Brett Snyder is the founder and host — "Chief Airline Dork," in his words — of Cranky Flier, one of the Web's most popular air travel sites. Like me, Snyder grew up a jetliner buff, plane-spotting and collecting airline timetables. Though we embarked on different career paths, our affections for commercial aviation have similar roots, and both of us eventually turned our passion into a writing and blogging gig.
Q: Some background on yourself. Where did your interest in this mad business come from?
I wish I knew. For some insane reason, I started to love this business when I was a little kid. Nobody in my family was in the industry, but there I was running from terminal to terminal at LAX picking up timetables. My grandma even took me to the Sheraton Plaza La Reina (now Sheraton Gateway) at LAX for my birthday, got me a room, and let me watch airplanes all day. I ended up becoming a travel agent when I was 12, and I volunteered at Travelers Aid at LAX during high school. I've just always loved this industry.
Q: Give us a the history behind Cranky Flier. Why and when did you decide to start the site?
I had left United Airlines in 2005 and went to work for PriceGrabber.com. I was starting their travel search site, and we had discussion forums in every category. We were pretty small when we started, so I began to seed the discussion forums with topics. Some friends of mine saw it and told me that all this random knowledge I had would probably be interesting to others, but not in the context of a discussion forum. They pushed me to start the blog and, in August 2006 it went live.
Q: We often hear of the "golden age of air travel." It's my opinion this age is mostly one of myth. The obvious hassles of flying aside, air travel in 2013 is remarkably affordable, astonishingly safe, and for the most part reliable. If ever there was a "golden age" of flying, I'd say it was right now. Yet people utterly despise the experience. Never before has there been so much contempt for airlines and for flying in general (to wit, the very name of your website seems to capitalize on this sentiment). What are your thoughts on where this contempt comes from, and what the industry might do about it?
First, I think a lot of people misunderstand the name of my website. I'm not cranky about the flying experience. If I'm cranky about anything (and I am), it's at the lack of understanding about how the airline industry works and the poor media coverage the industry receives. I agree completely about the golden age. People think of big seats with people dressed in suits eating fancy meals. But they don't remember that the trip on that old propeller plane took forever, bouncing around in weather. And, the tickets were so expensive that very few people could afford them. Of course, if people want that experience, they can still get it in business or first class — and the seat today will be much nicer and the ride much smoother.
I think it's very tough for the industry to combat this, but I would like to think that with fewer, smarter airlines, we'll see more stability. More stability means, in particular, more stable jobs for employees, and that should mean happier people providing better customer service. Where people really get pissed off is when things go wrong — i.e. delays, cancellations, etc. So if the airlines can first invest more in reducing delays and cancellations (as we've seen with both Delta and US Airways of late), that will help. Then invest further in making service recovery easier.
Q: Many people — younger people especially — seem to feel that flying is expensive. Yet fares are about half of what they were 30 years ago. We've seen a small increase in average ticket prices over the past two or three years, but they're still about 15 percent cheaper than they were in 2000. All this despite tremendous increases in the costs of fuel. How has the industry managed to pull this off?
Airlines have become much better at revenue management, and have continued to increase load factors [percentage of seats occupied] to help bring and keep fares down. The creation of a la carte pricing models has helped even more. Even with fuel prices going through the roof, airlines have become so much more efficient that prices have remained remarkably low. It's incredible, actually, and nobody appreciates it. They just get angry. If people realize what it cost to fly back in 1970, they might be shocked. But nobody thinks that far back.
Q: Let's talk about those a la carte "unbundling" fees for a minute. I realize that people feel nickel-and-dimed by these fees, but I'm of the mind that they're mostly a good idea, in that people can pay for certain perks they might want, while other don't have to, thus keeping overall fares lower for everybody. After all, these things were never "free." They were included in the price of your ticket, and the price used to be a lot higher.
Absolutely. Look at Southwest. It often no longer has the lowest fares, and that's because every fare includes two checked bags and the ability to change without a penalty. If I need to check two bags, Southwest will probably be cheaper. But for those of us who don't, why would I pay the higher fare on Southwest when I could save money on another airline? I love the ability to pick and choose what I want, but I think the airlines were in such a hurry to roll it out when they were drowning in red ink in 2008 that they failed to present the idea correctly. And now they're suffering because of how people perceive these fees.
Q: Though at some point, I suppose, the concept is bound to get sleazy. For example, carriers charging for both carry-on and checked bags. That's gouging.
The one that really gets me is the "passenger usage charge," or whatever those ultra low-cost carriers (for example Spirit or Allegiant) call it. The one where you pay more to book online because it's convenient.
Q: The government has filed a lawsuit to stop the American / US Airways merger. Their case hinges on the idea of a merger meaning less competition and higher fares. But can't we argue that fares are already artificially rock-bottom, and airlines have, to some degree, been riding on the backs of labor to keep them so low? And isn't this merger ultimately in the best interest of the industry and passengers?
I don't know that I'd say fares are artificially at rock bottom. I mean, sure, labor is taking a lot less of the pie today than they were before all those bankruptcies, but that was going to happen no matter what. If bankruptcy wasn't allowed, those firms would have just failed and new airlines would have started up with the new lower wage rates. US Airways' rates today are "artificially low" for the pilots because the pilots can't agree on a seniority list integration, and the company is stuck between a rock and a hard place. But the merger with American should fix that, despite what others seem to think.
I do think this merger would be good for passengers and of course for the industry as well. I write a lot about this on the blog from an industry perspective, but I don't talk about it from my perspective as a passenger… I live in Long Beach and fly from Long Beach Airport when I can. If JetBlue doesn't fly nonstop, then I'm pretty much left with US Airways. I like flying US Airways — flights are on time usually and the experience is fine. But in the merger, I would expect that Long Beach at least keeps service and maybe grows it. I would also expect more options and amenities on the new combined carrier — things like extra legroom seats, and so on. And the new American would be able to take me to a lot more places that I can't reach today without changing airlines. Will fares rise? Maybe, but there are a million different factors that go into fare changes that I think it would be extremely difficult to tie that specifically to this or any merger. And if fares get too high, that creates opportunity for others to come in and shake things up.
Q: Flying has changed quite a bit in the years since 9/11. What, aside from lower fares, in your opinion, has gotten better from the passenger's perspective?
I think the most important thing that has improved is airline reliability. You see most airlines posting solid performance numbers (with a few exceptions), and that should be the most important thing. Domestically, I also point to the ubiquity of new amenities and options, such as enhanced economy seating with extra legroom. That's great for people who want to pay more to get more. And I have to mention Wi-Fi. It's amazing how fast a flight passes when you're online. I just used it on American from London to LAX, and it was awesome.
Q: And what has gotten worse?
Airport security. My number one pet peeve is that stupid liquid rule. They've had years to come up with a less cumbersome alternative, and they've failed. Security in general is more annoying, but that's the one thing that bugs me most. I also think things have gotten much worse if you fly out of a very small city. High fuel prices mean the smallest markets will suffer the most, and government programs like EAS [Essential Air Service] aren't going to save them. It's a shame that there isn't a better way to make service work in small cities, but so far the options are limited. Allegiant Air has been great for some small cities, but that doesn't connect them into the national airline system; it just gets people to a sun spot. That's good, for sure, but I wish small cities could get greater access to the world. I don't know how to solve that problem.
Q: Have the airlines given TSA a free ride? Why has there not been more industry opposition to a security system that is largely irrational and ineffective?
Q: The growth and global ambitions of carriers like Emirates and Turkish Airlines is underscoring many of the failures of US commercial aviation. Governments overseas seem to have a much better understanding of how important commercial aviation is to their economies, while our own government seems intent on strangling the life out of the airline industry through taxes and a completely dysfunctional airport security apparatus.
Well if you think the US is bad, look at Europe. Great Britain is the worst government I can imagine in terms of supporting air travel. They view it as an environmental burden and not as the huge economic engine it is. Thanks to geography, Europe is going to lose its relevance to the Gulf carriers a lot more quickly than the US will. You already see a ton of people in smaller European cities like Birmingham or Hamburg be able to reach Africa and Asia with a single stop in Dubai. They can bypass all those European hubs, and the European carriers can do very little about it because of how unhelpful their governments are.
