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1934-1935 Studebaker Land Cruiser
Like most automakers, Studebaker struggled during the Great Depression -- though they managed to produce some impressive cars like this 1934 Studebaker Commander. See more classic car pictures.
©2007 Publications International, Ltd.
The 1934-1935 Studebaker Land Cruiser arrived during a time of great economic turmoil for the country and Studebaker in general. With new leadership determined to bring Studebaker back from the brink of financial ruin in the early 1930s, the company gained a renewed sense of vigor. One of the first signs of that vitality was the creation of a distinctive, streamlined auto-show special. When show-goers gave the car their approval, the Land Cruiser quickly went into production and became one of Studebaker's most memorable products of the decade.
Classic Cars Image Gallery
Early on the morning of Sunday, July 2, 1933, the citizens of South Bend, Indiana, awoke to read the news that Albert Russell Erskine, president of the Studebaker Corporation for the previous 18 years, had taken his own life. The man who had once boasted "we eat obstacles for breakfast" had suffered for months with ill health, both physical and financial. His carefully orchestrated death came less than four months after the company he had led to such great heights in sales and profit had fallen into receivership, the result of the country's economic collapse and poor management decisions on his part.
In its 80 years as a producer of wheeled vehicles, Studebaker had weathered many crises and through it all had never finished a year in the red-until 1932. Being one of the few companies to successfully make the transition from horsedrawn to self-propelled vehicles, it became an institution with a worldwide reputation.
That it eventually managed to survive the crisis of 1933 was almost totally the result of the perseverance and fortitude of Paul G. Hoffman and Harold S. Vance, who, as coreceivers, convinced a federal judge that Studebaker would have a better chance at paying back its creditors if it was to stay in business rather than liquidating its assets. Shortly thereafter, with the judge's consent, Studebaker began an unprecedented $100,000 advertising campaign, announcing to the world that "Studebaker Carries On." The plan worked, and within two years, the company was rescued from receivership and was again on a solid financial footing.
It seems quite remarkable that during the very depth of the Great Depression, the company would be turning out some of its most impressive and memorable vehicles. In 1933, for example, it had a passenger-car lineup that included the Studebaker Six, Commander Eight, President Eight, and Speedway President, as well as a lower-priced companion make, the Rockne.
In addition, there was a full line of medium-duty trucks, ambulances, funeral cars, and light-commercial vehicles. That Studebaker was offering four completely different chassis, more than 20 different bodies, and five distinct engines in the passenger-car line alone gives a good indication how badly Erskine had misjudged the extent of the Depression.
To learn more about how Studebaker faired during the depression, see the next page.
For more information on cars, see:
Studebaker During the Great Depression
Studebaker and Pierce-Arrow
The 1934 Studebaker Land Cruiser
The Design of the 1934 Studebaker Land Cruiser
The Legacy of the Studebaker Land Cruiser
The Studebaker Land Cruiser at the World's Fair
Studebaker's Engines and the Racetrack
Inspired by the Pierce Silver Arrow, body engineers at Studebaker began imagining how they might add a sleeker look to their car. A standard 1934 sedan was modified by hand to try out their ideas.
©2007 Publications International Ltd.
While Studebaker's line of cars may have been out of step with the environment of the Great Depression, it would be difficult to criticize the classic styling or mechanical innovations evident on the beautiful cars made at the time. Today, the classic lines of the big Presidents are admired by many but owned by few, due to their low production.
Studebaker was also distinguished in the field of engineering and engine building. Ample evidence of this is shown by the results of the 1933 Indianapolis 500: Of the 14 cars that finished the entire 500 miles, half were Studebaker-powered -- a record for stock-block entries that still stands. Thanks principally to chief engineer Barney Roos and his able staff, Studebaker could boast of holding more speed and endurance records than all other manufacturers combined.
After Studebaker went into receivership, Hoffman and Vance realized that severe cost cutting was in order if Studebaker was to stay in the automobile business. Consequently, in mid 1933, they discontinued all racing endeavors and further economized by drastically reducing the number of models and chassis offerings for 1934. Dropped were the big 337-cid President Eight engine, the entire Rockne line, and the expensive-to-build convertible sedans. There would be only three passenger-car lines-the Dictator Six, and Commander and President Eights-and among these, there would be considerable sharing of mechanical and sheet-metal components.
The base-model Dictator was designated the Model A, rode on a 113-inch wheelbase, and was powered by an L-head six displacing 205 cubic inches that produced 88 bhp at 3600 rpm. Both the 119-inch-wheelbase Commander (Model B) and 123-inch-wheelbase President (Model C) utilized the same straight-eight engine block, though the President topped out at 250 cid, or 29 more than the Commander by virtue of a half-inch-longer stroke. Commanders boasted 103 bhp, Presidents 110.
Studebaker launched its huge worldwide advertising campaign at the start of the 1934 model year in October 1933. In doing so, it coined a catchy new slogan: "From the Speedway comes their stamina, from the Skyway comes their style." It was certainly easy to substantiate the first part of that statement. In addition to its strong finishes at Indianapolis in 1932 and '33, Studebaker held 143 national and international records for speed and endurance, utilizing a number of different models.
The "Skyway styling" was an obvious reference to the all-new bodies that Studebaker claimed "were styled directly from airplane designs." Indeed, Studebaker may have been one of the first companies to use wind-tunnel testing for its cars. Evidence suggests that as early as 1932, passenger cars were being tested at the University of Michigan and it is well documented that four of the five factory-sponsored 1933 Indy cars had all-new aerodynamic bodies that had been tested there extensively.
While Studebaker was ramping up to the design that would become the Land Cruiser, the final piece of the puzzle came when they merged with Pierce-Arrow. Learn more on the next page.
Aside from a sloping deck with an integral trunk, a four-section wraparound backlight and fender skirts were among the features that reinforced the Pierce Silver Arrow's streamlined appearance.
In 1928, Studebaker merged with Pierce-Arrow, and through 1933, they shared engineering and styling talent, as well as some production facilities. Pierce, however, did not lose its corporate identity and was allowed to proceed pretty much on its own with occasional guidance from South Bend.
In late 1932, Pierce vice president Roy Faulkner was approached by Phil Wright, a stylist recently released by General Motors. Wright was looking for work and presented his credentials and a 1/8-scale model of a fastback coupe that he hoped would interest Faulkner. Both Faulkner and Pierce president Arthur Chanter were impressed by the model and soon presented it and the young Mr. Wright to Albert Erskine in South Bend. Erskine was enthusiastic about the concept, but knew time and money were against them. Pierce needed something quickly to jump-start its lagging sales and he knew it would take a year or more to get a completely new car ready for full-scale production. Erskine suggested they build 10 (later reduced to five) of the new cars for the upcoming auto shows, with the first to be done no later than January 1, 1933, in time for the New York event.
The design rights were purchased from Wright and the project turned over to Studebaker chief body engineer James R. Hughes. Hughes' staff made several alterations to the original design in order to fit it on the shorter 139-inch-wheel-base Pierce V-12 chassis. (Wright's original design anticipated a 147-inch stretch.)
Once styling had completed its drawings, they were given to Paul Auman, who headed up Studebaker's experimental body department. Working around the clock for nearly three months, his staff of craftsmen created five complete bodies, mounted them on the Pierce chassis, and shipped them on schedule.
Of course, the cars created at Studebaker came to be known as the Pierce Silver Arrows and they were instantaneous crowd pleasers wherever they were shown. The cars had features years ahead of their time: fastback styling, slab sides, built-in trunk, full steel roof, enclosed running boards, recessed door handles, and flared head- and taillights. Nothing quite like them had ever been seen before. In the years that followed, several auto companies copied various features of the original Silver Arrows, but none of these ever quite compared to the original.
With the designs in place, the Studebaker Land Cruiser was ready to hit the streets. Read the next page to learn more.
Thanks to the Studebaker Land Cruiser's four-window body design, rear-seat passengers enjoyed formal-car privacy.
The 1934 Studebaker Land Cruise was born out of necessity. Studebaker wanted to take advantage of the enthusiasm created by the Silver Arrows, but was strapped for cash and could not hope to introduce another completely new body. Being the feisty independent, however, it relied on innovation and improvisation, two ingredients in abundance among the design team headed by the Hughes.
About three months after the '34 Studebakers made their debut, the team came up with some detailed drawings that illustrated what a dramatic change of appearance could be effected by simply taking a standard four-door sedan and modifying the body aft of the C-pillar. To view this in full size, a production model was taken off the assembly line and by the "simple" expediency of cutting and welding a few panels, reshaping the back glass, reforming a decklid, and adding some fender skirts, the look of an all-new car was created.
Hoping to create a sensation similar to what the Silver Arrow had done the previous year, Studebaker rushed ahead with the project. Again, the deadline was the New York show, which started the first week of January, To qualify for participation, it had to be completed by January 1. Paul Auman's crew in experimental body engineering was put to the test for a second consecutive year.
Work on the "streamline model" -- as it was dubbed in interoffice correspondence-didn't begin until December 14, 1933, but it was completed and shipped on the first of the new year. Entries in Auman's personal notebook reveal that it required a total of 2,164 man hours to complete, broken down as follows: wood shop, 298 hours; metal shop, 1,573 hours; paint shop, 160 hours; and trim shop, 133 hours.
By the time of the show, the "streamlined model" had been officially named the Land Cruiser. But, no matter what it was called, it couldn't fail to attract notice. According to the dealer newspaper, The Studebaker News, "[T]he Studebaker exhibit was thronged continually and was the center of attention."
To learn more about the 1934 Studebaker Land Cruiser, see the next page.
Initially offered only in the top-end President series, the Studebaker Land Cruiser production was extended to the Commander line seen here.
There can be no doubt that the design of the 1934 Studebaker Land Cruiser was inspired by the Silver Arrow. Most people at the time considered it unorthodox, some extravagant, but almost all controversial. The wraparound four-piece rear window was especially unique and the fender skirts (referred to as "rear wheel shields" by Studebaker) were probably industry firsts on a mass-produced car.
While Automobile Topics magazine referred to the Land Cruisers as "one of the smart streamline offerings of the hour," Studebaker president Paul Hoffman ignored the streamlining altogether and confined his comments to the functionality of the new fully enclosed trunk.
In a company press release, he is quoted thusly: "As a result of this demand for more luggage space, we designed what can be called as the first 'Land Cruiser' -- which I believe carries more luggage space than any manufacturer has yet built into a production model. This space measures 48 inches wide, by 27 inches long, by 27 inches high. With this space available, five people will be permitted to travel great distances without the discomfort of riding with a rear compartment piled high with baggage." Indeed, few cars were equipped with built-in trunks in 1934, and from Hoffman's remarks, we may gather that he considered the matter as a choice of function over form and that aerodynamics and streamlining played little or no part in the company's decision to build the car.
It took several months before new body dies could be made at Budd (Studebaker's supplier in Philadelphia) and the car put into full production. In fact, the first production Land Cruisers were not seen coming down the assembly line until mid April. Within the intervening four months, Studebaker had introduced its new "Year Ahead" models, which were distinguished from the earlier-series cars by their horizontal hood louvers. Since quantity production of Land Cruisers began after the introduction of the Year Ahead models, it is believed that most of the 1934 production of this model would have had the horizontal louvers, though numbers are not available.
