We are listening--please send us your questions to info@neurotechtranslator.com.
NIT is a Translator, focused on the translation of neurotechnology innovations from the lab to patients and the marketplace. We refer to NIT as a Translator, because it is fundamentally different from other types of programs. NIT is not an "incubator"; not an "accelerator;" not a venture capital firm; not a contract manufacturing house; not a clinical trialing organization….per se. Instead, NIT brings the best of what each of these other entities has tried to deliver, comprehensively, under one translational Center, borrowing their best attributes, but transforming them into an entity that provides a cocoon for your company's success in today's challenging landscape.
The NIT translational approach--highly unique, not just in neurotechnology, but across the field of medical technology development—systematically facilitates a company's rapid development throughout the development pathway.
In stark contrast to other models, NIT holds ready investment capital for investment in early and advanced stages of your company's development. NIT focuses on a select number of high-quality, venture-fundable, commercially-oriented companies. NIT sources projects globally, while also having access to a rich pipeline of innovation. And, NIT leverages a robust infrastructure of on-site and nearby resources from already-committed Partners. The result: a comprehensive solution, providing the expertise, resources, and capital to propel your company from concept-to-clinic, and subsequently to commercial success.
What types of companies is NIT seeking?
NIT will develop a select number of high-quality, venture-fundable, commercially-oriented companies focused on neurotechnology innovation. NIT companies will be carefully chosen, funded, and nurtured within the NIT ecosystem only if they: (1) demonstrate a sufficient level of scientific validation and mitigation (or manageability) of technical risks; (2) target a clear unmet clinical need; and (3) carry the force of a market imperative with a well-focused business plan and model that meet private venture capital funding criteria. The mix of NIT companies chosen will include neurotechnology innovations that are both "Dare-To-Dream" projects, as well as "Better, Faster, Cheaper" solutions to improve patient care.
How can our innovation be considered for NIT investment?
Does NIT have dedicated funds?
Yes, NIT has capital ready to fund your company--not just to get your company started, but to propel your company forward in each development and investment stage. Whether "seeding" your company, leading, or joining an investment syndicate, NIT offers dedicated strategic investment funds, as well as available capital resources from a variety of Partners including Ohio Third Frontier and The Ohio State University. NIT can invest alone or as part of a syndicate to ensure your company is adequately capitalized.
How much does NIT invest?
NIT has no set expectations for funding levels either in a given round, or over the life of a company. The amount of money a prospective NIT Company may receive from NIT is driven by the business needs and specifics of a company's operating plans and objectives. We may invest as little as $250k, or as much as $10M, depending upon the project's specific needs.
We only have an idea for an innovation. Is NIT appropriate for us?
Of course! Whether an idea on a napkin, or a more mature and established neurotechnology company that is further along in the development pathway, NIT is seeking the best innovations in neurotechnology, regardless of stage or origin. NIT could be the perfect ecosystem for taking your idea and translating it from concept-to-clinic. We'd love to hear from you.
We've already been working on our startup for a while. Is NIT appropriate for us?
Yes. Whether NIT is seeding a company, NIT is leading an investment, or NIT is joining an investment syndicate, provided your company can capitalize on the resources and ecosystem that we have to offer, we are interested. NIT has dedicated strategic investment funds, as well as available capital resources from a variety of Partners including Ohio Third Frontier and The Ohio State University for investment in your startup.
We've already taken some funding. Is NIT appropriate for us?
Sure. As mentioned above, whether NIT is seeding a company, NIT is leading an investment, or NIT is joining an investment syndicate, provided your company can capitalize on the resources and ecosystem that we have to offer, we are interested. We can probably help any startup that hasn't already raised an inordinate amount of capital, (e.g. already entering a third investment round from institutional investors). If you are unsure, contact us and we will let you know directly.
Will NIT syndicate alongside other investors and co-invest?
Yes, absolutely. Provided, however, that a company would significantly benefit from NIT's resources and ecosystem for its development pathway.
We need investment capital, but already have all the resources we need. Is NIT appropriate for us?
NIT is not a venture capital firm. The capital NIT invests is only a small part of what NIT brings from its ecosystem for company development. If all that your company needs is investment capital, it is likely not a fit for NIT.
Will NIT invest in a company that is not in Ohio?
No. Your company might be able to leave a few employees at home, but the company needs to be headquartered in Ohio to attract NIT's resources and investment capital. NIT and Ohio offer so much to companies, that unless your company is located within this ecosystem, it would likely not benefit from all the resources that NIT might bring.
Do we have to start a company in the US for you to invest in us?
No, not necessarily. NIT seeks projects from around the globe. If you've started your company outside the US (or outside of Ohio for that matter), and are interested in relocating to Ohio to tap into the NIT ecosystem, we would love to hear from you.
Do we have to work with your Partners?
No, not necessarily. NIT's broad Partner ecosystem is there to help your company. We wouldn't expect your company to need all of them—nor would we demand that you have to work with any specific Partner. That said, of course we would want to ensure that your company would sufficiently benefit from NIT's resources and ecosystem for its development pathway to make the investment mutually beneficial.
What if we have a conflict with one of the NIT Partners?
NIT's Partners are there for your company as needed. As a private entity, NIT is wholly separated. So, NIT can work independently with your company without any exposure to any particular Partner, as necessary.
Does our company need to use NIT's facility?
Not necessarily. While NIT offers substantial space, facilities, and onsite resources, NIT Companies can locate anywhere within Ohio that is most conducive to their success. Some may reside initially within the NIT Center itself, some may be established elsewhere within Ohio, depending upon their specific needs and capabilities. Eventually your company will leave the facility in any respect, and matriculate outside and beyond NIT, within Ohio, as you reach your milestones and are funded as a fully independent company.
Will NIT sign an NDA?
No, NIT won't typically sign an NDA. Like a venture capital firm, we review far too many projects to sign NDAs, and believe that most of our exploratory conversations can be held without any exchange of sensitive proprietary information. And, as an experienced entrepreneur, you appreciate the relatively limited value of the idea itself, relative to the long path to execution that lies ahead for your company.
For a list of available opportunities at NIT or one of NIT's Companies, click here.


