Avalanches are a serious concern for all travelers whose outings take them into snowy, mountainous regions. An avalanche occurs when snow breaks loose on a slope, or when a cornice of snow collapses and tumbles down. Large avalanches can carry away trees and tents, and even a small snowslide can bury a person caught in its path.
Signs of previous avalanches—conditions that were right for past avalanches might well come together again to cause future snowslides.
Steep terrain—avalanches usually happen on slopes of 40 to 60 degrees.
Accumulations of new snow—it takes a while for fresh snowfall to consolidate enough to stabilize.
Variations in the quality of snow layers, especially if one or more layers are airy, granular, or in slabs—a weak layer in the snowpack can allow layers above to break loose and slide.
Air temperature rising to near or above freezing, causing changes in snowpack stability.
Complete an avalanche-safety training course taught by qualified experts.
Check local avalanche-forecasting networks (operated by weather bureaus and land management agencies) before setting out. The most useful networks are updated at least once a day.
Choose travel companions who understand the danger of avalanches and will do their part to manage the risk.
Carry avalanche safety equipment and know how to use it. Battery-powered beacons worn by each group member emit a radio signal that can be picked up by the beacons of others.
If, despite your preparations and judgment, you see an avalanche roaring toward you and you can't get out of its path, jettison your pack. Get rid of skis, too, if you are wearing them. When the snow hits, move your arms and legs in a swimming motion to keep yourself upright, and try to keep your head above the surface. As the avalanche slows and begins to settle, push away any accumulation of snow from your face to form an air pocket that will allow you to breathe.
Falling rocks pose a danger to unwary backcountry travelers. Loose stones at the base of a cliff might indicate a likelihood of rockfall. If you hear a rock clattering down, or if you accidentally kick one loose, shout "Rock!" to warn those below to take cover.
Travel in areas with significant risk of avalanche is beyond the scope of this book and calls for more specialized training.
As with any trek adventure risks, don't be reluctant to change your plans or postpone a trip when avalanche danger is high. The mountains will still be there for you after conditions have improved.


Watch NVK Sakha TV WebTV On Live streaming for free broadcast online channel website stream video Television Station.
NVK Sakha (НВК Саха) is a television channel from Russia. The headquarters is located in Yakutsk.
Watch free online TV stations from Russia. Find the best free Internet TV, and live web TV on WebTV On Live.


Lovers' Knot - (used by 10% of people) is the same, but only for about 10 minutes.
The key-shape, diamond and blue-enamelled brooch contains a lovers' knot of hair and is thought to be worth around pounds 6,000.
EVEN the world's most travelled woman will need no reminder of her many official visits to Liverpool, first as a young princess, unveiling a special lovers' knot with her Greek fiance.
These also contained delicate and artistic messages with such pictures as turtledoves; lovers' knots in gold or silver; bows and arrows; Cupids and bleeding hearts.
80 An Elizabethan example of decorative true lovers' knots is the armor of George Clifford, earl of Cumberland.


Founded in 1932 by Australian entrepreneurs Bill O'Brien and Harry Norville, Breville has had a long and colourful history bringing innovation and satisfaction to consumers through food and cooking technology. Evolving to refect changing lifestyles and advancing technology, Breville is today an internationally respected brand. Breville-designed products are now sold in over 50 countries around the world, including Canada.
Design and innovation have been the foundation of Breville's success. From the Snack 'n' Sandwich maker in 1974 to the wide feed tube Juice Fountain™ in 1999 and the Professional 800 Collection of today, Breville has provided inspiration to generations of customers.
Breville Cookware continues the brand's reputation for innovation and lasting performance. The hard anodized and stainless steel cookware products are remarkably durable while providing quick, responsive heat control and retention.


Tribute to George Malich - Duration: 29 minutes.
Day 9 - Duration: 2 minutes, 40 seconds.
Day 8 - Duration: 2 minutes, 32 seconds.
Day 7 - Duration: 5 minutes, 1 second.
Day 6 - Duration: 82 seconds.
Day 5 - Duration: 82 seconds.
Day 4 - Duration: 2 minutes.
Day 3 - Duration: 4 minutes, 13 seconds.
Day 2 - Duration: 107 seconds.
Day 1 - Duration: 87 seconds.


text:
Music Academy String Quartets
Early Recital Exhibits Specialized Handling of Bartók
By Joseph Miller
Wed Jun 26, 2013 | 6:00am
On Wednesday, June 19, just three days into its eight-week season, the Music Academy of the West hosted a superb early recital as part of a new string quartet development program. Sixteen string players were preselected and divided into four quartets; they arrived a week early and immediately got to work with the fine coaches of the Takács Quartet. The quartet format, string players will assure one, is extremely difficult. There's a lot that must be right — the highly exposed single parts must be played well; a consensus in interpretation must be achieved and so must that often-elusive sense of blend. Still, these intrepid early birds could not have asked for better conditions for study, arriving days before the hundreds of other fellows and thus taking advantage of the calm before the storm.
To face a different kind of storm — for there was plenty of agitation in the selections played. The evening was weighted toward the great Hungarian composer Béla Bartók, with three of the groups playing challenging movements from his string quartets No. 4, 5, and 6. But who better to provide guidance on Bartók than the members of Takács, a group formed in 1975 by students at Franz Liszt Academy in Budapest? Their authoritative recordings of Bartók's six string quartets merited a 1998 Gramophone Award, and their regular collaborations with the Hungarian folk ensemble Muzsikás probe Bartók's roots. Academy Fellows' and their mentors' labors paid off, rewarding the audience with fresh, confident renderings of Bartók's dark harmonies, complex textures, and savage drama.
The final group finished the evening with the last two movements of Beethoven's Op. 59, No. 3 quartet in sunny C major, keying a delighted audience back to the pending summer and succulent musical feasts yet to come.
https://www.independent.com/2013/06/26/music-academy-string-quartets/

redpajama_set_name: RedPajamaCommonCrawl


Transport bosses are set to buy a further 200 of Mayor Boris Johnson's New Routemaster buses which, following passenger complaints, are expected to have improved ventilation.
Bus route operators are normally required to supply their own vehicles but the mandated use of the vehicles means the cost of buying them would count against TfL's borrowing ability and operators would face higher leasing costs.
Transport for London's board previously authorised managers to buy 600 of the vehicles from Wright Bus at a cost of £212m and next week will be asked to sanction the purchase of an additional 200.
The firm is currently in negotiations with TfL over the cost of the extra vehicles.
However there have been regular complaints from passengers about the lack of opening windows and temperatures within the vehicles.
Passengers have also complained about decision close the rear platform on some routes where the bus is single crewed and there's no passenger assistant on board to supervise use of the platform.
In addition to paying for the buses, TfL has been forced to reimburse operators for the cost of employing the second crew member.
The decision to run the addition buses in OPO mode will lower TfL's costs but risks robbing the buses of their unique selling point.
The Mayor has been criticised for buying the custom designed buses instead of existing, off the shelf hybrid models.
TfL and City Hall have previously defended the decision, claiming they play an important part in improving London's air quality.
However board members are advised that the additional buses, which will be fitted with engines compliant with Euro VI emission standards, will offer only marginally better performance than other models with the same engines.
Responding to news of the planned purchase, Green Party London Assembly member Darren Johnson said: "Boris buses are a wasteful vanity project which have diverted resources away from London purchasing a new generation of electric buses which don't pollute our streets.
Commenting on the papers' environmental claims, Mr Johnson added: "There are real concerns that because these Boris buses are so heavy, they are low on fuel consumption and high on emissions.
"Transport for London are now admitting that these buses are barely cleaner than all the other buses they are buying at the moment and because of this, they have had to reduce their calculation of value for money to the point where the investment isn't worthwhile.
Liberal Democrat AM, Caroline Pidgeon, said: "No one disputes that the new routemaster buses are nice to look at, but the harsh reality is that they are incredibly expensive for what they actually deliver. It seems incredible that the rollout is going ahead at such a pace when critical design faults clearly exist especially relating to ventilation for passengers.
"Most importantly it seems their very raison d'être is open to question if the only way to control costs is to make them driver only.
The existing Routemaster has considerable flaws in it's design as to be not 'fit for purpose' as far as the passenger's concerns. It is the most uncomfortable bus in the London area. It's suspension is too hard for comfort. The 'rock and roll' effects particularly felt on the upper deck are painful at times. The handrails to both stairs are are difficult for a continuous smooth slide due to their fixings. IT is observed that many on the upper dreck will not try to descend until the bus is stationary – it being dangerous otherwise. These are only a few of the flaws – many more are apparent.
Well I disagree what Darren Johnson said, let me clarify this.
There are currently Euro VI New Routemasters, but there are only six of them which are LT8, LT172, LT173, LT188, LT189 and LT190 scattering on various routes served by the New Routemaster. If you do not believe me, Google "London Vehicle Finder" and search for the routes served by New Routemaster to see them in operation.
The New Routemasters are now being built with Euro VI engines and they are now going to be on route 453 which is the first route to be fully served with Euro VI engines. So patience is a virtue.
Also where is your hard evidence that the New Routemaster is 'more polluting than any other bus'? Well the New Routemaster is greener than any other bus, and with the latest production with Euro VI engines will compete well against any other off the shelf buses.
There is no mistake that TFL ordered the extra 200 New Routemasters, far from it. Darren if you think the Future Mayor is going to abandon the New Routemaster project, well think again, its just an opinion you're saying. The bus is very popular, look at paragraphs 3.4 and 3.5 on the TfL New Routemaster admission, do you think it would be a big betrayal to the public for halt rolling out a specifically designed bus for London? Majority of the people like it, so you have to agree what the public says because its called democracy, if you take things away many people would hate you. The New Routemaster buses haven't even been in service on the suburban routes (outer London) but let alone having 2,000 NRM's by year 2020.
Like what the Marxist Ken Livingstone done in early to mid 2000's when he viciously removed the iconic AEC Routemasters from full service and only placed them on the supplementary routes which was on route 9 and now still on route 15. Ken Livingstone got loads of hate because he removed an icon from London.
I heard TFL is designing a two-door spec of the New Routemaster, so it can be finally purchased by operators and be used on the suburban routes of London. I haven't seen you mentioning about the two-door New Routemaster, so for the sake of it, give it a chance because it had all the publicity like the world tour and air time on Top Gear.
Plus the New Routemasters are planned to be in service in West Yorkshire which is First Group's alternative to the expensive trolleybus scheme. I don't see anyone making suspicions about it!
But lastly, the conventional designs should go to privatized and deregulated operations, but I am very glad that TFL managed to have the funding to have a bus type specifically designed for London streets which the majority of the people wanted. TFL is doing a smashing job to bring out a bus type for the first time in 60 years, yes there are problems just like any other bus type, but the opponents need to be very open minded about it and there is no need to be narrow minded about it. Remember, the New Routemaster is not Boris Johnson or Boris Johnson is not the New Routemaster. The New Routemaster is TFL's greatest investment, so if you want electric buses, you can do so with a two door design of the New Routemaster.
I think party whips and political parties causes nothing but divisions, if everyone represents themselves by their name and not by their group, it would indeed shows true democracy for the people that actually represents the public instead of a party!
It is reported that the order for 200 New Routemaster busses will include improvements as a result of customers' opinions. Why can I not find out from TfL or others what these improvements are ? Where is that information available ?
All the points I made last year and again earlier this year in my detailed Critique of the New Routemaster were sent to TfL and the Assembly. I showed that there were very many flaws and ergonomic failings, unacceptable in a new bus design, which taken together showed that the bus design was not 'fit for purpose'.
This was covered in detailed correspondence with TfL's Managing Director's office. However all my points were set aside by spurious responses, even though all were entirely valid as I showed by my detailed reply.
There is a singular lack of transparency in the behaviour of TfL ; unacceptable where their actions result in a charge on Londoners ?
Has anyone thought of asking those who drive or work on them for their opinion?
Drivers and Customer service attendance have been experiencing many faults with the Boris Bus. They report them time after time to no avail, some who report them end up on disciplinary and another that i personally know of has been dismissed purely for reporting faults on this bus.
Other drivers have been injured whilst driving them and parts of the bus fall off whilst in motion. The brakes and steering appear to be the main issue, I'm sure the public would love to read that or VOSA who turn a blind eye.
I would Imagen that this post will disappear, but lets see.


