis to pass, Lewis had not yet been informed and was momentarily confused. As a result, I think the teams and FIA will need to look at the process, and perhaps the technology, used to send messages to drivers.
"Looking at what happened next, I do not believe that Max was 'brake testing' Lewis - that is, trying to force a collision which could easily have put both cars out of the race.
"Instead he was trying to force Lewis to overtake him at the point. However, the way he slowed, and the position of his car on the track, was definitely a problem. The FIA has revealed that Max's car produced 2.4G-force under braking.
"To give you an idea of what that is like, a high-performance road car with ABS [anti-lock braking] would produce about 1.2G under maximum braking. This was almost twice that, and we could see Max slowed from eighth gear to third gear in the process."
"Not positive racing"
Following the chaotic Saudi Arabian Grand Prix, Hamilton and Verstappen will now arrive at the season-closing Abu Dhabi Grand Prix on equal points.
Hakkinen hopes that the finale will be a clean race where the title is decided in a fair manner.
"It was not positive racing [in Jeddah] and the FIA was right to apply a penalty after the race," the former F1 driver said.
"While we can argue about the size of the penalty - considering it did not change the results - the message is clear. Dangerous driving will lead to a penalty and if the FIA see a repeat of this kind of driving in Abu Dhabi I believe the penalty will be severe and immediate.
"I don't know how Lewis' car survived the contact with the back of Max's Red Bull, but the Mercedes front wing must be really strong! Even with a damaged end-plate, Lewis managed to set fastest laps and take the win.
"I have always been of the opinion that you have to race positively, not negatively. Winning the World Championship should be all about speed, precision, race craft and proving that you can beat the other driver in a straight fight - a sporting fight.
"That's what I want to see next Sunday, and I know that's what the FIA, Formula 1 and the fans want too."
F1 Podcast: Verstappen/Hamilton battle turns ugly ahead of title showdown
Are Lewis Hamilton and Mercedes now in the box seat, and is Max Verstappen's driving a sign of a desperate man as he scrambles to win his maiden title? F1 journalists Dieter Rencken, Thomas Maher and Mike Seymour discuss this and more in the latest episode of the RacingNews365 podcast!

redpajama_set_name: RedPajamaCommonCrawl


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loriestories
Me: "What's up with all the semantic arguments tonight?"
Sibling #1: "What's 'semantic' mean?"
Sibling #2, in total seriousness: "It's when you're prejudiced against Jewish people."
Yes, we set her straight.
Filed under: everyday stories
1. Beth | March 24, 2005 at 12:18 pm
Was your argument about Jews?
2. lorie | March 24, 2005 at 1:56 pm
No, not at all. I think it was about American Idol, actually. Or laundry.
3. ~A | March 24, 2005 at 3:00 pm
That's really funny.
I've got an idea for a fun show: "Semitic Semantics!"
…aaand that's all I got.
4. Ginny | March 24, 2005 at 4:42 pm
It was laundry.. cause dad told Jay to get her clothes out of the dryer, but didn't tell her to put them away too, so she didn't.
5. Jamie | July 15, 2010 at 3:50 pm
Wow, I'm reading randomly through your website and I'm cracking up. 14 year old me is an idiot, albeit a funny one.
NO NO NO NO I GRAMMAR'D WRONG. PLEASE DELETE IT.
in my head, in my heart, in my soul
thanks, obama.
enjoy the silence (or suffer mightily)
things i do in traffic:
lorie on Middle School Sucks, Seriously
Athena on Middle School Sucks, Seriously
Amira on The Ugliest Stripper in All the World
Cursive as a Font Option? - renée a. schuls-jacobson on jot it down
Bastian on to sleep, perchance to dream a little less
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Dr. B. R. Shetty is a pioneer in the private Healthcare industry of the UAE. He is the founder of NMC Healthcare (in 1975), as the largest private healthcare provider in UAE, and is listed on the London Stock Exchange. Over the last four decades, NMC has grown to over 40 facilities across 5 countries, treating over 11,000 patients a day.
Dr. Shetty also ventured into distribution business with 'NMC Trading' in 1976 as the largest distributors in the UAE, being the exclusive marketer of iconic brands such as Nestle, Unilever, Nivea, Pfizer, Siemens, Samsung, Henkel, Abbott, 3M, and among many others across the verticals of pharmaceuticals, medical devices, consumable sand equipment, personal care, food and beverage, household care, veterinary, education and stationery products.
Dr. Shetty is also the Chairman of UAE Exchange, the market leader in money remittance services across the world. UAE Exchange has over 800 branches in more than 30 countries, around the world and was responsible for over 12% of all inward remittances into India, last year.
In 1999, UAE Exchange launched Xpress Money, a global money transfer brand with presence in more than 150 countries, and over 200,000 locations around the world. In 2014, Dr. Shetty acquired Travelex, the leading foreign exchange specialist worldwide with 1,500 stores and over 1,300 ATMs in 27 countries.
Apart from healthcare, distribution and financial services, Dr. Shetty has founded Neopharma, Abu Dhabi's premier pharmaceutical manufacturing facility with branded generics and partner manufacturing for Pfizer, Merck Serono, Abbot and Biocon. He also owns Royal Catering, one of Abu Dhabi's largest catering companies, and runs schools educating over 25,000 students across Abu Dhabi and Dubai. Dr. Shetty is passionate about serving the community, and, has been a leading philanthropist. He is recipient of the Order of Abu Dhabi; the highest civilian award bestowed, by the Government of Abu Dhabi and the Padmashri Award, bestowed by the Government of India. In addition, Dr. B. R. Shetty is the Chairman of the Indian Business and Professional Group (IBPG), and the Vice President of Swiss Business Council, Abu Dhabi.


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5240 Mabelvale Pike
The original Geyer Springs Elementary school was built in 1899 on Geyer Springs Road, across the street from the present-day location of Geyer Springs Methodist Church. It was a one-room building, housing eight grades. The land was donated by Harve Boyd, and materials and labor to build the school cost the school district $199.
A second Geyer Springs School was built in the early 1920s on the grounds where the Methodist church now stands. It was a small, white building facing Mabelvale Pike. Two wings gradually were added, making it a T-shaped building. With the overflow of students from Meadowcliff Elementary and a growing population in the Geyer Springs area, more room was needed so classes were held in the basement of the old Geyer Springs Methodist Church (located across the street from where it now stands).
The present Geyer Springs Elementary structure opened its doors in 1959. Additions to the original building were made in 1965 and 1971. An addition and renovation took place in 1972. Significant construction in 1991 included existing classroom renovations and a new media center, a new health room, new classrooms and new offices. The Little Rock School District annexed this school from the Pulaski County Special School District in 1987. Geyer Springs Elementary is named for a nearby natural springs and the surrounding neighborhood.
"Geyer Springs News" newsletter; December 1984, p. 1.
Geyer Springs Elementary web site


