text:
The "Back to BACH" Project
Students for the Arts!
Anna Choi
Member & R.D. Since Fall 2019
Natick, MA Region
Anna Choi, 17, from New York, New York, began her piano studies at age 5. Soon after, she was accepted to the highly selective Special Music School. Anna was a prizewinner of the YWCA competition at age 8, allowing her to perform at Weill Hall at Carnegie. Following her graduation from SMS, Anna was accepted into The Manhattan School of Music Pre-College Division where she continued to learn piano performance from Natela Mchedlishvili. She has performed solo and chamber music in Merkin Hall and Greenfield Hall. In eighth grade, she chose to switch her primary instrument to oboe. She began her oboe career with Juilliard Pre-College teacher Yousun Chung. In 2019, she secured first prize at the International Grande Music Competition and the YWCA Competition. She attended Curtis Summerfest, allowing her to study with renowned oboists such as Richard Woodhams, the principal oboist of the Philadelphia Orchestra, and Katherine Needleman, the principal oboist of the Baltimore Symphony Orchestra. She then relocated to Boston, where she attended Walnut Hill school for the arts, the only independent arts school on the East Coast. There, she participated in a masterclass with Robert Sheena, the English Horn player of the Boston Symphony Orchestra. Anna entered the New England Conservatory (NEC) Pre-College division where she was accepted into the NEC Youth Philharmonic Orchestra, of which she has been principal numerous times. She now studies from Amanda Hardy, the principal of the Portland Symphony, and weekly learns reed-making from John Ferillo, the principal of the Boston Symphony Orchestra.
Vicky Cheng
Vicky Cheng (17) is a senior cellist at the Walnut Hill School for the Arts. She is a student of Laura Blustein at the New England Conservatory Prep School, where she is the associate principal cellist of the Youth Philharmonic Orchestra. Vicky has attended summer festivals including Morningside Music Bridge, Bowdoin International Music Festival, the Castleman Quartet Program, and Orford Musique, and she will be attending Orford Music Festival again this summer. Vicky loves playing chamber music and she is currently enrolled at NEC prep's Chamber Music Intensive Performance Seminar, where her string quartet has performed in masterclasses given by Don Weilerstein, Paul Katz, Kim Kashkashian. In addition, Vicky has also appeared on From The Top in 2019 with the Walnut Hill String Chamber Orchestra. Aside from being a cellist, Vicky likes learning foreign languages and skiing.
Katherine Huang started learning the cello at the age of 8 and is currently a senior at Walnut School for the Arts. She is now studying the cello with Ms. Carol Ou at the Preparatory School of New England Conservatory. She has attended summer festivals such as the Walnut Hill Summer music camp host by the Foundation of Chinese Performing Arts, New York University Summer Strings, and Cremona International Music Academy in the past three years. Her favorite things to do during the weekend is watching Youtube videos and TV shows.
Eric Wang
Eric Wang is currently a senior violinist at Walnut Hill School for the Arts. Eric studies with Mr.Angelo Xiang You at the Preparatory School of New England Conservatory. Eric is an active chamber music player and he has attended to Walnut Hill Summer Music Festival in both 2017 and 2018. Aside from being passionate about his violin playing, Eric loves all kinds of sports, especially tennis and basketball. A fun fact about Eric is that his mom always gets confused about his and his brother's name.
Chenyi Hu
Chenyi Hu started playing the cello at the age of 6. He is currently a sophomore cellist at Walnut Hill School for the Arts. Chenyi studies cello with Mr.Ronald Lowry at the Preparatory School of New England Conservatory. Before coming to the United States, Chenyi studied cello at the Tianji Conservatory of Music. He is a prize winner in several young artist competitions, including the youth division of the HongKong International String Competition, Tianjin division of Asian Music Competition, AiQinBei Cello Competition. Chenyi loves napping and he can literally naps whenever he wants.
Shawn Lian
Shawn Lian is a junior pianist at Walnut Hill School for the Arts. He is currently a student of Alexander Korsantia at the New England Conservatory Prep School. Shawn did not receive formal piano performance training until the age of 14, when he entered the central conservatory of music in Gulangyu in 2014 and began to study under the instruction of professor Yang Chen. After coming to Walnut Hill, Shawn has quickly built up his reputation as a spontaneous and talented pianist by winning the second place at the 2018 NEC prep concerto competition. Shawn has given solo recitals both at Walnut Hill School for the Arts and New England Conservatory. Other than playing the piano, Shawn also enjoys listening to various kinds of music and watching operas.
John Harry Clark
John Harry Clark (17) is a senior violist at the Walnut Hill School for the Arts. He is a student of Mai Motobuchi at New England Conservatory Prep School, where he is the principal viola of the Youth Philharmonic Orchestra. He will enter NEC in the fall of 2019 as a candidate for Bachelor of Music in viola performance. He has recently attended summer festivals including Greenwood Music Camp, Bowdoin International Music Festival, and Music Mountain, and he will be attending the Aspen Music School this summer. An avid chamber player, he has performed with the Boston Music Institute and with several NEC Prep ensembles. He appeared on From The Top in 2019 with the Walnut Hill String Chamber Orchestra. Outside of classical viola, he is a Celtic fiddler. He has attended the Sabhal Mòr Ostaig Summer Festival and the Boston Harbor Scottish Fiddle School, and he has been fiddling in local pubs since age 15. In order to lift, his Moes and Moes viola, nicknamed "Mjölnir," he does 300 push-ups a day.
© 2014 by The "Back to BACH" Project. Proudly created with Wix.com


The New Testament notices things which from our standards do not seem to count. "Blessed are the poor in spirit," literally – Blessed are the paupers – an exceedingly commonplace thing! The preaching of to-day is apt to emphasize strength of will, beauty of character – the things that are easily noticed. The phrase we hear so often, Decide for Christ, is an emphasis on something Our Lord never trusted. He never asks us to decide for Him, but to yield to Him – a very different thing. At the basis of Jesus Christ's Kingdom is the unaffected loveliness of the commonplace. The thing I am blessed in is my poverty. If I know I have no strength of will, no nobility of disposition, then Jesus says – Blessed are you, because it is through this poverty that I enter His Kingdom. I cannot enter His Kingdom as a good man or woman, I can only enter it as a complete pauper.
The true character of the loveliness that tells for God is always unconscious. Conscious influence is priggish and un-Christian. If I say – I wonder if I am of any use – I instantly lose the bloom of the touch of the Lord. "He that believeth in me, out of him shall flow rivers of living water." If I examine the outflow, I lose the touch of the Lord.


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Best quotes from Emma Watson
Emma Charlotte Duerre Watson is an English actress, model, and activist. As a child artist, she rose to prominence after landing her first professional acting role as Hermione Granger in the Harry Potter film series, having acted only in school plays previously. Watson appeared in all eight Harry Potter films from 2001 to 2011, earning worldwide fame, critical accolades, and around $60 million.
Some of the best quotes from Emma Watson are listed below.
"As an actress, I take roles I find interesting." – Emma Watson
"Being an actress, I find myself people-watching and I can be quite shy." – Emma Watson
"But it's a journey and the sad thing is you only learn from experience, so as much as someone can tell you things, you have to go out there and make your own mistakes in order to learn." – Emma Watson
"I don't have perfect teeth, I do not stick thin. I want to be the person who feels great in her body and can say that she loves it and doesn't want to change anything." – Emma Watson
"I don't know, I'd love to try some theater. That's my other thing. I'd love to do some Shakespeare." – Emma Watson
"I don't really buy designer stuff. I have a few nice things, but I don't really have the occasion to wear couture too often." – Emma Watson
"I have a real thing for Mexican directors. And I love Guillermo del Toro and Alejandro Gonzalez Inarritu." – Emma Watson
"I have collections of quirky things from places I've been to, like a set of Russian dolls." – Emma Watson
"I like books that aren't just lovely but that have memories in themselves. Just like playing a song, picking up a book again that has memories can take you back to another place or another time." – Emma Watson
"I love fashion. I think it's so important because it's how you show yourself to the world." – Emma Watson
"I love painting and have a need to do it." – Emma Watson
"I think when I was younger I wasn't really sure if I wanted to act, so I played around with a few different ideas. I wasn't sure whether I might want to write or whether I might want to do something in fashion." – Emma Watson
"I was working on 'Harry Potter' while I was growing up, and the attention it brought me made me feel quite isolated." – Emma Watson
"I wasn't one of those girls who always dreamed of being an actress. I went to a normal school and then these film auditioners turned up when I was nine. Then I just fell into this whirlwind." – Emma Watson
"I'm a multidimensional person and that's the freedom of fashion: that you're able to reinvent yourself through how you dress and how you cut your hair or whatever." – Emma Watson
"I'm a perfectionist, so my bossiness definitely comes out." – Emma Watson
"I'm really interested in modern history, but to fulfill a History degree at Brown you have to do modern and pre-modern." – Emma Watson
"I'm very crafty! One time I made a television set out of a cardboard box – Everybody thought it was a lark! This was the beginning of a love affair with the arts." – Emma Watson
"I'm very romantic and of course, I want to be in love." – Emma Watson
"I've always been fascinated by Elizabeth Taylor, and I had read that her first kiss happened on a film set, which actually made me a little sad. You need to have normal experiences of your own." – Emma Watson
"I've earned my own money; I've traveled the world. What would I rebel against?" – Emma Watson
"My cinematic crush has been pretty much the same since I was 12: Kevin Costner." – Emma Watson
"My grandma said – when I was really young and I'd sing along to the radio – why do you sing in an American accent? I guess it was because a lot of the music I was listening to had American vocalists." – Emma Watson
"Now, honestly, every movie set that I go on, I walk onto set with the confidence that there is nothing that they can throw at me that's gonna surprise me." – Emma Watson
"Some days, for some reason, I can't go anywhere, and I'm like, 'That was a mistake,' and other days no one will even notice me." – Emma Watson
"The difficulty for me is that I'm interested in so many different things. I could never really imagine myself doing one thing, and I'm pretty sure that I'll end up doing four or five different things." – Emma Watson
"The entertainment industry is pretty nuts, and having had that experience outside of it and going to university has really made a big difference. It's important to me to feel like I have my own life." – Emma Watson
"To be honest, I've always had far too much freedom. I had a job when I was 10." – Emma Watson
"When I haven't been working I've tried to travel a lot." – Emma Watson
"When I started dating I had this kind of Romeo and Juliet, fateful romantic idea about love which was almost that you were a victim and there was a lot of pain involved and that was how it should be." – Emma Watson
Tags: Quotes
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redpajama_set_name: RedPajamaCommonCrawl


Join us on October 17th for Salsa and Bachata dancing at Cafe Bar Europa in La Jolla. This European style cafe-bar is known for its amazing tapas, food, and wine selection… and now Latin dancing every Monday night! Great, warm environment with out door patio and dance floor. Don't miss the big night!
Salsa lesson with Ooh La La Dance Company at 8pm.
DJ Voss from Los Angeles will keep you on your feet with the best Salsa and Bachata music.
$10 cover includes one drink.


