Given the erse we made of the last trip, me & Andy were fairly firm in our joint view that a gentle reintroduction to hillwalking was in order. MWIS assured us that east was best, so we left Airdrie about 7:30 this morning and headed up the A9. It was unpleasantly foggy for lengthy stretches, but by Pitlochry-ish the general picture had brightened up.
The intention for our cautious return to the whole Munro thing was to do Sgairneach Mor and Beinn Udlamain, starting from Drumochter summit. I'd done these two (along with Geal Charn) a few years back but I'd started from Balsporran Cottages, so the whole anticlockwise thing was new to me.
In the event, once we got to the top of the first yin, by lucky happenstance we established that all things considered we both could have been doing with getting home early, to try and rack up some much-needed domestic Brownie points.
So, serendipity dictated that we had a smashing three hour walk in bright (if cold) conditions, and yours truly was back down the road at about 3pm, in time to take Molly - who isn't a winter hillwalking dug - down the Castle. Jorja was there too, of course. A Munro in the morning doesn't mean she's no' ready for a proper walk in the afternoon.
Mysterious shadows point to A' Mharconaich. Or something.
The WBD failing to add to the magnificence of Ben Alder.
The "full fat" version of your Ben Alder piccy is gorgeous.
Looks like a fine day out, Scott. I must make an effort to get up that way sometime.
I agree with Alan - the Ben Alder pic is great.
Cheers guys. Even with my wee camera, Ben Alder looks so close that it makes a good picture.
Certified Friends of the Blog only have to shout to get free B&B in Lanarkshire, remember. Only two hours from the hoose to the start of that walk!
Are you sure that you didn't mean Certifiable Friends?
Puppy no more right enough - the Wee Black Dug turned four on Saturday. Four! And Molly'll be five in a couple of months.
My dugs are getting old!
Great work! Keeping me sated whilst I await a free weekend!


Is it Time to Legalize Murder?
Murder needs to be legalized. Illegal murder only pushes it into the black market, where cartels of thugs can overcharge and abuse their position given a lack of competition. Making murder legal also allows it to be taxed and regulated, so that murderers can work in sanitary and humane conditions, and revenues can be used to lower the budget deficits or increase spending on social programs.
It would also allowed small businessmen to enter the market and provide innovate murder solutions, with a focus on quality and diversity, all the while improving efficiency in murder techniques and devices.
Some argue that this is what the 'defense industry is for'. My point exactly. Illegal murder only strengthens large providers and stifles competition, leading to unnecessary wars and also making legitimate murder targets like an annoying neighbor or a dickhead at work immune from market forces.
You see, if murder wasn't illegal, we could attempt to kill each other to settle our differences. Or even better, we could reduce our guilt and increase effectiveness by hiring a trained professional to do it.
There would no doubt also be an incentive for firms to offer complementary guilt reduction service for instance by reassuring us that the killing was quick and painless. Alternatively, there would be the option to also increase our thrill by saying and/or doing the opposite, ie. that the person suffered greatly and his family wept for weeks.
The market would make such choices available, such that killing could customized to better fit an individual's preferences, compared to now were only a few crude and highly expensive services exist in black market.
Listen, murder was illegal in Maoist China, and yet they had famine that killed 100,000,000,000.000,000 people. If it hadn't been, people could have attacked and eaten each other much easier, or better yet kill Mao and the regime and thus prevent the famine from ever being engineered in the first place.
How does this help? Because the government restricts the emergence of a properly functioning market. If murder were legalized it could be regulated like any other market service.
Indeed, competition would provide the perfect driver of better murder solutions, insuring that for instance bile and internal organs were cleaned and perhaps donated to a local hospital.
There is also the possibility of trading on prospective murders and the economic impact they will have on the certain markets.
Murder options, puts on assassination contracts and the ability to trade such probability estimates in the derivative market have to be a near future option for this potential industry.
We may need an International death regulation act with a regulatory body (Mortality Control Authority) at some stage but they should be limited in power so as to not unduly pinion the free market.
One must also consider the massive spin off effects of this new growth area on the arms industry, pharmaceuticals and chemical firms, tremendously boosting market inputs into all these sectors.
Regulation and licensing of murder through the MCA should recoup significant taxation for various states as well as their increased taxation/ royalties from associated industries in the military industrial complex.
In effect murder makes everyone (of consequence) a winner.
The free market solves everything with no negative effects… ever. Right?


Outcomes assessment and continuous program improvement has become an increasingly important topic in higher education. ASCSB and governmental bodies often require this type of self-analysis. This paper presents and examines a model of business common core course assessment and improvement using an integrated business plan in the upper division strategic management capstone course. An emphasis is placed demonstrating how computer and information technology is used for instruction and as a means for outcomes assessment. Also, an evaluation of empirical data developed over a one-year period is presented. The manuscript also reflects on some of the problems and issues engendered by any formal and required outcomes assessment program. It is the authors hope that this approach will serve as one model in the development of outcomes assessment and quality control programs in Colleges of Business Administration.
Drost, Donald and Chaney, John (2001) "A computer-based application for core course outcomes assessment and program continuous improvement using an integrative business plan — an empirical evaluation," Journal of International Information Management: Vol. 10 : Iss. 1 , Article 6.


text:
Opinion: "The greatest fans deserve an incredible football team," Coach Kelly… and…
The year was 2000, and Nick Saban was preparing for his first season as LSU's coach. The Tigers had plundered Saban by doubling his Michigan State salary. He joined Bobby Bowden, Steve Spurrier, and Phillip Fulmer as coaches earning seven figures.
The first reporter to question Saban at SEC Media Days asked whether he was ready for his new job's lofty expectations.
"I don't know where those expectations come from," Saban said then, trying to tamp down Year 1 demands.
Sorry, but honeymoons end quickly at LSU.
Saban proved ready for the demands. A program that produced three victories in its final season under Gerry DiNardo won eight games in Saban's debut.
More than two decades later, LSU finds itself in a comparable situation after the high-priced hire of Brian Kelly.
Like Saban, Kelly arrived without SEC experience but armed with a proven résumé.
Unlike Saban, Kelly did not attempt to temper LSU's expectations. He's here to win the national championship that eluded him at Notre Dame.
"The greatest fans deserve an incredible football team," Kelly said in some of his first remarks to LSU fans. "We will begin, starting right this minute, to put together the next national championship football team at Louisiana State University.
"That's the standard. That's the expectation. We knew that coming in. We don't apologize for it."
And no LSU fan should apologize for demanding Year 1 success. Hold Kelly to the Saban standard.
Saban delivered an 8-4 record and a Top 25 finish in his first LSU season. Eight wins and a postseason ranking is a fair ask from Kelly, especially after he elevated the roster's talent by stockpiling transfers with immediate eligibility — an avenue for quick roster improvement not available to Saban.
As far as LSU schedules go, this one presents an opportunity.
The Tigers will open against Florida State (1-0) on Sunday (7:30 p.m. ET, ABC) at the Superdome in New Orleans. The Seminoles are farther removed from their glory days than the Tigers, with four consecutive losing seasons. Coach Mike Norvell is on the hot seat.
Inside the SEC, rival Florida is amidst a rebuild, and a crossover game against ascending Tennessee will be played at home.
In other words, an avenue exists to eight or more victories without even taking down the SEC West's current stalwarts.
Those who keep close watch on LSU expect immediate improvement under Kelly. The Advocate/Times-Picayune polled 18 Louisiana media members who cover the program for their season predictions. Each projected the Tigers would win at least seven games. Fourteen voters predicted 8-4.
That's a nod to LSU's talent — think Florida's first-year coach Billy Napier wouldn't love to possess playmakers such as wide receiver Kayshon Boutte or disruptive defensive linemen such as BJ Ojulari and Ali Gaye? – but also to Kelly's presence.
Among Kelly's top tasks will be instilling more toughness in a program that struggled to protect the quarterback the past two seasons, didn't establish much of a run game and didn't play to LSU's defensive standards.
The Saban playbook would call for a karate chop. Before Saban's first LSU season, players' training included weekly martial arts lessons.
Kelly vows to instill attention to detail.
"You want championships, you've got to win with habits," Kelly said this summer. "So, our standards have to be raised on a day-to-day basis. I'm much more about traits over talent."
Talent has rarely been LSU's issue.
Now, coaching shouldn't be an issue, either — not with a highly paid coach who has been a consistent winner everywhere he's been.
Before Saban's first season at LSU, one veteran sports columnist dubbed LSU's hiring of a Kent State alumnus and native West Virginian "an odd match," but correctly noted that geographic fit wouldn't matter if the wins mounted.
Kelly may still be getting his bearings in the Bayou, but he's no stranger to expectations. No need to temper expectations in Year 1. This is Kelly's chance to prove that, like Saban, he's built for LSU's high demands.

redpajama_set_name: RedPajamaCommonCrawl


Thanks for coming to our Riso PRINT SLAM show!
We had a blast hanging out with you at the PRINT SLAM show!
Here are some pics of the festivities and the wonderful work by this term's Riso class. See you at the next party! If you'd like to sign up for the next Continuing Ed term, head here.


