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Bangladesh vs New Zealand 2022
Bangladesh vs New Zealand, 1st T20I - Preview, Predicted XIs, Match Prediction, Weather Forecast and Pitch Report
By Sports4All Cricket
Modified Aug 31, 2021 09:13 IST
New Zealand v Bangladesh - ODI Game 2
Bangladesh and New Zealand are set to lock horns in the first match of the five-match T20I series on Wednesday, September 1 at the Sher-e-Bangla National Stadium in Dhaka.
The Tigers, led by Mahmudullah, must be brimming with confidence after beating Australia 4-1 in the five-match T20Is. In fact, they sealed the fate of the series in quick time, having won the first three games of the series. In the final game of the series, they bowled the Aussies out for 62.
The hosts, meanwhile, have been bolstered by the return of Liton Das and Mushfiqur Rahim. Although they are yet to beat the Black Caps in T20Is, Bangladesh seem to have the upper hand. The Kiwis, on the other hand, don't have a whole lot of experience at their disposal.
No member of the squad will be a part of the upcoming T20 World Cup. Tom Latham will be in charge of the team for the tour. Earlier this year, they beat the Tigers in a T20I series at home. However, playing in Bangladesh will pose a different challenge to them altogether.
Match: Bangladesh vs New Zealand, 1st T20I
Date: September 1, 2021 (Wednesday)
Time: 05:30 PM IST.
Venue: Sher-e-Bangla National Stadium, Dhaka.
Clouds will be there throughout the duration of the game with chances of rain. The temperature will be around the 30-degree Celsius mark. The humidity will be in the high-70s.
The pitch in Dhaka is expected to be slow and low. The track during the series between Bangladesh and Australia wasn't easy for batting. The spinners are again expected to come into play. Batting first should be the way forward.
Predicted Playing XI
With the return of Liton, one of Naim Shaikh and Soumya Sarkar may have to warm the bench. Shakib won the Player of the Series award against Australia and he should be high on confidence. Mustafizur Rahman was a tough nut to crack for the Aussies and the Kiwis may not find him easy to counter.
Predicted XI: Mohammad Naim Shaikh/Soumya Sarkar, Liton Das, Shakib Al Hasan, Mushfiqur Rahim (w), Mahmudullah (c), Afif Hossain, Mahedi Hasan, Shamim Hossain Patwary, Mustafizur Rahman, Nasum Ahmed, Shoriful Islam
Finn Allen and Tom Latham are most likely to open the batting. The middle-order doesn't have a whole lot of experience. Two spinners, Ajaz Patel and Rachin Ravindra, should get a chance in the playing eleven. The likes of Grandhomme, Bracewell and Henry need to bring their experience to the fore.
Predicted XI: Finn Allen, Tom Latham (c and wk), Will Young, Henry Nicholls, Tom Blundell, Colin de Grandhomme, Rachin Ravindra, Scott Kuggelejin, Ajaz Patel, Doug Bracewell/Hamish Bennett, Matt Henry
New Zealand don't have experience in their squad and Bangladesh are a brute force in home conditions. Bangladesh should win the opening match of the series.
Broadcast Details
TV: N/A
Live Streaming: Fancode
Bangladesh vs New Zealand 2022 Bangladesh Cricket Team New Zealand Cricket Tom Latham Liton Das
Edited by Parimal


This is the most charming 2 bedroom/ 1 bath home in San Mateo. Sitting on a corner with a fenced in front yard and large front porch, you will feel immediately at home. The living and dining room offer the charm of the 1920's. The living room enjoys large windows, and a gas fireplace with surrounding built-ins. The kitchen has rich colored cabinets and granite counters. Both bedrooms enjoy plenty of natural light. A not-to-be-missed home walking distance to downtown San Mateo shopping, eateries, the movie theatre and Caltrain!


