text:
>Hollywood Movie Casts
>Magnum Force Movie Cast - HFSID 186948
MAGNUM FORCE MOVIE CAST - ONE DAY MOVIE CONTRACT SIGNED 05/21/1973 CO-SIGNED BY: NESSA HYAMS, FRED SCHEIWILLER - HFSID 186948
MAGNUM FORCE MOVIE CAST An Employment of Day Player contract for Fred Scheiwiller's appearance in Magnum Force, signed by him and casting director Nessa Hyams One Day Movie Contract signed: "Fred Scheiwiller", "Nessa Hyams", 8½x6. May 21, 1973. Hollywood, California.
Condition: slightly soiled
MAGNUM FORCE MOVIE CAST
An Employment of Day Player contract for Fred Scheiwiller's appearance in Magnum Force, signed by him and casting director Nessa Hyams
One Day Movie Contract signed: "Fred Scheiwiller", "Nessa Hyams", 8½x6. May 21, 1973. Hollywood, California. One Day contract for the actor's appearance in Magnum Force at the rate of $138.00 a day. Actor FRED SCHEIWILLER (1922-2001) was an actor and stuntman for film and television, working from the 1950's until 2000, one year before his death. Although he appeared as an actor in 30 credits, they were mostly minor roles, he was better known for his stunt work. His stuns can be seen in films like It's A Mad, Mad, Mad, Mad World (1963), Blazing Saddles (1974), Pee-Wee's Big Adventure (1985), and The Adventures of Rocky & Bullwinkle (2000). NESSA HYAMS (b. 1941), the sister of actor Peter Hyams and the granddaughter of impresario Sol Hurok, has been casting director on many films since the early 1970s, including Summer of 42, and Blazing Saddles and The Exorcist. She has directed occasionally, mostly for television, and was producer on the film The Saint of Fort Washington (1993). Some areas of this document have been censored to protect signer identity. The actual document does not contain these concealing marks. Binding holes on top margin. Slight surface creases. Corners slightly worn. Slightly soiled. Slightly toned. Otherwise, fine condition.
FRED SCHEIWILLER
NESSA HYAMS
MAGNUM FORCE MOVIE CAST - ONE DAY MOVIE CONTRACT SIGNED 05/01/1973 WITH CO-SIGNERS - HFSID 186899
FRED SCHEIWILLER - DOCUMENT SIGNED 05/23/1957 - HFSID 282419
NESSA HYAMS - ONE DAY MOVIE CONTRACT SIGNED 09/16/1971 - HFSID 187052
NESSA HYAMS - ONE DAY MOVIE CONTRACT SIGNED - HFSID 187076
DIRTY HARRY MOVIE CAST - ONE DAY MOVIE CONTRACT SIGNED 09/14/1971 WITH CO-SIGNERS - HFSID 187050
THE DROWNING POOL MOVIE CAST - ONE DAY MOVIE CONTRACT SIGNED 07/03/1975 WITH CO-SIGNERS - HFSID 201826
THE ULTIMATE WARRIOR MOVIE CAST - ONE DAY MOVIE CONTRACT SIGNED 07/22/1975 WITH CO-SIGNERS - HFSID 201829
MAME MOVIE CAST - ONE DAY MOVIE CONTRACT SIGNED 01/26/1973 WITH CO-SIGNERS - HFSID 187068
Hollywood Movie Casts
Contracts / Documents (181)
Baseballs (1)
Sports Cards (2)
Sentiments (3)
Typescripts (2)
Magazine Covers (2)
Lobby Cards (48)
Sheet Music / Lyrics (13)
Record Albums (4)


text:
Polar vortex 2021: Arctic blast to send much of U.S. into deep freeze
by: James Gilbert and Nexstar Media Wire
ROCHESTER, N.Y. (WROC) — The buzzword made famous from an arctic blast in 2015 is making a comeback.
The polar vortex, a rotating bubble of cold air around the North Pole, is about to break off and head into much of the United States for the second half of January.
The polar vortex gets its name from a counter-clockwise spin around the North Pole. The constant air mass is protected by the polar jet stream. It weakens in the summer and strengthens in the winter.
Occasionally, the air mass splits and sends cold air southward into the middle latitudes.
In recent years, the polar vortex caught on as a buzzword and became one of the most recognizable "new" terms in meteorology, even though the polar vortex itself has been known about and studied within the weather community for decades.
When the polar vortex is strong, it remains solidly in place over the poles. When it starts to weaken as warmer air "injects" into the poles, the stronghold can erode away and cooler air can be forced southward, where more people live and will be impacted by an arctic blast. While the polar vortex is always around, we only feel its cold a few times a year, if at all.
WHERE THE POLAR VORTEX IS HEADED
Note the United States at the bottom of this image. See the blue colors are over the Alaska and Midwest U.S., and where the purple colors are over Russia and northern Canada. Those are chunks of the polar vortex. Image as of Friday, January 15th.
Long range models are forecasting for a chunk of the polar vortex to break off and invade the central United States across the Dakotas, eastern Great Lakes, central United States and a section of the Northeast. While this specific intrusion of polar air is not the most overwhelming we've seen, it does look like we'll see a decent return to colder air by month's end.
by Josh Nichols / Jan 21, 2021
Don't be fooled by the thermometer today which will feature temperatures largely into the upper 30s. It will feel considerably colder owing to a brisk southwesterly breeze which at times will gust close to 35 mph this afternoon. This will effectively make it feel some 10 to 15 degrees colder at times.
As Low pressure tracks to our north a few flakes will fly early in the day, but outside of that, your Thursday will just be mostly cloudy and, as noted, quite brisk.

redpajama_set_name: RedPajamaCommonCrawl


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Sneak preview inside the Olympic Line – Vancouver's 2010 Streetcar
On Thursday, January 21, the Olympic Line – Vancouver's 2010 Streetcar – will begin service following a launch celebration hosted by the City of Vancouver. In advance of the launch, Bombardier and the City of Vancouver invited a small group of media and bloggers for an "exclusive sneak preview" of the BOMBARDIER FLEXITY streetcars and to meet one of the operators who will be driving the streetcars.
Well, exclusive of some but not exactly "an exclusive". It will be on CTV News tonight, and bloggers Mike Klassen and Rebecca Bollwit will be covering it too. Tomorrow and Sunday the Sun and Province will catch up as well. I cannot say I was impressed by the questions that were being asked by the now in bankruptcy protection main stream media reporter – he seem surprised that a streetcar did not have a steering wheel! But, to be fair, conversation with their photographer showed that there is someone on their staff who understands transit. It's a shame he does not get to write about it.