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These Four Growing Risks Threaten Global Stability
We are likely headed towards a multi-layered global crisis that will bleed into individual countries and regions
By Dr. Maha Hosain Aziz • 01/11/17 1:33pm
Migrants and refugees cross the Greek-Macedonian border near Gevgelija in November 2015. DIMITAR DILKOFF/AFP/Getty Images
There's no getting around it, 2017 will be a tough year. Yes, the usual suspects—from ISIS' lone-wolf terrorists to global cyber warfare to the EU refugee crisis—will certainly continue confounding us this year. We will keep talking about the South China Sea dispute, The Middle East morass, North Korea's nuclear developments and the (proxy) wars in battlegrounds such as Yemen and Afghanistan. These factors will hinder stability in the international system; that's global risk in a nutshell.
Here is a quartet of the most pressing global risks to stability this year, derived from a joint project with NYU MA International Relations students taking my course in political risk & prediction and geopolitical crowdsourced consultancy Wikistrat where I serve as lead analyst:
BEIJING, CHINA – Chinese soldiers march in formation. Kevin Frayer/Getty Images
1) A Global Crisis of International Legitimacy: Is America's Unipolar Moment Over?
Academics, analysts, journalists and policymakers have been debating the decline of the US and the rise of other superpowers like Russia, India and China for years. US President-Elect Donald Trump's unilateral rhetoric so far would suggest the international system is finally headed in a more multipolar direction, after 25 years of US hegemony. The Eurasia Group called it a "geopolitical recession." Look for inherent instability in the very structure of the international system, its post-Cold War agreements and US-led institutions as we figure out who will lead the way. And of course look for those with an axe to grind–ISIS, separatist groups, ethnic militants, you name it–to capitalize on the global lack of leadership to make some gains.
Protests rocked Brazil in 2015 and 2016. Wikipedia.
2) A Global Crisis of Political Legitimacy: Democracy or Dictatorship, Does It Even Matter?
In 2016, we witnessed an unprecedented crisis of political legitimacy in both democratic and nondemocratic countries (in fact, it's been building for awhile, as I've noted before). The political status quo is being challenged by growing numbers of citizens globally. From Brazil to Spain and from Gambia to Thailand, the very nature of governance, democratic or nondemocratic, has been aggressively questioned by citizens through various protests. In 2017, look for such challenges to continue. Will this lead to a new type of political system that is more responsive to an empowered and angry citizenry? Let's see. Until then, expect more anti-government unrest in several countries worldwide, including but not limited to Venezuela, South Africa, Greece, Turkey and South Korea.
The U.S. Mexico border fence. Wikipedia
3) A Global Crisis of Economic Legitimacy: The Second Anti-Globalization Backlash Since 1914-1945?
The anti-globalization backlash we are seeing today looks eerily similar to the years leading up to World War I– often termed the first era of globalization, which also led to populism, major conflicts and a depression. Look for the US to become more isolationist in its economic policy, pulling out of the TPP and other trade deals. The uncertainty around such trade agreements, more protectionist policies and the changing international system overall will likely cause a sputtering global economy. The International Monetary Fund forecasts a modest worldwide growth rate of 3.1 percent, down from 3.4 percent in 2016. Other economic risks will come from cooler growth in China and a possible Eurozone collapse. Also look for more economic-focused unrest, as the anti-globalization sentiment grows and the global youth unemployment crisis persists.
Soldiers of the Sudan People Liberation Army (SPLA) celebrate while standing in trenches in Lelo, outside Malakal, South Sudan ALBERT GONZALEZ FARRAN/AFP/Getty Images
4) A Global Crisis of Identity: Do You Know Where You Belong?
Nationalist rhetoric is on the rise, as we face a collective identity crisis. What does your citizenship (or residence) in a country now mean when you are not part of the majority identity? Expect sub-national, minority groups—especially ethnic and religious minorities, refugees and migrants—to bare the brunt of this exclusionary sentiment. Countries to watch for a surge in social instability, possibly even genocide, are certainly Myanmar, facing a Rohingya minority crisis and South Sudan, which is embroiled in ethnic conflict. In the EU, anti-refugee populism will sadly keep building. On the other end of the spectrum, look for a recurrent social tensions in the US and UK over rising xenophobia and Islamophobia.
Post-Cold War, the US led the international community in promoting freedom, human rights and democracy. But will a Trump administration be concerned with spreading these values globally? Unlikely. So what values will guide us and, more importantly, who will decide what we should care about? It's difficult to say. But we need to figure it out soon–otherwise extremism and xenophobia might very well become the dominant discourse throughout the world. Within individual countries and in the broader international system, this year is going to be a confusing one as we collectively decide what ideas will shape the next phase of our human development.
Yes, sigh – it's looking fairly bleak for 2017. We are likely headed towards a multi-layered global crisis that will certainly bleed into individual countries and regions. Perhaps we shouldn't hold our breath for some political visionary to suddenly appear and guide us through. But the silver lining might be that we as global citizens are in an empowered position to be relatively more engaged–to create new ideas and new values to shape a new future, while policy-makers muddle through.
Dr. Maha Hosain Aziz specializes in political risk, prediction, and strategy as a professor at New York University's Graduate School of Arts & Sciences and a consultant at crowdsourced firm Wikistrat. She is also a cartoonist who created the award-winning political comic book The Global Kid (all profits to education non-profits). Follow her on Twitter, Instagram and Facebook.
Filed Under: Politics, terrorism, Refugees, Populism, cyber warfare, nationalism, Global Risk
SEE ALSO: What Are the Taliban's Plans for Afghanistan's Cultural Heritage?