The Land Cruiser body represented the prestige car of the line and it was featured prominently in most magazine advertising, which in those years was the principal recipient of auto company ad spending. Initially, the Land Cruiser was offered only on the President chassis. Later it was made available in the Commander line, and in June, on the deluxe Dictator. Prices on these new offerings were about 15 percent higher than comparably equipped four-door sedans-enough to discourage many Depression-era buyers.
With the success of the first Land Cruiser, Studebaker was bound to update it. Learn about the 1935 Studebaker Land Cruiser on the next page.
The 1935 Studebaker Land Cruiser maintained the slope-backed look of its predessor.
The 1935 Studebaker Land Cruiser had a tough act to follow. The 1934 model year was an unusually long one at Studebaker, extending from October 1933 through early November 1934. Total sales of all passenger-car models amounted to 61,180 units compared to 26,886 (including Rocknes) for the previous year.
This allowed Studebaker to jump from 10th to eighth place in total registrations, being one of only four companies to improve its position in that Depression year. This gain in position, significantly enough, was achieved while reorganization was pending and the business was technically in charge of the courts. This success was due principally to two important factors. First was the aggressive corporate advertising campaign advanced by Hoffman, and second the loyalty of the dealers, who for the most part remained steadfast in the Studebaker camp despite the receivership.
Since the Land Cruiser was a mid-model-year introduction, and since it was the most-expensive car in the lineup, it was not expected to be a big seller. Production records indicate that only 841 were built, broken down as follows: Dictator 407, Commander 233, and President 201. This amounted to just 1.4 percent of the company's passenger-car production.
Despite this, company executives opted to offer the Land Cruiser as part of the new 1935 line. The big news at Studebaker for '35 was the adoption of independent front suspension. Unlike the coil-spring type introduced by some companies in '34, it consisted of a transitional spring that did away with the conventional axle. Studebaker called this new engineering breakthrough "planar suspension" and it was standard equipment on the President and Commander lines and optional on the Dictator. In various forms, it survived through 1949 on Studebaker cars.
The fraternal Elks Club began using Studebakers on national tours to its annual conventions. Here, the President Land Cruiser and Dictator sedan shows the differences between the styles.
Only relatively minor styling changes were made for '35, though these altered the overall appearance to a remarkable degree. The new radiator shell had a narrow vee-shaped sloping front with sides that curved backward and outward to meet the hood lines. The side sections of the tall vertical shell were composed of horizontal fins, which, at the top, represented an extension of the horizontal hood louvers.
The Commander and Dictator had a chromium radiator mascot consisting of a flying goose inside a large oval. The President utilized a graceful lady standing tall with flowing hair. Body offerings, including the Land Cruiser, remained virtually unchanged from the previous year.
On the next page, learn the fate of this influential Studebaker.
The 1935 Studebaker Land Cruiser had dismal sales numbers, though it was considered a stylistic achievement.
The 1935 Studebaker met with mixed results. Unfortunately, production figures by body style for the 1935 models do not exist, but Studebaker's total passenger car production in the U.S. was just over 41,000. This represented a considerable reduction from the 1934 figures, and Studebaker's overall share of the new-car market fell to 1.38 percent, the lowest in company history. (In spite of its mediocre sales, however, Studebaker was able to celebrate its emergence from receivership in March with Hoffman becoming president and Vance chairman of the board.) Undoubtedly, the number of Land Cruisers sold on all three chassis amounted to less than three percent of the total, which makes these cars exceedingly rare today.
Fastback styling was a popular fashion among automobile designers in the early and mid Thirties, though only a relative few of them got off the drawing boards. The Chrysler and DeSoto Airflows of 1934-37 were the only mass-produced examples, but for all their innovative features, they did not gain wide public acceptance.
Others that come to mind in that era include the Lincoln-Zephyrs and the extremely limited-production Cadillac Aero-Dynamic coupe. Various others-some no more than experimental prototypes-sprang up on both sides of the Atlantic, but none managed to gain a foothold, since most required a rear-engine placement to gain full advantage of the teardrop design.
As we know, automobile styling is more evolutionary than revolutionary, and the buying public is quick to reinforce this fact. The Thirties, however, witnessed great strides in body design, from the stodgy box-square design left over from the Twenties to a much more streamlined car at decade's end. For one to fully appreciate this, he needs only to examine a typical 1930 four-door sedan and compare it with a 1940 model. Next, set a 1992 model against one built in 2002. In this way, we can more fully appreciate the great strides taken in the Thirties-and cars like the Studebaker Land Cruisers that made those steps tangible.
Not that the Land Cruiser was entirely ignored when it first came out. On the next page, learn about the Studebaker Land Cruiser's trip to the 1933-1934 World's Fair.
A mammoth rendition of the Land Cruiser towers over fairgoers in Chicago at the World's Fair in 1934.
The Chicago World's Fair, or more correctly the Century of Progress International Exposition, was held on the city's beautiful lakefront in 1933-34. Its purpose was to commemorate the 100th anniversary of the city's incorporation and, more importantly to provide jobs and recreation for a nation mired in a deepening depression. Planning for the event began in the late Twenties; Studebaker signed on to participate in August 1931.
At that early date, no one was sure exactly what form the display would take.
Whatever it was, it had to be sensational, since all the major auto companies would be represented and each would be trying its best to outdo the others. Of course, Studebaker could display some very impressive vehicles from the company's museum. It had the carriage in which Abraham Lincoln rode to Ford's Theater on the night of his assassination, and another in which the Marquis de Lafayette toured the U.S. during his visit in the 1820s, as well as many other historically significant vehicles.
What the company finally decided upon, however, had nothing to do with museum vehicles. Instead, it would construct the largest automobile ever built. The idea was inspired by another large Studebaker built in the late spring of 1930 to commemorate Studebaker's remarkable records of speed and endurance.
The car chosen was a 1931 President Model 80 Four-Season Roadster. It was constructed of wood and measured 41 feet long, 13.5 feet high, 15 feet wide, and weighed 5.5 tons. It was built over a three-month period by 60 craftsmen in Paul Auman's experimental body department. The car was originally used as a prop for a movie short entitled Wild Flowers in which 22 members of the Studebaker Champions orchestra were accommodated in the driving compartment of the car. After the completion of the film, the car was disassembled and moved to a prominent knoll at the company proving grounds along busy Indiana Highway 2, seven miles west of South Bend.
Wanting to publicize its newest and most-luxurious model at the Chicago fair, the company decided to erect an immense representation of the President Land Cruiser. Though this giant car would have wooden framework, the exterior was made of plaster, and its completion represented a masterpiece of furring, lathing, and plastering. So accurate and authentic was the model that visitors would scratch at the surface with their fingernails to test the composition.
A retouched publicity photo of Studebaker's World's Fair car intersperses models with craftsmen at work.
The giant Land Cruiser, which reposed in the great hall of the Travel and Transport Building, was 80 feet long, 28 feet high, and 30 feet wide. The running boards were 21 feet in length, the windshield wiper three feet, and the tires 12.5 feet For maximum "eye appeal," it was painted Canary Yellow, a color later made available on production cars for an extra $80. Below the running board was a door that led visitors into an auditorium that could hold 80 guests. Films were shown that extolled the virtues of the new Studebakers and told, in dramatic fashion, how Studebaker had set more than 140 records for speed and endurance.
Of course, a full line of normal-size Studebakers (some painted in Canary Yellow) were on display in the open foyer in front of the giant car. Directly to the left, large crowds gathered to watch craftsmen from Chicago's National Products Company cast 6.75-inch-long models of the Land Cruiser from molten metal. Each one had the words "Replica of Giant World's Fair Studebaker" embossed on the decklid. One could also buy a seven-inch-long Studebaker dual-wheeled stake-bed truck. The car was available in a variety of colors and the truck in red-both for the princely sum of 25 cents.
Not long after the colossal car was completed, Studebaker announced its new "Year Ahead" model with its horizontal hood louvers. To keep in tune with the production cars, the giant fair car was modified to reflect the changes, as were the pot-metal miniatures with white rubber tires. The detail and finish were quite good for the era and the popularity of the promotion led Studebaker to continue the practice in succeeding years. A 1935 model of the Land Cruiser was also done by the same firm and the decklid inscription read "Studebaker" or "Studebaker Miracle Ride." These were offered to dealers for 15 cents each.
This writer has often wondered whether the commissioning of the miniature cars by Studebaker at the fair represented the first use of promotional models. Certainly there had been toy cars and trucks built prior to 1934, but were any of these built to the accurate specifications required by Studebaker, and did any receive corporate sanction? If not, we can chalk up another industry "first" for the firm.
Studebaker reaped a tremendous amount of positive publicity from its participation in the exposition. At its conclusion, the big Land Cruiser was dismantled, but many of the thousands of miniatures have survived and remain in the hands of collectors. As for the outsized 1931 President that inspired the fair exhibit, it survived until the spring of 1936, when it was set afire on orders of the company president.
On the next page, learn about the Studebaker's career on the racetrack.
In an economy move, Studebaker withdrew from participation in racing after the 1933 Indianapolis 500. Still, though the firm would not directly sponsor cars in competition, it wanted to cooperate with independent racers who wished to use Studebaker power. Since the large 337-cid engine used on the 1929-33 Presidents had been discontinued, they would have to settle for the smaller 250-cid eight.
But in many people's minds, this was a better engine since it provided more horsepower per pound than the bigger version. (At the '33 Indy 500, Dave Evans, drove the 250-equipped Art Rose Special to sixth place, ahead of all five factory-backed cars with the 337 engine.) It had been introduced on the 1929 Commander FD models and was completed under the direction of engineering vice president Barney Roos. The L-head engine used nine main bearings, had bore and stroke dimensions of 3.06×4.25 inches, and developed 110 bhp in the 1934 passenger-car version.
On February 23, 1934, company president Paul G. Hoffman announced that Studebaker would offer a "hotter" version of this power-plant for "speedway competition." It would feature a high-compression head, four downdraft Stromberg carburetors, a magneto, and -- since the generator was not needed -- a new water-pump drive. Studebaker engineers had obviously done considerable testing on this engine and claimed it would produce "about" 150 horsepower. "Due to the fact that these motors come from our own assembly line, we are able to sell them for the low price of only $750," Hoffman said.
Studebaker-powered cars started at Indy through 1939. This author is unable to say with certainty if these engines were the same as offered by Studebaker or were built by the owners. However, it was a very interesting concept on Studebaker's part and I am unaware of any other auto manufacturer of this era to make such an offer.
An interesting aside to this story was recently uncovered in the Studebaker National Museum archives. While looking through the comptroller's records, this writer came across a price memorandum, dated February 5, 1935, that noted a special net of $870 for furnishing and installing a racing engine and special rear axle in a President Land Cruiser. Unfortunately, the car was bound for Prague, Czechoslovakia; the likelihood of its current survival would be remote.
1937-1939 Chevrolet
1932-1935 Graham Blue Streak
1935 Fiat 508 S MM


