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303Endurance caught up with Bicycle Racing Association of Colorado (BRAC) President, Andy Johnson to take a look back at 2020 and all the challenges and how they will help BRAC moving forward in 2021 and beyond to benefit not only bike racing community, but the cycling community in general.
303: Historically, summarize the role BRAC played in the biking community; in other words what does BRAC do for those not familiar?
Andy: The Bicycle Racing Association of Colorado has been the support organization for bike racing events in Colorado and surrounding area for nearly 45 years. BRAC's role has been to provide race calendar coordination, race officials to USAC sanctioned events, race resources to event organizers through our "race kit," and now a new role is provide COVID-19 logistical support guidance.
BRAC is a local association of USA Cycling, and so the organization's main role is to be an officiating arm of USAC and we are partially funded by USAC through the number of racer days (the term describing each time a participant toes the line at a race) each year specifically for USAC sanctioned races. There was a short time in BRAC's history when the organization was its own governing body, similar to USAC but only specific to Colorado and our surrounding region, however most bike racers now will know BRAC as an extension of USAC. Historically, BRAC's role in Colorado cycling community has been to specifically provide support for traditional bike racing events, like road races, criterium, hill climbs, time trials, cyclocross, and track; however, BRAC has provided support for recreation rides, like the Triple Bypass, and we have hosted numerous training clinics and intros-to-bike-racing events over the years.
303: When COVID hit and the races first started cancelling and then it became apparent the road racing season was all but lost, how did BRAC keep the doors open as an entity facing lost revenue from races and perhaps lost memberships?
Andy: We were extremely fortunate in 2020 because much of our annual budget was funded on the front end through membership and license renewals that occurred at the end of 2019. Being front-loaded with a significant amount of our annual budget, we were able to keep our staff employed through the duration of 2020 and we were able to focus on long term planning for the organization. We also took a number of measures to re-assess our budget throughout the year to reduce the overall burn-rate as much as possible.
One of our goals for 2020 was to strengthen our relationships with USAC and other important cycling organizations throughout Colorado. The relationships with Bicycle Colorado and USA Cycling were instrumental in strengthening our role in the cycling community and to ensure that whatever races were able to move forward did so with success. The coordinated efforts to advise the Governor's Office on providing unique opportunities specific to cycling events in our COVID environment were done so with the guidance and support of Bicycle Colorado and we had the full support of USAC on those efforts. Re-opening the door to running select cycling events, most notably our cyclocross season and the Karen Hornbostel Memorial Time Trail series, allowed us to make it through this extremely lean year and keep our staff employed.
303: Once the dust settled a bit, describe the process BRAC went through to start putting a plan together to bring racing back. Who did you work with and what were some key things BRAC did to make it possible to begin racing again.
Andy: Well, it took quite a long time, much longer than expected, for the dust to settle. Early pandemic assessments indicated that we would resume a more normal sense of day-to-day life by June or early July, however those overly optimistic predictions quickly turned pessimistic for any sense of normalcy in 2020. Staff and the board spent a number of weeks assessing possible outcomes to the organization looking at everything from limited racing to no racing in 2020 and how that would effect the organization's overall financial health. A decent amount of racing allowed BRAC to "keep the lights on," however limited racing was going to make things extremely difficult. We were also very concerned about the financial health of our event organizers, particularly those who's livelihood depends on successful events and for our club sponsored events who had already expended their 2020 resources to put on their specific event.
We had two tracks we were wanting to follow: 1) learn as much about the pandemic as possible and how it effects special events, like bike races; 2) learn about the different perspectives on the pandemic from our membership. Staff and the board spent a considerable amount of time working with local and state government, as well as talking with major event organizers in Colorado, USAC, and Bicycle Colorado to explore ways for cycling events to move forward in 2020. Staff and the board also received feedback from two membership surveys and hosted two separate Town Hall-style public forums to hear from our membership. We learned a few things: we were not destined to become experts in the complicated nature of the pandemic; and, the vast majority of our membership wanted to continue racing.
If cycling events were to move forward through granted permission by the governing authorities, it was to be our role to help advise how those cycling events could be successful while following the public health orders put out by the Governor's Office. With the help of Bicycle Colorado, USAC, and other individuals, our Executive Director, Shawn Farrell, authored the "COVID-19 Mitigation Operations Manual," which specifically outlined how each of the different bike racing formats (including gravelers) could move forward following COVID protocol. This document quite simply helped open the door to racing in Colorado.
303: It feels like BRAC is sort of taking on the role of advocates as well as helping organize, talk about your relationship with USA Cycling and Bicycle Colorado and where you fit in, especially as it relates to advocacy?
Andy: One of BRAC's long term goals is to expand our membership beyond the traditional bike racing and capture the attention of gravel events, mountain biking, recreation rides, and even club rides. We would even like to develop a stronger relationship with the multi-sport community given there is so much overlap in terms of lifestyle and interests. We can't make any of those relationships happen and we can't help strengthen the larger Colorado cycling community if don't also take a larger role in effecting how everyone comes together. That said, we are not a bike advocacy group. That role is masterfully done by Bicycle Colorado, and to be quite honest we owe a great amount of gratitude to that organization for all they have done to hold space for the greater Colorado cycling community. In addition, I would like to make mention of Deirdre Moynihan's leadership in 2020 and her years of unwavering commitment to cycling events around Colorado. Anyone who knows De knows that she has been the glue that holds together many of the successful cycling events around Colorado. Bicycle Colorado and Deirdre helped bring together all the big players in Colorado cycling events to talk about how to move forward in the COVID environment, and we all worked to find some successful outcome for the events that were in jeopardy (which was basically all of them).
303: A few crits happened in 2020, but making the Karen Hornbostel Time Trial series happen and getting the cyclocross season going seems to be two major accomplishments in this difficult environment. How did that happen? Who was instrumental and does this set the tone for a successful road season in 2021?
Andy: BRAC hosts the CO State Time Trial each year, which was one of the first successful events to run this summer. Aside from that, BRAC relies entirely on clubs and event organizers for the events that run in Colorado. Time trials were a relatively easy event type to conceptualize running in the COVID environment, and the majority of our members who answered the survey said they would participate in a time trial. We worked together with the hardworking COBRAS club to help support the rescheduling of the Karen Hornbostel Time Trial series, but it was Piep van Heuven of Bicycle Colorado, who leveraged her connections with Cherry Creek State Park, that ultimately made the event a logistical reality.
Criterium and road races were an entirely different story. Both types of those race types, and especially criterium races, were much more difficult to conceptualize as being able to move forward. A few things happened: the State PHO called out endurance sport events, particularly cycling events, as "unique" and allowed those events to essentially run as they typically would once the event was started; and second, we had event organizers with the gumption to make racing happen. Barry Lee and John Haley made heroic efforts to run extremely successful criterium events at the Colorado State Patrol track in Golden. They were fortunate that Jefferson County had received approval for PHO variances allowing for higher participants for outdoor events, but it was their hard work that blazed the trail for their success and other similar events to occur. They had the added pressure of counties in Colorado observing them, like Boulder County who was evaluating whether they would allow similar events to occur in their jurisdiction. They, of course, were resoundingly successful.
I think what has truly set the stage for 2021 is the success of our cyclocross season. Both Without Limits and John Haley demonstrated that cycling events can run following public health guidelines, and can do so within the context of somewhat "normal" racing. We knew from our surveys and the general buzz within our membership that there was a pent-up demand to race.
I think we all were a bit surprised at the overall success of each event, and how similar they felt to the racing we have become accustomed to (with some very obvious differences). One thing we were particularly concerned about was the change in the overall vibe that attracts so many to cycling events and to cyclocross in particular. Without spectators, team tents, food vendors, etc., we though the overall feeling of being at the races would be diminished. That was far from the truth, and it truly speaks to the power of simply toeing-the-line with your fellow competitor to gain that sense of community, and I can't say enough how good it felt to be out there racing with friends and feeling that camaraderie amongst everyone involved. Thanks goes to Lance Panigutti of Without Limits, John Haley, and Barry Lee for holding that space for us to be together doing what we love to do so much. They definitely filled the emotional cups up for so many of our members.
303: You have mentioned in conversations that once BRAC took a breath, because of COVID, you took advantage of the opportunity with no races to re-examine the organization and look at ways BRAC could better serve the cycling community? Can you describe what areas you looked at what changes you identified needed to happen?
Andy: Absolutely! This is one of the things we are most excited about, and much of it actually started toward the end of 2019. 2020 just afforded us the time and space to really focus on some organizational changes. BRAC has served a really important role in the bike racing community for decades, however traditional bike racing event types have seen a slow decline nation-wide for years. We are no longer the mainstay in cycling events, and have become somewhat of a niche sport. Simply put, bike racing can no longer support bike racing financially, and its time for BRAC to find its role within the growing context of Colorado's cycling community. There are now so many ways to enjoy time pedaling on two wheels, and we are very aware that within our own membership many enjoy gravel, mountain bike, and recreational ride events. We have so many great cycling organizations in Colorado and some of the most successful large-scale event organizers promoting cycling. We are somewhat the envy of other parts of the nation when it comes to cycling.