Q: In a recent poll, twenty percent of foreign travelers who recently visited the United States said they would not do so again due to onerous entry procedures at airports, including long processing lines. Forty-three percent said they would discourage others from visiting the United States.
I'm not surprised to hear them say that, but I'm skeptical as to how many of them will actually follow through. There are, however, a ton of people who cannot come to the US because of our visa issues, and that's a much bigger problem. China, for instance, is a huge potential source of tourism that is hamstrung by visa and bureaucratic issues.
Q: One of the things I commonly talk about is how American airports simply do not recognize the "in transit" concept. All passengers arriving from overseas, even if they're merely transiting to a third country, are forced to clear customs and immigration, re-check their luggage, pass through TSA screening, etc. It's an enormous hassle that you don't find in most places overseas, where transit passengers walk from one gate to the next with a minimum of fuss. This must cost US airlines millions of potential customers each year. Granted it's partly an airport design issue, but why don't carriers seem to care?
I'm not sure it's an airline issue. I always thought it was part of the "guilty at first glance" attitude in Customs and TSA. It's truly a shame that we can't do a better job with transit because it would help to support many more flights to and from the US.
Q: The Asiana Airlines crash at SFO last summer was a real media circus — a gigantic story for a comparatively small-scale accident. Large-scale catastrophes have become quite rare, and it seems that people seem to have lost all sense of scale and perspective when it comes to air safety. Think about it for a minute: If that 777 had flipped over, and 250 people had been killed instead of three people, how would the media coverage have differed? I tend to think it wouldn't have differed, which is a little disturbing.
I think you're probably right, but at least that was an actual accident! How many times have you seen "breaking news" about an airplane that landed with its nose gear up, or even sillier, an airplane that had to return to the airport because of a mechanical issue? Nearly every time this ends without incident, but the coverage is still insane. The media definitely has an unhealthy fascination with this industry.
Q: Lastly, I can't help asking: the new American Airlines livery?
Not a fan. I don't like how the eagle has been marginalized, and I don't like the big flag-waving tail. And the "silver" body is really just gray. But most aggravating to me is that I understand it's significantly more expensive to paint this livery due to the colors and complexity. What a waste of money.
come. Instead, these products seem to be nothing more than fancy scented oil diffusers.
IBAN à votre nom. La carte est activée une fois alimentée.
I've been an avid and appreciative reader of your blog, and before that your column at Salon.com. I also turned my father, who was once a military pilot, on to your site. He loves it and has just bought your book. I just finished reading your interview with the Cranky Flier, and I really must disagree with you about the 'golden age' of air travel. My dad was in the foreign service when I was growing up, and as a result I spent a lot of time flying back and forth between the US and South America. At that time it was customary (in coach) to be assisted to one's seat by a flight attendant, to receive several full meals per flight (on china and with logo-stamped metal cutlery), to be offered chewing gum and other amenities (including, for children, airline coloring books and clip-on pilot's wings). The flying experience was exciting, pleasurable, and always something to look forward to. I still like to fly and don't mind paying for extra leg room and similar amenities, and I agree that lately the whole experience seems to have been streamlined and improved. But flying today bears no resemblance to that earlier experience. The magic is gone, period.
You can still have the same experience, as long as you are willing to pay the kind of money for the ticket, relative to average income, that you used to in the "old days".
On a related note, I happened to be flying out of Heathrow with my kids literally the day after the 'liquid-bomb plot' was revealed in 2006: now THAT was a security nightmare you'd find it hard to top, I think. Took us eight hours to get through the lines and on to our (much-delayed) flight. Each carrying a clear plastic bag with our wallets and passports, and nothing else.
I have no idea when / where the golden age was / is … but I agree with Randall that the 90`s seemed to have a fairly good balance and I believe the airlines were profitable then. As for add ons, I guess a case can be made for people paying for what they use IF the airlines did not turn it into a shake down, which it certainly feels like.
For me, the absolutely inexcusable charge is the extra fee tacked onto changing a flight (if done within a reasonable time before flight time). I have bought the ticket after wading through the matrix, I do all of the work to change the flight through the web site, after the change the airline still gets my business (money), and there is no loss of seat – the now empty seat is back on the market. Why the charge? The airlines are always blacking out blocks of seats until advantageous to them to make available for purchase – surely their computer systems can handle such comings and goings – Asian airlines do not charge as long as your change is before 24 hours before flight time. The price gouge to buy a flexible ticket is simply that – a price gouge.
I have only been flying since 1983, but to me the Golden Age will always be the 1990s. Fares were comparatively low by historic standards, and the lack of the TSA meant you could show up for a domestic flight 5 or 10 minutes before departure with only carry-ons, and get on the plane.
Re fares, how low they are now depends on where you are and where you are going, especially after all the consolidation. If either end is a "monopoly" airport (Minneapolis) with practically only one dominant airline, that airline is cheapest, but the flight is still more than to a "shared airport", either where no one has a hub, or everyone has a hub.
The fees in the UK are really hurting the market … I used to go to the UK 3-5 times/year and always wanted to transit thru LHR. No longer. I can't afford it. The UK Government has gone insane with their taxes and fees. I hope they realize the long term consequences … BA and VS are trying hard but it is not enough to overcome the outlandish taxes/fees.
I live in Geneva and so I have ready access to the Easyjet network. Easyjet (a low-cost airline sneeringly dismissed as "not a low-cost airline" by Micheal O'Leary, so I guess it must be) is about as unbundled as they come and I'm continually startled by the low fares. Frankly I don't know how they do it, how virtually all their flights (any day, no matter how unlikely the destination) are full.
I just checked on the Easyjet site for a hypothetical example, and I can fly to Stockholm next week (with one checked-in bag and a selected seat) for about a fifth of what that would have cost me 15 years ago.
Pay has fallen across the industry, of course. But Easyjet claims in its vacancy ads that its salaries are "competitive" (clearly unlike Ryanair).
I agree with Sean and Alexei's reaction to Brett Snyder's apparently annoyed amazement at the view that aviation is "an environmental burden". Cuz it most indubitably is. Sorry about that — just the truth.
While fares may technically have decreased overall, I know I am paying more every time I fly than I did 10 years ago when I first started paying for my own flights. I would love to have more legroom, but I simply can't afford to most of the time – it is all I can do to afford the ticket in the first place, especially now that I am traveling with a small child and usually have to buy an extra seat and check at least one bag.
I live in a small market (Little Rock) and have very few options when it comes to choosing which airline to use when visiting family in Seattle. The prices are higher because there are now fewer airlines serving our airport, thanks to various mergers, and there are limited options for flight times and routes. Everything about choosing flights has gotten more difficult – do I want a 45 minute layover where I am likely to miss my connection (often the only one of the day) if my original flight is even 5 minutes late but saves me $50, or do I want a 3 hour layover that means it takes me 12 hours to get home (and often means I have to get up at 4 AM for the flight)? Do I want to risk flying through Denver in December, or Houston in hurricane season or Dallas in tornado season?
I used to love flying when I was a child, but these days it has become a sort of purgatory to get through. I'd say that apart from the hassle of the logistics, the main reason for this is not the security theater (although that can definitely be annoying) or the airline staff – most of the time they are helpful and polite, if harried – but my fellow passengers. The business travelers are often pushy and arrogant, while more casual travelers are often oblivious to their fellow travelers and the staff. By now, everyone who has flown in the past 10 years should know what size luggage is allowed on planes, and what will fit in overhead bins. Everyone should know what to do at security. Everyone should know how to queue up to get on and off the plane, and how to get to their seats without taking forever. But they don't. They think the rules (of physics) should be bent for their overly large roll-on or their two extra "personal items", that they don't have to put away their devices, that it is perfectly OK to squash the person behind them with their seat backs. Find a way to make people more considerate while traveling, and then it might be enjoyable again.
The "in transit" issue is not limited to the United States.
Three examples, one far more egregious than the other.
Flying from Boston to Rome via Dublin, we had to go through EU security in Dublin that included having our passports checked at both ends of a corridor from which there was no exit. Were they afraid we were switching passports in the corridor?
Flying from Seattle to Vienna via Frankfurt, I had to go through security in Frankfurt and the can of pop I'd bought in SeaTac had to be discarded.