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Public procurement law gets big shake-up
A 'STATE e-bay', a new council attached to the state procurement authority to assess appeals, an extended range of exemptions via which the state can buy without tendering, as well as fewer electronic auctions when procuring educational and legal services: these are a few of the changes being brought in by a large-scale revision to Slovakia's public procurement rules which will come into force as of July 2013.
Interior Minister Robert Kaliňák (Source: SME)
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The original draft, prepared by Interior Minister Robert Kaliňák, was substantially modified during a nine-month interdepartmental review process as well as in parliament, where the governing Smer party holds an overwhelming majority, through an extensive amending proposal.
"This law is the result of how I imagine cooperation at the governmental and parliamentary level," Kaliňák said, as quoted by the TASR newswire, adding that the law will make it possible for money from the state budget and EU coffers to go where it is needed most: "to small and medium-sized businesses, so that they create new jobs".
While political transparency watchdogs acknowledge that the revision has the potential to speed up procurement, reduce the administrative burden and partly increase transparency, they also note that it will all depend on how the changes are implemented and whether the Public Procurement Office (ÚVO), which will see a boost in its staffing levels, will be able to resist political influence.
While a couple of MPs from the opposition Freedom and Solidarity (SaS) and Most-Híd parties voted for the draft, which sailed through parliament on March 19, some other opposition deputies objected that the crucial revision had been pushed through parliament in a rather abnormal way.
Acting in a sudden rush in mid February, parliament already revised the country's public procurement rules through what it called a 'small revision' with the Interior Ministry claiming that the move was necessary to boost Slovakia's ability to draw every possible euro from EU funds allocated up to the end of 2013.
In the current set of changes Smer supported some amendments submitted by opposition deputies, including that of former justice minister and current MP for the Slovak Democratic and Christian Union (SDKÚ), Lucia Žitňanská.
"I am glad that it was possible to reduce a kind of monopoly by the Ministry of Interior for unified public procurement by all ministries," Žitňanská said, as quoted by TASR, adding that based on the change she proposed, if ministries find out through market research that they can procure for a lower price than what the state plans to procure centrally, they will be able to do so.
Nevertheless, Žitňanská said she still has issues with the way the revision was passed, describing the process as "non-standard". Ján Hudacký of the Christian Democratic Movement (KDH), who also serves as chairman of the parliamentary economic committee, described the process as chaotic: "After the first reading [in parliament] parts of the draft law were picked for a fast-tracked legislative proceeding, then the part which was modified in more than 95 points went to the second reading, creating chaos among deputies", TASR reported.
"I guarantee that at least two-thirds of the deputies, which would still be a pretty good number, do not know what this law is about," Hudacký said, adding that it was a law made by Smer.
However, Kaliňák, in an interview with the Sme daily, insisted that the deputies knew what they were voting for, adding that "we had a long talk about that".
Smer has extended the range of orders which the state can procure without restriction. These will include, among others, the acquisition of books, musical instruments or performances by artists. School and hospital dining facilities will not have to announce tenders for procuring goods up to €40,000. Smer inserted a last-minute change to the law which means the government can exempt specific orders for goods and services up to €200,000 from being out to tender, Sme reported.
There will be a state electronic market place where the state will be able to procure goods and services valued at up to €130,000. In addition, state offices can procure construction work valued at up to €5 million via the electronic market.
The state will not procure lawyers and advisors through electronic auctions; in such cases the opinion of bureaucrats will decide, according to Sme. The state will also not have to use auctions for the purchase of all goods and services; instead they will be used only for goods that are widely available on the market.
Normal construction work costing over €5 million or goods and services exceeding €130,000 for all ministries and large government offices should be procured through the Interior Ministry.
A new nine-member ÚVO Council will be established which will serve as an appeal body in order to speed up the process of appeal proceedings and unify ÚVO decision making. Instead of its members electing their own chair and vice-chair, the ÚVO's chair and vice chair will automatically acquire these positions. NGOs will be able to propose candidates to fill the remaining seven members, who are appointed by the cabinet.
Based on the new rules it should not be possible to attach addenda to contracts signed by the state via a tender. Exemptions will be subject to approval by the ÚVO Council.
The ÚVO will include on its website a comparison list of regularly available goods and services, as well as construction works, along with the prices at which various offices have acquired them, Sme wrote.
The watchdogs' response
Gabriel Šípoš, the head of political ethics watchdog Transparency International Slovensko, sees efforts to bring more professionalism into ÚVO decisions, as well as the related increase in the budget and staff of the procurement authority, as positive moves. He also praised the mandatory publication of tender documentation, evaluation of quality by procurers, and the state-run electronic market place.
However, he questioned the cancellation of the duty to procure all goods through electronic auctions, as well as the strict definition of extraordinarily low bids, adding for The Slovak Spectator that "I worry that it will reduce the number of bidders and thus also the possible savings through greater competition".
"However, on paper the pluses outweigh the minuses, although the implementation [of the changes] in practice will be the great challenge," Šípoš said.
According to Šípoš, the revision has the potential to speed up procurement, which currently takes approximately four months, to reduce the administrative burden and to increase transparency, at least in part.
"But overall, it gives more power to the procurers to assess suppliers and exclude them, so it will very much depend on the control of the ÚVO to what degree it will resist the abuse of this power and its subsequent manipulation in tenders," Šípoš said.
As for the most important conditions necessary for the changes to work, Peter Kunder of Fair–Play Alliance, another watchdog, suggested that first of all the ÚVO should work in the way it is supposed to, adding that at this point "it is rather crazy" if ÚVO methodologists interpret the law differently from inspectors of the same office and then employees assessing the appeals make a different interpretation of the law as well.
"The office now has all the conditions, including the finances, to start functioning in a way that should make sense," Kunder said.
However, it will be equally important to put some of the solutions into practice, for example the electronic market place where "hundreds of minor problems have to be solved still – even of a non-technical nature," said Kunder, offering examples such as the definition of interchangeable goods: "Is a green chair interchangeable for the same blue chair?"
Hundreds rather than dozens of practical solutions will have to be adopted, according to Kunder, while "bad decisions could turn the project into a complete nonsense".
"I have great doubts that the state administration will be able to carry out this project successfully," he said, adding that he is worried that it will cost a lot of money but that the result will be rather miserable.
What is still lacking?
As for what is missing, Šípoš too said that implementation of what is already in the law could be a problem. For example, since 2011 all the minutes and offers from bidders should have been published on the web by the ÚVO.
"In practice this is not happening because the ÚVO claims that it does not have the capacity to clean the documentation of personal data and thus it prefers not to publish anything," Šípoš said.
According to Šípoš, better work by the police and courts would help the process of transparent procurement in Slovakia. For example, over the past seven years only two people have been convicted of tampering with public procurement, though there have been many scandals, he concluded.
"It is true that compared to the previous state of affairs, significantly more documents will be published, but on the other hand it will be possible to conceal some important details, such as unit prices, without which it will be rather difficult to assess the effectiveness of the purchase,"
Kunder said. "Thus, possibilities of public control will narrow, though we will be swamped by a pile of materials which often does not say anything important."
What would truly help, according to Kunder, is if the government were to clean up spheres that are not directly linked to public procurement but are obviously related to the use of public funds.
"In Slovakia we are able to create strict rules for saying what to buy, but there are almost none to assess what the state in fact needs," Kunder told The Slovak Spectator. "Thus we are spending huge amounts of money on completely unnecessary things, which we however buy based on a tender for the best price."
Radka Minarechová contributed to this story
25. Mar 2013 at 0:00 | Beata Balogová
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Q: Using DropBox in MVC 4 I have a requirement in my MVC4 App where i need to upload some files on dropbox.
Please suggest me any Api which is good and have some good code samples.
I have tried the API https://github.com/geersch/DropboxRESTApi/blob/master/src/part-6/README.md, but it is giving some error.
There are many samples but they are for Asp.Net.
Please suggest the approach i can follow and some good APIs to integrate DropBox in MVC 4 App.
EDIT: The requirement is like I have a page with an option to login to Dropbox. When user clicks Login, a new tab or popup should open where user is asked to allow or deny DropBox. If user allows, it is redirected to login page. After user logins in Dropbox, the tab or popup closes or redirect back to main site. After this the uploading will be done in background.
How can i achieve the whole scenario?
I thought of opening a view in popup when user clicks on option to login to Dropbox. When user will either allow or deny, it will navigate to a callback URL of a view. this will call action method in my controller. Here i can identify if parameters appended in URL are empty/null or contain some value. If it contains some value, it means user has allowed. Also, when user clicks on option to login to Dropbox, I will initiate a timer in my controller, which will call a DropBox method every few seconds to know if the credentials are authenticated. Once it come to know that credentials are authenticated, timer will be stopped. Timer will run only for 5 minutes. at the same time, i will close popup. Also, i need to change the text of that Login button (where user clicks to start this process) when user allows DropBox. but i don't know how to do it.
Please let me know if this approach is Okay.
Thanks.

A: You should use Dropbox's HTTP API directly. I am sure Dropbox provides a very easy to use API:
https://www.dropbox.com/developers/core

A: Have you checked out their official "Saver Dropin"?
https://www.dropbox.com/developers/dropins/saver
If that does not fit your needs, check out their Core API
https://www.dropbox.com/developers/core/docs
If you don't want to write your own code to access the API you can try DropNet or Sharpbox.
NOTE: I have not used either of those libraries, but they are linked to directly from DropBox's Developer pages.