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Credit: Steven Crowder
How Trump made hatred profitable for Milo Yiannopoulos
Categories: Propaganda
Tags: CNN
"America's favorite mischievous gay conservative," is how publisher Simon & Schuster bills its newest high-profile author, Milo Yiannopoulos.
The news that the Breitbart senior editor had received a reported $250,000 advance for his book "Dangerous" (to be published in March 2017) has set the publishing and literary worlds aflame (Breitbart itself is already calling it "booklash.") For Milo (he goes by one name) is no ordinary writer, but a media figure who has made himself famous for his right-wing, extremist views.
Positioning himself as the defender of victimized white males, he goes after those he sees as their antagonists: feminists, people of color, and immigrants, cloaking his hate speech under the mantle of the right to free expression. He's banned for life from Twitter (for his harassment of African-American actor Leslie Jones).
So why on earth would Simon & Schuster give him a platform?
Profit, for one thing. "Dangerous" immediately went to the top of Amazon.com's bestseller list on the strength of its pre-orders. The media opportunities generated by the publishing house's parent company, CBS, will likely compensate for any boycotts that materialize (the Chicago Review of Books has announced it would not review any Simon & Schuster books in 2017 as a protest and others, from indie booksellers to celebrities, are talking about boycotts).
There's also the issue of freedom of speech. Opinion is divided, even among liberals, about whether Milo, and his book, should be censored. Where are the boundaries about what's fit for public circulation and who should decide or enforce them? This same debate arose last year in Germany on the occasion of the reissue of Adolf Hitler's Mein Kampf, which had been banned in Germany since the end of World War II. For every reader who came away from reading it disgusted by the violence of fascism, the concern was that there could be others inspired by exactly that.
Read the entire essay at CNN
PrevPrevious EssayHow to deal with Trump's tweets
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Donald Trump and American Democracy
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The Authoritarian Playbook


The Mezuzah (also: Mezuza, plural: Mezuzot) is a rectangular piece of parchment enclosed in a case. The parchment contains text from the passages of the Torah that prescribe the use of the Mezuzah, in which Tefillin are also prescribed.
The Mezuzah must be fastened to the right outer doorpost of every Jewish dwelling, such as a house or apartment.
DEUTERONOMY 6 6:9 And thou shalt write them upon the posts of thy house, and on thy gates.
The verses are written in twenty-two lines according to the same rules use for Teffilin The parchment is rolled up and placed in a wooden or metal case. This is fastened, diagonally, to the upper part of the right-hand door-post, so that the upper part is inward and the lower part is away from the door. The outer side of the top of the parchment is inscribed with the name of God. In some cases a glass covered opening shows this word. The mezuzah is written on the same sort of parchment as a Torah. If a single letter is missing, the mezuzah may not be used. The text is usually written in twenty-two equally spaced lines . Orthodox Jews touch the and kiss the mezuzah as they pass through the threshold. The mezuzah must be put on the outer door of every residence, and it is fastened with the prayer: "Blessed art Thou our God, King of the world, who has sanctified us by Thy commandments and hat commanded us to fasten the mezuzah." On entering and leaving the house the pious touch the mezuzah with the hand, and recite the prayer: "May God keep my going out and my coming in from now on and ever more." The mezuzah must not be touched with unclean hands. It is inspected from time to time to make sure of its correctness.
In Israel, it is customary to affix a Mezuzah immediately before inhabiting a house or apartment, while in the Diaspora this must be done within thirty days.
At one time, the Mezuzah was confounded with charms used to war off the evil spirits, as noted in the Talmud. Mysterious words were written on the insides of the Mezuzah such as names of angels and the nonsense phrase "Kozo bemuksaz Kozo." Maimonides warned that such conceptions and additions are idolatrous and incorrect, but the idea has not completely vanished.


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BFI Flare 2021: 10 films to stream
BFI Flare is back on our screens this week for its 35th year. Going online for the second year in a row, the 2021 festival is a bigger celebration of LGBTIQ+ cinema than last year's event, which was remarkably re-arranged at the last minute. With 26 feature films lined up – plus 38 short films streaming for free – the festival runs until 28th March with two world premieres and a keen focus on individuals and communities that have been key influences over the year.
From queer icons to fighting against transphobia, we round up 10 films to stream this year's festival – you can see our guide to the whole line-up and how it works here.
Not sure where to start with the line-up? We've picked out 10 films to stream:
Tove
Think you know Moomins? Think again. Alma Pöysti stars in this lyrical, romantic biopic of their creative, Tove Jansson. Zaida Bergroth directs the drama, which is set in the 1940s, as Jansson's work tries to find recognition among the art establishment and she finds herself in love with theatre director Vivica Bandler, at a time when homosexuality was still considered a crime.
From Fox and His Friends to The Bitter Tears of Petra Von Kant, Rainer Werner Fassbinder was a groundbreaking filmmaker in New German Cinema. Oskar Roehler chronicles his life with this unflinching biopic, starring Oliver Masucci as the director, who died at the age of just 37.
Aids Diva: The Legend of Connie Norman
Director Dante Alencastre shines a spotlight on a key figure that many won't know about in this documentary profiling Connie Norman. A Los Angeles Act-Up organiser, her resistance and determination were fuelled by a HIV diagnosis, frustration with complacency in society and a desire for equality, making her both a fierce figure trying to make a difference and an early spokesperson for trans rights.
Marley Morrison's smart and funny debut feature follows AJ (Nell Barlow), who discovers it's not so bad being on a family holiday when she meets flirtatious lifeguard Isla (Ella-Rae Smith). If you missed it at Glasgow Film Festival, this is one to catch.
Another film fresh from Glasgow Film Festival, Anna Kerrigan's neo-Western brings something new to the frontier of the America/Canada border, as a father (Steve Zahn) and son attempt to escape a mother who doesn't accept her child's gender dysphoria by hiking over the mountain ranges of Montana.
Rebel Dykes
After a preview in 2016 that teased the project, Harri Shanahan and Sian A. Williams' rousing documentary returns for its world premiere. From animation and archive footage to interviews, it charts the history of post-punk dyke culture in the UK, a story of squatters and nighclubs and anti-Thatcher rallies told by the people who lived it.
BFI Flare's second world premiere comes from Peeter Rebane's Firebird, a love story set at the height of the Cold War. It follows ace pilot Roman and junior officer Sergey and a love that flourishes in dangerous territory, combining intense performances with lavish period production.
Rurangi
This five-part New Zealand web series is recut as a feature film in this stirring drama about a trans man returning home to his small rural community years after he left without coming out to his family. The result is a hit drama about someone reconnecting with their Māori roots and their identity, with almost half the roles played by a gender diverse cast.
Director Thomas Wilson-White comes up with an innovative piece of fantasy with this time-travel drama, which sees Beth, grieving the loss of her mother, find a time portal that lets her revisit happier times from the past – including the early steps of a relationship with her best friend. Not bad for a debut feature. (For more genre-tinged entertainment, check out psychological thriller The Dose.)
Jump, Darling
The late, great Cloris Leachman stars in this offbeat drama from debut director Phil Connell. She plays the 94-year-old wise-cracking grandma of Russell, an aspiring drag queen who takes time out to reconnect with her and care for her. Their double-act chemistry marks this international premiere out as one to watch. (See also the documentary PS Burn This Letter Please, which brings us a rare piece of perspective from 1950s New York by unearthing a group of letters written by drag queens.)
BFI Flare Online Film Festivals
UK TV review: Bill Bailey: Limboland
VOD film review: Slaxx (2020)
Coachella 2019: YouTube's live stream and viewing schedule... April 19, 2019 | James R
Interview: BFI Digital Director Edward Humphrey on the BFI Player, short films a... October 9, 2013 | James R
50+ titles coming to BFI Player as BFI launches new sci-fi season... July 17, 2014 | James R
BFI on VOD: British Film Institute and Samsung team up for Smart TV app... August 16, 2013 | James R