text:
Solicitudes y quejas
¿Qué es Aldeas Infantiles?
Aldeas en Colombia
Aldeas en el mundo
Te contamos
Noti SOS
Aldeas en los medios
Revista SOS
Voluntariado SOS
Convocatorias Laborales
Seleccione una ubicación:
Bogotá Cundinamarca Tumaco
Cartagena Bolívar Rionegro
Chocó Riosucio
Ipiales Nariño Santander
Ibague Valle del Cauca
En el mundo tenemos programas en más de 135 países, conócelos aquí.
Centramos nuestro acompañamiento en el desarrollo de los niños y las familias, a través de los siguientes servicios:
A los niños y las niñas que han perdido el cuidado familiar.
Fortalecimiento de Familias de Origen
Que están en riesgo, para que sean entornos protectores.
Abogacía, conocimiento y asistencia humanitaria
Conoce los proyectos realizados en varias zonas del país donde miles de participantes se han beneficiado por sus resultados.
Conocer nuestros proyectos
Ser parte de los Amigos SOS es apoyar para que más niños crezcan en una familia
Soy Amigo/a SOS
Ser parte de los Padrinos SOS es acompañar a los niños y niñas a cumplir sus sueños y proyectos de vida.
Soy Padrino/a SOS
Ser parte de las Empresas SOS es contribuir a mejorar la situación de la niñez
colombiana y de sus comunidades.
Soy Empresa SOS
General information on Portugal
SOS Children's Villages has been working in Portugal since the early 1960s. At that time there was a great need to provide support to children and families. Children who did not have parental care were divided according to age and gender and accommodated in institutions which were totally cut off from the outside world. SOS Children's Villages began its work in Estoril, about 25 kilometres from the capital city of Lisbon. Over the years, SOS Children's Villages has started working in other areas, supporting children, young people and families from the local community.
Some facts about Portugal
SOS Children's Village Bicesse - photo: T. Stankiewicz
Portugal is bordered by Spain in the north and in the east, and buffeted along its southern and eastern coast by the Atlantic Ocean. Portugal includes the Madeira Islands and the Azores in the Atlantic Ocean.
The population is 10.7 million (July 2011 est.), the capital city of Lisbon has 2.8 million inhabitants. In part due to its colonial history, Portugal has traditionally been a country of emigration, with Portuguese people living in Asia, Africa and South America. In the 1960s, economic and political reasons motivated people to leave Portugal and move to North America, Australia and north-western Europe. In the past decades, however, Portugal has seen a net increase in immigration. Many of these people come from the former colonies, but also from other countries - pensioners from the European Union or workers from Ukraine or China.
Changing economic and social landscape
The Portuguese economy and society have experienced many changes since the country joined the European Economic Community in 1986. Until 2009, the economy seemed to be doing well with a strong growth, falling interest and unemployment rates. However, by 2009 problems began to emerge in the economy - an increase in debt and a rise in unemployment. Over ten per cent of the population was unemployed in 2010 - this was a 24-year record high. The government introduced measures to try to curtail the budget deficit, which was more than nine per cent of the gross domestic product (GDP) (2009 est.). Despite a series of public sector cuts, in the end Prime Minister Jose Socrates sought financial assistance from the International Monetary Fund and the European Union in April 2011.
Around 18 per cent of the population lives under the nationally established poverty line (2010 est.). The groups which are most affected include: the elderly, women (especially single parents or elderly women who have not worked and contributed to the social welfare system), children and ethnic minorities. Poverty rates vary regionally, for example the GDP in Lisbon is close to the European mean, while some regional areas in the north, where the textile industry has been restructured, are pools of poverty.
Portugal has one of the highest incidence rates of HIV/AIDS in Western Europe with 42,000 people living with HIV/AIDS (2009 est.). The majority of cases have been transmitted through injecting drug use. As a response to this high incidence among drug users, the government introduced measures to tackle drug dependency by investing more in prevention and treatment. In 2001, Portugal was the first EU country to officially abolish all criminal penalties for the personal possession of drugs. People found with drugs for personal consumption would not face criminal penalties, but would, wherever possible, be offered help with their addiction.
Situation of the children in Portugal
There are nearly two million children under the age of 18. Portuguese children fare well with regards to health, but not so well in terms of education and material well-being. Regarding education, two main issues are cause for concern: the relatively high drop-out rate and the low educational attainment.
Having dinner - photo: T. Stankiewicz
Almost a quarter of all children are at risk of living in poverty (2010 est.). Those from large households and those in single parent households are particularly affected, but even when one parent is working, the children may suffer from deprivation. The figure is expected to worsen as a result of the economic crisis. Around three per cent of children between the ages of seven and 14 are involved in child labour. Most work in agriculture but some can also be found working in restaurants or hotels. Of those minors who work, only 78 per cent attend school.
Children of immigrants are disadvantaged in many respects - they suffer from poverty due to their parents' unemployment. In those suburbs of greater Lisbon where mostly immigrants live, many social issues need addressing - the quality of the housing, the lack of employment, the high school drop-out rate and the level of juvenile delinquency.
SOS Children's Villages in Portugal
SOS Children's Villages is supporting children and families in four locations in Portugal. In collaboration with local agencies, families are provided with support in order to overcome the problems they may face. In addition, young people from the local community can find support and attend vocational training in social centres. When children can no longer stay with their families, they are cared for by their SOS mothers in one of the SOS families.
Website of SOS Children's Villages Portugal
(available in Portuguese)
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What does the President of the USA do on his downtime? Watch Homeland, of course.
The star of super-popular show, Damian Lewis recently stopped by Entertainment Weekly Radio to dish this juicy tidbit from the time he had dinner with the POTUS. While Lewis sat across from Obama, the President told him all about a typical Saturday afternoon at the White House. Turns out a First Family weekend is pretty average.
To listen in on the details of Lewis' dinner with Obama – and hear Lewis' impression of the President – check out the clip below.
Be sure to catch the whole interview on your downtime, On Demand.


Apparently, there is a possible new development in the investigation of the attack on actor Jussie Smollett.
The out-gay actor and Empire star had to hospitalized following the attack in Chicago.
Assailants assaulted Smollett, using racist and homophobic slurs, and then pouring corrosive chemical, beating him and then tying a noose around his neck. Smollett has since been released and has returned to the Empire set.
The FBI is now coordinating with a private security firm to screen all mail sent to the cast of the show, which according to insiders has been receiving threatening letters for a while now. Chicago police are analyzing camera footage taken in the area of the attach searching for the suspect(s).
Law enforcement has confirmed that they are investigating the attack as a possible hate crime.


text:
Home Huawei India p20 Technology Huawei India rolls out affordable protection plans for Huawei and Honor smartphones in India
Huawei India rolls out affordable protection plans for Huawei and Honor smartphones in India
Huawei India Consumer Business Group, today announced affordable protection plans for Huawei and Honor smartphones available on Amazon.in. The company has partnered with OneAssist, ubiquitous platform for assistance and protection programs to provide these plans to consumers in India. At present, the protection plan is available for the stunning Huawei P20 Pro, Huawei P20 lite, and all Honor smartphones including Honor 7X, Honor V10, Honor 8 Pro, among others. The plans start from INR 1249 and are valid for 1 year from the date of the activation of the plan.
Focused on ensuring customer satisfaction, Huawei Protection Plans will cover any kind of accidental and liquid damage to the device, including unintentional drops. In partnership with OneAssist, customers would be offered many benefits under these protection plans including free pick up and drop, 24x7 on-call assistance, cashless claim service among others. The free pickup-drop service is available for customers on a PAN India basis. The plan auto-activates within 15 days of purchase and provides comprehensive value to Huawei and Honor customers in India.
P. Sanjeev, Vice President Sales, Huawei India - Consumer Business Group, said in a statement, "At Huawei, we are focused towards creating consumer centric service environment for hassle-free customer care. Having collaborated with one of the pioneers of smartphone protection and assistance, OneAssist, we strive to provide consumers with unmatched services. We are confident that this association will be fruitful for our customers and will provide unparalleled, innovative services to our customers."
Huawei with its 21 exclusive service centres and 250+ authorized service centres is committed towards providing superior after sale service and a greater consumer experience.
Huawei will continue to focus on consumers; expand service network, explore new forms of service to provide users with a more convenient and personal experience, laying a solid foundation for future growth. The company will also continue to focus on a simple, compelling, and inspire high-end experience, focusing on quality over quantity.
About Huawei Consumer BG
Huawei's products and services are available in more than 170 countries, and are used by a third of the world's population. Fifteen R&D centers have been set up in the United States, Germany, Sweden, Russia, India and China. Huawei Consumer BG is one of Huawei's three business units and covers smartphones, PC and tablets, wearables and cloud services, etc. Huawei's global network is built on almost 30 years of expertise in the telecom industry and is dedicated to delivering the latest technological advances to consumers around the world.
Huawei India rolls out affordable protection plans for Huawei and Honor smartphones in India Reviewed by SHREY KAPOOR on 7:25 PM Rating: 5
Tags : Huawei India p20 Technology