redpajama_set_name: RedPajamaStackExchange


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Three Themes From American's 2020 Summer Schedule Announcement
CF on Aug 9, 2019	 Aug 12, 2019	 -	53 Comments on Three Themes From American's 2020 Summer Schedule Announcement
American has gotten into a new routine of lumping summer schedule changes into one big release to try to garner buzz. This year, it tried to add mystery to the process with this… interesting… tweet.
?? Stay tuned… pic.twitter.com/F2vCTYzVem
— American Airlines (@AmericanAir) August 6, 2019
That is Vasu Raja, American's Vice President of Planning, and I spoke with him right before the 2020 Transatlantic package was rolled out to get some more color. Overall, the moves highlight how American views its hubs, particularly Chicago, Dallas/Fort Worth, and Philadelphia.
Chicago is a Transatlantic Hub, Not a Transpacific One
When American canceled its China flights from Chicago, leaving only a thrice weekly Tokyo flight as its sole Transpacific presence, people wrongly suggested that American was giving up on Chicago. The thing is, American just can't get Asia to work from there. Those China flights were horrendously unprofitable, and the Tokyo flight probably only remains thanks to the joint venture with Japan Airlines. But while American has given up on Asia, it has not given up on Chicago at all.
Going over the other ocean from Chicago has done quite well for the airline with a very hefty schedule slated for next summer. American is adding all of these with 787-8 aircraft.
Chicago to Budapest 4x weekly from May 7 to October 24
Chicago to Krakow 5x weekly from May 7 to October 24
Chicago to Prague 5x weekly from May 8 to October 24
This really reflects two different things going on. The Budapest and Prague routes are going to be pure leisure. It's for Americans going over to those hot spots in the summer. American experimented with those last year from Philly, and it worked. Those will remain, so Chicago is just new service.
Isn't overflying the Philly hub bad? Not in this case. American has found that pairing Chicago and Philly to a destination actually strengthens the route. Consider Prague.
The Philly flight leaves at 6:50pm and gets to Prague at 9:15am. The return is at 11:20am getting back at 3:05pm. Chicago will leave at 6:50pm and get to Prague at 10:50am with a return at 1:05pm back at 4:05pm. This gives travelers around the US more options to work with. If you live in the Midwest, you can leave later and go via Chicago. Or if you're returning, you can stay in Prague later before coming back home. It also opens up more single-stop opportunities.
Further, Chicago is only 5 days a week, but having Philly operate daily means travelers can mix and match and still get home easily every day of the week. This is what American has seen with other routes, so the pattern continues.
Second, we have Krakow. This is all about visiting friends and relatives. There is a huge ethnic Polish population Chicago. It's big enough that LOT Polish already flies this route less than daily. American figures it can get a chunk of this traffic for itself.
This isn't the only growth. American is lengthening the summer season for existing routes as well. Eventually some of those could go year-round. Chicago may not work for the airline over the Pacific, but over the Atlantic, it's growing and working well.
Philly is for Transatlantic Experiments, But They Don't All Work
Philadelphia remains a great testing ground for experimental routes. Last year Dubrovnik was a huge success story, and it will go daily next year. Berlin also gets bumped up to daily service. Bologna, on the other hand, was bad. That one isn't coming back. Of course, if you don't try a new route like this, you can't really know if it'll work regardless of how sophisticated the models are. Philly's close proximity to a huge population as well as to Europe makes it an easy place to try new things.
Next summer, the big news is that American will start Africa flying with thrice weekly flights to Casablanca from Philly. The flight will operate from June 4 through September 8, so it's a very short season. Oh, and it's on a 757. Yep, Casablanca is that close — even closer than Paris.
This route has been rumored for some time, and it's a great experiment. Royal Air Maroc will be joining oneworld, and while it doesn't have much in the way of connecting banks into Africa yet, it will. And with a 757, American can pioneer the route with a good chance of finding local traffic going to that hot spot as well as testing the waters with connecting opportunities. This route is a pathfinder, and it's a low risk one at that.
Similarly, American will move its Keflavik (Iceland) flight from DFW up to Philly. Consider that another experiment.
Almost Anything Works from Dallas/Fort Worth
As American marched toward 900 daily flights at DFW this summer, the mantra was that pretty much anything can work there. They throw in some routes that seem thin, and then they magically do well anyway. It's the hub that keeps on giving.
There is a limit to this, however, as we've seen with American's decision to move the DFW-Keflavik flight up to Philly. Granted, there were three airlines (American + WOW + Icelandair) in the past and all of them will be gone. DFW might have worked better this year. But what American realized is that much of the demand was in the east, and DFW was a lousy stopping point for that. This year, it expects to do better from Philly gathering all that traffic.
While that route goes away, DFW will be getting an important new flight to Tel Aviv. This marks the airline's return to Tel Aviv after pulling out from Philly around the time of the US Airways merger. Whatever TWA debts were out there (as the rumor goes) have been settled, and service is ready to start 3 times a week on a 787-9 from next September 9. It'll be a year-round route.
This seems like a stretch, but for the same reason American moved its Keflavik flight to Philly, it's starting Tel Aviv from DFW. See, DFW is very well positioned for connecting traffic flows on this route. If you're thinking about all the possibilities for connections from the western US, that is certainly a part of it since West Coast – Israel flights are few and far between. But don't forget Latin America. This will be a really easy way for Latin Americans to get to Tel Aviv in a world where not many great options exist.
On top of that, there is a lot of local traffic in the market. I'm told this is the largest route that American hadn't flown from DFW. If you're thinking about Jewish traffic, that's some of it. But it's really more about Christian travelers. The Metroplex has a whole lot of Christians looking to go to the holy land.
Overall, this paints a picture of a planning team that is following its successes up with new routes that fit the right pattern. But there is also an element of risk in some of these routes that may or may not pay off. That sounds like the kind of place you want to be as an airline. Take a chance and see what works, then keep duplicating as much as you can based upon what rises to the top.
53 comments on "Three Themes From American's 2020 Summer Schedule Announcement"
barbismike says:
All very interesting
Any insight on plans for NYC and JFK in particular?
Barbismike – No plans that I'm aware of beyond what's already been announced. They upgauged the remaining long haul flights all to 777-200s, and they've been toying with a couple Latin routes. But I doubt there are big plans beyond that.
Jon Snow says:
AA's network strategy: "Take a chance and see what works." Sounds… sustainable. One year-round ORD route to Europe (LHR), then trying to cherrypick KRK, BUD and PRG over the summer (no MUC, no AMS, no FRA…).
Hand it to AA, unlike the Norwegian dumpster fire, AA at least knows not to fly their crappy, peak-of-the-cycle routes in 4Q-2Q. Can't wait for the peak of the cycle to end.
shoeguy says:
The route announcements reflect American's long standing, conservative approach to adding long haul intercontinental routes. This goes way back to the late 1980s when they began to add Europe beyond DFW-London. None of these routes are truly transformative. ORD-BUD/PRG does give travelers more options and these are popular destinations right now, but a downturn in the US Economy will see those routes become a burden rather than an opportunity as discretionary spending falls. Moving KEF to PHL makes a lot of sense. Demand for Iceland has softened somewhat, and with WOW out of the picture, and Icelandair's growth hobbled by the MAX fiasco, it is a low risk route and an easy move. Amazing that AA can't make TLV work daily, even from DFW. Israel's tech sector makes it a high demand destination and even with 3 x weekly 789 service, AA is an also ran in this market unless it adds something from the East Coast. CMN is interesting in that RM has a pretty decent network from Casablanca to points across Africa and Europe but tourists go to RAK, not CMN and 3 times a week, seasonally is a low risk, low reward option. As for JFK, I just don't see AA adding anything there as DL (JFK) and UA (EWR) have the majority of the big markets that AA is missing. Amazing that AA can't make JFK-TLV work, or fly JFK-ATH seasonally, reviving the TWA route authority they acquired, or make better use of a world class terminal that is about to get a major overhaul.
One thing about JFK-TLV is that New York to Tel Aviv already has a lot of service established with up to 2x daily by United, Delta, and El Al (2x from both EWR and JFK!!). On top of that there is a flood of single stop service through Europe. I would imagine that while that market is hot, it would be hard to stand out with anything less than 1x or more daily. Plus, their connectivity from JFK is not great. DFW makes sense in that it avoids saturated areas, and serves a lot of passengers who will save time vs flying all the way east or backtracking to LA or SFO.
Or Miami/ Atlanta.
Also, AA already sells tickets to TLV via JFK and MIA through their codeshare with El Al.
Alex – I believe American only puts its code on El Al flights from Europe to TLV and not on the US services. But either way, that's money American doesn't get to keep. The BA joint venture means it should be agnostic in that situation, but this does provide a lot of one stop options that don't exist if it requires routing over London.
I didn't realize that – looks like you're correct. Itineraries on aa.com from some random feeder cities to TLV all go Origin->AA hub in the US->European city->TLV, with only the final leg on El Al.
I was surprised at the list of European cities to connect in – options include FCO, FRA, MUC, and CDG in addition to the obvious LHR and MAD options.
I thought that the AA-BA joint venture does not cover TLV flights. Is that wrong?
Alex – I'm not aware of that being the case, but I suppose there could be a carve-out. I do know that Tel Aviv is part of the joint sales contracts, at least.
What do you think holds CLT back internationally? With it being AA's second largest hub and their plan for 700+ flights per day, wouldn't it support much more international traffic than the few flights they have? Is it a gate issue, lack of profitability, or what?
I'm not an expert, but I suspect part of the reason has to do with O&D demand. The Charlotte metropolitan statistical area ranks 23rd in population, just ahead of San Antonio & Portland, while DFW is 4th and Philly is 8th. Yes, I know that CLT has some banks and big corporations, etc etc, but so do other metro areas with larger populations (STL, MSP, SEA, etc).
For flights from CLT to Europe, the great circle routes and the routes to the start of the trans-Atlantic tracks for airliners pass right over the Northeast, with plenty of alternative connecting options (IAD, PHL, BOS, JFK/EWR), especially to non-hub and smaller cities ("small" being relative to London, Paris, etc) in Europe. While ATL is in the "wrong" direction, it is only 226 miles away, and also offers a lot of international destinations. For flights to Latin America, MIA isn't too far off the direct path.
I'm also not sure how well known Charlotte is outside of the US, relative to other (larger) metro areas mentioned.
MarylandDavid says:
Good points. Having said that, a lot of cities would love to have hub network and international reach that CLT does (the ones you mention, plus Pittsburgh, and many others).
Milton Silver says:
I was wondering the same thing. DFW nad PHL get lavished plenty of routes….maybe its CLT's lower originating passengers??? Cranky, what do you think?
I think Kilroy hit the nail on the head a lack of O&D and other hubs better placed to handle the connecting traffic. Denver has the same issue. A huge hub with a relative small amount of international connections. It just ales more sense as a regional/domestic hub. (Throw SLC into it as well.)
Erik – I think Charlotte actually does pretty well for itself internationally, especially during the summer. But Miami is best for Latin and Philly is generally best for Europe. So Charlotte sort of lies in between. Still, I think it does better in Europe because Philly isn't as strong of a hub as Miami is to Latin.
My takeaway here is that Boeing never should have stopped the 757 program.
The 757 is/was the right plane at the wrong time. I don't understand why it's so hard to restart production on it. It's not like the blueprints are gone..
My guess: If there were orders for it, they wouldn't have stopped making them.
I don't think now, years after demand dried up, there would suddenly be sufficient demand for the (classic) 757.
I'm sure Boeing had their reasons (737 may still be better for more missions, Cranky says the 757 wing is overbuilt for most missions), and hindsight is 20/20, but I remain perplexed why they haven't re-engined the 757 instead of (or in addition to?) the 737MAX design.
There will certainly be people that will get excited about AA's announcement but it is nothing more than a bunch of seasonal service and flights from interior hubs to avoid competition w/ other airlines, providing service to distant markets by cutting off large portions of the US market. Most flights are not daily service which means their attraction to business passengers is limited.
AA has been in a five year cycle of cutting their presence in key international business markets from their former top hubs including ORD and JFK and shifting to summer seasonal routes and/or shifting flights to DFW, one of the most distant US hubs from both major Atlantic and Pacific markets. They really have no idea where to make money w/ a large portion of their longhaul fleet and have been in an endless reshuffling of the deck to try and find something that will make money even if for a few months of the year.
Let's also not forget that American is moving forward w/ removing its 767s while replacing them w/ 787s. It simply is not economically viable to operate expensive 787s on a seasonal basis.
The best years of American Airlines as a global airline are behind it. It will continue to shrink while its competitors grow in the markets that built American Airlines.
Meanwhile, AA is pulling down capacity at both LAX and JFK even as other carriers are managing to expand there, including on their marquee LAX-JFK route.
AA is simply retreating to its hubs ala America West even as its service levels deteriorate and passengers in the most competitive markets which also have some of the highest amounts of corporate travel.
AAL's profit margin was the lowest in the industry for large jet airlines in the most recent quarter and is expected to remain so.