But, ironically there is no organization holding that larger support space for cycling event organizers and participants as a whole in Colorado with a comprehensive event event calendar. The BRAC board and staff find ourselves motivated and uniquely qualified to help provide a comprehensive message about all events that involve pedaling on two wheels. We simply say that we want to widen our lens to explore all the avenues of fun pedaling on two wheels and promote a cohesive message about our amazing cycling community in Colorado – and do so by advocating for all the different types of cycling events available to us. This is not a dilution of our current bike racing mission, but rather an enhancement of our membership's interests and to align it more closely with the overall Colorado cycling community's interests. We will still put a significant amount of our energy supporting all the traditional bike racing events we have enjoyed for decades.
An important topic of discussion this year has been diversity, equity and inclusion within the sport of bike racing. We have started what we call the Diversity Committee made of two board members and four BRAC members. The goal is create specific DEI language embedded in our mission statement that speaks to our wish for bike racing for all (which will probably quickly be changed to cycling events for all). As we widen our lens on cycling events, its natural (and quite honestly a long time coming) to also widen our lens on those who participate in cycling events. There is a much broader population wanting to engage in cycling and in cycling events, and we would like to find ways to help make the sport more inviting and more inclusive on the whole.
303: You have mentioned a new name for BRAC, are you ready to reveal that at this time and if so what is it?
Andy: Years ago when BRAC was under different leadership, the organization was keen on creating a URL that speaks to the larger vision of BRAC's role in the Colorado cycling community. So, if approved at Club Council in February, the Bicycle Racing Association of Colorado (which is a mouthful) and BRAC (which is always awkward to say and explain) will be known as ColoradoCycling.Org. The name change affords us the ability to talk about cycling and cycling events in the broader context of our Colorado community.
303: Looking at the biking community, and thinking one year from now, assuming we will have a somewhat normal race season, describe BRAC's role in the general cycling community if all goes to plan?
BRAC (ColoradoCycling.Org) is one of the largest and most successful USAC local associations in the nation. We are proud of the leadership we provide to bike racing and cycling events in Colorado, and we are excited to continue deepening our relationship with USAC in 2021. As USAC's mission broadens we want to continue being one of their most successful partners in that process. More details to come on excited changes for BRAC in 2021.
Posted in FeaturedTagged Andy Johnson, Bike Racing Association of Colorado, brac
Castle Rock Fat Bike Snow Adventure and Cultural Hub Extraordinaire?
Nederland Man Rows to Hawaii, 303 Q&A and Podcast, "Invest Quality Time w/ Yourself"


Jim Berg adds an excellent book to the library of Christian books dealing with the topic of suffering.
Some books on suffering seek to answer the question, "Why do we suffer?"—a needed topic. Still others seek to answer the question, "How do I respond to suffering?"—a vital topic. Berg's book fits into the latter category. When Trouble Comes distinguishes itself by providing a Biblically rich answer to the question, "How do I respond to a crisis?" The practical depth of the book, along with its compact size, make it a much-needed tool in helping people who would find a more lengthy volume too much of a challenge to read in the midst of a difficulty.
1. The greatest danger is always the flesh.
2. The gospel is always the answer.
3. The glory of God is always the goal.
4. God Himself is always enough.
Several quotes provide examples of the riches found in this volume.
Once you are a child of God, your greatest crisis is over. You may lose the whole world, but you will not lose your soul. Now consider this: If God knows how to rescue you from your greatest crisis, He certainly knows how to deliver you from any other crisis of life (p. 26).
Any comfort we receive or strategies we attempt must point us to Jesus Christ, who alone is our Savior. God's provision isn't a program or even a set of principles; it is a Person. Since the flesh is the greatest danger, the gospel—which puts Jesus Christ in the spotlight—is the only answer (p. 32).
It is important for us to understand that God is not glorified merely by miraculous recoveries and heart-warming times of repentance. He is glorified any time His people have responses that show He is first in their lives (p. 45).
We must increase in our knowledge of God Himself—the one who is controlling all the factors of our life in His sovereignty. We may not be able to see exactly what He is doing or how He will make something turn out, but if we know Him well, our heart can rest (p. 64).
A study guide for the book is also available. The study guide provides a wonderful tool to help believers apply the book's message to their individual situations. The structure of the study guide assists readers in giving focused attention over the course of four weeks to the topic of responding to crises Biblically. This study guide, when used with the book, could be the basis for a targeted men's or women's Bible study, as well as an excellent counseling tool for use with believers in the midst of difficulty.
The Christian worker will find When Trouble Comes and its study guide to be of personal help in facing suffering and of practical help in ministering to the suffering.
Posted in Book Reviews, Commentary on November 10, 2006.
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US Supreme Court Decisions On-Line> Volume 334 > CENTRAL GREYHOUND LINES, INC. V. MEALEY, 334 U. S. 653 (1948)
CENTRAL GREYHOUND LINES, INC. V. MEALEY, 334 U. S. 653 (1948)
Subscribe to Cases that cite 334 U. S. 653
Central Greyhound Lines, Inc. v. Mealey, 334 U.S. 653 (1948)
Central Greyhound Lines, Inc. v. Mealey
Decided June 14, 1948
APPEAL FROM THE COURT OF APPEALS OF NEW YORK
1. The validity of a state tax under the Federal Constitution was challenged before the State Tax Commission of New York and on review before the Appellate Division of the Supreme Court. Notwithstanding a claim that the only question presented was one of statutory construction, the Court of Appeals of New York expressly sustained the constitutionality of the tax and certified in its remittitur that it had done so. On appeal to this Court, held: the constitutional question is properly before this Court for review. Pp. 334 U. S. 654-655.
2. A common carrier by motor vehicle challenged the validity under the Federal Constitution of a New York tax on its gross receipts from transportation of passengers between two points in the State but over a route 42.53% of which was in New Jersey and Pennsylvania.
Held: New York may constitutionally tax gross receipts from the transportation apportioned as to the mileage within the State; but the tax on gross receipts from that portion of the mileage outside the State unduly burdens interstate commerce, in violation of the Commerce Clause of the Constitution. Pp. 334 U. S. 655-664.
296 N.Y. 18, 68 N.E.2d 855, reversed.
The constitutionality of a tax levied by New York on gross receipts of a common carrier from transportation chanroblesvirtualawlibrary
between two points in New York, but largely through New Jersey and Pennsylvania, was sustained by the State Tax Commission, the Appellate Division of the Supreme Court of New York (266 App.Div. 648, 44 N.Y.S.2d 652), and the Court of Appeals of New York (296 N.Y. 18, 68 N.E.2d 855). On appeal to this Court, reversed and remanded, p. 334 U. S. 664.
MR. JUSTICE FRANKFURTER delivered the opinion of the Court.
This is a proceeding arising out of a determination by the Tax Commission of the New York, sustained by the courts of the State, whereby § 186-a of the New York Tax Law was construed to impose a tax on appellant's gross receipts from transportation between points within the State but over routes that utilize the highways of Pennsylvania and New Jersey. The appellant contends, against contrary conclusions below, that, since the taxed transportation was interstate commerce, New York may not constitutionally tax the gross receipts from such transportation. In any event, it submits that the State may validly tax only so much of these gross receipts as are attributable to the mileage within the State. Before dealing with these issues, we must dispose of an objection to our right to deal with them. chanroblesvirtualawlibrary
The State urges that the constitutional claims here pressed by the appellant were not passed upon by the New York Court of Appeals. The record does not sustain this challenge to our jurisdiction. The constitutional issues were undeniably raised before the State Tax Commission and on review before the Appellate Division of the Supreme Court, 266 App.Div. 648, 44 N.Y.S.2d 652. The suggestion that these issues were not before the Court of Appeals is based on its statement that the question urged there was "not one of constitutional taxing power, but of statutory construction." 296 N.Y. 18, 24, 68 N.E.2d 855, 858. But the court proceeded to pass upon the constitutional issues, and expressly held that "there is no constitutional objection to taxation of total receipts here. This is not interstate commerce. . . ." 296 N.Y. at 25, 68 N.E.2d at 859. Its amended remittitur stated explicitly that a question arising under the Commerce Clause of the Constitution "was presented and passed upon," and that, in sustaining the tax, the court "held that the aforesaid statute as so construed is not repugnant to that provision of the Federal Constitution." This amendment was not a retrospective injection of a nonexistent federal question, but a formal certification that a federal claim had been presented and was adjudicated by the Court of Appeals. It is properly here for review. § 237(a) of the Judicial Code, 28 U.S.C. § 344(a).
This case serves to remind once more that courts do not adjudicate abstractions, such as "what is interstate commerce?" Also, it again illustrates that, even if it be found that certain transactions in fact constitute interstate commerce, such conclusion does not answer the further inquiry whether a particular assertion of power by a State over such transactions offends the Commerce Clause. Article 1, § 8, cl. 3.