Advances in brain imaging can identify a greater number of stroke patients who can receive therapy later than previously believed, according to a new study. The results of the Endovascular Therapy Following Imaging Evaluation for the Ischemic Stroke (DEFUSE 3) trial, presented at the International Stroke Conference 2018 in Los Angeles and published on Jan. 24 in the New England Journal of Medicine, demonstrated that physically removing brain clots up to 16 hours after symptom onset in selected patients led to improved outcomes compared to standard medical therapy. The study was funded by the National Institute of Neurological Disorders and Stroke (NINDS), part of the National Institutes of Health.
DEFUSE 3 was a large, multi-site study supported by NINDS' StrokeNet, which is a network of hospitals providing research infrastructure for multi-site clinical trials. This study was conducted at 38 centers across the United States and was led by Gregory W. Albers, M.D., professor of neurology and neurological sciences at Stanford University School of Medicine, in California, and director of the Stanford Stroke Center. The study was ended early by the NIH on the recommendation of the independent Data and Safety and Monitoring Board because of overwhelming evidence of benefit from the clot removal procedure.
Ischemic stroke occurs when a cerebral blood vessel becomes blocked, cutting off the delivery of oxygen and nutrients to brain tissue. Brain tissue in the immediate area of the blockage, known as the core, cannot typically be saved from dying, and it can enlarge over time. However, it has long been thought that the area surrounding the core (known as the ischemic penumbra) has the potential to be saved based on how quickly the blood flow can be restored. Over the past two decades, scientists have been working to develop brain scanning methods, called perfusion imaging, that could identify patients with brain tissue that can still be salvaged by removing the blockage. In perfusion imaging, a standard dye is injected and scanned for a few minutes as it passes through the brain.
Using an automated software known as RAPID to analyze perfusion MRI or CT scans, the DEFUSE 3 researchers identified patients thought to have salvageable tissue up to 16 hours after stroke onset. The participants were randomized to either receive endovascular thrombectomy plus standard medical therapy or medical therapy alone.
Endovascular thrombectomy, or the physical removal of the blockage, is currently approved for use up to six hours following onset of stroke symptoms. Dr. Albers and the DEFUSE 3 researchers discovered that this intervention can be effective up to 16 hours after symptoms begin in this select group of patients. The findings showed that patients in the thrombectomy group had substantially better outcomes 90 days after treatment compared to those in the control group. For example, 45 percent of the patients treated with the clot removal procedure achieved functional independence compared to 17 percent in the control group. In addition, thrombectomy was associated with improved survival. According to the results 14 percent of the treated group had died within 90 days of the study, compared to 26 percent in the control group.
"Although stroke is a medical emergency that should be treated as soon as possible, DEFUSE 3 opens the door to treatment even for some patients who wake up with a stroke or arrive at the hospital many hours after their initial symptoms," said Dr. Albers.


