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text:
Seaforth Pines was closed by the State Government in 2008. It was a blow to the local community who appealed to keep it open.
With a long history that resonates fond memories with thousands of people in the area, it stood to reason that Seaforth Pines could not be left abandoned. consequently, community leaders, government figures and neighbours raised concerns that Seaforth Pines should be restored and re-opened for generations of children and adults to come.
Now, it's happened
Luckily for Seaforth Pines and the community who love it, a buyer was found. New owner, Don Griffin, once a regular visitor to area, is keen to see the facility put to good use. It's not an easy job, with quite a few years of neglect to put right, but Don and his onsite team are working hard to ensure the centre and it's facilities once again provide an affordable, accessible venue in the region for school, sports and community camps and events.
Some recent newspaper articles about Seaforth and Don Griffin's plans for the centre:
"Climbing to greater heights at Seaforth"
"Seaforth Recreation Centre will be restored to former glory"
"Seaforth Rec Centre being sold off"
"Region's tourism numbers up and the future is looking good"

redpajama_set_name: RedPajamaCommonCrawl


Stanford Patrick Rosenbaum was born in Vancouver, British Columbia, in 1929. He was educated at the University of Colorado (B.A. with Honours in English and General Studies, 1961), Rutgers University (M.A. 1955), and Cornell University (Ph.D., 1960), and received a Fulbright Scholarship, Pembroke College, Oxford, 1956–1957. He began his professional career as an instructor at Cornell University, and after holding positions at Indiana University, 1960–1965, joined the University of Toronto faculty as an Associate Professor and Associate Chair in 1965, becoming a Professor in 1967, and Professor Emeritus in 1991. During his teaching years he received numerous fellowships and grants, including a Guggenheim Fellowship in 1968. His main area of academic interest was the Bloomsbury Group; he contributed to various books related to this subject, as well as authoring numerous articles for journals. S.P. Rosenbaum reviewed books for the Globe and Mail for many years, and in 1991 was named a Fellow in the Royal Society of Canada. He died in Dartmouth, N.S. in 2012.


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Amazon doesn't allow me to send review?