For a sneak preview they were not able to actually run the streetcar. This is was great pity – since the other car was running for driver training, which means there will be moving pictures. I suspect that issues of liability and lack of qualified staff might be the reasons. I would like to be able to report that the ride was smooth and quiet – though you can judge for yourselves when you hear the video of the exterior noise anyway.
It ought to be very smooth indeed. The City of Vancouver has spent $8m on 1.8km of track upgrades. For that money I would expect an excellent ride, and certainly when comparing the old and new track at the east end of station at "Olympic Village" you can see the difference.
Heavier rail, concrete ties ("sleepers") and insulated Pandrol® rail clips as well as some significant amount of new ballast. CMHC also kicked in $0.5m – and some money got spent on upgrading the power line and building a new station. But it is still single track, with a 150m passing loop. Another $50 to $60m would be needed to get a workable system going into downtown – and the City is still looking for funding partners. Unlike Portland OR, who were so convinced that streetcars were the answer, they paid the whole lot themselves for the first segment.
Bombardier were being coy about how much they are spending – but it includes lease payments to STIB the cars' owner, to cover things like lost fare revenue, as well as the considerable shipping costs from Europe to the Pacific North West. While in town here, Bombardier has invited its customers (and, I bet, prospects too) to come over and experience the ride for themselves. Bombardier are also going to make a donation to the Transit Museum Society – who run the line – to reflect the large number of volunteer hours. 32 people have volunteered to drive the trams including Bernie Eide – a former CN/BC Rail driver who was on hand to talk about the car and the history of streetcars in Vancouver. I will spare you that, but I will be interested to see how much of what he says survives in the MSM coverage. He says that it is "an amazing ride" – but I hope he is not comparing it to his usual ride in a freight train locomotive.
Leather seats, of course, attracted a lot of attention. I doubt that anyone will notice that actually leather is probably a lower life cycle cost alternate to some of the cheap plastic normally seen on North American transit seats. The interior ambience is certainly very pleasant and yes, it does have "that new tram smell". The cars are actually new and so far unused in service in Brussels – although others of the same type are running there now.
The FLEXITY streetcars will provide a free service, 18 hours a day, 7 days a week, between January 21 and March 21, 2010 between Olympic Village and Granville Island. The service starts at 9:30am next Thursday – with, of course, all the usual ceremony and cvic dignitaries, as well as some Olympic athletes. Bombardier were quick to point out that their spending on the project is in addition to their olympic sponsorship, but nicely complements it.
My video needs some attention before it can be posted here in the meantime here is Mike Klassen's
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One correction, it's the Transit Museum Society (http://trams.ca).
We are very glad to be partnering with the City and Bombardier on this project by providing bodies to operate the cars, and wish to thank Bombardier for their generous donation to the society to continue restoration work on our numerous wheel and rail vehicles.
Matthew Laird
Noted and corrected
TRAMS were not represented at the event
Nice photos Stephen. "He seem surprised that a streetcar did not have a steering wheel!": That is something I thought of trains when I was a 5 year old.
They look great! I look forward to riding them..
[…] more photos of the preview today in my Flickr set. Stephen Rees was there today as well and he has a post up here. Enter to win two tickets to Taste BC an annual wine & local food fundraiser presented by […]
Olympic Line Free Public Streetcar » Vancouver Blog Miss 604 by Rebecca Bollwitt
That is one narrow tram!
Thanks – looking forward to the videos.
Ron C.
I heard on the radio today that the cost of the SkyTrain faregate/travel card project is now getting close to $200 million (I have forgotten the exact figure) and instead of putting in faregates, etc., take the money and invest in a downtown streetcar!
I believe the Flexity modular cars come in three widths and because of Brussels narrow loading gauge, these cars are somewhat narrower than what can be used in North America. the narrowest width is, of course, for European metre gauge tram systems.
In theory, the Flexity tram can operate in lengths greater than 50 metres, as can Siemens Combino and Alstom's Citidis modular trams.
It's too bad that these trams will operate on a route the virtually no one will see them in operation.
As for the 'steering wheel' commnet, sometimes I just like to bang my head against the wall.
Malcolm J.
Torturous as it may seem, a ride from SkyTrain or Millenium to Canada Line, and then off at Olympic Village and on to the sexy Bombardier streetcars, and back, is one heck of a good family trip with friendly options for lunch at the Public Market.
The real issue here is whether the "Powers That Be" will drop their default preference for expensive and anti-urban SkyTrain for this LRT alternative.
The Green Line could be in operation in months, trams could be running on extant Arbutus and Interurban extant R.O.W.s, the Broadway transportation question could be put to rest, and a Hastings Streetcar running from Stanley Park to the PNE could be part of the answer of what the Olympics did not get done—the revitalization of the so-called downtown eastside.
Lewis N. Villegas
I don't notice, on the photos above, the small validating boxes (for tickets and smart cards) found by all the doors inside many European trams(the ones in the Paris T3 trams are the smallest I have seen so far). Did they remove them in Brussels before sending the trams here? it would have been interesting to have a look at them.
I noticed, when using the Seattle LRT system last fall, that it doesn't have them in the trams either but that was before they introduced the ORCA card.
I prefer the Alstom Citadis, with its custom made front (different for each town), but would be happy to have any modern tram!
[…] [CBC] Poverty Olympics to be held in Vancouver days before 2010 Winter Games [The Georgia Straight] Sneak preview inside the Olympic Line – Vancouver's 2010 Streetcar [Stephen Rees's Blog] INTERNATIONAL A cleaner future [San Francisco Chronicle] Cultivating Failure […]
Not that I would want to go off topic, but:
With the exception of the surrey interurban ROW, you would be replacing trolley bus routes with trams. What would be your objective of that? redevelopment? travel times? transit acceptance by more of the public?
The Downtown streetcar already runs down a rail ROW, and extends to areas not served by bus to its future route.
Nice pictures!
I had a chance to ride it today on a sneak peek tour with TransLink. I can say that the ride is very smooth and it arrives at Granville Island before you know it. There are a few pictures at Transport 2000 BC's page.
Matthew Buchanan
Thanks for the report. It looks very good, BUT…..
has any one considered a cost benefit analysis?
The city has spent $8m on upgrading just under 2km of existing track. How much would it cost to build completely new double track streetcar lines? Answer anything up to $30m dollars per km. It would cost hundreds of millions of dollars that no one can afford at the moment.