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text:
1Route description
1.1Glenwood Springs to Carbondale
1.2Carbondale to Aspen
1.3Aspen to Independence Pass
1.4Independence Pass to Twin Lakes
2Independence Pass closures and restrictions
3.11879–1888: Precursor routes to Aspen
3.1.1Stage road over Independence Pass
3.1.2Rail routes from Glenwood Springs
3.21889–1926: Abandonment and reuse as state highway
3.31927–1961: Conversion to highway
3.41962–2000: Expansion
3.52000–present: Four continuous lanes
3.6Former business route
4Future
4.1Entrance to Aspen
4.2Grand Avenue Bridge
5Major intersections
Colorado State Highway 82
85-mile road across mountains from Leadville through Aspen to Glenwood Springs
SH 82 highlighted in red
Maintained by CDOT
85.293 mi[1] (137.266 km)
Existed
Major junctions
I-70 / US 6 in Glenwood Springs
Major intersections
SH 133 near Carbondale
US 24 near Granite
Highway system
Colorado State Highway System
← SH 79 → SH 83
State Highway 82 (SH 82) is an 85.3-mile-long (137.3 km) state highway in the U.S. state of Colorado. Its western half provides the principal transportation artery of the Roaring Fork Valley on the Colorado Western Slope, beginning at Interstate 70 (I-70) and U.S. Highway 6 (US 6) in Glenwood Springs southeast past Carbondale, Basalt and Aspen. From there it continues up the valley to cross the Continental Divide at Independence Pass. On the Eastern Slope, it follows Lake Creek past some of Colorado's highest mountains to Twin Lakes Reservoir, where it ends at US 24 south of Leadville.
At 12,095 feet (3,687 m) above sea level, the traverse of Independence Pass is the highest paved crossing of the Continental Divide in North America, and the highest paved through road on Colorado's state highway network. The pass is closed during the winter months, isolating Aspen from the east and making Highway 82 the only way to reach the popular ski resort town by road. A private foundation has worked with the Colorado Department of Transportation (CDOT), which maintains the road, to undo environmental damage to the alpine tundra created when a disused stagecoach route built across the pass during the Colorado Silver Boom of the 1880s became Highway 82 in the early 20th century.
West of Aspen the highway follows the route of an early Colorado Midland Railroad route from the city to Glenwood Springs. Paved during the 1930s, this road has been gradually expanded to four lanes over the course of the 20th and early 21st centuries. The increased traffic resulting from Aspen's economic rebirth as a resort town has required high-occupancy vehicle lanes, bypasses and the replacement of at least one old bridge. More improvements are planned for both Aspen and Glenwood Springs.
Route description[edit]
From its western terminus to Aspen, Highway 82 is a four-lane road, frequently divided. As it leaves Aspen, it narrows to two lanes and remains that way to its eastern terminus.[2] Two sets of gates on either side of Independence Pass allow the road to be closed in winter.[3]
Glenwood Springs to Carbondale[edit]
Highway 82 begins at Exit 116 from I-70 in Glenwood Springs, just 300 ft (91 m) east of the Roaring Fork's confluence with the Colorado River. It follows Laurel Street north for one block, then turns east on Sixth Street for another block, after which it turns south on Grand Avenue. From there it crosses both I-70 and the Colorado River on a viaduct past the train station into downtown Glenwood Springs.[4]
Downtown Glenwood Springs
It continues south through blocks of small-scale dense urban development to 14th Street. Glenwood Springs High School is on the west just past the intersection heralds the end of downtown. For two blocks the land around the road becomes a commercial strip with large parking lots. At Hyland Park on the east just afterwards, the land across the road is devoted to larger houses on larger lots. Strip development resumes on the west side south of 19th Street, two blocks west of Valley View Hospital. At 23rd Street, Highway 82 turns southeast to follow South Glen Avenue, paralleling the adjacent Rio Grande rail trail. Development along the highway becomes predominantly commercial, and south of 27th Street a continuous strip begins on the east side as the valley narrows. After passing Rosebud Cemetery on the west side, Highway 82 turns more to the southeast and draws alongside the Roaring Fork as it reaches the city limits.[5]
Following the river's bend, the road returns to its southern heading as most development focuses around Glenwood Springs Municipal Airport on the opposite bank. At its next easterly turn, the landscape around the road becomes more rural, with farms and golf courses appearing.[6] The terrain remains generally level, at about 6,000 feet (1,800 m) above sea level.[7]
A mile south of the airport, at a signalized intersection with Old State Route 82, the road divides.[8] Highway 82 turns eastward again, returning to its southerly heading after another mile when Spring Valley Road turns off to the Glenwood Springs campus of Colorado Mountain College in the mountains to the north.[9] A half-mile (1 km) beyond that junction, at the headquarters of the Garfield County Road and Bridge District, the highway begins a long stretch with a southerly heading.[10][11]
Mount Sopris from Highway 82 in winter
After two miles, the road bends to the southeast amidst a valley with occasional subdivisions. Two more miles down the highway, at a rest area, Highway 82 turns east as it enters the city of Carbondale across the river.[12] A mile from the rest area, a traffic signal controls the intersection with State Highway 133,[13] the only other state highway to intersect 82 for its entire length.[14] From Carbondale, Highway 133 leads south to Redstone and McClure Pass along the valley of a tributary of the Roaring Fork, the Crystal River. To the south the 12,953-foot (3,948 m) Mount Sopris dominates the view.[15]
Carbondale to Aspen[edit]
A mile east of Highway 133, the valley floor widens, filled with farms and subdivisions as the road gently trends to the south.[16][17] Five miles (8.0 km) east of Carbondale, Highway 82 crosses into Eagle County.[18] Subdivisions begin to increase in the surrounding valley and the road soon turns to the south again as it passes a built-up area and then crosses the Roaring Fork.[19] A mile and a half after that Highway 82 crosses the Roaring Fork, and then enters Pitkin County at the small unincorporated community of Emma.[20]
Basalt is one mile due east.[21] The intersection with Basalt Avenue, the main route into that town from Highway 82, has a signal.[22] Between Glenwood Springs and Basalt, Highway 82 climbs 600 feet (180 m) in elevation.[23] As it alternately tracks southeast and south over the next 16 miles (26 km) towards Aspen, it begins to climb more noticeably and the valley narrows. Development becomes less dense, with many small ranches located aside the road and along the river.[24] Three miles (4.8 km) south of Basalt, after another crossing of the Roaring Fork, the right lanes in both directions[25] are marked with diamonds indicating they are high-occupancy vehicle lanes during peak hours.[26][27] The median is soon replaced with a guardrail, then a brief retaining wall where the eastbound roadway is slightly elevated.[28]
The ascent continues near Woody Creek.[29] As Aspen–Pitkin County Airport appears on the west of the road, three miles (4.8 km) south of Woody Creek, the roadways merge as development around the highway increases.[30]
Beyond the airport, Highway 82 turns due south. It bends to the southeast to cross the new Maroon Creek Bridge, with the original, listed on the National Register of Historic Places, immediately to its south. At this point, with a golf course on the north side, the Aspen city limit begins to follow the road, and by the time it goes through a roundabout and passes the Holden/Marolt Mining and Ranching Museum to the south it is fully in the city of Aspen. Another stream crossing, Castle Creek, brings the highway into the developed portion of the city.[31]
Aspen to Independence Pass[edit]
From Basalt, Highway 82 has climbed 1,300 feet (400 m).[32] It levels out at Aspen, entering the city's residential West End along West Hallam Street. A block east of Castle Creek, it turns south on North Seventh Street; the intersection's southwest corner has been rounded to smooth the traffic flow, leaving a triangular traffic island in the middle of the road. Two blocks further south, at another intersection with a rounded corner, SH 82 turns east to follow West Main Street across Aspen.[33]
Main Street and the Hotel Jerome in Aspen
Five blocks east, at Garmisch Street, it becomes East Main Street. The buildings gradually change from residential to commercial, and at Mill Street Highway 82 passes one of Aspen's major landmarks, the Hotel Jerome, also listed on the National Register. Two blocks further is another listed landmark, the Pitkin County Courthouse, between Galena and Hunter streets.[33]
After the Spring Street intersection another two blocks past the courthouse, Main Street curves to the south, narrowing in the process. It is now a two-lane road. Two blocks to the south, SH 82 turns east again to follow East Cooper Avenue, crossing the Roaring Fork again after another two blocks. The highway curves southward, leaving Aspen three-quarters of a mile (1.1 km) further east.[34]
The valley narrows into a canyon as the road begins to climb again, closely hugging the north wall. Four miles (6.4 km) east of the city, just past Targert Lake Road, it passes the gates where the road is closed in wintertime.[35] Past this point development along the road abates as most of the land alongside the road is part of White River National Forest. On the north side of the road are some of Aspen's more popular climbing cliffs; on the south side are many small parking areas for trailheads, campgrounds, and popular swimming holes along the Roaring Fork like Devil's Punchbowl.[36]
There are several short sections where past rockslides have forced the road to narrow to one lane. Access is controlled via traffic lights. The remaining log cabins and other structures of the ghost town of Independence, also listed on the National Register, are visible in the valley below at 13.5 miles (21.7 km) east of Aspen.[37]
Independence Pass
Shortly afterwards, Highway 82 crosses the Roaring Fork for the last time, a few miles below its source at Independence Lake. The road then turns along the canyon's headwall to the south. After a switchback to the north, it climbs above tree-line and into the high-elevation alpine tundra landscape of Independence Pass, 19 miles (31 km) from Aspen.[38]
Independence Pass to Twin Lakes[edit]
The road levels out to a parking area on the south side. A U.S. Forest Service sign indicates the Continental Divide and gives the elevation as 12,095 feet (3,687 m).[39] The Divide also marks the Lake County line.[40] A paved path leads to a scenic overlook with views to Mount Elbert (14,440 feet (4,400 m)) and La Plata Peak (14,336 feet (4,370 m)), respectively the highest and fifth-highest peaks in Colorado and the Rocky Mountains. An old road leads south along the ridge to summits to the south.[41]
Highway 82 just east of Independence Pass
Beyond the pass, the road descends through three more long switchbacks to the floor of the Lake Creek valley.[42] From there it heads south at first but quickly curving to the east. As it assumes that heading it passes the other set of gates, just west of the very small settlement of Everett, near where Lake Creek's North Fork joins the main stream.[43]
From there the road heads east for the next four miles, passing trailheads for both of the fourteeners on either side and other San Isabel National Forest facilities. Just before the creek widens and empties into Twin Lakes Reservoir, the road curves quickly to the south and then heads more to the northeast along the lake shore.[44] A mile past that bend Highway 82 reaches the small community of Twin Lakes,[45] also listed on the National Register as a historic district as an early tourist town.[46]
The highway continues northeast for another mile beyond Twin Lakes and then turns east, with a continuous view of the lakes on the south. Shortly past this turn, the Colorado Trail crosses the road and then runs closely parallel to it along the south side. Forest Service roads go down that direction to access points along the lake.[47] After another mile, Highway 82 turns southeast for its next mile. Below the lakes' outlet, it crosses Lake Creek for the last time and then ends at US 24 18 miles (29 km) from Independence Pass and just below the confluence of the creek and the Arkansas River.[47] Leadville is 16 miles (26 km) to the north; in the opposite direction it is 21 miles (34 km) to Buena Vista.[48]
Independence Pass closures and restrictions[edit]
Snow on narrow section of western approach in September
Switchback on eastern approach
Because of the high altitude of Independence Pass, winter weather there begins well before the season itself starts. The snow falls deep through the season, and remains so throughout the spring. The Colorado Department of Transportation (CDOT) therefore closes the gates at both ends of the 24-mile (39 km) stretch of Highway 82 leading over the pass during those months. Typically it is closed by November 7 or the first significant winter snowfall, if that comes earlier. The pass is usually reopened just before Memorial Day weekend at the end of May after CDOT has cleared the snowpack and repaired the road.[49] Some years when the snowfall has been lighter, the reopening has occurred several weeks earlier.[50]