and HKG, one of AA"s former bright spots in Asia, will become less and less viable as a destination amidst political unrest which is already costing the city's economy and shifting business to elsewhere in Asia.
Xnuiem says:
I live in DFW, and travel to PRG and KRK several times a year for business in J. I usually go to LHR then on.
This might, and that is a big might, make sense. For me, the issues are connections. If I am late out of DFW, but getting to LHR, there are usually multiple connections to where I need to be.
But, if I am late out of DFW going to ORD, there is only one flight that might not even operate the next day. I realize I would probably have to go to PHL or LHR at that point.
For connections to these destinations, just not sure ORD makes sense for someone in DFW.
I'm sorry cranky, but I need to say this… Philadelphia to Casablanca, frankly I don't give a dam. LOL Seriously that's an interesting route & one I never expected from AA. Dallas to Tel Aviv is most interesting for the reasons you stated.
Eastern 727 Whisperjet says:
Sean – Unless I'm missing an obvious joke, I think you're confusing Humphrey Bogart in Casablanca for Clark Gable in Gone With The Wind. But I must admit that I was shocked, shocked to learn that Casablanca was closer than Paris!
Nicely referenced.
I may have inadvertently crossed up those two films, but I saw an opportunity for a bit of humor & just went for it.
ZuluLima says:
Next time try for grammar, not humor. Both were lacking.
USBusinessTraveller says:
Of all the routes, to all the cities, in all the world, AA decides to fly this one.
grichard says:
Even if the Casablanca route fails, they'll always have Paris.
Pilotaaron1 says:
So I know that AA has hubs in DFW and LAX. But I really wish PHX would get a little more love. I really think there is some untapped potential there that AA isn't taking advantage of. Like being a western latin hub. Especially with the large latin population of the city. I know it wouldn't happen but I would be interested to see if PHX could support a 787 to SYD.
I reread my post and I realized that I sounded like I was saying SYD is a latin gateway. I know its not. SYD is a second thought.
I absolutely agree. It makes no sense that PHX doesn't get more international love. Even when AA expands service to Mexico now it seems to do so more out of DFW. I can't wrap my brain around it.
PHX is basically a western CLT, and for the same reasons – other hubs are closer to the international destinations than PHX is, so PHX ends up being a regional domestic hub.
Re: "Like being a western latin hub" – the geography just doesn't work. Central America and South America are way farther east than you might expect. SJO (Costa Rica) is at about the same longitude as Atlanta, and Guayaquil is at about the same longitude as Miami. Travelers from most origins would have a straighter shot connecting through MIA or DFW than through PHX.
Alex – Agreed on Phoenix. If anything, it can serve as a good western gateway into Mexico. It's remarkable that Aeromexico doesn't even fly to Phoenix. There's probably some room to expand there (and AA has done a little recently), but it's ultimately not going to be all that much.
Phoenix is destined to be largely domestic with international focusing on joint venture hubs. (I still expect one day we'll see a 787 to Tokyo if there's still a hub in PHX)
American's strategy can be summed by a quote from Jack Welch the retired CEO of General Electric who said, "If you don't have a competitive advantage, don't compete." In a mature industry such as the airlines, trying to compete where one doesn't have an edge is financial suicide.
To amplify what was written in the piece, Chicago is the second-largest Polish-speaking city on the planet. Number one is obviously Warsaw. American has a large and long-standing presence in Chicago. LOT is part of Star Alliance, so Warsaw isn't the place to go. But Krakow might work. Chicago also has a large number of people from other eastern European countries. I lived and went to college there.
As for Tel Aviv, DFW makes sense (biggest hub, connections from the west, and Jack Welch). I read where Mr. Raja stated that American may have pulled out of Tel Aviv too soon. I also understand that it takes two aircraft to operate daily flights from the U.S. to Tel Aviv, as opposed to one to most of Europe. So going three times a week makes sense from an aircraft utilization perspective.
As for Asia, It'll be interesting to see if JAL begins service from Chicago to Haneda with one of its new authorities. It's also interesting to note that Delta didn't apply for a New York/Haneda route. I think its management listens to Mr. Welch too.
Whether attributed to Jack Welch or not, the GE of Welch's era lived by some very successful principles of business which other companies including Delta have also executed well. Delta's strategies clearly are based on doing what they do well, being the top 1 or 2 competitors in the market, or leaving for other markets. Delta's focus city and new hub strategy has proven that Delta can expand beyond its core strength markets but does so with all of the corporate resources focused on those developing markets.
AA's problem is that it is and will remain the 3rd largest US carrier to both Asia and Europe and it has picked alliance partners that reinforce that role. AA is a fraction of its partners to both Europe and Japan and it has no equally close partners outside of BA and JL which have market presence where AA needs it. The cancellation of year round routes and movement of them to other hubs to try to make them work and then adding second and third tier seasonal cities or where AA won't be 1st or 2nd tier proves that AA is not fixing its core strategic problems.
There is an active and recent CF article on Haneda so there is no need for a lengthy discussion on the issue of Delta to Haneda but: 1. Delta never flew more JFK to Asia than JFK-NRT 2. Delta dropped that route when NH said it would start JFK-HND and JL followed by doing the same thing because DL believed and statistics show that HND routes get higher revenues and DL wasn't going to be 2nd fiddle in a market against 2 foreign competitors 3. DL has focused on restructuring its Pacific network away from Tokyo as a hub and that process will be complete next spring as Haneda becomes a spoke for Delta and Delta will be the largest foreign carrier there. Delta may well transfer one of its Haneda routes to JFK but if it starts JFK to Asia it will be very likely be as part of a series of new routes that will be part of DL's focus to build a NE to Asia presence and not merely competing in a single route. Given that UA is well entrenched in the NE to Asia market, Delta better be prepared to work to make the NE to Asia nonstop work. UA also demonstrates a pretty high understanding of "sticking to its knitting" as the basis of its success.
Jack Welch would be proud of Delta's commitment to his principles and their execution of them. Sadly, it is hard to see any connection between AA's route announcements and Welch's principles.
I made a simple observation that mentioned Delta and got a diatribe in response. I was simply making the point I've often made – that no airline can be everything to everybody. To that point, it's really not a "problem" if American is number 3, 4, 5 or 50 from the U.S. to Europe or Asia, as long as those routes are margin accretive. It's also not a "problem" if Delta is number 3, 4, 5 or 50 in Chicago as long as its operations there add to the bottom line. And the only people who know that are the accountants, management teams and boards at American and Delta.
except that the airline industry is becoming more and more concentrated and the airlines that are the top 1 or 2 in a market are the ones that succeed while others shrink.
AA held on to filing for BK and lost enormous market share in NYC to B6 and DL. There was a point of no return for AA was not able to develop critical mass to be able to win corporate contracts. the same thing has happened to Asia and to continental Europe where AA has never been strong.
compound that reality with Parker's style of retreating to strength markets while throwing in the towel in highly competitive markets and AA's route announcement is all about finding relatively small and unserved markets (E. Europe) or trying to siphon off a piece of a larger market (such as TLV) while passing over the largest and most valuable part of that market – and likely will only be able to cater to a small part of the market – which DL and UA can also serve and will be aggressively courting.
It is not possible long-term to be a distant #3 or beyond in the market and, no, Delta does not attempt to do that. Delta is solidly in the top position in markets it has served from CHI for years which is why it is adding new markets – where it builds from scratch, a strategy it has successfully used in RDU, SEA, BOS and other focus cities.
No airline has to serve every market from every city but if you don't rank highly in the markets you do serve, there is no way that you can expect to receive premium revenue.
And Delta does get more revenue from the top markets than any other US airline whether you define that as the top 10 airport to airport markets or the top 10 US airports by local market revenue.
And how does serving a bunch of Eastern Europe leisure markets help AA attract more business passengers which is what it needs to compete with DL and UA which do a very good job of serving business rich markets?.
With all due respect, none of that matters. Alaska, jetBlue, Hawaiian, Spirit, Allegiant and Frontier are far smaller than Delta. None of them are in a dominant position to Europe, Asia or domestically. They all have a niche (an advantage, as Jack Welch would say) they serve, and all of them seem to be doing just fine financially. Is Delta an excellent airline? You bet. Is American struggling in many areas? Absolutely. But my overall point is still the same. No airline can be everything to everyone, and size, in and of itself, doesn't always matter. the Union Pacific Railroad went through a terrible operational struggle after its merger with Southern Pacific. It was as bad or worse than American's. UP survived. So will American, even though your comments suggest you're rooting for it to be liquidated.
AS B6 and HA have niche markets in which they are either 1 or 2. NK has a major price advantage.
AA doesn't have to be all things to be all people – but it is losing a lot of money trying to stay in markets that they have believed are "strategically necessary" but where they are not profitable and/or not the 1st or 2nd carrier. Chicago to Asia fell in that category for years and yet AA's losses to Asia have not ended because they are still competing with DL and UA from LAX to Asia where AA does not get average fares near as high. And there are significant strategic implications if AA says that they will focus on just their DFW hub; Chicago, Charlotte and Phoenix domestically and a few international markets; downsize MIA to the size where it can be profitable again; and TYO and LHR as its primary international markets – with not a whole lot in Europe or Asia besides that.
AA is strategically in the position of having to admit that large portions of their network are not viable long-term. AA came to the conclusion with ORD to Asia but there will be multiple other markets where they will have to make the same decision.
Factor in that AA even now has a very bloated workforce and shrinking to profitability is a very difficult task to accomplish outside of bankruptcy.
An announcement of a bunch of seasonal and second and third tier international markets belies much problems at AA.
no, I am not rooting for liquidation. I am noting that the AA-US merger didn't meet a lot of the same criteria that other mergers passed. Long-term viability requires dealing w them now.
The railroads are nowhere near as competitive as airlines for very obvious reasons.
"But it's really more about Christian travelers. The Metroplex has a whole lot of Christians looking to go to the holy land."
It's a lot more than that, really. There are a surprising number of Israeli biotech/pharma companies with ties to the DFW area. (A guy I used to work with recently took a job with one; I'm sure he's elated that he'll be able to take his twice monthly TLV trips nonstop instead of going through LHR.) I doubt there's enough of that biz traffic to justify a daily flight, but 3x might make sense.
The 'urban legend' has been that there are more Polish people in Chicago than there are in Warsaw. Makes sense to me
I'd be really interested in seeing some analysis on which routes are having their seasonal schedule extended (or shortened).
henry LAX says:
i dunno what kind of weirdo travel agency or subsidy deal AA found when they chose to serve Bologna. Since FLR has a runway far too short for transatlantic, if AA really cared about serving Tuscany and such, Pisa is the airport one should've picked, as cheesy as that town might be.
if you look at the map, MXP PSA VCE FCO would've provide a very balanced distribution of service points. BLQ is like the jack of all trades, master of none….. unless your only destination is something like San Marino.
As for DFW-TLV, we'll see if AA can make lemonade out of it. But it's kinda amusing to see the route on GCMap and realize it perfectly overflies 3 major oneworld hubs – ORD, DUB, and LHR.
DFW-TLV is also longer in distance than DFW-NRT, -ICN, and – PEK
yea seriously 6,980 mi to fly a bunch of religion tourists plus ultra-AA devotees willing to inefficiently route SJC-DFW-TLV instead of SFO-TLV nonstop on 2 airlines doesn't make a winning proposition.
DL and UA are so far ahead in the TLV game it isn't even funny. I'm curious as to where DL's next TLV expansion might be. I'd throw out an oddball and say SEA.
Count me in as another who finds this announcement insipid. In the early 2000s AA was my primary carrier and I connected through ORD to LHR, BRU, CDG, ARN and MAN (just the flights I took) and all were year round services. Now they have just one year round long haul to Europe (LHR) and these less than daily seasonals aren't going to make any big impression.
DFW-TLV may work, but 3x weekly when DL flies 2x daily and UA 4x again isn't going to make a huge dent.
When their domestic competition is launching new service to India (DL) and South Africa (UA) and both launching new or expanding long haul business routes (BOM, DEL, AMS, MEL, ICN, HND, HKG, PVG) this release from AA looks more like a let out on parole.
BRMM says:
Cranky: will ORD-VIE survive next summer? What about ORD-BCN?
BRMM – I assume you mean ORD-VCE, not VIE? Both are returning. The only one that won't come back is Philly – Bologna and DFW – Keflavik.
Yep, that's what I meant. Thank you!
Not sure adding 3 leisure summer routes is that massive an endorsement of AA's ORD hub. As the saying goes, "Any idiot etc"
GregM says:
Ahem: "testing the waters" with Casablanca? You really said that?
Renault: And what in heaven's name brought you to Casablanca?
Rick: My health. I came to Casablanca for the waters.
Renault: The waters? What waters? We're in the desert.
Rick: I was misinformed.
My guess is that accurately predicts the future of this route.
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American Sadly Chooses Conformity Over Superiority With Its New Revenue-Based AAdvantage Program
American, Frequent Flier Programs
US Airways Takes a Huge Step Toward Acquiring American
American, Mergers/Finance, US Airways
Cranky on the Web (October 18-22)
American, BNET, Frontier