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Q: When proving divisibility by induction, how does $f(k+1) - f(k)$ help us to prove it? I was going through my textbook and I found that when you're proving divisibility for a function $f(n)$, one approach is to use $f(k+1) - f(k)$ but it doesn't explain why it works. I haven't been able to figure out why and how this allows us to prove that a function $f(n)$ is divisible by an integer $r$.
What is the intuition or reasoning behind this?

A: In general, for integers $M, N$ and $r$, if $N$ is divisible by $r$, then the two statements

*

*$M$ is divisible by $r$

*$M-N$ is divisible by $r$
are equivalent. A simple proof (which works if $r\neq 0$) is that $\frac{M}{r}$ being an integer and $\frac{M-N}{r} = \frac{M}{r} - \frac{N}{r}$ being an integer are equivalent because $\frac Nr$ is an integer.
If your induction hypothesis is "$f(k)$ is divisible by $r$", then during the induction step, this is taken as true. Which means $f(k)$ plays the role of $N$ in the above scenario. And $f(k+1)$ plays the role of $M$. In other words, assuming that $f(k)$ is divisible by $r$ (as one would do in an induction proof), then

*

*$f(k+1)$ is divisible by $r$

*$f(k+1)-f(k)$ is divisible by $r$
are equivalent.
Note that some times, one might even have to subtract other multiples of $f(k)$. The same principle applies, though: whatever multiple of $f(k)$ you subtract, it is still a multiple of $r$, and thus the proof moves forward.

A: Likely you mean the telescopic induction schemas below, in divisibility & congruence form:
$$  \bbox[1px,border:3px solid #c60]{\bbox[8px,border:1px solid #c00]{\forall\, n\ge 0\!:\,\ d\ |\ f_n \iff\! {\bf \large [}\,d\ |\ f_0\ \  \&  \  \ \forall\, n\ge 0\!:\ d\ |\ \color{#0a0}{f_{\,n+1}\!-f_n}\,{\bf \large
 ]}}}\qquad\qquad\ \ \ \ \ \ $$
$$\ \ \  \bbox[1px,border:3px solid #c60]{\bbox[8px,border:1px solid #c00]{\forall\, n\ge 0\!:\ f_n\equiv c\!\iff\! {\bf \large [}\:\! f_0\equiv c\ \ \&\  \ \forall\, n\ge 0\!:\ \ \color{#0a0}{f_{\,n+1}\,\equiv\, f_n\:\!}{\bf \large ]} \!\pmod{\!d}}\:\!}\qquad$$
Notice it is more intuitive in congruence language: if the value of $f$ never changes at successive integers $\,\color{#0a0}{n,\,n\!+\!1},\,$ then $\!\bmod d\!: f\:\!$ is constant so $\,f_n\equiv f_0\equiv c\ $ ($c\!=\!0$ in the first schema).
Notice the inductive step is trivial: $ $ if $\,f_k\equiv c\,$ then $\,\color{#0a0}{f_{k+1}\equiv f_k}\equiv c\,\ $ [for the direction $\Leftarrow$]
Viewed as a telescoping sum: $\,f_n = f_0 + \sum_{k=0}^{n-1} (\color{#0a0}{f_{k+1}\!-f_k})\equiv f_0\,$ by all  $\,\color{#0a0}{f_{k+1}\!-f_k}\equiv 0$.
The reason this method often simplifies such inductive proofs is because the first difference $\,\color{#0a0}{f_{n+1}\!-f_n}\,$ is degree reducing  in the common case when $\,f_n\,$ is a polynomial in $\,n,\,$ so the degree reduction simplifies the problem. For many worked examples see here and its links.

From here is a simple example: $\!\bmod 8\!:\ {\rm odd}^2\equiv 1,\,$ i.e. $\,f_n = (2n\!-\!1)^2\equiv 1\,$ is true because   $\,f_{n+1}-f_n = (2n\!+\!1)^2-(2n\!-\!1)^2\! = \color{#0a0}{8n}\equiv 0,\,$ so $\,f_n\equiv \color{#c00}{f_0\equiv \bf 1}\,$ by the 2nd schema  above.
The telescoping sum form of the above inductive proof is simply
$$ (2n-1)^2  = \color{#c00}{\bf 1} + \sum_{k\,=\,1}^{n-1}\!\: \color{#0a0}{8k}\,\equiv\, 1\!\!\!\pmod{\!\color{#0a0}8}\qquad$$

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New visa policy aims to give non-EU students access to labour market
Study visa policy will allow access to Maltese labour market to students coming from outside the EU and to ensure only bona fide students are issued a visa to come to Malta
Stock photo (Source: Shutterstock)
A new student visa policy, aimed at making it easier for third-country nationals to come to Malta to study, by, amongst other measures, opening up the country's labour market to them, has been launched.
The education ministry said that private operators in the education have been finding it difficult to attract students from non-European Union countries, due to Malta's limited consular representation, with the current consular agreement set-up not making it convenient and efficient for TCNs - who are usually either higher education students pursuing a course at Malta Qualifications Framework Level 5, or English language students - to come to Malta to study.
To solve this issue, the new policy will change the requirement for non-EU English language students to obtain a residence permit, replacing this with a national visa instead, which will be used to extend the students' original authorisation to stay in Malta. A residence permit will only be required if their stay in Malta is going to exceed a year.
The new policy will moreover give non-EU students access to the Maltese job market, and will encourage them to start a career locally.
It will make it easier for students intending on coming to Malta, who do not have a Maltese consular mission or visa office in their country, by giving them the opportunity to submit a visa application without needing to present themselves in person, and making more efficient use of External Service Providers present in the TCNs' countries.
Through the policy, the government also intends to ensure that only bona fide students are issued with a visa allowing them to travel to Malta, by placing a requirement on the education ministry, Identity Malta, and the police to keep a system of data sharing on students and educational institutions.
"TCNs pursuing a full-time course (exceeding 90 calendar days) leading to a higher education qualification recognised by MQRIC may take up employment for a maximum period of 20 hours per week, starting from their first year of studies. Moreover, TCNs who obtain a higher education qualification in Malta recognised by the MQRIC may extend their stay in Malta by six months. The new arrangements will make it possible for the country to retain the talent of highly skilled third-country nationals," the education ministry said.
The ministry said the policy would address the current situation which "may be harming Malta's potential in the education sector and prejudicing the significant investment of educational establishments in the Maltese economy", and "is also limiting the efforts of these institutions to promote the country as a competitive education jurisdiction within the EU."
It would also improve Malta's competitiveness as an education jurisdiction, the ministry highlighted.