Facet blocks are used both diagnostically and therapeutically to diagnose and treat subsets of patients with chronic low back and neck pain. Difficulties may arise when interpreting the results of facet blocks in that the innervation of facet joints is diffuse, and radiographic changes in facet joints may or may not be linked to a specific patient's pain. Despite the caveats, the pain relief attained with facet injection seems convincing to this pain medicine clinician, although in contrast to many other pain management techniques extra care must be taken in balancing the patient, the pain syndrome, and the treatment regimen with the individual clinical setting.
Facet-related pain remains a diagnosis of exclusion, supported by reproducing the pain during arthrography and relief of pain after diagnostic facet injection. In patients with lumbar pain syndromes, facet-related pain is often located in the low back and is described as a deep dull ache that is difficult to localize. It may be referred to the buttocks or to the posterior leg, and infrequently it extends more distally into the lower leg. The pain is often made worse by lumbar extension, especially with lateral flexion to the affected side because this maneuver opposes the facet joints more forcefully. In cervical facet pain syndromes the pain remains deep and aching in quality, and the level of the facet involvement dictates the referral pattern of the pain. There are distinct upper, lower, and pancervical neck facet pain syndromes.
Diagnostic blocks are most often performed with 1 to 2 mL of local anesthetic, either 1% to 1.5% lidocaine, 0.25% to 0.5% bupivacaine, or 0.2% to 0.5% ropivacaine. The former is chosen if immediate interpretation is sought, whereas the latter two drugs are used if diagnostic information is sought over a longer interval. If therapeutic injection is performed, the total volume of the solution is kept at 1.5 to 2.0 mL, although 20 mg of methylprednisolone is added to the local anesthetic (most often a longer-acting agent for a therapeutic injection). For either diagnostic or therapeutic injection, confirmation of the needle position is made with 0.25 to 0.5 mL of a radiocontrast agent, Hypaque M-60.


text:
Four Book Blitz Author: Archer Kay Leah
Four by Archer Kay Leah
Series: The Republic (#2)
Genre: Fantasy romance, M/M romance
On the outside, Mayr seems to have it all: a successful career as Head of the Guard for a prominent politician, family and friends who adore him, and the attention of beautiful women. But appearances are a good way to bury secrets, including the fact that while Mayr is a romantic at heart, searching for the one person to share his life with, his lovers keep leaving him.
When his last girlfriend takes him back and suggests an intimate night with Tash, one of her lovers, Mayr reluctantly agrees. The last thing he expects is to fall hard for Tash, who is nothing like Mayr's previous lovers—and about to undertake the Uldana Trials. If Tash fails, he'll likely die. If he succeeds, he must give up Mayr, and become the latest to leave Mayr standing alone with a broken heart.
Amazon - Barnes & Noble - Kobo - Less Than Three Press
He waited, not sure what to expect as an answer.
Tash played with the chain of his talon ring. "I really did have your interests at heart," he said quietly. "And since we're being honest: I didn't come tonight just to be a priest. I was hoping to see you. I'd thought of visiting again, but worried it was too soon—that you wouldn't want to see my face again. I was afraid you wouldn't trust me or listen to anything I had to say."
Don't we make the pair? Mayr studied Tash's face, tempted to brush Tash's hair over his shoulder to see him better. Maybe there was a chance for them yet.
"One thing you said still confuses me," Mayr admitted. "What did you mean when you said this wasn't part of your plan?"
"It's a priesthood thing. I'm going through for the next level soon, though it's not yet set. I have to do some things before then and complete certain tasks. Prove my worth and how serious I am about committing to it." Tash smiled sadly at Mayr. "That's why I was with Sarene. I was having fun before I have to go through all of that. She offered something that wasn't attachment, just pleasure. Since being an Uldana restricts me from intimacy, I thought it wouldn't hurt."
Tash shook his head. "But I hurt you, and that's not right." He laid one hesitant hand on Mayr's. "I truly am sorry for everything. Sarene made it sound like you were fully into it. Meanwhile, I had the distinct impression you were serious about her even though she was playing you. She's inept and too blind to fully comprehend what she had."
Mayr threw blades of grass toward the hill. "You don't need to apologize. You told me I could get out and I didn't. I'm glad I stayed."
And now for the moment of debilitating truth. "You asked how I was taking it, what we did, and I didn't answer. Because I couldn't." Mayr sucked in a deep breath. "I didn't know how to answer you, but I've been working it out. I've had a lot of time to figure out my exact reply."
Rising to his knees, Mayr ignored his doubts. Before he lost his courage, he pressed his lips to Tash's, tugging gently on Tash's bottom lip before offering his mouth fully. It felt right. Good. He should have done it before.
Tonight, he would not shy away. His fear of rejection would have to wait.
As Tash gripped his arm and pulled him closer, Mayr's fears dissipated. When Tash's tongue entered Mayr's mouth, tasting and teasing, it sparked deep emotions Mayr had missed. Sincere desire, transcending the relationships he had accepted as all he could have.
Slowly, Mayr broke the kiss, satisfied with Tash's ardent gaze. "Did I tell you that I'm really, really happy you're here?"
Without waiting for Tash's answer, Mayr kissed him hard, wishing Tash could feel what he did. He felt lit up, more than he had in a long time. The relationship with Sarene had become a chore. And before her, it wasn't any different. I felt the same for the other women as I did her. Just going through the motions, telling myself they could be someone I could stay with for the rest of my life so I wouldn't be alone. Convinced they would stay and he would be happy, he had given them everything.
All of it had been foolish desperation.
But Tash offered the things missing from most of Mayr's relationships. Joyful intoxication derived from emotion alone. Breathtaking inspiration that made everything else in his life seem lacklustre. The restored hope that someone could consider him enough. Whenever Tash asked about him, his concern sounded genuine. In the smallest action, there was more care and respect than any of Mayr's girlfriends had shown him. The idea of being with Tash was both thrilling and terrifying, but deep down in his tainted core, he needed it.
"I'm hoping that answers your question," Mayr murmured. "Otherwise, it's going to take me a while to convince you, and I still have things to do tonight."
Tash leaned his forehead against Mayr's. "No, you've made it clear. I won't ask again."
"Then I've got a question for you."
"Anything."
"If I said I wanted to see where this could go, what would you say?"
Lips traveled up Mayr's jaw and kissed a path to his brow. Arms encircled his waist, holding him upright against Tash's side. "Yes," Tash whispered against his temple.
The breathy reply wreaked havoc on Mayr's body. A shiver shot through him from the back of his neck to his feet. To feel Tash's interest was one thing; hearing it was another. They were worth every night he had agonized over an apology.
"I have to get back to the feast." Mayr tilted his head. "Do you have a curfew? Do the other priests lock you up if you come home late?"
Tash chuckled. "No. That's only for the Metahs. I'm free to do as I please. Why?"
"If you stay, we could spend time together after the feast is over. Maybe finally get around to knowing each other better?"
"Considering I came here mostly for you… there's no place I'd rather be."
"Also known as yes."
And with one word, hope trounced Mayr's fear into submission.
Archer Kay Leah was raised in Ontario, Canada, growing up in a port town at a time when it was starting to become more diverse, both visibly and vocally. Combined with the variety of interests found in Archer's family and the never-ending need to be creative, it has been this diversity that has inspired Archer's love of toying with characters and their relationships, exploring new experiences and crazy situations.
Archer started writing stories at age six and became "that kid" with their nose in the books and a pen in their hand, pursuing the challenges of writing novels at age thirteen and conquering the dread of poetry at fifteen. Archer most enjoys writing speculative fiction and is engaged in a very particular love affair with fantasy, especially when it is dark and emotionally charged.
When not reading and writing for work or play, Archer is a geek who has too many hobbies, keeping busy with other creative endeavors, a music addiction, and whatever else comes along, especially if it is in technological form. Archer lives in London, Ontario with a same-sex partner and their cat.
Website - GoodReads - Facebook - Twitter - Amazon Author Page
Archer Kay Leah link
Thanks for being part of the blitz! :D