text:
Santoso
An Actantial and Functional Structure Analysis on Mildred Taylor's Roll of Thunder Hear My Cry
(1) *&nbspHeri Dwi Santoso (Universitas Muhammadiyah Semarang)
To a certain extent, a structural study is good enough to comprehend the very substance of a literary work. Given the above thesis, the researcher attempted to conduct a structural research on Roll of Thunder Hear My Cry (ROTHMC), an African-American novel, using actantial and functional structure analysis. This study aimed at comprehending the basic framework of the story that leads to the revelation of the plot and relations between characters, which indicated the African-American protagonist's struggle to challenge white supremacy. Method used in the research was descriptive qualitative. Results found that the protagonist was David Logan, an African-American independent farmer that had an ambition to free African-American community from white people's repressions. It was also found that the ambition and dream of David Logan about African-American freedom and independence and his awareness on the repression toward African-American people (Sender) has made him struggled to make African-American or African-American become a free race with dignity in the United States, where land and other things at the time was dominated by White people. Meanwhile, the functional analysis showed the plot structure of ROTHMC, which was centered on the struggles of David Logan and the family to challenge white supremacy.
actantial; functional; Greimas; plot; white supremacist challenge
Abrams, M. H. (1999). A Glossary of Literary Terms (Seventh Ed). Massachusetts: Heinle & Heinle.
Burnett, M. (2016). Celebrating 40 Years of "Roll of Thunder, Hear My Cry." Retrieved September 1, 2017, from https://www.publishersweekly.com/pw/by-topic/childrens/childrens-book-news/article/69436-celebrating-40-years-of-roll-of-thunder-hear-my-cry.html
Hébert, L. (2011). Tools for Text and Image Analysis An Introduction to Applied Semiotics. Retrieved from http://www.signosemio.com/documents/Louis-Hebert-Tools-for-Texts-and-Images.pdf.
Lapan, S. D., Quartaroli, M. T., & Riemer, F. J. (2011). Qualitative Research : An Introduction to Methods and Designs. San Fransisco, CA: Jossey-Bass
Quach, M. (2017). The Complexity of Love and Friendship in Kazuo Ishiguro's Never Let Me Go: An Actantial Analysis. Retrieved from http://www.diva-portal.org/smash/record.jsf?pid=diva2:1076785
Taylor, M. (1976). Roll of Thunder, Hear My Cry. Toronto: Bantam Book.
Taylor, M. (1979). The ALAN review.The ALAN Review (Vol. 25). Assembly on Literature for Adolescents, National Council of Teachers of English. Retrieved from http://scholar.lib.vt.edu/ejournals/ALAN/spring98/taylor.html
Zaimar, O. (2002).". Srukturalisme" Makalah Pelatihan Teori dan Kritik Sastra. Jakarta: Universitas Indonesia.
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Neal Eiseman will speak on November 8, 2013 at the American Bar Association (ABA) Forum on the Construction Industry. The ABA will present a program entitled "Fundamentals of Construction Law" in six cities across the country. The concepts covered apply to projects ranging from a single building to complex infrastructure improvements. Taught by leading construction lawyers in each locale, this program presents a unique opportunity for new construction lawyers or experienced lawyers who occasionally practice construction law to learn the essentials from those who practice it daily at its highest levels. The program concisely covers the gamut of construction issues including the roles of the key participants in a project, the structure of project delivery systems, the bidding and construction process, insurance and bonding, government construction contracts, and dispute resolution. This affordable, conveniently located program provides an excellent way for firms of all sizes to provide an exceptional training opportunity to their lawyers. Tuition includes the Fundamentals of Construction Law (2nd Ed.) book, plus lunch and a full day of CLE instruction.