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Sorry, you missed Charlie and the Chocolate F... at Pantages Theatre.
You missed Charlie and the Chocolate F... at Pantages Theatre.


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Гарячка лісу Барма () — ендемічне вірусне інфекційне захворювання. Австралія — єдина країна, де виявлено цю хворобу. У Квінсленді щороку повідомляється про 400 випадків цієї хвороби.

Етіологія

Збудником є РНК-вмісний вірус роду Alphavirus. Вперше виділений у Національному парку Барма в північній Вікторії в 1974 році. Перший спалах хвороби серед людей відбувся у 1992 році. Вірус належить до групи з 6 артритогенних (які спричинюють ураження суглобів) альфавірусів, куди входять ще збудники гарячки Росс Рівер, чікунгуньї, гарячки Сіндбіс, о'ньйонг'ньйонг та гарячки Маяро.

Епідеміологічні особливості
Основним джерелом є сумчасті тварини, особливо опосуми, кенгуру, валлабі, коні. Передача вірусу може відбуватися людині лише трансмісивно через укуси заражених комарів. Хоча наразі хвороба ендемічна лише в материковій частині Австралії, потенціал поширення вірусу можливий на сусідню Тасманію, Нову Зеландію та Папуа-Нову Гвінею виходячи з присутності як ймовірних хазяїв, так і переносників. Здійснюють передачу збудника кілька видів комарів, зокрема Aedes vigilax та Culex annulirostris. Найбільше випадків захворювання реєструється в лютому та квітні з чіткою сезонною тенденцією (літо-осінь для Південної півкулі). Безпосередній контакт із зараженою людиною або твариною не спричинює зараження.

Патогенез
Альфавіруси поширюються через кров до печінки, селезінки, м'язів та лімфатичних вузлів, які є первинним місцем реплікації після укусу зараженого комара. Переважним механізмом проявів є вивільнення прозапальних медіаторів переважно ІЛ-6, ІЛ-1, хемокінового ліганду 2 (CCL2) і моноцитарного хеміотактичного білку-1 (MCP-1).

Клінічні прояви
Інкубаційний період триває 3-11 днів. Головними проявами є запалення та біль у суглобах і має подібні прояви до гарячки Росс Рівер, але зазвичай прояви тривають менший час. Прояви можуть включати гарячку, головний біль, втому, артралгії, набряк суглобів — уражаються колінні, зап'ясткові, гомілковостопні, міжфалангові суглоби, міалгії та плямисто-папульозні висипання на шкірі. Деякі люди, особливо діти, можуть перенести хворобу безсимптомно.

Початкова гарячка та дискомфорт тривають лише кілька днів, але деякі люди можуть відчувати біль у суглобах, втому та міальгії до шести місяців. Більшість людей можуть повернутися до роботи протягом декількох днів після захворювання, хоча артралгії та міальгії можуть спричинити деякі довгострокові обмеження в деяких заняттях.

Діагностика
Швидкість осідання еритроцитів, С-реактивний білок зазвичай у нормі або їх рівень є незначно підвищеним, кількість лейкоцитів крові зазвичай є нормальним. Рідкісні суглобові випоти переважно містять моноцити.

Лікування
Специфічного противірусного лікування не розроблено. Проводиться патогенетичну терапію, направлену на зменшення запалення суглобів і м'язів, покращення рухів тощо.

Профілактика
Специфічної профілактики не розроблено. Вживаються запобіжні заходи проти укусу комарів:
 використання репеллентів від комах та світлого захисного одягу;
 уникання перебування назовні під час значного навантаження повітря комарами, зокрема, ранніми вечорами в теплі місяці;
 встановлення захисних протимоскітних сіток на вікнах у житлових будинках;
 регулярна перевірка свого житла на предмет потенційних місць розплодження комарів, наприклад, будь-які незакриті ємності з водою, невеликі басейни та старі шини слід регулярно спорожнювати від зайвої води.
Програми ліквідації комарів є найефективнішим способом контролю за поширенням хвороби.

Примітки

Джерела
 Інфекційні хвороби: енциклопедичний довідник / за ред. Крамарьова С. О., Голубовської О. А. — К.: ТОВ «Гармонія», 2-е видання доповнене та перероблене. 2019. — 712 с. ISBN 978-966-2165-52-4 (Крамарьов С. О., Голубовська О. А., Шкурба А. В. та ін.) / С. 120—121.
 Queensland Government home For Queenslanders Health and wellbeing Health conditions directory. Infections and Parasites. Viral Infections Barmah Forest Virus
 Paul Griffin Barmah Forest Virus. Antimicrobe
 SA Health Barmah Forest virus infection — including symptoms, treatment and prevention

Посилання
 Richard Macey. Mozzies carrier of 'emerging virus' The Age. January 3, 2006

Арбовірусні хвороби
Хвороби, які переносять комарі

redpajama_set_name: RedPajamaWikipedia


You're Invited To Our New Year's Eve Bash!
We're thrilled to be welcoming back last year's amazing band. The show will start at 8 p.m. but come at 7 p.m. if you want to be fed! Tickets can be purchased at the door for $20 a person, which includes a drink and a buffet-style feast. We're able to do this thanks to Cook With Pressure who is partnering with us on this event. Besides financial support and helping us out in the kitchen, they will be providing specially selected pressure cookers as giveaways for the evening. We'll be running a 50/50 draw for the Feeding America program and some of you will be walking home with some lovely Presto 01781 best-selling pressure cookers to start the new year.
This will be a family-friendly, all ages event but everyone under the age of 18 must be accompanied by an adult or they will not be let in. Since the crowd will be big, there will be limited docking spaces for those arriving by boat. You MUST contact us to reserve a spot. If you don't have a confirmed reservation you will not be able to dock in our spots. Please remember that if you will be drinking, make sure you will not be driving or boating. Arrange for alternative ways to get home or get a designed driver. You may also leave your vehicles and boats until the next morning, but note that our facilities will be closed at 1 a.m. You will not be allowed to stay until we open up on January 2. We will be closed on January 1.
For questions about the event, you can reach us by phone until January 31. You are not required to make a reservation but we do limit the number of guests we allow in so it's a better idea to get yourself on the guest list.
We hope to see you there and wish everyone a wonderful new year!
This entry was posted in Updates on December 29, 2014 by admin.
We Bought Two New Zojirushi Bread Makers!
Pier99 is proud to announce that you'll soon be able to try some of our amazing bread recipes! In addition to our house-made flat breads, we'll be adding some delicious Italian breads, French breads, dinner rolls, and sandwiches made with our two new Zojirushi bread makers. With the help of Bread Machine Pros' Zojirushi bread maker reviews, we were able to pick a top quality machine so this is a huge thank you and shoutout to those guys. They've been doing some in-depth reviews on bread machines and we really suggest checking them out if you want to buy one. Most people who do reviews don't try out the machine for themselves, but the guys at Bread Machine Pros actually bought the machines and tested them out themselves.
Most restaurants consider bread machines a commodity. They either buy bread from a supplier already made, or bake the already-made bread themselves on-site. It's common practice in the restaurant business because making bread from scratch simply takes too much time and it's a difficult skill to master. But because we were desperate to find a way to make fresh bread at Pier99, we decided to invest in a bread machine.
When we first got the machine, we weren't entirely sure whether or not we would use it at the restaurant. We had to test the machine and see what sort of menu items we could come up with. The Zojirushi performed beyond our expectations and we could really envision a place for it in our kitchen. So we came up with a bunch of recipes for homemade bread and we will be serving them starting today!
For those who are unfamiliar, Zojirushi is among the most, if not the most, popular bread machines on the market. It's the best of the bunch. And actually, we recently learned that it is a Japanese brand and it was the Japanese that first invented bread machines. After the second world war, food, particularly rice, was hard to come by in Japan and aid organizations from abroad sent over lots of wheat. The Japanese began incorporating wheat into their diets and bread remained a part of their eating habits. Eventually, people wanted to bake bread from home but traditional Japanese homes didn't have baking ovens. So in the 1980s the bread machine was invented. Today the bread machine remains quite popular in Japan as well as all over the world. Quite a story isn't it?
That's not all. Because our Zojirushi machines are Japanese, they have some functions that some of the other machines made in America don't have. They are able to make mochi bread, rice bread (wheat is replaced with rice), and other types of Japanese baked goods.
As you can tell, we're very excited with our new purchases and we're looking forward to baking some amazing bread for you. So come try them soon!
This entry was posted in Updates on December 19, 2014 by admin.
Pier 99 Grill & Spirits is a dining facility where you can just dock your boat (or park your car) and come on in! We pride ourselves with a unique dining experience that is second to none, and is completed by our commitment to serving only the freshest and finest of vegetables, meat and seafood. Our restaurant is also equipped with a full service bar where you'll find some deliciously mixed drinks made by our fantastic staff!
© 2015 PIER99 GRILL & SPIRITS. ALL RIGHTS RESERVED.