text:
Michael Jackson Scores Post Humous Sales Record
by Singersroom July 1, 2009 January 1, 2016
Michael Jackson is back on top as the King of the Pop charts! As predicted, Jackson dominates Billboard's Top Pop Catalog Albums chart with over 300,000 copies of his "Number Ones," "Thriller" and "The Essential Michael Jackson" sold. But it is the King of Pop's domination of the top 10 that is most important. According to Billboard, Jackson dominates 8 of 10 spots on the top 10. (see totals below) Collectively the "Bad" singer moved a total of 415,000 albums, not including releases with his brothers as the Jackson 5. On the digitial chart, Michael Jackson is no.1 with 80,000 downloads of his "The Essential Michael Jackson" collection, followed by "Thriller" with 57,000 copies downloaded. Sales Totals (visit Billboard.com for more information) "Number Ones" – 108,000 "The Essential Michael Jackson" – 102,000 "Thriller" – 101,000 "Off The Wall" – 33,000 "Bad" – 17,000 "The Ultimate Collection – Jackson 5" – 18, 000 "Dangerous" – 14,000 "Greatest Hits: HIStory — Vol. 1" – 12,000 "The Ultimate Collection" – 11,000 Michael Jackson's chart domination is record breaking. However, these numbers are only reflective of North American, U.S. charts. Jackson reached the top of the UK charts Sunday.
TaggedMichael Jackson
LaKisha Jones – Same Song
Boa – I Did It For Love Feat. Sean Garrett
MARMAR OSO SETS THE BOYFRIEND BAR HIGH IN NEW VIDEO "RELATIONSHIP GOALS" AS WELL AS ANNOUNCES MARVIN'S ROOM ALBUM RELEASE DATE
Jay-Z Spits Knowledge at Gallagher For is Glastonbury Comment
Christina Milian Introduces Her Viva Diva Wines Line
EXCLUSIVE: Veteran R&B Group SWV Preps New Album, New Reality Show
SOUL RECKLESS 08: Aretha, Beyonce, Tina 'Queen'd Out'
Chaka Khan, Tamela Mann Set For 'Sunday Best' Performances


Have you ever considered a bad tone or voice you develop if you talk to social media? Just like a business leader, using social media might be ineffective uncover also guarding your status and brand carefully. Part of that brand may be the voice, that which you indicate as well as the strategies by that you just talk to others. Should you be described as a solopreneur, creating a brand voice isn't as difficult, but how will you remove emotion or frustration from your online interactions? Consistency is vital for the business's emblem and identity!
One option is to make a comment tree. A remark tree can become the model for solopreneurs or complex organizations. It can make an approach to how and when you'll respond to online posts by others. And, it allows you to certainly guard your uniformity – even to the level that others inside your staff or team can keep to the pattern and respond inside the voice in the organization, less themselves. This is often a big little bit of an growing presence in social media circles for businesses.
To make a comment tree, first of all you have to identify the sorts of comments you'll respond to. On Facebook, for instance, can it be a "Like" only? Individuals might or may not need a comment. Will be a question requested? If that is the situation, it definitely is better for your brand or business to retort. How will you handle retweets on Twitter? Can you acknowledge them? Under what conditions are you able to ignore them? They are just examples, and there's always unique situations for the organization, but begin by attempting to produce a pattern of "types" of comments you need to answer, and obtain them organized in to a flow chart.
In this way, you can safeguard as well as function as the look and obtain you observed works hard to create for that business. Consistency could be the social media "defacto standardInch in several ways. A remark tree is a sure way that the kind of Polka Us us dot Impressions can speak inside the voice of others through social media channels. It's also how big companies can maintain their common voice when multiple staff people publish with regards to the organization. Which is a powerful way to begin identifying and caring for your own social media policies, which leads to better emblem and standing management!
She believes amorously in integrity and intentionality – integrity in living, integrity operating a business, and responsibility with other people. Because everything perform leaves an effect, she encourages others making it worth keeping!


Coming soon, the Country Club at DC Ranch welcomes Phase II of its highly anticipated $8.5-million expansion and update. The expansion brings a new fitness center, group exercise rooms, a resort-style pool, a casual indoor dining room, a poolside kitchen, an expanded ladies' lounge, a larger clubhouse kitchen and enhanced golf practice areas and course enhancements. The fresh programming and amenities available at the Country Club at DC Ranch won't just offer best-in-class opportunities to the adults members; with additions like a tween room and an expanded kid's playroom, the littlest guests will have much to look forward to as well.
The members of Country Club at DC Ranch were named Most Philanthropic Country Club Community in Best of Our Valley for the second year in a row.


Read what my clients have said about me!
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Tracy's most valuable support was helping us through the pushing process. In the hospital, the midwife and nurse are only there for short intervals until the grand finale. Tracy was with us the entire time, from the moment we entered the hospital , until we had our daughter in our arms. She was a consistent support and provided suggestions for pushing positions other than simply being on my back, as the midwife and nurse suggested. I would recommend Tracy to any couple, as she will listen to what you want and provide an experienced, positive energy in the labor room.
Tracy was, quite honestly, indispensable for my wife's birth. We chose to have her come to our home to, in addition to her doula services, provide 10 hours of birth instruction, which not only taught us a great deal, but also allowed us to build a personal bond that was crucial at the hospital. She also demonstrated a valuable pragmatism, passing on ideology to focus instead on preserving space for decisions and making us fully informed of our choices and options. During labor, Tracy was completely supportive, even though medical circumstances meant we couldn't have the labor we had planned. As a first-time father, I wouldn't have made it through had it not been for her. She was always an honest broker, a sounding board we could use when we didn't understand something or wanted a second set of eyes on a problem. She filled in ably for me but never tried to supersede my role in the delivery room. And when we had to go for an emergency C section, she stuck with us the whole way. Tracy ensured that I felt safe and empowered through the entire birth process. I cannot recommend her highly enough - I would trust anyone going through a birth process with her.
Tracy is an absolutely amazing doula! My husband and I are first time parents and she was instrumental not only in terms of preparing us for our birth but also helping us work through parenting concerns and fears that allowed us to bond even further with our son. The best thing we did was having Tracy do our birth class -- for an additional fee, she came to our home and we were able to dive very deeply into various aspects of the birth process, my fears relating to birth, and ways that she would be able to support us, all before we even started our formal doula meetings with her. That created an incredible bond between us and we got to know each other very well, all of which was amazing to have once it came time for us to give birth. In addition, Tracy was constantly available via email and phone and extremely responsive to even the smallest concerns, which made us feel incredibly safe and supported during the pregnancy. When it came time to give birth, almost nothing went as we had hoped according to our birth plan. But Tracy knew me and what I needed so well, she was like a member of my family. I loved having her there. I walked away feeling incredibly good about my birth despite circumstances others would consider "out of control," because Tracy ensured that we were taken care of.
I've said a lot of things in the paragraph above that sound a lot like what other people say about other doulas. The truth is, I actually can't put into words what Tracy did for me, how she made me feel, and the absolutely unquantifiable impact she had on my birth, my relationship with my son, and my relationship with my husband. There are very few people that truly make an indescribable impact on your life and she is one of them.
If anyone asked me for a doula recommendation, Tracy is the only person I would suggest.
This was my second labor and delivery, and my second experience with Tracy as our Doula. She brings a calm, wonderful peace of mind and so many great coping techniques to the labor experience. She was respectful of all our wishes and decisions, and nothing but supportive through the whole process. She gently reminded me through out our laboring experience that this is my body, and my decisions, and if it is not a medical emergency, I have a right to have the labor experience I want, and not what the doctors are accustomed to just routinly dishing out. It was because she was so excellent at being a calm cheerleader and my personal advocate for the birth that I wanted, that I did end up getting the exact birth experience I wanted. She helped me voice my wishes to my doctor with her encouragement, and in doing such, I was able to avoid a pitocin driven induction, I was able to let my body show me what it was capable of doing, and I also was able to cope for much longer than I thought possible with the pain. She has a wealth of knowledge, techniques and patience with her clients and even though this was our second child, I would not have wanted to do labor without her support. She provides the extra support, and the objective, calm voice that is sometimes not possible for the mom and her husband. She is worth her weight in gold, and I would use her again if we had a third child. A person can think they know the mechanics of how labor will go, but there is nothing better than having an advocate that is solely their for you and the husband, to support, offer advice and suggestions, and try to help facilitate the birth experience desired. I have now had two successful vaginal deliveries and I believe they went as smooth as they did, and had the wonderful outcomes they did thanks to Tracy. She devotes herself 200% to her client during labor and delivery, and one can not ask for more.
As a midwife I have worked with Tracy on several occasions. She is warm and genuinely caring and a true pleasure to work with as a HCP. The doula care she provided my mamas was absolutely top notch! In the last few years I've seen a lot of doulas who just don't do much and left thinking "what on earth did they pay her for?" Not with Tracy! She is everything I think a doula should be. She worked tirelessly through the night, always with a gentle smile on her face and word of encouragement for the couple, even though I know she had to be exhausted herself. She provided lots of hand's-on support, kept the mama focused and the daddy reassured. She was a wonderful addition to the birth team and I wish I could have her available for all of my mamas! Highly, highly recommend her!!!!!!!!
I would highly recommend Tracy! She has a very positive, welcoming demeanor and truly cares about her clients. She provided great information about the labor and delivery process during two in home sessions. I never felt rushed and I always felt comfortable asking questions. Tracy never pushed her views on me and my husband.
My labor ended up being very short but Tracy rushed to the hospital and provided great support and comfort during the delivery. She also worked well with my husband and made sure he was involved in the process. As a first time parent, I felt much calmer having her as my doula.
Tracy was a blessing to our first labor and delivery experience. My husband wasn't sure we needed a doula, he didn't understand. Within two hours after our 41-hour labor, my husband said, "you were right, I don't know what I would have done without Tracy here to help us." To this day, my family and I talk about how long I was in labor and feel that if Tracy weren't there to help us, the hospital may have possibly encouraged a C-section.
Tracy helped guide my husband to show me support. She kept us informed and translated the "medical language". Tracy helped my husband lift my pregnant 232-pound body into a position in hopes to get the baby to move downward since I could not feel my legs due to the epidural. Tracy was the only one in the room with me to keep me calm and still during contractions when after 24 hours of labor I decided to get an epidural.
I called Tracy at 2 in the morning to help me labor at home because I was scared; she was there before 2:30AM and stayed by my side until the baby was born days later. I don't wish a 41-hour labor on anyone, but if that happens, I hope you choose Tracy as your doula.