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Case Studies > Oncology/Hematology
What Caused a Man to Develop Friable Bleeding Nodules on His Arms and Hips?
— The cause lies in a lengthy history of cancer treatment, confirmed by histopathology analysis
by Kate Kneisel, Contributing Writer, MedPage Today January 23, 2023
Why has this man in his 50s developed open bleeding wounds and nodules on his forearms and hips? That's what Adela R. Cardones, MD, MHSc, of Kansas University Medical Center in Kansas City, and colleagues had to determine when the patient presented to the hospital's dermatology department, they reported in JAMA Oncology.
The patient's medical history was lengthy and multifaceted. About 8 years prior, he had been diagnosed with tumor stage mycosis fungoides (MF), and received systemic and radiation therapy, which included 11 courses of extended beam radiation therapy, including three courses of total skin irradiation of 24 to 30 Gy, and focal irradiation to the left posterior thigh and hip/buttock with 2.5/3 Gy to 12.5/24 Gy, respectively, and the right posterior thigh and hip with 2 Gy to 20 and 26 Gy, respectively.
However, the disease was refractory to treatment. The following year, the patient underwent a reduced-intensity, matched, unrelated donor, allogeneic hematopoietic stem cell transplant (HSCT), after which he developed severe chronic graft-vs-host disease of the skin, eyes, and gut. Clinicians treated this with systemic corticosteroid therapy, tacrolimus (Prograf), methotrexate, and long-term extracorporeal photopheresis.
Three years later, the areas on the patient's hips, back, and arms that had been irradiated became ulcerated. During corticosteroid treatment and extracorporeal photopheresis, numerous friable, hemorrhagic, and bleeding nodules emerged on both his hips and forearms. These required surgical debulking. At that time, the nodules were excised for biopsy; histological analysis of the samples showed granulation tissue.
Unfortunately, several friable nodules recurred on the outside of his left hip and buttock, with additional nodules noted on his right hip and forearm. These were again surgically excised and biopsied. The patient also received a regimen of systemic treatments, including micafungin, amphotericin B, levofloxacin, dapsone, acyclovir, pentamidine, penicillin VK, and posaconazole.
The patient underwent PET and CT scans, which showed no signs of visceral or extracutaneous metastatic disease. However, clinicians observed intensely hypermetabolic soft tissue along the front and sides of both hips, as well as skin thickening along the front wall of his abdomen, which showed mild metabolic activity.
Microscopic Findings and Clinical Course
"Histopathology of the specimen from the left hip, but not other sites, revealed an atypical vascular proliferation that was consistent with angiosarcoma," Cardones and colleagues wrote. Only one of the nodules biopsied was identified as angiosarcoma. While secondary angiosarcoma would be unlikely to occur in more than one site, this possibility was worthy of consideration, in light of this patient's history and disease presentation.
They excluded possible surgical treatment given the tumor's poorly defined margins and the likelihood that the irradiated tissue would not heal well. Instead, they treated the patient with 4 cycles of paclitaxel. Although the presence of admixed granulation tissue interfered with their ability to assess the patient's response to treatment, they discontinued chemotherapy 4 months later after a PET-CT showed "no evidence of disease progression."
Angiosarcoma is a rare disease, which affects two to five individuals per 1,000,000 annually, and accounts for just 2% of soft tissue sarcomas per year. The disease tends to have a poor prognosis, and carries a high risk of local recurrence and metastasis.
"The tumor originates from vascular endothelial cells, which grow along channels and sinusoidal and cavernous spaces; organize into vessels, masses, or nodules; and can occur in most organs," the group explained.
Tumor tissue may resemble histopathology of other vascular tumors, which complicates diagnosis, they noted. A dissecting growth pattern, the presence of atypical cells that protrude into vascular lumen, and atypical cytomorphology findings of the lining can help differentiate angiosarcoma from other vascular tumors.
Men are more commonly affected than women, at a median age of 60 years, and elderly white men are more likely to develop the cutaneous form, Cardones and team wrote. "To our knowledge, it has not been described in association with allogeneic HSCT or MF previously."
The cutaneous form accounts for about half of all angiosarcomas, most commonly involving the head and neck. The authors referenced a 2017 review, which noted that "the scalp accounts for approximately 50% of all angiosarcoma cases, yet this still only comprises <0.1% of all head and neck malignancies." Other affected sites include deep soft tissues (10% of cases), with the remaining cases located in parenchymal organs such as the breast, bone, spleen, and liver.
The two most common risk factors for angiosarcoma are radiation therapy, an independent risk factor that the authors noted contributes to 25% of cases, and chronic lymphedema. Other known contributors include familial syndromes, exposure to environmental chemical toxins, and foreign bodies.
Risk is thought to be increased in the presence of immunosuppression, Cardones and colleagues wrote, "although the effect is unknown, as angiosarcomas have been reported in kidney transplant patients who have subsequent immunosuppression."
Recurrence rates are high, despite a multidisciplinary approach to treatment that may include surgery for localized, resectable cases, as well as cytotoxic therapy, targeted therapy, and immunotherapy. The rarity of the condition has made collection of data beyond case reports challenging, the authors said.
Initially, presentation of these tumors may resemble a bruise or hemangioma; thus, diagnosis of angiosarcoma is often delayed, with a reported median time to diagnosis of 5.1 months. Growth of the tumor over time tends to be accompanied by further cutaneous signs, such as tissue infiltration, edema, ulceration, and hemorrhage, the authors noted. "Repeated evaluation is key when there is clinical suspicion of malignant transformation," they concluded.
Kate Kneisel is a freelance medical journalist based in Belleville, Ontario.
Cardones reported no disclosures. A co-author reported consulting fees from Foundation Medicine outside the submitted work.
Source Reference: Diamond C, et al "A case of multiple hemorrhagic friable nodules" JAMA Oncol 2023; DOI: 10.1001/jamaoncol.2022.6837.