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Transport for New Homes
Bringing transport and planning together
Transport for New Homes Charter
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Green promises broken: Garden Villages and Garden Towns will be dominated by the car
Press release: 16 June 2020
Far from being vibrant, green communities, Garden Villages and Garden Towns [1] are at high risk of becoming car-dependent commuter estates, research by Transport for New Homes [2] has found. The group examined plans for 20 Garden Communities [3] and found that they will create up to 200,000 car-dependent households, generating high levels of traffic on surrounding roads including motorways.
Jenny Raggett, Project Coordinator at Transport for New Homes, said:
"Put forward by the government as an alternative to characterless estates, Garden Villages may well end up with more tarmac than garden, limited public transport, and few 'village' amenities to walk or cycle to."
The coronavirus outbreak has placed new emphasis on walking and cycling, with wider pavements and new cycle lanes springing up in cities. The benefits of living more locally have come to prominence. By contrast, Transport for New Homes found that Garden Villages will be largely unsuitable for walking and cycling due to their remote location, their layout and their lack of safe routes in and out of the estate. Local facilities may well never materialise in these car-based developments: non-driving residents will be forced to walk up to seven miles to the nearest town centre [4].
Looking to the future, the need for modern bus, tram and train networks to avert climate crisis is expected to come to the fore [5]. But rather than new or improved public transport, the group found that plans for Garden Villages and Garden Towns promise major increases in road capacity to cater for a massive expected rise in car use. Garden Communities are not being planned with new metro stations at their hearts, nor are high-quality bus or tram routes assured to serve them in the future.
Many Garden Communities are backed by Government funding, the criteria for which are laid out in the MHCLG's Garden Communities Prospectus [6]. Communities should "be largely self-sustaining and genuinely mixed-use" with "public transport, walking and cycling" enabling "simple and sustainable access to jobs, education and services". Instead, Transport for New Homes found strong evidence that:
All 20 of the Garden Communities examined in detail will encourage car dependent lifestyles with the car the primary mode of transport at every single one.
These 20 settlements will create up to 200,000 car dependent households.
Only one settlement (Aylesham – although itself not funded by Homes England) offers amenities and a railway station within 1 mile of every home, though the train service is infrequent and there are no safe cycle routes to access it.
All other settlements failed to provide access to amenities and a railway station within 1 mile of all new homes with safe walking and cycling routes.
None of the 20 settlements will provide bus services to all households all day, all week.
Cycle routes from Garden Villages into nearby towns will often be long and dangerous.
Residents will have to walk up to 7 miles to access a railway station or go to the nearest town centre.
Jenny Raggett, Project Coordinator at Transport for New Homes, continued:
"It looks like Garden Communities are to become car-based commuter estates just like any other – exactly what the government wanted to avoid. Rather than seeing the emphasis on public transport that the Garden Communities Prospectus promised, with new stations funded at the heart of the development, or firm investment in modern bus rapid transit, light rail or trams, nearly every Garden Community comes with a long list of road improvements such as bypasses, link roads and new motorway junctions. Although the theme of the 'local' and 'self-sufficient' is the official line, the language adopted in the promotion of Garden Villages makes great play of their strategic location for long-distance commuting. It is doubtful, given this emphasis, that local shops and services will flourish."
Steve Chambers, Sustainable Transport Campaigner at Transport for New Homes, said:
"Our visits to sites of Garden Towns and Garden Villages highlighted the chasm between the proposed visions and the built reality. We found that because of remote locations, public transport was rarely already provided and funding had not been secured to make it available when residents move in. Walking and cycling were clearly afterthoughts and even in the better examples did not provide safe and convenient routes to basic amenities beyond the development boundary. Garden Villages were typically too small to support any amenities and are not being built on a sustainable scale. Larger Garden Towns typically located new housing beyond a ring road, on the edge of an established town and poorly connected with it. Car dependency is being built into the Garden Towns and Garden Villages by design."
Steve Gooding, Director of the RAC Foundation and a Chair of the Steering Group for Transport for New Homes, said:
"The vision for garden developments is laudable but is at grave risk of being missed – far from being delivered in a way that would encourage us to leave our cars at home the reality looks set to ingrain car dependence.
"Living completely 'car-free' is probably a pipe-dream outside the centres of our towns and cities – the reality is that many of us will still wish to own and use our cars but not want to be forced to get behind the wheel for every trip we make.
"Good road connections matter: they're vital for buses, bicycles and, as we've learnt in recent weeks, delivery vans too, not just for the private motorist. But they have to be designed with a sensible layout, including wide footways so that walking to the local shops or to school is a safe, practical and appealing proposition."
The recommendations in Transport for New Homes' report include:
Commission an urgent reassessment of the sustainability in transport terms of all planned Garden Communities and do not give outline planning permission until it is clear that sustainable transport elements in each vision are fully funded and specified.
Build close to existing town centres or create strings of developments along public transport routes, rather than scattering developments around the countryside.
Direct Government funding to public realm, place-making, and sustainable transport including Dutch-style cycling networks, local rail, rapid transit, buses and trams.
Make sure that sustainable transport infrastructure is funded to extend beyond the site boundary.
Put kickstart funding and other financial incentives in place to establish shops, cafes, pubs, shared workspaces and other local facilities with the development, creating a walkable community.
Case Study 1: Long Marston Garden Village
Long Marston is a proposed 3,500 home Garden Village within the Stratford-upon-Avon District of Warwickshire. It is typical of Garden Villages in that it is far from major population and employment centres. Located on a former airfield, this Garden Village will be particularly remote and without a sustainable scale will not support amenities, jobs or public transport. It is seven miles from the nearest railway station. Residents will have no option other than the car to see friends, get to work or to the nearest town centre. Visions of 'express bus connections' are without funding. There are also unfunded aspirations for new safe walking and cycling routes from the development, but even if they were provided there is little other than open space nearby. This is a good example of a new development in the wrong place.
Case Study 2: Aylesbury Garden Town
Aylesbury is the long established county town of Buckinghamshire. The acquisition of Garden Town status is attached to a transformative vision to create 16,000 new homes. Aylesbury is typical of Garden Towns, with the new housing developments located on the outskirts and without attractive, safe walking and cycling routes to amenities. This Garden Town is like many of the others in that plans are heavily reliant on road building, in this case the completion of a coveted ring road. Bus services are better here than in many places, but all day, all week services to every home lack committed funding. We think Aylesbury could realise its potential by scrapping the community-severing ring road plans, prioritising walking and cycling over car journeys in the way roads are designed, and by funding a rapid transit system for the whole town.
For more details please contact info@transportfornewhomes.org.uk
Photographs from Garden Communities can be downloaded from Flickr.
1. Drawing from Ebenezer Howard's vision of the Garden City more than a century ago, Garden Communities today are central to the Government's plans to increase housing supply. Building in rural and semi-rural areas – where housing targets are high – is unpopular. To avoid objections to more estates on the edge of market towns and at the same time exploiting cheaper land to build on, the Government proposes instead building vibrant, healthy and green 'Garden Villages': self-contained communities with everything to hand and minimal need to travel. 'Garden Town' status similarly puts the emphasis on a lot of new housing, but this time near an existing urban area. The idea is that sustainable travel and green lifestyles then become central to the whole area as the housing is built.The concept is supported by a Garden Communities Prospectus (MHCLG, 2018) and £3.7 million in funding specifically for Garden Communities, as well as a share of the £2.3 billion Housing Infrastructure Fund.
2. Transport for New Homes believes that everyone should have access to attractive housing, located and designed to ensure that people do not need to use or own cars to live a full life. Transport for New Homes is a project funded by the Foundation for Integrated Transport, a registered charity (115 63 63).
3. The report, Garden Villages and Garden Towns: Visions and Reality, can be read online. Datasheets from the 20 developments examined in detail are also online. Transport for New Homes examined master-plans, visions, infrastructure delivery plans, transport assessments and other documentation for a varied range of 20 Garden Communities around England, as well as visiting existing towns with Garden status and sites proposed for Garden Villages. Close examination was made of the funding and policy landscape underlying Garden Communities, including how the Housing Infrastructure Fund is being spent.
4. See Case Study 1, Long Marston, above.
5. In the Department for Transport's March 2020 report, Decarbonising Transport: Setting the Challenge, Transport Secretary Grant Shapps writes: "Public transport and active travel will be the natural first choice for our daily activities. We will use our cars less and be able to rely on a convenient, cost-effective and coherent public transport network."
6. The MHCLG's Garden Communities Prospectus can be read online.
by Transport for New Homes
Garden Communities
Car-dependency
Garden Towns
Garden Villages
Road building
Transport for New Homes Award: Royal Arsenal Riverside
Royal Arsenal Riverside was announced as winner of the Transport for New Homes Award 2019 in the metropolitan category. Judge Tim Pharoah, who visited the development, tells us why.
London needs many more homes, and high-density developments are required. At Woolwich Arsenal, the impact of tall blocks is lessened by the generous provision of open spaces and pedestrian only walkways. The riverfront location also provides a dramatic setting for the new residential buildings. A further advantage is the presence of many preserved 18th Century buildings from the days when the Arsenal was a major location for the manufacture and testing of guns and other military hardware. These old buildings give the area a special character, while the cannon that remain dotted around the site provide popular play equipment for children.
Despite the large scale – there are already more than 1,700 homes completed with many more on the way – there has not been a focus on catering for a significant increase in traffic. The expectation is that people mostly will use public transport, walking and cycling to get about.
So often, the marketing blurb for new housing schemes turns out to be optimistic or even downright misleading. But Berkeley Homes seem to have struck the right note when they say: "With extensive river frontage, a landscaped park and unrivalled travel connections, Waterfront III at Royal Arsenal Riverside puts you at the centre of everything that is great about living in London. Plus with an outstanding choice of amenities already on your doorstep, local life here could not be more convenient." There is nothing to disagree with here.
The public transport available within an easy walk is truly staggering, with national rail, Docklands Light Rail and 11 bus routes passing the site. Bus frequency is more than one every minute in each direction! In addition, the development is facilitating the delivery of a new Crossrail station within the site, expected to open in late 2020 or early 2021. As if this weren't enough, the site is also served by the Thames Clipper riverboat service to the City and West End, running at least half hourly through the day and late into the evening.
The Thames cycle path goes through the development, offering a traffic-free route east and west, and secure cycle parking is available for residents, although cycle parking for visitors is sparse.
With all this transport, one might be tempted to leave Woolwich Arsenal, but it is also an attractive and convenient place to stay in. Whether relaxing by the water, playing with the kids in one of the safe green spaces, or catching up on some laptop work in one of the cafes, the development provides a lot of facilities and a very interesting environment.
I spoke to a couple with their two young children, who had been living there for a year. "We absolutely love it here, and the kids do too. We wouldn't consider living anyway else now." And do you have a car? "Yes, but we hardly ever use it. The cost of the parking garage is quite high, and we might try to sell it on when the kids are grown up." (Parking spaces are £25,000 freehold)
Most of the parking is tucked away underground, leaving the ground level more or less traffic free, and making it safe and quiet to wander. There are car club vehicles and electric vehicle charging on site.
Given the low volume of vehicle movement, it is strange that some of the detailed street design is not geared to the pedestrian. For example at side streets, the dropped kerb crossing point is offset, requiring pedestrians to divert. Of course no-one does, and so people walk in the road. So often it is the highway engineering details that let a scheme down.
In high-density developments especially, open space has to be carefully designed and managed. The quality of landscaping at Woolwich Arsenal has already been recognised by picking up the inaugural award for landscape at the Sunday Times British Homes Awards.
Overall, Woolwich Arsenal Riverside development is a bold and imaginative regeneration project, providing a wide range of housing with excellent sustainable transport facilities. For many if not most of the residents, the car would seem to be redundant!
Royal Arsenal Riverside: places to work and relax
Royal Arsenal Riverside: path and riverboat terminal
Royal Arsenal Riverside: cannon and Antony Gormley men
Royal Arsenal Riverside: interesting river approach
Royal Arsenal Riverside: imposing frontage to Plumstead Rd with bus stops adjacent
Royal Arsenal Riverside: parking underground
Responsible for Royal Arsenal Riverside:
Developer: Berkeley Homes (East Thames)
Architects: Allies and Morrison
Planning consultants: Barton Willmore
Transport planning consultants: URS
Council: Royal Borough of Greenwich