Flying from Auckland to Seattle via Vancouver, we had to go through the full panoply of Canadian customs, and then the full panoply of US customs, as well as security, all to board a 30 minute flight on a Horizon cigar. It took about four hours before we could sit down. If I had to do it again, I'd simply leave the airport and take the Bolt Bus down to Seattle.
Breadbaker, when you arrived in Dublin and Frankfurt you entered the European Union. Once inside the EU, all flights are like USA domestic flights – no passport control or customs.
Airports in Europe and elsewhere require you to go thru departure passport control meaning that you have officially left that country. You enter a terminal with nothing but international departures. If you need to go back into the terminal you would have to re-clear passport control and customs.
The experiences you had in London and in Frankfurt has to do with the set-up of the European Union. You came from outside the so-called "Schengen Zone". This means that you need to enter the EU at the first entry point. If afterwords you travel to another Schengen country, and most EU countries are within it, there are no further checks – just like flying from US State to US State, after you have entered the US. To note, even the Brits, who are NOT in the Schengen Zone, have to clear customs at the first entry into one of those countries. So you are quite mistaken there. Did the no fuss exit in Rome not tell you something? As far as Vancouver is concerned, I live there, and for many years now, you can connect directly from a foreign country to the US, which, for us, is a very foreign country indeed. Perhaps you missed the attendend and the sighns that direct you from your arrival gate directly to the US pre-clearance area. Sorry, mistaken again. But, nowadays, together with the mindless media, that is how it works nowadays. Not the slightest idea, but a comment.
I remember when flying was fun. My first air travel was in 1966. I was flying standby and was the next-to-last person to get on; it was a very crowded flight. But it was an adventure and I enjoyed it.
Then came the 70s and widebodies. With fairly small load factors by today's standards. But that mean lots of room on the plane, a much more comfortable experience than today's air travel. Yes, the fares were high by today's standards. I think my standby fare on that 1966 trip was around $200, probably equivalent to $1500 or more today. But you got cheerful cabin attendants who had enough sleep to function. And a couple of bags, a carry-on, seat selection, and halfway decent meals were included in that fare.
Over the years, planes got more crowded. Okay, I'm fairly well-off, my wife and I bought three seats for the two of us. That took care of the side-to-side crowding. But nothing can fix the tiny "pitch" now found on most airlines.
One co-worker compared modern air-travel to being stuck in a Greyhound bus for 4-5 hours. Really, would you pay those fares to sit in a Greyhound seat for that long?
Southwest might be tempting, but I left "running for classes" back in my college days, thank you. And their seating system makes buying a third seat completely useless. So thanks, but no thanks.
But the real killer: By 2006 I had mostly given up air travel because of the TSA hassles. But I was invited to be Music Guest of Honor at a convention — free airfare and hotel room and a couple of meals thrown in. So we went. The trip there was no worse than any other airline trip.
Then came the return trip. The plane arrived late, so the turnaround was rushed. Somehow, the minor task of pumping out the waste tanks got neglected. Thirty minutes after departure, the toilets in the rear stopped working. Then the ones in mid-cabin. The last four hours of the trip, they were allowing one person at a time into First Class to use the one working lavatory there. And the smell permeated the plane.
I haven't gone anywhere by air since then. I live in California, and there's a lot of beautiful scenery, good restaurants, and cultural stuff within 1-2 days drive. So if I can't drive to it, I don't go. Yes, it means I'll never see Japan or Europe again, or even NYC, Boston, or Washington DC. Never visit China or Australia. But there's plenty to see and do right here in the southwest.
So, until the airlines start treating the passengers like people instead of cattle, I'm not flying. Period. It would help if the TSA would take a page from El Al, and figure out what actually makes flying safer instead of just "security theater" that _looks_ like you're doing something. And maybe hire smart people to do the screening instead of minimum wage high-school dropouts.
You both are surprised that people hate the airlines and flying so much, especially since fares are lower, flights more reliable, etc, etc. I've always loved to fly and been interested in the industry, and I won't dispute your claim that fares are lower today. However, I've been flying since the early 70s, and I didn't have any money back then, and what I did get for the price of a ticket was wider seats, more legroom, meals (!), and an overall better flying experience…all for the price of a ticket. I just don't remember feeling that air travel was an unaffordable luxury. Now all those things are gone, or worse…and, we have to pay extra for the things that are left. I just think its bad marketing. What if you'd paid for a room at a hotel, and then had to pay extra to bring in your luggage, take a shower, or watch the TV…especially if all those things used to be included in the room price? I for one, wish the airlines would just charge me what it costs for them to take me from point A to point B, and throw the basics back in.
I agree with you. Brett and Patrick would do well to not tell unhappy passengers how they ought to feel based on logical arguments. How we feel is how we feel, and we don't like the flying experience as we used to. It's easy to blame TSA but they have little to do with it. I don't screw with them and they don't bother me. Most of them seem like very nice low-paid people doing their jobs and if once in a while you get a whacky one you just ask for his supervisor, no big deal. What really sours the experience is airline staff that treat you like crap, which makes me feel bad, and then if there's a delay or a cancellation and they continue to treat me like crap to the point that I'm either sleeping in a chair at the airport or paying a huge sum for an airport hotel room, then I wish I hadn't decided to fly at all. Being alone and flying to strange cities can be lonely, and feeling like the airline couldn't care less about me is a miserable way to feel. Brett and Patrick can tell me all day how cheap tickets are but when two people fly with one bag each and that adds $100 to the trip, it does feel expensive.
Some thoughts on the "Golden Age:" Where you talk about the benefits of unbundled prices, most consumers see hidden charges. That's a real problem. Perhaps savvy travelers will know to bring an extra $100 for their carry-on bag on a Spirit flight, but a less experienced traveler who bought a ticket through a third party web site on a code-shared flight, who initially attempted to check in at the counter of the airline he or she thought he was flying… well, getting hit with these unexpected fees by that time is infuriating.
And, speaking of trains — short hop flights don't really make that much sense, anyway. Maybe as a connection at the end of a long haul, but after using trains in Europe, it amazes me how foolish we were in dismantling a functional rail system in the 1950's instead of building on it. Medium distance high speed rail, like Acela in the northeast, or high speed trains in Europe, transport many more people than Embraer jets, from downtown to downtown, and including time getting to and from airports, checkin, security, they are faster than flying. We should have built our trains to connect to our airports and integrate the systems.
We just flew back from Maui to SFO. The heat and humidity was very oppressive while we were in a long line for security. When my wife commented on this, the TSA person (who sympathized with us since she was under the same conditions all day!) suggested we talk with a supervisor. We went to the location she suggested, but no one was there. However another TSA person accepted our request to talk to a manager and he soon came to us. He explained TSA had no ability to change conditions since it was a state of Hawaii jurisdiction. In their meetings, they had decided to build garages, update bathrooms rather than install air conditioning. The TSA manager suggested we respond to customer service issues such as these to give TSA more backing for improvements like this.
Absolutely agree with Sean. It is not serious to dismiss a government for "view[ing aviation] as an environmental burden" when plainly that is exactly what it is. And the interviewee needs to get up to date. The current UK government is being criticized for unthinkingly favoring new airports even though the economic case is not at all solid.
I'm not especially keen to the idea that the airline industry somehow deserves any more or less scrutiny than other transit modes when it comes to environmental impacts. And I say that as someone who owns both of Patrick's books and have been obssessed about airlines ever since getting a Delta flight pin as a kid.
The reality is that airlines and airports are fighting a losing battle, and frankly wasting time, if they think they're going to escape the oncoming environmental regulations and climate emissions stuff. So the question before you as an airport planner and upper management of an airline is; how do I get ahead of the curve on this stuff? If I have NIMBY issues, how do I get investment from the community or minimize noise/visual/pollution issues such that I have buy in? If I'm an airline, what technology can I invest in to save fuel or minimize impacts of my planes or minimizes noise?
When you talk of government interference, you talk of the British government being far worse that the US government, and I'm sure you are right. However, both British Airways and Virgin Atlantic are formidable competitors to US airlines, and arguably provide better service in each cabin across the Atlantic than US airlines (they certainly seem to punch well above their weight in terms of capacity and the ability to earn revenue). So I'm not sure your example bears out the suggestion that it's government interference that is the principal determinant of success for airlines.