text:
Toyota Yaris Hybrid
Europe's cheapest hybrid delivers easy-going performance and effortless economy; it's just a shame the fun factor is absent
The Yaris uses a 1.5-litre petrol engine based on the second-generation Prius's
Anyone who has ever driven a Prius or an Auris Hybrid will feel instantly at home in the Yaris Hybrid
There's myriad whirring noises as the petrol-electric drivetrain does its efficient work
Eco mode saps power too much and makes acceleration either a painfully slow or painfully noisy experience
Hybrid system doesn't compromise Yaris's spacious interior or 286-litre boot
If you're familiar with the Yaris, you'll feel right at home
It's also fun to watch the graphics on the interior screen plotting how efficiently you're driving
Gentle throttle inputs are the best way to enjoy driving it, something you'll be rewarded for at the pumps
The hybrid system offers three different driving modes: Normal, Eco and EV
Toyota's hybrid tech rolls out into Europe's biggest market segment in the shape of the Yaris, but is it a wholesome alternative to humble petrol engine?
Toyota Yaris Hybrid T Spirit UK first drive
Driving the Toyota Yaris Hybrid is effortless and its cabin is a superbly quiet place to be
by Mark Tisshaw
Follow @@mtisshaw
Only the cheapest hybrid car you can currently buy. At £14,995, the new Toyota Yaris Hybrid is more than £1000 cheaper than the previous holder of that crown, the £16,300 – and less sophisticated – Honda Jazz Hybrid.
The Yaris also boasts the lowest CO2 rating of any new car on sale that isn't an electric car or extended-range electric car. Its 79g/km puts it 5g/km below the recently revised Hyundai i20 in that department.
As well as appealing to the head, Toyota also hopes the Yaris will appeal to the heart in the way no Toyota hybrid – or third-generation Yaris, even – has managed. For starters, it looks a darned sight better than the standard Yaris on which it's based, with a much bolder front-end look.
Toyota also promises "more natural acceleration feel" thanks to its retuned CVT gearbox, something that has blighted the performance potential of Toyota's previous hybrid efforts.
Anyone who has ever driven a Prius or an Auris Hybrid will feel instantly at home in the Yaris Hybrid. The Yaris is a class smaller than those, but the Toyota hybrid hallmarks carry over. So look closely on the outside and you'll spot the blue Toyota badging and the 'Hybrid Synergy Drive' logos. Inside, there is the EV mode button, and on the go there's myriad whirring noises as the petrol-electric drivetrain does its efficient work.
The Yaris uses a 1.5-litre petrol engine based on the second-generation Prius's instead of the 1.8 found in the latest Prius and Auris fuel-sippers. The hybrid system – electric motor, transaxle, inverter and batteries – has been downsized from the larger models to fit into the Yaris without compromising on its spacious interior or 286-litre boot.
The hybrid system offers three different driving modes: Normal, Eco and EV. EV allows the Yaris to run on electric power only for short bursts (something the Jazz Hybrid can't manage). This mode is good while it lasts; the Yaris is silent apart from a slight whirr from the electric motor, but inject anything more than a big toe's worth of pressure on the throttle and the engine kicks back in.
Trying Eco mode once is enough; it saps power too much and makes acceleration either a painfully slow or painfully noisy experience (usually both), as the hybrid system doesn't like to be revved.
So it's best to leave the Yaris Hybrid in Normal mode, which is where its best work is done. Drive at a steady pace and the Yaris Hybrid delivers a decent amount of performance, and it also has a surprisingly good turn of speed off the line. But all this is undermined by the CVT gearbox; you're not likely to be able to enjoy a burst of acceleration as there's a constant drone from the transmission.
And whereas the Prius's hybrid system almost effortlessly and silently blends all the components that go into the hybrid drivetrain (save for the CVT), in the Yaris Hybrid you're continually made audibly aware that under the bonnet is not your average small turbodiesel engine.
The Yaris Hybrid is therefore a car to which you need to adapt your driving style in order to get the best out of it. Gentle throttle inputs are the best way to enjoy driving it, something you'll be rewarded for at the pumps. It's also fun to watch the graphics on the interior screen plotting how efficiently you're driving and whether it's the engine or electric motor/battery pack sending power to the front wheels. And in urban driving conditions you're likely to spend at least 40 per cent of the time driving on electric power only; as usual, it's a case of leaving it in Normal mode and letting the clever electronics decide when to run on all-electric power, rather than sticking it in EV mode yourself.
As for the all-important economy figure, a three-hour test route that took in a decent range of everyday driving conditions returned a figure of 65mpg, versus the official claimed figure of 76.3mpg for the T Spirit we tested (the base T3 and T4 models boast an even more impressive 80.7mpg). It was a highly commendable performance, but it's worth noting that the flat roads around Amsterdam didn't allow for a test replicating the UK's naturally hilly road conditions to be factored into the overall figure.
The Yaris Hybrid rides, handles and steers in much the same way as its conventionally powered siblings, even given its extra weight, 20mm increase in length and the 16in alloys of our T Spirit test car. The mature ride quality is a particular highlight that, coupled with steering that is light but not completely devoid of feel, makes the Yaris Hybrid a fine performer around its natural habitat of town centres.
Clearly, the Yaris Hybrid is aimed at a very particular type of buyer, one who cares more about economy, comfort and space than performance and driver involvement. And Toyota has absolutely nailed the Yaris Hybrid for the type of buyer who's going to buy it, a type that's on the rise in these increasingly eco-conscious times.
It looks funky enough on the outside, if a little dowdy inside (but the amount of space helps compensate for this). It also rides nicely and is comfortable and well equipped.
Crucially, the fuel economy is impressive, as is a sticker price that is not only lower than the Jazz Hybrid's but also undercuts super-frugal turbodiesel economy specials including the Ford Fiesta Econetic and Volkswagen Polo BlueMotion.
But would you, the enthusiast, go for the Yaris Hybrid over its more zesty peers? Like the Prius and Auris Hybrid before it, the Yaris Hybrid will certainly appeal to the head, but the heart may not thank you for buying one.
Price: from £14,995; 0-62mph: 11.8sec; Top speed: 103mph; Economy: 80.7mpg (T Spirit 76.3mpg); CO2: 79g/km (T Spirit 85g/km); Kerb weight: 1085kg; Engine: 4 cyls, 1497cc, petrol, plus electric motor; Combined power: 98bhp: Torque: 82lb ft (petrol engine), 125 lb ft (electric motor); Gearbox: CVT
Citytiger
Have a word will you, "shame
Have a word will you, "shame the fun factor is missing", its a Toyota Yaris Hybrid, Toyota, Yaris and fun dont appear together, what does, is well built, reliable, and dependable. Not every one wants sports suspension and big alloys.
I cant remember the last enthusiast I saw in a Yaris, if any car that you have tested recently deserves 5 stars this it, this is a game changer, it puts serious and proven technology within the reach of the average buyer, forget your Vauxhall Ampera at £38k, this is what should have taken the crown as car of the year, I think a few manufacturers will be reviewing their price lists, a Toyota Hybrid or a diesel Fiesta, there is only one sane choice, oh and no DPF problems.
Citytiger wrote: I cant
Citytiger wrote:
+1..totally agree. The incredibly impressive figures and price are undermined by the throwaway comment about fun-to-drive. If you want that, get a Fiesta or a Panda..but then neither of them come close to offering the economy/value ration this does. Respect where it's due.
Orangewheels
plug in?
No plug in option?
and why instead of cutting down the 1.8 petrol to a 1.5 litre didn't they just use an even smaller engine with a turbo for much better CO2?
Orangewheels.co.uk
Chief Mechanic
Toyota used the 1.5L 1NZ-FXE
Toyota used the 1.5L 1NZ-FXE engine in the Yaris Hybrid because it's a proven design and a form factor small enough to fit in the Yaris carbody. It was originally used in the first-generation Prius (1997-2003), which is similar in size to the Yaris.
As far as adding a turbocharger goes, I wonder if that can be done with an Atkinson Cycle engine (which is what the 1NZ-FXE is).
Come on autocar - thats an
Come on autocar - thats an unfair statement about "shame no fun factor". Folk who buy this car are not the boyo's tramping the right foot at the lights are tearing up the Welsh countryside roads to see if they can scratch the door handles. No this is a seriously decent car - best in class - and being offered with sufficient goodies to make it a pleasant mode of transport at a price which folk can afford
what's life without imagination
kcrally
15 grand is very expensive
15 grand is very expensive for a Toyota Yaris ( even if it is a Hybrid ). It would take years to claw back the savings in economy. I would expect a Yaris to be closer to £10k. Is it worth it ?
www.KOOOLcr.com
"..15 grand is very expensive
"..15 grand is very expensive for a Toyota Yaris..."
Think some forummers should read some up-to-date price lists
Ford Fiesta 1.4 5-door automatic - £15,050
disco.stu
Doesn't add up
Autocar: "EV allows the Yaris Hybrid to run on electric power only for short bursts ... but inject anything more than a big toe's worth of pressure on the throttle and the engine kicks back in.
"Trying Eco mode once is enough; it saps power too much and makes acceleration either a painfully slow or painfully noisy experience (usually both), as the hybrid system doesn't like to be revved.
"So, best leave the Yaris Hybrid in normal mode, which is where its best work is done."
Which implies that in the real world it will either be slower or thirstier than the stated figures (and probably both). Yes, you'll avoid the congestion charge if you regularly drive into central London, but in every other way the similarly-priced 1.4 diesel will leave it for dead, and probably be more economical to boot. If you want to go slowly, but the £9,995 base model and the extra £5K will buy you enough extra fuel to last well beyond when you've sold the car.
They might be getting close, but they are yet to reach the tipping point of a hybrid being a better bet than a diesel for most people. It's hardly a game changer as suggested by someone above.
www.TheCarExpert.co.uk
I don't get those posters who
I don't get those posters who criticise Autocar for saying its no fun to drive. This is an enthusiasts' car mag, so let Autocar judge it according to enthusiast criteria.
After all, not everyone visiting the website will know that other Yaris's are a bland drive. Someone in the market for a new hybrid car may stumble across this site and want to know how much fun it is.
And for goodness sake, why can't Toyota make a car more fun to drive? Its not like they do't have the know-how or are going to alienate the customers who don't need fun.
Johnny English wrote: I
Johnny English wrote:
Really? Doesn't quite stack up when dullards like the VW Golf and the Skoda Superb are hugely praised in Autocar tests...the most un-interesting cars i've ever driven.