I'm all for electric transit, but there'd be much better value in spending a fraction of these costs on upgrading and extending the existing trolleybus system. Trollybus extensions would only cost say one twentieth of the streetcar line. Have you seen the Swiss Megatrolleybus, being introduced in Geneva and Zurich? It has 3 sections, is 24m long and has near tram capacity.
How about getting a demonstrator of Swiss trolleybus and running it along Broadway, maybe as a B99?
Martin Wright
Didn't know about the mega trolleys. They look great!
Click to access vkd.pdf
Trolley buses may also be able to handle steep hills around Vancouver better than trams, like the one on tenth avenue from Alma. I can see this as BRT on Broadway as a low cost option, and eventually as BRT on 41, with the wires extended to UBC.
I do think Vancouver can establish a permanent tram (eventually) along the old ROW on the olympic line. IIRC, the tram ROW has already beeen planned thru SEFC. The eventual route planned by the COV seems good (no similar bus route, Pac Blvd is wide enoguh for a ROW) and if we ever get access to Arbutus, we can run a line down there.
The track, the city laid for the trolley was built to a mainline railway standard (certainly wasn't to a light rail standard), with heavy rail, cement ties, and Pandrol clips! With the city engineering department involved, one can bet there was was much gold-plating of the project. In Europe, tramway construction, track and overhead, can be built for about $5 million/km., with recent construction in Helsinki, being a good indication of track laying costs.
The industry standard for LRT to climb grades is 8%; in Sheffield's trams climbing 10% grades and did so without problem, except for abandoned cars, during the recent blizzards; and of course in Lisbon, their trams climb 13.8% grades has have done so for almost for over 80 years.
Grade on Alma – 9% and the old streetcars operated quite well, with few problems and that without automatic sanding or anti-wheel-slip control which are standard on modern trams, streetcars, and or LRV's.
In the 1990s Bordeaux (France) had buses with 3 sections. They were regular buses, not trolleys but the ride must be comparable. It was just awful in the back (the 3rd section). As for the capacity, they carried far less passengers than the Alstom Trams that have replaced them.
I know that many people have a fixation on buses but in countries where LRT are used they have attracted riders that didn't take buses before. Trams have a glamour factor that buses, no matter how long, definitely don't have. This is actually why I became a LRT fan. I visited Strasbourg in 1995 and was bowled over by their (then) brand-new tram. It didn't look and ride anything like the traditional trams I had used for years in Europe and Toronto. Since then I have seen and used trams in quite a few towns in a couple of countries.
I wish that people criticizing trams would actually see and use a variety of modern trams first.
As for their price, I find it scary that we supposedly can't afford a tram line in Vancouver when a town like Le Mans-France (300 000 w/suburbs can).
The following is from the Le Mans 24 hrs car race info: "Circuit Access:
The new Le Mans tramway opened in November 2007 and seemed to make a big difference to the amount of traffic in and around the circuit. The tramway provides a very convenient, inexpensive means to access the circuit at Antares. The majority of our hotels are within walking distance of a tramway stop. …Within our hotels descriptions, we offer our recommendation for the easiest access to the circuit"
@ mezzanine. Thanks, you saved me writing a long post. there might just be a case for building the existing proposal, but it will be very expensive. for the same money you would get much more extensive sections of electric BRT.
Here's a YouTube clip, showing the megatrolley going round a tight turning loop. the poster even says "look out Vancouver" in the script at the top right!
@Martin Wright – how fast can those things go? Are there issues with safety in wet weather? It looks like a lot of mass to be controlling using rubber-on-asphalt traction.
Three section articulated trolley buses may look cool. but they are expensive and heavy on maintenance. The trouble is, as Mr. Frog points out, is that a bus, is bus, is a bus and that a tram attracts ridership that would not otherwise take a bus.
To get buses to compete with LRT, they must be guided, which then means the cost rise dramatically, the other problem is with operational costs, where trams can operate in multiple units, buses, even guided bus, cannot.
If bi-articulated buses (are they legal to operate in BC?) were to operate, a very expensive rebuilding of the overhead must be done, for improved service.
The bi-articulated buses in Europe (Asia is another story altogether) are for transit routes that have heavy peak hour ridership, with relatively light ridership the rest of the day, that do not warrant a tramline being built.
There has been a lot of study done in Europe (Example: Bus or light rail: making the Right Choice – Hass-Klau) over the past 20 years regarding transit mode, tram or bus, and despite the cheer-leading by the bus types, buses operating on heavily used routes just can't compete against trams, that is why 136 new tram systems have been built in the past 3 decades, despite the preponderance of BRT & GLT systems.
In Europe, before a new transit line is built, the promoters of the scheme have to accurately predict the modal shift, from car to transit, with penalties if the targets are not met.
Buses just do not 'make the grade.'
Malcolm J
Well, actually a trolleybus can attract passengers to transit. Trolleys are percieved to be clean, and quiet, which they are.
I would definitely support upgrading some heavily used bus routes to ETB's.
For the record, I have ridden the Zurich Double ETB's as well as the trams. The ETB's have nowhere near the capacity of Zurich's trams. Not even close. Zurich's newest trams the "cobra" are 36m long, and the tram routes are very frequent. ETB's can never match the capacity of a tram.
Justin Bernard
And 36 metres is getting to be a "short" tram. Many trams are between 40 and 55 metres.
Siemens longest one is 72 metres long though I don't think they have sold one yet (trams manufacturers make a couple of basic modules then assemble X modules depending on a town needs. Trams can be extended years after they went in service, as needs arise)
for photos of trams in various towns see:
http://www.urbanrail.net/germany/
http://www.trams-in-france.net/
I assume that many of you are familiar with Portland transit.
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Demo Streetcar to run Jan 21st, 2010 « metrobabel
Regarding Stephen's query in the video about rail weight, it's 115 pounds per yard, same as the Millennium Line and Canada Line. That used to be adequate for mainline railways in North America, but today's freight railways typically use 132 lb/yd or higher on mainlines.
Tramways can get by with less. Croydon Tramlink in the London suburbs uses 49 kg/metre, which translates to about 100 lb/yd.
Dublin LUAS extended their Red Line trams from 30m to 40m.
Dallas DART added a low section to their LRVs recently.
Trams are attractive in a quaint sort of way, but they are no substitute for high speed mass transit. They "interact" at street level with pedestrians and cars, they are relatively slow and they just can't carry enough passengers per hour to be effective. They are neighbourhood transportation, and that's about it. I would far rather spend the money needed for true mass transit. Why some people always feel they have a better idea, I do not know. Trams are no "greener" than SkyTrain.
