Is My Child Ready for Music Lessons?
Child prodigies are sprinkled throughout music history. Even though there are miraculous stories of 3-year old children playing the classics, that doesn't mean most children that age are ready for music lessons.
Before a child is enrolled in music lessons, there are multiple things to consider. There are physical requirements that must be met, milestones reached in child development, and a real interest in learning to play. But how can you know if it's time to start lessons?
Most children start piano lessons between the ages of 5 and 8. By this stage, the child is tall enough to sit at a piano bench and reach both the keys and the pedals. To learn to play the piano, a child's hands should be large enough to comfortably span five keys. He should be able to move each finger independently and mirror movements from one hand to the other.
For guitar lessons there are similar physical considerations like hand size and ability to hold the guitar properly. Did you know there are several sizes of guitars to choose from depending on your child's size? Yup, and we can help you figure out which option is best.
There are certain child development stages a child should reach before beginning formal music lessons. To begin taking structured lessons, a child needs to be mature enough to sit, concentrate, and follow directions. He also should be able to tell right from left and have some concept of spatial awareness. If a child can read, it can make the process of learning a new instrument much easier.
Before starting a child in music lessons, make sure she has an interest in learning more about the instrument. A younger child is not yet mature enough to put time and focus in music lessons for an instrument she doesn't want to learn. Before lessons begin, she should show an interest in the instrument and want to play it on her own just for fun.
Is Your Kid Curious About Music?
One good experiment would be to purchase a keyboard, or borrow one from a friend, and set it up somewhere in your home that's easily accessible. Does your child show curiosity about the keyboard? Notice if they naturally begin exploring and playing around on the instrument without your encouragement. This is a tried and true method to discover if your child is ready for lessons. Contact us to find out more.
Although formal music lessons do not typically start until the ages of 5 through 8, children have a better chance of musical success if they are prepared before lessons begin. The first music lesson should never be the first time a child is exposed to an instrument. The child should be familiar with the instrument and be given an opportunity to explore and learn the sounds it makes.
Before starting piano lessons, purchase a small keyboard and make it accessible by putting it in the living space, not in a back corner of a room. Encourage the child to explore it and be creative with the sounds it makes. When a child is prepared for his first music lesson and has a basic idea of how the instrument works, it increases his confidence and gets him excited about learning more. The same is true for almost all instruments. If your child is curious about playing guitar, for example, do what you can to get a guitar in your child's hands and let them explore. This natural curiosity could be the beginning of a meaningful journey into music.
If you're interested in talking to a professional to see if your child is ready for music lessons, contact B&B today and receive a FREE consultation. We are happy to share our experience with you and help you determine if your child is ready for music lessons.
We've been changing lives through music, one lesson at a time, since 2005.


text:
Mountain Madness – Ski As Fast As You Can From The Approaching Avalanche
by editor | Oct 9, 2019 | Android Game Reviews
The Play Store is flooded with tons of apps on various kinds. They belong to the health, utility, finance, sport and a lot other category. What fascinates the mobile users a lot are the gaming apps. Game apps never run out of date. They grab the attraction of both the young and the old alike. One game app that I saw my cousin play recently is the Mountain Madness. I loved the interesting app and downloaded it for myself as well.
Mountain Madness features a cute little penguin who escapes from a house as the angry avalanche comes along in a hot pursuit. The penguin glides down using the ski boards to reach the finish line. The difficulty increases as the level gets higher. The levels are clearly tracked at the top of the screen and the gold coins collected are also correctly displayed.
The objective of the game is to ski fast, dodge the trespassing skiers and reach the finish line to get safe. As you march towards the finish line, you will have to deal with many fellow trespassers by controlling your speed such that you don't knock them off as you may end up hurting yourself. You must also be aware of the trees that stand tall. When you get hit by them, you will be thrown wide and fall dead.
A clean and neat plan will make you win. All the control lies with how you move your thumb finger. You can move the character from left to right using your thumb and also maintain your speed. When you make a near miss from the hurdles, you earn more points. The closer you go, the higher you score. A strategic player will definitely win and with time you will be able to master the game.
The game is full of fun and I would love to see a multiplayer option to share the entire fun with my fellow friends. I wish the awesome team of JaffaJam will come up with an idea like this to increase the pleasures of playing the game. However, I can share my achievements in the game via the share button on Facebook, WhatsApp and other social media.
The background music and sound effects are so nice and they can be muted as and when we prefer. I also loved the vibrant colors and graphics of the game as it was very fresh throughout the gaming experience. On the whole, Mountain Madness is one complete recreation to both the kids and adults when they get gaming on.
The app is free for download and has in-app purchases for adding other characters and equipment. An ad free version can also be unlocked. This casual game app is available for both iPhone and Android users.
Space Marshals
by editor | Sep 10, 2019 | iPhone Game Reviews
Space Marshals developed by Pixelbite is a slow-burning, tactical shooter with typical fast-paced, high-score-obsessed affairs that many dual-stick shooters adore to be. It is all about stealth, and using sounds to distract enemies, and trying to avoid wild fire fights.
Space Marshals does a lot right, including with its reward-based loot system. It is the first episode of a series, and there's many to look forward to from this game.
What is Space Marshals Game About
Space Marshals is a Sci-fi Wild West adventure taking place in outer space. It is tactical top-down shooter puts you in the shoes of specialist Burton in his hunt for dangerous fugitives after a disastrous prison break.
Quality Tactical Combat
You can use the environment to your advantage. Avoid attacks by taking cover. Flank enemies for extra efficiency, but avoid getting flanked yourself. Also use the tools of the trade to gain an edge – frag grenades, flash bangs, distractions, personal shields, proximity mines and more.
Effective Stealth
Select your approach with care. Some say running into the fray guns blazing isn't always the best option. Use distractions to single out opponents. Use disguises and covers to sneak past irrelevant guards. Use silenced weapons to covertly reduce the enemy numbers.
Experience Load-outs & Gear
Selecting your load-out is a big part of your tactics. In addition to body armor and grenades you can carry one two-handed and one single-handed weapon in each mission – and there's something for everyone.
You can come across
Throwing axes and more
Important Features of Space Marshals
Tactical top-down shooter
Episodic storyline in three chapters – ALL chapters out now!
Gorgeous stylistic HD graphics rendered in Retina resolution (full Retina not supported on iPad 3)
Optimized for iOS 8 and Metal graphics!
Wide range of weapons and gear
Performance based mission rewards
Multiple factions to fight with or against – or pitch against each other
Dual stick controls with a set of different options
MFi controller support (requires extended layout)
iCloud save game support
GameCenter achievements
English, Deutsch, Français, Español, Italiano, Português
The game is primarily promised to be episode one of multiple ones, and Pixelbite has done episodic content with Repulze game before. So if anyone's to be guaranteed to deliver exciting game in future, they're best candidate. Also there's actually a benefit here as well as they reinforced the loot system by the end of the episode.
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text:
Another Music Lover's Blog
The Sitemaps
Play Pop Music Group
admin March 23, 2019 Comments Off on Play Pop Music Group
1980's Soul Music Popular music of the United Kingdom in the 1980s built on the post-punk and new wave movements, incorporating different sources of inspiration from subgenres and what is now classed as world music in the shape of Jamaican and Indian music.It also explored the consequences of new technology and social change in the electronic music of
Aug 29, 2017 · Adding Your Own Music. One of Google Play Music's best features is the option to upload up to 50,000 audio files from your desktop to the service's online music locker.
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Freddie was unique – one of the biggest personalities in the whole of pop music. group and the role he played in making Queen into the band as we know it.
Pop music is hard to pin down. On its surface, the term "pop" just means popular music. But many genres produce. Error setting up player: Invalid license key.
It celebrated 20 years together in 2016. The group fuses a wide range of influences, including pop, reggae and island music, in songs that often top five minutes and usually are expanded further in.
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An iconic English band that was critical in the formation of progressive rock will play Allentown's Miller Symphony Hall. The announcement could signal that more popular music shows are on the horizon.
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Pop music may include elements of rock, hip hop, reggae, dance, R&B, jazz, electronic, and sometimes folk music and various other styles.For example, in the 1920s–1950s pop music drew influence mainly from jazz, beginning in the 1950s from rock and rhythm.
See episodes of your favorite VH1 Shows. Watch the latest Music Videos from your favorite music artists. Get up-to-date Celebrity and Music News.
Wanna One, the South Korean boy band who have enjoyed a meteoric rise in K-pop since their debut in August last year, will be performing in Hong Kong in July as part of their first world tour. The.
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New York, NY (March 20, 2019) — Paul Gilbert and Music Theories Recordings / Mascot. It took me decades to stretch beyond my pop song structure habits, and it feels great to be FREE, and just play.
Jul 02, 2014 · Pop Quiz: Can You Identify These Hit Songs by Just Their First Second?
The History of Pop Music New! Click here to download the Entire History of Pop Music in pdf Pop is short for popular, and it's remained the defining term for the ever-changing music favoured by the public.
Sloan is a Juno award-winning Toronto based rock quartet. Sloan has been writing and playing rock music since 1992.
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Songwriters and music publishers are suing bars around the country, saying they infringed on musical copyrights. The Baltimore Sun reports the American Society of Composers, Authors and Publishers.
Her song with Janelle Monae, "Pynk," is one of the highlights of Monae's excellent new album, and her collab with K-pop girl group Loona is hyper and effervescent. before launching into a metal.
Known as "Siervas," the band was born in a Peruvian convent three. "Modern times have modern music," said Sister Monica Nobl, a 40-year-old vocalist. "Pop-rock music is a kind of music we've heard.
Hear and Play Music Latest Posts. The Classification Of Triads According To Stability. Discover how the concept of stability is used in the classification of triads: major, minor, diminished, and augmented triads.
NEW ALBUM "BIRDS SAY" IN STORES NOW! ABOUT DARLINGSIDE "It's over now / The flag is sunk / The world has flattened out," are the first words of Extralife, the new album by Boston-based quartet Darlingside.While the band's critically acclaimed 2015 release Birds Say was steeped in nostalgia and the conviction of youth, Extralife grapples with dystopian realities and uncertain futures.
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Play music in the group you just created. In a room with one of the Echo devices, just say the artist, song or genre and the name of the group you want it to play the music on.
A dynamic original score – infused with dance and pop music – PopStar is an emotionally uplifting new musical for audiences of all ages.
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Oct 02, 2009 · Listen to more Michael Jackson: https://MichaelJackson.lnk.to/Stream!bjo ""Billie Jean"" was the first short film made for 'Thriller,' the biggest-selling album of.
The most recent tour has seen Liberty X, Atomic Kitten, S Club 7, East 17 and B*Witched travelling to Australia and New Zealand to play several gigs under a '90s/noughties reunion banner. True – the.
Thank you." Meanwhile, Monsta will become the first K-Pop group to perform at the iHeartRadio Music Festival in Las Vegas on September 21. 'Play it Cool' is out now on all major streaming services.
In "Let's Shut Up & Dance," the pop singer collaborates. success of the boy band BTS, who released two No. 1 albums in the U.S. last year and won honors at the Billboard Music Awards and.
Jan 03, 2019 · Perfume, a girl group from Japan, will also hit the stage at the iconic music festival.
Pop music is a genre of popular music that originated in its modern form in the United States and United Kingdom during the mid-1950s. The terms "popular music" and "pop music" are often used interchangeably, although the former describes all music that.
Jul 7, 2017. A band born out of the internet, LANY are a making hazy, R&B-influenced. were , you knew who played guitar, and you knew who played keys. making pop music – you've got your teenage boy-bands, the huge pop stars,
Things are coming full circle in 2019 for Glendale-based Latina pop punk. music lineup for both weekends Photographer remembers Linkin Park's Chester Bennington with a sold-out exhibition in.
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We had a huge year at Mom + Pop and a lot happened that you may have missed! We released 7 full-length albums, 2 EPs, countless singles, welcomed 4 new.
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Today Gin Blossoms announced an extension of the tour into 2019, with a slew of "New Miserable Experience Live" dates booked in February and March, including a Feb. 17 stop at Cincinnati's Bogart's.
That same weekend, Blackpink — a female foursome from Seoul heard last year in a collaborative single with Dua Lipa — will become the first K-pop girl group to play the Coachella Valley Music and Arts.
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An appropriate liturgy for receiving new members follows our understanding(s) of what membership means.
What questions have been asked historically in the church, the UCC, the DOC? What is the current value of these questions? How are these questions a stumbling block to discipleship? What questions are appropriate now? Are we a community of believers or faithers or something else? How does the answer to this question impact what is said/asked in a ritual of membership? How have my thoughts about baptism and membership changed/sharpened during this sermons series?