The narrow roadway, switchbacks, steep 6% grades and steep, sometimes unguarded dropoffs on either approach to the pass have also led CDOT to post 10 mph (16 km/h) advisory speeds at the turns. Some types of vehicles are banned from the pass year-round. Oversized and overweight vehicles are prohibited, as well as any vehicle or vehicle combinations longer than 35 feet (11 m). As a practical matter this includes tractor trailers, buses and recreational vehicles.[49]
Some truck drivers have used the pass despite the prohibition. They are generally either unaware of the restriction and following routes plotted by their GPS devices, or aware of it and willing to risk the fine for the sake of the time and distance saved. The resulting accidents have forced the closure of the pass. CDOT has put in larger signs advising drivers of the ban and worked with GPS device manufacturers so their software notes the restriction. Aspen officials have suggested the fines be increased as well.[51]
Independence Pass is popular with bicyclists, and since 2011 it has been on the route of the USA Pro Cycling Challenge around Colorado. Racers cross the pass during a 131-mile (211 km) stage from Gunnison to Aspen. The highway is closed for the race from its western terminus to the end of the stage.[52]
Both halves of the road trace their origins to the early days of Aspen's settlement in the 1880s during the Colorado Silver Boom. Prospectors who had missed out on the earlier mining boom that built Leadville began to head west, drawn by reports of vast untapped silver deposits in the Roaring Fork Valley just beyond the Continental Divide. They began crossing what was then known as Hunter Pass,[53] in defiance of an order from Governor Frederick Walker Pitkin not to do so until the federal government had negotiated a peace treaty with the Ute people.[54]
1879–1888: Precursor routes to Aspen[edit]
The future eastern half of Highway 82 came first, as a rough path over Independence Pass that soon reached Aspen. A private company improved it into a toll road for stagecoaches, open year-round. The city's rapid growth fostered a race to make the first rail connection, which displaced the toll road as the primary route to Aspen within a decade. Later, the railroad's right-of-way would serve as the basis for the highway.
Stage road over Independence Pass[edit]
On July 4, 1879, the settlement of Independence was established just west of the pass, taking its name from the Independence Day holiday, and soon lending it to the pass among other natural features in the area. Independence's gold deposits were quickly opened by miners. By the following year the Twin Lakes and Roaring Fork Toll Company had improved the path through the pass, which followed a route close to Highway 82's present alignment, to the point that horses could make the trip.[53]
The ghost town that remains of Independence today, as seen from Highway 82 in 2011
The company's goal was to continue down the valley and connect to some existing mining camps such as Ashcroft. Miners had preferred to take a longer route there from Leadville, via Cottonwood and Taylor passes to the south. A viable route over Independence Pass would shorten that journey by 40 miles (64 km).[53]
Settlement continued to follow the river down the valley. At the confluence with Castle Creek, the valley widened and offered a flood plain conducive to the development of a town. The slopes of the surrounding mountains proved to have the silver deposits the prospectors had anticipated, and very soon the mining camp became a small city, named Aspen after the trees that filled the surrounding forests. It grew rapidly, becoming the seat of the newly created Pitkin County, named after the governor its earliest settlers had disobeyed by coming there.[54]
With more and more people coming to Aspen, a better road from the east was needed. An early investor in the city, B. Clark Wheeler, put up the money needed to improve the path over the pass to a stage road.[55] It opened in November 1881, just as winter was beginning.[53] The tolls, 25 cents for saddle horses and twice that for stages ($7 and $14 in modern dollars respectively[56]) were primarily spent hiring a large crew of men who kept the pass clear in winter with snowshovels. They were able to keep the road through the pass open during its first five winters. In deep enough snow passengers switched to sleighs; in summer, dogs ran in advance to warn oncoming traffic through the pass itself as the stages took the switchbacks at full speed. It usually took a stage 10–25 hours and five changes of horses to reach Aspen from Twin Lakes.[57]
Rail routes from Glenwood Springs[edit]
The road over the pass was barely capable of handling the massive amounts of silver ore coming out of Aspen's mines. At first they had to be taken to Leadville by mule train to be smelted. Plants were built in the city soon afterwards, but it was still difficult and expensive to transport the silver obtained. The market was growing in the wake of the Sherman Silver Purchase Act, which required the U.S. government to buy the metal on a regular basis.[58]
A railroad link to Aspen was therefore likely to be highly profitable, and two railroads, the Colorado Midland and the Denver & Rio Grande Western, hoped to be the first. In the early 1880s, however, neither seemed able to do so. The Midland was a paper railroad with no money to build anything. The Rio Grande was building, but too quickly, forcing it into receivership. Financially cautious from its recent troubles, it chose not to build to Aspen despite its president's enthusiasm for the project.[58]
New leadership at both companies started the race to Aspen. James John Hagerman joined the Midland in 1885, refreshing the company coffers with his mining fortune. A year later the railroad had laid 250 miles (400 km) of track from Colorado Springs to Leadville and crossed the Continental Divide via the Hagerman Tunnel, then the world's highest. It got to Glenwood Springs and began working its way up the valley to Aspen.[58]
David Moffat became the Rio Grande's president in 1885 and persuaded the company's other executives to go ahead with the Aspen connection. To overcome the Midland's lead, they built a narrow-gauge line on the north side of the Roaring Fork, today the route of the Rio Grande Trail. Both the gauge and the elimination of the Maroon Creek crossing, which was causing complications for the Midland, saved considerable time, and the Rio Grande managed to bring the first train to Aspen in October 1887. Working through the winter, the Midland finished the Maroon Creek Bridge and got its standard gauge line into Aspen five months later.[59]
1889–1926: Abandonment and reuse as state highway[edit]
The opening of the rail connections was a death blow to the stage road. Gold production in Independence had declined sharply after 1884, and many of the town's early settlers had moved down the valley to Aspen. With the corresponding reduction in stage traffic and tolls, the Twin Lakes and Roaring Fork Toll Company could not afford to keep the road clear over the winter of 1886. Two years later, after the railroads began service, the company folded and abandoned the road. Independence itself met the same fate a decade later when its remaining population decamped to Aspen during the severe winter of 1899, leaving its buildings standing as a ghost town (one remaining resident lingered until 1920).[55]
On the other side of Aspen, the railroads initially enjoyed great success. The Rio Grande line was upgraded to standard gauge in 1890, and for the next several years both it and the Midland were at capacity. But when the Panic of 1893 began, Congress repealed the Sherman Silver Purchase Act, instantly collapsing the silver market. Many Aspen mines closed, and miners left the city for new boomtowns like Cripple Creek. The ensuing decades saw a steady decline in Aspen's population, a period referred to as the "quiet years" of the city's history.[60]
A train crossing the Maroon Creek Bridge around 1900
There was still enough mining to keep the railroads busy, but not for long. In 1897 the Midland went bankrupt. It continued operating, and a new company formed under the same name to take over. In 1919 Smuggler Mine, the city's largest and oldest, shut down most of its operations and several others closed. The second Midland again succumbed to bankruptcy; there was no second resurrection. Its tracks and right-of-way, including the bridges, were abandoned.[61]
They soon reverted to state ownership. The Colorado Highway Commission used them to realize plans it had made a decade earlier, when it first designated the future Highway 82 through the Roaring Fork Valley. With the Midland's tracks unused, it now had a graded route that could easily be adapted for highway purposes.[60]
1927–1961: Conversion to highway[edit]
Before developing the route west of Aspen, the state turned its attention the other way. In 1927 it rebuilt the old stage road over Independence Pass to Twin Lakes and designated it part of Highway 82, closing it in winters to avoid the maintenance costs.[62] Most of it followed the original route; however in some places it deviated. The largest section of the original remains three miles (4.8 km) below the pass on the east approach. The foundation of the gatekeeper's house remains, as well as some of the original toll gate.[41]
During the Depression, the state sought to ease unemployment through public works projects as an economic stimulus. It applied this to the new Highway 82. First it converted the Maroon Creek Bridge for automotive traffic by widening it with a timber deck, which was then paved and supported with outriggers.[63] In 1937, four miles (6.4 km) between Glenwood Springs and Carbondale was paved; the remainder of the road to Aspen was oiled the following year.[61]
It had been the hope that the improvements in the valley's road transportation would benefit the remaining mines. While the ranchers were able to get their products to market faster,[60] the new road would catalyze Aspen's economic revival in an industry that had not existed when the Depression began: recreational downhill skiing. As Highway 82 was being improved, skiing enthusiasts from both the U.S. and Central Europe were cutting trails and building a primitive ski lift on the mountain south of town.[64] The 1940 census recorded an increase in Aspen's population, the first in a half-century.[65]
Further development was halted during the war years afterward, although the Tenth Mountain Division, which trained at nearby Camp Hale, came to appreciate Aspen and its skiing. Many of them came back to Aspen after the war, helping to expand and staff the ski resort. Coincidentally, Walter Paepcke, head of the Container Corporation of America, visited Aspen with his wife Elizabeth in the late 1940s, and found it an ideal place to establish a music festival they were planning. He invested heavily in the city's redevelopment, and people began coming to Aspen again to live, work and play. While the Rio Grande's trains still ran, many new visitors and arrivals preferred to drive.[60]
1962–2000: Expansion[edit]
By 1960 the population of Pitkin County had increased by 44%, the second-fastest growth rate on the Western Slope. The Aspen Skiing Company built two additional resorts, Buttermilk and Snowmass, to the west, contributing to traffic on the highway.[66] In 1962 the Colorado Department of Highways, began a 12-year project to expand Highway 82 to four lanes between Glenwood Springs and Carbondale.[61] The Maroon Creek Bridge was widened in 1963 to handle its increased traffic.[67]
On the east, the road over Independence Pass was paved in 1967.[62] The Rio Grande discontinued passenger train service to Aspen in 1969. It was soon replaced the next year, when the completion of Interstate 70 through Glenwood Canyon connected the western terminus of Highway 82 to the larger Interstate Highway System.[60]
In the 1980s, it became apparent that four lanes at the western end was not enough. Several safety improvement areas were identified and projects implemented. In 1988 the Basalt Bypass relocated the highway off its original alignment through that town (currently Two Rivers Road), to a new two-lane road to the south of it that crossed the Roaring Fork to the east of the town.[61]
At the end of the decade, the Independence Pass Foundation (IPF) was formally incorporated in Aspen. Its founder, environmental activist Bob Lewis, had been organizing efforts to revegetate the slopes alongside Highway 82 going up to the pass, in order to repair damage that had been done the road's construction. In cooperation with the Highway Department, the U.S. Forest Service and the county, the IPF rebuilt a curve along the road near the Weller Lake trailhead that year.[68]
Safety improvements continued in the 1990s. A five-mile (8 km) stretch just west of Aspen was resurfaced in 1991. A special skid-resistant treatment was added to the areas that receive no sun in the winter due to shade from Shale Bluffs. The next year, in 1992, three two-year projects began expanding Highway 82 to four lanes between Carbondale and Basalt, including the new bypass. An old truss bridge near Wingo Junction was replaced in 1995; it was followed over the remainder of the decade by widening most of the remaining sections between Basalt and Aspen.[61] At the Maroon Creek Bridge outside Aspen, a pedestrian bridge was built to the north to take foot traffic off the older bridge in an effort to relieve congestion.[69]
The high-occupancy vehicle (HOV) lanes were designated in 1998. When they opened, they were the first anywhere in a rural area of Colorado.[70] In a departure from the usual practice, the diamonds were painted in the right lanes rather than the left, so that Roaring Fork Transportation Authority (RFTA) buses could get to and from their stops more easily.[25]