SQL Server is coming to Linux in the next major version of SQL Server. Having SQL Server in Linux containers makes it much easier for dev/test, CI/CD, and build automation pipelines to be automated. This session describes some of the common challenges currently faced in trying to use SQL Server in Linux containers and how to overcome them. Integration with Red Hat Open Shift is also discussed.
4. Containers • Fad or fundamental transformation?
5. Container Benefits All the benefits of VMs plus… • Reduced size on disk – better hardware utilization • Reduced CPU/memory consumption – better hardware utilization • Reduced deployment size – faster deployments and scale up/down • Reduced patching – less effort, less vulnerability, less down time This is not a fad!
20. Get Involved • Get the SQL Server container images • hub.docker.com/r/microsoft/mssql-server-linux (v.Next) • hub.docker.com/r/microsoft/mssql-server-windows (v.Next) • https://hub.docker.com/r/microsoft/mssql-server-windows-express/ (2016 SP1) • Mesosphere DC/OS Universe image • Provide feedback • https://github.com/Microsoft/mssql-docker/issues • Get samples from today • https://github.com/twright-msft/mssql-node-docker-demo-app • https://github.com/twright-msft/mssql-aspnet-docker-demo-app • Contact me if you want to work on cool stuff together!


text:
The biogeochemistry of gas generation from low-level nuclear waste: Microbiological characterization during 18 years study under in situ conditions
Minna Vikman (Corresponding Author), Kaisa Marjamaa, Mikko Nykyri, Joe Small, Hanna Miettinen, Liisa Heikinheimo, Tuire Haavisto, Merja Itävaara
Safram Oy
National Nuclear Laboratory
Teollisuuden Voima Oyj
In Finland low level radioactive waste (LLW) contains considerable amounts of cellulose and hemicellulose-based material. Metals are also present in LLW and steel containers are used to store and dispose waste. The microbial degradation of cellulose and hemicellulose, together with the utilization of hydrogen generated by metal corrosion, will result in gas generation under final repository conditions. Microbially mediated LLW degradation and gas generation processes can influence the performance of multi-barrier systems, such as by accelerating corrosion and can affect the mobility of radionuclides from the repository. A large-scale in situ Gas Generation Experiment (GGE) was established in 1997 in Olkiluoto, Finland, to simulate the gas generation from LLW under geological repository conditions. A significant observation from the GGE was that the pH conditions were heterogeneous (pH 11 to 6), providing optimal neutral pH niches for microbial activity from the outset of the experiment. Over the extended time scale of the experiment, chemical conditions were stabilized and differences in the microbial abundances and community structure in various GGE compartments became less significant. The results demonstrate that LLW is converted to methane and carbon dioxide by a succession of anaerobic processes within a complex microbial consortium. Several genes related to cellulose and hemicellulose hydrolysis were detected using bacterial 16S rRNA gene sequencing and PICRUSt bioinformatics software. In addition, microbial groups with potential to metabolise formed saccharides to acetate, hydrogen and volatile fatty acids were detected. Hydrogenotrophic methanogens dominated after one year of operation, which was related to the utilization of hydrogen generated by anaerobic corrosion of steel and metallic waste. Acetoclastic methanogens were detected for the first time in 2005, coinciding with an increase in gas generation rate. Sulphate reducers were the most significant microbial group competing with methanogens for electron donors and their relative ratio compared to methanogens decreased considerably during the operation of the GGE. From the microbiological point of view, the results are consistent with the sequence of microbial processes simulated by previous biogeochemical modelling studies of the experiment.
Applied Geochemistry
https://doi.org/10.1016/j.apgeochem.2019.04.002
final disposal
methanogen
sulphate reducer
Microbial diversity
low level radioactive waste
10.1016/j.apgeochem.2019.04.002Licence: CC BY-NC-ND
j.apgeochem.2019.04.002Final published version, 1.91 MBLicence: CC BY-NC-ND
Dive into the research topics of 'The biogeochemistry of gas generation from low-level nuclear waste: Microbiological characterization during 18 years study under in situ conditions'. Together they form a unique fingerprint.
Gas Generation Earth and Planetary Sciences 100%
Experiment Earth and Planetary Sciences 77%
Experiments Engineering 77%
Low-Level Radioactive Waste Chemistry 55%
Condition Earth and Planetary Sciences 44%
Microbial Engineering 44%
Microbial Biodegradation Material Science 44%
Corrosion Earth and Planetary Sciences 33%
Vikman, M., Marjamaa, K., Nykyri, M., Small, J., Miettinen, H., Heikinheimo, L., Haavisto, T., & Itävaara, M. (2019). The biogeochemistry of gas generation from low-level nuclear waste: Microbiological characterization during 18 years study under in situ conditions. Applied Geochemistry, 105, 55-67. https://doi.org/10.1016/j.apgeochem.2019.04.002
Vikman, Minna ; Marjamaa, Kaisa ; Nykyri, Mikko et al. / The biogeochemistry of gas generation from low-level nuclear waste : Microbiological characterization during 18 years study under in situ conditions. In: Applied Geochemistry. 2019 ; Vol. 105. pp. 55-67.
@article{a0285422c7e743b18041a6fea801f333,
title = "The biogeochemistry of gas generation from low-level nuclear waste: Microbiological characterization during 18 years study under in situ conditions",
abstract = "In Finland low level radioactive waste (LLW) contains considerable amounts of cellulose and hemicellulose-based material. Metals are also present in LLW and steel containers are used to store and dispose waste. The microbial degradation of cellulose and hemicellulose, together with the utilization of hydrogen generated by metal corrosion, will result in gas generation under final repository conditions. Microbially mediated LLW degradation and gas generation processes can influence the performance of multi-barrier systems, such as by accelerating corrosion and can affect the mobility of radionuclides from the repository. A large-scale in situ Gas Generation Experiment (GGE) was established in 1997 in Olkiluoto, Finland, to simulate the gas generation from LLW under geological repository conditions. A significant observation from the GGE was that the pH conditions were heterogeneous (pH 11 to 6), providing optimal neutral pH niches for microbial activity from the outset of the experiment. Over the extended time scale of the experiment, chemical conditions were stabilized and differences in the microbial abundances and community structure in various GGE compartments became less significant. The results demonstrate that LLW is converted to methane and carbon dioxide by a succession of anaerobic processes within a complex microbial consortium. Several genes related to cellulose and hemicellulose hydrolysis were detected using bacterial 16S rRNA gene sequencing and PICRUSt bioinformatics software. In addition, microbial groups with potential to metabolise formed saccharides to acetate, hydrogen and volatile fatty acids were detected. Hydrogenotrophic methanogens dominated after one year of operation, which was related to the utilization of hydrogen generated by anaerobic corrosion of steel and metallic waste. Acetoclastic methanogens were detected for the first time in 2005, coinciding with an increase in gas generation rate. Sulphate reducers were the most significant microbial group competing with methanogens for electron donors and their relative ratio compared to methanogens decreased considerably during the operation of the GGE. From the microbiological point of view, the results are consistent with the sequence of microbial processes simulated by previous biogeochemical modelling studies of the experiment.",
keywords = "final disposal, biodegradation, LLW, methanogen, sulphate reducer, Microbial diversity, low level radioactive waste",
author = "Minna Vikman and Kaisa Marjamaa and Mikko Nykyri and Joe Small and Hanna Miettinen and Liisa Heikinheimo and Tuire Haavisto and Merja It{\"a}vaara",
note = "The research project was funded by the KYT Finnish Research Programme on Nuclear Waste Management, VTT and Teollisuuden Voima Ltd (TVO). The research has also been supported by the Horizon 2020 project Microbiology In Nuclear waste Disposal (MIND) through funding from the Euratom research and training programme 2014–2018 under Grant Agreement no. 661880.",
doi = "10.1016/j.apgeochem.2019.04.002",
journal = "Applied Geochemistry",
Vikman, M, Marjamaa, K, Nykyri, M, Small, J, Miettinen, H, Heikinheimo, L, Haavisto, T & Itävaara, M 2019, 'The biogeochemistry of gas generation from low-level nuclear waste: Microbiological characterization during 18 years study under in situ conditions', Applied Geochemistry, vol. 105, pp. 55-67. https://doi.org/10.1016/j.apgeochem.2019.04.002
The biogeochemistry of gas generation from low-level nuclear waste : Microbiological characterization during 18 years study under in situ conditions. / Vikman, Minna (Corresponding Author); Marjamaa, Kaisa; Nykyri, Mikko et al.
In: Applied Geochemistry, Vol. 105, 06.2019, p. 55-67.
T1 - The biogeochemistry of gas generation from low-level nuclear waste
T2 - Microbiological characterization during 18 years study under in situ conditions
AU - Vikman, Minna
AU - Marjamaa, Kaisa
AU - Nykyri, Mikko
AU - Small, Joe
AU - Miettinen, Hanna
AU - Heikinheimo, Liisa
AU - Haavisto, Tuire
AU - Itävaara, Merja
N1 - The research project was funded by the KYT Finnish Research Programme on Nuclear Waste Management, VTT and Teollisuuden Voima Ltd (TVO). The research has also been supported by the Horizon 2020 project Microbiology In Nuclear waste Disposal (MIND) through funding from the Euratom research and training programme 2014–2018 under Grant Agreement no. 661880.
N2 - In Finland low level radioactive waste (LLW) contains considerable amounts of cellulose and hemicellulose-based material. Metals are also present in LLW and steel containers are used to store and dispose waste. The microbial degradation of cellulose and hemicellulose, together with the utilization of hydrogen generated by metal corrosion, will result in gas generation under final repository conditions. Microbially mediated LLW degradation and gas generation processes can influence the performance of multi-barrier systems, such as by accelerating corrosion and can affect the mobility of radionuclides from the repository. A large-scale in situ Gas Generation Experiment (GGE) was established in 1997 in Olkiluoto, Finland, to simulate the gas generation from LLW under geological repository conditions. A significant observation from the GGE was that the pH conditions were heterogeneous (pH 11 to 6), providing optimal neutral pH niches for microbial activity from the outset of the experiment. Over the extended time scale of the experiment, chemical conditions were stabilized and differences in the microbial abundances and community structure in various GGE compartments became less significant. The results demonstrate that LLW is converted to methane and carbon dioxide by a succession of anaerobic processes within a complex microbial consortium. Several genes related to cellulose and hemicellulose hydrolysis were detected using bacterial 16S rRNA gene sequencing and PICRUSt bioinformatics software. In addition, microbial groups with potential to metabolise formed saccharides to acetate, hydrogen and volatile fatty acids were detected. Hydrogenotrophic methanogens dominated after one year of operation, which was related to the utilization of hydrogen generated by anaerobic corrosion of steel and metallic waste. Acetoclastic methanogens were detected for the first time in 2005, coinciding with an increase in gas generation rate. Sulphate reducers were the most significant microbial group competing with methanogens for electron donors and their relative ratio compared to methanogens decreased considerably during the operation of the GGE. From the microbiological point of view, the results are consistent with the sequence of microbial processes simulated by previous biogeochemical modelling studies of the experiment.
AB - In Finland low level radioactive waste (LLW) contains considerable amounts of cellulose and hemicellulose-based material. Metals are also present in LLW and steel containers are used to store and dispose waste. The microbial degradation of cellulose and hemicellulose, together with the utilization of hydrogen generated by metal corrosion, will result in gas generation under final repository conditions. Microbially mediated LLW degradation and gas generation processes can influence the performance of multi-barrier systems, such as by accelerating corrosion and can affect the mobility of radionuclides from the repository. A large-scale in situ Gas Generation Experiment (GGE) was established in 1997 in Olkiluoto, Finland, to simulate the gas generation from LLW under geological repository conditions. A significant observation from the GGE was that the pH conditions were heterogeneous (pH 11 to 6), providing optimal neutral pH niches for microbial activity from the outset of the experiment. Over the extended time scale of the experiment, chemical conditions were stabilized and differences in the microbial abundances and community structure in various GGE compartments became less significant. The results demonstrate that LLW is converted to methane and carbon dioxide by a succession of anaerobic processes within a complex microbial consortium. Several genes related to cellulose and hemicellulose hydrolysis were detected using bacterial 16S rRNA gene sequencing and PICRUSt bioinformatics software. In addition, microbial groups with potential to metabolise formed saccharides to acetate, hydrogen and volatile fatty acids were detected. Hydrogenotrophic methanogens dominated after one year of operation, which was related to the utilization of hydrogen generated by anaerobic corrosion of steel and metallic waste. Acetoclastic methanogens were detected for the first time in 2005, coinciding with an increase in gas generation rate. Sulphate reducers were the most significant microbial group competing with methanogens for electron donors and their relative ratio compared to methanogens decreased considerably during the operation of the GGE. From the microbiological point of view, the results are consistent with the sequence of microbial processes simulated by previous biogeochemical modelling studies of the experiment.
KW - final disposal
KW - biodegradation
KW - LLW
KW - methanogen
KW - sulphate reducer
KW - Microbial diversity
KW - low level radioactive waste
U2 - 10.1016/j.apgeochem.2019.04.002
DO - 10.1016/j.apgeochem.2019.04.002
JO - Applied Geochemistry
JF - Applied Geochemistry
Vikman M, Marjamaa K, Nykyri M, Small J, Miettinen H, Heikinheimo L et al. The biogeochemistry of gas generation from low-level nuclear waste: Microbiological characterization during 18 years study under in situ conditions. Applied Geochemistry. 2019 Jun;105:55-67. doi: 10.1016/j.apgeochem.2019.04.002