Norman Smith
Norman, I have to disagree with your opinion that trams are no greener than SkyTrain or "true mass transit" systems. From my understanding of this issue, Trams are not only greener, they are also more cost-effective and more flexible in their operation. Greener because they take road space away from cars and if designed properly, make streets a more pedestrian-oriented and pleasant place. Cost-effective because construction costs are substantially lower. Hypothetically, more routes could be built and reach more people. Flexible because unlike Skytrain or Canada Line, they are able to operate at grade (on the road), elevated or underground (Seattle's new Link light rail being an example: http://en.wikipedia.org
/wiki/Link_Light_Rail).
I believe that Stephen and some of his readers on this blog argue in favour of trams, versus Skytrain, is because they have a thorough and, in my opinion, better understanding of this issue.
@ Andrew, I disagree with your view that there is something intrinsically better about trams than skytrain, trolleybuses and regular buses. All these modes are like tools in a toolbox. Some are better for a particular job than others.
Having tram/LRT is no guarantee of success along a corridor, you have to put the same evaluation in place to make sure you maximize your investment.
http://www.thetransportpolitic.com/2009/09/29/san-jose-plots-a-renewal-of-its-struggling-light-rail-network/
Slowing traffic down? For a really cost-effective way of doing that, just close a lane and add pedestrian enhancements. A nice solution here in vancouver is the addition of bus bumps and real-time info signs on main street. With articulated trolleys we are able to carry more people faster.
http://buzzer.translink.ca/index.php/2009/10/main-street-bus-information-displays-are-now-active/
Cheaper? Not compared to a bus or trolleybus. Trams do have more capacity than a bus though.
Scaleability? – you can have that with LRT/tram, but you also have that with bus/BRT. And remember that if you want to have more pedestrian element, you have to slow down the tram. If you want faster corridor, you have to remove the train from pedestrian interaction to run it safely and impose more barriers that impede neighborhood effects. Seems obvious, but a lot of proponents of LRT that post here cite both speed and pedestrian-friendliness, but do not highlight the trade-offs. (ie, you cannot have a lot of both at the same segment at the same time.)
http://www.thetransportpolitic.com/2009/09/11/portlands-new-light-rail-line-is-welcome-news-but-its-not-routed-as-it-should-be/
And I'll leave you with 2 posts from Jarrett Walker's blog. A thought-provoking one that has been making it around…
"Streetcars that replace bus lines are not a mobility improvement. If you replace a bus with a streetcar on the same route, nobody will be able to get anywhere any faster than they could before. This makes streetcars quite different from most of the other transit investments being discussed today.
Where a streetcar is faster or more reliable than the bus route it replaced, this is because other improvements were made at the same time — improvements that could just as well have been made for the bus route."
http://www.humantransit.org/2009/07/streetcars-an-inconvenient-truth.html
And since 1997, Portland has built or expanded 4 LRT lines and built a downtown streetcar. The effect on transit versus car mode share for commuting? Surprisingly little…
http://www.humantransit.org/2010/01/portland-a-challenging-chart.html
Skytrain is not needed everywhere in vancouver. The corridor and impementation is important – just look at the detroit people mover. It is expensive on a capital basis, which is why the reason to use it is so difficult. But at least for evergreen and broadway i think it is needed.
Norman, it is neighbourhood transportation that attracts passengers. Not a super-fast system with a few stations as possible. Skytrain for it's size only manages to attract around 200,000 passengers as day, probably because riders still have to travel a fair distance to their destination. Calgary's LRT system attracts more riders than the Skytrain.
LRT can be integrated in the streetscape. Good luck trying to integrate a concrete elevated structure with massive stations. LRT makes more efficient use of the streetscape, SkyTrain does not. LRT is the favoured mode for many cities around the world. Skytrain technology has largely been relegated to people-mover systems in airport. If Skytrain technology is so great, why is Toronto upgrading their line to LRT? Why did Bombardier have to re-branded the technology 3 times? Skytrain technology is an expensive system that fails to deliver, and the proliferation of LRT systems around the world is proof of this.
Bringing Calgary's LRT into this conversation is not really helping the case that a "neighbourhood transportation" system with frequent stops and built into the streetscape is somehow going to deliver better performance than the existing Skytrain system.
Calgary's C-Train operates in the medians of major aterial roads, the median of a freeway and following a rail right-of-way, with stations spaced up to 2km or more apart in some cases, and stations as elaborately built as any Skytrain station. The C-Train operates to a mostly Light Metro standard in almost all areas, requiring construction of major interchanges on all three of its branches. All of the branches converge on downtown (unlike Skytrain where only one branch goes downtown) where it enters an exclusive transit mall (7th Avenue SW). The C-Train's success (by far the most successful light rail system on the continent and most aren't even comparable to Skytrain in ridership terms) has to do with the fact that Calgary has pursued policies of restricting downtown parking and concentrating employment in the downtown core. Calgary's downtown parking is now the most expensive in the nation and the second most expensive on the continent, which is acting in effect, as a congestion charge. The C-Train is littered on all three branches with Park and Rides which were free up until last year and are still ridiculously cheap compared to downtown. In short, instead of making a genuine and massive shift to transit, Calgary has simply made it very expensive to do anything other than take transit into its central business district. It is these policies that have made the C-Train so successful, not the notion that the C-Train is some sort of community orient, street friendly transportation system. It is anything but and under the conditions outlined anything from buses in exclusive rights of way to Swann Boats cruising down the Bow River would have phenomenal transit figures. A Skytrain type system would have delivered equally impressive results.
Moreover, Calgary is now engaged in the expensive process of upgrading, extending platforms, full station rebuilds, considering a downtown tunnel, and building a new branch which will have elevated and buried stations. If Calgary fails to make these upgrades ridership will almost certainly stagnate as the system is virtually at capacity. Whereas the Skytrain system (Canada Line excluded) requires what are only comparably minor work (such as the improvements to Commercial-Broadway) in order to facilitate increases in demand.
LRT is a wonderful technology which will hopefully proliferate across the Lower Mainland in the form of successful streetcar routes, replacing highly congested bus routes and improving local transportation. It may well be used in Light Metro formats such as Calgary's along Hastings and in Surrey. However, the Skytrain has a role to play in all of this to, as the backbone network for the region.