Transport for New Homes Award
Transport for New Homes Award: Bath Riverside
Bath Riverside was announced as winner of the Transport for New Homes Award 2019 in the non-metropolitan category. Judge Tim Pharoah, who visited the development, tells us why.
All too often new housing is built around car use, but Bath Riverside bucks the trend in a positive way by providing really good walking, cycling and public transport options. One resident remarked: "My car is parked in the underground car park, but mostly I just walk or cycle".
All new developments should be located so that people living them are not required, or even tempted, to use cars for getting around. Generally the best way of achieving this is to locate new homes within the existing urban envelope of the town or city. Bath Riverside is an excellent example of this.
The development of apartments – and some town houses – occupies the site of a disused gasworks about 1 km west of the centre of Bath. Located on the banks of the River Avon, it is well situated for walking to shops, entertainment, the railway station, bus station and bus stops. Car parking is limited and mostly out of sight, while the public realm is shaped around walking.
Attractive and direct pedestrian routes through the development link up with two traffic free walking routes into the centre of Bath. One of these is a shared walking and cycling path (the well-known Bristol-Bath traffic-free route). The annual monitoring report for the scheme shows that the great majority of residents walk or cycle to get about the city.
The development is also highly accessible by public transport, with local bus stops a few minutes' walk away on main roads either side of the development, served by no fewer than 14 bus routes, some of them operating at high frequency. A bus into the centre arrives every 5-10 minutes, and the key bus stops have real-time information screens. A free one month bus pass is on offer to every Bath Riverside household, as well as free car club membership and a £100 cycle voucher.
Bath Riverside, built by Crest Nicholson, exploits its position on the south bank of the River Avon with two attractive public spaces and views across the river from many of the apartments.
When checked against the Transport for New Homes Checklist, Bath Riverside received high scores for its location, its walking routes and its public transport connections. It also scored well for its density, which maximises the benefits of the location, and for its attractive layout. There are many facilities nearby, including an excellent playground for children of all ages within Victoria Park. Bath Riverside has already won several other housing awards, including the WhatHouse? award in 2017.
Unfortunately the quality of the walking and cycling environment outside the development itself is quite poor. The local highway authority should be giving much greater priority to the environment for active travel modes. The bus stops also could be better located, and with better pedestrian access across the main roads. Come on, City of Bath, you can do more to support the new riverside developments!
Bath Riverside: one of two riverside spaces
Bath Riverside: coffee stop in the scheme
Bath Riverside: traffic free access
Bath Riverside: bus stop with buses every 5 mins
Bath Riverside: traffic-free pedestrian and cycle access
Bath Riverside: car free internal courtyard
Responsible for Bath Riverside:
Developer: Crest Nicholson
Architect: The masterplanning architect was Feilden Clegg Bradley Studios. Five other firms of architects were used for the design individual phases.
Planning Consultant: Savills.
Transport Planning Consultant: WSP.
Local Authority: Bath and North East Somerset Council.
Bath Riverside
Transport for New Homes Award: Poundbury
Poundbury is an urban extension to the Dorset county town of Dorchester, built according to the principles of Charles, Prince of Wales, on land owned by the Duchy of Cornwall. Poundbury was highly commended in the Transport for New Homes Awards 2019. Judge Jenny Raggett, who visited the development, tells us why.
One of the few properly walkable places we found, with a full diversity of community provision integrated with new homes, was Poundbury in Dorset.
Although the architectural feel of Poundbury might not be to everybody's liking, as a greenfield urban extension it is highly unusual in its achievement of a new walkable community, much along the lines of the visions we have seen for the new 'garden settlements' that the government hope we will build. Poundbury is green with urban trees and parks. There is a mix of all kinds of homes including rented and affordable accommodation, with offices, cafes, pubs, small shops, a garden centre, supermarket, community facilities and school all within the actual fabric of the town. There are over 2,000 people working in Poundbury and this daytime influx of people, in addition to the 3,500 residents themselves, creates a good footfall during the day for the many eating establishments and shops close by.
We have seen so many greenfield sites that are essentially housing estates with little else apart from a primary school and perhaps a convenience store by the ring road. There is normally a very large supermarket by a roundabout out of town, with a large car park, and the business park off another large junction also comes with a large car park. The nature of destinations as much as the housing itself tell the story. Out of town retail, employment and leisure on separate parcels of land mean driving everywhere.
Poundbury is completely different in this respect. The garden centre with its cafe and the supermarket are right in town, and so is everything else. You can collect the children from the school and walk to the supermarket or other shops; you can go to one of the parks or have tea. If you work in one of the offices or factories you can enjoy a meal out at lunch or pop into the shops without jumping into the car. Walkability is a lot to do with having things to actually walk to – and in the case of Poundbury there are many.
Perhaps it helps also that walking around Poundbury is interesting compared to the other urban extensions we have seen. Different views greet the pedestrian and the varicose nature of the streets beckons you on to see what is around the corner. The number and variety of urban trees very much add to the public realm.
Many urban extensions are cut off from their parent towns so that you can't reach them on foot or cycle along overlooked streets. In the case of Poundbury, great care has been taken to integrate the new area with its parent town Dorchester so that streets join up – an entirely different model from the roundabout and link road concept so often seen in the 'classic' urban extension. What this means is that the new area and its shops and its many community facilities are accessible to a wider population, not just to Poundbury residents.
What about public transport? If you come from a small town in the rural south west as I do, the bus services in and out of Poundbury seem remarkable. The number 10 bus which goes between Weymouth, Dorchester and Poundbury (at Mansell Square) runs 7 days a week at turn-up-and-go frequencies, and continues into late evening, albeit at reduced frequency. Other buses go through Poundbury itself, providing services to Dorchester (half hourly) and to Bridport and Axminster (2 hourly), though not in the evenings or on Sundays. There are two railway stations in Dorchester and if you don't want to take the bus, there is always the option of cycling to them from Poundbury (10 minutes) or you might enjoy the half hour walk with pavements all the way.
For a greenfield urban extension, Poundbury is eminently liveable; for this it earned the high commendation of our judges.
Responsible for Poundbury:
Estate Director: Ben Murphy
Masterplanner: Léon Krier
Architects: Ben Pentreath of Ben Pentreath Ltd and George Saumarez Smith of Adam Architecture
Highways Consultant: Andrew Cameron of Andrew Cameron & Associates
Council: Dorset Council (from April 2019, previously West Dorset District Council)
Travel to work
New Checklist to help root out car-dependent housing developments
In the rush to build new homes, too many estates are being built without public transport, local facilities or even pavements, leading to car dependence, congestion, pollution and unhealthy lifestyles. Now Transport for New Homes, a campaign group seeking to halt the spread of such car-based development, has produced a Checklist to enable local authorities, neighbourhood groups and others to easily identify housing plans that are likely to result in car-dependent lifestyles.
Conversely, the Checklist will help good housing plans to gain recognition for giving residents real, sustainable travel choices.
The lead author of the Checklist, Tim Pharoah of Transport for New Homes, said:
"Our country desperately needs more homes, but these must be located and designed to ensure that residents do not need cars to live a full life. Our visits to recent housing developments around the country revealed that too many had been built around car use. When housing is built on green fields, far from jobs, shops and services, with inadequate public transport and poor pedestrian and cycle links, residents are forced to drive for almost every journey.
"With traffic and air pollution blighting neighbourhoods, and transport being the UK's main contributor to climate change, banishing the scourge of car-dependent housing is long overdue."
Developed with input from bodies representing planning and transport professionals, as well as planners, academics and neighbourhood groups, the Checklist identifies, under ten broad headings, elements that make up a non-car-dependent housing development. These include:
A location within or closely connected to an existing settlement that has a clear centre
A welcoming environment, not dominated by car parking
Local facilities easily accessible without a car
Frequent public transport services in place from Day 1 of occupation
By considering each of these criteria, users of the Checklist can rate a housing plan as either Red, Amber or Green for how well it will avoid car-dependency.
Lynda Addison OBE FCIHT MTPS, Chair of the CIHT Sustainable Transport Panel, said:
"CIHT welcomes this important contribution to the radical changes needed in the way that homes and transport are designed to ensure that people can chose to live healthier and more active lives as part of their daily routine. This complements the forthcoming advice on 'Better planning, better transport, better places' that is about to be published by CIHT in partnership with TPS and the RTPI."
Written without jargon, the Transport for New Homes Checklist is intended for use by local authorities, developers and neighbourhood groups alike to root out car-dependent housing plans. The Checklist will help to identify how such plans can be improved, or why they should be rejected altogether. The Checklist can also be applied to developments that have already been built so that lessons can be learnt.
Download the Transport for New Homes Checklist
If you've used the Checklist, please share your findings with us on Twitter using the hashtag #NewHomesChecklist
Do you know of an existing development that scores GREEN? Nominate it for the Transport for New Homes Award
Neighbourhood groups
Transport for New Homes Checklist
How new housing developments can benefit from car clubs
Guest blog by Rebecca Townend, Co-wheels Car Club.
A car club based within a community can have a whole host of benefits for those who live there. An ideal way of introducing car club cars into a community is to mandate their inclusion in all new residential and mixed-use developments.
A car club is access to a personal vehicle without being tied to ownership, offering flexible use to book and drive. Cars are there to be used when you need them, for a long as you need them, but provide no burden the rest of the time. The upkeep of the vehicles, the insurance, fuel and logistics of a car club will all be taken care of by the provider.
Co-wheels is a car club operator based in Newcastle. It currently operates with over 600 cars UK-wide, including in new housing developments from Bournemouth to Aberdeen.
Stoke Quay, Ipswich. This housing development on the waterfront in Ipswich has a shared Toyota Aygo which has become essential in a lot of residents' day-to-day lives.
Barns road, Oxford. The demand in this development in the South East of Oxford is enough to hold two cars – a Toyota Aygo and an Auris Hybid.
Aberdeen. Co-wheels have car clubs at four different small local communities in Aberdeen. These support the 25+ vehicles already located in Aberdeen City Centre.
This blog post is going to look at some of the main benefits that car clubs bring and why they can be a great addition to new residential developments:
Enabling residents to access opportunities that would have been otherwise unavailable
Typically, around 1/3 of car club members join in order to gain additional personal freedom. Car clubs provide affordable access to a car without the often-large purchase cost which for some is unaffordable. The main uses for residential car clubs are leisure, shopping and visiting friends and family.
Increasing disposable income
Car club members without a car spend no money on buying or maintaining private vehicles. Additionally, those who use car clubs as a second car or back-up option still save money. The cost of signing up and paying for a car only when you need it is notably less that having a car sitting outside your home that is not regularly used. These members therefore have more disposable income, which is often spent within local communities.
Increasing the use of electric vehicles
Buying an electric vehicle can be very costly. This, alongside the necessary charging infrastructure and electricity use can make EVs difficult to incorporate into everyday life. By using a car club and letting the provider do the hard work for them, members can enjoy electric vehicles without the hassle of private ownership. The increased use of EVs will have a positive impact on the air quality within the local community.
Combating air pollution
There are strong links between the social, economic and environmental demographics of an area and the increased rate of pollution. Rather than residents buying old, environmentally harmful cars for a low price, they could have an option to become a car club member. This saves money and stops unnecessary pollution.
Benefits to the developer
The inclusion of car club cars within a new residential site also brings significant benefits to the developer and is a valuable sales tool. Space that may have been used for personal parking or garages is freed up, providing additional outside green space for the residents. The cost of installing electric car recharging posts is significantly lower than that of providing land for parking and a car club is an attractive additional feature for prospective residents, especially when the developer also offers free membership for its residents.
The relevant local authority will often work with the developer for car club provision through Section 106 Agreements. These agreements would usually ensure that the developer provides suitable space and recharging infrastructure, and some level of pump priming to support the costs of the vehicles as they are established. Developers often recognise the benefit of subsidising membership and driving time, or an associated marketing plan.
Our 2020 report finds that far from being vibrant, green communities, Garden Villages and Garden Towns are at high risk of becoming car-dependent commuter estates.
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Company / organisation (if any)
Most of our visits to new housing developments were made in 2016-18. The information given about the developments was correct to the best of our knowledge at the time of our visits.
Transport for New Homes Community Interest Company
Copyright Transport for New Homes, 2021