Pillaiyar patti Pillaiyar temple: is an ancient rock-cut cave shrine dedicated to Ganesha, located at Thiruppatthur (1 km from Thiruppatthur bus stand or Thiruppatthur Thiruthalli Nathar Temple (One of the Thevera temples), Sivaganga district in the state of Tamil Nadu, India. In the cave temple, there are rock cut images of Siva and other gods as well as several shrines. The Agama texts found on stones in the temple help date the temple between the years 1091 and 1238. A unique Tamil image of Pillaiyar found in the temple helps to verify this dating. The presiding deity of the temple is Karpaka Vinayakar or Desi Vinayaka Pillaiyar.
Karpaka Vinayakar or Desi Vinayaka Pillaiyar is the presiding deity here, and he is portrayed with two arms and a trunk curled towards his right in the valampuri mode. This 6 feet tall mammoth image of Ganesha is a bas relief in an excavated cave, off of a hill in the precincts of the temple. Scholars says that Lord Vinayaga is the Lord of wisdom, which is confirmed by the head of elephant in the shape of sacred mantram "OM". When we draw a line from the broken left tusk, starting upward, then turning left to wards right ear and after passing through the bended left tusk up to the tip of trunk, Tamil alphabet "O" appears. The Lingam in the hand indicates the alphabet "M". Together they form "OM". This is confirmed by the lord here "Valamburi Pillayar". As Vinayagar satisfies the wishes of his devotees like Karpagam tree, he is also known "Karpaga Vinayagar".
History : The Pallavas were prolific builders of rock cut temples (Mahabalipuram, Mahendravadi, Mamandur, Mandakapattu, Seeyamangalam, Namakkal, Tiruchi, Nartamalai, Kudumiyanmalai, Tirukkokarnam, Tirumeyyam, Peraiyur, Malayadipatti, Tirukolakkudi, Kunrakkudi etc.). A number of these can be traced to Mahendravarman I (615 - 630 AD) and Narasimhavarman I (630 - 668 AD). However, the inscriptions at Pillayarpatti date further back to the 4th century AD. Also, given the location of the temple in the Pandya kingdom it would only be logical to associate Pandya patronage to this temple, especially in the light of Pandya patronage at the Kazhugumalai temple not too far from here. There are several inscriptions within this temple that date back to the period between 1091 AD and 1238 AD, making it apparent that the Pillayarpatti Nagarattar became the custodians of the temple during the 13th century AD during the second growth phase of this temple, when Vimanams and Rajagopurams were built.
Location : Pillayarpatti is situated at a distance of 71Kms from Madurai and 12Kms from Karaikudi on Thirupathoor - Karaikudi state highway. As the temple of Lord Vinayagar is situated in this town, it came to be known as Pillayarpatti.
Theerthavari will be celebrated in the morning during night the Procession of five Lords seated in silver and golden Vahanam will take place.
Masi - Mandala utsavam for 48 days.