The Interdisciplinary Minor in Aging provides students with the opportunity to study aging as it relates to health, communication, development and activity. The minor is offered through the College of Applied Health Sciences. There are no prerequisites for the minor. Minors should be declared by filling out the intent to pursue a minor form which can be found at http://provost.illinois.edu/programs/advising/declare.html and turning the form into Julie Bobitt, Interdisciplinary Health Sciences Program , in 228 Huff Hall or contact Julie via email at jbobitt@illinois.edu.
Students may also earn elective credit by participating in an aging-related internship or independent study that is also pre-approved by the advisor for the minor. Minor modification forms should be filled out if you are requesting to use an independent study or internship. Forms can be found at http://provost.illinois.edu/files/2017/01/Minor-Modification-Form.pdf.
Special Topics courses must include aging-related content and be approved by the Aging minor advisor.


Luxe Victoria Quality Home Furnishings & Design.
We were so impressed with the excellent customer service and professional friendly help from your staff at Luxe.
Just wanted to thank Luxe and the delivery team. Furniture all in - looks great.
As the delivery guys took the protective wrapping off our new sofa there was a unanimous "oooh" throughout the room!
Thank you Elaine for helping us create our dream bedroom!
Their very personal service begins with no pressure assistance, design guidance and inspiring store displays and ends with Ta-Da installations on delivery days!
The customer service and kindness they showed us was amazing!
The furniture is gorgeous! We love it. Thank you again for sharing your expertise, grace, and patience!
Darren personally delivered the new chairs which are absolutely perfect...now that kind of service is the difference between ordinary and extraordinary!
Love the furniture and the service and the designers are so helpful.
Just wanted to send you a quick note to commend you and Luxe in general for your great service.
At Luxe Home Interiors all of our salespeople are accredited, skilled and highly respected designers who offer complimentary design consultations. Learn more.
Selecting the right furnishings for small spaces is an art. Your home may be short on space, but that doesn't mean it has to be short on style.


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January 30, 2020: Strategic Planning Session.
Head Table: Our President Brent Shackleton, invites, all major chairpersons, to join him at the head table.
Today at Rotary: Our speaker was Dr Alicia Cundall who described her work in Africa with a volunteer organization called EM Global. This organization specializes in emergency medical training and scholarships. This is a new organization and Dr. Cundall is a major player in it. They have a team of about 4 Canadian doctors and have recently completed a project in Tanzania in which the team travelled there to train doctors there in emergency medicine. Dr. Cundall explained that the local doctors in Africa are well qualified except that they lack the tools and new skills that are not available in their country but that can be supplied by this team along with the training. In her talk, Dr. Cundall gave us the picture of how very practical a portable ultrasound machine can be in Africa especially for emergency work. The team did this training and provided the machine for the team they were training. They even used the ultrasound to demonstrate its usefulness when there just happened to be a bus accident.
In addition to such trips with the team to do on site training, the plan is to sponsor African doctors to come here on a scholarship program and be more fully trained in emergency medicine. The budget for a scholarship program might be $30,000. 00 for 3 years ($10,0000.00 per year). The budget for a team to go and do an on - site project would be about $15.000.00 and would include tools such as ultrasound to be donated.
Dr Cundall emphasized that it is so important to do work that results in a benefit to the recipient doctors. Training a whole team and giving them tools they can use after the trip is over is much better than a doctor going to a site in Africa to treat patients.
The Rotary club of Stratford international projects committee has provided $5000.00 to EM Global. This organization is attracting donations from sources who see to benefits and hopefully it will also attract donations from other Rotary sources.
Dr Alicia Cundall was introduced by Patrick Feryn and thanked by Wendy Wilkinson.
Scribe: Norm Bird
Guests: No Guests today.
Foundation Draw: The prize today was donated by an anonymous Rotarian and won by Al Wakelin.
Make-ups: Gordon Sherwin, on January 15 and 22, 2020 at the R. C. of Stuart.
Please, if you do a make-up, please send me an email at naroutzidis@naeng.com.
January's Attendance Committee: Charlene Gordon (I/C), Craig Pearce, Peter Maranger, Karel Hodgert, Doug Page, Patricia Riehl, Tony Carter, Colleen Devine.
February's Attendance Committee: Ryan Erb (I/C), Rick Orr, Elizabeth Gaffney, Dan Kane, Debra Swan, Michael Fox, Katelyn Aitcheson, Clare McCallum, Wendy Anderson.


Comments Off on All you Need to Know about online loan options With the development in the technology field, everything has become easier for people. Now they can do almost everything online while sitting in their homes using the internet. Applying for a loan has also become very easy with the growing internet technology.Online loans are becoming very popular because of the quick and fast loan approval. You can get a loan within few minutes of loan approval. In most cases, you can get a loan within few minutes of loan application.
There are many types of loans available on the internet. So you need to have a better understanding which type of loan you need to get.There are two types of loans: secured and unsecured. A secured loan is the one in which the lender keeps any property of Borrower as a collateral. And lender has every right to sell the property to cover the losses in case the borrower fails to pay the loan amount. On the other hand, an unsecured loan is a loan in which there is no collateral and the lender takes a risk by lending the money to the borrower.
Mostly online loans are unsecured types of loans. You do not need any collateral to take the loan and there is the minimum of no paperwork involved in the loan application process. Another major benefit of the unsecured online loans is that it has nothing to do with your credit history. Even if you have a bad credit, you will still get the loan. The lender does not check the credit history before approval of the loan.
Online loans are mostly taken for the short term which can be for a period of few days to few years. In most cases, online loan installments are finished in maximum 4-5 years. The amount of the loan is directly transferred to your account after few minutes of approval. The loan repayment process is also very simple. The repayment of the loan will be deducted from your bank account after your payday. The deducted amount is small, so you will not have any problem in paying back the loan.
You should have a savings or checking the bank account.
You should have a regular and steady paying job.
If you meet these requirements then you are eligible to secure an online loan. The application process is quite simple and easy. You just have to log into the lender's website and you need to fill the application form. The website will locate the lenders that meet your requirements and terms. You can get an online loan as much as $25000 and even more on some websites.


Gjöf is sired by Árni Geir and Gústa frá Feti. Gústa was of a good bloodline, but Gústa's mother Gjöf frá Skálmholti gave a lot of good horses.
Gjöf is really big and handsome mare with long strides. She usually has the most beautiful foal every year, since they are always really big and handsome.


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After Social Media Allegations, Police Investigating Claims Of Sexual Assaults, Gang Violence At Aberdeen High School
By CBS Baltimore Staff December 7, 2021 at 10:30 pm
Filed Under:Aberdeen, Aberdeen High School, Aberdeen Police Department, Gang Violence, Harford County, Maryland, sexual assaults
ABERDEEN, Md. (WJZ) — There will be heightened police presence at Aberdeen High School after social media posts claimed there were numerous incidents at the school involving sexual assaults and gang violence, Aberdeen Police said Tuesday.
Information began to circulate on social media Monday morning about the threat of a shooting at Aberdeen High School or other area schools, but police said it has been fully investigated and was unfounded.
According to a statement by APD, police are investigating alleged sexual assaults involving students that happened outside of the high school. Police spokesperson Lt. Will Reiber said a student was charged Monday for allegedly assaulting one of the accused perpetrators.
Reiber said information is circulating about sexual assaults that have recently occurred in the school, but the department has not received reports of any such incidents. He said the department will be looking into allegations circulating on social media.
Over the past week, the department has investigated multiple incidents involving teens with alleged gang ties committing assaults in the community, Reiber said. Investigators have identified three suspects from an assault that occurred Monday morning at the high school and charges related to the incident are forthcoming, he said.
In response to the incidents, APD added additional officers to the school. including deputies from the Harford County Sheriff's Office of Crime Suppression. The State's Attorney's Office is working with the department to identify potential gang members through their crime analysis unit, Reiber said.
Reiber thanked parents who reached out, and spoke out against misinformation and rumors that create panic.
"Rumors and misinformation create panic in our community," he said. "We ask the parents of students with information or concerns please follow the proper channels and other contact school or the Aberdeen Police Department."
CBS Baltimore Staff
More from CBS Baltimore Staff


This past week I hit another milestone: first podcast appearance! I learned about The Word Count podcast through Marie Haskins, whom I met as a fellow contributor to the Abandoned Places anthology.
What is unusual about this podcast is the authors do the primary narration, and the host, the fab RB Wood, adds the intro and writer bios.
What surprised me most when I listened to the playback was the timbre of my voice. It had gone from "rough baritone" to "broken baritone that really needs to hydrate more." I'm not a smoker, and I wasn't sick before the recording. Apart from the normal aging process, the primary alteration to my voice has been come about because of The Squatter.
You may remember that I had a tumor removed from my sinus back in 2016. It turned out to be more annoying than we first thought, and required a second cleanup surgery. That procedure, while successful, also streamlined my breathing passages.
You'd think that'd be a good thing, right? It is, up to a point. You want the air to flow, but as I've learned, you always want a certain rough texture to the sinus cavity to retain moisture. Without the nooks and crannies, the normal mucus just goes where it will, and that means excessive drainage (in certain sleeping positions) and — ironically — drier air. Over time, that continual irritation has changed my voice.
Not many people are thrilled when they hear their own voice via recording as opposed to their own skull. For me, it almost sounds like a stranger.
Not sure if I'll be looking to do my own readings in the future. With luck and perseverance, I'll sell to markets that can hire that sort of talent.
I'm okay with that. And I'll take the hit on my voice over a brain-threatening tumor any day.
Karl has read 5 books toward his goal of 40 books.
Tonight's dinner was Greek-inspired shrimp and rice: feta cheese, mint and almost but not quite too much salt. Even the teen wanted more.