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Digital ProjectsNewspapers
A Genius, A Recorder, and a Growler walk into an archive: What's New on Virginia Chronicle
By Kelley EwingOctober 2, 2015February 9th, 2021One Comment
The Virginia Newspaper Project is thrilled to announce the latest additions to the Library of Virginia's free, searchable online newspaper resource, Virginia Chronicle.
The recent additions to Virginia Chronicle are especially exciting as they include both early nineteenth century newspapers and newspapers published well into the twentieth century.
We'll start with the earliest issues added to Virginia Chronicle. A collection of The Genius of Liberty, published in Leesburg from 1817-1839, was originally borrowed from a private lender and filmed by the Library in 2009. Now, 1817-1826 issues are available online–more will be added in the coming months until the run is complete. This is an important addition, since, before now, very little early nineteenth century material was available on Virginia Chronicle.
Next, we'll look at the more recently published newspapers to be added to Virginia Chronicle. The Recorder, published in Monterey since 1877, is the newspaper of record for both Bath and Highland counties and can boast of being the oldest, continuously published weekly newspaper in Virginia.
Thanks to LSTA (Library Services and Technical Act) funds and an agreement with the publisher of The Recorder, the Library has digitized in-copyright issues–that is, issues published after 1923–for inclusion in Virginia Chronicle. Currently, 1921-1949 of this fantastic title can be searched–much more will be added in the coming months, as the Project plans to digitize issues up to 2007. Issues from August 2007 to the present can be found online at www.therecorderonline.com.
Finally, the Growler and the Free Lance have also been added to Virginia Chronicle. With the motto, "If it happens you can wager we'll print it," the tabloid sized Growler reported on local government and public utilities with a biting criticism. Though the newspaper claimed it would be "breezy without being offensive, and sufficiently independent to give the facts as they are," the Growler lived up to its name, which changed to the Free-Lance in August 1905. Published at a time when Norfolk was experiencing rapid growth, the Growler and Free Lance offer insight into the growing pains experienced by the city during the Progressive Era. Please check out these new titles on Virginia Chronicle today!
Highland CountyLoudoun CountyNorfolk (City)
Kelley Ewing
Senior Project Cataloger
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Virginia Chronicle Surpasses Two Million Pages!
Kelley EwingDecember 1, 2021
ArchivesNewspapers
"Gone in the First Boat": Part 2
Lydia NeurothNovember 24, 2021
Chris OBrion says:
What interesting nameplates. Fascinating!


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Resolving the Three-Headed War from Hell: Seizing an Opportunity for Peace in Southern Sudan, Northern Uganda and Darfur
Conflict Resolution and Peacebuilding
By John Prendergast
The concurrent crises in southern Sudan, Darfur, and northern Uganda have not occurred in a vacuum. Indeed, the current policy of trifurcation—of dealing with each separately—may ensure that war will continue in all three places. The Sudanese regime is adept at using one conflict to stoke the fire of another, and has often exploited the international community's tendency to focus on one conflict at a time rather than taking a holistic regional approach. Khartoum's support for the Lord's Resistance Army (LRA) in northern Uganda further destabilized southern Sudan and opened up a southern front against the Sudan People's Liberation Movement (SPLM).
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Q: Google Script How to make time based trigger on form I have recently taken up on writing in Google Apps Script.
Currently I have created a function that is "attached" or "linked to" a Google Form. I did this by going to the editing screen for my form and accessing the script editor from there.
The code creates a new spreadsheet and links the form to that spreadsheet. The reason for this is that every week I would like to create a new spreadsheet for the form to submit to.
The issue I am running into is that when I try to manually make a trigger I do not see the option for it. The steps I've taken are as follows Resources -> Current Project's Triggers -> Click to add a new one.
The only options I see are "on form submit" and "on open"
Is there a way to programmatically add a time based trigger?

A: There is a way for creating the time based trigger. When you want to create a trigger at Feb. 1, 2017, 18:00 using GAS, you can do that by following script. 'test' is a function you want to execute.
var tr = new Date(2017,2-1,1,18,00);
ScriptApp.newTrigger('test').timeBased().at(tr).create();

Reference URL is https://developers.google.com/apps-script/reference/script/script-app#newTrigger(String).

redpajama_set_name: RedPajamaStackExchange


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Q: Accessing deleted rows from a DataTable I have a parent WinForm that has a MyDataTable _dt as a member.  The MyDataTable type was created in the "typed dataset" designer tool in Visual Studio 2005 (MyDataTable inherits from DataTable)  _dt gets populated from a db via ADO.NET.  Based on changes from user interaction in the form, I delete a row from the table like so:
_dt.FindBySomeKey(_someKey).Delete();
Later on, _dt is passed by value to a dialog form.  From there, I need to scan through all the rows to build a string:
           foreach (myDataTableRow row in _dt)
            {
                sbFilter.Append("'" + row.info + "',");
            }

The problem is that upon doing this after a delete, the following exception is thrown:
DeletedRowInaccessibleException: Deleted row information cannot be accessed through the row.
The work around that I am currently using (which feels like a hack) is the following:
           foreach (myDataTableRow  row in _dt)
            {
                if (row.RowState != DataRowState.Deleted &&
                    row.RowState != DataRowState.Detached)
                {
                    sbFilter.Append("'" + row.info + "',");
                }
            }

My question:  Is this the proper way to do this?  Why would the foreach loop access rows that have been tagged via the Delete() method??

A: What you're doing to skip the rows in your iteration is correct, I routinely check the RowState when I loop over a DataTable that may be modified.
In some cases I believe you want the original row value before the row was marked as deleted.  There is a secondary index option when retrieving a particular datarow value.
string st = dr["columnname", DataRowVersion.Original].ToString(); // c#

dim st As String = dr("columnname", DataRowVersion.Original).ToString() ' vb.net

I've gotten stuck on this one several times in the past.
As far as the GetChanges(RowState) method is concerned, don't forget to to check for a null return, if there are no rows of that RowState, the DataTable returned is null (I think it should return a table with zero rows)

A: You will have to check:
 _dt.DefaultView.RowStateFilter

I think that the default setting won't show deleted rows, maybe you change it somewhere.
You can always create an extra RowView and control its filter and do your loop over the View.

A: The Delete method marks a row for deletion; the row is not actually removed until you call AcceptChanges.
Instead, call _dt.Rows.Remove(_dt.FindBySomeKey(_someKey)), which will also accept the change.
Believe it or not, Rows.Remove will completely remove the row, whereas row.Delete() won't.
Note that if you call Rows.Remove, the row will be permanently gone, and will not be deleted from the database by a DataAdapter.
In C# 3, you can replace your if statement with the following extension method:
///<summary>Gets the rows in a typed DataTable that have not been deleted.</summary>
public static EnumerableRowCollection<TRow> CurrentRows<TRow>(this TypedTableBase<TRow> table) where TRow : DataRow {
    return table.Where(r => r.RowState != DataRowState.Deleted);
}

foreach (myDataTableRow row in _dt.CurrentRows())
{
    ...

EDIT
Here's a C# 2 version:
static class Utils {
    public static IEnumerable<TRow> CurrentRows(IEnumerable<TRow> table) where TRow : DataRow {
        foreach(TRow row in table) {
            if (row.RowState != DataRowState.Deleted)
                yield return row;
        }
    }
}

foreach (myDataTableRow row in Utils.CurrentRows(_dt))
{

You could also put this function in the partial class for the typed table:
partial class MyTable {
    public IEnumerable<MyRow> CurrentRows() { return Utils.CurrentRows(this); }
}

A: Use GetChanges():
foreach (myDataTableRow row in _dt.GetChanges(DataRowState.Added))
{
    sbFilter.Append("'" + row.info + "',");
}

If you want to get all added and modified, use bitwise OR on Added and Modified:
foreach (myDataTableRow row in
    _dt.GetChanges(DataRowState.Added | DataRowState.Modified))
{
    sbFilter.Append("'" + row.info + "',");
}

A: I'm not sure of this, but I think if you call _dt.AcceptChanges() after deleting one or more rows, you will not "see" the deleted rows when you iterate through the data tables's Rows collection.