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text:
Regilio Tuur Net Worth
in Richest Athletes › Boxers
Regilio Tuur Net Worth:
Regilio Tuur net worth: Regilio Tuur is a Dutch former professional boxer who has a net worth of $10 million. Regilio Tuur was born in Paramaribo, Suriname, the Netherlands in August 1967. He had 51 total fights with a record of 46 wins, 4 losses, and 1 draw with 30 knockouts. Tuur won a bronze medal at the 1987 Turin European Amateur Championships as a featherweight.
He gained fame when he knocked out world champion American Kelcie Banks during the first round of the 1988 Summer Olympics in Seoul. Tuur also defeated Kenyan John Wanjau and Great Britain's David Anderson before being defeated by Romanian Daniel Dumitrescu who won the silver medal. Tuur turned professional in 1989 and won the World Boxing Organisation world title in 1994 when he defeated Eugene Speed. He made his professional debut in July 1989 and defeated Daniel Pantoja. Tuur ended his career with a win over Jimmy Zeikle in May 2002.
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Profession: Professional Boxer
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Miramar was founded by A.L. Mailman to serve as a "bedroom community" for nearby Miami and Fort Lauderdale. Mr. Mailman bought the original property he was to develop from H.D. Perry, Sr. in 1953. He built 56 homes on the property that were inexpensive homes of concrete and flat roofs. These homes sold quickly because of the low cost of both the homes and the land, and the city of Miramar came into being.
The City of Miramar was incorporated on May 26, 1955. At the time of incorporation, the city had a population of less than two hundred people. The first mayor of the city gave Miramar its name which translates to "Look at the Sea" in Spanish. "Miramar" was an exclusive suburb of Havana in pre-Revolutionary Cuba. The city seal is inscribed with the motto "Beauty and Progress".
Mr. H.D. Perry Sr.'s part in Miramar did not cease with selling of the land to Mr. Mailman for development. He is recognized as one of the foremost pioneers in the history of Miramar. His character and civic-activities influenced not only the lives of early residents, but continues to the present-day, as evidenced by the schools and parks in the city which bear his family's name. Many long-time residents fondly recall the community barbecues hosted by Mr. and Mrs. Perry during those early years. Others are grateful to Mr. Perry for the lessons in animal husbandry, which he conducted for the benefit of Miramar's youth so that they could learn something of farm life.
Miramar's early city fathers advocated the philosophy of planned and controlled growth. The city adopted a Comprehensive Land Use Plan in 1972 before cities and counties were mandated to do so. This provided the framework for the orderly development of future growth. A fact not widely known is that the residential City of Miramar is one of the largest cities in size in the State of Florida. With 2/3 of land not yet developed, the decision to guide and control the city's growth remains a wise one. This positive meld between business and government in their mutual concern for positive development and growth in our City is producing one of the finest cities in South Florida.
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text:
struct TRI_vocbase_t;

namespace triagens {
  namespace rest {
    class HttpResponse;
    class HttpRequest;
  }
}

// -----------------------------------------------------------------------------
// --SECTION--                                                      public types
// -----------------------------------------------------------------------------

////////////////////////////////////////////////////////////////////////////////
/// @brief action result
////////////////////////////////////////////////////////////////////////////////

class TRI_action_result_t {
  public:
    TRI_action_result_t ()
      : isValid(false),
        requeue(false),
        canceled(false),
        response(nullptr),
        sleep(0.0) {
    }

    // Please be careful here: In the beginning we had "bool requeue" after
    // the response pointer in this struct. However, this triggered a nasty
    // compiler bug in Visual Studio Express 2013 which lead to the fact
    // that sometimes requeue was involuntarily flipped to "true" during
    // a return of a TRI_action_result_t from a function call.
    // In this order it seems to work.
    // Details: v8-actions.cpp: v8_action_t::execute returns a TRI_action_result_t
    // to RestActionHandler::executeAction and suddenly requeue is true.

    bool isValid;
    bool requeue;
    bool canceled;

    triagens::rest::HttpResponse* response;

    double sleep;
};

////////////////////////////////////////////////////////////////////////////////
/// @brief action descriptor
////////////////////////////////////////////////////////////////////////////////

class TRI_action_t {
  public:
    TRI_action_t ()
      : _type(),
        _url(),
        _urlParts(0),
        _isPrefix(false),
        _allowUseDatabase(false) {
    }

    virtual ~TRI_action_t () {}

    virtual TRI_action_result_t execute (TRI_vocbase_t*,
                                         triagens::rest::HttpRequest*,
                                         triagens::basics::Mutex* dataLock,
                                         void** data) = 0;

    virtual bool cancel (triagens::basics::Mutex* dataLock,
                         void** data) = 0;

    std::string _type;
    std::string _url;

    size_t _urlParts;

    bool _isPrefix;
    bool _allowUseDatabase;
};

// -----------------------------------------------------------------------------
// --SECTION--                                                      public types
// -----------------------------------------------------------------------------

////////////////////////////////////////////////////////////////////////////////
/// @brief defines an action
////////////////////////////////////////////////////////////////////////////////

TRI_action_t* TRI_DefineActionVocBase (std::string const& name, TRI_action_t* action);

////////////////////////////////////////////////////////////////////////////////
/// @brief looks up an action
////////////////////////////////////////////////////////////////////////////////

TRI_action_t* TRI_LookupActionVocBase (triagens::rest::HttpRequest* request);

////////////////////////////////////////////////////////////////////////////////
/// @brief deletes all defined actions
////////////////////////////////////////////////////////////////////////////////

void TRI_CleanupActions ();

#endif

// -----------------------------------------------------------------------------
// --SECTION--                                                       END-OF-FILE
// -----------------------------------------------------------------------------

// Local Variables:
// mode: outline-minor
// outline-regexp: "/// @brief\\|/// {@inheritDoc}\\|/// @page\\|// --SECTION--\\|/// @\\}"
// End:

redpajama_set_name: RedPajamaGithub


text:
The Straight Poop on Accessible Airline Toilets
Sherry hadn't taken a vacation since her accident, but she was hopeful she could still travel in her wheelchair. Her sister convinced her to give it a try and together they planned a winter beach getaway to Florida. She was relieved when the airline reservation agent told her there was an accessible bathroom on the airplane, but horrified when she actually saw it.
Sherry recalls, "My sister usually helps me transfer, and the on-board bathroom just wasn't big enough for both of us. In the end I couldn't use it. I couldn't believe that tiny room was actually classified as an accessible lavatory!"
Sherry isn't alone. Many travelers discover the real truth about accessible airline toilets the hard way. How does this happen? To better answer that question, lets take a look at what the law has to say on this subject.
Under the Air Carrier Access Act (ACAA) all twin aisle US aircraft built after 1992 are required to have at least one accessible lavatory. The law further requires the accessible lavatory to include a door lock, an accessible call button and grab bars. There are no specifications about the height or placement of the grab bars or the toilet. In place of those specifications are performance standards.
In other words the regulations describe the access in non-architectural terms. Instead of stating that the toilet shall be a certain height and there shall be a certain amount of space in the lavatory, the regulations merely state, "This lavatory shall permit a qualified individual with a disability to enter, maneuver within as necessary to use all lavatory facilities and leave, by means of the aircraft's on-board wheelchair."
These performance standards are ambiguous at best, and I guess somebody could argue that if they can't use the lavatory then it's not accessible. However that's not the issue here. The issue is, how the airlines interpret these regulations and what features you can realistically expect to find in an on-board accessible lavatory.
In practice, most airlines interpret the regulations to mean there should be enough room for a wheelchair-user to perform an unassisted front transfer to the toilet from the on-board wheelchair. Space is at a premium and you won't find any 5X5 turn-around spaces in on-board accessible lavatories.
There are suggested guidelines for on-board accessible lavatories; however they are only suggested, and not required. The airlines can choose to follow the suggested guidelines or opt to adopt their own architectural standards that fall within the parameters of the performance standards in the ACAA. In short, an airborne accessible lavatory is not the same roomy model you'll find on the ground.
As far as US airlines go, Continental Airlines has some roomier-than-average accessible lavatories on their 777s. These accessible lavatories are 45 inches wide and 35 inches deep. Granted, after the fixtures are installed it's a bit tight; with only 23 inches in front of the toilet and 21 inches on the side of the toilet. Still, compared to other domestic configurations it's pretty roomy. The doors open out and the doorways are approximately 23 inches wide. Not huge, but wide enough to accommodate an on-board wheelchair.
Even though you'll find the best lavatory access on twin aisle aircraft; some carriers, such as Continental and Air Canada, have also made efforts to make their single aisle aircraft lavatories more accessible. These lavatories are still the standard airline-size; but in most cases the floor space can be increased by closing the privacy curtains which block off the aisle in front of the lavatory.
This extra space allows wheelchair-users a little more room for a front transfer to the toilet from the on-board wheelchair. The additional room is helpful for some people, but in most cases you still need to be able to walk a few steps in order to use lavatories on single aisle aircraft.
So which airline boasts the largest accessible lavatory? Hands-down, that honor goes to Singapore Airlines (SIA) with accessible lavatories measuring in at a spacious 56 inches wide by 41 inches deep. According to a SIA spokesperson, three-quarters of SIA's medium and long-haul fleet (including flights to the US) are equipped with these roomy accessible lavatories.
Access varies from carrier to carrier; so check with the airline directly before whipping out your wallet. Ask for specific measurements, and never settle for a blanket proclamation that there is "an accessible lavatory" on-board.
Another good resource is www.seatguru.com, a website which contains seating diagrams for a number of airlines. Although Seat Guru does not address access issues, in most cases you can tell from the seating diagram if the lavatory is larger than the standard size.
The bottom line is, all accessible airline lavatories are not created equal. Remember, the term "accessible" has a wide range of interpretations; especially where on-board lavatories are concerned.
A recognized expert on accessible travel, Candy is the editor of Emerging Horizons and the author of Barrier-Free Travel; A Nuts and Bolts Guide for Wheelers and Slow Walkers. She also shares insights, information and industry updates about accessible travel on her Barrier Free Travels blog. Candy can be contacted at Candy at EmergingHorizons dot com.


A fragile peace reigns in Wessex, Mercia and East Anglia. King Alfred's son Edward and formidable daughter,Athelflaed, rule the kingdoms. But all around the restless Northmen, eyeing the rich lands and wealthy churches, are mounting raids.
Uhtred of Bebbanburg, the kingdoms' greatest warrior, controls northern Mercia from the strongly fortified city of Chester. But forces are rising up against him. Northmen allied to the Irish, led by the fierce warrior Ragnall Ivarson, are soon joined by the Northumbrians, and their strength could prove overwhelming. Despite the gathering threat, both Edward and Athelflaed are reluctant to move out of the safety of their fortifications. But with Uhtred's own daughter married to Ivarson's brother, who can be trusted?


text:
Q: Overlap in graphing TikZ picture I'm drawing trees in graph theory. Some of the nodes are overlapped. Can anyone help?
 % Red-black tree
    % Author: Madit
    \documentclass{article}
    \usepackage{tikz}
    \usetikzlibrary{arrows}

    \tikzset{
      treenode/.style = {align=center, inner sep=0pt, text centered,
        font=\sffamily},
      arn_n/.style = {treenode, circle,black, draw=black, text width=1.5em}% arbre rouge noir, noeud noir
      %arn_r/.style = {treenode, circle, black, draw=black,
        %text width=1.5em},% arbre rouge noir, noeud rouge
      %arn_x/.style = {treenode, circle, black, draw=black,
       % text width=1.5em}% arbre rouge noir, nil
    }

    \begin{document}
    %1
    \begin{tikzpicture}[->,>=stealth',level/.style={sibling distance = 5cm/#1,
      level distance = 1.5cm}]
    \node [arn_n] {4}
        child{ node [arn_n] {3}
                child{ node [arn_n] {1}
                    child{ node [arn_n] {5} } %for a named pointer
                                child{ node [arn_n] {}}
                }
                child{ node [arn_n] {2}
                                %child{ node [arn_n] {18}}
                                %child{ node [arn_n] {}}
                }
                child{ node [arn_n] {2}
                                %child{ node [arn_n] {18}}
                                %child{ node [arn_n] {}}
                }
        }
       child{ node [arn_n] {3}
                child{ node [arn_n] {1}
                    %child{ node [arn_n] {5} } %for a named pointer
                                %child{ node [arn_n] {}}
                }
                child{ node [arn_n] {2}
                                %child{ node [arn_n] {18}}
                                %child{ node [arn_n] {}}
                }
                child{ node [arn_n] {2}
                                %child{ node [arn_n] {18}}
                                %child{ node [arn_n] {}}
                }
        }
        child{ node [arn_n] {3}
                child{ node [arn_n] {1}
                    %child{ node [arn_n] {5} } %for a named pointer
                                %child{ node [arn_n] {}}
                }
                child{ node [arn_n] {2}
                                %child{ node [arn_n] {18}}
                                %child{ node [arn_n] {}}
                }
                child{ node [arn_n] {2}
                                %child{ node [arn_n] {18}}
                                %child{ node [arn_n] {}}
                }
        }
    ;
    \end{tikzpicture}

    \end{document}

A: With forest you don't have to worry computing sibling distances, it will do it for you.
\documentclass[tikz]{standalone}
\usepackage{forest}

\begin{document}
\begin{forest}
    for tree={circle, draw, minimum width=1cm,anchor=center,fit=rectangle}
[4 [3 [1 [5] []] [2] [2]]
   [3 [1 [5] []] [2] [2]]
   [3 [1 [5] []] [2] [2]]]
\end{forest}
\end{document}

A: You could play with the new graph drawing library in the CVS version of PGF, although it must be compiled with luatex:
\documentclass[border=0.125cm]{standalone}
\usepackage{tikz}
\usetikzlibrary{graphdrawing}
\usetikzlibrary{graphs}
\usegdlibrary{trees}
\begin{document}

\begin{tikzpicture}[>=stealth, every node/.style={circle, draw, minimum size=0.75cm}]

\graph [tree layout, grow=down, fresh nodes, level distance=0.5in, sibling distance=0.5in]
    {
        4 -> {
          3 -> { 1 -> { 5, " " }, 2,2 },
          3 -> { 1, 2, 2 },
          3 -> { 1, 2, 2 }
        }
    };

\end{tikzpicture}

\end{document}

A: Change the tikzpicture option into

[->,>=stealth',level distance = 2cm,
level 1/.style={sibling distance=4cm},
level 2/.style={sibling distance=1cm},
level 3/.style={sibling distance=1cm}]

should get it right.  You need to adjust the sibling distance. Here I use as above.