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We Can't Forget About The Kids Who Have Lost Their Parents To COVID-19
by Clint Edwards October 20, 2020
Scary Mommy and Malte Mueller/Getty
There was a moment in the last presidential debate when Joe Biden cut through the madness for one hot minute, looked at the camera, and said this: "How many of you got up this morning and had an empty chair at the kitchen table because someone died [of] COVID? How many of you are in a situation where you lost your mom or dad and you couldn't even speak to [them], [so] the nurse [held] the phone up so you could in fact say goodbye?"
While the whole debate gave me an anxiety attack, this moment of clarity from Biden really gave me pause, and I think it gave a lot of other people pause too. I couldn't help but think about my own family, and what it would mean if my children lost their mother or myself. The sad reality is, Biden was in fact speaking to a heartbreaking number of children who lost their parents to COVID-19.
To put this into perspective, more children in New York State have lost their parents to COVID-19 than during the 9/11 attacks. A study released in September by the United Hospital Fund and Boston Consulting Group examined the impact of the pandemic on children in New York State. According to that study, 4,200 children had a parent or caregiver die of coronavirus between March and July of this year. According to an estimate by New York Magazine, 3,051 children suffered the loss of a parent on 9/11.
Listen, people, that is a shocking comparison.
My father left when I was nine. He was in and out of my life, and in and out of jail, until his death when I was 19. Not having a father in my life impacted me in ways I still can't define, and his death still haunts me. I cannot help but think of these children who are now without parents because of COVID-19 and not feel a deep sense of empathy.
Kat J/Unsplash
Suzanne Brundage, Director of UHF's Children's Health Initiative and a co-author of the report, said in a press release, "This pandemic is like nothing we've ever seen before. Losing a parent or caregiver during childhood raises a child's risk of developing a range of poor outcomes over their lifetime, including poorer mental and physical health."
And one of the harshest realities of this report is that, like COVID-19 itself, the loss of a parent has disproportionately impacted Black and Latino communities. Black and Hispanic children in New York State experienced the death of a parent or caregiver at twice the rate of Asian and white children. All of this is heartbreaking in the worst possible way.
Sadly, as you might expect, it's not just children from New York state who are grappling with parental loss. There are stories all over the nation of children suddenly without a mother or father — and in some cases, both. According to CBS news, back in August, 17-year-old Justin Hunter from the Atlanta area lost both his parents to COVID-19 within four days of each other. In a heartbreaking Twitter post, Hunter said this to his parents: "I hope you know a lot of people looked up to you, including myself."
According to ABC 7, 14-year-old Isaiah Garcia from Houston also lost both his parents to COVID-19. His mother died first; two weeks later, he lost his father. And sadly, just like Joe Biden said in the debate, he didn't get the chance to tell them goodbye. "I didn't get to say goodbye to my mom or my dad now, and that's what hurt me the most," Garcia said. He is now being raised by his uncle.
It's hard to read about these children and not think about your own kids. I have every intention of seeing my children graduate from high school, go on to college, and get married. I want to continue to be part of their lives well into old age. And I have to assume these parents did, too. But when you realize that a lot of children are losing those moments with their parents, it causes this pandemic to become very real, very fast.
Inevitably, more children are going to lose a parent before COVID-19 runs its course. I hear a lot of people saying things like "I don't believe the numbers" or "It's just the flu" — but the 4,200 children in New York who have lost a parent will disagree with you.
Right now is the time to take this virus seriously. Right now is the time to double down on mask wearing, and social distancing. We need to work together here if we are going to save lives. These are real people who are suffering. These are real children who are losing their parents. And we should never have to ask how many of these losses were preventable.
Back to Coronavirus