Eugene V. "Gene" "Cocky" Strohl, Sr., 96, passed away Saturday morning, March 9, 2019 at Bridgewater Centre, Hartford City.
One of four children born to Ira and Hazel (Kemp) Strohl, he attended local schools before taking his first job with the Nickel Plate Railroad.
On November 14, 1942, he married Alberta M. Hartman in Hartford City. They celebrated 47 years of marriage, prior to her passing on Oct. 16, 1990.
Gene had worked at Warner Gear in Muncie for thirty-six years, retiring in 1984. An avid golfer, he was a long-time member of Eaton's former Lakeview Golf Club, playing in leagues, and daily foursomes.
He is survived by his son Eugene Strohl, Jr. (wife, Linda) of Hartford City. One grandson, Brett Strohl, his long-time "golfing-buddy" Floyd "Bud" Rees, also of Hartford City, as well as nieces and great-nieces.
In addition to his wife and parents, he is preceded in death by two brothers: Leroy "Pete" Strohl and James R. "Jim" Strohl and one sister, Virgie Chick.
Visitation will be Wednesday from 10:00 a.m. to 12:00 noon.
Services will be held at 12:00 noon, Wednesday, March 13, 2019 in Waters Funeral Home, 501 W, Washington St., Hartford City, with Brian Waters presiding. Private burial will be at Gardens of Memory, Muncie.
Online condolences may be sent to the family at www.watersfuneralhomes.com.


I've taken it upon me to have totally exclusive japanese t-shirts made. They are exactly the same as the others, but in the 808state.com colours: black with orange writing! They are making their way from Japan as I speak. They are extremely, strictly limited to 20 pieces, by Bad News Records exclusively for 808state.com readers, only available through 808state.com. 10 sizes L, and for the big boys: 10 sizes XL!!
Shirts will be available through me and payment possible through paypal.
PRE-ORDERS TAKEN NOW. Send me a private message stating how many shirts, and which size. Definitive orders will be available online as soon as I've got the shirts and know the exact cost. They will be slightly more than the others to cover shipping / customs etc. Probably around 30 Euro's ('Europes' if you're Frankie Wilde from I'ts All Gone Pete Tong) per shirt.
Last edited by markus on 04 Nov 2005 16:03, edited 12 times in total.
Oh well Nick. You've got to get one to complete a full set.
Pob wrote: Oh well Nick. You've got to get one to complete a full set.
12 of 20 have now been pre-reserved. I'm expecting to receive the shirts at the end of the week.
The shipment from Japan has arrived! :):) Can confirm that we have 10 Large and 10 Ex-tra Large.
Europe: 32.00 Euros (approx 23.00 Pounds). Rest Of World: 38.00 Euros (approx 45.00 US Dollars). I know they aren't cheap and let me assure you I am not making a profit on this. It's simply not the most ecconomical way to have shirts shipped from Japan to Europe first and then onwards... But it is official merchandise, and you will know you are wearing something only 19 other people on the globe have. I will be updating the site with a Paypal payment page over the weekend. Pre-orders still accepted in the meantime. Update 7 Nov: Only one shirt (size L) left now. Size XL sold out!
Last edited by markus on 07 Nov 2005 07:23, edited 7 times in total.
C'mon Markus. Hurry up, I'm desperate to part with my money!
OK, here's the page to order the shirt . Anyone who pre-ordered but did not receive an e-mail from paypal, you can also simply go to that page and order from there.
First six shirts have been dispatched.
Size XL now sold out! Last shirt size L still available!
Please get in touch with me via private message if you would like to order the last shirt. There has been a problem with paypal again. Thanks.
Did you get mine Markus through Paypal.
SteveC wrote: Did you get mine Markus through Paypal.
Yes I did Steve and the shirt was sent out last week, Don Dee from Denmark has already received his.