redpajama_set_name: RedPajamaStackExchange


When I went to an IRUM meeting nearly two years ago, the participants crowed about the possibility of restoring rail service on the Rockaway Cutoff. New York urban planner and technical activist David Krulewitch recently posted his proposal in a comment, showcasing multiple ways of reusing it for faster connections between Midtown and the Rockaway branches of the A, serving JFK and/or the Rockaways. Although the possibility has raised excitement among most local transit activists (some of whom have posted fantasy maps in the various subway forums including such an extension), I'm more skeptical.
First, the potential for JFK service is limited. The reason is that the Rockaway Cutoff only reaches Howard Beach, making it just a faster version of the A. The AirTrain is technologically incompatible with any other transit system in the region: it's a vendor-locked Bombardier technology, of the same type used on the first two SkyTrain lines in Vancouver, in which the trains are driverless and propelled by linear induction motors placed between the tracks. This system allows trains to climb steeper than usual grades, and the maximum grade used on the AirTrain is 5.5%, considerably more than the usual for a normal subway or regional EMU (though less than the absolute maximum).
In addition, the needs of the mainline regional system and the subway are different from those of an airport people mover. A people mover needs very high frequency at all times, which is why such systems are normally driverless. In contrast, most subways are not driverless, and I do not know of a single mainline railroad that is driverless. Driverless operation requires some serious upgrades to electronics, and those upgrades are pointless if used only on a single line. If instead the JFK connection has a driver, then frequency will necessarily be very low, since there isn't too much airport demand, and this will depress demand even further.
Although the current AirTrain system suffers from the lack of a one-seat ride to Manhattan, the situation is not too bad. Jamaica offers a very frequent LIRR connection to Manhattan at all hours, and Howard Beach offers a frequent if not fast connection to Brooklyn. This requires multiple transfers to reach most destinations, but this is not a major problem for locals who are traveling light. It's a bigger problem for locals with luggage and even more so for tourists, but a one-seat ride to Penn Station, as proposed in LIRR connection proposals, is not too useful since most hotels are too far north. Even Grand Central is at the southern margin of Midtown proper.
For an honest estimate of how much demand there is, let us look at airports with very good transit connections. At Charles de Gaulle, 6 million passengers board at the RER station per year, 20% of airport traffic, and another 3 million use the TGV. At Frankfurt, 11% of passengers use the S-Bahn, and 15% use the ICE. Neither airport has a subway connection. Heathrow, which does have an Underground connection, has a total of 13 million Underground boardings and alightings, 20% of traffic (see data here); I do not know the ridership of the two mainline rail connections to Central London, but a thesis studying air-rail links puts the mode share as of 2004 at 9%. Assuming the train usage in Paris, New York could expect JFK to see 4.6 million boardings, or 9.2 million boardings and alightings; assuming that in London, New York could expect 13 million. The AirTrain's current ridership is 5.3 million. Although the extra ridership would be useful at low cost, the higher cost of allowing mainline or subway trains to use the AirTrain tracks may be too high.
More importantly, 13 million passengers a year – an upper bound more than a median estimate in light of Frankfurt and Paris's lower ridership – do not make for very high frequency by themselves, and therefore JFK could at best be an anchor rather than the primary ridership driver. Airport-only trains would be quite lonely; one of Krulewitch's proposal's most positive aspects is that it never even mentions premium express services such as Heathrow Express, which tend to underperform expectations as passengers prefer to ride cheaper local trains. Thus, not only would it be expensive to do an infrastructure and technology retrofit to permit direct Midtown-JFK service, but also the market for it would not be very large.
This brings us to the second possible market: the intermediate stops on the Rockaway Cutoff. They may seem useful, but in fact the development is elsewhere. Observe the land use maps of Queens Community Boards 6 and 9, which host most of the Cutoff: along the Cutoff's right of way, the primary uses are single-family residential, with only a little commercial. Moreover, the commercial development is often very auto-oriented, for example at Metropolitan Avenue. Indeed, the only proposed station with significant dense development is Rego Park, which is on the LIRR Main Line and could be restored without restoring an entire line. Rezoning near the other stations is possible, but why not rezone near existing subway stations first?
In general, development in the US along linear corridors follows arterial roads, not railroads that haven't seen passenger service in many decades. In the area in question, the primary north-south commercial artery is Woodhaven Boulevard; for service to the intermediate areas, the proposal should be evaluated against a light rail line on Woodhaven, providing local service from Queens Boulevard to Howard Beach and hitting multiple subway transfer points but not the airport.
The third market posited, fast service to the Rockaways, is the weakest. The stations in the Rockaways are some of the least busy in the subway system, with only a few hundreds of thousands of annual boardings each. They only support 15-minute service, with half of the A trains terminating at Ozone Park; since there are two Rockaway branches, the less busy only gets a shuttle except at rush hour, when there is enough demand for a few direct trains. Even with 15-minute service, it's expensive to serve an area so far away with a flat fare; until a series of fare unifications, the subway charged a higher fare to stations in the Rockaways.
The problem with the Rockaways is that stations are too far from Manhattan and too lightly populated for it to be otherwise. Moreover, service along the LIRR to Penn Station using the Cutoff is about 18 km long measured from the intersection of the Cutoff with the A at Liberty, and service along the R is 16 km to Lexington and 19.5 to Times Square; service along the A is about 21.5 km long to Penn Station and 22 km long to Times Square, longer but not very much so. The main advantage of the R is that it hits Midtown proper better, rather than skirting it on 8th Avenue, but there's practically no speed advantage – about 6 kilometers of travel distance and 2 station stops, translating to perhaps ten minutes.
As appealing as sending a single local subway service from the Queens Boulevard Line along the Cutoff to serve the Rockaways and give direct service to every branch, there would be a large demand mismatch; moreover, service to Forest Hills, which has nearly twice as many riders as all Rockaway stations combined, would be degraded.
LIRR service to the Rockaways could be better, but only if it's modernized. The way it's run today – infrequently, not very quickly, and expensively – it has no appeal. Far Rockaway has 4,500 weekday boardings on the subway (with a travel time of 1:06-1:14 to Times Square), and 158 average of boardings and alightings on the LIRR (with a travel time of 0:50-1:00 to Penn Station). Cutting another ten minutes from the LIRR travel time to Far Rockaway isn't going to change anything as long as operating patterns remain as they are.
But if operating patterns are modernized, is there a point in service along the Cutoff? It saves very little distance measured to Far Rockaway: 21 vs. 24.5 km. It's more useful farther west in the Rockaways, but those are less useful areas to serve – those are the areas with the lowest subway ridership, whereas Far Rockaway's ridership is merely below average. Although the ridership would not be as pitiful if LIRR charged subway fares for in-city service and provided reasonably high speed and frequency, and it could be studied further as a case of an in-city S-Bahn line, there are more worthwhile S-Bahn destinations on the LIRR, for examples southeastern Queens, Hempstead, Bayside, and Great Neck. The main problem is that the Rockaway Beach branch would still have too little ridership to justify high frequency, and the round-robin proposal would have the same frequency-splitting effect on the stations except Far Rockaway and its immediate vicinity as running two separate branches; each station may have frequent service, but half the trains would take too long.
Finally, the three above-described markets – JFK, neighborhoods between Rego Park and Howard Beach, and the Rockaways – cannot all be served at the same time. The intermediate neighborhoods are free, but it's impossible to serve both JFK and the Rockaways without an additional branching, reducing frequency even further. This means that the two markets can't be combined to create more powerful demand. It's one or the other – either the 13 million boardings and alightings one could optimistically expect of JFK, or the 4.5 million boardings times an appropriate growth factor one could expect of the Rockaways. Neither is high by S-Bahn standards; measured in ridership per terminus excluding short-turns, the least busy RER line, the RER C, has 20 million riders per terminus.
Because of the low potential ridership of the Rockaway Cutoff, I suggest New York transit advocates look elsewhere first. Service to JFK could be beefed up with sending surplus Amtrak trains to Jamaica for an interchange, and service to the Rockaways first with modernizing regional rail and second with having it take over the Far Rockaway branch of the A if there's demand. If there's higher than expected growth in demand, then the Cutoff could be activated, at as a low a cost in 15 years as today. But for now, the low cost of activating the Rockaway Cutoff comes hand in hand with low benefits.
This system allows trains to climb steeper than usual grades, and the maximum grade used on the AirTrain is 5.5%, considerably more than the usual for a normal subway or regional EMU (though less than the absolute maximum).
I do not know of a single mainline railroad that is driverless.
There is one very close to it: AVV used on portion of czech railway network for more than 20 years. The only role left to driver is door handling, watching the tracks ahead and re-typing signal aspects to AVV. To go fully driverless, you'd need just three things get done: implement better ATC/PTC system with machine-readable aspects (like ETCS), get rid of level crossings of any kind and finally equip cars with automatic door opening and closing. You should be able to google more resources in English about it system, including information from main authors of it (Ivo Myslivec and Ales Lieskovsky).
I will look this up, sure. But let me just point out that if they want to make the regional rail system driverless (which I'm all for), they should do it regionwide, or at least railroad-wide, and not just one one airport line.
As for subway ruling grades, you're right they are often higher than 4%, and yes, trams can go even higher. I don't think it's terribly common, though. I've been trying to find information about the ruling grade in New York, but all I've found is a profile of the first subway, and the ruling grade there looks like less than 2%. But that was with much weaker EMUs than are available today. Still, on the mainline, a 5.5% grade starts running into questions like "Can this train accelerate uphill from a standstill when the tracks are wet and 25% of the motors are disabled?". I don't think the answer for the M7 is positive.
… you don't need any special technology to implement 5.5 % grade and it shouldn't involve greater speed/headway tradeoff.
The FAA sponsered an interesting study called "Ground Access to Major Airports by Public Transportation", which looekd at transit mode share. San Fransisco was the highest, at 23%. If you examine the data, the presence or abesnce of direct rail link to the downtown area doesn't seem to match up with mode share. For example, Denver (two bus rides, 14%) scores far better than Celeveland (direct subway ride, 6%).
Also, http://www.baa.com/assets//B2CPortal/Static%20Files/LHR_SAS.pdf.pdf (sic) gives the transit mode share for Heathrow at 38%. (15% by subway, 10% by Heathrow Express/Connect, 13% by bus/coach).
It's all about the vitality of the urban core vs. the suburbs, I suspect. Put another way, a smaller % of Cleveland airport users are coming from or going to Cleveland, compared to Denver.
Sending Amtrak to Jamaica so you can get to JFK is foamer froth. If I'm in Woodbridge and I want to fly to Chicago there's plenty of flights out of Newark. If I'm in Trenton and I want to fly to Chicago there's plenty of flights out of Newark and Philadelphia. If I'm in New Carollton there's plenty of flights out of BWI and Dulles and National if I want to burn some cash… The only people it's going to attract are people who have destinations only available out of JFK or maybe low low cost carriers that fly out of JFK. Or low low cost carriers that fly out of Newark from the perspective of Long Islanders. People who are attracted to low low fares are going to get on the LIRR and NJTransit because it saves a few dollars. And if you are in Floral Park and you want to fly out of Newark the frequencies at Penn Station are better or in Rahway and want to fly out of JFK. I see dozens of people a day doing it on Amtrak.
Sending Amtrak to Jamaica so that Long Islanders can get to Philadelphia has it's charms. You run into problems of turning trains around on the "wrong" side of Jamaica – Jamaica is set up for trains terminating westbound not eastbound. There's also sucking up platform space – I'm assuming the Amtrak train would loiter around for a bit. Billion dollar redesign of Jamaica to do it.
….sending Amtrak to Jamaica via Brooklyn, Wall Street and a station in Jersey City that connects well with all the lines in Bergen county, that might be more worthwhile… Once an hour when the NEC gets up to four train an hour? The billion dollar redesign of Jamaica is then happening to facilitate getting Long Islanders to Wall Street with the addition of Amtrak as a side benefit.