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Forget One Direction, David Dimbleby is headlining a huge EU referendum debate live at Wembley Arena!
The event featuring thousands of referendum voters will be one of three major debates in the run-up to the EU referendum
By James Gill
Tuesday, 23rd February 2016 at 2:31 pm
Wembley Arena has a new headline act: David Dimbleby is set to present a live politics debate for the BBC from the 12,000-seat venue in the run-up to the EU referendum.
The debate, featuring key members from both the 'leave' and 'remain' Europe camps, will be held on Tuesday 21 June, just two days before the referendum vote itself.
Broadcasters Mishal Husain and Emily Maitlis will join Dimbleby for the BBC's "biggest ever campaign event", one of three key debates planned by the corporation ahead the EU referendum.
On Thursday 19 May, Victoria Derbyshire will present the first debate programme from Glasgow, aimed at younger voters.
Dimbleby will host a Question Time Europe special on Wednesday 15 June, with the Wembley event set to take place just under a week later.
Politicians praying for the ballot 'X' factor are yet to be confirmed, but the BBC promise they will feature "key campaigners from both sides of the debate".
https://www.youtube.com/watch?v=JX2ziMnm2tw
Andrew Marr is "in pole position" in clash with Robert Peston claims editor
John Humphrys trying virtual reality for the first time is exactly what you'd expect
All about Question Time


Once a proof is approved is there a minimum amount of copies that must be purchased by an author?
A book created under the Private option does not need to be Approved. A book only needs to be Approved if you opt for an ISBN and Distribution.
is there a minimum amount of copies that must be purchased by an author?
This is probably the main reason I chose Lulu over other print-on-demand services -- the ability to print just one copy. Sometimes, a book is so personal that an author only needs one physical piece "to have and to hold." For me, I have found many tiny formatting things that I don't see on my computer, but are glaringly obvious in the print version, and I love the ability to print, revise, print, revise, and print yet again.
Gosh, that still sounds expensive! I am not sure what you are missing to see on your PC that you can only see in print. I would check your docx, or whatever it is, over and over and over again, and then do it again, then upload it! Could I suggest you buy a much bigger monitor?


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Renewable Energy Now Employs Over 8 Million People
Despite low oil prices, the clean-energy sector keeps on growing, and it now employs 8.1 million people worldwide. According to the Abu Dhabi-based International Renewable Energy Agency (IRENA), this is an approximate 5 percent increase from last 2014. While that may not seem like a huge boost, just about any sector would boast about such a rate of growth.
For advocates of the "green jobs" movement, these numbers are encouraging even as some countries curtail their clean-energy programs. In the Middle East, for example, Saudi Arabia is lowering the bar for its ambitious solar expansion: Bloomberg reported on Wednesday that the nation will plan to install 9.5 gigawatts of solar power -- a mere quarter of the capacity its leaders targeted four years ago. The government of Japan, which has struggled to electrify the country since the 2011 Fukushima disaster, is pushing forward with plans to build as many as 47 coal-fired power plants. And the United Kingdom, where one clean-energy trade group claims job growth in renewables far outpaces other sectors, has seen the development in renewables decline as investors view the current Tory government as hostile to clean energy.
But in much of the world, renewables are on the upswing, creating a job market that has become more robust while the conventional energy sector sheds workers. In the United States, approximately 769,000 people work within the renewable energy industry. IRENA's data suggest that overall U.S. job growth in this industry rose 6 percent in 2015, with employment in the solar power sector soaring by almost 22 percent to reach 209,000 jobs. Additional installations within the wind power sector led to similar increases: Wind employment rose by 21 percent to 88,000 workers.
Renewables continue to offer job opportunities even in countries with sputtering economies. In Brazil, for example, 918,000 people work in the clean-energy sector, with employment increasing in the wind and biodiesel industries. Halfway across the world, China, which has over 3.5 million working in the renewables sector, saw a slight decrease in employment last year, which IRENA attributes to increased automation and consolidation with the country's solar industry. India, South Africa and Northern African countries also saw steady employment gains in the renewables sector.
Future growth in renewables will depend on government policy and, of course, the price of oil -- which briefly surpassed $50 yesterday. But where job growth is really making a difference is in developing countries, where renewables have become critical for expanding energy access while providing economic opportunities. Bangladesh, for example, now has 141,000 workers within the renewables sector, and the majority of them manufacture or install solar home systems. Companies including M-KOPA, which hired 22,000 workers across East Africa, serve as examples of how firms can be profitable while contributing to the rise of social enterprise in these nations.
Clean energy still has a long road ahead. Much of its expansion depends on the transfer of skills and continued training. And while IRENA suggests approximately 35 percent of workers in the global renewables industry are female — a higher ratio when compared to the energy sector at large, which employs 20 to 25 percent women — critics are quick to point out that the clean-energy industry is still a man's world. But as IRENA's study suggests, renewables -- once touted as a way to address climate change -- could become important for another role: alleviating poverty in many of the world's poorest nations.
Image credits: 1) Leon Kaye; 2) IRENA
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Located immediately past the circulation desk, the Hager Reading Room serves as a quiet sanctuary within the library, which can, at times, be buzzing with activity. The room holds two large oak tables with installed lamps, as well as 4 plush leather chairs and a coffee table. This room functions as a reading room during daytime hours, and a silent reading room during Evening Quiet Hours.
Located on the 2nd floor of the library, the Periodical Area displays all of the Lenfest Library's periodical subscriptions. An inviting space for leisure reading, research, and studying, this area features several plush reading chairs as well as two large oak reading tables with installed lamps.
The fourth floor of the library serves as the Research Commons, an area in which a whole class will be able to gather and conduct research. This open-concept area features custom high-top tables, a recently revamped reference section, free copier, a digital display, and a new computer bar. The Research Commons will enhance the student experience by connecting technology and print media across the curriculum.
Named for Ernest Staley, long-time faculty member and the Academy's first archivist, the Academy Archives are located in the climate controlled facility on the first floor of Lenfest Hall. The mission of the archives is to collect and preserve materials relating the Academy and its history, the Board of Regents, academic and extracurricular programs, the students and alumni. The archives can be contacted by emailing archives@mercersburg.edu or calling 717-328-6171.