redpajama_set_name: RedPajamaCommonCrawl


Years after Carly Cardellino stopped her college sorority, she could not leave behind one piece of it: a teal star and also a red heart described in black, the team's symbol, which she had actually spent $50 to have actually tattooed on her left foot throughout her sophomore year.
Ms. Cardellino had actually surrendered herself to covering the tattoo with a flesh-colored round Band-Aid when, in December 2012, the Food and Drug Administration authorized a brand-new kind of laser that could eliminate, among other points, supposed recalcitrant tattoos. After seven treatments ($ 400 a session) in the workplace of Dr. Paul Friedman, a dermatologist in Manhattan and Houston, the tattoo was gone.
" The skin is a little bit lighter," claimed Ms. Cardellino, who attributes that in part to her compulsive use sunscreen in the area. (Tattoos can't be subjected to sun while they're being treated.) "Yet if I revealed you I had a tattoo there, you would certainly resemble, 'I don't think you.'".
The new laser, called a picosecond, due to the fact that it fires pulses at a trillionth of a second, works the same way that the previous generation of lasers did, which is by damaging down the ink so that the body can absorb it.
However it has actually been commonly hailed as the first significant development in tattoo removal in Twenty Years. That's because, compared with the old lasers, which functioned merely in billionths of seconds, physicians state the picosecond both cuts therapy time in half as well as could get rid of shades of ink (consisting of reds, blues and also environment-friendlies) that formerly barely moved. A small research study released in the journal Dermatology revealed that two-thirds of tattoos with blue and also green pigments virtually disappeared after one or two therapies with a picosecond laser.
Fans want to describe the difference in how finely the new lasers ruin ink as the difference in between stones as well as sand. (Scientists are already at the workplace on a femtosecond laser, which would certainly pulse at a quadrillionth of a second, which in this analogy, presumably would pulverize the ink to silt.).
" It's a truly substantial breakthrough," said Dr. Roy Geronemus, a dermatology teacher at NYU Langone Medical Center, who has worked with lasers since 1983 and also carried out a few of the initial picosecond studies. (Dr. Geronemus is on the clinical advisory board of the firm that makes the laser.).
As with all cosmetic treatments, there is some aspect of marketing buzz. Tattoo removal is an approximately $75-million-a-year company– mainly catering to young professionals that assume tattoos are hindering their rise, moms that choose the art no more fits their picture and tattoo lovers who simply want to remodel.
There is also a cross section of heartbreak and really hopes dashed. Dr. Bruce Baker, a skin doctor in Manhattan, has actually two times gotten rid of the exact same woman's name from the exact same male's butts. You link the dots.
The number of procedures executed in the United States has decreased sharply in current years, to 33,363 in 2014 from 58,429 in 2012, the most current year for which the American Culture for Aesthetic Plastic Surgical procedure has numbers.
Some physicians attribute the drop to the brand-new laser's ability to lower therapies per patient (each therapy counts as a procedure, in the society's audit), however Dr. James Grotting, the society's president, put a much less pleased spin on it.
" The numbers are decreasing because tattoo-removal treatments have not provided predictably excellent outcomes," Dr. Grotting composed in an e-mail. He called tattoos "still an unresolved issue" as a result of the still-present possibility of scarring and also the large variant in how various colors as well as sorts of ink respond to lasers. Pink ink, for example, frequently consists of iron oxide, which indicates it might transform black under a laser, a less-than-desirable result, specifically if one has, for example, tattooed pink lip lining.
Nobody contests that having a tattoo eliminated is a lot more expensive and also taxing than having actually one placed on in the first place, as well as the expense is seldom, if ever, covered by medical insurance coverage. Just one woman interviewed reported a tattoo coming close to "cleaning," as it's called, in a therapy or 2, and also hers was a tiny brownish Zodiac sign on her ideal ring finger. (Cost as well as initial results differ widely by the size of the tattoo as well as its area– leg and also feet tattoos are slower to vanish, likely due to the fact that blood flow is less.).
Upon a touch of the laser, the skin crusts instantly. (If it does not, "you understand the ink isn't taking in the light," Dr. Friedman claimed.) Exactly exactly how unpleasant is a procedure that, if it works out, is meant to result in oozing blisters? Many doctors offer numbing cream as well as lidocaine shots, which suggests that by the time the laser hits (with an ominous-sounding snap), the worst part is over. Simply ask Julian Schratter, a musician in Greenpoint, Brooklyn.
Mr. Schratter gladly invested 5 hrs under the needle having a redwood tree tattooed from his best knee to his groin last year, he is afraid shots. Actual laser time: 7 mins.
Mr. Schratter, that has 7 various other tattoos as well as strategies to change the redwood with another thing, was much more loosened up for his second visit, which took only around 45 minutes. Still, he joked, "deforesting is hard.".
Numerous states don't mandate that a physician do laser therapies. You might want one.
Fundamentally, laser tattoo removal is touching a wand to a spot of skin. The procedure is managed by states, most of which allow laser operators to function after as little as 16 hours of hands-on training.
Consider this, published in boldface type, from the website of the laser business Astanza: "Business owners without any medical history in over 45 states operate highly successful laser tattoo removal organisations on an everyday basis.".
The business takes place to point out that even if a medical professional is required to serve as medical supervisor, "this role typically calls for only regular check-ins.".
New york city State requires that a medical professional manage laser therapies, yet especially includes that this "shall not be construed as always calling for the physical visibility of the managing doctor at the time as well as place where such solutions are executed." New Jacket is stricter: medical professionals just.
Physicians generally bill at the very least two times as much as laser clinics, so why would you pay for an M.D.?
" You could educate a monkey to press a button," claimed Dr. S. Tyler Hollmig, assistant professor of dermatologic surgical treatment at Stanford College. "It's judgment. That's why you want a physician.".
Every physician has a story of a person that can be found in after a messed up removal treatment. Dealing with a tattoo appropriately includes recognizing the biology of the skin around it. There is no uniformity amongst tattoo ink.
And also an individual may want somebody who can examine the shade of the skin (darker skin is harder), the background of the tattoo (has it been dealt with prior to?) and its age (older tattoos are simpler, given that the body slowly removes the ink, which may have faded anyway).
Tattoos have to be at least 6 months old to be gotten rid of, since the inflammatory reaction needs to stop, or elimination therapy may make it worse.
And it may be less excruciating to go to a doctor. Even if your state doesn't consider running a laser to be the practice of medication, providing a shot of lidocaine typically is.


Welcome to Issue 15 of the UK Fluids Network newsletter, a regular summary of the Network's activities and news from the UK Fluids community.
"The invisible made visible: uncovering hidden patterns, trends and structures".
As ever, the best photo and video will each receive a prize of £200, and the winners are chosen with a combination of popular vote and panel of judges. Details to appear on the website shortly.
We are now accepting nominations for the best fluids-themed doctoral thesis submitted during 2017. Full details of what you need to include in your nomination may be found on https://fluids.ac.uk/competition.
The closing date for nominations is 31 March 2018.
The winner will be announced on 30 April 2018, and will receive a prize of £500. They will also be invited, along with two runners-up, to present their work at the UK Fluids Conference at Manchester in September. There will be follow-up coverage on the UKFN website.
Submit your 200-word abstract for either an oral or poster presentation at the 2018 UK Fluids Conference by Monday 23 April 2018.
Andrew Edwards (andrew.edwards@ntu.ac.uk), Rohit Pillai (R.Pillai@ed.ac.uk) and Nicasio Geraldi (nicasio.geraldi@northumbria.ac.uk) have organized an Early Career Researcher event, taking place on 21 March 2018 at Northumbria University, Newcastle. ECRs from any UKFN Special Interest Group are welcome to attend. Please see the link for a flyer with more details, and contact the organisers if you would like to attend or submit an abstract for an oral or poster presentation – the deadline has been extended to Monday 5 March.
The latest batch of SRVs has been awarded.
The next deadline for SRV proposals is 31 March 2018.
This is the second in a monthly series of videos featuring interviews with researchers from the 2017 APS DFD conference. The first one, highlighting the Gallery of Fluid Motion, is at https://youtu.be/tiLzI7hm8M0.
Attendees to make presentations or organize mini-symposia. Deadline for abstracts 30 June.
Deadline for abstracts extended to 9 March 2018.
Register by 13 April 2018. For more information contact admin@cado-ercoftac.org.
•	Please contact us by Friday, 23 March 2018 if you would like to advertise a workshop or conference in the next newsletter.
•	Please contact us by Friday, 23 March 2018 if you would like to advertise open PDRA, faculty and other positions in the next newsletter.