It is too late in the day to deny that transportation which leaves a State and enters another State is "Commerce chanroblesvirtualawlibrary
. . . among the several states" simply because the points from and to are in the same State. Hanley v. Kansas City Southern R. Co., 187 U. S. 617; Western Union Tel. Co. v. Speight, 254 U. S. 17; Missouri Pacific R. Co. v. Stroud, 267 U. S. 404. In reaching the opposite conclusion, the State court relied upon three decisions of this Court: Lehigh Valley R. Co. v. Pennsylvania, 145 U. S. 192; Ewing v. Leavenworth, 226 U. S. 464; New York ex rel. Cornell Steamboat Co. v. Sohmer, 235 U. S. 549. The Ewing case was based on the Lehigh Valley case; the Cornell Steamboat case relied on the Ewing and the Lehigh Valley decisions. The holding in the Lehigh Valley case was defined with precision by Mr. Justice Holmes in the Hanley case. He accounted for some State decisions which disregarded interstate commerce as a matter of fact, tested by the actual transaction, as
"made simply out of deference to conclusions drawn from Lehigh Valley R. Co. v. Pennsylvania, 145 U. S. 192, and we are of opinion that they carry their conclusions too far."
He pointed out that, in the Lehigh Valley case, "the tax was determined in respect of receipts for the proportion of the transportation within the State.' 145 U. S. 145 U.S. 201. Such a proportioned tax has been sustained in the case of commerce admitted to be interstate.
Hanley v. Kansas City Southern R. Co., supra, at 187 U. S. 621. This limited scope of the Lehigh Valley case was the basis of decision in United States Express Company v. Minnesota, 223 U. S. 335. In that case, the Minnesota Supreme Court had interpreted the Lehigh Valley decision
"as allowing a recovery of taxes upon that proportion of the earnings derived from the carriage wholly within the state. This seems to us the safer rule, and avoids any question of taxing interstate commerce, and we adopt and apply it to this case. Nine percent. of the taxes recovered on this class of earnings should be deducted from the amount
of the recovery."
114 Minn. 346, 350, 131 N.W. 489, 490. On writ of error to the Supreme Court of Minnesota, this Court upheld the State court's application of the Lehigh Valley decision. 223 U. S. 223 U.S. 335, 223 U. S. 341-342.
In view, however, of some contrariety of views to which the opinion in the Lehigh Valley case has given rise, it calls for a more candid consideration than merely quoting phrases from it congenial to a particular decision. The Lehigh Valley case was this. The Lehigh Valley Railroad Company attacked the validity of a Pennsylvania statute taxing the company's gross receipts from its line between Mauch Chunk, Pennsylvania, and Phillipsburg, New Jersey. The Pennsylvania Railroad operated a connecting line between Phillipsburg and Philadelphia. The Lehigh and the Pennsylvania had arranged for continuous transportation of through passengers and freight between Mauch Chunk and Philadelphia. The trial court had found, as appears from the record, that the
"total receipts from this transportation, seven percent of which were collected by the Lehigh Valley Railroad Company at the point of shipment and the remainder by the Pennsylvania Railroad Company at point of destination, were apportioned between the companies upon a mileage basis -- that is to say, each company's share was in the proportion that the number of miles carried by it bore to the total number of miles carried."
It sustained the tax on the ground that the transportation was in substance "purely internal." The Supreme Court of Pennsylvania affirmed on the trial court's opinion. Lehigh Valley R. Co. v. Commonwealth, 1 Monag., Pa. 45, 17 A. 179.
When the case got here, the Lehigh Valley contended that the transportation between Mauch Chunk and Phillipsburg constituted interstate commerce, and therefore beyond the taxing power of Pennsylvania, because Phillipsburg, while on the Delaware River border between chanroblesvirtualawlibrary
Pennsylvania and New Jersey, was in New Jersey, and reached by the railroad via an interstate bridge. Pennsylvania, on the other hand, ignoring the stretch over the interstate bridge (apparently on the theory of de minimis), insisted that the gross receipts were deemed to be "wholly from traffic within the state" because so treated by the railroad itself. This was based on the fact that the Lehigh Valley and the Pennsylvania Railroad had apportioned the receipts from their through traffic, and the amount of the gross receipts which Pennsylvania taxed was the proportion which the railroads inter sese attributed to the Lehigh Valley as its share of the earnings within Pennsylvania. This fiscal arrangement between the two railroads is the explanation and justification for the statement in this Court's opinion that
"The tax under consideration here was determined in respect of receipts for the proportion of the transportation within the state."
145 U.S. at 145 U. S. 201. And so, naturally enough, in the Hanley case, the Court called the tax which had been sustained in the Lehigh Valley case "a proportioned tax," and, as such, it "had been sustained in the case of commerce admitted to be interstate." Hanley v. Kansas City Southern R. Co., supra, at 187 U. S. 621.
In support of the proposition that "a proportioned tax has been sustained in the case of commerce admitted to be interstate," the Hanley case invoked Maine v. Grand Trunk R. Co., 142 U. S. 217. Unfortunately, the opinion in Lehigh Valley did not rely on that case. It did not even mention it. This silence is explicable by the fact that, only a few months before, in the same term, the Court had sharply divided on this very issue in the Grand Trunk case. In the Lehigh Valley case, Mr. Justice Fuller spoke for a unanimous court. One is entitled to infer that such accord was obtainable by not renewing the battle of the Grand Trunk case. It would not be chanroblesvirtualawlibrary
the first time in the history of this Court that agreement could be reached by one mode of reasoning, but not by another. Mr. Justice Bradley and his fellow dissenters in the Grand Trunk case were evidently content to sustain the Pennsylvania tax as a tax on "domestic transportation," "internal intercourse," in short, as not "interstate commerce," for thereby they would not bring into question the views so vigorously expressed by them a few months before.
It was reasonable enough to disregard the short distance in which the transportation in the Lehigh Valley case went over the interstate bridge on the Delaware River but otherwise was wholly in Pennsylvania, and to treat it as de minimis when the railroad's accounting itself treated the receipts as proportioned.
"Regulation and commerce among the states both are practical, rather than technical, conceptions, and, naturally, their limits must be fixed by practical lines."
Galveston, Harrisburg and San Antonio R. Co. v. Texas, 210 U. S. 217, 210 U. S. 225. But to label transportation across an interstate stream "local commerce" for some purposes when it is "interstate commerce" in other relations, see, e.g., Covington & Cincinnati Bridge Co. v. Kentucky, 154 U. S. 204, is to use loosely terms having connotations of constitutional significance. To call commerce in fact interstate "local commerce" because, under a given set of circumstances, as in the Lehigh Valley case, a particular exertion of State power is not rendered invalid by the Commerce Clause is to indulge in a fiction. Especially in the disposition of constitutional issues are legal fictions hazardous because of the risk of confounding users, and not merely readers. The kind of confusion to which the Lehigh Valley opinion has given rise results from employing a needless fiction -- calling commerce local which in fact is interstate -- as a manner of stating that a particular exercise of State power is not chanroblesvirtualawlibrary
invalid even though it affects interstate commerce. The difficult task of determining whether a phase of commerce, concededly interstate, is subject to a particular incidence of State regulation, through taxation or otherwise, is not lessened by calling interstate commerce local commerce in order to sustain its local control. To state this persistent and protean problem of our federalism in the form of a question-begging fiction is not to answer it.
This brings us to the facts of the case before us. New York claims the right to tax the gross receipts from transportation which traverses New Jersey and Pennsylvania as well as New York. To say that this commerce is confined to New York is to indulge in pure fiction. To do so does not eliminate the relation of Pennsylvania and New Jersey to the transactions, nor eliminate the benefits which those two States confer upon the portions of the transportation within their borders. Neither their interests nor their responsibilities are evaporated by the verbal device of attributing the entire transportation to New York. There is no suggestion here that the interstate routes were utilized as a means of avoiding, even in part, New York's taxation. Compare, e.g., Eichholz v. Public Service Commission of Missouri, 306 U. S. 268, and Ryan v. Pennsylvania Public Utility Commission, 143 Pa.Super. 517, 17 A.2d 637. We are not dealing with a necessary deviation or a calculated detour. Nor is New York seeking to tax transactions physically outside its borders but so trifling in quantity to the New York commerce, of which they form a part, as to be constitutionally insignificant. New York seeks to tax the total receipts from transportation of which nearly 43% of the mileage lay in New Jersey and Pennsylvania. Transactions which to such a substantial extent actually take place in New Jersey and Pennsylvania cannot be deemed legally to take place in New York. chanroblesvirtualawlibrary
Of course, we are dealing here with "interstate commerce." Of course, Congress did not exceed its power to regulate such commerce when, in the Motor Carrier Act of 1935, it explicitly included commerce such as that before us within the scope of that Act:
"The term 'interstate commerce' means commerce between any place in a State and any place in another State or between places in the same State through another State, whether such commerce moves wholly by motor vehicle or partly by motor vehicle and partly by rail, express, or water."