redpajama_set_name: RedPajamaCommonCrawl


Ride your ATV through the winter trials of this skill testing Unity game! Overcome the obstacles without wrecking your four wheeler and make it to each checkpoint as quickly as you can. Safely reach the top speed on your quad bike to gain extra points. ATV Games ATV Trials Winter is one of our many Driving Games that we publish on TheGamerStop.com. This game is also tagged as a ATV game. Click the play button to start having fun. To play even more free games, view our popular and new games page. If you want to play more games like this, then you can simply check out the games inside the game tags that are the most relevant to your interests or the Driving Games category or the games like this game page at the end of the game tags.


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Woodridge Public Library
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Virtual: Jack Benny - From Waukegan to Hollywood
3 Plaza Dr
Woodridge , IL 60517
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Program Type: Virtual Teen Programs, Virtual Adult Programs
Age: Adults, Teens, Seniors
Did you know that Jack Benny was born Benjamin Kubelsky in Chicago on February 14, 1894, and grew up in nearby Waukegan? He became a radio, television and movie star who presented himself as perpetually 39 years old, incredibly cheap, petty, vain, and horrible at playing the violin. In reality Jack Benny was nothing like his comic persona. Learn what set him down the path of becoming a Hollywood icon and one of the most successful comedians of all time. He would have a lasting impact on future generations of comics and actors as diverse as Johnny Carson, Phil Hartman, Eugene Levy, Kelsey Grammar, and Jerry Seinfeld. He never forgot Waukegan, and some of his visits back to his hometown are featured in this program.
Ty Rohrer, Manager of Cultural Arts for the Waukegan Park District, is presenting this program. He is also the City Historian and Director of the Waukegan History Museum. He plans to display his many historic images!
Thursday, February 25, 7 p.m. This is a free virtual program using Zoom.
Please register and enter your e-mail address for instructions and Zoom connection details.
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Format: 555-555-5555
Woodridge, IL 60517
Monday - Friday: 9 a.m. to 9 p.m.
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Sunday: 1 p.m. to 5 p.m.
Special Needs & Outreach


Purchase individual elements of the Fitting Words curriculum (for example, an extra Student Workbook) on this page. Click HERE to return to the main Fitting Words page to purchase as a bundle.
The Fitting Words student textbook is a beautifully arranged hardback with single-column pages and wide margins. More than 100 original illustrations enliven the text with a classical and simple style that is pleasant to the eye. With 30 lessons arranged around the five canons of rhetoric, it also covers the six parts of a discourse, the three modes of persuasion, and much more. Scores of great speeches, ancient, modern and biblical, illustrate the concepts throughout the text, with 12 primary examples reproduced in full in the back of the text, along with an appendix identifying every speech in the Bible. This complete curriculum is packed with resources, while maintaining a clean and beautiful design.
Want to preview Fitting Words Textbook?
Download Fitting Words Textbook Sample PDF.
The Fitting Words Workbook includes exercises for each of the 30 lessons covered in the Fitting Words curriculum. Several lessons include two exercises. Also included are speech judging sheets identical to those in the Exam Pack, which the students may use to evaluate themselves as they practice the required speeches. This consumable workbook is distinct from the textbook, and is to be completed by the students as they work through the lessons.
Want to preview the Workbook?
Download the Workbook Sample PDF.
The Fitting Words Answer Key includes answers to all the exercises and exams covered in the Fitting Words curriculum. The Answer Key layout matches the layout of the exercises and exams for ease of grading. Point suggestions are given [in brackets] for the exams. Also included are suggested one- and two-year course schedules.
Download the Answer Key Sample PDF.
The Fitting Words Exam Pack is a looseleaf packet containing nine exams covering all the major concepts from the course. Also included are test review sheets and speech judging sheets.
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Kyle Miller, viola and Ezra Seltzer, cello.
Called the "Yo-Yo Ma of the harp (Atlanta-Journal Constitution)," Bridget Kibbey is a recipient of an Avery Fisher Career Grant, the Classical Recording Foundation's Young Artist Award, a Salon de Virtuosi Grant, winner of Concert Artist Guild's International Competition and Astral Artist Auditions.
Just this summer , Bridget was named a recipient of NYU's Center for Ballet and the Arts' Virginia B. Toulmin Fellowship for Women Leaders in Dance. She will be collaborating with Katarzyna Skarpetowska, Loni Landon, and Gallim Dance – setting choreography to keyboard works of J.S. Bach.
She has toured and recorded with Dawn Upshaw and Placido Domingo for SONY Records and Deutsche Grammaphon; and, her own solo debut album, Love is Come Again was named one of the Top Ten Releases by Time Out New York. Bridget is featured annually with the Chamber Music Society of Lincoln Center, the Knights Chamber Orchestra, and Camerata Pacifica on the West Coast. She has appeared as soloist and chamber musician at the Bravo!Vail, Santa Fe, Spoleto, Chamber Music Northwest, Bridgehampton, Aspen, Bay Chamber, Pelotas, Savannah Music Festival and Music@Menlo Festivals, among others.
Upcoming seasons launch tours with Mandolinist Avi Avital, the Dover Quartet, Chalaca (Samuel Torres and Benito Meza), appearances with five American orchestras, and premiering a new concerto for harp and strings that showcases Brazilian popular music influences – composed by João Luiz Rezende.
An additional Thank you!" to all of our donors and especially to the Robinson-Broadhurst Foundation for your generous support which makes this concert and our entire season possible.
The Sebastians (www.sebastians.org) are a dynamic and vital musical ensemble specializing in music of the baroque and classical eras. Lauded as "everywhere sharp-edged and engaging" (The New York Times), the Sebastians have also been praised for their "well-thought out articulation and phrasing" (Early Music Review) and "elegant string playing… immaculate in tuning and balance" (Early Music Today). This season, in addition to performances in Massachusetts, New Jersey, and Seattle, the Sebastians present a year-long celebration of their namesake, J. S. Bach, in New York City, featuring Bach's Brandenburg Concerti; Vivaldi's Four Seasons with a newly-commissioned companion work by Tawnie Olson; Bach's sonatas and partitas for solo violin as an installation piece; a program exploring the Musical Offering; and a spectacular production of Bach's St. Passion in collaboration with TENET.
To read more about Ms. Kibbey visit her Web site at www.bridgetkibbey.com, and to hear her perform including the Concerto in F Minor for Harpsichord and other pieces with the Sebastians, visit www.youtube.com/user/bridgetkibbey/videos. In the "Official Trailer" video, Bridget Kibbey discusses her special interests in exploring the works of Bach and in performing with the Sebastians — an excellent introduction and highly recommended listening before attending this concert.


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Home Locations DC 'Dante's Inferno' at Washington Stage Guild by Amanda Gunther
'Dante's Inferno' at Washington Stage Guild by Amanda Gunther
Amanda Gunther
Abandon all hope ye who enter here. Sit back and prepare yourself for the perilous journey into the bowels of hell as Dante the nine circles of the ultimate punishment. The Washington Stage Guild proudly presents Dante's Inferno adapted and performed by Bill Largess; a theatrically stunning production that makes for one hell of a ride. Visually striking with a spine-tingling performance giving by Largess, this sinful sensation brings the dark and twisted words of Dante to life in way unimaginable.
Bill Largess performing 'Dante's Inferno' at Washington Stage Guild. Photo by C. Stanley Photography.
Scenic Designer Kirk Kristlibas immediately sets the tone of mortal peril from the moment you enter The Undercroft Theatre. Larger than life meticulously detailed tarot card hang suspended from the ceiling nearly down to the floor of the stage; each one depicting a different scene in the Gothic French deck. These painted cards are visually enthralling, creating the perfect backdrop for such a production. The images do not synch in the traditional sense with the nine circles so as not to detract from the performance, but they do blend well into the stark contrasting visuals created by Dante's descriptions as the play progresses.
Working with Kristlibas to achieve the epitome of hell is Lighting Designer Marianne Meadows. Not all of hell is red fire and belching brimstone, but during the moments of the burning plains the stage is consumed by smoldering red light, hints of flames dancing along the walls. Meadows obscures the stage in a harsh darkness from time to time, allowing some of the deeper more chilling moments to land heavily in the audiences eyes.
Tying these astonishing aesthetic aspects together is the work of Sound Designer Frank DiSalvo, Jr. Even before the show starts the ambience of hell is being piped out to the audience; the haunting halls of a vast cavern and every muffled echo therein, followed by the slow sloshing of Charon's paddle in the river Styx as you are transported. These haunting sound effects follow through into the production, highlighting moments of sheer terror and gruesome disgust; the sound of gnawing flesh and bubbling black pitch come to mind. Each of DiSalvo's designs fit flawlessly into the flow of the production, twining with Meadows's light work to fully enhance the harrowing experience of traverses the nine circles.
DiSalvo extends the genius of his design into Largess's speaking roles by imbuing him with an echo of sorts that sets your nerves tingling when you hear it. At first it is the melodious and heavenly cries of Beatrice, Largess' voice echoed with a feminine quality, but as the play progresses and he slides deeper and deeper into the perils of hell the echoes, when performing the voice of the demons, mutate into dark, monstrous sounds that bellow the pains and agony of being forever damned. When these echoes resound they strike the audience with a fear that sets the hair on the back of your neck upright.
Exhilarating until the very end this production reels you in and keeps you on the edge of your seat; twitching and often shuddering at some of the more grotesque descriptions, each one outlined to perfection with Largess's purposeful articulation. His mastery of the language is impeccable; translating each grisly passage with an ominous tone sweeping through his being. Largess's ability to transform this shocking imagery so vibrantly you can almost see it just before your eyes is nothing short of phenomenal. The way he crafts each sentence to sound as if he were Dante himself, making a clear distinction between Dante as the narrating force and Dante as the terrified soul mid-journey, is beyond compare and must be seen and heard to be believed.
The way in which Largess engages his body throughout the production is truly captivating. As he morphs through a series of characters— not just Dante and Virgil but all of the demons and sinners he encounters along the way— his physicality adjusts to that which he portrays, creating a myriad of characters on the stage in the mind of the audience. The ability to transform himself from one man into many entities is enticing and mind-blowing; each persona that surfaces being more sinister than the last as he falls deeper and deeper into the pits of despair.
Largess' performance is so intense in places that he makes Dante's fear palpable. There are moments of unbridled terror that seize you by the heart; clutching and squeezing until you find yourself slightly short of breath in those more frightening moments. Many of these more drastic emotional moments come from scenes in Malebolge, the eighth circle, and Cocytus, the ninth circle, driving the play with rapt haunted enchantment to its foregone conclusion.
You must arm yourself with the qualities of fortitude if you are to travel alongside of Washington Stage Guild's Dante's Inferno this epic tale of hell; a theatrical masterpiece if ever there was one this season.
Running Time: Approximately 90 minutes, with no intermission.
Dante's Inferno plays through March 17, 2013 in The Undercroft Theatre— 900 Massachusetts Ave NW, in Washington, DC. For tickets call (240) 582-0050, or purchase them online.
Previous article'The Real Thing' at Silver Spring Stage by Jessica Vaughan
Next articleWalnut Street's 'Around the World in 80 Days' at George Mason U's Center for the Arts by Francine Schwartz
Amanda Gunther is an actress, a writer, and loves the theatre. She graduated with her BFA in acting from the University of Maryland Baltimore County and spent two years studying abroad in Sydney, Australia at the University of New South Wales. Her time spent in Sydney taught her a lot about the performing arts, from Improv Comedy to performance art drama done completely in the dark. She loves theatre of all kinds, but loves musicals the best. When she's not working, if she's not at the theatre, you can usually find her reading a book, working on ideas for her own books, or just relaxing and taking in the sights and sounds of her Baltimore hometown. She loves to travel, exploring new venues for performing arts and other leisurely activities. Writing for the DCMetroTheaterArts as a Senior Writer gives her a chance to pursue her passion of the theatre and will broaden her horizons in the writer's field.