Andrew L., I suggest a wonder along #3 Road in Richmond. They have done an excellent job on the pedestrian space under the guideway. If surface LRT would have been chosen, the sidewalks would have been closer to traffic and there would likely not have been room for the separated bicycle path. As a bonus, the guideway provides rain protection for peds and even southbound cyclists.
Also sections of the BC Parkway and the Central Valley Greenway are built under sections of the SkyTrain lines.
With surface LRT, there will always be battles between space for sidewalks, parking and bicycle lanes. Many of the great pedestrian streets in the world are built on top of subways including La Rambas in Barcelona.
Stephen B: There is always an easy way to expand the capacity of a LRT system when it reaches capacity: build a parallel line on another street. Since LRT is relatively cheap to build the cost of doing so is low compared to building a parallel SkyTrain line. Measures like extending platform lengths and tunnelling should not be necessary until there are no more parallel streets to build light rail lines.
The inescapable fact is that more and more cities around the world are building trams, even those, like Paris, that have a good enough Metro system.
Of course in Paris, as in many towns around the world, they aren't afraid of cutting back–often drastically–the number of car lanes on some major arteries and putting a tram there.
At any rate it shouldn't be a question at all of either SkyTrain OR LRT. Osaka, Tokyo, Kobe etc. have subways, commuter trains used as city transit within the city limit AND automated Light rail transit (similar to VAL. Not like SkyTrain, but close enough for the average user). Milan, Barcelona, Bilbao, Lyon, Marseille etc. have subways and LRT
I used the Bombardier tram by the way. I still prefer the look of the Alstom Citadis but was quite impressed by the Bommbardier Flexcity.
I think Portland's new downtown LRT mall is at right angles to the older LRT corridor – not sure how the priority will work.
Stephen B., I have nothing but to commend you for writing such a nice post.
Adrian Leung
I am not sure where you are getting numbers, but LRT is not relatively cheap to build. At least not LRT of any capacity.
Good discussion. Thanks for the detail on the C-Train Stephen.
I'm looking forward to getting a ride on the Olympic Line while it runs. Has anybody seen a prelim budget to build out the city's expansion vision through Chinatown, Gastown and out to Stanley Park?
I'm not convinced that the Yaletown spur is a great idea, but otherwise it looks great.
@Andrew. I agree. Case in point. Seattle. Nice system. Not cheap in the slightest.
Enlighting post from Stephen B.
Also redFrog has written:
"Of course in Paris, […], they aren't afraid of cutting back–often drastically–the number of car lanes on some major arteries and putting a tram there"
but the unfortunate true is that Paris has put tram on some of its major arteries without reducing the number of car lanes at all.
voony
Great post Stephen B.
While the Canada Line SkyTrain does not use the same rolling stock as the Expo and Millennium SkyTrain lines for all intents and purposes they all function the same. In that light the SkyTrain network is easily moving somwhere in the neighbourhood of 350,000 to 375,000 passengers per day. Moreover, as anyone who rides SkyTrain can attest it is crowded at almost all hours of the day and night, so the question of its ability to attract passengers is not in any doubt.
What makes SkyTrain attractive is its frequency, speed, reliability, hours of operation, and the simple fact that it travels where people want to go. SkyTrain is our NYC subway, our TTC subway, our Paris Metro, our Montreal metro, and our Belin S-bahn. It is the transit backbone; high speed, high capacity, long hours, frequent and dependable.
LRT/Trams are outstanding. They are a pleasure to use, enhance streetscapes better than any other mode of transit, can be relatively inexpensive to build and cost effective to operate. The Olympic streetcar is wonderful and I have taken huge pleasure in seeing fellow citizens express simple joy at seeing it come round the bend and then marvel at how nice it is inside. "This is nicer than our house!" was one choice quote I overheard. Another was a child who asked his mom why the buses "were not so nice". No kidding.
SkyTrain has a huge and important role to play in the life of our city and there are a few routes that still need to be built, like extending the Millennium Line through Central Broadway to Arbutus, and in time to UBC itself. LRT/Trams have an equally huge and important role to play along streets like Main and Commercial Drive, along the Arbutus corridor, and around and through downtown as proposed for the downtown streetcar.
East Vancouverite
see http://fr.wikipedia.org/wiki/Fichier:Paris-tramway.jpg
and http://fr.wikipedia.org/wiki/Fichier:Paris_T3_Balard.ogg
Obviously the tram run in what was car lanes before. The "lawns" around the tracks in some areas weren't there before. These lawns, found in many other French towns with trams are only a few inches of soil over a concrete platform. The proof that car lanes were taken away (deux voies automobiles supprimées) is found http://fr.wikipedia.org/wiki/Ligne_3_du_tramway_d'Ile-de-France
look at the photo http://fr.wikipedia.org/wiki/Fichier:Metro_7_Porte_d_Italie_tramway.JPG
the original Boulevard ran between the buildings in the background, obviously, so whatever space is now taken by the tram tracks and stations was used by cars before.
is a preliminary design sketch. Believe me, before the tram there was way more than 2 lanes for cars in each direction!
[…] Rees blog has an article about the two Bombardier Flexity trams loaned from Brussels for operation in Vancouver during the […]
TTC Watch.com » Blog Archive » Flexity Cars Running in Vancouver
May be car lane was in the middle of the road before, but they have been relocated on the side not reduced…
Here is how was looking the Boulevards before the tramway (here boulevard Jourdan)
do you see more than 2 car lanes per direction?
(the lanes on the right are bus lanes)
compare with your picture:
Sure it was a reorganization of the space, but not a major reallocation of it…
and that is even for the green component: lawn has been the trade for lost trees.
It doesn't means I don't like the new configuration, but just to say that the new configuration brought no dramatic change in term of road sharing and, especially in term of car lanes, and that is the point.
Again me 😉
to answer Redfrog reference:
http://fr.wikipedia.org/wiki/Ligne_3_du_tramway_d%27%C3%8Ele-de-France
I have been to the section mentioning the "alleged: suppression of car lane: "deux voies automobiles supprimées", but read also footnote 17 relative to this assertion: which states it is not true.
Ironically, I think the urban myth relative to the suppression of car lanes on the Parisian boulevard has been spread out mostly by tramway opponents (that is probably the reason why this reference is still in the french wiki also referencing a rather irrelevant material from Le Figaro, a notorious french anti Parisian tramway newspaper,).
We get away from the topic of the post, but I was thinking useful to stop some urban myth…
Sorry for the off topic
I guess that we have to agree to disagree… but we will agree to go back talking about Vancouver..