Finally a cover for my beloved sewing machine.
I have been looking at all the beautiful and wonderful sewing machine covers out there; from images on the internet to even quilt shops that I had visited. The images struck on mind for ages, I guess I am going crazy but my sewing machine does talk to me too. She would asked me "when am I going to sew something in return of all the hard work and beautiful projects she had completed for me?" So today I've made this gift to reward my beloved tool that has been the centre of my happiness in terms of sewing joy and creations.
From what I have observed and partly had set me back was the "complications" in sewing a cover, just too many prices of fabric panels to assemble and joining of seams. As I am rather hard pressed for time I was thinking long and hard how to make it easy to assemble and sew. I did this cover in one sitting or an evening, about 4 hours plus sewing time.
My cover actually consist of only one piece / panel, fold the panel to half then sew the side of each seam. To achieve the "box" top just fold the corners (of the joined seam), draw a straight line across the corner and sew on the line. Trim off the corner after that, turn the cover wrong side and out and "walla" !
My main attraction of the cover is a piece of furnishing fabric sample I saved since years ago, I only have one piece of one design as it was bought from a furnishing shop that I happened to chanced upon while doing some other errands for the day. As I had bought some items from the store I took the chance to ask the lady who was dismantling a fabric sample book whether she could sell me two pieces. I bought it at $1 dollar! The fabric is so beautiful but there are some minor defects in terms of "runaway" threads on the surface which makes it unsuitable to make as a item for sale or swap.
Hope you like this fun idea of adding some "design" to your sewing craft room and dressing up your sewing machine. The manufacturer's cover is always so plain and just boring, having some variety is the spice of life!
"Sewing Projects" "Sewing Machine Cover" "Sewing Machine Cosy"


1) Cute design to lead a desire which wants to buy it at one glance : Outstanding package with strawberry cute design and vivid color makes eye-catching.
2) Perfectly cleaning blackhead : Cleanly removes dirt of pore and blackhead stuck in nose. Visible certain result makes more satisfaction.
3) Finish with even pore and care pore care : Open, Extract and Close the pore with no blackhead. Blackhead Kit to sooth the skin and tighten the pore.
[Step 1] First sheet : Opening the pore (Pure cotton 100%) : Blackhead-focused mask to melt the sebum and blackhead from the pore softly.
[Step 2] Second sheet : Extracting blackhead (nose pack) : Strong sticker type of nose pack to help remove blackhead and dead skin cells.
[Step 3] Third sheet : Close the pore (Bio cellulose) : Sooth the clean pore, Pore tightening mask with fresh finish.
1. After face wash, take the first sheet (pure cotton sheet), and adhere to the nose densely, and then slowly take it off after 15-20 min.
2. Moistens around the nose, take off the transparent film of second sheet (nose pack) with dry hands. And stick to the nose densely. Then slowly take it foo 10-15 min after become perfectly dry.
3. Take off the white film of the third sheet (bio cellulose sheet), adhere to the nose which has removed the black, after 5-10 min, take it off, patting to absorb the remaining essence.


Dr Dimitris Tsoukalas specializes in chronic diseases and metabolic disorders and is one of the few physicians worldwide to have acquired the experience in the clinical application of metabolomics.
Graduated from the Universita' degli Studi di Napoli, Federico II, Medical School, in 1991.
Completed his Specialty in General & Family Medicine at the Hippokration University Hospital in 2000 and was awarded the highest recognition and Honorable Mention by the Greek Ministry of Health, for his contribution in Primary Health Care.
He is currently the President of the European Institute of Metabolomic Medicine.
Since 2012 has been honored with the presidency of the European Institute of Nutritional Medicine.
Completed the Harvard Medical School Update Course in General & Internal Medicine for subspecialist in 2013.
Was a member of the scientific council of Farsight Bioscience together with Prof. Dr Andrew David Miller of KIngs College London. The FB is a biotechnology research company in Metabolic Disorders, Inflammatory and Cardiovascular Diseases. The Farsight Bioscience was awarded as the best biotechnology company in 2011 in Western Europe.
Dr. Tsoukalas collaborates with biotechnology research centers and scientists such as Dr. W. Andrews, Ph.D, who discovered the enzyme telomerase (see Nobel Prize for Medicine 2009); the Spectracell Laboratory in Houston, U.S., that carried out in collaboration with the Texas University pioneering molecular biology tests that achieved the measurement of biological parameters within human cells, and the CDC (Centers for Disease Control) certified lab for Metabolic Disorders, Neolab.
He has more than twenty years of clinical experience in the management of chronic diseases and is the first doctor in Europe that applied metabolomics in clinical practice. He is currently running two clinics for Chronic Diseases and Metabolic Disorders in Italy and Greece.
Dr. Tsoukalas has appeared in National TV, on issues related nutritional medicine, chronic diseases, autoimmunity and prevention. His articles are frequently published in the scientific and news press.


A few findings that were published in the "Functional Ecology" Journal state that unequal workloads might make the dominant individual more susceptible to premature aging and an increased risk of diseases. Scientists warn that alpha males and alpha females who are driven to do more than their share of the work might be at an increased risk of premature aging and might also have a shorter lifespan because they would be more susceptible to problems like heart diseases.
According to a study that was conducted using white-browed sparrows, it was determined that males and females who end up doing most of the work are more than likely to suffer from oxidative stress than those who don't.
If you have an idea about your daily skin care routine, you would already be aware that oxidative stress usually occurs due to a lack of adequate antioxidants in the body. This is believed to lead to all sorts of illnesses such as accelerated aging, Alzheimer's disease and heart disease. The study used white-browed sparrows because in a white-browed sparrow community the dominant male and female species are the only ones who defend the community's territory. They are also the only birds that breed. Therefore, in order to assess the impact of these unequal workloads on the overall health of the birds, scientists measured the level of antioxidant protection being enjoyed by 93 different sparrow weavers before and after the breeding season.
Dr. Dominic Cram, the lead author of the study, states that animals or humans are known to divide their workloads when they live together in communities. It is common for some individuals to work harder than the others. This study was mostly conducted to investigate whether the members who work the hardest are the healthiest and whether their optimal health allows them to work more than the rest of the community. Another objective of the study was to determine whether the work rate has any impact on the health or not.
The results of the study showed that even though the antioxidant levels of the dominant individuals and the subordinates could be compared to each other before the start of the breeding season, some of the most hard working females ended up suffering from a much weakened antioxidant protection at the end of a 6 month long breeding season.
It is common knowledge that antioxidants help animals and humans to protect their bodies from the damaging free radicals present in the environment. According to Dr. Andrew Young, the co-author of the study, the findings suggest that an unequal sharing of workload might leave the harder working individual more susceptible to oxidative stress which ultimately leads to things like accelerated aging and poor health conditions.
This study could end up being extremely significant is it is one of the very first studies which suggests that social dominance in species might also lead to certain psychological costs that can have direct implications in terms of the aging and health patterns.