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Next-Generation EO/IR System Selected For French Navy Helicopters
The Euroflir 410 payload provides critical observation capabilities under all visibility conditions safran News By Mike Ball / 11 Sep 2020
Babcock France has selected Safran Electronics & Defense's Euroflir 410 EO/IR (electro-optical/infrared) system to be integrated into four Airbus H160 helicopters that will be supplied to the French Navy. The work is being performed under a ten-year contract awarded by French defense procurement agency DGA (Direction Générale de l'Armement).
The four H160 helicopters will be part of an interim fleet that includes a dozen Dauphin N3 helicopters, which will also be fitted with the Euroflir 410 payload. The H160s will be modified by Babcock to meet the French Navy's evolving operational needs. Experience gained in the operation of these units by the navy will be used to help design the military version of the H160, known as Guépard ("Cheetah").
The Euroflir 410 can detect a ship's registration number or a person in distress at a distance of several kilometers, using a long-range multispectral telescope and high-performance line-of-sight stabilization to provide enhanced observation capabilities under all visibility conditions. It incporporates a high-definition video camera, a medium-wave infrared (MWIR) imager and supplementary near-infrared and shortwave infrared cameras that are designed to withstand severe maritime environments. The system will be used to boost the French Navy's operational capabilities by enabling it to carry out at-sea Search & Rescue (SAR) missions from bases in Brittany (Lanvéoc-Poulmic) and along the English Channel (Cherbourg).
The Euroflir 410 system is designed and produced in France by Safran. The first H160 helicopters outfitted with the system will be delivered in 2022. Safran also supplies the Arrano turboshaft engines for the H160, as well as other major equipment items.
Posted by Mike Ball Connect & Contact


In many cases, strip curtains are the better alternative to doors and gates. The overlapping plastic slats form an impermeable surface that keep away noise, cold, heat and dirt. However, if you need to move the forklift truck from A to B, you can easily drive through the PVC curtains without having to worry about opening and closing.
On request, we can supply you with strip curtains for sliding with a made to measure rail length from QUIPO. These flexible barriers are perfect for areas that you not only drive through with the usual means of transport for warehouse logistics, but also with large trucks and the like. In addition, these variants are optimally suited for flexible room barriers.


Join us for an evening of short films loosely based around the theme of COLLISION. No categories, only quality moving image. We screen a diverse collection of films without boundaries. Come and see.
Free to enter. We accept any film of 15 minutes or less, made whenever, loosely adhering to the current theme in our open call.


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New York State Modern Political Archive[remove]63
Norman Studer Papers63
Downtown Community School (New York, N.Y.)63
Race relations--1960-1970[remove]63
School integration63
Killens, John Oliver, 1916-19872
MacColl, Ewan1
Unknown[remove]63
apap116_mcBKVwkCfTc5dMzDo7LyiY63
Filtering by: Collecting Area New York State Modern Political Archive Remove constraint Collecting Area: New York State Modern Political Archive Creator Unknown Remove constraint Creator: Unknown Subject Race relations--1960-1970 Remove constraint Subject: Race relations--1960-1970
Downtown Community School (DCS) recording. Founded...
Norman Studer Papers
Collecting Area:
apap116
Parent Record(s):
02678472346e6400f85d5e8f4623ae19
Downtown Community School (DCS) recording. Founded in 1944, the Downtown Community School was an experimental, cooperative, racially integrated school located in Greenwich Village, New York. [15]
School integration, Race relations--1960-1970, and Downtown Community School (New York, N.Y.)
Downtown Community School (DCS) recording of an...
1959 February 15
Downtown Community School (DCS) recording of an unidentified speaker discussing Native American custom and traditions to children. Founded in 1944, the Downtown Community School was an experimental, cooperative, racially integrated school located in Greenwich Village, New York. [34]
Downtown Community School (DCS) recording of...
Downtown Community School (DCS) recording of Norman Studer, John O. Killens and narrator Chris Koch on a WBAI radio program discussing the Downtown Community School's (DCS) belief in the value of integrated education and their conference, The Second Revolution in the Schools, held on November 22-23, 1963 at DCS. Founded in 1944, the Downtown Community School was an experimental, cooperative, racially integrated school located in Greenwich Village, New York. The school closed in 1971.
School integration, Race relations--1960-1970, Downtown Community School (New York, N.Y.), and Killens, John Oliver, 1916-1987
Second Revolution in the Schools
This is a Downtown Community School (DCS) recording of John O. Killens giving a talk at the DCS conference, The Second Revolution in the Schools, held on November 22-23, 1963 at DCS. Killens discusses Africa, the Back to Africa movement and self identification of African Americans.
Downtown Community School (DCS) recording of a...
Downtown Community School (DCS) recording of a sixth grade field trip. Founded in 1944, the Downtown Community School was an experimental, cooperative, racially integrated school located in Greenwich Village, New York. [40]
Downtown Community School (DCS) recording of Florence Shoenfeld who directed the DCS tutoring assistance program. Founded in 1944, the Downtown Community School was an experimental, cooperative, racially integrated school located in Greenwich Village, New York. [35]
v2.6.0. A service of Samvera.


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Жіно́чність або Жіночість, Фемінність, в деяких перекладах Фемінінність (англ. femininity) — етично-естетична категорія, що позначає особистісні, естетичні та соціально-психологічні якості, які очікуються культурою від жінок, і описує нормативні еталони ідеальної жінки. Поширеною є думка, що «жіночні» якості зумовлені жіночим організмом та природно притаманні жінкам. Проте, попри ці культурні уявлення, концепт жіночності створюється кожним конкретним соціумом, передаючись і підтримуючись процесом гендерної соціалізації (більшою мірою жіночої). Внаслідок гендерної поляризації антиподом фемінності є маскулінність. Як один з основних гендерних стереотипів, жіночність стосується закріплених соціальних ролей та гендерованих видів праці, у ній криються витоки суспільної дискримінації за статтю та, частково, гендерного насильства.

Дослідження

Кроскультурні дослідження Маргарет Мід
Ідеали «жіночності» змінюються не тільки з часом, а й варіюють між різними культурами, в тому числі розташованими близько одна від одної. Одні й ті самі риси протягом історії та у кроскультурно вважалися як виключно «чоловічими», так і питомо «жіночими».

Приклади жіночності

Поведінка та особистість
Уявлення про «ідеальну жінку» можуть включати, наприклад, емоційність, ніжність, вразливість, щирість, відвертість у прояві почуттів, зовнішню красу, фізичну привабливість, шарм.

Одяг і зовнішній вигляд
У кожній культурі очікування щодо жіночного вигляду суттєво відрізняються. Тоді як у західній культурі ідеал жіночного вигляду традиційно включає м'яке довге волосся, тонку чутливу шкіру, вузькі маленькі зап'ястя, відсутність волосся на тілі, а поняття жіночності і тендітності дуже пов'язані, в минулі епохи, наприклад, худорляві жінки сприймалися менш жіночними, ніж повні. У багатьох куточках світу волосся під пахвами не сприймається нежіночно. Рожевий колір сьогодні асоціюється із фемінністю, а у 1900-х рожевий був «хлопчачим», а блакитний — «дівочим» кольором.