Autumn is soup weather, and I wanted soup when I returned from the farmers market this morning. I found myself inspired by Elena's recipe for Thai Vegetable Soup, and although I started making soup with her recipe in mind, in my usual style, I quickly went off the path and made up my own recipe. The whole project sort of took on a life of its own, since I had a bunch of wonderful fresh produce and a jar of red curry paste burning a hole it my pantry. It took hardly any time to throw together and it was absolutely delicious, a fragrant and flavorful soup that is perfect for a chilly fall day. The broth is rich and rather addictive, and makes the soup surprisingly filling. I think I am just going to start making curry coconut broth to have as a satisfying and nourishing beverage on chilly mornings.
Although it stood up just fine on its own, my bowl of soup was especially delicious with a swirl of homemade Garlicky Red Chili Hot Sauce. The original recipe is from the New York Times, and I found it by way of Seven Spoons. After reading Tara's amazing description, I knew I had to make it. So I made a big double batch of it last weekend, tweaking a couple things from the original recipe. I roasted the red peppers first to bring out the sweetness, and subbed apple cider vinegar for the white vinegar. It smelled amazing while I made it, then I put in the fridge and let it cure, tasting periodically over the last week. The flavor has developed nicely - it packs a lot of heat, but not the kind that kills your tastebuds. It starts sweet and finishes with a bite in the back of your throat. You feel a little dampness on your forehead. Your lips tingle. You smile. Beyond being delicious, it is also gorgeous - that color is amazing, isn't it?!
I used a small amount of fish sauce in the recipe; it can be omitted but does add a very good flavor. Fish sauce contains a nominal amount of sugar, and since I only use 1 tsp in the whole recipe, it is not enough to concern me. However, if this feels to risky for your anti-Candida diet or other sugar avoidance, don't use it. I like Thai Kitchen brand fish sauce, which is certified gluten-free. If you desire a more hearty soup, feel free to add diced cooked chicken or turkey, or tofu if you are soy-tolerant.
Prepare vegetables as directed above. Heat oil in a large soup kettle, then add garlic and onions and saute over medium heat for 5 minutes. Add sweet potato and saute another 3-5 minutes, then add broth, coconut milk, fish sauce, and curry paste and stir to mix and dissolve. Bring up to a boil, then reduce to a simmer. Once sweet potatoes are almost fully softened, add remaining vegetables and cook about 5 minutes, until broccoli and beans are bright green and just crisp-tender. This will taste best when your veggies are not over-cooked.
Remove from heat and serve, garnished as desired.
Heat your broiler and line a broil-safe pan with foil. Cut the red peppers in half, remove the seeds, and place skin-side up on the pan, then broil for 5-7 minutes until blackened. Wrap in the foil, or put in a paper bag positioned under a bowl, and let rest for 15-20 minutes. Peel and coarsely chop.
While peppers cool, prepare habañeros. Wearing rubber or latex gloves (no kidding, be sure to wear them), roughly chop the chilis. Combine with red peppers, garlic, vinegar, and salt in a small pot over medium-high heat. Once mixture is simmering, reduce heat to low, cover and continue to simmer until peppers are tender, 7 to 10 minutes. Do not inhale vapors; they will sting.
Transfer mixture to a blender and purée. Pour into a medium jar and allow to cool uncovered. Cover tightly and refrigerate for three days, then use. Keep stored in refrigerator; sauce will last for several weeks or months.
May SOS Kitchen Challenge Reveal: Spinach! And a recipe for Creamy Spinach & Celeriac Soup.


This is a morning gathering of local business owners and employees. We get together to study scripture, pray and fellowship.
If your life is lived in the marketplace as a business owner, a boss or an employee, and you want to grow in your faith with likeminded people, come join us Thursday mornings in the Fireside room from 6:45 am – 8:00 am.
From Sept. 20 – Oct. 25 we will be going through a course called "Bursting your Bubble". Do you know how to engage people in spiritual conversations? Have you developed your life story and shared it? Do you know how to lead someone to Christ and follow them up? If not, then it's time to Burst your Bubble…. This series is designed for brand new Christians, growing Christians, and those that have been walking with the Lord their entire lives - all are welcome! Come join us this fall at Marketplace Leaders.
For more information, contact Bret Loge at , or call 250.870.2474.


around Western Japan for the BCCJ.
What do people mean when they say 'just be yourself'? What should you do if being yourself isn't making you happy or isn't getting you what you need and want? Self-confidence as a Second Language is a book about developing the confidence to wear your heart on your sleeve, to know and like yourself and to be able to state who you are and what you can do with real pride and strength of conviction. It is a book for anyone who has ever doubted him or herself and still suffers from self-doubt, at least occasionally. By means of moving personal stories, lucid explanations of key psychological principles and easy to grasp and apply techniques it shows the reader how to get and retain the upper hand over doubt and negativity. The book is packed with insights into the nature of emotions such as fear, anger and sadness - and their handmaidens - obsession, compulsive habits, hostility and depression. Throughout the book there is a clear and consistent message: where suffering exists, hope, healing and redemption are never far away, if you know where to look and how to enlist their help. Self-confidence, well-being and fulfillment are the birthright of anyone who is prepared to take a little time and expend a little effort learning their language.