text:
Home Columns Wading Into The Depths
Wading Into The Depths
When last we left off, I had given pause to my compulsivity, and was considering whether my decision to join PWInsider Elite had been made with too much haste. Their signup page had left me confused, suspicious and annoyed.
But this, dear reader, is an important assignment. And I am a rational man.
I had given myself several days of worth of pondering, and had come to the conclusion that were I not to take this next step into a dark, well-established pit of pretension and click bait, that I would be unduly cheating the reader out of a useful glimpse into an underbelly of wrestling insider news so few dare venture, and even fewer risk speaking of.
And so it was that I readied myself to continue on this journey—myself and a well poured three fingers of scotch ambled down to my office, sat at the computer and flipped on the screen where, still facing me, tormenting me with its hackneyed simplicity, was the PWInsider signup page.
I skimmed quickly through it, daring not linger too long on its language for fear I might somehow be reminded of the sham-like nature of this entire venture.
Subscription plans are presented in a rudimentary, linear fashion ranging from their most expensive, longest-lasting membership plans—two years for $109.99 (which immediately has me wondering if there are really those willing to sign up to this site for so long at such a price) all the way down to one month, $7.99 recurring, with a three-day free trial.
How many signups have been made, in haste, for 2 years?
Pragmatist that I am, I choose one month, none recurring; a timespan that is both sensible and reasonable for this endeavor, and with an out. I click the PayPal link, relieved to know they weren't using their "secure" credit agency. I know PayPal; I trust it.
The sign up process from here, with PayPal, is standard fare. Click, sign in, verify, pay, confirm. It is one to which I am accustomed.
Upon completion I am thanked for my order, which has been paid to Dave & Louise Inc.
Dave thanks you. Louise thanks you. Who is Louise?
Dave and Louise.
I paused. This was Dave Scherer, no doubt. PWInsider site proprietor, and former writer at 1Wrestling.com before leading an exodus of writers away from that site and Bob Ryder to form their new site—a ripoff of Ryder's basically. Editor of something called the Wrestling Lariat. Notorious former usenet troll and ECW sycophant
This is the Dave Scherer who, just under a year ago, was in a highly publicized internet flame war with some of his twitter followers over a disagreement with former wrestling writer Scott Keith over email exchanges Scherer wanted kept out of the public eye.
Scherer is notoriously litigious, prone to threatening law suits more frequently than Bryan Alvarez threatens to close down his message board at F4W, and—last I knew—was keen on making restrictive rules that stifle opinion, particularly the voices of his detractors.
I envision the PWInsider community as a wrestling insider forum version of 1984.
Wincing at the notion, I think back to that 2-year membership offer, and wonder again who would be so eager to pay that premium for a service like PWInsider… Immediately I wonder again if I'm doing the right thing. One of my goals on this assignment, I remind myself, is to learn and understand the PWInsider community. Now, faced with the thought of those eager enough to sign up two years at a time, I wonder what horror might await me there… people so willing to give Dave Scherer a two year commitment… I shake my head, toss back the remainder of my scotch, and press on.
Per the poorly written information presented on their awful sign up page, I recall the caveat that it could take as much as 24 hours, but usually not more than a few hours at most (still makes no sense) for the site to email me my login credentials.
Remember, this is the site that, at BEST, doesn't have the technical ability to allow its customers to pick their own usernames and passwords. A WORST, this is a site that doesn't trust its members enough to choose their own username and password.
Neither of these fill me with good, confident feelings about joining.
I check my email, receive my receipt… and wait.
To my surprise, the wait is relatively short. 1:04 after receiving my receipt, I get an email from Dave Scherer welcoming me to the site, and providing me with my login information.
Welcome back my friend to the show that never ends, we're so glad you could attend; come inside, come inside…
I click through the link, and log in to PWInsiderElite for the first time.
At first glance, I see a site that looks exactly like the normal version of the site from a layout perspective, but with no ads. I knew this was a membership benefit, but you really can't appreciate how beneficial this really is until you've experienced it first hand.
No ads! Sanity and order prevail?
It's a remarkable improvement.
I look over at the right-hand column where the Elite articles are presented.
"The 5/9 Funnest Mailbag is Now Online" by Dave Scherer and Mike Epsenhart. Upon clicking, I learn this is an audio show.
But something is off…
There are… instructions?
And, more astonishingly, a warning.
"Warning: There is a very small bit of swearing on this show."
Also, reprinted here for anyone who had forgotten during their sign-up process, an Important Notice about not stealing their content, or suspensions will be doled out and monies forfeited to the pirates of PWInsider.
No swearing. No stealing. Listen three ways.
Following that, though, I'm stunned to learn that there are multiple links and suggestions for how to stream, download or play the file… Confused, I briefly look for the button alerting me that i need to download the latest version of RealPlayer in order to partake of this Elite Audio Content.
Thankfully, there was none.
I click on the file to play it, ignoring the whole Apple device thing, and the show begins to play…
A voice, loud, clear, unoffensive begins to speak. It's a voice I do not recognize, so I know this must be Mr. Espenhart. The quality appears decent, and I settle in to listen.
Espenhart begins:
"Hi everybody, and welcome to the Audio Section of PWInsiderElite.com. The weekend's come, it's time for fun, and we're bringing our As to you. These Qs are ah, ah, ah, ah ah. I'm Mike, he's Dave…"
It's mildly sung to the tune of the Happy Days theme, and my mouth is agape.
I've seen enough for now, and snap my browser window closed.
Previous article002 – Torch Gagne Obit | Mystifying F4W Story | Observer 1987
Next article05/10/15 – Daily News Update
2017 Sheety Award Nominations
Wrestling the Pods 3/12 – Top 5 Listens of the Week
Wrestling The Pods 2/26 – 5 Top Listens from Last Week
Shawn May 11, 2015 at 8:41 pm
I am the reason for the pirate warning on PWInsider 🙂
Just look how PWInsider treats its customers. There are still no podcast feed for its subscribers. For 3-4 years they did not even offer downloadable audio, only streaming audio. "to battle piracy".
I simply used AudioHijack and grabbed the feed of every show I wanted to listen too.
2005 when ECW had their OneNightStand PPV, PWI had some nice ECW round table audio. Ton of people wanted to listen to it and they would not sign up for a subscription. So I posted the audio on USENET where Sherer used to post early/mid 1990.
The warning about posting audio is a result of that posting :).
Here is the funny double standard.
Dave Sherer was a "tape trader". Somehow tape trading is not piracy, but audio trading/or streaming is piracy. I even bought some of Dave's compilation tapes! (I dont think it was DaveS who sold them, but when I grabbed my VHS tapes to DVD I finally understood who DaveS was. IWA Death matches and stuff)
BTW. I am a retard signing up for 2 years on PWInsider.
Cleavy May 13, 2015 at 1:30 am
Is Louise the name of Scherer's wife or his (infamous?) dog?
Les Moore May 13, 2015 at 2:18 am
Your guess is as good as mine.
Drew May 15, 2015 at 4:19 pm
I am getting a major kick out these features and this site as a whole… keep up the awesome work!
PS – You're doing the Lord's work by signing up for PWInsider. The only subscription I have is to the Observer, mainly for the newsletter and the Meltzer/Alvarez shows. Figure Four Weekly is terrible now that Bix is writing it, but it is what it is. I still don't mind shelling out 10.99 per month.
Jb May 30, 2015 at 10:37 pm
This website is a new favorite. I've been a subscriber to the Torch and Observer for fifteen years and an observer of the odd community surrounding. I look forward to the rest of your content. As an aside I discovered that Online Onslaught still exists by accident yesterday. I haven't visited it in a decade and it continues in the same format to some unknown audience. Like a numbers station…
Jeremy Gordon September 21, 2015 at 3:00 pm
How rich that Dave " I steal from Meltzer all the time" Scherer is going after people who steal from him, pot meet kettle.


Ruchi, which means "taste" in Sanskrit, provides award-winning, authentic, home-cooked Southern Indian food. With nearly two decades of service, a focus on flavor and natural ingredients, and training from the spice-rich Kerala region in India, the chefs at Ruchi will provide you a sensational, unforgettable meal.
Located in south Overland Park, Kansas, near Antioch Road and College Boulevard, Ruchi dishes represent flavor, delight, and beauty. Ruchi blends taste and emotion into a one-of-a-kind dining experience. Our menu incorporates both classic, traditional dishes and original dishes mixing eastern flavors with Western favorites.
Special menu items on the weekends!
We also supply a full lunch buffet seven days a week from 11 a.m. to 2:30 p.m. (3 p.m. on weekends), featuring over 20 ethnic Indian selections.
Don't have time to drop in? You can still have a chance to enjoy Ruchi's dishes!
We offer a specialized catering menu with unique selections not available on our regular menu, and we will gladly customize your catered meal to suit your tastes and budget.
Please call us for more information or to discuss your event needs–we will be happy to assist you in planning a delicious and memorable Indian meal that is sure to delight your guests!


The Department of Defense has awarded Bath Iron Works a $33.6 million contract to extend work on class of smaller warships.
BIW's parent, General Dynamics, was awarded the work by the U.S. Naval Sea Systems Command for support services for littoral combat ships. The yard received a contract in 2014 to become the "planning yard" for the Navy's two classes of littoral combat ships. BIW was responsible for handling on-board and in-shore maintenance, ship alteration design and other material support for the ships.
The initial amount awarded to BIW was $9.8 million but the contract total would rise to $100.4 million if all options were exercised, according to the U.S. Department of Defense.
This is the fourth year of that five-year contract.
Littoral combat ships are smaller and designed to manuever in shallow, coastal waters rather than on open seas as the bigger Arleigh-Burke and Zumwalt ships.


Over the years, I've been asked numerous times why I created and maintain FatherHurley.com. There are probably infinite ways to answer this but here is an official attempt.
This ministry goes back to January 2000. I was in a computer lab at the University of Detroit Mercy during my freshman year. While checking my email, I heard a voice say, "Build a website about me." I took this "me" to be Father Hurley. So I figured out how to buy a domain name and launch a website. The website launched on March 17, 2000. At the end of 2001, I purchased "FatherHurley.com" and relaunched under that name on New Year's Day 2002.
Now let me explain why I continue to maintain this ministry after nearly 14 years. I am a lifelong member of the Universal Hagar's Spiritual Church, founded by Father George W. Hurley on September 23, 1923. The teachings of Father Hurley have been the foundation of every good thing that has ever happened to me. For me, maintaining this website is really among the least things I can do to show my appreciation to him.
Father Hurley was a leading figure in his day but still doesn't receive the recognition he rightfully deserves, even from the academic community. This website gives people a contact point. Through this ministry, an archive dedicated to Father Hurley and the UHSC has been established at the Bentley Library at the University of Michigan. In fact, this very website is also archived by the library.
This website is also an evangelistic tool. Over the years people have contacted me with interest in joining the UHSC. Several have even joined temples in their respective cities. A few joined under my mother's temple and were correspondent members. A number of existing UHSC members make use of this ministry and I am thankful for that.
Of course, this ministry has been criticized. Some critics were people who are against the teachings of Father Hurley. I did the best I could to enlighten these folks. Because of my university philosophy training, I love a good debate. Some criticisms have come internally from UHSC members and leaders. This doesn't bother me as it once did. God gave me this vision and some will never see it the way I do.
I had a neighbor before I left Detroit who was very rowdy. Late one night she was outside arguing with another neighbor. She said very loudly, "Yeah, I'm a crack head! So what!" Hearing this changed my life. This woman was declaring proudly to the world that she's addicted to crack cocaine. Why shouldn't I proudly declare to the world that I am an ordained minister of the Universal Hagar's Spiritual Church? Why shouldn't I proudly publish my first book this year on a spiritual biblical philosophy? Why should I be ashamed when preachers and so-called saints of all denominations post pictures of themselves with alcoholic beverages and all their assets hanging out on social media websites?
Saints and friends, God has called me to this ministry and I will walk in this calling the rest of my days. I am thankful—I am grateful—I am blessed—and so are you.


text:
Mayank Meliwar
India's maiden human spaceflight "Gaganyaan" targeted for late 2024 launch: Govt
New Delhi: India's maiden human space flight mission is targeted for launch in the fourth quarter of 2024, Union minister of state for science and technology Jitendra Singh said on Wednesday.
In a written reply to a question in the Lok Sabha, Singh said the astronaut designates for human space flight mission are identified and are currently undergoing their mission specific training in Bengaluru.
Singh said, in view of the paramount importance of crew safety, two Test Vehicle missions are planned before the 'G1' mission to demonstrate the performance of crew escape system and parachute-based deceleration system for different flight conditions.
The minister said the uncrewed 'G1' mission is targeted to be launched in the last quarter of 2023 followed by the second uncrewed 'G2' mission in the second quarter of 2024, before the final human space flight 'H1' mission in the fourth quarter of 2024.
He said the 'G1' mission was aimed at validating the performance of human-rated launch vehicle, orbital module propulsion system, mission management, communication system and recovery operations. The mission will carry a humanoid as payload.
"First semester of astronaut training has been completed wherein they have undergone course modules on Theoretical basics, Space medicine, Launch vehicles, spacecraft system and ground support infrastructure," Singh said.
"Regular physical fitness sessions, aeromedical training and flying practice are also part of crew training. Corresponding evaluation and assessment activities have also been completed. The second semester of crew training is currently in progress," he added.
Dr Jitendra Singh
Gaganyaan
India's maiden human spaceflight