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You may think that actor/performer Taye Diggs and actress/performer Idina Menzel would not think of letting each other go after being married to one another for a decade. But, the beautiful snowy fields of marriage and relationships always have a possible end. But, the separation could possibly be temporary. Whatever the case may be, we're not worried about both of their well-beings. Diggs can resume his Private Practice, and Menzel has the "Frozen Fever." Not an actual fever, but rather a short Frozen video following the events of the film of the same title. As for Diggs, he'll be busy himself with a few movie projects lined up already for him.
Separate, divorced, time apart…..Whatever words describe Diggs and Menzel's current relations leads up to the sale of their home in Studio City. It was sold last October at $2.555 mill. The nicely-sized 4,931 sq ft residency is ideal for both having a family in and living exceptionally. The house has everything a family needs and wants; sleek hardwood flooring (for easily dealing with those spills), living spaces for downtime and entertainment, large pool, and room for a big family BBQ. For mommy and daddy, there's an office to be found and fireplaces to drink wine by during peaceful nights.


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EMPTY LOTS: Binghamton's blight demolition program leaves vacant land
Hannah Schwarz
pressconnects.com
In November 2015, the green, white and yellow two-story house at 125 Susquehanna St. met its maker.
The house was not far from Columbus Park and two blocks from the levees of the Susquehanna River. By the time the city of Binghamton came in with a wrecker, razing 125 Susquehanna as part of a wave of eight blighted properties, the house looked insignificant.
It wasn't.
Carmelo Stillitano, co-owner of Bruno's Market along with his father Bruno Stillitano, lived at 125 Susquehanna St. Their grocery story, at 67 Susquehanna St., brought delicacies from Europe to Binghamton for nearly 20 years.
There was squid, olive oil, cheeses and pasta from Italy; black dates from Morocco; and Norwegian stockfish "soaked eight days until they tasted like cod," according to a Sep. 27, 1983, Press & Sun-Bulletin obituary of Bruno Stillitano, who died at 90.
That store, which opened in 1948, would be demolished in 1967 by the city's Urban Renewal Agency. In its place today sit the YWCA and the Binghamton Housing Authority.
Where Carmelo Stillitano's old home used to be there is nothing — not even construction.
In many ways, this is purposeful. Stillitano's old home sits in a floodplain, which means any construction would have to be flood-resistant. The city has torn down 14 properties in flood plains since 2014, including 125 Susquehanna St. Rebuilding in those areas can be risky.
But the image of where Stillitano's old home used to be — a vacant lot, surrounded by houses, many of them blighted — speaks to a pattern of residential demolition in the city.
While the city has an aggressive program to tear down residential eyesores, its post-demolition strategy remains less clear.
Mayor Richard David's record on blight has become one of the key debates in this year's mayoral race. David says his slate of demolitions has attracted developers who wouldn't have come without shovel-ready sites.
Democratic challenger Tarik Abdelazim, former deputy mayor and director of planning, housing and community development under the Ryan administration, and program adviser to a non-profit community development and housing organization, thinks the city is flying blind, with no systematic strategy redevelop demolished lots.
A Press & Sun-Bulletin survey of all residential demolitions between 2014 and mid-2017 revealed no new structures in place of razed buildings.
At one address, 110 Liberty St., an excavator sat after having broken ground on an expansion of the Lee Barta Community Center.
The survey was based on a city-provided list of commercial and residential demolitions. Since the list was provided in late August, the city has demolished four more properties on the North Side. On Friday, Nov. 3, the city announced it would be demolishing another five properties on the West Side and in the First Ward, in conjunction with the Broome County Land Bank.
The list contained 59 properties in total, 55 of them residential or with residential space. Of those 55, 18 were demolished by the FEMA. Another 14 were demolished by the city because they were in a flood plain.
The city does not have plans to rebuild in flood plain areas, and will instead allow grass to grow back as part of a flood abatement strategy, the mayor said.
Four of the remaining properties were demolished by the city because of fire damage, but are in the hands of private owners. Three are vacant, but have been turned into side lots for the adjacent properties. One, 10 Alfred St., was used for an expansion of the Alfred St. Park. Another, 32 Delmar St., is being returned to a wooded area.
This survey is based on the 14 remaining properties, all of which were residential properties — or, in the case of 76 Glenwood Ave., part-residential, part-commercial — and none of which was in a flood plain or demolished by FEMA.
The lack of structures on 14 out of the 25 residential, non-flood plain properties raises questions about the city's revitalization efforts. Eleven lots have a designated purpose, but the plan for the others remains unclear.
What's the strategy?
In October 2016, Binghamton was one of 76 municipalities to receive a "zombie" properties grant from the New York State Attorney General's Office. The city got $250,000 to address vacant and blighted properties, but its plan, Abdelazim said, was a laundry list of policies and lacked focus.
Binghamton to receive $250,000 to tackle "zombie properties"
"It's unrealistic," he said. "It basically says that they're going to do everything under the sun."
The plan is wide-reaching. It runs the gamut from developing a website with an interactive map of problem properties, creating a zombie properties task force, reaching out to at-risk homeowners about preventing foreclosure, and researching what other cities with declining populations are doing about blight.
But it's been approved by the New York State Attorney General's Office.
If Abdelazim were mayor, though, he would use the $250,000 for one purpose.
"I would have a large portion of the grant go to hiring up to 50 youth to conduct the first city-wide property survey," similar to ones conducted in Toledo and Cleveland, Ohio and Gary, Indiana, he said. "Data is the foundation of a comprehensive approach to vacancy and abandonment."
Surveyors would conduct assessments from the curb — they wouldn't go into properties. But they would rate property conditions on a scale of one to five, and, as best as they can from outside, try to decide whether or not a property is vacant.
"You have to know what the problem is," Abdelazim said. "Is it a tax foreclosure? Is it an out-of-area LLC? Is it a property that was left behind because somebody died and there was no living will?"
David looks sideways at the notion that the city isn't aware of its problem properties. The city hasn't conducted a survey like the one Abdelazim talks about — "there's a big difference between a dilapidated home in the Northeast and in the Midwest," David says — but code enforcement officers regularly look at the properties, as do he and Deputy Mayor Jared Kraham, he said.
David is also skeptical of the criticisms at large.
"Here's an individual who served as deputy mayor of director of planning, housing and community development, who had every opportunity to do what he's talking about, and didn't," he said. "To me, it's an acknowledgment that this was not on their radar screen at the time" he was in office.
The Fixes
Depending on the locality, most municipalities have a number of tactics to deal with blighted properties.
If a property is occupied and in disrepair, the city can come up with a list of violations, notify the landlord and give them the legally mandated time period to correct the violations.
If the violations aren't corrected, the city can start imposing fees. If a landowner doesn't pay the fees, they add up as back taxes. That's when a city can put a lien on a property, or take it over for debt.
Though different municipalities set different time frames for when they can start taking over a property, "typically, it's a pattern of non-payment," said Robert Silverman, professor in the Department of Urban and Regional Planning at the University of Buffalo.
In properties that aren't up to code, cities can also encourage renters to stop paying rent, and instead pay their rent to the city. The city will then use that money to make the needed repairs to the building, and charge the property owner. If the owner doesn't pay, the lien process starts.
Although starting the repair process is sometimes used with the intent of taking over a property, Silverman said, many cities don't have the money to use that as a strategy.
Binghamton does not initiate repairs to houses with the intent of ultimately taking over a property, Kraham said.
But much of the time, instead of taking over a property, cities will use liens to revoke their occupancy permits. Without that permit, a house can't be sold.
Vacant properties follow roughly the same process, but the city has an added hurdle: They have to find the owner.
"In some cases, you might have a situation where it's a family home, it's passed hands through an estate transfer because somebody passed away, and there might not be clarity about who's responsible for that property," Silverman said. "You have to find out which children inherited the property, if they're aware of the property, or if they just walked away from the property. If somebody doesn't have heirs, (the city doesn't) know exactly who to send bills to."
Often times, he said, there's a lag in updating county property databases — even if papers have been filed, the city might not know.
Sometimes, deed transfers don't even take place. Someone passes away, family members keep paying the bills and taking in the mail, but there's no official transfer.
During the recession, cities met another challenge. Facing foreclosure, tenants would often just walk away from their houses, leaving them to fall into disrepair. Banks would take years to officially foreclose on properties, which meant they were left sitting there, unable to go back on the market, and with no one responsible for their upkeep.
Cities would often pay for the repairs themselves, then charge banks. But the law was unclear about whose responsibility it was to pay.
In June 2016, Gov. Cuomo signed a bill that charged banks with the upkeep of properties under foreclosure.
Three months later, in September 2016, the Broome County Legislature passed legislation that allows the county to sell properties for just $1 to the city and waives pre-demolition asbestos screening costs and tipping fees (fees charged by the landfill for taking care of bulk waste).
BLIGHT FOR A BUCK: Properties to sell for $1
Though it wasn't codified until 2016, according to Abdelazim, it was standard practice from 2006 to 2013 for the county to sell for $1 foreclosed properties that needed to be demolished.
This is where David and Abdelazim take a similar tack. They both have concerns about the county auctioning process, and think, in many cases, the city can be a better steward of properties than the landlords who will offer the highest bid.
Abdelazim has gone further than David in his policy prescriptions for the issue, calling on the county to end the auction for foreclosed properties entirely, a change he would have no direct power to make as mayor.
Abdelazim wants to eliminate auctions for foreclosed properties
He has said he wants a city code enforcement officer and a county health inspector to inspect any property going to auction and document all violations. Those violations would then be included in an auction booklet to let bidders know they're still on the hook for making the necessary repairs, he said.
As part of his plan, owners also would be required to receive a certificate of compliance before renting out units.
"[S]lumlords and out-of-area speculators come in and buy properties for pennies on the dollar," Abdelazim said in August. "They throw residents into substandard housing, collect rent checks, drain the property of value, and then dump the property back to the city in worse condition than they had acquired it."
"Landlords are a key partner in our housing strategies, but let's make sure that opportunities to expand are given only to responsible landlords," he said.
Crumbling house, vacant lot
Abdelazim has criticized David for what he considers a demolition first, think second approach. Having some vacant lots is inevitable, he said. Especially with emergency demolitions or demolitions conducted after the floods, there's going to be some emptiness. But there doesn't have to be as much emptiness as there is right now, he says.
That's one of the main messages of his campaign — if articulated in other ways — and the thrust of a video he released recently.
"When he worked for the City of Binghamton, Tarik did more than just demolish eyesores," a hand scribbles in the video. "Tarik worked to restore 24 homes and made them available to buy or rent at affordable prices."
The video ends with a scoreboard of sorts: Abdelazim's face, and next to it, pictures of restored houses with smiling seniors and children on playgrounds that replaced once empty lots. "City taxpayer bill: $0.00," it says. Next to David's face, pictures of brown and green lots, where houses once stood. "City taxpayer bill: $725,000."
According to the city's 2018 budget, the city spent $743,211 in general demolition costs — including non-residential properties — in 2016, more than $600,000 over its proposed $107,500 demolition budget. That number includes roughly $21,000 in costs the city made up for through donations from Wells Fargo, as well as roughly $94,000 in fire damage demolition costs the city is working to recoup from insurance companies, Kraham said.
It also includes roughly $210,000 for demolition of the Collier St. parking garage.
Collier St. ramp gets demo date, grant money
In 2015, the city spent $53,296, less than half of its proposed $160,000 demolition budget. The city proposed and spent no money on demolitions in 2014.
Though Abdelazim has roundly criticized the number of vacant lots David has left behind, the practice of demolish first, act later isn't that unusual, Silverman said.
"There's usually this checkerboard of empty lots that pop up as demolition takes place," he said.
And that's where the Land Bank system, which New York state adopted in 2011, comes into play. Land Banks are essentially clearinghouses for properties or lots that the city doesn't have the resources or expertise to take care of.
In some situations, when there are concerns about the safety of the property — that there might be a fire or part of it might collapse — cities will opt for demolitions, instead of taking a gamble and letting the property be in hopes of selling it later.
Planned demolitions run around $15,000 for an average-sized house. Emergency demolitions, conducted in the wake of a fire, flood or collapse, can run around $30,000 to $45,000, Silverman said.
When a city has to wager with those numbers, sometimes a vacant lot can be appealing.
But it's more than a money issue. David and Abdelazim view the city's role in demolition differently.
If a blighted property isn't fire-damaged, flooded or posing a threat to the community, Abdelazim doesn't think the wrecker needs to come in immediately. The city should know Step Two before embarking on Step One.
David sees it differently.
If demolishing a crumbling house means a lot will sit vacant, with no immediate plans for its future, he'll take it.
In his view, a developer isn't going to buy a house or commercial property; spend money on demolition, pre-demolition asbestos screening and tipping fees, all before starting to build.
He points to the former Anitec turned Emerson Electric site in the First Ward, which is now being taken over by a coupon book business. When Anitec left, he said, the city took over demolition and environmental cleanup proceedings. Emerson left the 33-acre park soon after moving in, but, David said, the company wouldn't have come to Binghamton had the site not been cleared.
Business relocates to former Emerson site in First Ward
Emerson Electric closing plant, selling property
"It is the city's responsibility to get these sites clean and shovel-ready," he said. "You have to start somewhere."
Follow @HannahRSchwarz on Twitter.