East of Aspen, the IPF began holding its annual Ride for the Pass bicycle race fundraiser in 1994. The race has been held almost every year since on the weekend before CDOT opens the pass. It follows a 9.5-mile (15.3 km) course from the gate to Independence. Two years after the first one the IPF began the project Lewis had always envisioned for it—restoring the Top Cut, the 1.5-mile (2.4 km) section just below the pass on the east, where the environmental damage, especially erosion, had always been most evident.[71]
2000–present: Four continuous lanes[edit]
In the new century CDOT began the projects that would complete the four-lane expansion. It took one year to finish the expansion from Aspen Airport Business Center to Buttermilk. Three years later, in 2004, the section in Snowmass Canyon was expanded to four lanes at a cost of $100 million.[72]
Highway 82 was now a four-lane road all the way from Glenwood Springs to Aspen. But that traffic still had to narrow to two lanes to cross the Maroon Creek Bridge at the latter city's western boundary. The old bridge, listed on the National Register of Historic Places since 1985, was functionally obsolete and structurally deficient. Cracks and other damage were forcing temporary closures of the bridge to trucks.[73] Over 100 years old by that point, the oldest bridge in use on a Colorado highway,[74] it could not be expanded any further.[63]
A 1990 CDOT design proposal for a new bridge was dropped after heavy opposition.[75] In 2004 the city of Aspen and the town of Snowmass jointly funded design work for another new bridge.[73] CDOT expedited the planning process for the bridge and work began the next year. Construction of the segmental concrete box-girder replacement was complicated by the need to protect the wetlands below, a problem that was solved by building the bridge from the top down and taking measures to allow the concrete piers to be poured and dried during winter.[75]
The old Maroon Creek Bridge in 2010
The new bridge cost $14 million and was opened in the middle of 2008. The old bridge remains in place next to it as a pedestrian walkway and historic landmark. The National Segmental Bridge Institute recognized CDOT and the new bridge with a Bridge Award for Excellence in 2010.[76]
Former business route[edit]
Colorado State Highway 82 Business (SH 82 Bus.) was an east–west state highway in the U.S. state of Colorado. SH 82 Bus.'s western terminus was at SH 82 west of Basalt, and the eastern terminus was at SH 82 in Basalt. It is now locally maintained as Two Rivers Road. SH 82 Bus. was created in 1988 when the SH 82 bypass was completed around the south side of Basalt, and SH 82 Bus. was run along the former routing through Basalt. SH 82 Bus. was turned back to local control between 2005 and 2007.[77]
Future[edit]
With the widening of the highway to four lanes between Glenwood Springs and Aspen complete, CDOT has turned its attention to the ends of that corridor.
Entrance to Aspen[edit]
By the 21st century, Highway 82 had grown to four lanes. It was easier for traffic to get to Aspen but did not resolve the congestion that developed when it got there. Since the 1970s various plans to alleviate the congestion had been put forth, some involving ballot initiatives decided by the voters of the city and/or county.[78] In 1998 CDOT and the Federal Highway Administration (FHWA), after considering all the proposals and taking public input, released a Record of Decision. The preferred alternative combined highway and intersection improvements, mass transit and incremental transportation management.[79]
Some of the recommended improvements, such as the roundabout, replacement Maroon Creek Bridge, and improvements to the intersections along Highway 82 between the city and the airport, have been implemented. Right-of-way easements have been acquired for a new two-lane parkway, as authorized by voters, that would cross the Holden/Marolt property via a 400-foot (120 m) cut and cover tunnel to reconnect to the existing highway at Main and Seventh streets.[79] City voters also authorized light rail for that route.[78]
If built, the light rail would have as its western terminus a maintenance facility across Highway 82 from the airport. It would include a stop at Buttermilk and parallel the highway, using the old Maroon Creek Bridge, until it reached Monarch Street downtown. There it would turn south to its eastern terminus at Rubey Park. If there is not sufficient support or funding for the light rail, it could be built as bus lanes at first.[80]
Proposed transportation management strategies are aimed at keeping traffic into Aspen at the baseline 1993 level through 2015. There are three levels or strategic response: The first would be when that baseline is equaled or slightly exceeded. It would consist of promoting ride sharing and more extensive transit use, among other informational measures. At Level 2, when traffic reaches a few percentage points above that level, more transit service would be added, and parking rates raised slightly to fund the additional buses required to reduce headways. Level 3 would be implemented when traffic levels had exceeded the baseline by 5–10%, and would use more forceful measures such as steeper increases in parking fees, deliberately limiting the number of spaces available, and making some parts of downtown Aspen car-free zones.[80]
Grand Avenue Bridge[edit]
This section needs to be updated. The reason given is: The bridge project proceeded and is almost complete. Please help update this article to reflect recent events or newly available information. (July 2018)
The current bridge along Grand Avenue over the Colorado River and I-70 just east of the highway's western terminus dates to 1953. It was built as a two-lane bridge with shoulders; expansion since then has added a second lane in either direction. By the early 21st century it, like the Maroon Creek Bridge, was carrying more traffic than it had ever been expected to and was in poor structural condition.[81]
In the early 2000s CDOT began considering plans for a replacement bridge. The major issue was whether a new bridge should be built along the same alignment as the existing bridge, or instead curve westward to make a more direct connection with the interstate's Exit 116. After a public hearing in August 2012, the agency announced that the latter seemed to be overwhelmingly preferred.[82] It remained to decide whether to have a signalized intersection or a roundabout at the intersection of Sixth Street and Laurel Avenue.[81]
Some residents of Glenwood Springs have argued instead that CDOT should instead build a bypass that avoids downtown completely, as it did in Basalt. They contend that a replacement bridge would add even more traffic to Grand and make downtown less attractive to those who would like to shop there rather than just pass through on the way to destinations up the valley. The bypass, they claim, is more in keeping with the wishes of residents and would cost less. They have lobbied Glenwood Springs' city council to be more active in pressuring CDOT to reconsider the bypass.[83]
The Grand Avenue Bridge functionally opened to the public November 6, 2017. It is the largest construction project completed on the Western Slope of Colorado in the past 25 years.[84]
Major intersections[edit]
mi[1]
Garfield Glenwood Springs
0.000 I-70 / US 6 – Denver, Grand Junction Diamond interchange; western terminus; I-70 exit 116
0.047 Hot Springs Historic District Interchange; eastbound exit and entrance only
SH 133 south – Carbondale, Redstone Northern terminus of SH 133
No major junctions
Pitkin
75.6 Overlength vehicle turn around
Stretch of road closed October–May
Lake
115.1 South Fork Lake Creek Road
US 24 to I-70 – Leadville, Buena Vista Eastern terminus
1.000 mi = 1.609 km; 1.000 km = 0.621 mi
Incomplete access
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^ a b ACME Mapper (Map). Cartography by Google Maps. ACME Laboratories. Retrieved October 12, 2012.
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^ a b "Independence Pass Travel Information". Colorado Department of Transportation. October 27, 2011. Retrieved October 18, 2012.
^ Urquhart, Janet (May 12, 2012). "Skiing faithful flock to Independence Pass". Archived from the original on May 16, 2012. Retrieved October 18, 2012.
^ "Independence Pass truckers vex CDOT". The Aspen Times. August 8, 2012. Archived from the original on August 12, 2012. Retrieved September 1, 2012.
^ Urquhart, Janet (August 22, 2012). "Race spectators stake out their spots on Independence Pass". The Aspen Times. Archived from the original on March 5, 2016. Retrieved October 18, 2012.
^ a b c d Gregory, Lee (1996). Colorado Scenic Guide: Northern Region. Neenah, WI: Big Earth Publishing. p. 148. ISBN 978-1-55566-144-1. Retrieved October 19, 2012.
^ a b Rohrbough, Malcolm J. (2000). Aspen: The History of a Silver-Mining Town, 1879–1893. Boulder, CO: University Press of Colorado. pp. 18–19. ISBN 978-0-87081-592-8.
^ a b "Independence Ghost Town". Aspen Historical Society. 2008. Archived from the original on December 22, 2011. Retrieved October 28, 2011.
^ 1634–1699: McCusker, J. J. (1997). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States: Addenda et Corrigenda (PDF). American Antiquarian Society. 1700–1799: McCusker, J. J. (1992). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved April 16, 2022.
^ Gregory, 150.
^ a b c Fraser, Clayton and Strand, Jennifer; "Railroads in Colorado 1858–1948 Multiple Property Submission" (PDF). Archived from the original (PDF) on 2012-09-18. Retrieved 2012-10-21. ; History Colorado; August 31, 1997; retrieved October 21, 2012; pp. 43–45.
^ Fraser, Clayton; "Highway Bridges in Colorado, Multiple Property Submission" (PDF). Archived from the original (PDF) on 2012-09-18. Retrieved 2012-10-21. ; History Colorado; March 30, 2000; retrieved October 21, 2012; p. 16.
^ a b c d e Schwieterman, Joseph P. (2004). When the Railroad Leaves Town: American Communities in the Age of Rail Line Abandonment, Western United States. Kirksville, Missouri: Truman State University Press. pp. 92–95. ISBN 978-1-931112-13-0.
^ a b c d e "Corridor History". Colorado Department of Transportation. October 27, 2011. Retrieved October 21, 2012.
^ a b "Independence Pass History". Colorado Department of Transportation. June 25, 2012. Retrieved October 21, 2012.
^ a b Colson, John (August 3, 2007). "Officials: Local bridges are OK". Aspen Times. Retrieved October 21, 2012.
^ Lund, Morten; Hayes, Mary (1997). "Skiing Comes to Aspen: Visionaries and Teachers". Skiing Heritage Journal (2): 16.
^ Moffatt, Riley. Population History of Western U.S. Cities & Towns, 1850–1990. Lanham: Scarecrow, 1996, 66.
^ Hammond, Jennifer; "Growth Management in Aspen, Colorado, 1960–1977" (PDF). Archived from the original (PDF) on 2011-07-09. ; July 22, 1995; retrieved October 21, 2012; pp. 1–6.
^ Condon, Scott (March 26, 2007). "Maroon Creek bridges 'light years apart'". Glenwood Springs Post Independent. Archived from the original on September 27, 2007. Retrieved October 22, 2012.
^ "History". Independence Pass Foundation. 2000–2012. Archived from the original on July 21, 2012. Retrieved October 22, 2012.
^ Urquhart, Janet (September 5, 2011). "Old bridge or new over Brush Creek?". Aspen Times. Retrieved October 24, 2012.
^ "Rural Highway Gets HOV Lanes". Rocky Mountain News. Denver. August 17, 1998. Archived from the original on April 9, 2016. Retrieved December 11, 2012.
^ "Restoring the Top Cut". Independence Pass Foundation. 2000–2012. Archived from the original on November 4, 2012. Retrieved October 22, 2012.
^ "Highway Expansion". Colorado Department of Transportation. August 13, 2009. Retrieved October 24, 2012.
^ a b Urquhart, Janet (November 19, 2004). "State finds funds for new bridge". Aspen Times. Archived from the original on September 26, 2007. Retrieved October 24, 2012.
^ "Maroon Creek Bridge Replacement". Colorado Department of Transportation. Archived from the original on January 14, 2009. Retrieved October 26, 2012.
^ a b Stelmack, Thomas; "Maroon Creek Bridge Replacement" (PDF). Archived from the original (PDF) on 2012-04-02. Retrieved 2012-10-26. ; Aspire; March 2008; retrieved October 26, 2012; p. 38–45.
^ "Replacement of 1888 Maroon Creek Bridge in Aspen wins national award of excellence" (Press release). Colorado Department of Transportation. January 13, 2010. Archived from the original on September 13, 2012. Retrieved October 26, 2012.
^ Salek, Matthew E. "Colorado Highways: US and SH Business Routes". Retrieved 2019-03-02.
^ a b "Votes by year" (PDF). Colorado Department of Transportation. Retrieved October 26, 2012.
^ a b "Entrance to Aspen: Snapshot–Where Are We Now?" (PDF). Retrieved October 26, 2012. , Colorado Department of Transportation.
^ a b "State Highway 82 - Entrance to Aspen - Record of Decision" (PDF). Colorado Department of Transportation. August 1998. pp. 3–6. Retrieved October 26, 2012.
^ a b "SH 82 Grand Avenue Bridge". Colorado Department of Transportation. October 9, 2012. Retrieved October 28, 2012.
^ "SH 82 Grand Ave. Bridge: Preferred Alignment Identified" (Press release). Colorado Department of Transportation. September 10, 2012. Retrieved October 28, 2012.
^ Stroud, John (August 24, 2012). "Bypass proponents seek to halt bridge planning". Glenwood Springs Post Independent. Archived from the original on March 4, 2016. Retrieved October 28, 2012.
^ "The Iconic New Grand Avenue Bridge". Visit Glenwood Springs. Retrieved 2018-10-05.
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text:
Kootstertille (en frison : Koatstertille) est un village de la commune néerlandaise d'Achtkarspelen, dans la province de Frise.