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Operation and maintenance legal definition of operation and maintenance
https://legal-dictionary.thefreedictionary.com/operation+and+maintenance
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Also found in: Dictionary, Acronyms, Wikipedia.
No invention has so transformed the landscape of the United States as the automobile, and no other country has so thoroughly adopted the automobile as its favorite means of transportation. Automobiles are used both for pleasure and for commerce and are typically the most valuable type of Personal Property owned by U.S. citizens. Because autos are expensive to acquire and maintain, heavily taxed, favorite targets of thieves, a major cause of air and noise Pollution, and capable of causing tremendous personal injuries and property damage, the body of law surrounding them is quite large. Automobile law covers the four general phases in the life cycle of an automobile: its manufacture, sale, operation, and disposal.
Brief History of the Automobile
The first automobile powered by an internal combustion engine was invented and designed in Germany during the 1880s. In 1903, Henry Ford founded the Ford Motor Company and started an era of U.S. leadership in auto production that lasted for most of the twentieth century. In 1908, Ford introduced the highly popular Model T, which by 1913 was being manufactured through assembly line techniques. Innovations by Ford, General Motors, and other manufacturers near Detroit, Michigan, made that city the manufacturing center for the U.S. car industry. By the 1920s, General Motors had become the world's largest auto manufacturer, a distinction it still held into 2004. Over time, the auto industry in all countries became increasingly concentrated in the hands of a few companies, and by 1939, the Big Three—Ford, General Motors, and Daimler Chrysler—had 90 percent of the U.S. market. As of 2003, Ford is the world's second-largest auto manufacturer after General Motors Corporation.
What to Do If You Are in an Auto Accident
Sooner or later, you are likely to have an accident. Fortunately, it will probably be a minor collision that damages only the vehicles involved. However, whether you are in a minor or major accident, behaving coolly, calmly, and properly after it occurs could save you a lot of money and trouble.
Some suggestions on what to do if you are in an auto accident:
If possible, move your car to the side of the road or out of the way of traffic.
Turn on your car flashers or set up flares to warn other motorists of the accident.
Do not make any statements concerning who was at fault, or assign blame to anyone involved.
Help any persons who are injured. Most states have laws requiring you to render aid to anyone injured in the accident. Call an ambulance if necessary.
Write down the name, address, license plate number, and driver's license number of the other driver and ask to see his or her vehicle registration certificate and proof of insurance. Write down the insurance company name and policy number of the other driver. If asked, do the same for the other driver. Do not reveal the amount of your insurance coverage.
Write down the names and addresses of all passengers involved and of any witnesses to the accident.
Notify the police, particularly if anyone is hurt or injured at the scene.
Write down the names and badge numbers of any police officers at the scene.
If possible, take a picture of the scene of the accident, including damage to cars and skid marks.
Draw a rough diagram of what happened in the accident, noting road conditions, weather, and lighting.
If you suspect you have any injuries, obtain medical care.
Talk to a lawyer if you intend to file a lawsuit regarding the accident.
All states require those involved in an accident to file a report with the police or bureau of motor vehicles if the accident involves a death, a personal injury, or property damage above a certain amount, such as $500. Some states require that the report be made immediately; others allow five to thirty days. Failure to file a report is a misdemeanor in most states and could result in the suspension of your driver's license.
Some insurance companies provide their policyholders with accident report forms. Such forms make it easier to obtain the necessary information if you are in an accident. If you have them, keep them handy in your vehicle.
In 1929, there were roughly 5 million autos in the United States. All those cars required an infrastructure of roads, and by the end of World War II, the federal government had begun aggressively to fund highway development. With the intention of improving the nation's ability to defend itself, Congress passed the Federal-Aid Highway Act of 1944 (58 Stat. 838). It authorized construction of a system of multiple-lane, limited-access freeways, officially called the National System of Interstate and Defense Highways, designed to connect 90 percent of all U.S. cities of 50,000 or more people. In 1956, the Federal-Aid Highway Act (23U.S.C.A. § 103 [West 1995]) established the Federal Highway Trust Fund, which as of the early 2000s continued to provide 90 percent of the financing for interstate highways. By 1990, the interstate highway system was 99.2 percent complete and had cost $125 billion.
During the 1970s, the U.S. auto industry began to lose ground to Japanese and European automakers, and U.S. citizens relied to an increasing degree on imported autos. Japan, for example, surpassed the United States in auto production in the 1970s. Oil shortages and embargoes during the 1970s caused the price of gasoline to rise and put a premium on smaller autos, most of which were produced by foreign companies. Foreign cars also earned a reputation for higher quality during this period. The share of foreign cars in the U.S. market rose from 7.6 percent in 1960 to 24.9 percent in 1984.
In the early 1980s, the U.S. auto companies were suffering greatly, and the U.S. government bailed out the nearly bankrupt Chrysler Corporation. The U.S. government also negotiated a quota system with Japan that called for limits on Japanese autos imported into the United States, thereby raising the prices of Japanese cars. By the 1990s, the U.S. auto companies had regained much of the ground lost to foreign companies. In the mid-1990s, however, international manufacturing agreements meant that few cars, U.S. or foreign, were made entirely in one country.
Unsafe at Any Speed
For over half a century the automobile has brought death, injury, and the most inestimable sorrow and deprivation to millions of people." So Ralph Nader began his 1965 book Unsafe at Any Speed: The Designed-in Dangers of the American Automobile, a landmark in the history of U.S. Consumer Protection.
Nader's book recounts how U.S. automobile manufacturers resisted attempts to improve auto safety in the 1950s and 1960s. Even when makers of other vehicles such as planes, boats, and trains were forced to adhere to safety regulations, automakers were still largely uncontrolled in the area of safety. "The gap between existing design and attainable safety," Nader wrote, "has widened enormously in the postwar period."
Nader examined how auto companies lobbied against safety regulation and organized public relations campaigns that asserted over and over again that most injuries were the result of driver error. He argued that the best and most cost-effective way to reduce auto injuries is not to try to alter driver behavior—as honorable a goal as that might be—but to require automakers to design cars that better prevent accidents from occurring and better protect passengers if accidents do occur.
In telling his story, Nader cited sobering statistics on traffic injuries and fatalities, including the fact that auto accidents caused the deaths of 47,700 in 1964—
"the extinguishment of about one and three-quarter million years of expected lifetimes," he noted—and one-third of all hospitalizations for injuries and 25 percent of all cases of partial and complete paralysis due to injury. Borrowing the zeal and spirit of the Civil Rights reform movement and the faith in technology of the space program, Nader looked at traffic fatalities as a public health issue that can be resolved through public action and technological innovation. Quoting Walt Whitman's epigram "If anything is sacred, the human body is sacred," Nader asserted that he was attempting to protect the "body rights" of U.S. citizens.
To protect those rights, Nader used his book to call for a number of different strategies to reduce traffic fatalities and injuries: federal safety standards; a federal facility for auto safety research, design, and testing; increased manufacturer research and development for safety technology; improved consumer information with regard to auto safety; better disclosure of auto manufacturers' safety engineering efforts; and the creation of a department of transportation. It is a mark of Nader's foresight and determination that all of those goals were achieved in the decades following the publishing of Unsafe at Any Speed.
Nader, Ralph.
Throughout the twentieth century, automakers were required to conform to ever stricter standards regarding the manufacture of their vehicles. These rules were designed to improve the safety, fuel consumption, and emissions of the auto.
Safety Standards As autos increased in number and became larger and faster, and people traveled more miles a year in them, the number of motor vehicle deaths and injuries rose. By 1965, some 50,000 people were being killed in motor vehicle accidents every year, making automobiles the leading cause of accidental death for all age groups and the overall leading cause of death for the population below age 44. Between 1945 and 1995, 2 million people died and about 200 million were injured in auto accidents—many more than were wounded and injured in all the wars in the nation's history combined.
Beginning in the 1960s, consumer and automobile safety advocates began to press for federal safety standards for the manufacture of automobiles that would reduce such harrowing statistics. The most famous of these advocates was Ralph Nader, who published a 1965 book on the deficiencies of auto safety, called Unsafe at Any Speed: The Designed-in Dangers of the American Automobile. From 1965 to 1995, more than 50 safety standards were imposed on vehicle manufacturers, regulating the construction of windshields, safety belts, head restraints, brakes, tires, lighting, door strength, roof strength, and bumper strength.
In 1966, Congress passed the National Traffic and Motor Vehicle Act (15 U.S.C.A. § 1381 note, 1391 et seq. [1995]), which established a new federal regulatory agency, the National Highway Safety Bureau, later renamed the National Highway Traffic Safety Administration (NHTSA). NHTSA was given a mandate to establish and enforce rules that would force manufacturers to build vehicles that could better avoid and withstand accidents. It was also given the power to require manufacturers to recall and repair defects in their motor vehicles and the authority to coordinate state programs aimed at improving driver behavior. Also in 1966, Congress passed the Highway Safety Act (23 U.S.C.A. §§ 105, 303 note, et seq. [1995]), which provided for federal guidance and funding to states for the creation of highway safety programs.
As a result of these new laws, 19 federal safety regulations came into effect on January 1, 1968. The regulations specified accident avoidance standards governing such vehicle features as brakes, tires, windshields, lights, and transmission controls. They also mandated more costly crash-protection standards. These included occupant-protection requirements for Seat Belts, energy-absorbing steering wheels and bumpers, head restraints, padded instrument panels, and stronger side doors. These auto safety standards significantly reduced traffic fatalities. Between 1968 and 1979, the annual motor vehicle death rate decreased 35.2 percent, from 5.4 to 3.5 deaths per 100 million vehicle miles.
The seat belt requirement is usually considered the most important and effective safety standard. According to one study, seat belts that attach across both the lap and the shoulder reduce the probability of serious injury in an accident by 64 percent and of fatalities by 32 percent for front-seat occupants. However, because people do not always use restraints that require their active participation, autos began to be required to have passive restraint systems such as automatic seat belts and air bags. Air bags pop out instantly in a crash and form a cushion that prevents the occupants from hitting the windshield or dashboard. These devices can substantially reduce the motor vehicle death rate. Cars made after 1990 must have either automatic seat belts or air bags, for front-seat occupants.
However, many auto safety experts point out that regulations on the manufacture of automobiles can only go so far in reducing injuries. Studies indicate that only 13 percent of auto accidents result from mechanical failure, and of those that do, most are caused by poor maintenance, not inadequate design or construction. Other analysts assert that safety regulations cause a phenomenon known as offsetting behavior. According to this theory, people will drive more dangerously because they know their risk of injury is lower, putting themselves, their passengers, and other drivers, passengers, and pedestrians at greater risk and thereby offsetting the gain in safety caused by stricter manufacturing standards.
The NHTSA may also authorize recalls of cars on the road that it deems are safety hazards. In a recall, the federal government mandates that a manufacturer must repair all the vehicles that it has made that have a specific problem.