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Home » Anti-Imperialist Front » The Anti-Imperialist Front condemns the latest Zionist aggression in Gaza
The Anti-Imperialist Front condemns the latest Zionist aggression in Gaza
Anti-Imperialist Front
The Anti-Imperialist Front condemns the latest Zionist aggression in Gaza, which has taken the lives of at least 27 Palestinians. At least 160 attacks were reported. Despite the conclusion of a cease-fire agreement, past history suggests this is only a pause before further attacks.
The Anti-Imperialist Front will continue to be in solidarity with the Palestinian people with all the means at its disposal.
Palestine	2019-05-07
Anti-Emperyalist Cephe
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In Europe, freight rail is undergoing deep change. To grow sustainably, the freight-rail business will need to defend and expand its share of the transportation market, taking share from other modes.
To understand the challenges of growth, we recently analyzed historical drivers of both modal share1 1. The relative share of each mode of inland transport as measured in ton-kilometers. In 2013, rail's share was 18.3 percent, road transport's share was 75.6 percent, and inland waterways' share was 6.1 percent.and modal-share growth in Europe2 2.We analyzed the EU-27 as of 2013 (except for Malta and Cyprus, which have little railway infrastructure), plus Croatia (which joined the EU in 2013), Norway, Switzerland, and Turkey. Due to limited data availability, the samples used in various analyses ranged between 18 and 29 countries. since 1995. To assess the growth outlook for rail freight in Europe, we also examined some current trends that seem likely to continue. In the most likely scenario, freight rail's modal share would remain essentially flat. There is, however, a significant spread between the scenarios for low and high growth: the low-growth scenario would see rail's share fall by 4.8 percentage points, while the high-growth scenario would bring an increase of 5.1 percentage points. This means that intermodal competition is still quite unstable and could swing either way over the next ten years and beyond.
The main factors posing a risk to rail operators are changes in trucking standards, improved energy efficiency of trucks, and rail-infrastructure fees. Each of these factors is out of operators' control. But other drivers of modal share represent opportunities. To take control of their destiny and counter changes in competing modes, freight services need to invest in big data solutions to lower costs and offer a seamless customer experience, embrace the rise in competition triggered by deregulation to improve their cost positioning, and improve the scheduling of rail services to attract new traffic with a more flexible and reliable offering.
In this paper, we will first review the current context of Europe's freight market, and then the forces that will likely shape its future, with a focus on the forces that operators can influence.
Freight rail has grown on average by 1.1 percent a year over the past two decades.3 3.To provide a better focus on the longstanding core markets, we limited our historical analysis to the EU-15. Data for the EU-27 includes many countries with widely different rail industries, which can obscure the trends in the larger and older markets. In the EU-27, freight-rail volumes fell by about 1.3 percent per year from 1980 to 2012; rail's modal share fell even faster. Reasons for the decline include the modernization of Eastern Europe's economies, which brought shifts in the industrial landscape; the availability of cheap truck transport; investment in roads; and withdrawal of railways from smaller customers.Around 70 percent of this increase came from the general growth of the markets for transportation services, which essentially tracks the growth of GDP. From the mid-1990s through 2007, freight volumes actually grew faster than the economy as a whole—that is, freight had a multiplier greater than one. Since 2008, the multiplier has plummeted to roughly one-third of historic values (though this drop might be slightly exaggerated by the financial crisis of 2008). Why? Service industries now contribute more to GDP, and they have lower transport needs. And much activity in the primary transport-intensive sectors (such as raw materials and processing) has been offshored to low-cost locations.
The multiplier will likely remain at current levels, or may even shrink further; for example, some core freight-rail customers in the chemical industry have recently cut back investment in Europe, shifting production to North America, where energy costs are lower. Overall freight transport, and in particular the freight-rail market, is stagnating. With low GDP growth expected in most European countries and rail's connection to the broader economy greatly diminished, operators are looking at flat growth (Exhibit 1).
To address that challenge, operators should consider the remaining 30 percent of historical growth, which has come from market-share gains at the expense of other modes of transport. To understand the factors that drove those shifts, we analyzed data related to accessibility, schedule, availability of other modes, and industry landscape for countries in Europe from 1995 through 2012. We found that the absolute level of modal share across countries was most affected by the size of so-called captive industries (such as mining, chemicals, and automotive) and the availability of freight services. We expect this to continue. However, when we analyzed the rate of change in modal share over time, transit traffic, international traffic, and distance were most influential.4 4.Due to incomplete data, we did not include in our estimates factors such as throughput speeds for rail and competing modes. These factors are highly relevant to buyers of transport services but are not reported consistently by European railways.Put another way, higher international traffic volume and thus greater transport distance increased freight rail's modal share. Increases in motorway density favored trucking. Although these factors are difficult to influence, others that also had an effect on share gains, such as investment in rail-car availability, are open to rail investment.
In the future, the situation for Europe's freight railways will not become easier, for two reasons. First, the drivers of past gains for freight railways will fade in strength. Supply-side measures such as improved track infrastructure are less likely, given strained public finances. The migration of captive industries outside Europe's borders and the stagnation of the manufacturing-based industries will make growth difficult.
Second, other modes seem to have a better fit with current transport needs. These modes, especially trucking, are in a better position to benefit from changes in industry, where a greater number of small, just-in-time shipments will be required. It seems unlikely that rail might innovate its way out of the problem; in the past, the industry's innovation has been slower and smaller-scale than other transport modes—an understandable result, given a highly regulated environment and the long lifetime of rail assets. These factors aren't changing, so innovation is likely to remain sporadic. For example, few operators have tapped into business competencies of the 21st century such as big data, which can improve forecasting, key-account management, and yield management.
Our research suggests that the freight-rail market could see drastic developments in either direction: by 2025, rail's modal share, which currently stands at 18.3 percent, could range from 13.5 percent to 23.4 percent. At the low end, changes in other modes of transport could turn the outlook for railways negative; at the high end, railways might capture some significant growth opportunities.
We reviewed the full range of forces likely to influence freight-rail modal share in the future; some were also factors in the past. The forces fall in four categories (Exhibit 2): business performance (changes in the relative competitiveness of rail and actions railways can take to improve their business model), technological change (opportunities and threats from new technologies in both rail and competing modes), regulatory change, and behavioral change (changes in the macroenvironment and customer base that could influence modal share; these were also large factors in the past, as our historical analyses have shown).
To understand the effect these forces might have on the freight market, we developed three possible growth scenarios: bust, base, and boom (Exhibit 3).
Bust. Technological advances and regulatory changes that favor trucking outweigh the value of improved freight-rail performance and behavioral trends. The result is a drop of 4.8 percentage points in rail's modal share by 2025, a 26 percent decline.
Boom. Strong performance by rail, boosted by favorable regulatory changes and behavioral trends, leads to the highest possible impact; meanwhile, forces affecting trucking turn negative. The result is an increase of 5.1 percentage points, 28 percent, in rail's modal share.
Base. Business-performance changes are mostly positive, but are countered by technological advances in trucking. Regulation tilts slightly toward rail, and behavioral trends have some positive impact. The result is a modest gain of a 0.6 percentage points, or 3 percent, in modal share.
The range of potential change, from a decrease of 4.8 percentage points to an increase of 5.1 percentage points, shows the vulnerability of freight rail to external factors, mainly outside the control of rail operators. Given the uncertainty, operators need to do whatever they can on all the levers they can influence. We will examine three forces that operators can exploit to boost growth; three other forces that may also accelerate growth, but are outside of operators' control; and three final forces that may hinder growth.
To understand the possibilities, European operators can look to some successful North American freight railways, notably Canadian National. By improving car productivity and velocity (which is measured consistently in Canada, unlike in the European Union), Canadian National increased transport volume by 4.1 percent per year between 1995 and 2013. And it increased trip-plan compliance by more than 10 percentage points over the same period. It did this by optimizing its core operations and increasing productivity of locomotives by more than 2.9 percent and productivity per employee by almost 5 percent per year during that period. Critically, these gains led to slight increases in modal share, from an already high level of 16.6 percent to 16.9 percent between 2001 and 2011. Rail operators that address all the levers within their control can see real improvements.
Operators should start by working on the levers with high impact over which they have the greatest control: embracing competition, big data, and scheduling. Together these could increase modal share by 2.8 percentage points, or 15 percent, in the base scenario, which we believe is the most realistic outlook and the focus of the remainder of the article.
Embracing competition. The arrival of new competitors—typically, operators from other markets—is a double-edged sword for freight-rail incumbents. On one side, increased competition typically leads to lower market share and profit margins for the incumbent (at least initially), which hurts shareholders and limits the ability of railways to invest in the future. On the other side, competition also forces railway operators to unlock efficiency gains and improve their cost competitiveness. They can then lower prices and take share from other modes. Intramodal competition makes the need for change clear to all rail stakeholders, including employees, labor unions, politicians, and the public. Transformational changes to legacy business models and contracts suddenly become possible.
The liberalization of freight markets has proven that operators can lower costs effectively. For example, in the context of increased competition, DB Schenker, Green Cargo, and SBB Cargo have seen staff productivity improvements (in terms of full-time employee equivalent per ton-kilometer) ranging from around 50 to approximately 100 percent since 2000. In the United Kingdom, staff productivity has jumped by about 60 percent in a decade. Asset productivity has risen even faster: the number of locomotives has fallen by approximately 50 percent, even as volumes increased by almost 60 percent.
These achievements have changed the competitive dynamics in the UK freight market. Rail's modal share fell from approximately 30 percent in the mid-1970s to just 8 percent in 1996. After the UK freight market was liberalized, freight-modal share began to climb once again (Exhibit 4). We argue that these techniques of embracing competition could boost the performance and attractiveness of freight rail as a method of transport by 1.2 percentage points, in our base scenario.
Big data. Freight-rail operators can use big data to improve their operations and overall business performance. Big data—massive data sets generated by sensors, social media, and other unstructured data sources such as reports on production flows—can be used across the railway. Today, the most relevant application is in process-optimization support and decision support. Big data and related technologies provide greater transparency into operations and can help railways pinpoint inefficiencies and reduce waste in three major expenses.
First, train-flow planning software can help reduce unnecessary braking and stopping and thereby preserve fuel. Second, predictive maintenance can improve operations and lower costs. Sensors in engines and cars provide operators with large quantities of data. Using a computerized maintenance-management system powered by this data, operators can monitor track conditions and locomotive performance in real time. With a clear picture of the current condition of their fleet and infrastructure, operators can better plan maintenance and repairs, proactively order spare parts, and avoid costly derailments and breakdowns. Third, crew data (about location, for example, which can be used to empower mobile sign-in for crew shifts) and personnel-planning technology can reduce out-of-schedule shift changes and delays. In the United States, a major freight operator's use of operational data has improved train and railcar velocity by 5 percent and, perhaps more important, reduced derailments by 75 percent.
These three uses of big data can increase rail's modal share by 0.6 percentage points. And there are other opportunities, for example, in marketing and pricing. Operators can use big data to better predict demand; they can then manage pricing to lessen the effects of short-term variations in demand. More refined forecasting and booking systems can create top-line opportunities by integrating into customers' logistics procurement process. Big data can drive yield-management techniques that lead to higher average yields and load factors. Big data can also make rail freight more flexible and easier to use for customers, through simplified booking processes and more systemized schedules. Hupac, for example, uses big data in this way.
As an example of the new kinds of data available to operators, GPS technologies allow operators and customers to track loads in real time. In addition to location, the devices indicate cargo status (loaded or unloaded), door status (open or closed), and internal and external temperature. This technology helps operators actively manage the transport process and adjust schedules as needed. Customers also have greater clarity on the progress of their shipments and feel empowered to intervene in the event of delays or deviations. DB Schenker installed approximately 15,000 GPS devices on its rolling stock and equipment and reports strongly increased customer-satisfaction levels as a result.
Scheduling. One of the main advantages that rail offers customers is punctuality and reliability, as rail is not subject to the same traffic patterns, road conditions, and unknowns that plague roads and trucking operators. To be sure, freight operators face their own scheduling challenges (such as sharing tracks with passenger rail and fluctuating slot allocations), but on balance rail is more punctual and reliable.
Improvements in scheduling can make the most of this advantage, and lead to better asset utilization and customer service. Big data will be newly available throughout the business system, giving insight into areas such as shipping partners' inventory levels. With that, we expect freight-rail operations to shift away from spot-market transactions to a fixed schedule, increasing the utilization of assets. We believe that scheduled railways could increase modal share by 1 percentage points.
This ability is likely to become more relevant as many transportation customers have reduced safety stock and other reserves and moved toward just-in-time inventory management. This plays to the strength of the rail system, especially on the longer haul, international traffic streams (both north-south routes and, as economic development in Eastern Europe continues, east-west corridors as well).
Three additional forces could increase freight's modal share by 2.7 percentage points, or 15 percent. Although operators have little control over these forces, they may become noteworthy sources of growth.
Harmonization of trucking standards. Today, lower labor costs and looser regulations are benefiting trucking companies based in Eastern Europe. These companies spend on average 60 percent less on labor, fuel, taxes, and insurance than their counterparts in Western Europe. However, as wages increase and trucking standards become more consistent throughout the European Union, these companies may lose their competitive advantage. And if various nations' rules are aligned and the trucking industry's cost advantage shrinks, more companies could turn to freight rail for transport. The result could be a 1.5 percentage-point shift in share from trucking to rail.
New truck-traffic regulation and pricing. Most countries in Europe levy a toll on trucks for the use of motorways. Current levels range from €0.04 to €0.40 per kilometer,5 5.Switzerland goes even further, levying a toll of up to €1 per kilometer on all roads.with an average around €0.20 for a 40-ton truck. However, proposed legislation may increase truck tolls by €0.03 to €0.04 per kilometer on average. What's more, some countries such as Germany are discussing plans to extend the scope of the truck toll to include all roads in the country. More stringent regulation of road use and increased tolls will diminish the cost advantage of trucking.
However, past experience indicates that the result is not necessarily a bump in rail's modal share. In Switzerland, the government levied additional tolls and taxes (for example, a distance-related heavy-vehicle fee in 2001) and proposed legislation (such as the Alpine crossing exchange) to shift truck cargo to rail. At the same time, the price of diesel fuel, which typically accounts for around 30 percent of a truck's cost base, has climbed steadily. The government also invested heavily in rail infrastructure (such as a €320 million investment in connecting rail tracks). Despite all this, trucking's modal share has remained relatively unchanged. This very modest impact contributes to our assessment that expanded trucking regulations may increase rail modal share by 0.7 percentage points.
Expanded and standardized rail infrastructure. As evidenced by our analysis of past modal-share growth, better infrastructure and increased availability can drive demand. A significant challenge for operators in the European Union today is the different rail infrastructure and operating guidelines encountered at almost every national border. Countries have different electrical and signaling systems, and different standards governing train length, axle loads, clearance gauge, speed, safety, and driver licensing. The effects are burdensome. A haul from Ljubljana to Istanbul crosses five countries and involves eight locomotive changes over 1,577 kilometers, according to a 2010 study for the European Commission. What's more, slot capacity is restricted on the most popular routes, especially on the north-south corridors.
The Community of European Railway and Infrastructure Companies is working on solutions to some of these issues, such as unifying signaling systems and standardizing train lengths on certain rail corridors. Still, changes to fully standardize infrastructure would require significant investment from both operators and government. Currently, appetite for this investment on this scale appears limited.
Some additional forces present real challenges to operators and could significantly decrease freight rail's modal share; they are also largely outside the immediate control of railways. The first two are especially significant: they have the potential to reduce rail's share of the market by 20 percent. Such sizable impact underscores the need for operators to focus on initiatives for improvement.
Improved energy efficiency of trucks. Better fuel consumption, as well as a switch to trucks powered by eco-friendly alternative fuels, such as compressed natural gas, could decrease truckers' fuel costs by 50 to 65 percent. If fully realized, this would reduce rail's modal share by 2.3 percentage points.
Increased infrastructure charges. Standardized track usage fees (that is, increased fees for countries with below-average track usage fees) across Europe would significantly affect the industry and could reduce rail's modal share by 1.4 percentage points.
Environmental concerns. A few issues are quickly gaining awareness on the political agenda and could influence modal share. Because of the uncertainty associated with these, we did not quantify the effects in our analysis. Noise emissions of freight-rail systems are increasingly contentious; operators may be asked to comply with more stringent targets to avoid the introduction of curfews, which would increase costs and lower track access, transport speeds, and reliability. The trucking sector is benefiting from much faster progress on noise reduction, including public-sector interventions such as resurfacing highways with noise-efficient surfaces and lining highways in high-density areas with noise-reducing infrastructure.
Putting all the factors together, the outlook for rail freight is basically flat, but with big question marks. Drastic swings in modal share, either positive or negative, are possible, due mainly to factors that are hard for rail operators to directly influence.
Given this uncertain picture, freight-rail operators are well advised to expand their set of capabilities and in so doing the reach of their influence. For instance, to take full advantage of the outlined opportunities in big data very likely will require new competencies. Rail-freight operators often possess strong marketing and sales groups, as well as operations units. They may need to add technical and innovation expertise to integrate big data into their go-to-market strategies and day-to-day operations.
Another new competency for many is regulatory strategy. Lobbying for technical standards and collaborating with other stakeholders with similar interests could speed their adoption. Operators can engage more proactively and in a concerted effort with regulators and partners along the value chain. For example, network service providers could collaborate with rail operators to improve network speed and flows (for example, by enabling longer trains). They might also work together to tell their story to the public and improve social acceptance of freight-rail transport (for example, by tackling the noise and other emission challenges together).
This article is about growth, not profitability—but profits are of course vital. Under current regulations, it is difficult for most operators to earn sustainable margins and create decent returns for shareholders over time. In recent decades none of the larger European carriers achieved average margins of 3 percent in earnings before interest and tax. At least 7 percent is necessary to cover the costs of capital.
As long as this situation endures, operators will be subject to the pressures of politics; their public support will be limited, and they will have to make do with outdated assets. For rail freight to thrive, operators will need to help to shape the industry in a way that cuts unit costs significantly. Costs at most large rail systems in the world are 20 to 50 percent of Europe's. (Costs for road freight are much more similar from region to region.) Operators should work to automate more of their processes, from coupling to data transfer, and work with regulators to run longer and heavier trains on an infrastructure designed mainly for freight.
Knowing the constraints on governments and operators, the likelihood of such a positive development within next decade seems to be limited. But we encourage the industry to fight for bold moves.
Daniel Girardet is a consultant in McKinsey's Munich office, Jürgen Müller is a senior expert in the Stockholm office, and Anselm Ott is a consultant in the Düsseldorf office.