Géographie
Le village est situé dans l'est de la Frise, à  au nord de Drachten. Il est bordé au sud par le canal Princesse-Margriet.

Démographie
Le , le village comptait .

Références

Achtkarspelen
Localité dans la province de Frise

redpajama_set_name: RedPajamaWikipedia


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text:
Germaine Hirschfeld (París, 1900-1976) más conocida bajo el nombre de Cosette Harcourt, fue una fotógrafa especializada en el retrato fotográfico y cofundadora del Estudio Harcourt de París.

Biografía
Nació en el número 21 de la calle Condorcet de París. Era hija de Percy Victor Hirschfeld y Sophie Liebman, que eran inmigrantes judíos que se trasladaron a París a finales del . Al iniciarse la primera Guerra mundial la familia se refugió en Londres para escapar de la xenofobia alemana. En 1923 Germaine volvió a Francia donde pudo reinventarse una identidad y una nacionalidad como Cosette Harcourt, fotógrafa de nacionalidad inglesa. Adoptó una voz con énfasis británico y demostró una estricta elegancia y un cierto aspecto aristocrático. Mantuvo una cierta ambigüedad sobre sus orígenes y adoptó el nombre Cosette del personaje romántico de la obra Los Miserables de Víctor Hugo;  su apellido Harcourt procede de una ilustre familia normanda de la nobleza feudal.

Durante los años 1930, trabajó como vendedora en diferentes estudios fotográficos parisienses como el Estudio Piaz y después en el Estudio Manuel Hermanos que estaban especializados en el retrato.

Creó en 1933 un estudio de fotografía en el número 11 de la calle Christophe-Colomb en París.

En 1934, se asoció con los hermanos Lacroix, patrones de prensa y Robert Ricci, hijo de Nina Ricci para fundar el Estudio Harcourt.

Se casó con Jacques Lacroix el 3 de agosto de 1940 para tomar su nombre y escapar de los nazis pero la entrada de las tropas alemanas en París arrasa con el acierto de Cosette. Entonces se trasladó a la zona libre de Francia y después a Inglaterra. Con este motivo se nombró director a  Henri Bierley-Lalune hasta que regresó con la Liberación de París. Como habían convenido se divorció de Jacques Lacroix y volvió a ocupar su plaza de directora.

En los años 1950, el Estudio Harcourt conoció su mayor periodo de gloria.

Lacroix compró en 1958 el castillo de Lésigny para su ex-mujer, la mansión que es probablemente el entorno adecuado a unos deseos aristocráticos reprimidos de Cosette.

Entre su obra se pueden destacar los retratos de Simone Signoret (1957) y Jean Gabin (1948) y sobre todo uno de Édith Piaf en 1950.

Transmitió su estilo en el retrato al Estudio Harcourt hasta su muerte en 1976. Este estilo típico de Harcourt consistía en un retrato tomado a corta distancia, con su mejor iluminación, donde se acostumbraba crear un halo de luces y sombras sobre un fondo entre gris y negro. La actitud del sujeto era personal, a menudo con una leve sonrisa, aunque siempre parece que esta un poco escenificado.

Bibliografía

 Studio Harcourt, L'Art du portrait selon Harcourt Studio-Paris. Secrets et techniques, Pearson, 2010.
 Guillaume Evin, Francis Dagnan, Cosette Harcourt. Un studio de légende, Hugo Doc, 2018  (ISBN 9-782755-636130 ).
 Guillaume Evin, Dominique Besnehard, Harcourt París, le mythe, Ediciones de La Martinière, 2014, 188 p.  (ISBN 9782732461632).

Referencias

Fotógrafos retratistas
Fotógrafas de Francia
Fotógrafos de Francia del siglo XX
Wikiproyecto:Francia/Artículos


MSG Research & Consulting is the marketing research division of MSG Minnesota Inc. The research & consulting group was formed in 1997 by the merger of tk associates of Minneapolis, Inc. and N. K. Friedrichs & Associates, Inc. Both companies were founded in 1984 as full-service marketing research firms offering a wide variety of customized research services with emphasis and expertise in brand engagement and voice of the customer tracking, new products, and market assessments. From the outset, tk associates and N. K. Friedrichs earned reputations for high-quality research design, excellent implementation, and thorough data analysis. The merger of these two organizations became the platform for growth and expansion.
Today, MSG Minnesota Inc. comprises Marketing Research, Customer Support Services, and Fulfillment Outsourcing.


text:
IRAQ : daily stuff here please
This Forum is Closed > Forum > The War Room > WWIII > Afghanistan / Iraq > Topic: IRAQ : daily stuff here please (Moderator: bigron) > Topic: Message #2062
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Author Topic: IRAQ : daily stuff here please (Read 18672 times)
bigron
Re: IRAQ : daily stuff here please
http://atimes.com/atimes/Middle_East/LJ28Ak01.html
THE ROVING EYE
Aziz's story will remain untold
By Pepe Escobar
The neo-conservatives always contended that the United States invaded Iraq to bring "democracy" (from the barrel of a gun). Seems like if not democracy, at least the greatest hits of the US judicial system are indeed being implemented in (still occupied) Iraq; torture (as WikiLeaks has amply demonstrated) and the death penalty. Talk about liberation.
And talk about payback. Former Iraq deputy prime minister Tariq Aziz, 74, ailing, frail, already caged, and the victim of a stroke this year, has been condemned to hang by the Supreme Court in Baghdad, according to Iraq state TV, "for his role in the elimination of Islamic [Shi'ite] parties".
Aziz, born Mikhael Yuhann in 1936 in Mosul, a Chaldean Christian - the only one in the former Sunni and secular Ba'athist inner circle, its worldwide-known "human face" - holder of a degree in English language and literature, is already serving a 15-year sentence for a series of killings of 42 tradesmen in 1992 plus a further seven-year sentence for his alleged role in the deportation of Iraqi Kurds during the Saddam Hussein era. No Western court would admit what was presented as evidence showed that he was personally involved in both crimes.
The European Union (EU) at least is being true to its chart (the death penalty is "unacceptable"); the EU's foreign representative, Catherine Ashton, will appeal to Baghdad to block the execution. Aziz's defense will appeal to the Vatican - which also condemns it. Italian radical leader Marco Pannella has started a hunger strike to denounce it.
Anyone who does not see this as a political verdict is a believer in democracy by "shock and awe". In this case, revenge is served to current Prime Minister Nuri al-Maliki and his Shi'ite Da'wa party, which had been persecuted under Saddam's Sunni regime. Everyone else loses badly - because Aziz is arguably the only person on Earth who could tell the real story, bit by juicy bit, about the rolling, decades-long American dirty game in Iraq.
His is the ultimate political best-seller we'll never be able to read - telling for instance how the US, the United Kingdom and the Saudis shelled out over $60 billion for Iraq to go to war with Iran during the 1980s; what was really discussed between Saddam, himself and former US defense secretary Donald Rumsfeld in Baghdad when they met in 1983; how every Western politician paid homage at the court of Saddam - the man who would get rid of those demented ayatollahs; how Saddam beat the late ayatollah Ruhollah Khomeini's human waves of martyrs by spraying them with Western-supplied chemical weapons; and how those fabled "weapons of mass destruction" were nowhere to be seen since 1995 at least - thus rendering George W Bush's and Tony Blair's casus belli null and void.
When US Marine Corps entered Baghdad on April 9, 2003, his villa was plundered - by the marines and by local mobs. I went to see it as soon as I could (A (mis)guided tour of Baghdad Asia Times Online, April 18, 2003), finding a DVD box set of The Godfather saga - Saddam's favorite was the first one - right at the door. On April 24, Aziz surrendered to the Americans. He was the eight of spades in the Pentagon's infamous deck of cards. (Saddam was the ace of spades.)
History may judge that Bush and Blair - with their Moloch-style terrorizing machine dubbed "shock and awe" - have been no better than Saddam's inner circle; directly and indirectly, their "policies" killed more Iraqi civilians than Saddam ever did. Yet they did (Blair) and they will (Bush) publish books extolling their "glory".
Aziz instead is the only one left with a real breathtaking story to tell. And as the proverbial man who knows too much, he had to be taken out.
Pepe Escobar is the author of Globalistan: How the Globalized World is Dissolving into Liquid War (Nimble Books, 2007) and Red Zone Blues: a snapshot of Baghdad during the surge. His new book, just out, is Obama does Globalistan (Nimble Books, 2009).
He may be reached at pepeasia@yahoo.com.
Title 17, Chapter 1, Section 107: Fair Use
Pages: 1 2 3 [4] Go Up