Newark is also a monopoly airport in its area, leading to higher fares. There was a 538 post about it a few months ago.
Sending Amtrak via Lower Manhattan is more trouble than it's worth. That piece of infrastructure, when built, would be a lot more useful for commuter travel, which means in particular it'd not need the longer curve radii and platforms of full-length high-speed trains (no, restricting all intercity trains to 12 cars when elsewhere they can have 16 is not reasonable). And if terminating trains is that big an issue, send intercity trains farther east, to Hicksville or Ronkonkoma; the main point is not just JFK connection, but also letting people from Long Island travel to Philadelphia and Washington without transferring at Penn Station. The main problem there is the extra operating cost of a heavy train, though.
What if you're coming from the north? There's not really a whole lot of great airports up there. And as it turns out, Empire trains are the only ones that can run through to Jamaica without an engine change anyway. Plus, the point of access to JFK is getting the international and nonstop transcon service, as well as the JetBlue network. And as it turns out, there's actually a perfectly good place in Jamaica for trains to terminate: the island platform in the middle (tracks 4/5), since most LIRR service uses either the north 3 or the south 3 tracks for ease of cross-platform transfers. And there's a pair of turnback sidings just east of the station which, judging from google maps images, are long enough to hold a 6 car LIRR train, which means they're long enough to hold the standard 4 or 5 car Amtrak Empire train. Of course, all this is assuming that Amtrak starts using cab cars on the Empire trains.
If and when Metro-North Hudson Line trains run down the Empire Connection into Penn Station, they should be the ones that extend to Jamaica. Amtrak would only provide airport connectivity to Poughkeepsie and Croton-Harmon riders (does Amtrak even pick up passengers from Croton-Harmon?) since riders from the other Amtrak stops can just as easily use Albany airport; Metro-North would provide airport connectivity to all the communities along the Hudson.
And Metro-North trains are double-ended.
Most airports are monopoly airports, there are very few cities that have more than one major airport. They may look like they are aren't but Airline X flies to cities A B and C and airline Y flies to D E and F and airline Z flies to G H and I, there's no competition. I lived a 20 minute cheap cab ride from Newark Airport most of my life. The fare at LaGuardia or JFK had to be much much lower to make it worth the three hour schlep to either. Or the shlep has to be much less of a PITA. or both. Driving wasn't an option, between tolls and parking it was cheaper to take the more expensive flight out of Newark. Schlepping to Queens is more of PITA than changing planes at some mid-country hub…. the fare has to be really really low or the destination really really obscure to make it worthwhile to schlep to Queens… Changing to an Amtrak train in Newark instead of an LIRR train in Manhattan isn't going to alter that equation much. People in Balitmore don't even think about it because they'll fly out of BWI. …on the other hand there are many destinations that do not have non-stop service from Albany. There are times that Amtrak to Penn Station and a non stop flight from JFK or EWR is faster than changing planes. Cheaper too. I don't need Amtrak to Jamaica or EWR to do that.
One of the beauties of the NEC is that any train can go to any platform anytime.. within reason. You can't send an M7 to Stamford. But you can send an M8 to Boston. Or a Jersey Arrow to DC or a Silverliner to Penn Station. Unbolt the rub boards from platforms along the NEC and Shinkansen trains can pull up to the platform. High speed trains in Europe and Japan need straighter platforms because the conventional trains have stubby little cars. Amtrak cars are 85 feet long, commuter cars are 85 feet long. If they can go to Penn Station they'll be able to go to Wall Street.
The 16 car trains are for capacity issues in Penn Station New York. There aren't capacity issues anywhere else along the NEC. There won't be 16 car trains to Harrisburg because the platforms at Paoli aren't that long. Or to Poughkeepsie. Not in the foreseeable future anyway. Amtrak to Jamaica would be a free side effect of the commuter tunnels. No big deal that the Regional via Wall Street is 12 cars long, there won't be any capacity constraints between Jamaica and Newark until Downtown Brooklyn looks like Midtown. In addition to the induced demand from the Island you induce demand in Brooklyn, Wall Street and Hudson and Bergen counties – because they can change trains in Newport. It's a free piggyback on the commuter infrastructure.
… the catenary isn't going to go past Jamaica for a very long time…. it isn't going to get to Jamaica for a very long time…. Sending Amtrak to Mineola or Hicksville would induce some more demand – Long Islanders could kiss-n-ride or use a cab. You are then hauling it with an ALP45, some Long Island only locomotive that can use catenary and LIRR third rail or reelectrifying the Main Line of the LIRR. And you can't do it until they resolve the capacity issues in Nassau county.
…hmm ALP45… Empire Service to Mineola…. Hmmm. You are then getting Westchester to JFK but it's still not the main reason to run Amtrak to Jamaica or Mineola. ALP45 makes Albany to DC much easier too….
No need for ALP-45s. The cost of reelectrifying the LIRR Main Line with catenary is, even at US cost inflation, very low. In Europe they do it for a million dollars per kilometer. On CAHSR, they budgeted $3.5 million/km for it – more than ideal, but a lot less than the extra operating costs of this.
An ALP45 is 11 million including the spare part inventory needed to start service versus 7 for an ACS64. Ya have to buy a lot of ACS64s to make reelectrifying the LIRR worthwhile. There may be other reasons why you would want to consider 25 or 12.5kV for Long Island, the substations every block and half they are going to need for peak service in 2035 for instance, but how much you save on Amtrak twice an hour to Mineola isn't high on the list.
New York to Jamaica is just 20 km, though. And let's not forget the added maintenance costs coming from the ALP-45's heaviness.
If they run high speed trains parallel to the Main Line, similar to PennDesign, then they can do a catenary!!
As an addendum to my post about infrastructure's value: the LIRR Main Line is much, much more useful for commuter rail service than for high-speed service. Intercity trains that are limited to 160 km/h or maybe even 200 km/h can squeeze between the express trains; intercity trains that do 300 km/h, not so much.
The LIRR Main Line is already Electrified with 3rd rail. It's electrified up to Ronkonkoma on the Mainline, Huntington on the Port Jefferson line, East Williston on the Oyster Bay line which branch off of the Main Line. There's also the Central Branch which connects with the Babylon Branch, but that's not electrified.
Unless some sort of advantage to overhead electrification exists it is doubtful the LIRR will be switched over anytime soon.
The main advantage to catenary is that more off-the-shelf rolling stock exists for it (though the opposite is true if one is restricted to FRA-compliant vehicles). A secondary advantage is that it makes through-running smoother, since rolling stock can be substituted more easily; that said, it's an advantage in integrated national networks, and not as important in a city region that locks in half the mainline rail ridership nationwide.
The argument for sending Amtrak trains to Jamaica has nothing to do with airports. It's that Queens is a big place and there's a bunch of people there who would like to travel to Philadelphia, Washington, Albany, for that matter, Chicago, Buffalo, Montreal and Miami. For the cost of extending the catenary a few miles, Amtrak would tap into a fairly large market that finds getting to Penn a pain.
There's no real reason that any train that currently terminates/originates at New York Penn shouldn't terminate/originate at Jamaica. Platform space will be at a premium in Jamaica when platform space is at a premium at New York Penn; those are the times when Amtrak runs fewest trains.
There's no need to turn trains at Jamaica. If there's enough Amtrak traffic there, the investment in a switcher which can pull trains between Sunnyside and Jamaica becomes worthwhile. While the train is unloading, the switcher connects; for trains originating in Jamaica, while the train is loading the switcher disconnects. No loitering. Trains get cleaned and inspected in Sunnyside just as if they'd terminated/originated at Penn. One could even use the lower Montauk for deadhead moves between Sunnyside and Jamaica to avoid cluttering the main line. No Jamaica redesign necessary.
Sending Amtrak trains to Jamaica might be a good idea, and would even use such a service myself, but it won't be possible until Amtrak gets more cab cars and starts running Empire trains as push-pull. Because with the current operation, the trains need to be turned around, which is done on the Sunnyside Yard loop (and on the Troy branch wye north of Albany), and there's nowhere to turn the trains near Jamaica, or pretty much anywhere on the LIRR network for that matter. And Empire trains are the only ones that can run through onto the LIRR since they're diesel powered, and Amtrak doesn't have electric locomotives capable of using third rail (though such things do exist in the UK).
As an intermediate step, though, they could offer through ticketing to Jamaica and show LIRR connections in the online trip planner. And maybe even offer through tickets to other places on Long Island, in lieu of the Amtrak-to-Montauk service that I've heard mentioned several times before.
Of course I can't find the link now, but a few months ago someone living in Copenhagen sent me a link to an article about the contract being signed (I think with AnsaldoBreda, but maybe it was Siemens?) for ATO upgrades on the S-tog network (which is mainline rail, right?), with the option of driverless in the future. I asked the guy who sent it to me if he can find it, and I'll let you know if I hear anything back.
Ah – found it! The original article seems to be gone, but thankfully was posted in a SkyscraperCity forum.
The S-Tog is physically separate from the mainline network, much like the Hamburg and Berlin S-Bahn.
Alon, can we get a map for this post, too?
I put the portion of the RBB under discussion into this map. It's about 1/4 of the way down the list.
First, it was mentioned in the post that the "The AirTrain is technologically incompatible with any other transit system in the region: it's a vendor-locked Bombardier technology". That is not accurate. Although no current train exists that can run on air-train and LIRR it is technically feasible, and more info can be found on the AirTrain EIS on that topic. In the future, a train could be designed to run on Airtrain and LIRR tracks.
Major issues with that are that the trains would be very small (2 or 3 car lengths) and would take up valuable capacity on the LIRR main line.
The other option I thought from the paper that made the most sense was to send all A trains to Ozone Park and restore the rockaway cutoff and Rockaways in general as a purely LIRR service. This would make trains run less frequently in the rockaways, but on a stricter schedule.
As far as the statements that the areas in queens near the line are "single family" and "auto oriented", yes that is true now, but then what is the point of ever building any new transit infrastructure? Los Angeles is leading america in transit investment and the argument could be made that none of LA is a good candidate for transit because its too "low density." Furthermore, large parcels of land near metropolitan ave and woodhaven boulevard would be excellent sites for large scale TOD development. Also, there are still huge amounts of vacant land in the Rockaways that could improve ridership if developed.
What's the platform height and floor width. If it's not 48 inches and 10'6″ they can't use LIRR platforms.
But there's no intention of them stopping at any LIRR station except for Penn, where one of the platforms (perhaps the mail platform which isn't being used for anything else) could be converted.
This came up in the Lower Manhattan/JFK planning. The idea was that airport trains would stop only at a special new station in Lower Manhattan and at a rebuilt platform in Atlantic Terminal. Commuter trains would stop at a different station in Lower Manhattan, at the other platforms in Atlantic Terminal plus Nostrand Avenue, East New York, Jamaica and points beyond.
There remains the issue of running Airtrain compatible trainsets on FRA-regulated track.
It's not being used for anything else because it's west of 8th Ave and doesn't directly connect to either set of tunnels. It was used for mail, which can wait until peak periods are over and doesn't get annoyed if it takes 45 minutes to get from the platform to a tunnel.
True, but it would take a short length of track and one extra switch to connect the northern mail-platform-facing track to track 5 and thence to the southern east river tunnels and thence to the LIRR tracks. If one is proposing a major connection between the LIRR and the airtrain tracks, the expense of such a short length of track and switch is in the noise.
across all that pesky traffic heading to Long Island and then across all the pesky traffic heading to New Jersey. Shouldn't cost much to rip out the platform, the elevators cluttering it, build new and connect it across 8th Ave. All so they can transfer to the people mover at the airport instead of at Jamaica or Howard Beach.
The shuttle train from Rockaway Park is unreliable and slower than the Q53 or driving to another faster and more frequent train station in the transit system. Long transfer times cause unnecessary delays causing riders to abandoned those stations.
I remember waiting 14 minutes for a scheduled Shuttle train from Broad Channel to Rockaway Park, Beach 116 street train station. This is why you have low ridership. MTA poor service and mismanagement is the real problem. Poor service came first not low ridership. Stop defending a corrupt MTA and start providing faster transportation to the people.