ETF investors willing to take higher risk for higher returns might very well be a little miffed. Dividend- and low-volatility exchange traded funds outperformed in 2014. Despite the robust stock market, momentum and high beta funds lagged in comparison. "Stocks with lower risk characteristics and defensive characteristics generally posted the strongest returns," Nick Kalivas, a senior equity strategist at PowerShares, wrote in a recent article analyzing the effects of equity factors such as momentum and beta on performance.
Queasy ETF investors pumped $674 million into iShares MSCI USA Minimum Volatility (ARCA:USMV) in January. At the same time, investors pulled $72.6 million from iShares Core S&P 500 (ARCA:IVV), which tracks the broad stock market. With $5.7 billion in assets, PowerShares S&P 500 Low Volatility (ARCA:SPLV) is the oldest ETF holding stocks that offer more stable price action. In 2014, SPLV grew its assets 35% to $5.3 billion. The end of the Fed's stimulus program and the drop in oil prices caused volatility to spike in the second half of the year.


text:
2014 Packers Free Agency
Packers Roster Transactions
NFL Free Agency
Packers Ink Sam Shields to Four-Year, $39 Million Deal
According to multiple reports and confirmed by agent Drew Rosenhaus, Sam Shields signed a four-year, $39 million deal to remain with the Packers.
By Jason B. Hirschhorn@by_JBH Mar 8, 2014, 6:27pm CST
Share All sharing options for: Packers Ink Sam Shields to Four-Year, $39 Million Deal
Today was the first day NFL teams could officially speak with outside free agents. Usually, the players already have a decent idea of their market value through the institutionalized tampering that goes on the in the weeks prior. All that's left for the agent to do is leverage those offers against one another to garner their client the best deal possible.
Apparently, this process only took Drew Rosenhaus a few hours to complete.
According to multiple reports and confirmed by his agent, Sam Shields and the Packers agreed to a four-year, $39 million deal to keep the cornerback in Green Bay. The deal also includes a $12.5 million signing bonus.
In his four years in the league, Shields has yet to play like a top five player at his position. If this contract is any indication, the Packers anticipate Shields moving into that territory in the coming years. While the exact breakdown of the contract isn't known at this time, Shields will earn a yearly average of $9.75 million. That ties him with Johnathan Joseph and Lardarius Webb for the third highest average salary for a cornerback.
Still, losing Shields would have left a sizeable void in the Packers defense. With Tramon Williams entering the final year of his deal and a potential free agent loss a year from now, the Packers guaranteed themselves at least one of their top corners for 2015 and beyond. Shields' new contract also reduces the temptation to acquire a cornerback in the upcoming draft.
Jason Hirschhorn covers the Green Bay Packers for Acme Packing Company. He also serves as the Editor-in-Chief for Hook'em Headlines. His work has previously appeared on Beats Per Minute, Lombardi Ave, and College Hoops Net.
Follow @JBHirschhorn


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9 March 2015, Strife event: 'Frontline Ukraine: Crisis in the Borderlands', Presentation by Professor Richard Sakwa
Professor Richard Sakwa, University of Kent: 'Frontline Ukraine: Crisis in the Borderlands'. Event organised by Strife, with the participation of the BISA Russian and Eurasian Security Research Group.
WHEN: Monday, 9 March 6:00 – 7:30,
WHERE: Pyramid Room (K4U.04), King's Building, Strand Campus, King's College London, WC2R 2LS
DESCRIPTION: The ongoing crisis in Ukraine has brought the world to the brink of a new Cold War. Following the Russian expansion in Crimea and as the conflict in Eastern Ukraine rages on, relations between Vladimir Putin and the West have reached an all-time low. How did we get here?
In his latest book, Professor Richard Sakwa unpicks the context of conflicted Ukrainian identity and of Russo-Ukrainian relations and traces the path to the recent disturbances through the events which have forced Ukraine, a country internally divided between East and West, to choose between closer union with Europe or its historic ties with Russia.
In providing the first full account of the ongoing crisis, Sakwa analyses the origins and significance of the Euromaidan Protests, examines the controversial Russian military intervention and annexation of Crimea, reveals the extent of the catastrophe of the MH17 disaster and looks at possible ways forward following the October 2014 parliamentary elections. In doing so, he explains the origins, developments and global significance of the internal and external battle for Ukraine.
With all eyes focused on the region, Richard Sakwa unravels the myths and misunderstandings of the situation, providing an essential account of the struggle for Europe's contested borderlands.
Richard Sakwa is Professor of Russian and European politics at the University of Kent, where he also served for a number of years as the head of the Department of Politics and International Relations. He is one of the leading UK experts in Soviet and post-Soviet affairs and has written and edited a number of books and articles on the subject. Among his many accolades, Professor Sakwa is Associate Fellow of the Russia and Eurasia Programme at the Royal Institute of International Affairs, a member of the Advisory Boards of the Institute of Law and Public Policy in Moscow, a member of the Eurasian Political Studies Network and a member of Academy of Learned Societies for the Social Sciences. His current research interests include democratic development in Russia, the nature of post-Communism, and the variety of global challenges facing the former communist countries.
Richard Sakwa, Frontline Ukraine: Crisis in the Borderlands, Published by I.B.Tauris, December 2014. New from £18.99 (Hardback). ISBN: 9781784530648.
Filed Under: Announcement, Event Tagged With: book, discussion, Frontline Ukraine, presentation, Strife event, Ukraine


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releasethenews
Live Nation exec will face lawmakers about Taylor Swift concert tickets fiasco
1 week ago ADMIN123
Legislators are ready to grill top officials. The event ticketing industry left millions of fans behind on Tuesday after Ticketmaster failed to process orders for Taylor Swift's upcoming tour. Not able to buy tickets? or even without their ticket after purchase.
Joe Berchtold, president and CFO of Ticketmaster parent company Live Nation Entertainment, is set to testify before a Senate committee on Tuesday, two months after the Swift ticketing fiasco drew public scrutiny of the industry. Jack Grotzinger, CEO of ticketing platform SeatGeek, is also scheduled to testify at the hearing.
Tickets for Swift's new five-month Era Tour — which kicks off March 17 and will feature 52 concerts across the U.S. — went on sale on Ticketmaster in mid-November. Huge demand swamped ticketing sites, angering fans who couldn't snag tickets. Users complained of Ticketmaster not loading, saying the platform did not allow them to access tickets, even if they had a pre-sale code for verified fans.
Unable to resolve the issues, Ticketmaster later closed Swift's concert tickets to the general public, citing "abnormally high demands on the ticketing system and insufficient remaining ticket inventory to meet that demand." Sale cancelled.
As the legions of die-hard Swifties grew angry, Swift herself I weight upon failure. "It goes without saying that I am extremely protective of my fans," Swift wrote on Instagram in November. It's disturbing for me to watch."
As a result, the U.S. Senate Judiciary Committee has scheduled a hearing on Tuesday titled "This Ticket: Promoting Competition and Protecting Consumers in Live Entertainment" to examine the lack of competition in the ticketing industry.
"The problems in the US ticketing industry became painfully clear when Ticketmaster's website failed millions of fans hoping to buy tickets for Taylor Swift's new tour, but these problems are not new," Senator Amy Klobuchar, who is on the committee, said. In a statement about the hearing. "We will examine how consolidation in the live entertainment and ticketing industries hurts consumers and artists alike. Without competition to encourage better service and fairer prices, we would all suffer the consequences. are
In addition to the executives, the committee said witnesses at the hearing will include Jerry Mickelson, CEO of Jam Productions, one of the largest producers of live entertainment, and singer-songwriter Clyde Lawrence.
Lawrence, who has composed music for motion pictures including the Disney+ holiday comedy "Noel," wrote an opinion piece for The. The New York Times In December titled "Taylor Swift's Live Nation Debacle Is Just the Beginning," in which she allegedly slammed Live Nation. Monopoly and harmful to artists.
"Whether or not it meets the legal definition of a monopoly, Live Nation's control over the live music ecosystem is staggering." He wrote.
Criticism of Ticketmaster dominance Decades of historyBut the Swift ticketing incident has once again turned the issue into a dinner table debate in many households.
Concert promoter Live Nation and ticketing company Ticketmaster, two giants in the concert business, announced their merger in 2009. From the US Department of Justicethat it would create a near monopoly in the industry.
Department of Justice allowed The Live Nation-Ticketmaster merger went ahead despite a 2010 court case that raised objections to the merger. In the filing, the Justice Department said Ticketmaster's share of major concert venues is more than 80 percent.
Ticketmaster disputed the market share estimate, saying it had as much as 30 percent of the concert market, according to Comments on NPR Recently by Berchtold.
While angry fans were left scrambling to get around via Swift tickets. Confused, their collective anger caught the attention of lawmakers.
Members of Congress used the defeat to criticize Ticketmaster's control of the live music industry., That said, because Ticketmaster is so dominant, it has no reason to improve things for the millions of customers who have no other choice.
"Ticketmaster's strength in the primary ticket market insulates it from the competitive pressures that normally force companies to innovate and improve their services," Klobuchar, who chairs the antitrust subcommittee, said. Wrote in an open letter To the CEO of Ticketmaster in November. "This could result in the types of dramatic service failures we've seen this week, where customers end up paying the price."
Senator Richard Blumenthal echoed Klobuchar's concerns. He tweeted at the time that the tour was "a perfect example of how the Live Nation/Ticketmaster merger hurts consumers by creating a near monopoly."
In December, lawmakers on the House Energy and Commerce Committee sent one. Letter LiveNation CEO Michael Rapinoe demanded a briefing on what went wrong and what steps the company is taking to fix the problems.
"The recent pre-sales ticketing process for Taylor Swift's upcoming Eras tour — in which millions of fans faced delays, lockouts, and competition from aggressive scammers, scalpers and bots — involved potentially unfair and deceptive practices. raises concerns that consumers and event-goers face, the committee wrote in its letter.
The committee noted that it had previously raised concerns about the industry's business practices and said it wanted to speak with Rapinoe about how the company processes tickets for concerts and major tours. It also seeks feedback on how Ticketmaster plans to improve in the future.
Brian A. Marks, a senior lecturer in economics and business analytics at the University of New Haven's Pompeii College of Business, said he would like Swift. Appearance at the hearing
"This hearing seems to be focused on Swift and what happened with ticket sales. We also have to remember that Taylor Swift and her team had an agreement with Ticketmaster to sell concert tickets, ' said Marcus.
"Would Congress want to see this deal? To me, what happened with Swift concert tickets is not necessarily the result of Ticketmaster being the dominant player in the industry," he said. Big artists like Swift, "are free to go somewhere else," he said. "That point might be missed at tomorrow's hearing."
– CNN's Frank Pallotta, Chris Isidore and David Goldman contributed to this story.
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Changing Faces... and Fenders
By ANDREW LUU
THE POPULARITY OF the Corvette is great for the General, but for some owners the car's "standard" appearance makes it too pedestrian.
Joseph Zyskowski is there to change that. Zyskowski reskins Pontiac Fieros with plastic Lamborghini bodies, which is anything but common. As owner of Exotic Rebodies in Henderson, Nevada, he says he has been asked by Corvette owners to supply them with similar-looking Lambo replicas. In his words, they want something that will stand out in the crowd. But ask a Corvette fan, and while the aftermarket is filled with performance upgrades, it is not as flush with aesthetically pleasing body kits. Enter Zyskowski and his pal Joseph Bagozzi. The duo created the body kit option, which they've named the Concept C60.
Taking inspiration from a 1960 Corvette (hence, the "60"), the Concept C60 borrows its ancestor's popular red-and-white interior color scheme, white door skins and larger fender scoops. The front features three-beam exposed headlights and a bulged hood with an air scoop reminiscent of a Ferrari 575 Maranello (the "Concept" part). "The headlight design is dictated by the existing C5's eyelid hous- ing," Zyskowski says. "It looks that way because we wanted to make sure all the pieces in the kit are interchangeable with the stock parts." We think the exposed eyes add a touch of exotic elegance.
The flared fenders, headlights and hood are bolt-on. The only alterations are a cut to the top of the bumper for its headlights, and a shave job to the door crease to blend a new edge with the larger fender scoops. The complete facelift package runs $5,495. Zyskowski estimates paint and installation will add another $5,000 at most shops. Each piece is also offered separately; order the parts and take them to your local bodyshop.
This kit is scheduled to begin production in December. It will be a limited build with each set signed and numbered by Zyskowski. For more information visit c60vette.com.