Between 1976 and 1980, the NHTSA authorized the recall of over 39 million vehicles. Recall is a controversial policy. One problem with it is that, typically, only 50 percent of auto owners respond to recall notices.
No-Fault Automobile Insurance
Ever since the invention of automobiles, there have been automobile accidents. And with those accidents have come legal disputes about who was most at fault in causing them—and who should be forced to pay damages. The U.S. legal and political systems have struggled to determine the best way to handle the large number of legal disputes related to automobile accidents. Although the states vary in their procedures, two basic approaches have evolved. The first and older approach is the traditional liability litigation system, which attempts to determine, usually through jury trials, who is more liable, or more at fault, and must pay damages. The second and more recent approach is no-fault insurance, which simply allows each party to be compensated, regardless of fault, by its own insurance company for accident damages. Both approaches have their advantages and disadvantages, and the debate about which is better continues.
The traditional liability litigation system developed out of the English Common Law. Under this system, anyone who suffers an injury from a wrong or negligent act of another is free to sue the other party for damages. For example, someone who is paralyzed in an automobile accident and becomes confined to a wheelchair may sue the other driver or drivers involved in the accident. Whether or not the injured person receives payment for those damages is largely dependent on a determination of who was more at fault in causing the accident. If, in a court of law, it is determined that the other driver is at fault, then the injured person may collect a large sum from the other driver or, if the other driver has liability insurance, from the other driver's insurance company; if it is determined that the other driver is not at fault, the injured person may not receive any payments beyond those from her or his own insurance company.
This system of resolving disputes is also called the tort litigation process. In relation to automobile accidents, a tort is a civil (as opposed to criminal) wrong that causes an accident—for example, failure to practice caution while driving, thus causing a collision with another car and injuries to its passengers.
As time passed and auto accidents became more frequent, some people began to point out problems in the liability litigation system for resolving accident disputes. They noted that, owing to the complicated nature of many automobile accidents, it often took a great deal of time to determine who was at fault. As a result, many accident victims had to wait a considerable period before they could receive adequate compensation for their injuries. Other victims who may have been unable to work because of injuries, frequently settled for smaller amounts or even waived their right to a trial, in order to receive faster payment from insurance companies. Other critics of the liability litigation process claimed that the awards granted in auto accident cases varied greatly. Some people were overpaid, and others underpaid, for their damages. A better system, critics maintained, would make all drivers share in the cost of accidents. These critics began to press for a no-fault insurance system as an alternative to liability litigation.
As early as 1946, the Province of Saskatchewan, Canada, enacted no-fault auto insurance. Under a no-fault system, those involved in an accident are compensated for their physical injuries up to a certain limit; even the driver who causes the accident is paid for damages. In its purest form, no-fault automobile insurance does not allow those involved in an accident to sue each other, nor can any party recover damages for pain and suffering. However, no-fault plans are often combined with traditional liability systems to allow accident victims to sue when damages exceed a certain threshold. For example, in New York, it is possible to sue to recover for economic damages greater than $50,000 or for pain and suffering because of death or serious injury. No-fault insurance plans are always compulsory, and every driver who wishes to register a vehicle must obtain at least the minimum standard of no-fault insurance.
In the United States, no-fault automobile insurance was first enacted by Massachusetts in 1971 (Mass. Gen. Laws Ann. ch. 90 § 34A et seq. [West 1995]) in response to public dissatisfaction with long, drawn-out, and expensive court cases for compensation of losses suffered in traffic accidents. In the same year, Congress considered no-fault as a comprehensive national automobile insurance plan, but the proposal never became law. That unsuccessful bill evolved into the National Standards for No-Fault Insurance Plans Act, which would have set federal standards for state no-fault insurance laws. It too did not pass. Opponents of the bill claimed that the states should be allowed to experiment with this new approach before a national plan was adopted. By the mid-1990s, roughly half the states had enacted no-fault insurance plans.
In arguing for no-fault insurance, advocates pointed out a number of advantages, including faster benefits payment and more equal damages awards to accident victims. They claimed that no-fault insurance would reduce the number of traffic-related court cases, thereby freeing up the courts to consider other cases. No-fault, they argued, would also reduce the cost of car insurance premiums as the legal costs associated with settling auto-related cases decreased. Since the establishment of no-fault insurance in many states, no-fault advocates have bolstered their cause even more by pointing to statistics showing that no-fault plans increase the percentage of insurance benefits payments that go to victims rather than to lawyers and court costs. According to those statistics, in states without no-fault insurance, only forty-eight cents of each dollar spent for insurance premiums goes to those injured in accidents, whereas thirty-two cents goes to court costs and lawyers' fees. However, under the no-fault system in force in Michigan, for example, seventy-three cents of each insurance premium dollar goes to accident victims and four cents goes to court costs and lawyers' fees (Carper 1992).
On the other side of the issue, critics make a number of different points against no-fault insurance. Many, including trial lawyers and some consumer advocates, object to no-fault insurance's elimination of or substantial restrictions on the right to sue for damages. Many states, for example, allow injured parties to sue for "pain and suffering" only if they have sustained specific injuries such as dismemberment, disfigurement, or fracture. Often, "soft-tissue" injuries like whiplash are not allowed as adequate grounds for a lawsuit. Critics also maintain that no-fault insurance takes away the incentive to drive safely. Under the system of no-fault insurance, careless, negligent drivers are entitled to the same compensation in an accident as are careful, responsible drivers. In addition, critics of no-fault insurance cite evidence that the system has not reduced insurance premiums. Under no-fault plans, they argue, the number of persons receiving benefits payments has increased, thus offsetting the reduction in legal costs.
It remains to be seen whether no-fault insurance will continue to spread to other states. Nevada and Pennsylvania have tried no-fault insurance plans and repealed them, with Nevada returning to a financial responsibility law and mandatory liability and property damage insurance. California has considered no-fault insurance for many years but has never adopted it. Some states are looking at compromise plans that preserve elements of both the traditional liability litigation system and the no-fault system. These plans, such as the one in New York, compensate all accident victims, regardless of fault, for basic economic losses—including medical and hospital expenses and lost wages or services—and in the process eliminate small cases where litigation is least cost-effective. At the same time, such plans preserve the right to sue for damages in cases of death or serious injury or when damages exceed a certain amount.
In the end, the question of how to handle auto accident disputes will be decided on the basis of which system—liability litigation, no-fault insurance, or a compromise between the two—is deemed better at limiting costs and at the same time preserving the value of fairness that underlies the U.S. system of justice.
Lascher, Edward L., Jr., and Michael R. Powers, eds. 2001. The Economics and Politics of Choice No-Fault Insurance. Boston: Kluwer Academic Publishers.
Liao, Y-Ping, and Michelle J. White. 2002."No-Fault for Motor Vehicles: an Economic Analysis." American Law and Economics Review 4 (fall): 258–94.
Mandell, Mark S. 1999. "What's Wrong with Auto No-Fault: S. 625, the Auto-Choice Reform Act." Trial Lawyers Quarterly 29 (winter): 31–42.
Schwartz, Gary T. 2000. "Auto No-Fault and First-Party Insurance: Advantages and Problems." Southern California Law Review 73 (March): 611–75.
Insurance; Tort Law.
Emissions Standards Emissions standards are intended to reduce the amount of pollution coming from a car's exhaust system. Autos are major contributors to Air Pollution. Some cities, such as Los Angeles, have notorious problems with smog, a situation that can cause serious health problems for those with respiratory problems such as asthma and bronchitis. Air pollution also damages plants, reduces crop yields, lowers visibility, and causes acid rain. In 1970, Congress passed the Clean Air Act Amendments (Pub. L. No. 91-604, 84 Stat. 1676–1713 [42 U.S.C.A. § 7403 et seq. (1995)]), which set an ambitious goal of eliminating, by 1975, 90 to 95 percent of the emissions of hydrocarbons, carbon monoxide, and oxides of nitrogen as measured in 1968 automobiles. Manufacturers did not meet the target date for achieving this goal, and the deadline was extended. Also, the new emissions standards caused problems because they reduced fuel economy and vehicle performance.
Congress modified emissions standards in the 1977 Clean Air Act Amendments (42U.S.C.A. § 7401 et seq.) and in the Clean Air Act Amendments of 1990 (Pub. L. No. 101-549, 104 Stat. 2399 [42 U.S.C.A. § 7401 et seq. (1995)]). The modified standards, as defined and monitored by the Environmental Protection Agency (EPA), included new requirements for states with low air quality to implement inspection and maintenance programs for all cars. These inspections were designed to ensure that vehicle emissions systems were working properly. In 1992, the EPA implemented strict emissions testing requirements for 18 states and 33 cities with excessive levels of carbon monoxide and ozone.
California has been a leader in setting air quality standards. In 1989, it announced new guidelines that called for the phasing out of gasfueled cars in southern California by the year 2010.
Critics maintain that federal emissions regulations have been too costly and that regulators should focus on reducing the emissions of more significant polluters, such as power plants and factories.
Fuel Efficiency Standards In the 1975 Energy Policy and Conservation Act (Pub. L. No. 94-163, 89 Stat. 871 [codified as amended in scattered sections of 12 U.S.C.A., 15 U.S.C.A., and 42 U.S.C.A.]), Congress created a set of corporate average fuel economy (CAFE) standards for new cars manufactured in the United States. The secretary of transportation was empowered with overseeing these standards. The standards mandated that each car manufacturer achieve an average fuel economy of 27.5 miles per gallon (mpg) for its entire fleet of cars by 1985. Manufacturers that did not achieve these standards were to be fined. In 1980, an additional sales tax at purchase was placed upon "gas guzzlers" (cars that fail to achieve certain levels of fuel economy). The more a car's gas mileage is below a set standard—which was 22.5 mpg in 1986—the greater the tax. For example, a 1986 car that achieved less than 12.5 mpg was charged an additional sales tax of $3,850. Some members of Congress have lobbied for fuel efficiency standards as high as a 40 mpg fleet average for auto manufacturers.
The fleet-average fuel efficiency of cars nearly doubled between 1973 and 1984. However, detractors of fuel efficiency standards maintain that the increase in efficiency was not entirely due to federal standards. They argue that fuel efficiency would have risen without regulation, in response to higher gas prices and consumer demand for more efficient cars.
Import Quotas Faced with increasingly stiff competition from Japan and Europe, U.S. car manufacturers in the early 1980s pressed the federal government to limit the number of foreign cars imported into the United States. The administration of President ronald reagan responded by negotiating quotas, or limits, on Japanese car imports from 1981 to 1985. The Japanese voluntarily continued quotas on their car exports through the late 1980s, and quotas on pickup trucks from Japan remained in effect through the mid-1990s.
Tort Law and Automobile Manufacturing Courts have established that manufacturers may be held liable and sued for property damage and personal suffering caused by the products they have manufactured. Automobile manufacturers, like all manufacturers, are thus subject to product liability law. Anyone who suffers harm, injury, or property damage from an improperly made auto may sue for damages. Actions that involve a breach of the manufacturer's responsibility to provide a reasonably safe vehicle are called torts.