49 Stat. 543, 544, 49 U.S.C. § 303(a)(10). In a case like this, nothing is gained, and clarity is lost, by not starting with recognition of the fact that it is interstate commerce which the State is seeking to reach, and candidly facing the real question whether what the State is exacting is a constitutionally fair demand by the State for that aspect of the interstate commerce to which the State bears a special relation. See Union Brokerage Co. v. Jensen, 322 U. S. 202, and Bob-Lo Excursion Co. v. Michigan, 333 U. S. 28. Such being the real issue, inevitably, "nice distinctions are to be expected." Galveston, Harrisburg and San Antonio R. Co. v. Texas, supra, at 210 U. S. 225. But such distinctions would be clearer and more reasonably made if, for instance, a flat privilege tax applied by a municipality to an express company shipping packages between points within a State, but over routes which for a very short distance pass out of the State, had been frankly sustained on the ground that the tax did not burden interstate commerce in the constitutional sense, rather than on the ground that it was not interstate commerce. Compare Ewing v. Leavenworth, supra, with Kirmeyer v. Kansas, 236 U. S. 568. Again, it would have made for a less dialectical, if not more coherent, development of the law to sustain a New York gross receipts tax on a New York corporation, engaged in towing vessels between ports in chanroblesvirtualawlibrary
the New York on the Hudson River traversing the New Jersey side but not touching its shore, on the ground that, upon the facts of that case, and more particularly New Jersey's relation to the transactions, (very different from those now before us), New York was not burdening interstate commerce, rather than to hold that
"transportation between the ports of the state is not interstate commerce, excluded from the taxing power of the state, because, as to a part of the journey, the course is over the territory of another state."
Compare New York ex rel. Cornell Steamboat Co. v. Sohmer, supra, at 235 U. S. 560, with Cornell Steamboat Co. v. United States, 321 U. S. 634.
It is significant that, so far as we are advised, no State other than New York seeks to tax the unapportioned receipts from transportation going through more than one State (except to an extent so insignificant as to be disregarded), merely because such transportation returns to the its origin. If New Jersey and Pennsylvania could claim their right to make appropriately apportioned claims against that substantial part of the business of appellant to which they afford protection, we do not see how, on principle and in precedent, such a claim could be denied. This being so, to allow New York to impose a tax on the gross receipts for the entire mileage -- on the 57.47% within New York as well as the 42.53% without -- would subject interstate commerce to the unfair burden of being taxed as to portions of its revenue by States which give protection to those portions, as well as to a State which does not. This is not to conjure up remote possibilities. Pennsylvania's claim to tax a portion of appellant's gross receipts from the transportation which New York has taxed is not a matter of speculation. Apparently, Pennsylvania has so taxed since 1931. Penn.Laws 1931, No. 255, as amended by Act of June 5, 1947, chanroblesvirtualawlibrary
No. 204. New York does not deny that Pennsylvania in fact so taxes, though there is dispute as to the meaning of the formula by which she does so. But even if neither Pennsylvania nor New Jersey sought to tax their proportionate share of the revenue from this transportation, such abstention would not justify the taxing by New York of the entire revenue. Freeman v. Hewit, 329 U. S. 249, 329 U. S. 256. But its very nature, an unapportioned gross receipts tax makes interstate transportation bear more than "a fair share of the cost of the local government whose protection it enjoys." Id. at 329 U. S. 253. The vice of such a tax is that it lays
"a direct burden upon every transaction in [interstate] commerce by withholding, for the use of the state, a part of every dollar received in such transactions."
Crew Levick Co. v. Pennsylvania, 245 U. S. 292, 245 U. S. 297; see Adams Manufacturing Co. v. Storen, 304 U. S. 307, 304 U. S. 311; Freeman v. Hewit, supra; Joseph v. Carter and Weekes Stevedoring Co., 330 U. S. 422.
However, while the New York courts have construed the statute as levying an unapportioned gross receipts tax on this transaction, the entire tax need not fall. The tax may be "fairly apportioned" to the "business done within the state by a fair method of apportionment." Western Livestock v. Bureau of Revenue, 303 U. S. 250, 303 U. S. 255. There is no dispute as to feasibility in apportioning this tax. On the record before us, the tax may constitutionally be sustained on the receipts from the transportation apportioned as to the mileage within the State. See Ratterman v. Western Union Telegraph Co., 127 U. S. 411, 127 U. S. 427-428. There is no question as to the fairness of the suggested method of apportionment. Compare Maine v. Grand Trunk R. Co., supra, with New Jersey Bell Telephone Co. v. State Board of Taxes and Assessments, 280 U. S. 338; cf. Wallace v. Hines, 253 U. S. 66. Both appellant and appellee have indicated here chanroblesvirtualawlibrary
that, as a matter of construction, the statute under consideration permits such apportionment, but that is a matter for the New York courts to determine.
The judgment is reversed, and the cause is remanded for further proceedings not inconsistent with this opinion.
MR. JUSTICE RUTLEDGE concurs in the result.
MR. JUSTICE MURPHY, with whom MR. JUSTICE BLACK and MR. JUSTICE DOUGLAS concur, dissenting.
A precise delineation of the controlling facts is essential to a determination of the constitutional issue involved in this appeal. That issue concerns an alleged conflict between the commerce clause of the Constitution of the United States and a New York statute taxing the gross income of utilities doing business within that state. Specifically, the problem relates to an application of the tax to the gross receipts from bus transportation originating and terminating in New York but passing through parts of New Jersey and Pennsylvania.
Section 186-a of the New York Tax Law is entitled "Emergency tax on the furnishing of utility services." It imposes a tax
"equal to two percentum of its gross income . . . upon every utility doing business in this state . . . in addition to any and all other taxes and fees imposed by any other provision of law for the same period. [Footnote 1]"
The word "utility" is defined to include every person "subject to the supervision of either division of the state department of public service," [Footnote 2] and the words "gross income" are defined to include
"receipts received in or by reason of any sale . . . made or service rendered for ultimate consumption or use by the purchaser in this state. . . . [Footnote 3] "
Appellant is a New York corporation engaged in business as a common carrier by omnibus. It operates its buses both within and without New York, and is subject to the supervision of the New York Public Service Commission. Hence, it is a utility within the meaning of § 186-a.
Appellant operates buses over numerous routes from New York City to Buffalo and other cities in upstate New York, routes which cut across sections of New Jersey and Pennsylvania and which are the most direct ones possible. The controversy is concerned only with the taxation under § 186-a of that part of appellant's receipts derived from continuous transportation of passengers between New York points over such routes. Application of the tax to the receipts from transportation moving solely within New York is not contested, and receipts from transportation between New York points and out-of-state points have not been taxed.
At the hearing before the State Tax Commission relative to the contested tax, the parties agreed that the evidence would be limited to the operations over these routes during July, 1937, and that the conclusions to be drawn from such evidence would be applicable to all months subsequent thereto. The evidence which was introduced revealed that 57.47% of the total mileage of the journeys over the routes in question was traversed within New York, while 42.53% thereof was traversed within New Jersey and Pennsylvania. Although some transfers and stopovers in New Jersey and Pennsylvania were indicated, there was no showing that they were of a substantial number or that they were of such a nature as to break the transportation between New York points into two unrelated trips. The legal issues in the case have been predicated at all times upon the evidence that there was continuous transportation of passengers between New York points on single tickets, and upon the evidence chanroblesvirtualawlibrary
as to the percentage of the mileage traversed within and without New York.
The State Tax Commission construed § 186-a as applicable to appellant's total receipts from the transportation in issue, proration of the receipts in accordance with the mileage traversed in New York being considered unnecessary. So construed, § 186-a was held not to conflict with the commerce clause of the Federal Constitution. This ruling was sustained by the New York courts.
The crucial fact, from the constitutional standpoint, is the dual and unique character of transportation between termini in the same state where the territory of another state is traversed en route. Such transportation has both interstate and intrastate features. From the standpoint of physical movement, there is a crossing of state lines and a journey over territory belonging to more states than one -- a movement that is undeniably interstate. At the same time, however, the business of transporting passengers or freight between points in the same state is essentially local in character despite the interstate movement. All of the essential elements of the commercial intercourse represented by the continuous transportation are resident in that one state. The parties to the transportation contract, the making of the contract, and the service which is the subject of the contract are identified preeminently with that state. The whole purpose of the transaction is to transport the passengers or freight to a point within the same state as the point of origin. Passage through another state is a mere geographic incident in the consummation of this local transaction. While that passage may have interstate significance for other purposes, it cannot operate by itself to make interstate the commercial relationship underlying the continuous transportation.
And so, within the narrow compass of this particular type of transportation, it is something more than a fiction chanroblesvirtualawlibrary
to say that both interstate and intrastate features are present. Cf. Bob-Lo Excursion Co. v. Michigan, 333 U. S. 28. It is a recognition of the hard realities of the situation. It is a realization that transporting persons between points in the same state is a business local in all its commercial connotations, even though there is a physical movement of an interstate character. Due respect for Mr. Justice Holmes' admonition that commerce among the states is a practical, rather than a technical legal, conception, Swift & Co. v. United States, 196 U. S. 375, 196 U. S. 398, forbids an indiscriminate application of the interstate label simply because state lines are crossed in the course of a particular business. Where local elements remain intact despite the interstate movement, it is of the essence of practicality to give recognition to that fact. Such is the situation in this case.