text:
Q: Multiple select box with the same class name how to get the value of select field in jquery  $('.choose').each(function(){
   getval.push($(this).val());
   for(i=0;i<=getval.length;i++){
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A: Select elements typically have two values that you want to access. First there's the value to be sent to the server, which is easy:
$( "#myselect" ).val();
// => 1

The second is the text value of the select. For example, using the following select box:
<select id="myselect">
<option value="1">Mr</option>
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If you wanted to get the string "Mr" if the first option was selected (instead of just "1") you would do that in the following way:
$( "#myselect option:selected" ).text();
// => "Mr"

A: Simple :
$('.choose').change(function(){
   var value = $(this).val(); // You can use the variable value wherever you want
});

$(this).val() will give you the value of the select box which are changing even if there

are 1000s pf select boxes with same class.

redpajama_set_name: RedPajamaStackExchange


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redpajama_set_name: RedPajamaGithub


On 28th March 2017, 15 activists broke into Stansted Airport and chained themselves to a plane to stop a deportation flight. The flight was chartered by the Home Office and was due to deport 57 people in the dead of the night. Thanks to the protestors, several people on the flight were able to appeal their deportation and stay in the country.
However, their actions have led to them being charged with endangering an aerodrome, a charge that carries a life sentence. We've been following some of the protestors to see what made them take such drastic actions and risk their own lives to save the lives of strangers.