Once upon a time, giants roamed the sky. They did so not in the misty past but for several decades of the twentieth century, starting just about at the turn of the century, and ending with the explosion of the Hindenburg in 1937.
Even the Goodyear Blimp has a majestic stateliness to it, sheer bigness that distinguishes it from all heavier-than-air craft. Yet it was dwarfed by the great zeppelins. The Hindenburg over four times as long and twice the diameter - giving it just about 20 times the volume of a Goodyear Blimp - 20 times the bigness. Sometimes size really does matter, and it matters for airships. I am sorry I never got to see a vehicle 800 feet long gliding across the sky, its shadow wrapping the hillsides below.
Dirigibles (technically rigid dirigibles) have a mystique of their own, having simultaneously the worst of reputation and the greatest of fascination. The Hindenburg not only has been remembered as a flying Titanic, it has made all airships Titanics - gigantic gas bags waiting for a lightning bolt. At the same time, dirigibles or zeppelins are endlessly popular in alternate history and kindred branches of Romance - so much so as to be something of a cliché at places like alternatehistory.com.
Airships are genteel in other ways as well. Airship travel must have come as close to the pace and grace of train travel as air travel can get. Who would not want to escape from our world, with its technological marvels such as a Greyhound bus with wings, to a world where you relax in the gondola lounge, an inverted Domeliner, as the landscape glides past below, close enough to see the cows on the hillsides.
Even battles between airships are imagined as having something of the pace and flavor of battles between sailing frigates. In fact, airships evoke a more genteel world altogether. On a darker note, not infrequently the airship world is conservative and technologically sluggish, as in Kingsley Amis' The Alteration.
I want to focus not on the gentility of airships, however, but their place on a continuum with aether ships. So maybe I should first do something I failed to do last post: define an aether ship. They are, as I understand them, largely a retro-SF invention, with antecedents in the "scientific romances" of a hundred years ago, but no defined canonical form until I write the next paragraph.
An aether ship is a Victorian or Edwardian spaceship, propelled by a drive that probably though not necessarily interacts with a pervasive cosmic aether. Unlike most later starships, aether ships in general can also travel in an atmosphere and land on a planet (possibly on water) in spite of its great size.
An aether ship in fact is probably about the size and shape of a dirigible, and its behavior in atmospheric flight would be rather similar. It might differ in being roughly a thousand times heavier - the mass of a seagoing ship - but these are technical details that have little to do with the image or magic that airships and aether ships share.
Extented into the past, aether ships become more fantastic, ultimately the airborne galleons of graphic fiction, though even these may have a whiff of proto-science science to them. (Is astrology a fantasy element, or a retro-SF element?) Going in the other direction? One reason that no aether ships are dreadnoughts is that they all become obsolete the year before HMS Dreadnought was launched - in 1905, when a postal clerk in Switzerland demonstrated that the cosmic aether they were supposed to impel themselves through did not exist. After that, aether ships became by degrees ordinary spaceships - a Russian schoolteacher having figured out the basic features of all present day spacecraft and then a bit.
In fact, an aether ship is pretty much how most people still imagine spaceships, and certainly the way Hollywood does, minus the Belle Epoque stylistic elements. Even we hard SF geeks must make a conscious effort not to see our ships as flying on one side like sea craft or aircraft.
Part of the charm of airships is that you can very nearly heave your cake and eat it too - fill the sky with thousand-foot ships, without requiring any fanciful physics, at most a bit of semi-fanciful engineering. After all, if no thousand-foot zeppelins ever flew, the 804-foot Hindenburg did, even if its voyage ended like the Titanic's.
In real history, the airship was not so much killed as it never quite gained enough lift. The future of airships looked pretty bright after the First World War. German zeppelins had bombed London, only a nuisance value at the time though a grim foretaste of total war. More substantively they were the eyes of the High Seas Fleet. Britain and the US were both interested in naval airships for long range reconnaissance - an application that, if pursued, would find solutions for most of the technical requirements of transatlantic commercial airship service. In Britain the program fell victim to interservice rivalry (the Royal Navy was interested in airships, but the RAF was not) and postwar retrenchment.
In the US the program muddled along for some years, and the US Navy built a few big airships, but the first - USS Shenandoah, 680 feet long and only 35 tons - was lost to a needless breakup in a storm in 1925, and the even larger USS Akron, 785 feet long and 100 tons, was lost at sea with almost her entire crew. The crash was survivable, as crashes of helium airships frequently were, since even if they break up the gasbag sections tend to drift rather than plummet to earth - but the crew had not been issued life jackets. Lost with her was Real Admiral Moffett, the Navy's leading champion of airships, a further blow to the program. When her sister ship USS Macon also crashed at sea in 1935, all but two of the crew survived. Of the big US airships, only the ex-German zeppelin USS Los Angeles ended its career in one piece.
Loss of four out of its five airships in peacetime operation is enough to explain why the US gave up on dirigibles. All of the losses seem to have been avoidable. Taken together they raise the question of whether any structure as large and lightweight as a dirigible could be built strong enough, with 1920s and 1930s technology, to stand up to violent weather. On the other side, the Zeppelin company operated commercial service safely for years, suggesting that airships could be safe in the hands of those who respected their limits.
The skies will not be filled with airships, any more than the seas are filled with battlecruisers or ocean liners. Even at their height, only a couple of dozen might be in service worldwide, but they would make their mark as the embodiment of luxury travel. A fair comparison to the role of more successful airships might be flying boats, another technology that flowered in this era. Only a handful of Pan Am's China Clippers were built, and they only flew in commercial service for short time, but they were and are an air travel legend.
In World War II they would serve for the most in unsung but critical roles, as Atlantic convoy escorts and Pacific long range patrol craft. Is there any justification for an early radar apparatus that is too large for a plane, but not too heavy for a zeppelin? If so, airships in the Pacific might have served in an AWACS-like role.
Like giant flying boats, the great airships would not long outlast the war. The transatlantic airliner would muscle them aside, and the postwar generation - technical marvels utilizing wartime progress in airframe structures and materials - would end up in a few years as specialized cargo carriers, or as scrap, though smaller blimp types might remain in more widespread use than in our world.
The abiding temptation of airship fantasies, in my modest opinion, is asking too much of them - filling the sky with zeppelins doing the impossible, instead of accepting them as rare giants of the sky, purple argosies dropping down with costly bales.
Their time would still have come and gone, but what a wonderful way to fly.
Are Aether Ships Ever Dreadnoughts?
A peculiar thing happened to keep me from updating this blog over the past few weeks. I created a universe. I claim no special achievement in having done so; for fiction writers - especially in most branches of the great super-genre of Romance - creating universes is both part of the job and a seductive occupational hazard.
This is not limited to people who write fiction, whether or not intended for publication. A universe is created every time a middle-school girl draws a superheroine catgirl and gives her a name and origin story; every time a bored graduate student uses SpringStyle to sim a predreadnought battleship, then gives her a name, country, and service history.
Universes can be made to order - no particular inspiration from the Muse is required - but they can also just happen one day. Is this a problem for God? Has any theology ever proposed that He created this Universe inadvertently, perhaps while he was stuck on where to go next with his high-fantasy trilogy?
If you are a writer, don't tell me that you haven't thought about the God analogy. How often do you kill off an appealing character, not because they deserve it, but because by jabbing the reader it helps to move the plot along? As seen from within the created world, this must fall somewhat short of moral justice. Our characters have absolutely no reason to like us, and less to trust us.
By and large I suspect we treat our universes better than our characters - we may smash a bit of the scenary now and then, but the sets are big and expensive, and we usually have a notion to use it for more than one production. A universe may not even have a production scheduled, but function more like a mental theme park, a place to wonder around and see the sights. Add dice and you have an RPG.
Still, as universes go a trolley universe can be fairly small; mine was originally tucked along the California coast as the mid-sized city of Santa Teresa. Mystery fans will know this burg as a doppelganger of Santa Barbara in Ross Macdonald and Sue Grafton novels. Mine is farther north and larger - large enough for a rail transit line to survive the decimation of the 1940s and 1950s.
Railroad empires, however, tend to be imperial, especially when you don't actually need to build them. I started wondering about a mainline railroad at the turn of the last century. How many locomotives and cars does it need? How much freight do those freight trains haul, and how many people are needed along the line to produce and consume that much freight? Statistics have their place in Romance, or at any rate in world-building.
But it cannot all be statistics, or even way freights chuffing along the line. To be Really Cool our railroad must have an express that takes a day and a night, or close to, to run its schedule - long enough for dinner in the diner, an evening flirting in the parlor car, and of course the pleasures of a sleeping car. Bending history a bit, we give our turn-of-the-century express train some streamliner-era amenities like roomettes instead of open Pullman compartments. But we must have 700 miles of line, give or take, for the Hidalgo to run along.
British readers will say that many a memorable train ride has been had in half that distance, but I grew up in the American West, and we need big planets to colonize.
Thus our rail empire must serve a region at least the size of California - not just one city and its surrounds. So let's make California an island, as it was once imagined to be.* The geography won't be the same, but similar, and we'll put it off the coast of a truncated North America, doing the Atlantis thing with much of Nevada and southern Oregon. No one will really miss them.
Anticipating future posts, some of you will note that the issues of statistics and scale that apply to our railroad world are very closely akin to those of planetary colonization - how many people in our colony, how much do they need as imports, and how much do they produce for export? Too much SF has gigantic star-freighters serving outpost worlds whose demand can't fill a 20-meter cargo pod.
Here is the inevitable, necessary link to Atomic Rockets.
Ahem, back to boxcars. Since we've made our railroad empire an island, why not an independent country? Now we're moving past railroads, into a larger world. Still a pretty geeky one, because the next thing to do is give our country a few battleships. It's the early 20th century, and battleships are in. Everyone wants to be the first in their bloc to have one.
Here is where all too many imaginary countries go awry, because the temptation is always to give your country the most humongous battleships ever, battleships that make the Yamato look like a pokey gunboat. But our railroad empire has about the population of California in 1900 - a million and a half people, 2 percent of the real world US population at that time. If Teddy Roosevelt couldn't build the world's biggest battleship, our country certainly won't.
Maybe they can build a few miniature battleships, like the Scandinavians and Dutch did. Those countries were surrounded by bad tempered Great Powers, but in the Pacific, in 1900, a couple of 4000-ton ships with a pair of 8-inch guns each are something to reckon with. Admiral Dewey got American imperialism off to a rollicking start in the Philippines in 1898 with not much more than that.
Now our railroad empire is turning into a real country, and it's time to give it a name: the Republic of Santa Catalina. It thus neatly gives a nod to the protagonist of my long-suffering novel, evokes real Catalina Island, "26 miles across the sea," and has the right rhythm - don't you wish they all could be Catalina girls?
We'll need to jigger some history to cover our aspect. If the US stretches from sea to shining sea, an island off the Utah coast will be hard put to stay independent. So we need to change some history as well as geography. The usual way to slow down US expansion, or at any rate overturn the chessboard, is for the South to win the Civil War. But that has been done to death, and too many ghosts walk unburied. What does that St. Andrew's Cross mean - Stonewall and Lee; bullwhips and white hoods; both?
Happily a name drifts into mind: l'Empire de la Louisiane. It's only a name, but it evokes a slightly dark magic, warm evenings and demoiselles with flashing eyes. That's something to work with! Details to be filled in, but somehow the Louisiana Purchase never happens, and Louisiana is an independent, francophone country. It has charm, and poor heartbroken New Orleans deserves a break if only in fantasy.
Santa Catalina and its world may not exist, but we can see it: The Gilded Age mansions and swanky hotels in the capital, El Dorado, due for a shaking up one of these years. The ladies with their parasols, the workmen with their caps and radical pamphlets stuck in their pockets. The painted ladies - El Dorado, like its doppelganger, is a wide open town, a sailors' town, because the world's world's shipping is in the port along with those mini-battleships.
Around 1905 or so the battleships are transformed in a profound, subtle, and sinister way. They had been painted in handsome white, buff, and black, like Queen Victoria's ships, or old Currier & Ives prints of the Great White Fleet. Then, overnight, they turn gray - goodbye Currier & Ives, hello to warships as we know them, gray shadows racing through the mist and fog - or turning turtle like dying sea monsters as desperate men scramble across their hulls. At about the same time, the world's soldiers turn in their marching-band uniforms for businesslike khaki.
Even in the worlds of fantasy, grim realities intrude. The ladies with their parasols, strolling with their beaux along the Embarcadero, scarcely notice that the battleships have turned gray. Even less do they notice an experimental submarine slipping beneath the waves. Yet somewhere, in a few years, an archduke will be shot, or maybe this time a crown prince, and all hell will break loose.
External realities also intrude. Now that I have a world, what exactly do I do with it? Alternate history is big just now, but the thud and blunder variety, at least, leans very heavily on Top 40 history, such as the US Civil War and World War II. Little place there for an oddball pseudo-California in the Electric Age. In any case, my world is not strict Alternate History in the sense of deviating from real history at some given event - the thinking geek's version of "What if Napoleon had a B-52 at the Battle of Waterloo." Only in the meta-realm of all possible worlds can an Earth with a different geological history going back millions of years bring forth human, let alone a recognizable history. Too many butterflies will have fluttered their wings.
Social alternate history - if there is such a subgenre - would probably be more fluid. There's a large readership out there, I suspect, that can't get enough of the social world of the Belle Epoque, people on the edge of modernity. The hitch is that you have to know your stuff, and not just the difference between pre-dreadnoughts and dreadnoughts. The potential readership, probably mostly female, does know their stuff (including dreadnoughts), and they will send the book flying at the first false note. All I know about the era, except for its cool gismos, is Thorstein Veblen, My Fair Lady, and Gigi.
If I made the gizmos even cooler, I could maybe peddle it as steampunk. Steampunk, which inspired the name of this blog, is the ultimate retro SF: people in 2007 re-imagining science fiction - or Scientific Romance, as it then was called - as people around 1880-1900 might have written it, if they had written more of it, and knew what Scientific Romance would become.
The era around 1900 was the real Singularity, when everything changed. And a world that till around 1870 was not essentially different from the Middle Ages became, by 1929, essentially the world we know. As home entertainment goes, the difference between harmonica and scratchy phonograph is vastly greater than the difference between phonograph and DVD playing on an 80 inch flat screen. For my grandmother, growing up in Mississippi early last century, the idea of travel to the Moon must have been more astonishing by far than interstellar travel is now, but she sat on the couch beside me when Armstrong climbed down the ladder onto a different world.
By and large it's been good. 90 percent of the world's people are no longer peasants, and famine strikes at the world's margins, not at the heart of China and India. The war part hasn't been so great.
People knew before Homer that war was a senseless tragedy, and before the Old Testament that it was evil, but until the Singularity it really was the straggler of the Horsemen, not mowing down a tithe of what the others carried off. With the Singularity we have gotten a hand on the others, for now - the stability of the Earth's ocean-atmosphere system permitting - but the fourth horseman got wings, then superchargers, then bombs containing physics packages, and we pretty narrowly dodged a bullet.
Part of the charm of steampunk, I believe, is that the aether ships are all pre-dreadnoughts, and they are not yet painted gray.
* A charming insular alt-California can be found here - and with a trolley theme, no less.