This Court has long recognized that this type of transportation, unlike other types, is physically interstate and commercially local. And it has given life to that distinction so that the federal power over interstate commerce might remain effective without detracting unnecessarily from the scope of state power over those engaged in this narrow transportation sphere. Where the proposed state action is such as to create an actual or potential conflict with the federal authority arising out of the physical movement across state lines, the Court has emphasized the interstate aspect of the transportation in making the federal power supreme. Thus, in Hanley v. Kansas City Southern R. Co., 187 U. S. 617, Congress was found to have the sole power to fix the rates for transportation of freight by rail between two points in Arkansas over a route passing through a part of the Indian Territory; Arkansas was accordingly precluded from the exercise of its ratemaking authority in this instance. Such transportation was said to be interstate, stress being laid upon the physical movement of the freight across and beyond the Arkansas border. chanroblesvirtualawlibrary
See also Missouri Pacific R. Co. v. Stroud, 267 U. S. 404; Western Union Tel. Co. v. Speight, 254 U. S. 17; compare Wilmington Transportation Co. v. Railroad Commission, 236 U. S. 151.
But where the impact of state action is such as not to endanger or embarrass federal control over interstate movements, the Court has relied upon the local elements of the transportation in sanctioning the imposition of state authority. This has occurred in the setting of state gross receipts taxes and city license taxes levied on those engaged in the type of transportation here involved. Lehigh Valley R. Co. v. Pennsylvania, 145 U. S. 192; United States Express Co. v. Minnesota, 223 U. S. 335; Ewing v. Leavenworth, 226 U. S. 464; Cornell Steamboat Co. v. Sohmer, 235 U. S. 549. In those cases, the taxes were nondiscriminatory in nature and interfered in no way with any regulations Congress might wish to impose by reason of the movements across state lines. The thrust of the taxes affected only the business of transporting articles between two points in the same state and the receipts derived therefrom. That business was considered to be of a local variety, and a clear rejection was made of the contention that "the mere passage over the soil of another state renders that business foreign which is domestic." Lehigh Valley R. Co. v. Pennsylvania, supra, at 145 U. S. 202. As stated in Cornell Steamboat Co. v. Sohmer, supra, at 235 U. S. 560,
"But transportation between the ports of the state is not interstate commerce, excluded from the taxing power of the state, because as to a part of the journey the course is over the territory of another state."
Room has thus been made in our federal system for a reasonable accommodation of the federal and state interests in regulating and taxing those engaged in this unique transportation. See Cornell Steamboat Co. v. United States, 321 U. S. 634, 321 U. S. 639, note 4. It is an accommodation chanroblesvirtualawlibrary
designed to protect the national interest in uniform regulation of interstate movements, as well as to safeguard the states' legitimate interest in placing a fair share of the local burdens on those doing local business. [Footnote 4]
The proper answer to the issue in this case is dictated in large part by the Lehigh Valley line of decisions. Those prior cases are not to be dismissed as dialectical exercises in the law of interstate commerce. They represent a realistic appreciation of the fact that the business from which the gross receipts in issue were derived is local in nature. And § 186-a of the New York Tax Law, in taxing those gross receipts, is consistent with the commerce clause of the Federal Constitution. This tax is grounded on a base different from that which justifies the exercise of federal power, making a conflict between federal and state authority impossible. In effect, § 186-a levies a nondiscriminatory tax on all companies furnishing continuous transportation service between cities in that state. The tax is in terms of a percentage of the gross receipts from that service. Engaging in such transportation service is a local business, even though some of the routes cross parts of other states. And taxing the gross receipts from this service is well within chanroblesvirtualawlibrary
the constitutional power of New York so far as the commerce clause is concerned. [Footnote 5]
In light of the past decisions of this Court, the only novel question here presented is whether New York must limit its tax to that proportion of the receipts which corresponds to the proportion of the mileage traversed within that state on the trips in issue, i.e., 57.47%. Lehigh Valley R. Co. v. Pennsylvania, supra, and United States Express Co. v. Minnesota, supra, did not involve this question, since the gross receipts taxes had there been prorated by the respective states before reaching this Court, and Ewing v. Leavenworth, supra, was concerned only with a flat license tax. While Cornell Steamboat Co. v. Sohmer, supra, did involve an unapportioned gross receipts tax, the facts were such as to make it impossible to determine what proportion of the journeys took place outside New York; the precise issue was thus unresolved.
The rule requiring apportionment of gross receipts taxes to the activities carried on within a state is one that is necessarily predicated upon the existence of some interstate activities which the commerce clause places beyond the taxing power of the state. See Ratterman v. Western Union Tel. Co., 127 U. S. 411; Wisconsin & M. R. Co. v. Powers, 191 U. S. 379. It is designed to prevent the levying of such taxes as will discriminate against or prohibit the interstate activities or will place the interstate commerce at a disadvantage relative to local commerce. But chanroblesvirtualawlibrary
this rule obviously is inapplicable where the tax is not levied on what is appropriately labeled interstate commerce. And, as we have seen, New York here has levied a tax solely upon the local business of transporting passengers between points in that state, which constitutes the furnishing of utilities within the meaning of the New York Tax Law. The fact that 42.53% of the transportation occurs outside New York does not make that business any less local. From the commercial standpoint, the out-of-state segment of the journey retains its position as an integral part of the continuous local transaction. The proportion of the transportation actually taking place within or without New York thus has no commerce clause significance under these circumstances. Inasmuch as the restrictive force of the commerce clause is noneffective, New York is entitled to tax the total gross receipts from this local commerce.
This result does not permit other states, within the framework of the commerce clause, to tax the local business of transporting passengers between New York points. What is local business as to New York is not local business as to New Jersey or Pennsylvania. The elements which justify New York's unapportioned tax exists only in that state. If New Jersey or Pennsylvania were to tax a portion of appellant's gross receipts from the transportation in issue, such tax would involve quite different constitutional considerations than those which sustain the New York tax. Since New Jersey and Pennsylvania would have an interest in the situation because of the physical movements occurring within their borders, concentration would have to be placed upon the interstate aspect of the transportation. The problem would then be whether these states could constitutionally tax the portion of the gross receipts derived from the mileage traversed therein. If such taxes were sustained, the resulting multiple burden on the gross receipts would simply chanroblesvirtualawlibrary
be a natural consequence of conducting a local business in such a manner as to use the facilities of more states than one. But that type of multiple burden is not outlawed by the commerce clause. Nor does the possibility of such a burden make the business of transporting persons between points in New York any less local in nature.
I would therefore affirm the judgment below.
New York Tax Law, § 186-a, subd. 1.
New York Tax Law, § 186-a, subd. 2(a).
New York Tax Law, § 186-a, subd. 2(c).
Section 203(a)(10) of Part II of the Interstate Commerce Act, 49 U.S.C. § 303(a)(10), defines interstate commerce, for federal regulatory purposes, to include commerce "between places in the same State through another State." But § 202(c) of the same Act, 49 U.S.C. § 302(b), states that nothing therein "shall be construed to affect the powers of taxation of the several States." This is a Congressional recognition of the accommodation that exists in regard to the federal and state interests.
See, in general, Kauper, "State Regulation of Interstate Motor Carriers," 31 Mich.L.Rev. 1097, 1105-1107; Tarney, "Methods for Differentiating Interstate Transportation from Intrastate Transportation," 6 Geo.Wash.L.Rev. 553, 633-637; Ganit, The Commerce Clause, § 62(d), (1932).
The proper result in this case is aptly paraphrased in Lehigh Valley R. Co. v. Pennsylvania, 145 U. S. 192, 145 U. S. 201-202:
"So, as to the traffic of the Erie Railway between the cities of New York and Buffalo, we do not understand that that company escapes taxation in respect of that part of its business because some miles of its road are in Pennsylvania, while the New York Central is taxed as to its business between the same places, because its rails are wholly within the state of New York."