Bruce & Boivin Consulting Group Inc.
Description: Bruce & Boivin Consulting Group Inc. (Bruce & Boivin) offers event management, Corporations and Private Sector enterprises across Canada.
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Bruce & Boivin have managed and coordinated events and communications campaigns that range from grassroots community consultations to large-scale conferences and events with budgets in excess of $1.7 million and as many as 15,000 participants.


When searching for a new DCIM (Data Center Infrastructure Management) solution, one often comes across a variety of tools the features of which usually comprise of the floor space, power, and climate management tools associated with facility management. However, most of these tools are only capable of managing core IT components such as distribution cabinets, routers, switches, and storage systems and supporting their change management and component accounting. Most DCIM software providers fail to offer a solution for managing the more detailed and underlying IT components of a data center, such as virtual systems, cables and wiring, patch management, network connections, and addressing, even though these are the very properties of a modern service-oriented data center that should no longer be overlooked.
The acronym DCIM stands for "Data Center Infrastructure Management".
The requirements for managing data centers have noticeably changed over the last few years. Data center operators know that dealing with an ever-increasing amount of virtual systems and service-oriented IT operations for customers from various businesses needs more than facility management functionality. In addition to supporting project planning and monitoring the supply of logical and virtual IT (and non-IT) components of a data center, powerful tools to simplify and secure common daily tasks such as customer-based accounting / SLAs (Service Level Agreements) are also in demand. For many ISPs, for example, an extremely high degree of detail information is necessary in order to provide and invoice port-based services.
The fast-paced evolution of data centers has resulted in a considerable number of tools being pushed to market, all claiming to be "DCIM capable". Most of these are so-called "silo solutions" that are mainly capable of handling specific data center components or DCIM tasks that either don't play a significant role in component interoperations or, when put to the test, return inadequate results. Even in instances where integration interfaces are supplied, it is often left up to the customer to manually configure them for practical use. At the end of the day, implementing such solutions usually results in having to invest even more time in follow-up projects than the initial time necessary for implementing the actual DCIM tools.
The shortcomings of many solutions make it especially necessary to provide a clear definition of DCIM (DCIM 2.0). After an initial DCIM market consolidation, approximately 50 products are expected to remain. These are likely to include not only the aforementioned traditional "silo solutions" and other market-relevant products, but also products from the service management field.
In response to projected developments in the Service Provider and cloud computing industries (housing, hosting, virtualization, IPv6, etc.), it is the service-based solutions in particular that are expected to continually increase in importance. In contrast with DCIM, a number of customer-oriented standards and regulations (ITIL, ISO 900x, ITSM, etc.) already exists in this area. ITIL (IT Infrastructure Library), for example, takes a holistic approach for managing IT infrastructures, based on either a CMDB (Configuration Management Data Base) or a CMS (Configuration Management System). Its best practices and guidelines provide most of the groundwork for the processing and management of services. Also worth noting is that some software companies have taken to using the term SMDB (Service Management Data Base), attempting to emphasize their relevance in service-oriented software trends, even though the ITIL considers CMDB to comprehensively cover all aspects of configuration and service management.
Service-based tools can be applied to many different areas of management. For DCIM 2.0 only those will be relevant that cover all essential disciplines of data center management. These include power and climate management, (project) planning, cable management, and rack management down to the port level. Moreover, DCIM 2.0 must be compatible with ETL processes (Extract, Transform, Load), EAI (Enterprise Application Integration), EMA (Enterprise Management Architecture) and more, making it a viable and future-ready solution for meeting the individual requirements of specific customer environments (e.g. integrating certain non-IT elements such as sensors) and continuing, perhaps accelerating, technological developments.
It is to be expected that trends in the mobile device market will have considerable influence on the further development of DCIM products. Since the tablets and smartphones currently on the market are already capable of administering complex IT systems via touchscreen, we expect DCIM mobile apps with graphics-based usage to leave today's cumbersome web-based solutions behind.