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If you like spicy food, you will no doubt love red chili, as it is the ingredient that adds that tang to the recipe. The good news is that growing herbs like red chili is a straightforward process.
Even though red chili is usually planted in tropical countries, they can actually grow virtually anywhere as long as the proper conditions are met. Generally, if the temperature is 70 degrees, they will begin to grow.
Growing herbs like red chili take about three months. Because it takes a while for the plants to grow, transplants are not uncommon. If you are going to do this, be sure that you are going to do it with a plant that has not produced any flowers yet, and that it has three leave sets.
As stated, the red chili will take three months for the fruit to fully achieve its potential, and that is the proper time to get the fruit for the full flavor. But if you do not want it to be too spicy, you may begin picking it a few days earlier. A rule of thumb is that the redder it is, the spicier the chili is. However, this only applies to red chili, and not the orange or green variants, which can be just as hot.
If you are interested in growing herbs like red chili, use rich fertile soil mixed with plenty of compost, decaying organic material and clay. The combination of all these will help the plant bear fruit more efficiently. The draining system is also vital here.
The red chili prefers warm soil, so it is important that watering is kept to a minimum for growing herbs like these. Fertilizers, especially those with compost, should be used monthly or as specified in packets. Use the ones that are mixable, but avoid putting too much as it can cause burns on the leaves.
Growing herbs like red chili can be done indoors, and is in fact the best solution especially during the winter. Since these herbs need heat and light, you can provide it easily inside your house. If you are going to put these plants indoors, do it well ahead of the coming cold season, because the plant does not adapt well to cooler temperatures.
When it comes to growing herbs like red chili, a little patience is obviously required, but as they say, good things come to those who wait. Whatever time you spend tending to the herb will pay off at the dinner table.