At any rate the separate bus lanes in the photo, as all bus lanes in Paris separated from car lanes by a low divider, only go back to the summer of 2001. I have been to Paris regularly for over 40 years and do remember what a crowded mess all Paris avenues were.
[…] See more info here. […]
Vancouver Olympic streetcar (tram) line « TRANSIT (KLANG VALLEY)
[…] The busiest day of the year was January 21st with 1,263 views. The most popular post that day was Sneak preview inside the Olympic Line – Vancouver's 2010 Streetcar. […]
2010 in review « Stephen Rees's blog
[…] n'a pas encore renoué avec le tramway moderne, exception faite pendant deux mois où une ligne de tramway (streetcar) de 1,8 km de long à voie unique, réalisée de toute pièce sur une ancienne plate-forme de voie ferrée, a fonctionné du 21 […]
2 avril 2015 – Les trolleybus de Vancouver | Tramway de Montpellier


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As curators of confidence we bring together the best-in-class coaches, trainers and facilitators to support our programmes. Here you can meet a selection of them.
Joy Burnford is an experienced business leader, entrepreneur and mentor. She has over 20 years' experience, working for a number of corporates and start-ups. She co-founded Source Global Research in 2007 which she exited in 2017, before setting up My Confidence Matters.
My Confidence Matters is a leadership development company that supports organisations to inspire and motivate women to speak up, thereby allowing their careers to flourish. Joy and her team bring together a range of specialist coaches and trainers to inspire and encourage women to create the transformation they require to achieve success.
As a leading authority on women's leadership development, Joy speaks at corporate events and is a regular contributor at Forbes.com on the subject of women and confidence at work.
As well as working, she is also a busy mum of two wonderful children aged 9 and 5, and is the Chair of the school PTA, so has a particular understanding of the challenges thrown at women when juggling work and a family!
Stephanie Aitken is an experienced trainer and coach. She started her career as a lawyer working for over 10 years as commercial media lawyer at companies like MTV and Channel 4 before switching careers in 2011 - preferring to focus on the people side of business.
She now works as a corporate trainer and supports people within organisations of all sizes, overcome their communications challenges. She loves to help individuals speak with impact, charisma and influence; knowing that all three qualities are in fact skills that can be learnt and developed by anyone. She has worked for companies such as Network Rail, Womble Bond Dickinson and Barclays.
Having certified as a One of Many coach and NLP master practitioner, she is passionate about supporting women to build their confidence, be more courageous and to step up in their roles; so that they can be inspiring leaders, fulfil their potential and thrive.
Stephanie supports a number of our programmes including our Speak Up programme.
Jane Renton is an experienced media and presentation trainer. She has worked with several international blue-chip companies and public institutions, to train senior leadership teams as well as others in the public eye. She was a presenter of The Money Programme, BBC2's former economic and business current affairs flagship, as well as author of the critically-acclaimed Economist Book, Coaching & Mentoring. She has also written extensively for a number of national newspapers, including The Sunday Times and Observer, where she was a senior staff writer for seven years. She also possesses a number of qualifications in speech and drama from the London Academy of Music & Dramatic Art.
Jane is our media trainer on our Speak Up programme as well as a presentation and media trainer on our corporate workshops.
Anne supports our corporate workshops and 1-2-1 voice coaching.
Helena Clayton is an inspiring leadership coach and leadership development consultant, working 1:1, and with teams and groups at Board and senior levels. Previously running two organisations at Exec team level, she knows just what it feels like to lead amid the significant challenges of today's organisational life.
Over 20 years of consulting she has supported many people and organisations to strengthen their personal power and impact as well as their leadership capability. She goes deep and helps her clients develop powerful inner resources and is also highly practical in developing toolkits of practical strategies.
Helena's style is straight talking and empathic, clear and compassionate. In balancing both support and challenge she helps clients see their blindspots, develop new insights, see things from a different perspective and try new ways of working.
Helena has worked with clients across professional and financial services through to UK Civil Service and not-for-profits.
She leads our corporate coaching practice as well as our 6-week intensive Leadership Confidence programme.
Ex international opera singer Susan Heaton-Wright shares her Executive Voice coaching with directors, teams and individuals in organisations around the world. With her clients often being asked to feature on Sky News, Radio 4 and headline industry conferences she uses her experience as a performer and teacher to enable clients to make an impact when they speak.
She regularly appears on BBC radio and TV providing expert advice on effective speaking and how to engage with your audience, as well as being an international public speaker herself for businesses, professional groups and at conferences.
Susan supports our Speak Up programme, our public speaking workshops, motivational speaking and 1-2-1 coaching.
Geraldine Perriam is an Honorary Research Associate at the University of Glasgow. Geraldine has worked in education for over thirty years and has also worked in the private sector.
Much of her research centers on gender: women's public and domestic lives, mental health and well being and fiction written by women. She is a feminist geographer, has worked in primary and higher education, the IT industry and educational management and policy development. She has taught research methods to undergraduate and postgraduate students.
Her work for My Confidence Matters has involved analysis and reporting of survey results and current research on women's experiences in the workplace.


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PC portable GIGABYTE AERO 16 15.6" Ultra HD ...
Blame the hot weather
Prénom & âge Serah (25) Aleko (26) Barry (20) Anastasia (37) Jo (19) Dahl (29) Layla (17) ()
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Crédit avatar : aucuneidée
Blame the hot weatherJeu 27 Jan 2022, 20:28
• Tour de jeu : //
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• Autre :
"A dangerous misconception I've noticed in my career is when people think you can calm down a maniac mutant with just the right dose of sedatives.
Well, spoiler alert: it doesn't always work."
Anastasia moves the slide that is projected on the wall behind her, before leaning against the desk. The slide reads: "The effects of sleep-inducing medication on mutant population."
When she was invited as a speaker for Mental Health Awareness Day, she didn't expect to face such a big audience (mostly because this month of June was scorching hot). In fact, the amphitheater was so full that some students were even sitting on the stairs.
Thank goodness the a/c works though.
"Just like non-mutants organisms, mutant organisms have an unpredictable factor when it concerns...chemical components clashing inside their body. The difference between the two races is that the effect of medication on mutants is even less documented, also more dangerous. And not just for the concerned, mind you."
She notices even less hubbub now.
"Take the case of Mr. Jenkins. A 42-years-old mutant. A telepath, but had a serious sleep disorder. Before he got hospitalized, he didn't sleep for almost a month, mostly because of night terrors. Some of you might already be familiar with the term. Night terrors are nightmares, but hard to deal with because they leave you sweaty, screaming, and sometimes sleepwalking."