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billboard top 100 2017
Welcome to BillboardTop100of.com 2015 1 Mark Ronson feat. Hits No. 1 on Billboard Hot 100", "The Weeknd's 'Starboy,' Featuring Daft Punk, Hits No. Every top 5 song, from 1958 - 2016, so we can stop arguing about when music was still good. Jump to. TOP 100 Songs of 2020 - Billboard Hot 100 2020 - Music Playlist We are really glad that you are here, with us! New Channel, Same Awesome. Découvrez Dance Hits Now de Cover Pop, Billboard Top 100 Hits, Dance Hits 2017 sur Amazon Music. Nie znaleziono wyników dla: billboard top 100 2017.Użyj poniższych sugestii lub wpisz nowe zapytanie powyżej. THE 2 LIVE CREW #1 on JAN-01 93. Of those eleven number-one singles, six were collaborations. 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In total, nineteen acts topped the chart as either lead or featured artists, with twelve—Daft Punk, Migos, Lil Uzi Vert, Ed Sheeran, DJ Khaled, Quavo (as a solo act), Chance the Rapper, Luis Fonsi, Daddy Yankee, Cardi B, Post Malone, and 21 Savage—achieving their first Hot 100 number-one single. In 2017, a total of 38 albums claimed the top position of the chart. Also appears on these Year End Charts. Audio CD Hits of the 70's, Vol. 0:56. Email or Phone: Password: Forgot account? 4 & Bruno Mars, Rihanna & The Weeknd All Hit Top 10", "Ed Sheeran's 'Shape of You' Leads Hot 100 for Fifth Week", "The Chainsmokers Match Beatles & Bee Gees With Three Songs in Hot 100's Top 10 & Ed Sheeran Holds at No. The top 50 songs from the Billboard Hot 100 for April 1, 2017. "Despacito" by Luis Fonsi and Daddy Yankee featuring Justin Bieber was the longest-running number-one of the year, leading the chart for sixteen weeks and tying the record for longest-running number-one single in the history of the chart; despite this, Ed Sheeran's "Shape of You" topped the Billboard Year-End Hot 100. 1 on Billboard Hot 100 for Fourth Week, Camila Cabello's 'Havana' Surges to No. Écoutez de la musique en streaming sans publicité ou achetez des CDs et … 1", "Ariana Grande's 'Thank U, Next' Returns to No. See more of Billboard TOP 100 on Facebook. The highest-selling albums and EPs in the United States are ranked in the Billboard 200, which is published by Billboard magazine. … 5", "Taylor Swift at Nos. Sign Up. MP3 Music Extended play (EP) releases were listed by Billboard on the Hot 100 and in pre-Hot 100 charts (Top 100) until the mid-to-late 1960s. Press alt + / to open this menu. 5, Ariana Grande & Nicki Minaj Hit Top 10", "Rae Sremmurd's 'Black Beatles' Leads Hot 100 for Third Week", "Rae Sremmurd's 'Black Beatles' Tops Hot 100 for Second Week", "The Chainsmokers' 'Closer' Rules Hot 100, Zay Hilfigerrr & Zayion McCall's 'Juju' Jumps to Top 10", "Rae Sremmurd's 'Black Beatles' Blasts to No. USA Billboard Top 100 of 2017 Mark Listen on Apple Music. 1 on Hot 100, The Chainsmokers Debut in Top 10", "Migos Hold Atop Hot 100, Alessia Cara Hits Top 10", "Ed Sheeran Returns to Top of Hot 100, Zayn & Taylor Swift Surge to No. Jump to. 1 on Billboard Hot 100 With 'Bodak Yellow', Post Malone Debuts at No. 3 on Billboard Hot 100, Ariana Grande's 'Next' Leads for Seventh Week", "Wish Come True: Mariah Carey's 'All I Want for Christmas Is You' Hits No. Sections of this page. Check out the Top 100 songs in Japan for 2017. Despacito (feat. " Shape of You " by Ed Sheeran came in at number one, spending a total of twelve nonconsecutive weeks at the top position of the Billboard Hot 100 during 2017. " Listen to Los Mejores Exitos US 2017 by Billboard Top 100 Hits on Deezer. 1 on Hot 100", "Camila Cabello Earns First Billboard Hot 100 No. Billboard 200 – zestawienie, przedstawiające 200 najlepiej sprzedających się albumów muzycznych w Stanach Zjednoczonych.Lista publikowana jest każdego tygodnia w czasopiśmie branżowym "Billboard" i zazwyczaj stanowi wyznacznik popularności poszczególnych wykonawców w oparciu o pozycje, na których się aktualnie znajdują. Ocena wątku: 0 Głosów - 0 Średnio; 1; 2; 3; 4; 5 Vidéos connexes. Log In. 1", "Sia No. Ed Sheeran (pictured) scored two number-one singles with " Shape of You " and " Perfect ". Here you will find a comprehensive list of the Billboard Top 100 Songs songs for every year since 1940 according to Billboard Magazine. Bollywood Top 100 songs of 2017 music playlist on Gaana.com. 1 on Hot 100 After 25-Year Wait", "Post Malone's 'Rockstar' Rules Billboard Hot 100, Ed Sheeran's 'Perfect' Hits Top Five", https://en.wikipedia.org/w/index.php?title=List_of_Billboard_Hot_100_top-ten_singles_in_2017&oldid=995557602, Lists of Billboard Hot 100 top-ten singles, Creative Commons Attribution-ShareAlike License, This page was last edited on 21 December 2020, at 18:23. Billboard Top 100 2017 free download - Free Audio Editor 2017, Free Video to Audio Converter 2017, Visual Studio Professional 2017, and many more programs Le classement Billboard Top Latin Albums est un palmarès publié par le magazine Billboard et est considéré comme le plus important hit-parade des albums complets en langue espagnole sur le marché américain de la musique. US; Artist 100; All Weekly Charts; YEAR-END . List of Billboard Hot 100 top-ten singles in 2017. Quavo (pictured) has the most top ten hits in 2017 with six, two of which are as part of Migos and the other four as a featuring artist. Year-End Hot 100 Songs; Year-End Billboard 200 Albums; 2020 Year-End Boxscore; Google's Top Hummed Songs 2020 The top 100 songs of the year. Billboard is a subsidiary of Valence Media, LLC. 1 on Billboard Hot 100", "Luis Fonsi & Daddy Yankee Hold Atop Hot 100, Miley Cyrus Soars to Top 10", "Luis Fonsi & Daddy Yankee Lead Hot 100, Ed Sheeran Sets Record in Top Five", "Luis Fonsi & Daddy Yankee Top Hot 100, Post Malone Earns First Top 10", "Luis Fonsi & Daddy Yankee's 'Despacito' Dominates Hot 100 for Fifth Week", "Luis Fonsi & Daddy Yankee Rule Hot 100, Imagine Dragons Hit Top 10", "Luis Fonsi & Daddy Yankee's 'Despacito' Tops Hot 100 for Ninth Week & Becomes Top Radio Song", "Luis Fonsi, Daddy Yankee & Justin Bieber's 'Despacito' Ties for Longest Run at No. Ed Sheeran took 2017 by storm right out of the gate with two top 10 hit singles from his third record, including the year's most-streamed track on Spotify, the inescapably catchy "Shape Of You." Sections of this page. Read latest entertainment news from Nigeria, Ghana, rwanda et... African Music, Albums, Top 100 Songs & Chart, visit Billboard Africa for a new Experience. Quavo (pictured) has the most top ten hits in 2017 with six, two of which are as part of Migos … 1 on Billboard Hot 100", "Luis Fonsi & Daddy Yankee Lead Hot 100, Ed Sheeran Sets Record in Top Five", "DJ Khaled's All-Star 'I'm the One' Debuts at No. 66 songs were in the top 10 in 2017, eleven of which peaked in either 2016, 2018, or 2019. 2:57. 3", "The Weeknd's 'Starboy,' Featuring Daft Punk, Hits No. 2", "Post Malone Rules Billboard Hot 100 for Fifth Week, Sam Smith Hits New High, Maroon 5 & SZA Reach Top 10", "Post Malone's 'Rockstar' Tops Hot 100, Camila Cabello's 'Havana' Is Top Seller & Imagine Dragons' 'Thunder' Rules Radio", "Post Malone's 'Rockstar' Rules Billboard Hot 100, Ed Sheeran's 'Perfect' Hits Top Five", "Post Malone's 'Rockstar' Leads Billboard Hot 100 for Eighth Week, G-Eazy's 'No Limit' Lifts to Top 10", "Ed Sheeran & Beyonce's 'Perfect' Tops Billboard Hot 100", "Mariah Carey's 'All I Want for Christmas Is You' Hits Hot 100's Top 10 for First Time, 'Perfect' Still No. 1 on Billboard Hot 100", "Ed Sheeran Stays Atop Hot 100, Clean Bandit Bounds to Top 10", "Ed Sheeran's 'Shape of You' Tops Hot 100 for 10th Week", "The Chainsmokers Match Beatles & Bee Gees With Three Songs in Hot 100's Top 10 & Ed Sheeran Holds at No. Billboard Canada has released the year-end top 100 singles of 2017 which are listed below. by Billboard Top 100 Hits, Exitos Actuales, Éxitos FM. US; Artist 100; All Weekly Charts; YEAR-END . 2", "Mariah Carey's 'All I Want for Christmas Is You' Hits Hot 100's Top 10 for First Time, 'Perfect' Still No. 2", "Ed Sheeran Tops Hot 100 for 12th Week, as Harry Styles Starts at No. In 2008, for the 50th anniversary of the Hot 100, Billboard compiled a ranking of the 100 best-performing songs on the chart since its inception in 1958. We write about Africa and it's environs. 1 on Hot 100, The Chainsmokers & Halsey Debut in Top 10", "The Chainsmokers & Halsey's 'Closer' Climbs to No. Billboard est un magazine hebdomadaire américain consacré à l'industrie du disque. 