text:
Jean François Langlois (26 June 1808 – ?) was a New Zealand whaler and coloniser. He was born in La Luzerne, in Normandy, France on 26 June 1808.

References

1808 births
French emigrants to New Zealand
New Zealand people in whaling
Year of death missing
Akaroa

redpajama_set_name: RedPajamaWikipedia


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text:
Barcelona eyeing move to land Sergio Aguero on free transfer
Barcelona want to sign Manchester City star Sergio Aguero on a free transfer at the end of the season.
The 32-year-old has spent the past nine and a half years in the Premier League with the Citizens, but with only six months remaining on his current contract, he is now able to negotiate a move away from the Etihad for free.
And one of the clubs interested in landing his signature in the summer is Barcelona. According to The Sun, the Catalan giants are keen to bring Aguero back to La Liga, and could make a move in January to secure his services for six months time.
La Blaugrana may have some competition to fend off, however, with Mauricio Pochettino and Paris Saint-Germain also rumoured to be interested in signing the striker.
That could force Man City into action, with the forward still waiting to see whether his current club will offer him an extended deal beyond this season. continue reading
An nou Alez
RESERVATION POUR CHRIST


text:
1 - 10 of about	10 Results
Local	(10)
Local Las Vegas	(5)
North Las Vegas	(3)
Local Nevada	(1)
Traffic	(1)
December 12th, 2018	(10)
Benny the Ice Skating Dog hits the rink in Las Vegas — VIDEO
By Mat Luschek / RJ
Benny the Ice Skating Dog, is a Las Vegas Labrador who was rescued by former professional ice skater, Cheryl Del Sangro.
North Las Vegas seeks input on plan for cyclists, pedestrians
By Mick Akers / RJ
December 12, 2018 - 7:34 pm December 14, 2018 - 12:16 am
North Las Vegas is developing a pedestrian and bicycle plan to make walking and cycling in the area more comfortable and convenient, the city announced Wednesday.
Achievement School District grows, but is it working?
By Amelia Pak-Harvey / RJ
December 12, 2018 - 6:29 pm December 14, 2018 - 12:46 pm
The Nevada program has grown steadily since it was initiated in 2016 to address the issue of underperforming schools, but because it is in the early stages, it's hard to measure its success.
Founder: New North Las Vegas theater part of bigger mission
By Mia Sims / RJ
Moctesuma Esparza grew up in East L.A. in the 1950s — a sometimes-hostile era of limited opportunity for minorities, hesaid.
Learn about state history at the Nevada State Museum
By Mat Luschek The / RJ
The Nevada State Museum is home to hundreds of pieces that have been collected to help educate people about the state and its natural history.
40 children get 'personal shoppers' for $200 Target sprees — VIDEO
North Las Vegas police officers took on the holiday role of "personal shopper" on Wednesday morning, taking about 40 children on $200 Target shopping sprees.
Trump hotel window washer dies after fall in Las Vegas
By Rio Lacanlale / RJ
A man washing windows outside Trump International hotel fell to his death Wednesday afternoon, according to Las Vegas police.
Two injured in Oso Blanca Road crash in northwest Las Vegas
By Mike Shoro / RJ
December 12, 2018 - 12:29 pm December 12, 2018 - 12:48 pm
At least two people were hospitalized midday Wednesday after a crash in the northwest valley, Las Vegas police said.
Man's death during Las Vegas burglary call ruled an accident
December 12, 2018 - 9:18 am December 13, 2018 - 6:36 pm
A man's death after a reported burglary in August was ruled to be an accident, and he likely wouldn't have faced charges had he survived, authorities said.
Women celebrate high tea at WestCare — VIDEO
December 12, 2018 - 12:35 am December 12, 2018 - 12:35 am
WestCare Women and Children's Campus hosted a formal tea party for women affected by substance abuse, domestic abuse and homelessness on Tuesday.