Традиційні «жіночі» ролі
Культурні уявлення про гендерні ролі є стереотипними і концептуально пов'язані з сексизмом. Абсолютизація певного стереотипу про жіночність у суспільстві або його надмірне поширення впливають на гендерну нерівність. Серед поширених уявлень про ідеальну жінку:
 «Мати» — це ідеалізована породілля, доглядачка та вихователька спільного з чоловіком чи й чужого їй потомства; модель підносить жертовність та самозречення жінок, їх безумовну відданість сім'ї, нехтування ресурсами в ім'я любові, конфліктує з побудовою кар'єри та жіночою сексуальністю. Яскраві приклади образу: Матір Божа, Мати-героїня. Наслідки поширення стереотипу у суспільстві чи його абсолютизації: низьке поширення сексуальної освіти, високі рівні незапланованих вагітностей, репродуктивне насильство (примусові вагітність, аборти, стерилізація), безвідповідальне батьківство та материнство, асиметрія декретних відпусток, нижча зайнятість жінок у прибуткових галузях, слатшеймінг);
 «Дружина»: мати, шлюбна партнерка, хранителька домашнього вогнища, асистентка чоловіка в його кар'єрі, також включає несиметричні очікування подружньої вірності та санкції за відступ від цих ролей. Роль ставить подружній статус жінки в ранг досягнення, котрого необхідно беззастережно бажати, а традиції поведінки жінок у шлюбі — в ранг непорушних правил. Наслідки: конфлікт між роботою та родиною, статистика розлучень, ранні, дитячі та примусові шлюби, продаж наречених, обливання кислотою, вбивство вдів;
 «Берегиня домашнього вогнища»: жінка, пов'язана шлюбом, стосунками чи сімейними відносинами, що регулярно і з задоволенням виконує неоплачувану роботу з обслуговування житла, харчування, догляду за дітьми, людьми похилого віку, хворими, і ряд іншої хатньої праці; наслідки ролі — депресія домогосподарок, гендерна нерівність у праці, в її оплаті, дискримінація жінок при наймі та на робочому місці, харасмент на роботі щодо жінок;
 «Повія» (жінка, призначена задовольняти сексуальні потреби чоловіків за грошову чи іншу компенсацію; сексуальний об'єкт. Стереотип підтримується культурою зґвалтування та живить прийнятність і розповсюдження таких явищ, як слатшеймінг, звинувачення жертв насильства, міфи про зґвалтування, порнографія, проституція, насильство проти жінок).
 Комплекс Мадонни-повії — поляризована дихотомія якостей Матері, Дружини та Берегині з одного боку і Повії з іншого. Наслідки поширення: жіноче обрізання, обмеження доступу до контрацепції, проституція, в тому числі культова, порнографія, торгівля жінками, сексуальне рабство тощо;
 «Діва у біді» — слабка та безпомічна жінка, пасивна у подоланні власних проблем, що чекає на чоловіка-рятівника, якого приваблює зовнішньою красою. Приклади: принцеса, яку лицар визволяє від дракона, Спляча красуня. Наслідки: прихований навчальний план (хлопчиків навчають діяти, дівчаток — спонукати до дії), недооцінка жіночої праці, міфи про зґвалтування.

Традиційні «жіночі» риси

 Покірність (серед наслідків уявлення про жінок як про покірних, наприклад, виправдання гендерного насильства, віктимблеймінг);
 Терплячість (уявлення, що треба зносити сімейне насильство, та звинувачення потерпілих);
 Другорядні ролі порівняно з чоловіками (скляна стеля, різниця зарплат);
 Низька ініціативність;
 Слабкість психіки та тілесних функцій (гіпердіагностика «істерії», списки заборонених для жінок професій, витіснення жінок з політики, влади, бізнесу)
 Табуйованість проявів агресії (таких як роздратування, злість, гнів, схильність іти на конфлікт, сперечатися, відстоювати позицію);
 Табуйованість чи обмеженість сексуальності (традиції «цноти», осуд жіночого оргазму в Середні віки, менструальні табу);
 Наївність, «чистота» (заборона освіти для жінок, обмеження участі в політичному житті, заборона сексуальної освіти та еротичного досвіду для дівчат та молодих жінок, жінок у шлюбі, осуд жіночих зрад та заохочення чоловічих);

Широка культивація цих та інших гендерних стереотипів про жінку як неспроможну і другосортну має наслідками глобальну гендерну нерівність та, зокрема, насильство проти жінок.

Впливи ідеалу жіночності

Практики краси та модифікації тіла

Феміністична критика стереотипу про жіночність

 У культовій праці теоретикині фемінізму Наомі Вульф «Міф про красу» викриваються жорсткі вимоги до жінок відповідати патріархальним уявленням про красу та системна дискримінація і санкції, котрим жінок піддає суспільство за відхилення від слідування стандартам «краси». Сам концепт «краса» деконструюється з начебто природного і притаманного до створеного соціумом в інтересах розподілу влади між статями. Демонструється відсутність раціонального підґрунтя та однозначних критеріїв «красивого».
 В знаковій феміністичній праці Бетті Фрідан «Таємниця жіночності» (1963) розвінчуються міфи про безхмарність материнства, вичерпання жіночої самореалізації роллю дружини та задоволення від обслуговуючої праці, котрі активно просувалися американською рекламою ХХ ст. та призвели до зростання кількості депресій, невротичних та інших порушень і суїцидів серед забезпечених та зовнішньо благополучних домогосподарок США.
 Праця лесбійської антипорнографічної радикальної феміністки Шейли Джеффріс «Краса і мізогінія» (2005, Beauty and Misogyny: Harmful Cultural Practices in the West) аналізує шкоду для жіночого здоров'я поширених у західних суспільствах б'юті-практик (від косметики до лабіопластики та грудних імплантів) через їхню роль у конструюванні сексуальності, гендеру та самосприйняття жінок.
 Жорсткою є феміністська критика стереотипу «Діви у біді», що набув піку в куртуазному мистецтві, реплікується в більшості творів класичної та значній частині модерної культури і зображує героїню лише як пасивну очікувачку порятунку від героя-чоловіка, що потрапила в біду і бездіє, нездатна на активність із самозахисту, проактивність чи лідерство, поки основну участь у сюжеті бере герой-чоловік. Відтворення пасивності жінки, її ролі окраси і статусу трофея поступово замінюється в феміністичній та сучасній літературі образами активних, ініціативних, об'ємних персонажок з фокусом на їх особистісних якостях, а не на привабливості їх тіл.

Див. також

 Гендерні стереотипи, Гендер, Гендерна роль
 Сексизм, Сексизм в освіті, Мізогінія в масмедія, Зображення гендеру у відеоіграх
 Сексуальна об'єктивація
 Маскулінність

Джерела

 Гендер для медій. Підручник з гендерної теорії для журналістики та інших соціогуманітарних спеціальностей. — Київ: Критика, 2017. — 224 ст.
 Ким. Л. Гендерные стереотипы.
 Кон И. С. Мужские исследования: меняющиеся мужчины в изменяющемся мире.

Примітки

Етика
Соціологія
Гендер
Аналітична психологія
Жінка
Гендерна психологія
Жіноча культура

redpajama_set_name: RedPajamaWikipedia


text:
Galinova Editorial es una casa editora creada en La Coruña en 1994. Está orientada hacia la enseñanza, especialmente de música.

Tiene poco volumen de edición (algo más de trescientos volúmenes), pero con una alta calidad con obras de referencia en diversos campos de la investigación lingüística básica sobre la lengua gallega. El formato de presentación de los libros está sobriamente cuidado.

Títulos
De entre sus libros, los dos títulos más importantes en ventas (bastantes libros de texto) son:

 Así falan os galegos. Carme López Taboada e María do Rosario Soto Arias, 1995. ISBN 8489459398.
 Ortografía da lingua galega. Begoña González Rei, 2004. ISBN 8497370414.

Entre otros títulos destacan

 Glosario etimolóxico de termos anatómicos.
 Dicionario de Ortografía da Lingua Galega.

Véase también
 Página web de Galinova Editorial (en castellano).
 Ficha en la Asociación Gallega de Editores

Editoriales de Galicia
Editoriales de La Coruña


He sat on the end of the front row, choosing the spot, he informed me, so he would be out of the way. He had a heavy burden, a walker that was fully laden. My mind didn't register him as homeless, as it should have, given the amount of stuff he carried with him. Trudging down snowy sidewalks was hard enough without a walker, much less a fully loaded walker.
But he had pushed through, arriving early to the Basilica for a grief presentation. Once he settled himself into a chair with his coffee and pastry, standard hospitality for a grief group, he identified me by name. This might not seem odd to you, probably because your name is not Beryl. He shared that he had two male relatives named Burle and one female relative named Byrle. We chatted for several minutes and in hindsight it occurs to me that I never asked him his name.
The talk was about what we need to let go of to move on in our grief. Only now do I see the irony of preparing a talk about letting go and delivering it to someone in the front row tenaciously hanging on to the few possessions he has in the world. He'd arrived early on a bitter cold day to a warm building serving coffee and pastries with unrestricted access to a clean and fully stocked bathroom. Benefits most of us take for granted.
Halfway through the talk, the man announced to the group, "I can never forgive." He embellished further, explaining that he had been asked to leave his wife's hospital room just prior to her dying. He was certain the medical team knew this was happening, and he could not forgive them ushering him out when he wanted to be with his wife at the end of her life.
Archbishop Tutu chaired South Africa's Truth and Reconciliation Commission, a commission deigned to find a healing path out of South Africa's grim history of apartheid. Tutu reminds us with every injustice there is a choice: revenge or forgiveness. Revenge will not free us; it ensnares us in a heavy hatred, making it nearly impossible to move forward and compromising our future.
What does revenge look like? Some time ago, an archaeological dig uncovered the "well of curses" in the palace of King Herod. The royal family would write curses on tablets condemning people they didn't like and then throw the tablets down the well. It turns out that the tablets were made of lead. The royals literally poisoned the water supply with their hate. Revenge, while it may feel justified in the moment, is ultimately corrosive. We don't need lead tablets to let revenge fester into a toxic brew, consuming our mind, our energy and our joy.
Forgiveness offers a different path that is both freeing and allows us to move forward after hurt and injury. In Tutu's book, "The Book of Forgiving," he outlines the four-fold path to forgiveness: telling your story; naming your hurt; granting forgiveness; and renewing or releasing the relationship with those who have injured you. Forgiveness is ultimately relinquishing our right to revenge.
My faith tradition calls us to forgive seven times seventy. It is an act of self-compassion, a way to free ourselves from the toxic replaying of an injury again and again in our mind. Forgiveness unbinds us from those who have injured us. The four-fold "process is simple, but not easy," Tutu reminds.
Next week, I will return to speak at the Basilica and I hope the gentleman who remains unnamed to me might return so I can try again. I hope I can see him with more clarity, step into his shoes for a moment and offer a him different path forward.