Dernière édition par Reck le Sam 29 Jan 2022, 11:41, édité 1 fois
Re: Blame the hot weatherVen 28 Jan 2022, 21:06
She started stirring the ice cubs after receiving her cup. "So. Tell me, Katja. What's your opinion on the lecture?"
Prénom & âge Yeva, 26 Larae, 423 Katja, 26 Raïssa, 16 Moira, 72 Robin, 40 Eibhlín, 39
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"The lecture, or the debate that completely sidetracked it?", she asked, but answered the question nonetheless: "Some parts of it overlapped with other sources I've already read, others were new and all the more interesting. But mostly I observe it's a field where there's very little serious research yet, which is a bit concerning for any mutant who might need medical care." She shook her head as she came to her conclusion, then carried on as she remembered one of her own questions: "I was wondering if Mr. Jenkins' case had been published?"
"Not yet." She answered simply. That one was borrowed from her own experience after all. She sips her coffee, looking vaguely at a... snake? that was crossing the yard under the scorching sun.
Eh. Why not.
"Truly a fascinating case. I ended up talking about it because I don't think it will be published soon enough. Not until a very long time later, rather. Public opinion is still unstable toward the X-Gene. Some of my peers fear that professionals would start refusing to treat mutants if cases like this one end up being taken out of context."
Laughter that wasn't so much laughter as an outlet for exasperation came out of Katja's mouth. "Funny, I didn't know denial was part of the scientific method." She didn't want to wait, didn't want to be held back by a few prejudiced privileged pricks who might feel uncomfortable. She wanted change and she wanted it now. Because without change there would never be a "right time", because mutants would remain marginal and keep making others uncomfortable. All the while being a lot worse than uncomfortable themselves.
Dernière édition par Mey le Ven 28 Jan 2022, 21:43, édité 1 fois
She smiles ironically. "Oh dear. There are so much ego and conflicts of interest in our methodology, that one starts wondering if it's not propaganda at this point." Anastasia does think that there will never be better timing than now when it concerns this. "I'm not saying that to discourage you, though. I hope it didn't ?"
This time it's a real laugh that escapes Katja: "Oh no, far from it! The more people try to bury their heads in the sand, cover their ears and look the other way, the more I'll keep putting the facts right under their noses, even if I have to use a trumpet or kazoo to get their attention— And I think my metaphors went out of hand by now, but you get the point?" As she might find out later in life, a temper like that made her an ideal fit in the Brotherhood, but a poor candidate for funding, research positions or journal publications.
She chuckles at her visible passion, nodding silently before sipping the coffee. There was a lot that needed to be addressed after what she said, but Anastasia decided it was not the right timing for the reality check. "I believe so, yes." She smiles. "Do you have an idea of how you envision your future then? Beside a wind instrument musician, that is."
"I'm a terrible musician, I don't think I have a future in that field." It's not playing down her skills if it's true. "First, I need to complete my doctorate." Obviously. "I intend to use it as a starting point to figure out the most common effects, beneficial and unwanted, of certain categories of medication on mutants. Then, ideally I'd also expand to less commonly used medication and I'd also like to work on developing medication or alternative care that does have the intended effects, without the side effects of traditional medication." An ambitious goal, but she was nothing if not ambitious.
"Mmhm." She nods. "A well-thought plan in a well-rounded world."
She pauses a bit, turning the now warm cup in her hand. "Let's say, hypothetically, that civil war broke down. Would you still try to pursue this plan? Or would you try to find another way to fulfill your ambition?"
Was that sarcasm, or was she being too defensive? Katja pushed the question away to focus on the woman's next words. "That's an oddly specific scenario." Especially since she didn't feel like a civil war was brewing… well, not more than usually at any rate. "I guess that would depend on what that civil war is about. If there's a side I identify with, I'd probably try to help it and look for a way to still achieve my other goals. If I don't identify with any side, I'd look for a way to go back to Germany and continue my research there."
She smiles. "Alright, I see." She takes another long sip. "I don't think a civil war is brewing, to answer your mental question. I was merely trying to pint-point your drive since I wasn't sure if your project was based on a short-term need to change the world or a long-term one. It does seem like it's the latter."
Was she telepathic, or merely good at reading body language? Katja wouldn't be particularly surprised by either. "It's a bit of both. I want to change the world as quickly as possible, but I want the changes to last." There was no point in a brief surge of acceptance and harmony if things went to shit immediately afterwards.
She chuckles heartily, rising slightly her cup. "Here's to that." Anastasia respects that. Because usually, people wish for comfort as long as they're alive. Her own generation is the best proof of that, they fucked everything over after taking more than their part, then leaving what's left to the youngsters - what's left being a lot of problems. "Remember when I said I wanted to suggest to the board to add an X-Gen module on medical studies? I did mean that."
The raised cup reminded Katja of the one still in her hand (good thing she wasn't Italian or she'd have spilled half of it) and she took her first sip. Hmm, for a coffee from a campus coffee machine it was pretty good. "And I guess it's not something you only just came up with during the debate?" It didn't sound like the kind of project you committed to without thinking it through thoroughly.
"Touché." She smiles. "I've already suggested it before. And now I think it's time to refresh the demand. Anyway," She finishes her cup then throws it in the bin, the rings on her fingers shone brilliantly when her hand was exposed to the sun for a second; she was still standing in the shadows provided by the arcade above them. "What do you think about paid internships as a researcher assistant? You'd still be able to work on your doctorate. But you'd have other projects too to manage."
In all honesty, she thought that it sounded pretty awesome. But she had enough common sense to reign in her enthusiasm (but not her smile) and probe a little more before replying: "What kind of projects?" And if the woman said "research projects", Katja would not be amused.
Re: Blame the hot weatherSam 29 Jan 2022, 08:28
"You'll start with the R&D team at Avenzoar for now. It's a psychiatric hospital specialized in mutants." The girl doesn't seem aware of the old rumors surrounding Avenzoar, she also didn't react when Anastasia said the name earlier. "You'll be part of a team that works on researching projects and finding ways to implement them."
In Anastasia's viewpoint, enthusiasm is essential, but one needs to have an idea of how research projects are born, how are they funded, and all the struggle; it's a nice start to recalibrate one's expectations. "You'll have to visit to have a better idea, of course." And also to sign a clause of confidentiality.