text:
Canada is missing the boat on China's Belt and Road Initiative
Ottawa needs to see the opportunities that would come from working with China on critical infrastructure projects in the least developed countries.
Daniel Drache, A.T. Kingsmith, Duan Qi
Five years into the Belt and Road Initiative (BRI), China faces many accusations that it is using its "debt-trap diplomacy" to hold partner states captive. Western experts estimate that the final cost will exceed $8 trillion. But the People's Republic of China's strategy of investing billions in more than 15,000 projects in 152 countries – on roads, bridges, dams, fibre-optic cables, ports, and schools – has not forced any of its investment partners to quit despite growing indebtedness. As we highlight in our book, One Road, Many Dreams, about 40 percent of the BRI's members are among the least developed countries in the world.
Canada shouldn't underestimate what is happening. Ottawa has paid too little attention to the complexities and importance of the BRI, and is making a serious mistake in not seeing that Beijing's global initiative offers important opportunities for Canada to work alongside both China and the least developed countries in the world to develop critical infrastructure projects. Beijing gets a bad rap. But are China's critics in the business press exaggerating when they say countries are being put in financial jeopardy?
The least developed countries are by definition high-risk economies
Debt distress is a very slippery term. Poor countries are high-risk economies ravaged by civil war, primitive infrastructure capacity and most often without easy access to global markets. Many of China's partners are weighed down by earlier loans and debts from multilateral financial institutions and are heavily indebted.
Yet even the Chinese are worried about the viability of some of these major infrastructure projects and have issued a number of International Monetary Fund (IMF)-like guidelines about debt sustainability and the dangers of ill-planned endeavours. In a comprehensive studyeconomists at the Rhodium consultancy reviewed 40 cases of external debt renegotiated between 2007 and 2019, and found there was only one case of asset confiscation, in Sri Lanka. Even there, negotiations with China are underway to find a solution. Beijing has been open to renegotiating about $50 billion of loans to the surprise of many China watchers. In these cases, debts have been cancelled or payment deferred.
Renegotiating debt with its BRI partners
China is more willing than the IMF to renegotiate the terms of loans, willing to re-examine deals on a case-by-case basis, a notably rare practice. In Pakistan for example, interest rates fell from 2.4 percent to 1.8 percent in 2017, and so Beijing extended the loan payment payback period and forgave some of the debt. Beijing is in debt-reduction negotiations with Malaysia, Sri Lanka, Kenya and other countries. What is apparent is that the focus on "distress" gives the impression of an anxious individual, but many countries have the capacity to carry debt until the business cycle is more favourable to their export industries.
Still, many of the projects remain clouded in controversy because crony capitalism is on the rise across the globe as deregulation has weakened state financial governance of public contracts. Local elites are diverting public funds into their pockets perhaps on an unprecedented scale since the 2008 financial crisis. The BRI is still struggling with the need for strengthened accountability norms in awarding public contracts to conform to international standards. Beijing is in talks with the World Bank to address transparency issues in awarding public contracts.
China's course correction: re-evaluating ROI
For the next five-year phase, Chinese authorities are looking for higher returns on their investments and are increasing their oversight in the management of projects. Yet global media attention has been focused on the things that have inevitably gone wrong. For example, there was the development-fund controversy in Malaysia that contributed to the ousting of prime minister Najib Razak in May 2018. In spite of instances like this, however, it would be a costly mistake to wholly ignore the BRI's successes. In the first five years, China built 200 hydroelectric dams, 41 gas and oil pipelines and 203 railway lines, roads and bridges in Africa and South and Central Asia. It is also short-sighted to underestimate China's soft power advantages that have come from its leadership role in global development and poverty eradication.
However, long-term BRI governance issues persist with respect to community development, the dislocation of people in major cities and often indifference to environmental concerns. In Kenya, Tanzania and the Maldives, public resentment toward China has grown. Chinese investment is often perceived as "the ugly foreigner" putting small- and medium-sized enterprises out of business. Some of the reaction can only be described as xenophobic. In Africa in particular, where more than one million Chinese now live, inevitable tensions have flared up between locals and the diaspora.
Beijing is very far from its long-term strategy of replacing global multilateral institutions such as the World Trade Organization with different rules and goals that are more favourable to Africa, Asia and beyond. In the first five years, Beijing's initiative has been non-confrontational and pragmatic. It does not require any loyalty tests from its 150-plus member investment club and is flexible on the terms and conditions it offers. It has no one-size-fits-all template for its policy banks when signing deals to build dams, hydroelectric plants, railways, sanitation facilities, sports stadiums and more. Beijing does not require cuts to a partner country's social welfare programs or impose other austerity goals.
For countries in Africa and Asia, the Asian Development Bank has warned of a $40 trillion infrastructural deficit, and China is now the world's largest infrastructure investor. By comparison, the advanced industrial world is spending a fraction on global infrastructure investment; it is not pulling its weight. Compared to the Marshall Plan's $130 billion investment in current dollars, the BRI surpasses it in scale and imagination.
Roadblocks ahead
The Chinese model of global and regional development relies on state-owned enterprises to deliver hundreds of complex infrastructural projects from the planning stage, through construction, financing and after-service management. In the next five years, this could change with China looking for Western investment from public and private institutions.
It is only natural that some of China's bilateral projects will fail because in the world of infrastructure development, a 100-percent success rate is not possible. There are too many uncertainties and roadblocks preventing projects from being built on time and within budget. Chinese debt is a big problem for the domestic policies of partner countries as local governments working with China struggle with dangerously high debt loads. And China could have the same problem externally, lavishing a trillion-plus dollars on infrastructure projects abroad.