text:
Vicente Ehate Tomi (Malabo, 1968) é um político guinéu-equatoriano.

Em maio de 2012, ele foi nomeado primeiro-ministro pelo presidente Teodoro Obiang. Exerceu o cargo até junho de 2016.

T
Naturais de Malabo

redpajama_set_name: RedPajamaWikipedia


text:
Exposure Hill () is a low hill at the southwest end of Gair Mesa, in the Mesa Range, Victoria Land, Antarctica. This topographical feature was so named by the northern party of the New Zealand Geological Survey Antarctic Expedition, 1962–63, because the west side of the hill has a noteworthy exposure of light colored sandstone. The hill lies situated on the Pennell Coast, a portion of Antarctica lying between Cape Williams and Cape Adare.

References

Hills of Victoria Land
Pennell Coast


This song always provides comfort to my soul.
This song touches my soul! Takes me back to singing hymns in Church as a child! I am blessed to be a child of the King!!
What a wonderful song this is... Just very cohesive with a certain message from the Numbers training! Touching the throne of grace with boldness because Christ gives us the standing. Turning our eyes upon Jesus.... Now!
This song came to me a few weeks ago and reminded me of how much the Lord loves us and how easy it is for His grace be given us. Thank You Lord that this song was part of my childhood and You brought it to my remembrance!
This hymn is a most wonderful hymn I have ever heard.
After my morning prayer, the verse "Turn your eyes up Jesus . . ." came to me. I looked in the hymn book I have. It was not in there!!! So I found here, as so many of you have. Thank You, God for helping me to find ALL the words to this wonderful song!
I and so many, will be forever blessed by this beautiful and powerful hymn, as it does always encourages and uplifts the downcast of spirit. Praise the Lord!
Today is one of those days when I'm just stuck in the darkness of the world, and this song is just the perfect one for this issue!
Sometimes the world makes us feel so tired, weary and troubled. But praise the Lord no matter the situation we can turn our eyes upon Him. Look full in His wonderful face!


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Wisconsin covers an area of 56,153 sq mi, including part of Lake Michigan; its capital is Madison. With many unique landforms, including the Door Peninsula between Lake Michigan and Green Bay, its northern area has one of the greatest concentrations of lakes in the world. The Wisconsin River crosses the state. Forests cover about 45% of it. Originally inhabited by the Adena, or Mound Builders, the region was home to several different Indian tribes, including the Ojibwa, Menominee, and Winnebago, when Europeans arrived. The French explorer Jean Nicolet visited Wisconsin in 1634; the first permanent European settlement was established in 1717. The area remained under French control until 1763, when France ceded it to Great Britain after the French and Indian War. After the American Revolution the region was ceded to the U.S. The American settlers dispossessed the Indians of their land and settled the region. It became the Wisconsin Territory in 1836. It was admitted to the Union as the 30th state in 1848. The Progressive movement began in Wisconsin c. 1900, resulting in the passage of legislation that made the state a leader in social reform. It is a major milk, butter, and cheese producer in the U.S. Tourism and recreation also are economically important. Wisconsin ports handle much of the Great Lakes domestic freight shipping.
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Up to task behind mask
After transferring from UMass Amherst, goaltender Kevin Boyle looks right at home between the pipes for UMass Lowell. The River Hawks host Notre Dame this weekend.	SUN/BOB WHITAKER Sun staff photos can be ordered by visiting our SmugMug site.
By Carmine Frongillo | Lowell Sun
PUBLISHED: March 11, 2015 at 12:00 a.m. | UPDATED: July 11, 2019 at 12:00 a.m.
LOWELL — UMass Lowell's hockey program has had its share of masked marvels.
Mike Geragosian, Dana Demole, Brian Doyle, Cam McCormick, Carter Hutton, Dwayne Roloson, Martin Fillion, Scott Fankhouser and Doug Carr are among the many who have stood tall in net during their collegiate careers.
And the past two seasons, Connor Hellebuyck, helped the River Hawks' soar to new heights, serving as a cornerstone in goal on UML clubs that won back-to-back Hockey East Tournament championships and earned a berth in the Frozen Four in 2013.
When Hellebuyck, who received the inaugural Mike Richter award as the top goalie in college hockey last season, decided to turn pro and sign with the Winnipeg Jets last April, the common belief was there would be a four-foot by six-foot hole in the River Hawks' lineup.
But Kevin Boyle, who served as an understudy to Hellebuyck and Carr (a four-year player at UMass Lowell who is now playing professionally) last winter while sitting out a season after transferring from UMass Amherst, has stepped into the starting role in net and made all the saves that mattered on a young team still learning just how formidable it can be.
"The thing about Kevin is we're not asking him to replace Connor or Doug, we're asking him to be the best goalie he can be," said UMass Lowell coach Norm Bazin. "And I think he's done an outstanding job."
Boyle, a junior from Manalapan, N.J., heads into UML's best-of-three Hockey East quarterfinal series against Notre Dame (all games will be played at the Tsongas Center with Game 1 Friday at 7:15 p.m.) sporting a 2.38 goals against average, .917 save-percentage, two shutouts and a 15-7-6 record.
Prior to suiting up for the River Hawks, Boyle played in 41 games over two seasons for UMass Amherst, posting a record of 16-17-6 with a 2.86 GAA and a .896 save percentage. Boyle transferred to UMass Lowell after basically being cut in Amherst.
"To be honest I didn't really know what to expect after leaving there," said Boyle. "I'm just extremely lucky and fortunate to be in this position where I am today.
"It was a tough time at first, but you try to never lose faith. You love the game and you try to keep going as much as you can. I was lucky to have such great help and support from my whole family and friends. To be honest, I look back now and I'm really thankful it happened and brought me here."
Shortly after leaving UMass Amherst, Boyle was contacted by the River Hawks' coaching staff.
"He played against us (while at UMass Amherst)," said Bazin. "But we had to watch some game film to decide whether he was for us. In the end we decided we could use a guy with us training and spending a year behind Connor and Doug, watching and practicing, getting some good habits.
"The one thing that stuck out to us when we were scouting Kevin and deciding on whether he was for us, he had played in some really big games. To get a goalie in this league as a junior who had played in some big games, and won some big games, we could use that on a young club. Experience is a big deal. Why (UMass Amherst) decided to part ways with him didn't matter. All that mattered was we felt he had a tremendous upside and we wanted to work with him."
Having a year to get acquainted with everyone in the program, and more importantly, learn from Hellebuyck and Carr has helped Boyle's development as a goalie.
"I was lucky last year to watch them in practice every day," said Boyle. "Doug and Connor are being successful in the pros right now. They're just great guys. It was definitely great to learn from them.
"I feel I'm just a completely different goalie than when I left UMass. Just the poise and the compete level both of them had every single day, it was just crazy to see. I learned from watching them. The confidence level they play with is really cool."
Boyle has certainly kept his cool in goal this season.
"He's quietly confident," said Bazin. "I think he exudes confidence because he's a quiet guy. There's not a lot of fanfare. When he makes a save, there's not a lot of drama to it. I'd describe him as a traditional butterfly goalie. When he's on, he's aggressive. He's big and he lets the puck hit him. He's calm in net."
Boyle, who stands 6-foot-1 and weighs 197 pounds, has had a calming influence on his teammates.
"My job is to make the first save and the guys in front of me allow me to do that," said Boyle. "They really do a great job. I owe any success I've had to the team and the coaching staff. I wouldn't be able to do anything this year without them."
Follow Carmine Frongillo on Twitter and Tout @cwfrongi
Tewksbury Police: Man accused of passing forged prescriptions found with drug cache
Carmine Frongillo | Multimedia journalist
Carmine Frongillo covers high school, college and professional sports. He has worked as a sports reporter at the Lowell Sun since 1986. Carmine is a Massachusetts native and graduated from Bridgewater State University.
Follow Carmine Frongillo	@cwfrongi