text:
Germans Blindsides the IDF, Doubling Cost of 3 Submarines
Home News & Views News Briefs Israel World's 11th Happiest Country Ahead of US, UK, France, Germany
Israel World's 11th Happiest Country Ahead of US, UK, France, Germany
JNi.Media
7 Adar II 5776 – March 16, 2016
The World Happiness Report is a measure of happiness that's published annually by the United Nations Sustainable Development Solutions Network and the Earth Institute at Columbia University. Leading experts in economics, psychology, survey analysis, and national statistics, to name a few, describe how measurements of well-being can be used effectively to assess the progress of nations.
The 2016 happiness index ranks the Jewish State in 11th place, following Denmark, Switzerland, Iceland, Norway, Finland, Canada, Netherlands, New Zealand, Australia, and Sweden.
The main innovation in the World Happiness Report Update 2016, write the Index authors, is its focus on inequality. "We have previously argued that happiness, as measured by life evaluations, provides a broader indicator of human welfare than do measures of income, poverty, health, education, and good government viewed separately. We now make a parallel suggestion for measuring and addressing inequality. Thus we argue that inequality of well-being provides a better measure of the distribution of welfare than is provided by income and wealth, which have thus far held center stage when the levels and trends of inequality are being considered."
The 2016 happiness index shows that there is a wide variation among countries and regions in their inequality of well-being, and in the extent to which these inequalities changed from 2005-2011 to 2012-2015. In the world as a whole, in eight of the 10 global regions, and in more than half of the countries surveyed there was a significant increase in the inequality of happiness. By contrast, no global region, and fewer than one in 10 countries, showed significant reductions in happiness inequality over that period.
But, according to the index, "people do care about the happiness of others, and how it is distributed. New research suggests that people are significantly happier living in societies where there is less inequality of happiness."
Israel in 11th place is followed by Austria in 12th and the US in 13th. Germany is in 16th place, the UK in 23rd, and France is in 32nd, trailing the United Arab Emirate in 26th place. Surprisingly, Japan is in 53rd place.
The unhappiest country on the planet is Burundi, in 157th place, Syria is 156th, Afghanistan 154th and Yemen 147th.
Israel's other immediate neighbors rank as follows: Egypt 120th, Jordan 112th, the Palestinian Territories 108th, Lebanon 93rd.
Incidentally, Israel also ranked 11th happiest in the 2013-2015 survey. Turns out Israelis are a happy bunch, with ongoing equal distribution of happy.
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Victoria Wise 7 Adar II 5776 – March 16, 2016 at 4:17 PM
Satan would be happier than any European country right now
Máire Ní Bhriain 7 Adar II 5776 – March 17, 2016 at 11:43 AM
Funny how a country that's constantly under fear of attack from it's neighbours who want to "push them into the sea" are the 11th happiest population on the planet. Scum sucking Zionist bastards – make me sick.
Binyamin Singer 7 Adar II 5776 – March 17, 2016 at 11:54 AM
ROFL. We also make great medicine for your sickness, do you want?
Binyamin Singer I'd rather die thanks.
Binyamin Singer 7 Adar II 5776 – March 17, 2016 at 12:39 PM
Máire Ní Bhriain You are welcome. Anyway, the serious answer is that God loves Israel so we are happy and He hates arabs so they are miserable, their life is sh*t, they hate eachother and the whole world. If you are not convinced look at the place of arab countries in the World Happiness Report. Hint: start from the bottom.
Baruch Tanaman 7 Adar II 5776 – March 17, 2016 at 12:44 PM
Máire Ní Bhriain go drink a couple of pints of Guinness; maybe that will make you a happier and more reasonable person. Shalom.
Noam Ivri 7 Adar II 5776 – March 17, 2016 at 12:54 PM
Máire Ní Bhriain So go ahead and die. No one here will care one way or the other.
Federal Commissioner Calls Allegations of Antisemitism at Stanford 'Deeply Troubling'
Antisemitism Jewish Press News Desk
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UPDATE: Oro Valley Main Streets has been put on hold while Town Council works with staff to develop an updated Strategic Leadership Plan, which will incorporate strategies for long-range planning and ensuring Oro Valley is a complete community.
Oro Valley's unique Main Streets serve as the center of the town and reflect the community character. People come from near and far to walk around, check out local shops and grab a bite to eat. Visitors can meet locals, bring friends and share with family. Main Streets are inviting, walkable and vibrant and offer recreation, commercial, entertainment and cultural activity.
Join Town staff to learn more about OV Main Streets and "Chalk the Block." All are welcome! Join us for food, fun, games, give-a-ways and more. For those interested, sign-up (link below) to participate in a friendly sidewalk chalk competition, open to all ages and abilities.
Click here to sign-up for the chalk competition.
Oro Valley Main Streets is a Town project to promote areas for gathering, dining and shopping that serve as a town center.
Follow us on Facebook for more event details!
On January 17 the Town Council will be holding a study session to learn about the Main Streets project and the market study that was recently completed. Town staff and the market consultant will be presenting. You can find the January 17 presentation online here.
Contact Oro Valley Main Streets staff with questions, comments or for more information at (520) 229-4800 or via email at MainStreetsOV@orovalleyaz.gov.
Sign up for our mailing list to keep up with project updates, events and milestones.
Keep up with project news on our Facebook page at www.facebook.com/MainStreetsOV.