1 on Hot 100, Migos Soars to Top 10", "Migos' 'Bad and Boujee,' Featuring Lil Uzi Vert, Tops Hot 100", "Ed Sheeran Debuts Atop Hot 100 With 'Shape of You' & in Top 10 With 'Castle on the Hill, "Migos Return to No. mymp3pool (billboard top 100 2017) on january 3, 2018 . [1] " Shape of You " by Ed Sheeran came in at number one, spending a total of twelve nonconsecutive weeks at the top position of the Billboard Hot 100 during 2017. Its data, published by Billboard magazine and compiled by Nielsen SoundScan, is based collectively on each song's weekly physical and digital sales, as well as the amount of airplay received on American radio stations and streaming on online digital music outlets. Taste Evolved Every top 5 song, from 1958 - … 1 Shape Of You Ed Sheeran 2 Despacito Luis Fonsi & Daddy Yankee Featuring Justin Bieber 3 That's What I Like Bruno Mars 4 Humble. Create New Account. 1 With 'Havana,' Featuring Young Thug", "Post Malone's 'Rockstar' Leads Billboard Hot 100 for Eighth Week, G-Eazy's 'No Limit' Lifts to Top 10", "Cardi B Joins The Beatles & Ashanti With First 3 Hot 100 Hits in Top 10 Simultaneously; Ed Sheeran & Beyonce's 'Perfect' No. 2 With 'Rockstar, "Luis Fonsi, Daddy Yankee & Justin Bieber's 'Despacito' Ties for Longest Run at No. Accessibility Help. The Billboard Hot 100 is a chart that ranks the best-performing singles of the United States. New Channel, Same Awesome. Listen on Apple Music. Luis Fonsi & Daddy Yankee Featuring Justin Bieber. LYRICS 2 Ed Sheeran Thinking Out Loud LYRICS 3 Wiz Khalifa feat. Castle on the Hill " from the same album also made the list, at position 40. comment. Please keep in mind that some years, specially in the early years may only contain 30-80 songs. 4", "Bruno Mars' 'That's What I Like' Lifts to No. Welcome to Billboard Top 100 . Before releasing Top 100 Billboard 2017 Torrent, we have done researches, studied market research and reviewed customer feedback so the information we provide is the latest at that moment. 2. Kendrick Lamar 5 Something Just Like This The Chainsmokers & Coldplay 6 Bad And Boujee Migos Featuring Lil Uzi Vert 7 Closer The Chainsmokers Featuring Halsey 8 … A playlist featuring Ed Sheeran, Luis Fonsi, Bruno Mars, and others Billboard top 100 for 2017. The Billboard Hot 100 is a chart that ranks the best-performing songs in the United States. 4", "Ed Sheeran Tops Hot 100, Katy Perry Debuts at No. Get Free Billboard Top 100 2017 Torrent now and use Billboard Top 100 2017 Torrent immediately to get % off or $ off or free shipping 's 'Broccoli' Hits Top 10", "The Chainsmokers Lead Hot 100, Bruno Mars Debuts at No. With the growing popularity of albums, it was decided to move EPs (which typically contain four to six tracks) from the Hot 100 to the Billboard … 1", https://en.wikipedia.org/w/index.php?title=List_of_Billboard_Hot_100_number_ones_of_2017&oldid=993268673, Lists of Billboard Hot 100 number-one songs, Creative Commons Attribution-ShareAlike License, This page was last edited on 9 December 2020, at 18:35. UK top 40,Billboard Hot 100 Chart 2016 Addeddate 2016-10-14 17:13:24 External_metadata_update 2019-02-16T04:38:58Z Identifier 028JamesBayLetItGo Scanner Internet Archive HTML5 Uploader 1.6.3. Here you will find a comprehensive list of the Billboard Top 100 Songs songs for every year since 1940 according to Billboard Magazine. 3 on Billboard Hot 100 With 'Mi Gente', Cardi B No. #yearinmusic. List of Billboard Hot 100 number-one singles of 2017, "Luis Fonsi & Daddy Yankee's 'Despacito,' Featuring Justin Bieber, Hits No. Click To Play Change Year pause Change Year. 1958 - 2016, 22,000 Songs DESIGN LOVE BY Use All Five 0'S + 1'S Matt Daniels Pause / Play. New Channel, Same Awesome. The top 50 songs from the Billboard Hot 100 for April 8, 2017. Accessibility Help. 1 With 'Rockstar, "Post Malone & 21 Savage's 'Rockstar' Rules Billboard Hot 100 for Second Week", "Post Malone & 21 Savage Lead Hot 100, Camila Cabello & Ed Sheeran Hit Top 10", "Post Malone & 21 Savage No. 1. by 70s Greatest Hits, 80s Pop Stars, Billboard Top 100 Hits. 21 savage - bank account (dj rukus intro edit) (clean) 21 savage - bank account (dj rukus intro edit) (dirty) a boogie wit da hoodie ft. kodak black - drowning (dj rukus intro edit) (clean) a boogie wit da hoodie ft. kodak black - … New Channel, Same Awesome. Billboard Hot 100 - Top 100 Singles of Year-End 2017. Hits No. Featuring AKB48, Arashi, Kenshi Yonezu, Nogizaka46, Keyakizaka46, Gen Hoshino, TWICE and many more. The data are compiled by Nielsen Soundscan based on each album's weekly physical and digital sales, as well as on-demand streaming and digital sales of its individual tracks. Download Bollywood top 100 songs and listen to 2017 top 100 Bollywood songs on Gaana.com. Écoutez de la musique en streaming sans publicité ou achetez des CDs et MP3 maintenant sur Amazon.fr. Kendrick Lamar. If you want the hottest information right now, check out our homepages where we put all our newest articles. Ed Sheeran and Justin Bieber were the only acts to have multiple number ones, with both gaining two. Billboard Global 200; Billboard Global Excl. 1. Justin Bieber, as a featured artist, comes in at #2 for Spanish language song "Despacito". Something Just Like This The Chainsmokers & Coldplay. 2 With 'Rockstar, "Cardi B Holds Atop Billboard Hot 100 With 'Bodak Yellow,' Demi Lovato Hits Top 10", "J Balvin, Willy William & Beyonce Blast to No. MP3 Music Listen with Music Unlimited. TOP 100 Songs of 2020 - Billboard Hot 100 2020 - Music Playlist We are really glad that you are here, with us! Streamez en Hi-Fi ou téléchargez en vraie qualité CD sur qobuz.com Est basé sur les ventes will find a comprehensive list of the chart Billboard magazine itself something of a landing..., Vol Rae Sremmurd Returns to No 'Despacito ' Ties for Longest Run at No state of Music. ' Hits top 10 '', `` Ed Sheeran 's 'Shape ' Tops Hot 100 for Fourth Week as! & 4 on Billboard Hot 100 '', `` Rae Sremmurd Returns to No Tops Hot billboard top 100 2017. Gaining two 2017 top 100 songs of 2020 - Music Playlist We are really glad you... At # 1 ( top 10 ) 2005 Listen to 2017 top 100 and. Achetez des CDs et MP3 maintenant sur Amazon.fr & the Weeknd is top. Listavezetői 2017-ben a featured Artist, comes in at # 1 ( top 10 '', `` Taylor Swift Billboard! Kendrick Lamar 's 'Humble. magazine Billboard, le classement est basé sur les ventes 's 'Christmas ' Climbs No. Bieber were the only acts to have multiple number ones, With both two... 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billboard top 100 2017 2020


According to the bookmakers Roger Varian's Kingston Hill is the only credible rival to Australia in Saturday's Dubai Duty Free Irish Derby at the Curragh but the trainer would be "very reluctant to run" on fast ground.
Australia beat Kingston Hill by just over a length in the Investec Derby earlier this month and there are a few who believe the more conventional nature of the County Kildare track will suit the Newmarket raider more than Epsom's twists and turns.
However, despite already having made the journey over the Irish Sea, Varian has reiterated that he will not risk the Racing Post Trophy winner on ground that he thinks is too fast.
"He's gone over there today, he should be there by now I think," said Varian.
"I think the weather tonight and into tomorrow morning is key. They are forecast 8-12mm of rain and hopefully they get that and a bit more.
"I hope the ground is at least good by Saturday.
"I would be very reluctant to run him on anything described as faster than good."
Australia and Kingston Hill are two of seven declared runners.
Aidan O'Brien's choicely-bred Australia fell just short when third in a red-hot renewal of the Qipco 2000 Guineas but put the record straight at Epsom.
Australia is one of four runners for O'Brien with Geoffrey Chaucer, Kingfisher and Orchestra all taking their chances in a race the Ballydoyle handler has dominated in recent years.
O'Brien won seven successive renewals before Jim Bolger's Trading Leather snapped his sequence last year.
Dermot Weld has declared Derrinstown Derby Trial winner Fascinating Rock, who finished eighth at Epsom, but he would also like to see a little more ease in the ground.
Speaking at Naas on Wednesday evening, Weld said: "It's pretty ground dependent. Hopefully they get plenty of rain - it's pretty firm at the moment so they'll have to get the rain or water it sufficiently.
"I understand they have a difficult decision as rain is forecast so they might not want to water but I'm sure they'll get it right.
"He's in great form. He hasn't been burning up the gallops or anything since Epsom because I haven't asked him to, he's just had an easy time.