Google's popular Gmail webmail service has suffered a major outage, with the company promising they are doing everything to fix the problem.
Gmail has hit the headlines several times in 2009 – with the free service adding offline services as its growth accelerates across the globe.
However, a problem is affecting the service on a non-global but 'widespread' basis, with the problem occurring at 9:30am in the UK.


text:
Plans for cutting-edge Wellness and Life Science Village in Llanelli take major step forward
Robert Lloyd PR, Media and Marketing Consultancy Press releases Plans for cutting-edge Wellness and Life Science Village in Llanelli take major step forward
Carmarthenshire County Council has signed a landmark Collaboration Agreement with Swansea University and a private sector partner to develop the £200 million complex planned for Delta Lakes.
The partnership with Swansea University will bring a significant range of education provision to the site, which is expected to include training for doctors, nurses and other professionals for the life science and health sector. This includes collaboration with other education providers across the Swansea Bay City Region to focus on training opportunities for all levels of employment.
Sterling Health, the scheme's private sector partner, which leads a prestigious consortium of global companies, will bring additional funding to the project. The Village will feature state-of-the-art health, rehabilitation, well-being, sport and leisure amenities, plus independent research and medical facilities.
The Llanelli Wellness and Life Science Village is also being actively supported by the Hywel Dda and Abertawe Bro Morgannwg University Health Boards.
Cllr Emlyn Dole, Carmarthenshire County Council Leader, said: "This innovative partnership with Swansea University and the private sector is a hugely significant milestone for the Wellness and Life Science Village.
"The Collaboration Agreement, which follows a rigorous procurement process, is a major step forward for a development that will place Llanelli at the heart of global life science and well-being innovation.
"Alongside the council, Swansea University and Sterling Health will play a major role in the development of this project, complementing the medical expertise being provided by the Hywel Dda and Abertawe Bro Morgannwg University Health Boards.
"The importance of the Wellness and Life Science Village can't be overstated. Worth 2,000 well-paid jobs and £467 million to the Llanelli area in the next 15 years, this development will also include a wide range of education, skills and training opportunities for local people, from school leavers right through to postgraduates."
The project will give Swansea University an exciting expansion opportunity, while helping address some areas of critical skills' shortages.
Professor Richard Davies, Vice Chancellor of Swansea University, said: "This hugely exciting collaboration between Carmarthenshire County Council, the private sector and Swansea University is ground-breaking in integrating business development, education, healthcare, leisure, tourism, wellness support and research in life-sciences in one location.
"The collaboration will strengthen the region's ability to commercialise research in life science, attract inward investment from bio pharmaceutical and medical technology firms, and increase the export of high value goods and services in the field of life sciences. It is a sign of the University's vital importance to the City Deal project and the impact we have on the region, both economic and in delivering 21st century health provision."
The Wellness and Life Science Village is also part of the £1.3 billion Swansea Bay City Deal programme, which includes 11 major projects across Carmarthenshire, Swansea, Neath Port Talbot and Pembrokeshire. A business case to secure £40 million towards the Village is now with the UK and Welsh Governments for approval.
An outline planning application for the Village was submitted in March this year, with work on site earmarked to start towards the end of 2018.
Franz Dickmann, of Sterling Health, said: "The Village proposals have to date benefitted from impeccable local leadership from Carmarthenshire County Council and significant expertise from Swansea University, and it will now be a real pleasure to be able to help deliver this stellar example of ground-breaking healthcare and leisure innovation.
"Our mission is to put people at the centre of the healthcare system, and the mandate that we give ourselves is to strive to help them live longer, live better and live at home. The Village encapsulates that holistic approach, and we can't wait to get started."
The first phase of the project, due to open in early 2021, will include a Community Health Hub featuring an Institute of Life Sciences and an Institute of Innovation. A Wellness Hub including a top quality leisure centre will also be constructed.
The Wellness and Life Science Village will also include space for business incubation and development, a nursing home, a wellness hotel, an eco-park for outdoor learning, and landscaped lakeside facilities for walking, cycling and other recreational activities.
Overall project completion is scheduled for 2023.
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Tagged Carmarthenshire Council, Collaboration Agreement, Delta Lakes, Llanelli Wellness and Life Science Village, Sterling Health, Swansea Bay City Region, Swansea University


text: This repo is for me to play with node and the bot framework


You are here: Home / Blog / We're Ready for Ladies Night! Join us for Cocktails and Carats Tomorrow Night.
We're Ready for Ladies Night! Join us for Cocktails and Carats Tomorrow Night.
Our favorite event of the year is Tomorrow! Join us for some holiday fun, as you fill out your personalized Morgan's wishlist, and enjoy the good company with refreshments from Elmaro Vineyards and Bub's Brewery!


Stair- A series of steps, each elevated a measured distance, leading from one level of a structure to another.
Flight of Stairs- A continuous series of steps without breaks formed by landings or other constructions.
Stairwell- The rough opening in the floor above to provide headroom for stairs.
Stringer- One of the inclined sides of a stair that supports the risers and treads.
Riser- The vertical surface between two treads.
Tread- The horizontal face of one step.
Nosing- The part of the tread that extends over the riser beneath it.
Newel- The post that supports the railing.
Handrail- An angle piece supported by a wall or railing intended to be grasped by persons.
Balusters- Vertical members supporting the handrail on open stairs.
Platform- A horizontal area placed between to flights of stairs.
Landing- The floor at the top or bottom of each story where a flight of stairs begins or ends.
Winders- Wedge-shaped treads installed where stairs turn.
Unit Run- The width of a tread minus the nosing.
Unit Rise- The height or a riser, vertical distance between two treads.
Total Run- The sum of all unit rises.
Headroom- The vertical distance from a step to a ceiling above.
The rough opening for the stairwell must be carefully laid out and constructed.
Trimmers and headers should be doubled for support.
Stairs angle should fall between 30 and 35 degrees.
The sum of two risers and one tread should be 24 to 25".
The sum of one riser and on tread should equal 17 to 18".