The question is what will be the long-term impact on regional integration of the world's largest Keynesian stimulus program? Will it eradicate poverty? Integrate neighbouring economies with these infrastructural corridors? Launch some of the least developed economies on a different growth trajectory? Financially, is it sustainable?
It will take more than another decade to definitively evaluate China's successes or failures with the attention that it deserves. In the meantime, Canada, like every country, needs a strategic response to China's global infrastructural initiative. As yet, it doesn't have a well-thought-out answer. The newly formed Canada-China parliamentary committee should make the BRI a foreign-policy priority and propose a set of recommendations to the Trudeau government from an international development perspective. China's infrastructural-driven diplomacy is too important to underestimate as it gathers momentum for the decade ahead.
https://policyoptions.irpp.org/magazines/january-2020/canada-is-missing-the-boat-on-chinas-belt-and-road-initiative/
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It's difficult to know whether or not the capital cost of a store remodel will be worth it over the life of the remodel. So here are few initial questions to ask yourself as you decide.
1. How long has it been since the last remodel of my store?
Stores should be remodeled every 5-10 years. However, ultimately competitors will determine a renovation's lifespan. In areas with little competition, a renovation will remain fresh for much longer than in areas where competitors are frequently updating their looks. The quality of the renovation also helps determine its lifespan. As mentioned, on average a good design can last 5-10 years, whereas a trendy design may only last 10 minutes!
2. Am I keeping up with the "Joneses"?
Although this is not a great standard to live your personal life by, it is an essential question when determining whether or not your store is keeping up with competitors. Take a look around your community and evaluate whether your store has the same engaging impact and positive customer experiences as your competition. Don't limit your evaluation to direct competitors (i.e., other c-store and/or gas stations). You'll also want to look at coffee houses, fast-food location such as Dunkin Donuts, McDonalds, etc, and grocery stores.
3. Am I offering the latest trends in C-store offerings?
Food service is driving most of the C-stores sales now. Retailers should expand and focus more on food-to-go and other high-profit items instead of lower-margin gasoline and tobacco. Expanded food service offerings are one of the reasons c-stores have fared better than most sectors during this recession.
The struggling economy may be slowing geographic expansion for some companies. That is why store remodels are more popular than ever as retailers strive to get the most bang for their capital improvement buck and outshine competitors. Remodeling a location usually costs less than building one from the ground up. And since the economy has turned, contractors are working harder to ensure their prices are competitive. So now is a good time to move on your remodel considerations.
A typical ROI calculation is a ratio of increased sales to the amount of investment. For example, if a renovation cost $100,000, and the store earned $20,000 more in the year following the renovation, the ROI is 20 percent. That's a highly simplistic view of ROI, however, and ignores the impact on sales of variables other than the renovation, such as competition, weather and population patterns.
Researching customer needs in advance of a remodel can pay off big and greatly affect the ROI. Do your research!
Conduct focus groups to learn what is important to your customers.
Visit busy competitors to see what elements are selling best.
For example, one company's research suggested customers like to socialize in stores. "There's a Mayberry aspect of the community. People want to meet their friends and chat at the store," the company spokesman says. So when the company built a new store, it included a comfortable sit-down area for shoppers to eat prepared foods. It also added sushi, prime beef and other value-added items prepared by in-store chefs after the research indicated many customers have young families and want more convenient prepared foods.
Many stores have boosted profits by adding prepared food departments.
The deli area can be a draw for customers if it is stocked well with lunch trays, breakfast items and other to-go items.
Hot grab-n-go and ready-meals may be a perfect addition to stores in a community with family's where both partners work full time.
It's the little improvements like this that customers notice the most.
WHAT ELEMENTS DO NOT PAY OFF?
Elements that do not pay off are ones inefficiently tie up staff or need to be manned continuously. Even if it's slow, an employee can't leave to stock shelves or do other important tasks.
This is where the expertise of a design consultant will serve a retailer well. An experienced consultant will be able to objectively guide a retailer toward areas that would increase revenue and steer clear of areas that will not pay off. A good consultant will also not get caught up in trendy design, but will look forward providing a design that will sustain and remain profitable for up to 10 years.
Finally, renovations will not fix underlying problems. For example, a retailer that invests in new decor and other cosmetic improvements, but it does not change its prices, keep the store clean, improve employee morale or train employees well enough to provide that essential element of a positive customer experience. Remodel dollars are wasted if you don't take care of the underlying problems.
Retailers considering renovations should pay close attention to new Internal Revenue Service (IRS) regulations affecting the way renovation costs are treated. The new rules help taxpayers determine if their renovation costs should be deducted as an expense or capitalized. The old regulations were ambiguous, and the taxpayer could make a subjective judgment about that. While considering the cost of a remodel a retailer should also consult the advice of an accountant to determine the tax implications and how they will affect the overall ROI.
At PES Design Group we are specialists in Restaurant, Food Service and C-store design and have a staff of knowledgeable consultants with over 25 years of experience in planning innovative, attractive, efficient and profitable C-store facilities. We will use our years of experience to design innovation and uniqueness into your project helping you to set yourself apart from the rest. We can provide you with a remodel design that will help you achieve a greater positive customer experience, top your competition and increase profits!
Don't take our word for it! Visit our portfolio page at portfolio.pesdesigngroup.com for a list and photos of projects our consultants have done during their 25+ years in the C-store Design Industry as well as testimonials from very satisfied clients.
Jim Richards (Sr) is a Principal Design Consultant and C-store Specialist with the PES Design Group, Midwest Office. During his 25 years of experience in the C-store Design Industry, Jim has designed many c-stores that are modern, innovative, efficient and most importantly… PROFITABLE.