Courts have found that auto manufacturers have a duty to reasonably design their vehicle against foreseeable accidents. The most important legal concept in this area is crashworthiness—a manufacturer's responsibility to make the car reasonably safe in the event of a crash. The standard of crashworthiness makes it possible to hold manufacturers liable for a defect that causes or enhances injuries suffered in a crash, even if that defect did not cause the crash itself. Auto injuries are often the result of a "second collision," when the occupant's body strikes the interior of the car or strikes an exterior object after being thrown from the vehicle. Second collisions can occur when the seat belt fails, for example. Other examples of failures in crash-worthiness include instruments that protrude on a dashboard or a fuel tank that explodes after impact. A landmark case in this area of manufacturer liability is Larsen v. General Motors Corp., 391 F.2d 495 (8th Cir. 1968), in which an individual was compensated for injuries suffered when his head struck a steering wheel in an accident. In another significant case, Grimshaw v. Ford Motor Co., 119 Cal. App. Ct. 3d 757, 174 Cal. Rptr. 348 (1981), a California jury required Ford Motor Company to pay $125 million in Punitive Damages (later lowered to $3.5 million) to a teenager who was severely burned in a fire that resulted when his Ford Pinto was rear-ended and the fuel tank exploded.Automakers may also be held liable for failure to warn of a product's dangerous tendencies. Manufacturers have, for example, been sued for failing to warn drivers that certain vehicles had a tendency to roll over in some conditions.
One of the more high-profile cases involving defects in automobiles and their parts involved Ford Motor Company and the tire manufacturer Bridgestone/Firestone. On May 2, 2000, the NHTSA began an investigation involving Firestone tires. By that time, the agency had received 90 complaints from consumers who had suffered accidents because the tread on the tires of their Ford Explorers had allegedly caused their vehicles to roll over. These accidents had resulted in at least 27 injuries and four deaths. On August 9, 2000, Bridgestone/Firestone announced the recall of 6.5 million tires, many of which were standard equipment on Explorers.
Ford and Bridgestone/Firestone eventually faced more than 1,000 lawsuits in state and federal court. Many of these cases were settled, including several cases that had been followed closely by the national media. In one case, Marisa Rodriguez of Texas suffered permanent paralysis in 1998 when a faulty tire in the Ford Explorer in which she was riding caused the vehicle to roll over. Rodriguez sought damages of $1 billion when she brought suit in the U.S. District Court for the Southern District of Texas, though she eventually settled the case for a reported $6 million.
By 2002, the total number of fatalities had increased to more than 271, with more than 1,000 injuries. By February 2003, several Class Action and other suits were pending against Bridgestone/Firestone. In 2001, Congress conducted a series of hearings investigating the Ford and Bridgestone/Firestone fiasco. Congress eventually enacted the Transportation Recall Enhancement, Accountability, and Documentation Act, Pub. L. No. 106-414, 114 Stat. 1800 (49U.S.C.A. §§ 30101 et seq.). It provides criminal penalties for misleading the Secretary of Transportation with respect to vehicle and equipment-related safety defects. Although the provisions of the statute do not apply to the Firestone/Ford cases.
Sale, Lease, and Rental
When shopping for a car, consumers generally receive their first information through advertising. States regulate automobile ads in different ways. In some states, an ad must state the number of advertised vehicles available for sale, the price, the dealer, and the factory-installed options and Warranty terms. Car buyers should beware of bait-and-switch advertising, in which a dealer advertises a specific car for sale without the intention of actually selling it. The ad lures the customer into the showroom so that she or he may be persuaded to buy a higher-priced, unadvertised vehicle. When buyers encounter this type of Fraud, or any other type of Consumer Fraud, they should contact the Consumer Protection division of their state attorney general's office.
The Statute of Frauds of the Uniform Commercial Code (UCC) governs the sale of autos in every state except Louisiana. According to the UCC, an auto contract must be in writing in order to be considered valid in court. The purchaser and an agent of the seller—an authorized salesperson, supervisor, or manager—must sign the contract. Buyers should read all terms of the contract before signing. The contract should specify whether the car is new or used and include a description of the car, the car's vehicle identification number (VIN) (on the driver's side of the dashboard near the window), details of any trade-in, and the terms of financing, including the annual percentage rate.
In most states, the title for a new or used car passes to the buyer when the seller endorses the certificate of title. If the buyer does not maintain payments according to the finance agreement, the creditor can repossess the car as collateral for the loan. The debtor has the right to buy back the car (redeem the collateral) and can do so by paying the entire balance due plus repossession costs. Eventually, the creditor may sell the car to another party. If the profit from the sale does not satisfy the debt, the debtor is liable for the difference. If the profit from the sale is greater than the debt, the creditor must pay the difference to the debtor. In some states, the creditor is required by the UCC to notify the debtor of the time, place, and manner of any sale of the car.
All used-car dealers must attach a buyer's guide to the side window of any car they are selling. It must state whether the car comes with a warranty; outline the specific coverage of any warranty; recommend that an independent mechanic inspect the car; state that all promises should be put in writing; and provide a list of potential problems with the car. The buyer's guide becomes part of any contract with the seller. The seller must be truthful about the car and should provide the buyer with the car's complete service records and a signed, written statement of the odometer reading and its accuracy. If the car does not perform as promised, a breach of warranty may have occurred. If an individual pays more than $500 for a used car, he or she should have a written contract and a bill of sale. The latter is required in many states to register a car and should include the date of sale; the year, make, and model of the car; the VIN; the odometer reading; the amount paid for the car and what form it took; the buyer's and seller's names, addresses, and phone numbers; and the seller's signature.
The sale of new automobiles is subject to what are popularly called Lemon Laws. Lemon is the slang term for a car that just does not work right. Lemon laws, in force in all states as of 2003, entitle a car buyer to a replacement car or a refund if the purchased car cannot be satisfactorily repaired by the dealer. States vary in their requirements for determining whether a car is a lemon. Most define a lemon as a vehicle that has been taken in at least four times for the same repair or is out of service for a total of 30 days during the coverage period. The coverage period is usually one year from delivery or the duration of the written warranty, whichever is shorter. The owner must keep careful records of repairs and submit a written notice to the manufacturer stating the problems with the car and an intention to declare it unfit for use. Many states require that the buyer and the manufacturer or dealer submit to private Arbitration, a system of negotiating differences out of court. Increasingly, states are passing lemon laws for used as well as new cars.
A popular method of purchasing the use of a car is leasing. Leasing is essentially long-term rental. For persons who drive few miles a year, like to change cars often, or use their cars for business, leasing is an attractive option. A lease contract may or may not include other expenses such as sales tax, license fee, and insurance. In a closed-end, or "walkaway," lease contract, the car is returned at the end of the contract period and the lessee is free to "walk away" regardless of the value of the car. In an open-end lease, the lessee gambles that the car will be worth a stated price at the end of the lease. If the car is worth more than that price, the lessee may owe nothing or may be refunded the difference; if the car is worth less, the lessee will pay some or all of the difference. Payments are usually higher under a closed-end lease than under an open-end lease. Open-end leases more commonly have a purchase option at the end of the lease term.
To lease or rent an auto, an individual must show a valid driver's license and, usually, a major credit card. A rental business may require that a customer have a good driving record and be of a certain age, sometimes 25 years old or older. An auto rental, as opposed to a lease, may be as short as one day. A rental company may offer a collision damage waiver (CDW) option, which provides insurance coverage for damages to the rented car. The CDW option does not cover personal injuries or personal property damage.
The operation of an automobile on a public street or highway is a privilege that can be regulated by motor vehicle laws. The individual states derive authority to control traffic from their Police Power, but often they delegate this authority to a local police force. On the national level, Congress is empowered to regulate motor vehicles that are engaged in interstate commerce.Automobile regulations are provided for the safety and protection of the public. The laws must be reasonable and should not impose an extraordinary burden on the owners or operators. Such laws also provide a means of identifying vehicles involved in an accident or a theft and of raising revenue for the state by fees imposed on the owner or operator.
Registration and Licensing Every state requires the owner of a vehicle to possess two documents: a certificate of ownership, or title, and a certificate of registration. Through registration, the owner's name, the type of vehicle, the vehicle's license plate number, and the VIN are all registered with the state in a central government office. On payment of a fee, a certificate of registration and license plates are given to the owner as evidence of compliance with the law. The operator is required to display the license plates appropriately on the car—one on the back of the vehicle and sometimes one on the front and the back—and have the certificate of registration and license in possession while driving and ready to display when in an accident or requested to do so by a police officer. If a driver moves to another state, she or he must register the vehicle in that state within a certain amount of time, either immediately or within 20 to 30 days.
A driver's license is also mandatory in every state. The age at which a state allows a person to drive varies, though it is usually sixteen. Other qualifications for a driver's license include physical and mental fitness, comprehension of traffic regulations, and ability to operate a vehicle competently. Most states require a person to pass a written examination, an eye test, and a driving test before being issued a license. States generally allow an individual with a learner's permit or temporary license to operate a vehicle when accompanied by a licensed driver. This arrangement enables a person to develop the driving skills needed to qualify for a license. A license can be revoked or suspended when the motorist disregards the safety of people and property, when a physical or mental disability impairs driving ability, or if the motorist fails to accurately disclose information on the license application. When the state revokes a person's license, it permanently denies that person the right to drive; when it suspends a license, it temporarily denies the right to drive.
Because teenaged drivers are more likely to cause traffic accidents, several states have adopted systems of graduated driver licensing (GDL). Under this system, teenaged drivers typically first receive a learner's permit for about six months, during which time all driving must be supervised by an adult. During the next stage, an intermediate level, teen drivers may drive without the supervision of an adult during the daytime but cannot drive at night without an adult until the age of 18, and cannot have more than one teenaged passenger in the car during unsupervised driving times. More than 30 states and the District of Columbia have adopted a GDL system.
Traffic Laws Dozens of laws are related to the operation of an automobile, a large number of which vary by state. Minor traffic offenses include parking and speeding violations. More serious traffic offenses are reckless driving, leaving the scene of an accident, and driving without a license. Most states require motorists to file reports with the proper authorities when they are involved in accidents.
Speed limits vary by state. In 1973, during the height of the energy crisis, Congress defined a national speed limit of 55 mph in order to reduce gasoline consumption; the 55-mph limit also had the unintended effect of lowering the traffic fatality rate. Since then, most states have returned to an upper limit of 65 mph. Two types of speed limits are imposed: fixed maximum and Prima Facie. Under fixed maximum limits, it is unlawful to exceed the stated limit anywhere and at any time. Under prima facie limits, it is possible for a driver to prove in certain cases that a speed in excess of the limit was not unsafe and therefore not unlawful, given the condition of the highway, amount of traffic, and other circumstances.