The Bedrock Blog: Fudging: Fighting frustration or fighting fun?
I see a lot of discussion online about fudging lately. Maybe I am just more attentive to the subject these days, but I don't think so. I believe it comes up because people (on both sides) are re-evaluating its utility.
Back when I started gaming in the late 80s, I fudged freely to help keep things moving smoothly. Sometimes I fudged to heighten the drama or pacing. Frankly I didn't think much of it until the late 90s or so. I began to feel that by fudging I was cheating my players in a way (and as a player I found myself resenting GMs who fudged). Most fudging was done for the players benefit but it still felt problematic. To be honest I wasn't really sure why it bothered me, after all no one likes it when their character dies from a stray arrow or random trap, right?
Part of the problem has to do with when I entered the hobby. Technically I picked up my first 20-sider in 1986 and continued to play (even during a brief parental ban) until the release of second edition AD&D. However, second edition is when I became a serious gamer and the assumptions in play during that time shaped how I approached the game.
AD&D 2nd edition (or 2E) has a bad rap in gaming circles these days. For a variety of reasons I think this is an unfair judgment of 2E, but I recognize there were problems at TSR during that era and they deeply impacted things like GM advice and adventure design. While I am sure much of this predates second edition, there seemed to be more emphasis on fudging in favor of drama. A rule of thumb I kept seeing (and still see to this day) was only kill a PC for doing something stupid or reckless. That is, fudge lethal die rolls to keep PCs alive unless they had it coming. I embraced this but overtime I found it diminished my enjoyment of the game both as a GM and as a player.
As a player I didn't feel like my accomplishments meant anything. We may have saved the world from the Orb of Korlax or Azlin's Doomsday Device but it was a foregone conclusion anyway. The GM was going to make sure we reached the end, and manage the pacing around the climax, to ensure the game was "fun and exciting". Yet there was no real risk and the more I realized this, the less fun and excitement I felt.
As a GM I felt like fudging was just another form of railroading. I wasn't giving my players the freedom to fail, the freedom to face real challenges. It was like playing the game with safety rails and training wheels.
So one day I instituted a "all dice in the open" policy and informed my players the game would be "let the dice fall where they may". I told them upfront I wasn't going to play favorites or protect them. Initially I was worried about taking heat for character deaths, and there was a measure of justification for this concern. In a few instances players did get upset when things didn't go their way but for the most part, because I rolled in the open and was willing to admit when I made a bad call, the players took unconsciousness and death well.
This approach isn't for everyone and Bedrock Games doesn't care whether you fudge or not. The Network system is all about playing the game how you want to play it. If fudging heightens the fun for your group then by all means fudge away. But in my case I discovered fudging was an obstacle to true excitement.
Back to my earlier question: no one likes it when their character fails, right? Sure, it can be frustrating when your character dies randomly or when he doesn't overcome the odds but I think in practice it is more complicated than removing any instance of the game that is "unfun". Sometimes what seems frustrating for one moment is actually critical for broader enjoyment of an activity. Think of sports. No one likes it when their team or player loses. But without the threat of loss, the excitement of the game goes way down. This is why the fun boxing matches or games of baseball are the ones where both sides challenge each other. It is also why we don't like fixed sporting events (even if our favored team wins).
That isn't to say this is an unbending rule on my part. I don't think any GM philosophy or approach should be viewed as a universal panacea. Great ideas can become bad ideas in edge cases so you always want to be flexible just in case. Since I instituted this policy, however, I haven't felt the need to fudge at all. In a way, when you don't fudge you can GM with a clean conscience because you aren't deciding who lives or dies, the dice are.


text:
Q: How to use FFT algorithm to calculate N-degree polynomial values in N given specific points This is basically the task i was given on the olympiads in informatic in Poland which is now over. The values should be modulo M (given). Its over now and i know i somehow need to use FFT algorithm to solve it in O(Nlog(N)) complexity.

*

*N is a power of 2 (N <= 2^20) and (q^N mod M) = 1;

*The values are powers from 1 to N of (q) which is given.For example
when q=5 and N=3, then the output should contain: F(q^1 mod M), F(q^2 mod M),F(q^3 mod M).

*a1,a2...aN are given in the input (constants in the polynomial)

The brut force would be N^2, and thats too slow. I think the radix-2 algorithm fits perfectly, but i dont know how would it give me the solution as in FFT you use complex numbers.

A: The algorithm you would use is pretty much the same as the FFT, but you use residues mod M instead of complex numbers.  If you add the additional constraints that M is prime and all the q^i are distinct mod M, then you would have a number-theoretic transform:
https://www.nayuki.io/page/number-theoretic-transform-integer-dft
But you don't strictly need those extra constraints to solve your problem.
First, because that 1-based indexing is annoying, I'm going to refer to your a[N] as a[0] instead, and I'm going to move your Nth output to the start at index 0, because it makes the following discussion so much easier.
So you want:
out[0] = a[0] + a[1] + a[2] ... a[i] ... a[N-1]
out[1] = a[0] + a[1]*q + a[2]*q^2 ... a[i]*q^i ... a[N-1]*q^(N-1)
...
out[j] = ... + a[i]*q^(ij) ...
Notice that if you have the formula for any out[j], you can make the formula for out[j]+1 by multiplying the coefficients a[...] by 1, q, q^2,...  So if we have a way to calculate the even-numbered outputs, we can apply it to those modified coefficients to calculate the odd-numbered outputs.
Now, for even-numbered outputs, all the powers of q are powers of q^2, and they repeat because q^N = q^0 mod M.  So, for even numbered outputs, instead of calculating:
out[j] = a[0] + a[1]*q^j + ... + a[N-1]*q^(j(N-1)) ...
we can calculate it with half the coefficients like:
out[j] = (a[0]+a[N/2]) + ... + (a[i]+a[N/2+i])^(q^2)^(ij/2) ...
And that is just the solution to your problem using q*2 and N/2 instead of q and N.
So, just like the (decimation in time version of) FFT, you solve your problem by transforming a[...] into two new sets of coefficients, each half the size, and then solve the smaller problem with q^2 and M/2 twice using those coefficients to generate the even-numbered and odd-numbered outputs respectively.
I hope that helps... I know it's tough to follow, but if you already understand how the FFT works then you can probably see how to apply it to your problem now.


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Every year in early December, the Midshipmen of the Naval Academy and the Cadets of West Point play what has widely become known as America's Game. Regardless of what you think of the sport, the institutions, or even the service, the game represents the best values of our military and veteran community. Let me explain...
During the game these two teams are competing against each other, but after the game they are united around a single mission...the defense of the United States of America. They know that in the near future they will work side-by-side with their sister services, depending on each other to accomplish the mission. After these cadets and midshipmen receive their commissions and complete specialized training they join their units.
At the unit level they learn to work with other units with differing specialties during Combined Arms Exercises. Infantry, aviation, artillery, transportation, signals, etc...different units all working together to achieve a common objective. This is collaboration. It is in our DNA.
Combined Arms was born out of necessity in 2015. Leaders in the veteran and business community wanted to ensure that we were prepared to support the anticipated 5,000 transitioning service members and their families that we expected to arrive in the greater Houston area every year as the military end strength numbers were being lowered.
So we just started. Meeting as a small collaborative with a mission to "unite the community to accelerate the impact of veterans on Houston" by gathering the best-in-class organizations and streamlining the connection between veterans & organizations and providing accountability between them.
What started out as an idea became a reality. In the past 2 years we have…
Grown from 6 organization to 46 of the best in class organizations providing more 250 unique resources including careers & education, mental & physical wellness, social connection & volunteerism, benefits and assistance, and entrepreneurship.
Connected 3,500 unique veterans to over 12,000 resources in about 18 months.
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Developed a Salesforce.com-based platform with 12 assessments, a veteran portal and an organization portal where we measure the interactions between veterans and organizations so we can provide shared-holistic data to the whole group.
Created the Combined Arms brand and marketing strategy to help us send 2 messages…
To communities - "Veterans & their families are our nation's best assets. You want them in your neighborhood, workplace and community." - this message is essential to counter-acting the negative narrative of the "broken veteran."
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After making many mistakes and recording best-practices we want to come alongside other communities so that NO veteran slips through the cracks.
I'll leave you with a story about last year's Combined Arms Army vs Navy Watch Party that we hosted along with the Naval Academy & West Point Alumni Association.
A few weeks before the game, an advisor of introduced me to an entrepreneur (and West Pointer) who was looking to get involved in the veteran community. He came by for coffee and he told me he was struggling. His business was failing. He and his wife were having marriage problems and he was fighting depression. But he's a veteran, so he is resilient and determined. We connected him to resources and I invited him to the Army-Navy Game.
After the game we spoke and he had a great time at the watch party. He re-connected with classmates and friends who he had no idea were in Houston. He's now part of a community and has access to a support network. He is a regular attendee of events held by our organizations, is getting the help he needs and is making an impact on our community and our city.
So, why the Army vs Navy Game - America's Game - so important to Combined Arms? It is a way for us to promote engagement with veterans, their families and the community and to increase awareness of what resources are available to them through Combined Arms. It's also a really fun way to do it!
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