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text:
River Rhapsody chapter of Sweet Adelines still singing after 45 years
By Jody Kerzman |
Posted: Sun 6:07 PM, Nov 03, 2019 |
Updated: Sun 11:35 PM, Nov 03, 2019
BISMARCK, N.D. - There are dozens of studies that prove the health benefits of music. Researchers have found that music improves your memory, reduces stress, eases anxiety, helps you sleep better and just plain makes you happy. But there's one group of women in Bismarck who don't need a scientific study to tell them how good music can make you feel. They have the proof every Monday night.
Mondays are always a 'good day' for these women. Every Monday you'll find them singing their hearts out. They are the River Rhapsody chapter of Sweet Adelines International.
"We sing acapella, with no accompaniment. We memorize everything. We do choreography we get to wear sequins," explained Bonnie Stromme, River Rhapsody member. "It's just so much fun."
So much fun, that 75-year-old Bonnie Stromme has made time for Sweet Adelines since the group started in 1974.
"I was hooked for life," she said.
Stromme was a charter member. She took a few years off but couldn't stay away from the music and the fellowship.
"Some of these ladies I've known since way back in 1974," said Stromme.
In 1974, the group's newest member wasn't even born.
"I'm 26," laughed Kaitlyn Wolbeck, member of River Rhapsody. "Usually when I tell people I'm part of the Sweet Adelines they ask me if I'm old enough!"
Wolbeck joined this group about a year ago. The song "Hallelujah" got her hooked.
"We sang the song 'Halleluiah' and that was the first time I had full body chills. I knew I had to keep doing this," said Wolbeck. "I kept coming, noticed the benefits. I was happier, I had the camaraderie of the ladies, and they care about me and want me to do really well."
That is music to Director Glenna Berdahl's ears. She's been singing with the Sweet Adelines for 36 years.
"It's something that gets in your blood," said Berdahl.
Berdahl has been directing this group since 2014.
"I just want them to be the best that they can be and want them to love it as much as I do. I think if you're in something for 30 years you must love it," she said.
The River Rhapsody Sweet Adelines Chorus is always looking for more members. If you're interested, they rehearse every Monday evening, and on November 4th, they'll begin rehearsals for their Christmas concert.
Rehearsal begins at 6:30 p.m. at the iHeart radio station in Bismarck. You can get more information on their Facebook page or call 701-409-0059.
UTTC, UMary team up for mid-winter powwow
Bismarck Mandan women exchange stilettos for skates
Dakota Zoo receives support from local motorcycle club
Keeping history alive at Dakota Gun Show
Walk the Mall brings 5K out of the cold


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Co-op Funeral Directors in Danbury, Essex
Our Danbury branch of Chelmsford Star Co-operative Funeral Services opened in 2007 and is located in Main Road.
You are welcome to visit us to arrange a funeral and we have a counselling room where we can provide you with the support you need as well as a Chapel of Rest, where you can view your loved one in private.
We also have a display room for our coffins, giving you the opportunity to choose the right coffin to meet your needs.
Our branch serves families living in Danbury, Bicknacre, Woodham Ferrers, Woodham Walter, Woodham Mortimer, Cold Norton, Purleigh and Little Baddow.
We are connected to a number of local churches including St John's in Danbury, St Andrew's in Bicknacre and St Mary's in Woodham Ferrers. Our local crematorium is in Chelmsford.
Parking is available behind our funeral home or on Church Green. If using public transport, there is a bus stop immediately outside our branch.
Pre-plan Funeral arrangements
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Contact our Danbury branch
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57a Main Road,
Danbury,
CM3 4NG
Out of hours: 0800 028 48 08
Bereavement & Aftercare Support Group
Within the Danbury branch
The first Wednesday of every month
Between 2pm-4pm
Weekend Support
1st Saturday of every month
Chelmsford Library – private meeting room
Meet our family liaison officers
Caroline Wallis
Caroline started in the retail arm of the Co-op in 2013, moving into our funerals business in 2017.
She enjoys spending time with her family and likes to relax by jet-skiing.
Caroline job shares with Kari and works from Monday morning until Wednesday lunchtime.
Vanda Harmer
Vanda joined the company as a Family Liaison Officer in 2019, but she is no stranger to Danbury.
Prior to working with us, Vanda worked at Danbury's tea rooms, and also sings as part of the local choir. Her hobbies include reading and running.
Vanda job shares with Caroline, and looks after much of our masonry work. She says she enjoys her work as, "I like to help families when they're going through hard times".
Please call our family liaison officers on 01245 221444 for help with arranging a funeral. Click here to find out more about our Funeral Directors and Operatives.
View our facilities
Testimonials for Danbury Funeral Directors
When lockdown started, your bereavement group - which I've been a member of for 6 years - had to be suspended. However, this hasn't stopped your branch manager being in regular contact. The group would like to thank Jackie for her continued support during these challenging times.
Mr P. Ingatestone
Everyone was personable and respectful of mum, and of us as a family. We were impressed by the professionalism of all staff, including Caroline who stood outside the office this morning whilst the funeral director walked slowly in front of the hearse.
The J. family, Danbury
Very happy with the service we received. In the current circumstances we were kept well informed and everything was done very efficiently. Special thanks to Jane who was very helpful.
Mrs E, Broomfield
I was grateful for the team who collected dad and for Kari who called me to explain the funeral process. No funeral can ever really be described as "cheap" but Kari was able to help me not waste money. She was kind and caring throughout the organising stages and we got the service we planned.
Mrs L, Braintree
"Thank you so much for helping to make the funeral a day to remember for us all, your guys were so professional and caring."
D, W, and P
"Everything went off extremely well, and the cars arrived spot on time. All the arrangements were excellent with the service ably conducted."
Mr L
"Thank you to you and your colleagues as the funeral went very well. Family and friends said how nice it was as the atmosphere was very pleasant and calming."
Mrs A and family


The track and field competition areas are explicitly closed to all coaches, non-competing athletes and spectators. Failure to comply will result in disqualification and removal by security.
Hip numbers must be worn on the front both hips and on the front of the athlete's jersey. The Clerk of the Course will hand out hip numbers for timing purposes.
No running warm-ups will be allowed on the track. No field event warm-ups will be allowed at the field event venue without an event official present.
Lapped runners in the distance races will be moved to lane 2.
Relay batons will be provided.
A $50 cash protest fee must be paid at the awards pick-up when a protest is filed. This fee will be refunded only if your protest is upheld.
A copy of your on-line entries will be e-mailed to you. Please check this email carefully. You are able to make changes to this entry online up through the entry deadline of 4/2/2019. All entries are accepted pending the receipt of entry fees. We must receive your entry fees no later than April 4, 2019. No other changes to your entries will be accepted after the entry deadline.
Four (4) individual entries per event per team. Four (4) events per athlete (including field and relays). Only (2) Relay entries per event per team.
There will be a gate fee of $5.00. All athletes must present their team jerseys for free entry. All coaches will be given gate passes in their packets.
Shots and Discs will be provided by the meet management. Implement Inspection will be available.
On site medical will be provided and will be located in the infield. Our on site staff will provide event injury and emergent assessment and care only. Medical will not provide taping prior to competition.
4/6/2019 – 8:30AM – Noon – Packet Pickup will take place at the entrance to the track outside the first turn – directly across the infield from the scoreboard.
Individual awards – Plaques will be awarded to event champions. Medals will be awarded to places 2-8. You must be present to accept your award – meet management will not mail awards to those who leave the meet early.
Relay awards – Plaques will be awarded to the team champion.
Meet Awards – Outstanding Girls and Boys performers (MVP) will be awarded.
Team awards – Plaques will be awarded to the top 3 Boys and Girls Teams.


STURGEON BAY - The Sturgeon Bay Math Academic Team placed first at the prestigious University of Wisconsin-Green Bay Academic Competition, according to a news release.
The event was held March 13 and the Sturgeon Bay team included senior students James Dickson, Liam Herbst, and Jack Richard, and junior students Michael Grahn, D J Reichel, and Emily Tess. The team was coached by Cliff Wind.
There were 16 teams at the meet with West De Pere High School placing second and Preble High School and Green Bay Southwest High School tying for third place, the release said.