Home Editors' Pick Africa as India's Top Priority: A Reinvigorated Push or Same Old Rhetoric?
Africa as India's Top Priority: A Reinvigorated Push or Same Old Rhetoric?
India's bilateral partnership with Africa continues to be defined by the spirit of developing together as equals. By sharing a similar colonial past and fighting together against colonialism, both regions – representing one-third of humanity – share a strong sense of political affinity and solidarity. Last few years have seen India getting increasingly invested in Africa, both for political reasons but no less as an economic extension of its stake in the continent. At a time when various non-western powers like China, Japan, Singapore, Malaysia, etc. are stepping up their presence in the African continent, India does not want to be left behind.
Certainly, India has an intrinsic stakeholder interest in helping Africa realize its true potential. The present realities of the world cannot keep Indian and African voices out of the decision-making table. A resurging Africa and a rising India can give a strong impetus to South-South Cooperation (SSC), especially when it comes to addressing common challenges and coming up with joint solutions in areas like clean technology, climate-resilient agriculture, maritime security, connectivity, and Blue economy.
Under PM Modi's leadership, Africa has been accorded 'top priority' status in Indian foreign and economic policy, marked by an unprecedented intensification of political engagement. On March 21, 2018, the Indian government approved the opening of 18 new Indian Missions in Africa over a period of four years (2018-2021) in order to implement the commitments under IAFS-III. This will increase the number of Indian Missions in Africa from 29-47. The first of these resident missions opened in Rwanda in July 2018.
However, shortage of staff strength in Indian Missions abroad poses a serious challenge. With roughly around one-thousand Foreign Service officers, India has one of the most understaffed diplomatic corps of any major country. While opening the promised 18 new Indian Missions in Africa is indeed achievable, sticking to the timeline (2018-2021) will be a difficult task.
Stepping up India-Africa collaboration in the agriculture sector has the foremost potential, given our complementary sectoral priorities and similar role in the evolving global food markets. Although we are at different stages of development, maturity, and transformation levels, there are ample opportunities for mutual learning.
Vocational Training Institutes/Incubation Centers – Under IAFS-I, ten institutes were proposed out of which five are operational today: Rwanda (2015), Malawi (2016), Burkina Faso (2016), Djibouti (2016), and Zimbabwe (2019).
Under the Agri-Business Incubation (ABI) programme, a project under Government of India's Ministry of Food Processing Industries, total five Food Processing Business Incubation Centers (FPBICs) is proposed to be set up in Angola, Cameroon, Ghana, Uganda, and Mali.
Food-testing laboratories will be set up in Nigeria, Republic of Congo, Zimbabwe, Gambia, Benin, and Chad.
India is also looking to take its cooperative/contract farming model to African countries, especially in Mozambique, Tanzania, Kenya, and Malawi, under which India will look to identify a network of farmers with the help of local agents, and help them with seeds and technological advancements. These farmers, who are encouraged to grow products like pulses, are assured of New Delhi buying their product at a rate not less than the minimum support price of the same product in India.
Currently, India's bilateral trade flow with Africa stands at $62.66 billion, while a cumulative investment stands at $54 billion, making India the fourth-largest investor in the continent. As a long term goal, talks have been going on for scaling trade volume to $150 billion and doubling Indian investments in Africa to $100 billion till 2023. While it is possible to achieve these stated projections, one has to remain objective in their assessment. A much more realistic target would be to scale up trade volume to $100 billion and investments to $75 billion in the coming years.
India has traditionally exported manufactured products and has imported raw materials from Africa, which is why it has a negative trade balance with Africa due to high demand for oil (petroleum and crude) and natural resources. But is there a demand for African manufactured products in India?
In terms of Africa's export potential to Indian markets, as per an Afreximbank and EXIM India (2018) report, nuts (cashew nuts) has the greatest export potential, followed by ferrous metals, wood and vegetable materials, and pulses. Other items also include industrial products and manufactured goods such as fertilizers, chemicals, plastics, and leather products.
Both India and Africa firmly believe that terrorism poses the single biggest threat to humanity and development. Today, over 6,000 Indians currently serve in five peacekeeping operations in Africa wearing blue helmets working to ensure a future of peace for Africans. The deployment of the first all-Female Police Unit of UN in Liberia in February 2016 was a remarkable first.
While our military and defense ties are neither well-entrenched nor definitive, these ties are in the making. The inaugural Africa-India Field Training Exercise-2019, called AFINDEX-19, from 18 March onwards in Pune, India has been a significant development. Contingents from 17 African nations – with ten personnel from each nation – participated in the exercise aimed at practicing the participating nations in planning and conduct of Humanitarian Mine Assistance (HMA) and Peace Keeping Operations (PKO) under Chapter VII of UN Charter.
India wants to enhance cooperation with African nations' in order to keep the oceans open and free for benefit of all. Complementarities can be drawn between the Indian Navy's 2015 Maritime Strategy document and the African Union's 2050 Africa Integrated Maritime Strategy (AIMS 2050). Complemented by PM Modi's SAGAR (Security and Growth for All in the Region) and SAGARMALA (port development) initiatives, the AAGC (Asia Africa Growth Corridor), with Africa being an equal partner, can potentially be a game-changer in the Indian Ocean Region.
Our naval cooperation continues to grow strong with regular port visits, transfer of hardware and logistical support, naval intelligence, and patrolling of EEZs. Indian Navy's swift response in the aftermath of 'Cyclone Idai' which made landfall in the port city of Beira, Mozambique in the early hours of March 15, demonstrates Indian Navy's operational readiness, and has helped to position itself as a 'first responder' along the Indian Ocean littorals.
The high incidents of racism and intolerance against African students who come to study in India marks a black spot in India-Africa relations. Racism is the single most important challenge facing Africans living in India. With all our democratic values and our aspirational generation, the core Indian society still remains overwhelmingly traditional and stereotyping of Africans creates difficulties and complicates the situation.
Being a multicultural, progressive, and democratic country, it is quintessential for us to take strict actions against the perpetrators of such acts, and establish effective institutional mechanisms for quick redressal of grievances of foreign nationals. Steps must be taken to ensure that Africans feel safe and comfortable, and are greeted and helped by concerned citizens upon their arrival at the airport. Arranging frequent meetings with Residents Welfare Association (RWA) and working for community awareness programmes would be a step in the right direction.
Image Credit: Narendra Modi via Flicker and it is available under a Creative Commons license.
The author is a Doctoral candidate at Department of African Studies, University of Delhi.