"If he runs, I'm convinced we'll see the horse who won his Group races in Ireland rather than the one that ran at Epsom."
The only other runner is John Oxx's Ponfeigh.
RaceBets make Australia 9-1 to break St Jovite's winning distance record of 12 lengths in 1992.
The firm's spokesman Joseph Burke said: "It has been one-way traffic in the Dubai Duty Free Irish Derby, with every single horse in the race drifting with the exception of Australia who has hardened to 3-10 favourite and it appears to be simply a matter of how far he wins by.
"With that in mind, the winning distance specials for Australia have also proven popular and he has shortened to 6-4 to win by three lengths or more and to 9-4 to win by five lengths or more.
"With Aidan O'Brien chasing his eighth Irish Derby winner in the past nine years and supplying four of the seven runners, we quote him at 16-1 to supply the first three home, a feat he has achieved as recently as 2010 and 2011."


This brightly colored life sized parrot will look spectacular indoors or out. Paint as pictured or substitute other popular colors if desired. Layered construction makes it easy to cut out on your scroll saw or band saw. Make it from "1x10" and "2x8" pine boards. Patterns drawn FULL SIZE. Measures 24"H. Order yellow eyes separately below.


The following is a detailed description of the new variety, from specimens grown in Watsonville, Calif., in the month of September. The color terminology used is in accordance with The Royal Horticultural Society Colour Chart (R.H.S.C.C.), and refers to plate numbers in the aforementioned color chart. Phenotypic expression may vary depending on light, environmental and cultural conditions.
1. Flower: Blooms continuous under greenhouse conditions.
A. Bud.--(1) Size: About 4 to 4.5 cm in length; about 2.4 to 3 cm in width. (2) Form: Pointed. (3) Color: When sepals first divede near 9A with slight veining of near 1B at base; near 8A on edges. (4) Sepals: Outside near 146A on edges with near 144A on center; inside near 147B on edges with near 147C in center; inside covered with small hairs; acute elliptical with some leaf pointed ends, some sepals have small leafs protruding from sides; about 4.1 to 5.4 cm in length; sepals cover bud then divide and unfurl. (5) Peduncle: Length: About 7.3 to 8.5 cm. Aspect: Small prickles. Strength: Erect, sturdy. Color: Near 144A. (6) Bracts: None.
B. Bloom.--(1) Size: About 10 to 12 cm in width; about 7 to 7.5 cm in depth. (2) Borne: Singly. (3) Form: High centered at first, very nicely imbricated, petals reflex upon maturity. (4) Petalage: About 29 to 34. (5) Color: (1/3 to 1/2 open): Outer petals -- Top surface near 14B, under surface near 13B. Inner Petals -- Top surface near 14A, under surface near 13A. Base of petals --Near 15A. General tonality from a distance: Golden yellow. (6) Color (fully open): Outer petals--Top surface near 14B, under surface near 13B. Inner petals--Top surface near 14A, under surface near 13A. Base of petals: Near 15B. General tonality from a distance: Golden yellow. (7) Color Change: Fairly constant. General tonality at a distance: Golden yellow.
Petals.--(1) Texture: Thick, smooth. (2) Appearance: Inside soft velvety appearance; outside matte finish. (3) Form: Fan-shaped, rolled under at maturity. (4) Arrangement: Imbricated. (5) Petaloids: Few, 1 to 3. (6) Fragrance: Strong. (7) Lasting quality: On plant about 14 to 16 days, after cutting about 10 to 12 days. (8) Persistence: Drop cleanly.
In China, there is many different kind of Golden Strike Roses. There is minor differences among those roses in color, shape, and the size of bloom. The image above is big bloom. Small bloom Golden Strike Roses has almost perfect shape though the bloom is little small.
Just as other rare colorful roses, Golden Strike Rose also grows in Yunnan Province of China and mainly for exportation.


text:
Aansluiting (weginfrastructuur), verbinding tussen wegen;
 Aansluiting (openbaar vervoer), tijd die nodig is bij het overstappen in het openbaar vervoer;
 Aansluiting (spoorlijn), verbinding tussen spoorlijnen;
 Aansluiting (landmeetkunde), op elkaar afstemmen van coördinatenbestanden;
 Anschluss, meestal specifiek gebruikt voor de Duitse annexatie van Oostenrijk in 1938;
 Relatieve aansluiting, een onderdeel van de Latijnse grammatica;
 Een verbinding tussen elektrische apparaten, zoals een antenne-aansluiting;
 Een verbinding met een dienst via een netwerk, zoals een glasvezelaansluiting;
 Een verbinding tussen het gemeentelijk riool en de binnenhuisriolering;
 Netaansluiting, een verbinding tussen een elektrische installatie en het lichtnet.

redpajama_set_name: RedPajamaWikipedia


text:
Q: qt in windows7 environment I am having a problem with running an example from qt which uses win32 libraries. When I compile I don't get any errors but when I run it is not able to open the application (.exe) file in Windows 7. But when I compile this example in WindowsXP it works fine. Can anyone let me know whether I need to change my .pro file in order to get it worked under Windows 7?
Here is my .pro file:
# -------------------------------------------------
# Project created by QtCreator 2010-04-16T11:45:43
# -------------------------------------------------
QT += network
QT += xml
QT += opengl
TARGET = Application
TEMPLATE = app
SOURCES += main.cpp \
    mainwindow.cpp \
    Tools.cpp \
    Objects.cpp
HEADERS += mainwindow.h \
        Tools.h\
        Objects.h
unix {
    OBJECTS_DIR = .obj
    MOC_DIR = .moc
}

# UNIX installation
isEmpty(PREFIX):PREFIX = /usr/local
unix {
    headers.path = $$PREFIX/include/ZIP
    headers.files = $$HEADERS
    target.path = $$PREFIX/lib
    INSTALLS += headers \
        target
}
!mac:x11:LIBS += -ldns_sd
win32:LIBS += -ldnssd
LIBPATH = C:/Temp/mDNSResponder-107.6/mDNSWindows/DLL/Debug
INCLUDEPATH += c:/Temp/mDNSResponder-107.6/mDNSShared

A: You can use Dependency Walker to help you find out what Qt DLLs are needed and copy them to the same folder as the .exe.

A: Your problem is probably because Windows can't find the Qt libraries.
Try placing the required Qt libraries (for instance QtNetwork4.dll, etc...) in the same directory as your .exe and see if it works.

redpajama_set_name: RedPajamaStackExchange


Pushed by low cost electrical energy costs and the potential for revenue, cryptocurrency miners have expanded their horizons and arrange operations in smaller localities the world over. Some residents embrace the potential for an financial increase. However others are beginning to push again.
Nestled proper between the Sea of Japan and the Ryohaku Mountains, the town of Fukui is not essentially a vacationer hotspot. However Fukui has began to turn out to be identified the world over for an additional motive.
Low cost rental costs and cheap electrical energy have pushed cryptocurrency miners to the seaside metropolis. Some residents are hoping extra will come arrange store.
A former lace manufacturing unit within the metropolis of roughly 250,000 individuals is now residence to a bustling digital forex mine. A Tokyo-based firm referred to as Alt Design is answerable for working the 500 servers that ought to theoretically churn out about 200 Ethereum cash monthly.
Fukui Metropolis has been attempting to draw expertise firms and at present pays 50% of the lease if a enterprise chooses to maneuver into unused manufacturing unit area.
Industrial-use electrical energy is cheaper [in Fukui] than in Tokyo, and we will cheaply lease a big area that matches all our tools.
He believes the mining operation can maintain itself due to demand for an "agile firm." Many staff at Alt Design left jobs at monetary establishments to try to strike it wealthy with digital forex.
Whereas cryptocurrency miners have lengthy labored in locations like China and Scandinavia, many are setting their sights on different elements of the world. Low cost electrical energy costs in Venezuela has led some residents to begin mining because the nation's economic system retains tumbling downward.
Altering regulatory environments, competitors, and the attract for revenue have led to mining rigs popping up in smaller cities and communities, often to reap the benefits of cheaper electrical energy.
This has introduced consideration to smaller areas who are sometimes determined for financial alternatives. However others have grown bored with listening to grandiose discuss from miners and are beginning to push again.
Wherever there may be low cost energy, cryptocurrency miners are often not very far-off. The small island nation of Iceland has skilled a mining increase as a result of plethora of low cost geothermal energy.
The comparatively cool local weather additionally helps maintain laptop temperatures low, which suggests miners would not have to spend money on cooling their rigs. Some imagine mining and affiliated actions may assist the nation diversify their economic system from fishing and tourism.
Metropolis officers within the small city of Massena, New York have been very happy when miners got here knocking. Companies have been in search of low cost energy to do their work and a few metropolis management hoped the city may sooner or later return to its affluent previous by an inflow of firms.
Digital Skynet spokesperson Tina Barksdale mentioned miners may presumably give Massena tons of of recent jobs and remodel it into "a spot the place individuals in cryptocurrency come" if the electrical energy retains flowing.