I find certain brands and stick to them, because who wants to spend a ton of time on something that isn't wearable once finished?
Jamie Christina patterns are easy to follow and completely gorgeous.
I have almost all of them--and I love every single one.
I made the Honey Girl Dress as well.
I made view A and View C and love them both.
This has a godet in the back. I made mine a different color for eye pOp.
I'm working on the Sunny Day Dress now.
How do you enter to win the Mission Maxi pattern?
The pictures themselves pictures are eye candy.
Support a fellow sewist and try out a pattern. You'll be happy you did.
Wow that is a gorgeous dress! I would love to win! Her patterns are soo cute!
I absolutely love Jamie's patterns & have been coveting The Mission Maxi!
Oh my god! I am in love. I hate maxi dresses thy have in store because they seem to hit my body in weird spots.
And I love your fabrics!
I would be over joyed to win this!
LOVE that maxi dress, I would love to win this and wear it all summer!
Oh, I've been loving Jamie's photos of this dress.I would love a copy of the pattern. So so much.
I Agree w/ivory beauty! THey hit odd places in the fitting, I would love to win this one!
Yep! This pattern has been on my wish list for a few weeks now. Your version turned out fantastic. I love the contrast!
i follow jaimes blog and i neeeed to make this dress!
I love it! I love that this is a tank, too!
Lovely pattern - love the options!
I would love this pattern!! I was looking at her site to buy it when I saw the giveaway.
Amazing!! I love all the options.
I LOVE Jamie Christina patterns too! I hadn't seen the maxi dress but LOVE it! I've got the honey girl and the pretty ditty apron. Love, Love, Love!
I love her patterns. I have the sunny day dress and honey girl dress patterns. I haven't made the honey girl one yet. The sunny day is super cute!!
Love this pattern. It would be such a fun summer dress!
oh that's a SWEET dress! love it !
Thank you for the opportunity to win a pattern. They are all very flattering. I just tried on several dresses similar to the Maxi one, but it would be way cooler to make my own in colors that complement my skin tone.
Please pick me! Please pick me! Please pick me! I'm tall and all the maxis in the stores end up being a weird length on me. I would LOVE to make one and finally have an ACTUALLY maxi dress...and not a not-quite-a-maxi-looks-like-it-shrunk-in-the-wash-dress!
So comfy. I've been living in maxi dresses and would love the pattern.


[S17] BMD indices, birth; Dartford, Kent, Jul-Sep 1895, vol 2a 531.
[S5] JEFFERIES nee STACEY, Gertrude Emma; 1959 Notebook, Vinc Wansbury 1895.
[S65] England & Wales Christenings, bapt. Vincent Ernest Wansbury, father George Charles, mother Emily.
[S78] England & Wales Death Index 1916-2005, death, age 70, Dover, Kent, Dec 1960, vol 5f 431.
[S68] The England & Wales 1911 census, living at home.
[S77] British Army records, WW1, UK medals list, Corporal, RFC, RN 4865.
[S127] UK, RAK record, Flying Certificate on Maurice farman Biplane: Royal Aero Club Aviator certificate.
[S56] Phone directory, Br. Phone Book 1952, Canterbury Area p 209. ph Thanet 31997.


Is it your first job? Are you a seasoned professional?
There is a lot to think about when you are looking for work. As a job seeker pursuing a new or better career, you will find a variety of no-cost resources & services. Our team is here to help you with your job search.
Career Link is Ohlone College's official online and mobile app platform that connects you to jobs, internships, job fairs, and other Career Center events. New employers, jobs, and internship opportunities are being added daily.
Please register on Career Link at Ohlone Career Link. Complete your "Profile" and upload a resume under "Resumes and Cover Letters".
Note: Must be enrolled in the WIOA program or a Premier Career Services participant to receive access. Call 510.742.2323 for more information.
A certified typing test will be given by appointment only. No fee. Phone for availability. 510.742.2323.
Got the job seeker blues? Learn about the "hidden job market", and job search techniques that will increase your chances of finding a job. Guaranteed to get you motivated and active!
Want to learn how to use the #1 online professional networking tool for your job search? Learn the basics of LinkedIn, including setting up a profile, managing account settings, how to add and remove connections, work with the Inbox, and how to join Groups.
Learn key resume, interviewing, and job search tips. Explore the various resources Ohlone College's Tri‐Cities One‐Stop Career Center has to offer, including employment and training opportunities.
Information sessions bring company recruiters onto campus allowing you to get in-depth information on their business. These sessions allow you to get insight into a company's organizational culture, current employment and internship openings, career pathways, and their hiring process. Information sessions also provide networking opportunities between you and company representatives.
Please check the Career Center's Calendar for a schedule of upcoming events.
Industry forums are panel discussions of industry-specific employers discussing their particular industry and workforce trends. Panelist represent major employers and discuss relevant employment trends, desired skills, employment outlooks and strategies for obtaining employment with their companies.
Tuesday @ 12PM – 2PM at Ohlone College Newark Campus in RM: NC-1211.
Wednesday @ 10AM – 12PM at Ohlone College Newark Campus in RM: NC-1211.
Monday @ 12PM—2PM at Ohlone College Newark Campus in RM: NC-1211.
For individuals pursuing degrees from in-demand occupations, Ohlone College Tri-Cities Career Center may be able to pay enrollment fees for your final year or final semester at Ohlone College. For a list of approved industries, make an appointment to see a career advisor. Email: careercenter@ohlone.edu.


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Hot Topics Social ActivismFebruary 9, 2017
The Importance of Solidarity Between Muslims and Non-Muslim Brown Folks
by Natasha Sharma –Follow @browngirlmag
It is no secret that since the attack on the Twin Towers on September 11, 2001, Muslims and those perceived to be Muslims have been systematically targeted in America. Brown people of various religious backgrounds, nationalities, and ethnicities have faced considerable bigotry and discrimination throughout the past 16 years.
Those who supposedly "look Muslim" have been dubbed "a threat to national security." As outlined in South Asian Americans Leading Together's (SAALT) "Acts of Hate Database," South Asian, Sikh, Muslim, and Arab Americans have been the targets of numerous hate crimes, as well as employment discrimination, bullying, harassment, and profiling.
Additionally, places of worship have been vandalized and attacked, including the tragic shooting of the Sikh gurdwara in Oak Creek, Wisconsin and the numerous alleged hate crimes in the Muslim community that have followed (SAALT, 2017). Unfortunately, the existing hostility towards brown folks has been exacerbated by Donald Trump's 2016 presidential campaign as well as his subsequent victory in the presidential election.
Trump's platform has been centered around "Making America Great Again" by targeting individuals from nearly every marginalized demographic. With regards to Islamophobia, Trump has perpetuated harmful biases against Muslims and most recently implemented an executive order imposing a travel ban on individuals from select Muslim-majority countries, which as of today (thankfully) has been rejected by the 9th US Circuit Court of Appeals.
While this news of his executive order was truly shocking and disturbing for many concerned Americans, the reality is that the "Muslim Ban" has unique implications, not just for Muslims from the countries listed in the executive order, but for all of us with brown skin.
Given the tense socio-political climate and pervasiveness of Islamophobia, it is imperative that non-Muslim Brown folks examine the impact that systemic bias against Muslims has on them. This is especially important because many Hindu Americans mistakenly believe that they are immune to anti-Muslim and anti-immigrant sentiments since Trump has expressed his "affinity" for Indians.
[Read Related: Supporters Prove Donald Trump's Insane Executive Orders Will Not Stop us From Fighting]
Though he campaigned fervently among Indians, stated that he "loves India," emphasized that "the U.S. and India will be great friends," and even went as far as to make a Hindi campaign ad "Ab ki baar, Trump sarkaar," (Translation: This time, a Trump government), Hindu-Americans should not let these false claims of allyship fool them. Trump's focus on Indians as a voting bloc is purely political. During election season, he recognized that since Indians are among the wealthiest of all minority groups in America, class privilege would influence some affluent Indians' decisions to vote for him.
The second reason, even more dangerous than the first, is that he is well aware of the historical tension between Hindus and Muslims in South Asia, and has chosen to exploit that to further his anti-Muslim agenda. Beyond encouraging Hindu-Americans to align themselves with him, he has also gone to great lengths to foster a relationship with Indian Prime Minister Narendra Modi, an ardent Hindu nationalist who shares Trump's Islamophobic views.
In a nutshell, the strategy that Trump and other conservatives, have used is "divide and conquer." By pitting minority groups against one another, they attempt to thwart marginalized folks' attempts to form alliances which would threaten those in power. In this case, by favoring Hindu-Americans and making his disdain for Muslims very clear, Trump is fueling the deeply-entrenched wedge between the two communities.
It is up to non-Muslim brown folks to stand in solidarity with our Muslim brothers and sisters during this time. At a basic human level, it is crucial that we collectively fight injustice and advocate for those who are being targeted. As individuals who are from minority backgrounds ourselves, we must use our voices to stand up against the hate and systemic oppression impacting Muslims.
Additionally, we must recognize anti-Muslim sentiments within our own communities and actively combat them. Stemming from the era of British colonization and ultimately the 1947 partition of the Indian subcontinent into Hindu-majority India and Muslim-majority Pakistan, negative perceptions of Muslims remain prevalent among many Hindus. To prevent individuals like Trump from furthering these divisions and capitalizing on the animosity between both groups, it is up to us to speak up against harmful Muslim stereotypes and hateful rhetoric among fellow Hindu Americans.
It is also vital that we remain cognizant of the ways in which Islamophobia affects not just brown Muslims, but brown people of other faiths as well. Though Islamophobia is defined as "dislike or prejudice against Islam of Muslims, especially as a political force," it is necessary to recognize its racist component as well. Beyond just the fear or dislike of Islam, there is a fear of anyone that is brown-skinned and "looks like" they could be affiliated with Islam. Though Trump's "Muslim ban" targeted individuals from Iran, Iraq, Syria, Yemen, Libya, Somalia, and Sudan, the truth is that all brown folks face the risk of racial profiling and violence.
A bigot will not be able to distinguish between a Libyan-Muslim, Iraqi-Christian, and Indian-Hindu. At the end of the day, we are all seen as a threat due to the color of our skin and supposed religious affiliation.
For instance, take the recent case of Aravinda Pillalamarri, an Indian-American woman in Maryland, was stopped last month while walking in her neighborhood and questioned about her immigration status.
Despite the fact that she has lived in America for nearly all of her life, and her parents moved here when she was a baby, officers detained her, asked her if she was in the country illegally, and then asked why she was not carrying some form of identification. They eventually let her go, but the entire ordeal should not have happened in the first place — it was a clear violation of her civil rights.
As tragic as this incident was, it serves as a reminder that despite Trump's claims of favoring Indians, non-Muslim brown folks continue to bear the effects of anti-Muslim and anti-immigrant sentiments.
All in all, it is essential that Hindu-Americans recognize both their role when it comes to advocating for Muslims, as well as the ways in which Islamophobia impacts them. We must not only work towards combating the prejudice against Muslims in our own communities, but we must also realize that, though we are not Muslim, we are a part of the greater struggle that Muslims face.
To dismantle systemic oppression and create a society which champions equity, justice, and love for individuals across all backgrounds, we must overcome divisions and demonstrate genuine allyship. It is imperative that we are not afraid to speak up and use our voices to achieve justice for all marginalized folks.
As Desmond Tutu once said, "If you remain neutral in situations of injustice, you have chosen the side of the oppressor."
I encourage fellow non-Muslim brown folks to take on Tutu's challenge and stand in solidarity with our Muslim brothers and sisters.
Natasha Sharma, one of the faces of the "Dark is Beautiful" campaign, is a graduate student at Washington University's Brown School of Social Work. She is specializing in "Cross-Cultural Social Work," with a focus on immigrant, refugee, and minority communities. Natasha hopes to eventually pursue a career in the field of ethnographic research and human rights.
Brown Girl Magazine was created by and for South Asian womxn who believe in the power of storytelling as a vehicle for community building and empowerment.
#Time's Up Grantee, DVRP, is Recruiting Peer Champions to Empower A/PI Low Wage Victims of Sexual Abuse
How Can South Asian-Americans do a Better Job of Combating Racism in America?
Why We Need to Break The 'South Asian Mentality' of Success
'Mah-E-Mir,' Urdu Shayeri and the Return of Lollywood
In Order to Have True Gender Equality, Men Fight the Tampon Tax and Propose a Tax Exemption on Razors
Sexual Assault in the Military
The Michelle Obama Meme and Question of Immigrants
What you Need to Know About the GOP's Healthcare Push
Dalits in India and the Work Being Done to Save Them From Systemic Oppression
Director Leesa Gazi Hopes to Give Bangladesh's Birangona a Voice in her Upcoming Film 'Rising Silence'
Kamala Khan As 'Ms Marvel' Is The Greatest Thing To Happen To Pakistani-Muslim-Americans
Manjari Fadnis Marks Triumphant Return to Bollywood with 'Kis Kisko Pyaar Karoon'