A psychiatric hospital specialised in mutants still sounded awfully like a horror story, but she would give it the benefit of doubt. There were bound to be mutants needing psychiatric care. She'd keep an open mind and, if her fears turned out to be well-founded, she knew who to call to end it. And in that case it wouldn't hurt to be on the inside. If her fears weren't well-founded, it was a fantastic opportunity to achieve her own goals. So it was a win either way. "Yes, I probably would. I've only had superficial contacts with mental health care, so I'd love to learn more about this field." She was sincere, despite having ulterior motives.
"Splendid!" She explained while clapping her hands as if to close the deal. She then passes her phone to the girl. "Do add your number, dear. You can ask me questions now, but you'll probably have more later. "
With her coffee still in one hand, Katja used the other to enter her number. "Could you text me so I have yours?" Because otherwise, she'd have a hard time asking any questions she might have. Or she'd have to look up the woman in a phone directory or something (if these things even still existed).
Since she was already about to, she texts her name while talking in the process. "I'd also be interested in learning more about your research subject." She adds before looking at her after finishing texting. "I do sponsor a lot of interesting ones regularly."
And there came another very interesting, too-good-to-be-true offer. Was Katja paranoid, or was this all really convenient? Once again, she'd wait until she had more information to make up her mind. "I'd love to discuss it with you. I'm in the design stage at the time." Meaning that she had gotten her proposal approved and found an advisor, but that she was still tweaking the exact form her research would take.
"Brilliant. I hope to hear from you soon, then, Katja." She offers her hand with a beaming smile. It is one thing to get an offer, and another to keep the job. Anastasia wonders if the impression she has of her will be lasting, or would crumble easily.
Despite her experience, she still doesn't trust first impressions easily.
Beaming back, Katja shook her hand. "You will. I'm looking forward to meeting you again." And to figuring out if she was a benefactor or a mad scientist. Both options would be equally interesting, although one would end better than the other.
"Bis zum nächsten mal."
And there she goes, heels clickings against the floor as she disappears from sight. Not having an idea that her carefully constructed plan would get out of hands rather quickly in the real near future.
Re: Blame the hot weather
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HTML5 video has come a long way but still lacks consistent codec support and the ability to go fullscreen, until now of course.
As you can see I've created a very simple demo showing HTML5 video in full screen, make sure you're using Chrome dev, webkit or firefox nightly. In Firefox you'll need to enable it in about:config, search for "full-screen-api.enabled" and set it to true. Webkit nightly will require the "–enable-fullscreen-api" flag when launching. Chrome dev has it enabled by default.
If you poked around the source you'll notice that Webkit uses slightly different method to trigger fullscreen. Turns out webkit only uses a different API for videos but uses the same as firefox for all other elements. Mozilla initially created a draft spec for fullscreen elements but Webkit decided to change the name slightly, for the better I think.
As with entering fullscreen you can also cancel it. Using the cancelFullScreen method will exit any element currently in fullscreen mode.
Along with the ability to force a video into fullscreen there is also some CSS pseudo-classes and DOM properties.
The FullScreen API adds one notable pseudo-class that lets you change the element when it's in fullscreen mode. A good example is if you had a max-height set on your video element and you triggered fullscreen mode you can then reset the max-height to be 100%.
If you want to do something when the browser is in full screen mode the document object gets the fullScreen property. This is slightly different in webkit compared to mozilla.
As you can see mozilla doesn't include the Is in the property like webkit does. So we have this boolean property on the document how do we know when to check it? Well luckily the API also includes an event that triggers called [moz/webkit]fullscreenchange.
The event will trigger whenever fullscreen mode changes so you can then check the document fullScreen property if it's currently in or out of fullscreen mode. The event is currently prefixed in both Webkit and Firefox.
API differences aside the mozilla spec highly recommends that hitting the Esc key will exit the browser from fullscreen, unfortunately Chrome doesn't adhere to this (see bug) (Bug has been fixed for linux/windows still needs a fix for mac). If you're on OSX Lion it will put the browser into full screen mode so to exit you have to hit Cmd+Shift+F on windows F11.
API changes are almost guaranteed. There is already a webkit bug which mentions changing to "Fullscreen" rather than "FullScreen" but for now both are enabled.
UPDATE: There is an official editor draft of the spec and looks like Mozilla's implementation will be the final one. The API is slighty changing to make FullScreen lowercase in all API calls except where it isn't the first word e.g. requestFullscreen.
I only wanted to cover video elements in this article but the API allows fullscreen on almost any element, this functionality is much more limited in Webkit. Webkit uses webkitRequestFullscreen for all other elements. Using the allowfullscreen attribute on iframes for example will allow youtube or vimeo to put their iframe embeds into fullscreen mode. Firefox works with more elements in their nightly build e.g. if you add the mozallowfullscreen attribute to the iframe you can put it into fullscreen mode.
There is also some security restrictions around key events and characters allowed.
Mozilla has a full on demo showing all the support currently in nightly builds, see blog post too.
Make sure to read over the editor draft spec.
Apple developer docs mentions support for some of the events and properties.


If you're itching your scalp like a kid with lice or your dandruff is constantly all over your clothes, it's time for a 911 fix up. Having a scalp that is red and irritated can make our long locks become dry, brittle and coarse (1).
Deep conditioning and hot oil treatments are some of the most intensive ones and can tackle hair that has been damaged from coloring, harsh chemicals, chlorine, or the wrong hair regimen (1).
Harsh shampoos can dry out the hair and lead to flaking. Washing your hair everyday is unnecessary. Many salons have different deep conditioning treatments or ask what brand they recommend and use it at home twice a week. Massage it in with your fingertips in order to stimulate the scalp under warm water. Make sure you can thoroughly remove it or your hair will turn out greasy and not shiny.
Your diet and lifestyle are essential to your health and your hair and scalp are no exception. A diet rich in omega-3 fatty acids and a lot of water goes a long way. It's best to cut sugar, candy, foods with a high sodium content, spicy foods, and especially alcohol which leads to flakiness. Swap them for vegetables, fruits, nuts and seeds. The right vitamins also go a long way; B6 and B12 are essential as are supplements like flax-seed oil, zinc, and selenium (1).
If you feel like you've tried everything and nothing is working it may be time to try a proper medical treatment. You can buy dandruff shampoos over the counter with active ingredients like zinc pyrithione that clear up dry skin (2). Use them weekly and rotate between them and shampoo. Make sure you use them at least once or twice a week, and alternate with a moisturizing shampoo (1).