The most hated sort, and with the greatest reason, is usury, which makes a gain out of money itself, and not from the natural use of it. For money was intended to be used in exchange, but not to increase at interest. And this term usury, which means the birth of money from money, is applied to the breeding of money, because the offspring resembles the parent. Wherefore of all modes of making money this is the most unnatural.
↑ 1.0 1.1 Eugen von Böhm-Bawerk. "Capital and Interest: History and Critique of Interest Theories", 1959, page 10,167.
This page was last edited on 9 June 2012, at 09:15.


In a collection of essays, a beloved nature lover chronicles his 50-year relationship with Cape Cod, an iconic American landscape, paying tribute to the Outer Beach's impressive literary legacy, meditating on its often tragic history and exploring the strange, mutable nature of time near the ocean.
"The natural and human history of the Galapagos Islands-beloved vacation spot, fiery volcanic chain, and one of the critical sites in the history of science. The Galapagos were once known to the sailors and pirates who encountered them as Las Encantadas:the enchanted islands, home to exotic creatures and dramatic volcanic scenery. In The Galapagos, science writer Henry Nicholls offers a lively natural and human history of the archipelago, charting its evolution from deserted wilderness to scientific resource (made famous by Charles Darwin) and global ecotourism hot spot. He describes the island chain's fiery geological origins as well as the long history of human interaction with it, and draws vivid portraits of the Galapagos' diverse life forms, capturing its awe-inspiring landscapes, its understated flora, its stunning wildlife and, crucially, the origin of new species. Finally, he considers the immense challenges facing the islands and what lies ahead. Nicholls shows that what happens in the Galapagos is not merely an isolated concern, but reflects the future of our species' relationship with nature--and the fate of our planet"


The French brand returns to New York after a season in Paris.
Creative director Cecilia Bonstrom took a break from casting Zadig & Voltaire's ready-to-wear show, which took place on Monday afternoon, to discuss the brand's return to New York Fashion Week and a series of collaborations, including a hookup with the NBA that will be seen on the runway. She was joined by Christopher Tate, chief executive officer and board member, who said that Zadig & Voltaire will open 10 stores in 2019, and its wholesale business is also expanding.


If the XBox Live Indie Games programme hadn't fallen to bits, Avatar Lawnmower Simulator would have been my second commercial release for the Xbox 360. Written in C# for .Net Compact Framework, ALS relies heavily upon the Avatar API for XBox Live, and as such will not see a PC release. Using some very tightly-timed code the 3D lawn can be interacted with and mown by up to four players simultaneously.


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Sauté sliced fresh okra until it stops roping add a can of diced tomatoes and a few breakfast sausages which I squeeze out of the jacket. Season with salt and pepper. Serve with slices of polenta grilled or fried.


The era of big bands, grand ballrooms and casino nightlife comes alive in The Eddy Duchin Story, a musical biography of the talented pianist and bandleader who set New York society on its ear in the 1930s and '40s. Tyrone Power portrays a determined Duchin, who arrives in Manhattan dreaming only of a "red Stutz Bearcat and a bankroll as big as the Ritz." With the first note he plays, Duchin steals the heart of society girl Marjorie Oelrichs (Kim Novak), who teaches Duchin that love, not money, brings happiness. But as soon as that happiness is purchased, a tragedy happens, leaving Duchin alone with a newborn son and no will to live. George Sidney directs this moving story of a man who discovers too late the real wonder of life. An emotionally rare motion picture scored to the unforgettable music of Cole Porter, George Gershwin, Frederic Chopin and Oscar Hammerstein.
© 1956 renewed 1984 Columbia Pictures Industries, Inc. All Rights Reserved.