After an explosive first half of the College Football Playoff National Championship that saw Clemson take a 31-16 lead over Alabama, Twitter had a field day sitting through Imagine Dragons' halftime show that featured a guest appearance from Lil Wayne.
"WHAT IS HAPPENING?!?!?!?!" - All of us watching the Imagine Dragons and Lil Wayne halftime concert.
Now I know who sings this Thunder song that my 8 year old daughter used to like.
My brain is bleeding out of my ears!!!!!!! FINE I'll tell you everything I know just make it stop!!!!


EBANX, a fintech company that processes payments in LATAM, has announced the beginning of local operations in Brazil.
This is a soft launch of EBANX new business and the product is available to selected customers. Over the next few months, the option will be available to all Brazilian companies that sell on the Internet and wish to use EBANX solutions to process online payments within Brazil. In addition, for 2020, local processing of EBANX is expected to begin in four other countries in Latin America.
In this first phase, the Brazilian soccer team Club Athletico Paranaense (CAP) is one of the partners. EBANX is processing payments for their Sócio Furacão membership program. At the time of paying for the team membership, supportive fans will use EBANX payment solutions.


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The Jackson County Republican Party held a candidate Meet and Greet on Saturday, July 28th. The event was held at the Iron Mountain Depot on Front Street from 6:30-8:30 pm. Those in attendance were provided food and drink, as well as entertainment by local musician Andy May. The Republican candidates and special guests were able to say a few words about the upcoming November election.
Special guests included 1st District Chairman Anita Gail Engler Wells, 2nd Vice Chairman Julie Feil, John Thurston, Tommy Land, Ronald Caldwell, Dwight Tosh, Craig Christiansen, and especially the Republican candidate for Sheriff Ricky Morales, and Republican candidate for Circuit Clerk Barbara Hackney.


Mark R. Levin is a Radio Talk Show Host with 15 videos in the C-SPAN Video Library; the first appearance was a 1993 Call-In as a Director. The year with the most videos was 2014 with three videos. The year with the highest average number of views per program was 2017 with an average of 19,461 views per program. Most appearances with Steve King (3), Michele M. Bachmann (3), Edwin Meese III (2). Most common tag: Conservatives.