Marriage is a bond between husband and wife and this bond keeps on getting stronger between husband and wife with time. The lovely relationship of marriage between a husband and wife has all the things. A little bit of lovely stiffs becomes a part of daily life between husband and wife. It is considered that small little stiffs between husband and wife will evolve more love between them. The husband and wife are united by the promise of companionship, sincerity, and love. The vows taken by them at the time of marriage are taken seriously by them and they keep to stand by each other in every up and down of life. The beauty of this relationship between husband and wife lies when they live together, have small lovely fights, little bits of differences are between them on some matters but still, they never allowed these differences to cross the boundary and ruin their beautiful relationship. It is natural to have different opinions between husband and wife on specific matters and surely they will have differences due to their different opinions but these should not lead to any kind of misunderstanding between them.
It happens between husband and wife that they did not sort out the differences between them and later translated into misunderstanding. A misunderstanding between husband and wife can lead to bigger fights between them. Continuous fights between husband and wife on daily basis can ruin the beautiful relationship and makes it an ugly one. It is due to the misunderstanding between husband and wife that trust and love fade away in their relationship. Sometimes the fights are so ugly between a husband and wife that it can impact the family also.
When two people live together they both have to compromise a little bit on their choices. If you will not make any comprises on your end then there will be bitterness in other person's mind which can later become a cause of misunderstanding.
You are not able to give your wife her special time due to work on a regular basis. Not giving time to your partner can become a cause of distrust for her and eventually results in daily fights.
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Wazifa for husband Wife love will involve prayers to evolve love in a relationship of husband and wife. The method if performed effectively will resolve any kind of misunderstandings that are fading away from the love between husband and wife. To perform it more effectively, you can take the help of a third person known as Wazifa expert. A Wazifa expert is more knowledgeable about the different types of Wazifa and can help you to make your married life full with love and passion. Our Wazifa expertMolana Saroor Chishti Ji is helping people to resolve any kind of problems in their marriage by performing the effective process of Wazifa for them. He is available for consultations of any kind of problems between husband and wife and the results can be seen in a shorter span of time.


Once again Madrid becomes a feast for the senses with a new edition of Gastrofestival that celebrates its eleventh anniversary this year. It is a festival dedicated to everything indulgent and it is a great place to see how food and wine can be combined with other art forms.
This annual event promotes Madrid's culinary offer and explores the connection between the culinary art and other art forms like painting, literature, music, film, theater, photography, design and fashion.
Numerous events revolve around the usual themes: Gastronomical Madrid, Gastroculture, Sensory Experiences, Enoculture, Gastrofashion, Gastrohealth and Charity Gastrofestival.


text:
Blue Lives Rally Makes Uninvited Stop at Black Texas Church Parking Lot
by Cedric 'BIG CED' Thornton August 5, 2020 August 5, 2020 2072
Friendship-West Baptist Church (Facebook.com/friendshipwest)
A Black Texas church was embroiled in a controversy over the weekend when a police rally named "Back the Blue" made a stop in the parking lot of the Friendship-West Baptist Church in Dallas, according to KHOU.
The church, which has a large Black Lives Matter banner prominently displayed out front, is known for promoting social justice. According to a Facebook post, the church says it was deceived when the group initially contacted them.
"Today we experienced deceit and hate from a group of individuals in support of Blue Lives Matter. An individual contacted us in need of meeting space for a Black Lives Matter Rally. In support of the movement, we agreed to allow the Black Lives Matter Rally happen in our parking lot. The rally turned out to be a Blue Lives Matters meet up where individuals flew Trump 2020 flags and a Confederate Flag. Once we realized the deceit and false information, our staff and Senior Pastor, Dr. Frederick Douglass Haynes, III. immediately asked the individuals to shut it down and leave.
"This event was only able to happen because of deceitfulness and lies and in no way reflects the mission and ministry of Friendship-West Baptist Church. Please know that our pastor and staff will get to the bottom of this. We sincerely appreciate your understanding of this matter, and we'd like to thank everyone for their support and prayers. May God Bless You All and please stay safe."
The church then released a video showing the event that they did approve of using their parking lot for the afternoon.
The "Back the Blue" event organizers stated that the intent of the rally was to show support for law enforcement, although they acknowledged that there was at least one Confederate flag displayed.
"It's not about division, it's not about anything other than coming together as one," organizer Nathan Abrams said. "I specifically told our attendees that this event is solely and only for our brothers and sisters in blue, and to support them."
Abrams said they did not mean any harm when they stopped at Friendship-West, saying it was just a convenient pit stop on a long ride around Dallas-Fort Worth.
"We wanted to have a place where we can have a pit stop at where everyone can rest," Abrams said. "My heart goes out to the church, my heart goes out to the pastor."
He stated that the crowd was larger than anticipated and outsiders brought those flags to the rally.
"I want to personally say to the members of that church and the pastor that I'm sorry that there was conflict," Abrams said. "That was not my heart, that is not what I'm about."


PHOENIX, AZ (October 2016) – Today, the Global Organics Group (GOG) announced a significant expansion of its patent portfolio, demonstrating the company's ongoing commitment to innovation and leadership. The company's US patent portfolio now totals 11 issued patents, with several additional patent applications in the allowed and pending stages. Global Organics patents include revolutionary technology in the plant, animal and human health industries.
Founded in 1972, BioFlora® (www.bioflora.com) was the first division to make up what is now the Global Organics Group. BioFlora was founded by Roger Blotsky and based on the belief that "Nature Knows Best®" as he viewed himself and the company "stewards of the environment". Through BioFlora, Roger sought to improve the agricultural industry by providing organic and sustainable alternatives to the over-chemicalization of the world's farmland.
Building on this vision, Global Organics officially received a signed and sealed patent for its exclusive method and composition for treating soil and plants, from Deputy Director Michelle Lee of the United States Patent and Trademark Office. This patent, which was first filed in September 2013, relates to the BioFlora divisions' use of a diverse spectrum of microalgae to reinvigorate plants and soils.
Long use of chemical fertilizers and pesticides has been shown to deplete soil of beneficial microorganisms and can lead to lower soil quality. Plants grown in such soils do not grow at the optimum rate, or gain the appropriate mass to deliver high yields and market value. Additionally, such plants may be at higher risk of infection and have lower immune-type responses to pests and diseases.
The size and activity of soil microbial communities are indicators of soil health, quality and fertility. All of these factors are necessary for agriculture to be sustainable for future generations and today's food standards and supply.
It has been documented that microalgae perform several important functions for soil ecosystems and can also function as a bio indicator for soil quality.
Microalgae are found in nearly all soil environments, from desert sand to the tundra. In these ecosystems, microalgae increase the bioavailability of nutrients such as; nitrogen, carbon and phosphorus to make them more accessible to the plant. Microalgae also provide important polysaccharides, lipids (fatty acids), proteins and hydrocarbons to the soil to add to its structure, as well as enzymes that catalyze important reactions for plant and soil metabolic processes.
These benefits underscore the importance of microalgae in farming. What the agricultural industry lacked was a method and finished composition of microalgae that could be used for treating and amending soil.
Determined to find a solution to this problem, the research and development division of GOG, the Integrated Life Science Research Center®, researched and patented this unique method for amending soil. By cultivating an exclusive matrix of microalgae from the following species: Scenedesmus, Chlorella, Chlamydomonas, Nannochloris, Micractinium, and Cosmocladium the ILSRC was able to unlock the powerful biological potential of microalgae.
Though not required, this process is comprised of microalgae that are grown under certified organic conditions, and are found in OMRI certified products available in the BioFlora product line. Products enhanced with this unique microalgae consortium may be applied to agricultural soils throughout the growth cycle of a crop to improve soils, yields, and quality.
Global Organics® Group (GOG) is an international, integrated life sciences company engaged in the development and manufacture of proprietary organic and sustainable plant nutrition agricultural products and natural ionic minerals for Human and Animal Health. For more than 40 years, GOG's BioFlora® business has been committed to environmental sustainability through its efforts aimed at preserving our ecosystem while providing superior plant nutrition. Global Organics® continued to grow with a mission to enhance human and animal life, the vitality of plants and soils, as well as the restoration of the environment through their Mineral BioSciences® (MBS) division.
For more information about BioFlora®, or to interview Luke Blotsky, please contact David Jay at David@Christieand.co or call 805-969-3744. Visit www.bioflora.com.
 Doran, J.W. and T.B. Parkin. 1994. Defining and Assessing Soil Quality. P. 3-21.
 Goyal SK: Algae and the soil environment. Phykos. 1997; 36: 1–13. Zenova GM, Shtina EA, Dedysh SN, et al.: Ecological relations of algae in biocenoses. Mikrobiologiya. 1995;64(2): 121–133.


It is unlined, stretch and is opaque. Made out of 100% Cotton.
Beat the winter chill with this comfortable sweater. Due to its loose fit, this sweater is great to throw over a shirt for extra warmth. Pair it with sweatpants and sneakers for running errands or wear it to a casual lunch with jeans and flats.


Thousands of families in Fiji are homeless after the destructive tropical cyclone Winston hit over the weekend – and emergency shelter is a critical priority, according to Habitat for Humanity.
Staff at the organisation's local ReStore charity stores had made urgent provisions so people can choose to make a donation at the checkout to its disaster response fund.
Chief executive Claire Szabo said in Fiji at least 150 houses had been destroyed, 87 damaged, and reports were coming in that whole villages had been completely devastated on outer islands.
"There is a critical and urgent need to help provide shelter for the families of Fiji," she said.
The Fijian National Disaster Management Office had also warned that thousands of houses across Fiji may need to be demolished as a result of the cyclone damage. Ms Szabo said many people had a strong connection with Fiji, and would be in a position where they were seeking a tangible way to help.
People wishing to support Habitat for Humanity provide shelter to families in Fiji can make donation at the ReStore, or online at habitat.org.nz/donate.
Cyclone Winston ravaged Fiji's islands on 20 and 21 February 2016, destroying and damaging homes. 21 people have been confirmed dead, and four are missing. It is one of the most severe to have hit the South Pacific.