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NYSE:NSC
Norfolk Southern - NSC Stock Forecast, Price & News
Adding Norfolk Southern Co.
2.11 million shs
Norfolk Southern MarketRank™ Forecast
1.2% Upside
$5.74 M Sold Last Quarter
Transportation Sector
Railroads, Line - Haul Operating Industry
4th out of 6 stocks
Norfolk Southern has received a consensus rating of Hold. The company's average rating score is 2.29, and is based on 7 buy ratings, 13 hold ratings, and 1 sell rating.
According to analysts' consensus price target of $248.86, Norfolk Southern has a forecasted upside of 1.2% from its current price of $245.81.
Norfolk Southern has been the subject of 10 research reports in the past 90 days, demonstrating strong analyst interest in this stock.
1.12% of the float of Norfolk Southern has been sold short.
Norfolk Southern has a short interest ratio ("days to cover") of 1.9, which is generally considered an acceptable ratio of short interest to trading volume.
Short interest in Norfolk Southern has recently increased by 7.05%, indicating that investor sentiment is decreasing significantly.
Norfolk Southern pays a meaningful dividend of 2.08%, higher than the bottom 25% of all stocks that pay dividends.
Norfolk Southern has only been increasing its dividend for 3 years.
The dividend payout ratio of Norfolk Southern is 35.68%. This payout ratio is at a healthy, sustainable level, below 75%.
Based on earnings estimates, Norfolk Southern will have a dividend payout ratio of 33.65% next year. This indicates that Norfolk Southern will be able to sustain or increase its dividend.
Norfolk Southern has received a -57.27% net impact score from Upright. The largest negative impact of Norfolk Southern Railway in category "GHG emissions" seems to be driven mostly by its "Diesel rail freight transport services for intermodal freight", "Diesel rail freight transport services for the construction industry", and "Diesel rail freight transport services for the chemicals industry" products. See details.
The Environmental Impact score for Norfolk Southern is -6.97.
Norfolk Southern has a news sentiment score of 0.37. This score is calculated as an average of sentiment of articles about the company over the last seven days and ranges from 2 (good news) to -2 (bad news). This is a lower news sentiment than the 0.53 average news sentiment score of Transportation companies.
MarketBeat has tracked 51 news articles for Norfolk Southern this week, compared to 7 articles on an average week.
12 people have searched for NSC on MarketBeat in the last 30 days. This is an increase of 100% compared to the previous 30 days.
15 people have added Norfolk Southern to their MarketBeat watchlist in the last 30 days. This is an increase of 88% compared to the previous 30 days.
In the past three months, Norfolk Southern insiders have sold more of their company's stock than they have bought. Specifically, they have bought $0.00 in company stock and sold $5,744,507.00 in company stock.
Only 0.31% of the stock of Norfolk Southern is held by insiders.
72.98% of the stock of Norfolk Southern is held by institutions. High institutional ownership can be a signal of strong market trust in this company.
Earnings for Norfolk Southern are expected to grow by 7.36% in the coming year, from $13.73 to $14.74 per share.
The P/E ratio of Norfolk Southern is 17.68, which means that it is trading at a less expensive P/E ratio than the market average P/E ratio of about 147.01.
The P/E ratio of Norfolk Southern is 17.68, which means that it is trading at a less expensive P/E ratio than the Transportation sector average P/E ratio of about 26.47.
Norfolk Southern has a PEG Ratio of 2.06. PEG Ratios above 1 indicate that a company could be overvalued.
Norfolk Southern has a P/B Ratio of 4.47. P/B Ratios above 3 indicate that a company could be overvalued with respect to its assets and liabilities.
About Norfolk Southern (NYSE:NSC) Stock
Norfolk Southern Corp. is a transportation company, which owns a freight railroad. It engages in the rail transportation of raw materials, intermediate products, and finished goods primarily in the Southeast, East, and Midwest and, via interchange with rail carriers to and from the rest of the United States. The company transports overseas freight through several Atlantic and Gulf Coast ports. It offers an extensive intermodal network in the eastern half of the United States and is a transporter of coal, automotive, and industrial products. The company's services include property leases and sales, wire line or pipeline and fiber optics projects, access property, managing private crossings, promoting businesses with signboards, and natural resource management. Norfolk Southern was founded on July 23, 1980, and is headquartered in Atlanta, GA.
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NSC Stock News Headlines
January 27, 2023 | marketbeat.com
Ride These Railroad Stocks for Growth and Income (NSC)
In an age of artificial intelligence, Internet-of-Things devices and other technologies, railroad companies are quietly delivering solid shareholder returns.
Union Pacific, Norfolk Southern Pull into Buying Zone (NSC)
Class 1 railroads Union Pacific and Norfolk Southern had solid quarters and offer healthy dividends but one may be the better choice for income investors today.
Norfolk Southern Corp. stock outperforms competitors on strong trading day
Bank of America Securities Reaffirms Their Buy Rating on Norfolk Southern (NSC)
Norfolk Southern (NYSE:NSC) Price Target Raised to $259.00 at Cowen
Norfolk Southern (NYSE:NSC) Price Target Cut to $275.00
Lululemon stock slashed: The week's 5 biggest analyst calls
Norfolk Southern (NYSE:NSC) PT Lowered to $244.00 at Royal Bank of Canada
Norfolk Southern (NYSE:NSC) Upgraded at Deutsche Bank Aktiengesellschaft
BMO Capital Markets Increases Norfolk Southern (NYSE:NSC) Price Target to $250.00
JPMorgan Chase & Co. Trims Norfolk Southern (NYSE:NSC) Target Price to $232.00
Norfolk Southern (NYSE:NSC) PT Lowered to $270.00
Norfolk Southern (NYSE:NSC) Is Increasing Its Dividend To $1.35
Norfolk Southern (NYSE:NSC) PT Raised to $231.00
The Goldman Sachs Group Raises Norfolk Southern (NYSE:NSC) Price Target to $266.00
Norfolk Southern Full Year 2022 Earnings: In Line With Expectations
Norfolk Southern (NYSE:NSC) Lowered to Hold at StockNews.com
Norfolk Southern Derailed
Norfolk Southern (NSC) Reports Q4 Earnings: What Key Metrics Have to Say
Customers invest $3.2B along Norfolk Southern's network in 2022
We Ran A Stock Scan For Earnings Growth And Norfolk Southern (NYSE:NSC) Passed With Ease
Norfolk Southern Co. (NYSE:NSC) Increases Dividend to $1.35 Per Share
Norfolk Southern Corp. stock falls Wednesday, underperforms market
Norfolk Southern Corporation (NSC) Q4 2022 Earnings Call Transcript
Norfolk Southern slides as profits fall short of estimates
NSC Company Calendar
Ex-Dividend for 2/21 Dividend
Next Earnings (Estimated)
Railroads, line - haul operating
www.norfolksouthern.com
Alan H. Shaw
Paul B. Duncan
Chief Operating Officer & Executive Vice President
Mark R. George
Fredric M. Ehlers
Chief Information Officer & Vice President-IT
Susan S. Stuart
Vice President-Audit & Compliance
NYSE:UNP
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Canadian National Railway
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Atria Investments Inc
Arbor Trust Wealth Advisors LLC
Ellis Investment Partners LLC
Canal Capital Management LLC
NSC Stock - Frequently Asked Questions
Should I buy or sell Norfolk Southern stock right now?
21 Wall Street equities research analysts have issued "buy," "hold," and "sell" ratings for Norfolk Southern in the last twelve months. There are currently 1 sell rating, 13 hold ratings and 7 buy ratings for the stock. The consensus among Wall Street equities research analysts is that investors should "hold" NSC shares. A hold rating indicates that analysts believe investors should maintain any existing positions they have in NSC, but not buy additional shares or sell existing shares.
View NSC analyst ratings or view top-rated stocks.
What is Norfolk Southern's stock price forecast for 2023?
21 analysts have issued twelve-month price targets for Norfolk Southern's stock. Their NSC share price forecasts range from $177.00 to $305.00. On average, they expect the company's share price to reach $248.86 in the next twelve months. This suggests a possible upside of 1.2% from the stock's current price.
View analysts price targets for NSC or view top-rated stocks among Wall Street analysts.
How have NSC shares performed in 2023?
Norfolk Southern's stock was trading at $246.42 at the start of the year. Since then, NSC shares have decreased by 0.2% and is now trading at $245.81.
When is Norfolk Southern's next earnings date?
The company is scheduled to release its next quarterly earnings announcement on Wednesday, April 26th 2023.
View our NSC earnings forecast.
How were Norfolk Southern's earnings last quarter?
Norfolk Southern Co. (NYSE:NSC) released its quarterly earnings data on Wednesday, January, 25th. The railroad operator reported $3.42 earnings per share for the quarter, beating analysts' consensus estimates of $3.41 by $0.01. The railroad operator had revenue of $3.24 billion for the quarter, compared to analyst estimates of $3.20 billion. Norfolk Southern had a net margin of 25.66% and a trailing twelve-month return on equity of 24.98%. Norfolk Southern's revenue was up 13.5% on a year-over-year basis. During the same quarter last year, the business earned $3.12 earnings per share.
How often does Norfolk Southern pay dividends? What is the dividend yield for Norfolk Southern?
Norfolk Southern announced a quarterly dividend on Tuesday, January 24th. Investors of record on Friday, February 3rd will be paid a dividend of $1.35 per share on Tuesday, February 21st. This represents a $5.40 annualized dividend and a dividend yield of 2.20%. The ex-dividend date of this dividend is Thursday, February 2nd. This is an increase from the stock's previous quarterly dividend of $1.24.
Read our dividend analysis for NSC.
Is Norfolk Southern a good dividend stock?
Norfolk Southern (NYSE:NSC) pays an annual dividend of $4.96 per share and currently has a dividend yield of 2.08%. The company has been increasing its dividend for 3 consecutive year(s), indicating that it does not yet have a strong track record of dividend growth. The dividend payout ratio is 35.68%. This payout ratio is at a healthy, sustainable level, below 75%. Based on earnings estimates, NSC will have a dividend payout ratio of 33.65% next year. This indicates that the company will be able to sustain or increase its dividend.
How will Norfolk Southern's stock buyback program work?
Norfolk Southern declared that its board has authorized a share buyback plan on Tuesday, March 29th 2022, which permits the company to buyback $10,000,000,000.00 in shares, according to EventVestor. This buyback authorization permits the company to purchase up to 14.6% of its stock through open market purchases. Stock buyback plans are often an indication that the company's leadership believes its shares are undervalued.
What is James A. Squires' approval rating as Norfolk Southern's CEO?
268 employees have rated Norfolk Southern Chief Executive Officer James A. Squires on Glassdoor.com. James A. Squires has an approval rating of 16% among the company's employees. This puts James A. Squires in the bottom 10% of approval ratings compared to other CEOs of publicly-traded companies.
What other stocks do shareholders of Norfolk Southern own?
Based on aggregate information from My MarketBeat watchlists, some companies that other Norfolk Southern investors own include Union Pacific (UNP), Intel (INTC), Johnson & Johnson (JNJ), Verizon Communications (VZ), AT&T (T), Visa (V), Home Depot (HD), JPMorgan Chase & Co. (JPM), Walt Disney (DIS) and Exxon Mobil (XOM).
What is Norfolk Southern's stock symbol?
Norfolk Southern trades on the New York Stock Exchange (NYSE) under the ticker symbol "NSC."
Who are Norfolk Southern's major shareholders?
Norfolk Southern's stock is owned by a variety of institutional and retail investors. Top institutional shareholders include Sumitomo Mitsui Trust Holdings Inc. (0.29%), ATLAS Infrastructure Partners UK Ltd. (0.21%), New York State Common Retirement Fund (0.18%), DAVENPORT & Co LLC (0.18%), Artemis Investment Management LLP (0.16%) and Manning & Napier Group LLC (0.15%). Insiders that own company stock include Alan H Shaw, Alan H Shaw, Ann A Adams, Clyde H Allison Jr, Clyde H Allison, Jr, Coliseum Capital Management, L, James A Squires, James A Squires, Jason Andrew Zampi, Michael Joseph Wheeler and Steven F Leer.
How do I buy shares of Norfolk Southern?
Shares of NSC stock can be purchased through any online brokerage account. Popular online brokerages with access to the U.S. stock market include WeBull, Vanguard Brokerage Services, TD Ameritrade, E*TRADE, Robinhood, Fidelity, and Charles Schwab.
What is Norfolk Southern's stock price today?
One share of NSC stock can currently be purchased for approximately $245.81.
How much money does Norfolk Southern make?
Norfolk Southern (NYSE:NSC) has a market capitalization of $56.91 billion and generates $12.75 billion in revenue each year. The railroad operator earns $3.27 billion in net income (profit) each year or $13.90 on an earnings per share basis.
How many employees does Norfolk Southern have?
The company employs 18,100 workers across the globe.
Does Norfolk Southern have any subsidiaries?
The following companies are subsidiares of Norfolk Southern: Airforce Pipeline Inc., Alabama Great Southern LLC, Alabama Great Southern Railroad Company The, Alexandria-Southern Properties Inc., Arrowood-Southern Company, Atlantic Investment Company, CNOTP LLC, Camp Lejeune Railroad Company, Carolina and Northwestern Railway Company, Central of Georgia Railroad Company, Charlotte-Southern Hotel Corporation, Chesapeake Western Railway, Cincinnati New Orleans and Texas Pacific Railway Company The, Citico Realty Company, GSFR LLC, General American Insurance Company, Georgia Southern and Florida Railway Company, HPRASR LLC, High Point Randleman Asheboro and Southern Railroad Company, Interstate Railroad Company, Lamberts Point Barge Company Inc., Lambert's Point Docks Incorporated, Mobile and Birmingham Railroad Company, NS Fiber Optics Inc., NS Spectrum Corporation, NS Transportation Brokerage Corporation, Nickel Plate Improvement Company Inc. The, Norfolk Southern - Mexico LLC, Norfolk Southern International Inc., Norfolk Southern Properties Inc., Norfolk Southern Railway Company, Norfolk and Portsmouth Belt Line Railroad Company, NorfolkSouthernMexicana S. de R.L. de C.V., North Carolina Midland Railroad Company The, Pennsylvania Investment Company Inc., RIC LLC, Rail Investment Company, Reading Company LLC, S-VA Corporation, Sandusky Dock Corporation, South Western Rail Road Company The, Southern Rail Terminals Inc., Southern Rail Terminals of North Carolina Inc., Southern Region Industrial Realty Inc., Southern Region Materials Supply Inc., State University Railroad Company, T-Cubed of North America LLC, TCV Inc., Tennessee Alabama & Georgia Railway Company, Tennessee Railway Company, Thoroughbred Direct Intermodal Services Inc., Thoroughbred Emissions Research LLC, Thoroughbred Funding Inc., Thoroughbred Logistics Services Inc., Thoroughbred Technology and Telecommunications LLC, Transworks Company, Transworks Inc., Transworks of Indiana Inc., Triple Crown Services Company, Virginia Holding Corporation, Virginia and Southwestern Railway Company, Westlake Land Management Inc., Wheelersburg Terminal LLC, Yadkin Railroad Company, and Yadkin Railroad Investment LLC.
How can I contact Norfolk Southern?
Norfolk Southern's mailing address is THREE COMMERCIAL PLACE, NORFOLK VA, 23510. The official website for the company is www.norfolksouthern.com. The railroad operator can be reached via phone at (855) 667-3655, via email at peter.sharbel@nscorp.com, or via fax at 757-629-2361.
This page (NYSE:NSC) was last updated on 2/1/2023 by MarketBeat.com Staff


With "Reflections", Eatock explores the physical form of the book, by using photographs of reflections, which line of symmetry are aligned with the pages binding. The turning of the pages echoes and adds depth to the two dimensional plane of each photo. (ref. the pealing apart of ink blot paintings, Rorschach test cards). The reader is goaded to put stress on the intersection of pages, generating a morphologic change in the shape of the book & producing creases on the spine.


Discussion in 'Hello and Welcome' started by bartpat, Nov 15, 2007.
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