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Dr Zita-Rose Manjaly-Thomas
Clinical DPhil (2014)
Pathway to a Clinical DPhil
My interest in academic medicine first emerged during an intercalated BSc in Immunology and Infectious diseases between my pre-clinical and clinical MBBS (Bachelor of Medicine, Bachelor of Surgery). The intercalated BSc was funded by a Scholarship from the Royal College of Physicians, and I undertook a full-time laboratory research project for one term and then stayed on over the summer holidays with a Wellcome trust vacation scholarship.
On completing MBBS I pursued the clinical academic career track. I first took up an academic foundation programme in London and then moved to Oxford for an ACF. My priority in my first few years after qualifying was to reach my clinical milestones, gain lots of acute medical experience and complete MRCP (Membership of the Royal Colleges of Physicians).
During my ACF research year I decided to do a DPhil to reach academic milestones (having reached important clinical milestones) to continue a dual-track career. I developed my DPhil project and secured NIHR BRC funding during my ACF.
What does the work involve?
My DPhil is a clinical trial on aerosol vaccination of a candidate TB vaccine. The project builds on some of the work I had been doing during my ACF. The DPhil project is a very well-rounded project for me as I am running the clinical trial side of things as well as processing the samples in the laboratory and hence gaining bench and bedside experience.
I have presented my work locally (at the Academic Medical Forum, the Medical Sciences Division DPhil day, departmental meetings) and also externally (Royal Society of Tropical Medicine Conference – where I was awarded a first prize for best oral presentation, British Society for Immunology, British Thoracic Society meeting and European Respiratory Society). I have also become co-author on 3 papers relating to the work during my ACF, so far.
I have continued to provide clinical teaching to medical students and during the DPhil also started providing immunology and infectious diseases tutorials to pre-clinical medical students. During the ACF and the DPhil I carried on with acute medicine and emergency medicine on-calls out of hours to remain up to date with clinical knowledge and skills.
Doing a DPhil has both pros and cons. The pros are that I know better what it is like to do full-time research as a clinician, had an opportunity to focus on a topic in depth, develop my general and specific (immunology) scientific knowledge and critical scientific thinking. I believe all of these experiences in turn will make me a better, well-rounded clinician.
The cons have been the sacrifices I have had to make becoming a full-time student at this stage in my life and the challenges of an unfamiliar working environment. Also, despite continuing to do medical on-calls, I sometimes really miss the clinical life, the dynamic environment, seeing patients and the buzz of running an acute medical take (I never thought I would miss any of these!) – and look forward to returning.
All in all, I feel that I am now in a good position to make an informed decision about my future career path, with a more realistic idea of what a clinical academic life is like.
I had completed my undergraduate and first couple of years as a junior doctor in London which gave me a breadth of clinical experience. I knew that I wanted to be in a place with a strong academic profile to pursue a clinical academic career and so applied for academic clinical fellowship programmes in London, Oxford and Cambridge. I had multiple offers but decided to take up the offer and move to Oxford as the structure of the ACF programme was best here at the time and all clinical academic trainees were supported through OUCAGS – something that I felt lacked in my AFP in London.
Featured Projects: Clinical DPhil Students
Your Career: Clinical DPhils/PhDs
Why Oxford? Doing a DPhil at Oxford
FAQs: Doing a DPhil/PhD


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Climate Change Information
Climate Education & Lesson Plans
ECO (Engaging for Climate in Oxford) is a group of people who want to make a positive change in our community. Most of us are classically trained scientists who have both studied and witnessed the effects of climate change on various systems throughout the world. We have learned firsthand that the science alone will not make a difference, and we want to engage distinct populations in the dialogue of climate change. It is a problem that will not only affect all of us, but is also the responsibility of everyone to change it.
It is essential to change the dialogue from "if it exists" to "what we all can do about it". We want to encourage people of all ages to understand the challenges and think about climate change. The overarching goal is to engage local groups (such as school students) and citizens (such as artists, farmers, etc.) on climate change from multiple perspectives infused with arts, natural history, humanities, and human stories.
T H E T E A M
Shafkat Khan
Katie Feilen
Shafkat Khan received his Ph.D. from the University of Georgia's Odum School of Ecology in August 2016. He completed his B.A. in environmental studies at Goshen College in Indiana. Shafkat's ecological interest lies at the intersection of anthropogenic factors and plant communities. A native of Bangladesh, Shafkat came to work at Miami University, Ohio by way of de-glaciated northern Indiana, the Piedmont of Georgia, and the southern mountains of Costa Rica. He currently teaches courses for Miami University's Project Dragonfly program.
Katie Feilen is a primatologist and conservation biologist, who has chased 12 monkey species through the jungles on three continents. Katie received an M.A. and a Ph.D. in Biological Anthropology from the University of California-Davis and a Bachelor of Science in Biology and Psychology from the University of Wisconsin-Madison. She currently teaches courses for Miami University's Project Dragonfly program.
Amy Sullivan
Shara Clark
Amy Sullivan earned her Ph.D. in Ecology and Evolution from the University of Illinois Chicago where her dissertation work focused on vole foraging and how it affects tall-grass prairie remnants and restorations. She earned a master's degree in wildlife and range resources from BYU, where she studied the effects of wildfire on small mammal communities and invasive plants in sagebrush grass steppe communities. She holds a bachelor's in conservation biology from the same institution. Amy currently teaches courses for Miami University's Project Dragonfly program.
Shara Clark, APR, received her B.A. in Speech Communication through Miami University and is currently completing a Master of Arts in Biology through Miami University's Project Dragonfly. Clark is a visiting instructor in Miami University's Media, Journalism & Film department where she teaches strategic communication courses. She focuses on providing communication strategy for the team.
Stephanie Danker
Stephanie Danker is passionate about preparing future art educators to contribute in meaningful ways towards growth in their students and communities. She is committed to creating integrated learning experiences with students and colleagues, and dedicated to expanding awareness, critical thinking and empathy through art experiences. Stephanie earned her Ph.D. in art education from University of Illinois at Urbana-Champaign. She is an Assistant Professor of art education at Miami University.