text:
Turning the Corner on Race in America
By Bakari Kitwana
Far too often, the conservative analysis of race dominates contemporary American public policy and national discourse. This was the unspoken but understood variable when Baltimore State's Attorney Marilyn Mosby approached the podium in the midst of Baltimore's unrest in May. Her willingness to fly in the face of this tradition resulted in one of the most important public statements made by a black elected official in recent memory.
Rather than caving in to the double standard rhetoric for policing, accountability and justice in black, brown and poor neighborhoods normalized over the years by officials and politicians alike, she told the plain, necessary truth. Calling for the need to develop "structural and systemic changes for generations to come," Mosby directly addressed those whose issues are rarely at the heart of America's collective public concern — black American youth:
"You're at the forefront of this cause," Mosby said. "And as young people, our time is now."
Such honesty is sorely missing from the manner in which this nation has historically approached resolving contemporary racial dilemmas.
Too many Americans routinely use stereotypes about people of color rooted in misinformation as a way of justifying institutional and structural racism. Such perspectives have come to hold far too much sway in the court of public opinion and in the arena of public policy in key areas of black life.
Rather than confront the inherent racism in America's criminal justice system and bring an end to the prison industrial complex, for example, these talking points have come to inform the public that the reason blacks are disproportionately incarcerated is because they commit the most crime. Or consider the decades-old jobs crisis facing blacks, who, for the last six decades, have endured unemployment rates of twice their white counterparts: Rather than offer a jobs plan, the conservative race analysis dog whistles that the problem is blacks wanting free stuff and without wanting to work hard.
Too many Americans routinely use stereotypes about people of color rooted in misinformation as a way of justifying institutional and structural racism.
The truth of the matter is that such thinking springs from the same well as the defense for the Confederate flag. The conservative race analysis informed Americans for years that the rebel flag was as mere part of Southern heritage, while feigning ignorance about its roots in black oppression and white supremacy. These perspectives have been normalized in American popular discourse on race to the point of being accepted by many Americas as common sense. This is American "racecraft," and reinforces obstacles to blacks gaining equality.
The civil rights and black power movements radically transformed the nation when it came to human rights. Yet injustices persist in education, employment, housing, income and, of course, criminal justice. All are reminders that the goals of the civil rights movement — often referenced today by those on the right as a bygone era — remain unfulfilled.
In the five decades since major civil rights legislation, the conservative race analysis has not only become increasingly emboldened, but has also become entrenched and reinforced in legislation at local, state and national levels. Rife with excuses for institutional and structural racism, it remains one of the most tenacious obstacles to full citizenship for black Americans.
Thankfully, a bold new generation of young activists, in tandem with the ongoing work of well-established civil rights organizations and public intellectuals, insist the time for change is now. Through protests and community mobilization efforts like #Justice4Trayvon, #Justice4RenishaMcBride and #Justice4FreddieGray, and organizations like Millennial Activists United, Lost Voices, Leaders of a Beautiful Struggle and Bmore United, they have begun to directly confront what President Barack Obama, in response to the Baltimore uprising, called "business as usual."
Their efforts have begun to change the national discourse on race. Count the ground shift in national sentiment about the Confederate flag among their victories. Yes, the tragic mass shooting deaths of nine churchgoers at a South Carolina church connected the dots for many between the flag and the white supremacist rhetoric Dylann Roof spouted. But how often had we previously seen that line drawn with no response? The youth protests from Ferguson to Baltimore and their race analysis via #BlackLivesMatter and beyond helped change the equation.
In this way and more, a new generation's unwillingness to back down on the issue of state-sanctioned executions of unarmed young blacks in America's streets by police may be the catalyst for a giant step in social change not seen the U.S. in the last half-century.
Grassroots organizations with solutions to the problems that plague black communities have for too long been ignored. Until now, they have been casualties of an out-of-date racial politics. But the political winds are blowing. And those concerned about a meaningful future for this nation should join their efforts to turn the corner on race. It is prime time for a new way forward.
Bakari Kitwana is the curator of the essay series "Change the Perception of Black Men by 2020," executive director of Rap Sessions and the author of the forthcoming "Hip-Hop Activism in the Obama Era" (Third World Press, 2015).


Subject: Is Ali higher status then Prophets?
Question: Why do Shia believe that Imams(AS) are superior to all prophets except our last prophetSAW???
Can you prove from Quran and Sunni Hadeeths??
Answer: 1. It is a clear fact agreed upon among all Muslims that the Prophet Mohammad (SAWA) is the best of all creatures and the master of all prophets and all apostles.
2. Infallable Ahlul Bayt (AS) are from him, as Allah (SWT) says in the Holy Quran in verse (Aal Imran 34).
The result is very clear that as the status of the Prophet Mohammad (SAWA) is higher than any other prophet, the status of his Progeny who are from him, is higher than any one except the Prophet Mohammad (SAWA). If you believe that Prophet Mohammad (SAWA) is the highest, then his progeny who are from him should have the highest status after him.