All states require children riding in automobiles to be restrained using safety belts or safety seats. Most states require adults to wear belts as well, though some require belts only for adults in the front seat. Violation of such laws results in a fine. In 1984, New York became the first state to pass a law making seat belts mandatory for adults.
Driving under the Influence Driving under the influence of alcohol and other drugs is the major cause of traffic deaths in the United States. Drunk drivers kill an estimated 25,000 people a year. States use different terms to describe driving under the influence of mind-altering chemicals, or what is popularly known as drunk driving. These include driving under the influence (DUI), operating under the influence (OUI), and driving while intoxicated (DWI). To arrest someone for drunk driving, the state must have proof that the person is under the influence of alcohol or other drugs, and the person must be in actual physical control of a vehicle and impaired in the ability to operate it safely. Every state has "implied consent" laws that require those with a driver's license to submit to sobriety tests if a police officer suspects they are intoxicated. These tests may include a field sobriety test (a test at the scene, such as walking a straight line), or blood, breath, or urine tests, usually administered at a police station. Refusal to take a sobriety test can result in suspension of the driver's license. Most states have "per se" laws that prohibit persons from driving if they have a blood-alcohol reading above a certain level. Several states have lowered their per se blood-alcohol limits to 0.08 percent. Penalties vary by state but can be particularly severe for repeat offenders, often involving jail sentences and revocation of driving privileges.
Dramshop Acts make those who sell liquor for consumption on their premises, such as bars and restaurants, liable for damages caused by an intoxicated patron's subsequent actions. In some states, individuals injured by a drunk driver have used such laws to sue bars and restaurants that served liquor to the driver. "Social host" statutes make hosts of parties who serve alcohol and other drugs liable for any damages or injuries caused by guests who subsequently drive while under the influence.
Several national organizations have been formed to combat drunk driving. These include Mothers Against Drunk Driving (MADD) and Students Against Drunk Driving (SADD). The legal drinking age has been raised to 21 in every state, largely in an attempt to reduce drunk driving. Most states also make it illegal to transport an open alcoholic beverage container in a vehicle. Alcohol-related deaths as a proportion of all traffic deaths decreased from about 56 percent in 1982 to 47 percent in 1991.
Other Crimes Criminals both target and use automobiles in a number of different types of crime. Cars have been a favorite object of theft ever since their invention. As early as 1919, the Dyer Act, or National Motor Vehicle Theft Act (18 U.S.C.A. § 2311 et seq.), imposed harsh sentences on those who transported stolen vehicles across state lines. Car theft remains a serious problem in many areas of the country and is a major contributor to high insurance premiums in many urban areas. In 1994, Congress passed the Motor Vehicle Theft Prevention Act (18U.S.C.A. § 511 et seq.; 42 U.S.C.A. § 13701 note, § 14171 [West 1995]), which established a program whereby owners can register their cars with the government, provide information on where their vehicles are usually driven, and affix a decal or marker to the cars. Owners who register their cars in the program authorize the police to stop the cars and question the occupants when the vehicles are out of their normal areas of operation.
Autos are also frequently used to commit crimes. Drivers whose Negligence causes accidents that result in the death of other human beings may be found guilty of Manslaughter (the unlawful killing of another without malice aforethought, that is, without the intention of causing harm through an illegal act), including criminally negligent manslaughter, a crime punishable by imprisonment. Two types of crime that have received a great deal of public attention are drive-by shootings, in which occupants of a vehicle fire guns at pedestrians or at people in other cars, and car-jackings, in which criminals hijack, or take over, cars from their owners or operators, often robbing and sometimes killing the victims in the process. Because of the usually random nature of such crimes, the public has called for severe penalties for them. The Violent Crime Control and Law Enforcement Act of 1994 (Pub. L. No. 103-322, 108 Stat. 1796) made killings caused by drive-by shootings or car-jackings punishable by death.
Insurance Most states require the owner to acquire auto insurance or deposit a bond before a vehicle can be properly registered. Insurance provides compensation for innocent people who suffer injuries resulting from the negligent operation of a vehicle. Other states have liability, or financial responsibility, statutes that require a motorist to pay for damages suffered in an accident resulting from his or her negligence and to furnish proof of financial capability to cover damages that he or she may cause in the future. These statutes do not necessarily require vehicle liability insurance.
About half of all states require that licensed drivers carry automobile insurance with liability, medical, and physical damage coverage. Liability insurance protects a vehicle owner against financial responsibility for damages caused by the negligence of the insured or other covered drivers. It consists of bodily injury, or personal liability protection and property damage protection. Medical payments insurance covers the insured's household for medical and funeral expenses that result from an auto accident. Physical damage insurance consists of collision coverage, which pays for damage to a car resulting from collision, regardless of fault, and comprehensive coverage, which pays for damage from theft, fire, or Vandalism. Over 20 states also require that drivers carry coverage to protect against uninsured motorists. Such coverage allows insured drivers to receive payments from their own insurer should they suffer injuries caused by an uninsured driver. Most insurance policies offer a choice of deductible, which is the portion of an insurance claim that the insured must pay. The higher the deductible, the lower the annual insurance premium or payment.
Many states have laws requiring no-fault automobile insurance. Under no-fault insurance, each person's own insurance company pays for injury or damage in an auto accident, up to a certain limit, irrespective of whose fault the accident is. Each person is entitled to payment for loss of wages or salary, not exceeding a certain percentage of the value of such loss or a fixed weekly amount.
No-fault statutes provide that every person who receives personal injury benefits gives up the right to sue for damages. However, a person who is licensed to drive in a state that requires no-fault insurance may sue someone who has caused an accident and who is licensed in another state that does not require no-fault insurance. In some states, a person who has not obtained no-fault auto insurance is personally liable to pay damages. Some states do not abolish liability arising from the ownership, maintenance, or operation of a motor vehicle in certain circumstances, such as those in which the harm was intentionally caused, the injured person has suffered death or serious injuries, or medical expenses exceed a certain limit.
States that do not have compulsory automobile insurance typically have financial responsibility acts. These laws are designed to ensure that negligent drivers who injure others will pay any resulting claims. They require a proof of financial responsibility from drivers involved in an accident. After reporting the accident to a state agency, drivers who do not have adequate insurance coverage must post a cash deposit or equivalent bond of up to $60,000, unless the other driver provides a written release from liability.
The last stage in the life cycle of an automobile is its disposal and recycling. In the United States, between 10 and 12 million cars are disposed of each year. In most cases, the first stage of disposal is handled by a wrecking or salvage yard. Most states require the salvage yard to have the title to an auto before the vehicle can be destroyed and to contact a state agency regarding its destruction. This step helps to prevent the destruction of cars used in crimes. Salvage yards typically must be licensed with a state pollution control agency for hazardous waste disposal. Salvage yards remove parts and items of value that can be recycled from the vehicle, such as batteries and fluids. What is left of the automobile is then sold to a shredder, a business that breaks the car up into small parts and separates the metal from the nonmetal parts. Roughly 25 percent of the auto cannot be recycled and must be disposed of in a landfill. Auto residue to be disposed of in a landfill typically must be tested to see that it meets the standards for disposal of hazardous waste.
American Automobile Association. 1993. Digest of Motor Laws. Heathrow, Fla.: American Automobile Association.
"Automobiles." 1994. In American Bar Association Family Legal Guide. New York: Random House.
Carper, Donald L., et al. 1995. "Owning and Operating Motor Vehicles." In Understanding the Law. 2d ed. St. Paul, Minn.: West.
Crandall, Robert W., et al. 1986. Regulating the Automobile. Washington, D.C.: Brookings.
Goodman, Richard M. 1983. Automobile Design Liability. 2d ed. Rochester, N.Y.: Lawyers Cooperative.
Haas, Carol. 1991. Your Driving and the Law. Bountiful, Utah: Horizon.
Mashaw, Jerry L., and David L. Harfst. 1990. The Struggle for Auto Safety. Cambridge: Harvard Univ. Press.
Nader, Ralph. 1965. Unsafe at any Speed. New York: Grossman.
Research Institute of America, Inc. 2000. Tax Consequences of Using Autos for Business. New York: Research Institute of America.
Winston, Clifford, et al. 1987. Blind Intersection? Policy and the Automobile Industry. Washington, D.C.: Brookings.
Alcohol; Automobile Searches; Collision; Consumer Protection; Environmental Law; Highway; Import Quotas; Personal Property; Product Liability; Punitive Damages; Title; Transportation Department.
<a href="https://legal-dictionary.thefreedictionary.com/operation+and+maintenance">Automobiles</a>
ad valorem
American Federation of Labor—Congress of Industrial Organizations
Appointment, Power of
Automobile Searches
Breach of Warranty
Car damaged from apartment security gate
Car hits person, arrest
Onerari non
Oneris ferendi
Onerous cause
Onerous contract
Onerous gift
Onus Probandi
ope exceptionis
Open a credit
Open Bid
Open container charge and commercial license
Open Listing
Open policy
Open-End Contract
Open-End Credit
Open-End Mortgage
Opening a judgment
opening speeches
open-texture
Operation of Law
operative words
Opinion Evidence
Opinion of the Court of Appeals of Texas, Fourteenth District
Opinion of the Supreme Court of Alabama, August 30, 1962
Opinion of the Supreme Court of Arizona, April 22, 1965
Opinion of the Supreme Court of California, People v. Stewart
Opinion of the Supreme Court, January 22, 1973
Opinion of the Supreme Court, March 9, 1964
Opinion of the Supreme Court, May 17, 1954
Opinion of the U.S. Supreme Court, June 13, 1966
Opinion of U.S. District Court, N.D. Texas, June 17, 1970
Oportet quod certa res deducatur in judicium
Oportet quod certa sit res venditur
Oppressor
Optima est lex
Optimam esse legem
Optimus interpres rerum usus
Operation & Maintenance Manual With Parts List
Operation & Maintenance, Army National Guard
Operation & Maintenance, Family Housing
Operation & Support Hazard Analysis
Operation (disambiguation)
Operation (mathematics)
Operation (military)
Operation A-Go
Operation After Suspension
Operation Against Smugglers Initiative on Safety and Security
Operation Alliance
Operation Alliance Joint Control Group
Operation Allied Force
operation analysis
operation analysis chart
Operation and Configuration Control Plan
Operation and Conservation of Naval Petroleum Reserves
Operation and Control Simulator
Operation and Easement Agreement
Operation and Effect of a Will
Operation and Maintenance Application Point
Operation and Maintenance Cell
Operation and Maintenance Costs
Operation and Maintenance Engineering Enhancement
Operation and Maintenance Link
Operation and Maintenance New Equipment Training
Operation and Maintenance of Navigation Installations
Operation and Maintenance Platform
Operation and Maintenance Processor
Operation and Maintenance Processor Frame
Operation and Maintenance Subsystem
Operation and Maintenance Support Information
Operation and Maintenance, Army National Guard
Operation and Maintenance, Marine Corps Reserve
Operation and Maintenance, Repair, Replacement and Rehabilitation
Operation and Management Center
Operation and Planning Distribution Model
Operation And Regulation
Operation and Science Instrument Support
Operation and Support System Radio and Core
Operation and Troubleshooting of Juniper Networks Routers
operation annexes
Operation Anti Terror Team
Operation Argument Complexity
Operation August Storm
Operation Autumn Mist
Operation Babylift
Operation Bahamas, Turks & Caicos


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