text:
Legon Journal of the Humanities
Trans-modernism and a Legon tradition of African philosophy
Martin Odei Ajei
DOI: 10.4314/ljh.v29i2.1
Keywords: Trans-modernism, Legon tradition, African Philosophy, postmodernism, modernism
Philosophic strands certainly underlie the characteristic claims of modernism, the creed whose foundational assumptions postmodern philosophy repudiates. This paper defends the thesis that three Ghanaian philosophers, who have been affiliated to the University of Ghana, Legon, have successfully created and defended a systematic and humanistic approach to philosophy in the African context that merits the status of a tradition of philosophy; and that these pioneers of a Legon tradition of philosophy espouse an eclectic, "trans-modernist" outlook that appropriates aspects of modernism and rejects some post-modernist features.
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The copyright of all papers published in Legon Journal of the Humanities is vested in the journal. By agreeing to publish the accepted version of the paper in LJH, contributors automatically cede copyright of the manuscript to the journal. This notwithstanding, contributors may use parts of their published articles for non-commercial purposes, e.g., course material, conferences, and academic profile webpage.
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Citation of a paper from LJH should include name of quoted author, journal title, volume, number, title of paper, page, year of publication, and Digital Object Identifier (DOI)/Uniform Resource Locator(URL).


text:
Q: sending ajax request contains http string When sending a form with ajax to php page everything goes ok, until 1 of my fields contains some url string with the prefix http:// .
I getting error (Forbidden) from the ajax request.
This is my js code:
$('#ajaxForm').submit(function(event) {
  event.preventDefault();

  var form_data = $(this).serializeArray();
  console.log(form_data);

  $.ajax({
      type        : 'POST',
      url         : 'functions/ajax_functions.php',
      dataType  : 'json',
      data        : form_data,
  })
      .done(function(data) {

          console.log(data);
          return;
      })
      .fail(function(xhr, status, error) {
          console.log(error);
      });
});

The error appears only when the input value contain "http://...", if any other string is sent - the request is sent successfully.
This is the my console log screenshot:

Update:

*

*I tried to use the encodeURI and encodeURIComponent functions. I saw in the console that the special characters did changed but it didn't help.

*Also, tried to give all my files the 777 permissions and it didn't help

Thanks!

A: Thanks to IVO GELOV! This is the right answer in my case.
I have some firewall on my apache server called ModSecurity.
I disable this option on this current subdomain and...... WALLLLLA...
I know that now my subdomain lose the extra layer of protection that the module provides,
but I found the problem and know for sure it's not in my code.
Thanks guys!


text:
Q: How to handle alternative themes for visual impaired users Has anyone got an thoughts on how to handle theming a WSS site for a single user who is visually impaired ... she uses high contrast settings for Word, etc.
But still leave the usual theme for everyone else.

A: Have a look at the RNIB website. This is done on SharePoint - everything on the site has been tested to Surf Right standard. (WCAG 2.0 and above)
http://www.rnib.org.uk/Pages/Home.aspx

A: One immediate option is the mobile SharePoint site (http://www.yoursharepointsite.com/m).
This allows anyone who is visually impaired to access the SharePoint site with minimal formatting.

A: The org I'm currently working with does a some work that requires accessibility.  I've done some planning on for an updated design that would support CSS level reformatting to increase font sizes.  Think of a small-medium-large approach for both content and navigation.
Something like that may be a better option than alternative themes, but would require more work than the mobile version kkhipple mentioned.

A: Which reminds me, definitely have a look at HiSoftware Accessibility Kit for SharePoint.  Their SharePoint addon, provides additionality components that give you better control over the HTML generated by SharePoint; however, provided an alternate CSS is still the preferred method.


text:
var Promise = require('bluebird'),
	request = require('request'),
	fs = require('fs'),
	path = require('path'),
	semver = require('semver'),
	sparkMD5 = require('./spark-md5.js'),
	pid = require('./pid.js'),
	errors   = require('../errors'),
	config   = require('../config'),
	settting = require('../../config.js'),
	AdmZip = require('adm-zip');

function updateCheckError(error) {
	//记录日志
	errors.logError(
	    error,
	    '检测更新文件失败!',
	    '如果可能请通知管理员!'
	);
}

/**
{
	version: v0.0.1,
	md5: xxxxxxxxxxxxxxxxxxxx,
	download: http://xxxxxxxxxxxx/xxx.zip
}
 */

//获取远程更新信息
function updateCheckVersion() {
	return new Promise(function(resolve, reject) {
		var updateInfo, flag;

		request(settting.update.url, function (error, response, body) {

			if(error || response.statusCode !== 200) {
				return reject(error);
			}

			try {
				updateInfo = JSON.parse(body);
			} catch (e) {
				return reject(e);
			}

			flag = semver.lt(settting.update.version, updateInfo.version);

			if(!flag) {
				return reject(new Error('没有新的版本![' + settting.update.version + ' | ' + updateInfo.version + ']'));
			}

			return resolve(updateInfo);
		});
	});
}

function md5(file) {
	var hexHash,
		data = fs.readFileSync(file, 'binary'),
		spark = new sparkMD5();

	spark.appendBinary(data);
	hexHash = spark.end();

	console.log(hexHash);

	return hexHash;
}

//下载文件
function downloadFile(vInfo) {
	var url = vInfo.download || '',
		fileName = path.join(config.paths.shpPath, '../', (vInfo.version || '') + '.zip'),
		fileStream = fs.createWriteStream(fileName);

	return new Promise(function(resolve, reject) {
		request.get(url, function(err) {
			if(err) {
				return reject(err);
			}

			if(vInfo.md5 === md5(fileName)) {
				return resolve({
					fileName: fileName,
					version: vInfo.version
				});
			}

			fs.unlinkSync(fileName);
			return reject(new Error('md5校验错误![' + fileName + ']'));

		}).pipe(fileStream);
	});
}

function extract(file, targetPath, overWrite) {
	var zip;

	try {
		zip = new AdmZip(file);

		if(zip) {
			zip.extractAllTo(targetPath, overWrite);
		}

		return true;
	} catch (e) {
		return false;
	}
}

function updateSystem(fInfo) {
	var newPath = path.join(config.paths.shpPath, '../', fInfo.version, '/'),
		startFile = path.join(newPath, '../', 'index.js'),
		fileContent = 'require("./' + fInfo.version + '/index.js");',
		bRes = extract(fInfo.fileName, newPath, true);

	if(!bRes) {
		return Promise.reject(new Error('解压文件[' + fInfo.fileName + ']到目录[' + newPath + ']失败!'));
	}

	fs.unlinkSync(fInfo.fileName);

	//创建启动文件
	fs.writeFile(startFile, fileContent, function(err) {
		if(err) {
			return Promise.reject(err);
		}

		return Promise.resolve(startFile);
	});
}

/**
 * 该函数会自动杀死当前主进程,所以调用这个函数的基础是你需要要给自动重启的程序。
 * windows ---- nssm(服务)  liunx ---- pm2 (待验证。。。)
 */
function updateCheck() {
	updateCheckVersion().then(function(versionInfo) {
		return downloadFile(versionInfo);
	}).then(function(fileInfo) {
		return updateSystem(fileInfo);
	}).then(function() {
		return pid.read();
	}).then(function(pid) {
		return process.kill(pid);
	}).catch(updateCheckError);
}

updateCheck();

redpajama_set_name: RedPajamaGithub


On April 2, 2014 at 11.00 a.m. at FEEM headquarters in Milan, Tarek Heggy, distinguished Senior Fellow at Gatestone Institute, will hold a Lecture on "Islamism and Modernity: an unconventional perspective ". The discussion will be led by Valentina Colombo, European University, Rome and Senior Fellow at the European Foundation for Democracy. If you would like to attend, please send an email confirmation to our Events Office in Milan.