Hohner HM-36 (Piano 36) 1Early 1960s-2011?
Introduced by 1966. Soon, though not immediately, displaced the Professional 36. The Piano 36 became Hohner's flagship professional level Melodica and was the model featured in endorsements by professional musicians. Met its demise when Hohner moved Melodica production to China around 2011. It is fairly easy to find a Piano 36. Some are leaky. Easier to find in 2017 than a few years ago, and prices have come down.
The Piano 36 is competitive with today's best 37 key melodicas (Yamaha and Suzuki), but requires more air and so is somewhat harder to play.


ISO 11475 Whiteness test specifies the procedure to be used for determining the whiteness of papers and boards. The values obtained correspond to the visual appearance of white papers and boards with or without fluorescent whitening agents when they are viewed under the CIE D65 daylight illuminant. It is based on reflectance data obtained over the full visible spectral range (VIS) in contrast to the measurement of ISO brightness which is limited to the blue region of VIS.
In addition, it specifies a method for adjustment of the UV-content to correspond to the D65 daylight illuminant, insofar as results obtained when fluorescent whitening agents are present are dependent upon the UV-content of the radiation falling upon the sample. It is specific for the measurement of fluorescence in the blue region of the spectrum. This method is not applicable to coloured papers containing fluorescent dyes.
The diffuse radiance factor of the material is determined under standardized conditions after the instrument has been adjusted so that a reference standard has the same CIE whiteness value as it would have under CIE standard D65 Illumination, and the CIE whiteness value and the tint value are calculated. The fluorescence component of the whiteness is calculated from the difference between this whiteness value and the whiteness value obtained when the fluorescence emission from the material is eliminated, for instance by the introduction into the light beams of a sharp cut-off UV-absorbing filter.


Whisk together vinegar and oil. Brush both sides of eggplant slices with ¼ cup oil mix. Grill eggplant on medium heat until cooked through. Brush with remaining oil mix & turn occasionally (approx. 4 minutes). Remove from grill. Cool.
Grill bell peppers until blackened on all sides. Remove from grill and let stand 10 minutes. Peel and seed peppers. Cut into ¼" strips.
Place 2 pepper strips on 1 end of each eggplant slice; top with 2 to 4 arugula sprigs, allowing peppers and arugula to extend beyond both sides of eggplant. Roll eggplant up. Place seam-side down on platter. Season with salt and pepper.


Gary and Bernie will be retiring at the end of May!
WLA would like to announce a new Designer joining our team, Michael Minadeo!
Adrian Garneau joins WLA team!
David Roy receives David Cameron Good Citizen Award!
Wiemann Lamphere would like to congratulate the Town of Cambridge on the completion of their new fire station!
WLA named Best Architectural Firm of 2012!
Tim Duff joins WLA team!
Vergennes Senior Housing Project Receives Exemplary 5 Star Plus Score!
GSA Burke has achieved LEED Silver!
WLA Surpasses Big Change Roundup Goal!
Vergennes Senior Living Housing Complete!
Congratulations on the completion of The Lodge at Shelburne Bay!
WLA has teamed up with the Big Change Roundup for Kids to support the Vermont Children's Hospital!
Wiemann Lamphere has officially adopted the 2030 challenge!
James Lamphere, friend, founder, and former partner at Wiemann Lamphere Architects passed away.
Wiemann Lamphere's net zero home wins design award!


Over four hundred million dollars is spent every year in the United States alone on medical care that is needed as the result of a dog bite. And even though you love your pet, and you do what you can to train them, their behavior may still be unpredictable at times. Even the most loving pet can turn violent if they feel those they love are in danger or being threatened. If you choose to own a dog, the responsible thing to do is to purchase a Florida covered canine policy as soon as you bring your dog home.
A Florida covered canine policy protects you in the event that your dog bites another person. The medical expenses that are incurred and the damages the victim seeks will fall to you as the pet owner, and it's important that you are protected to avoid falling into financial ruin because of something that you did your best to avoid.
Think of the costs that you could be responsible for if your dog bites another human being. Medical care is expensive, and it will all come out of your pocket. With a Florida covered canine policy, you can protect yourself for as little as seventy-five dollars a year per dog. The difference in what you would pay without insurance and what you would pay for a policy makes it an easy decision to purchase a policy.
Next Post:What Is Business Interruption Insurance?


MarvelWhere to buyCatalogue Number: 16692Marvel App Heroez Come to Life. Ever wish you could bring your action figures to life? Well now you can! Using the Marvel App Heroez app, scan the marker on the base of your character and complete both unique character actions to unlock your character. Marvel App Heroez is an augmented reality app that brings your figures to life directly onto your Apple device.


text:
Onthophagus suturellus är en skalbaggsart som beskrevs av Gaspard Auguste Brullé 1832. Onthophagus suturellus ingår i släktet Onthophagus och familjen bladhorningar. Inga underarter finns listade i Catalogue of Life.

Källor

Externa länkar

Bladhorningar
suturellus


A GENTLE FAMILY CARVING THEIR FUTURE IN THE HUAMANGA STONE.
Jorge was born in Ayacucho; he is 41 years old and is married to Susana. He lives in Ayacucho where he grows his 4 children: Stefany (21), Christian (19), Dayane (3) and James (2).
Jorge learnt this art from his master and Susana learnt from Jorge. He is a master in molding the Huamanga stone, using few tools (a stick and a stone cutter) he can mold almost everything and with the help of Susana, who is in charge of the quality assurance process, they offer high quality products with a typical Ayacucho history and beautiful finishing.
Before they worked with PERULAND they were selling only to the Local Market, this opportunity to sell abroad is very important to them not only because of the experience to learnt but it also provides them with a more continued work.
Jorge and Susan are both gentle people, always warm to receive new friends and with a great disposition to create new products and innovate in designs.
Jorge buys the stone from quarries that belong to the communities that live near the area. Since the stone is heavy only adult people can work there, children are not allowed to work.
After buying the stone Jorge selects the best parts and cut them in small pieces he will later use. Using few tools like a stick, a polisher and a stone cutter he gives life to beautiful and amazing pieces. There is no small piece that can't be molded by Jorge.
The Huamanga Stone is natural white, light pink, light green color and is a Peruvian Stone you can find only in Ayacucho. At the sun it looks a little transparent and is beautiful.


Zoo You Later is a series of stories by well known Australian author Chris Cheng about true animal escapes. Zoo You Later - Monkey Business is now available as an interactive digital KIWA BOOK™. Meet mischievous Erwin, a capuchin Monkey who decides to take full advantage of a zoo keepers mistake of leaving the door open. Follow Erwin and his merry band of monkeys as they take the zoo keepers on a wild chase around and even outside the zoo.
NOTE: This LITE version contains a few sample pages. An in-app purchase allows you to access the full book.
This digital book contains text and audio in the following languages: English, Spanish, Chinese.
Fixes the settings menu, access to paint and recording in iOS 5.


A 322,019-square-foot mixed-use project is on its way to Race Street.
Call it a groundbreaking. Or more like, a building-smashing.
Either way, construction has begun on The River East -- a 322,019-square-foot mixed-use project at 2900 Race St. -- marked by the ceremonial smash of a wrecking ball against a vacant building that will be torn down to make way for the development. According to developer Criterion Property Co., the project will have a modern design with space for residential, retail and office.
Tarrant County Commissioner Roy Charles Brooks, who attended the event Thursday, said the project is part of "the rebirth of [Race Street]."
"Real estate is too valuable," he said. "We can't afford to just throw it away. With an eye toward maintaining the legacy of the past, we must continue to rebuild, to reuse adaptively, to create new spaces that fit the way new people want to live, work and play. That's what we have in this project."
The residential portion of the project will include 181 units between 600 and 1,331 square feet, with studio, one-bedroom and two-bedroom floor plan options. Each unit will be outfitted with amenities like stainless steel appliances and cabinets with quartz countertops, and many first-floor units will have 10-foot high ceilings and fenced yards. Outside, residents will have access to amenities like a pool, lounge areas, a grilling kitchen and fenced pet park.
About 13,500 square feet of the project will be dedicated as live/work space for small businesses and artists, and about 4,400 square feet will used as coworking space. Additionally, about 3,000 square feet will be used for retail.
While Criterion would not disclose the cost of the project, the company is required to invest a minimum of $20 million as part of its tax abatement agreement with the City of Fort Worth.
Criterion is also working with the city to improve the streetscape of Race Street to make it more walkable, with plans to widen sidewalks, create reverse-angle parking, and add public art among other improvements. Another plan is to create a public paseo between Race Street and Plumwood Street, as well as bring more development to Belknap Street.
Not far from The River East is Criterion's residential project, The Scenic at River East -- a 276-unit luxury multifamily located at 999 Scenic Hill Drive.


Following a disaster local, national and international decision-makers make complex choices in a rapidly changing situation. They must match the needs of affected communities with the various mandates, capacities and funding of assisting organisations: balancing the need for rapid recovery of people's lives and livelihoods with the aspiration to 'build back better' and reduce vulnerability to future disasters. Disasters are frequently cited as 'windows of opportunity' for positive change, yet the window is small and closes quickly amid these competing demands.
My research focuses on the links between policy, practice and evidence regarding post-disaster housing processes. I hope that a better understanding of the decisions made following disasters (policy), linked both to their implications for practice and their short- and long-term impacts (evidence) can strengthen our understanding and improve the effectiveness of our responses to future disasters.
Undertaking a PhD is a long and lonely process and I know that few people will have the time to read my final thesis. Thus I intend to use this blog to share interesting discoveries and document my thoughts as I undertake this journey – hopefully to generate exciting discussions and opportunities for collaboration on route.