Jerry Taff (born September 9, 1940) is a former television anchor for WISN-TV in Milwaukee, Wisconsin.
Taff was raised in Lamesa, Texas. And he also lived in Anadarko, Oklahoma in the 1940s. His aunt and uncle had a small grocery store south of the school. Taff was a son of Doris and E.B.Teaff. He lost this letter "e" from his surname around 1969. He worked in his grandparent's grocery store which was named Allen's Grocery. Jerry then worked as a bookkeeper at the Cameron Lumber Company, and served in the US Air Force. His family was living in Anadarko Oklahoma in 1942-1945, and then they moved to Texas. In 1958 Taff graduated from Lamessa high school and then received a degree in government from Texas Tech in Lubbock in 1962.
He began working in the media at 17, when he worked at KPET in Lamesa. He went on to work at stations in New Haven, Connecticut at WTNH-TV, Flint, Michigan at WJRT-TV and Dallas at WFAA-TV. While working in Flint, Taff covered the story of a local teenager named Michael Moore who had been elected to the school board of Davison, Michigan. Taff mentored Moore and his friends for a year and a half, showing him the news business. Moore later said of Taff "He was the one media person in a town dominated by General Motors to have the courage to report the truth."
Taff joined WISN-TV as anchor in September 1979. He interviewed Jimmy Carter in October 1980. While working at WISN, Taff mentored reporters such as Shaun Robinson, Ben Tracy, and Jason DeRusha. He also taught a course on journalism at Carroll University.
After serving as lead male anchor for WISN-TV for 25 years, Taff retired on May 25, 2005. Taff was inducted into the Milwaukee Media Hall of Fame on October 23, 2009. He lives in New Braunfels, Texas. He has two daughters DiAnn Curtis and Denise McMahan.
Taff's parents sued him in a Waukesha County, Wisconsin court in 1985, claiming he owed them nearly $90,000 Though the lawsuit was dismissed, Taff was fired from WISN. The station later re-hired him in 1987.
^ Mike Drew, "The Jerry Taff-Michael Moore Connection", Milwaukee Journal Sentinel, July 22, 2004, at E2.
^ Eileen Davis Huson, "Milwaukee" Media Week, September 5, 2005, at 9.
Talkington, N. Dale; Hart Wilson, Pauletta (1999). Anadarko: Days of Glory. Houston, Texas: N. Dale Talkington. p. 1193.


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The dashboard lights in my Beta Volumex Coupe now do not work. To explain the problem which started a number on months ago, the dashboard lights would NOT turn on every time I set the main lights to come on. They did come on some times but not others. I therefore knew that these lights were working and also that they had not been "dimmed" right down.
I therefore thought that the light stalk was faulty. As I have a donor HPE, I took out the light stalk and refitted it in my car. Problem solved and all worked well for a month!!!!
Last night, the problem reappeared and I travelled home in the dark with no dashboard lights. On start up all ignition lights come on, handbrake and interior door lights go on, just no dashboard lights when light switch is swiveled to bring on main lights. The main lights (on dip & full) work and so do the indicators, just no dash lights.
I have read that it may be faulty earth and that they relate to earthling connectors under the head lights. I can't locate these. It appears that the only earth in the engine compartment is the earth strap from the battery to the engine frame. This appears clean and well secured.
Have also read that there are earth connectors under the dash but as the wiring harness for the multi switch stalk just has a plug in arrangement, (2 connectors)I am not sure where to look.
Further I "Googled" the dashboard lights fault, it made mention of a Rheostat.
Where do I find the dashboard earth connectors to check if it is an earthling fault and where is the location of the Rheostat, and how do I check whether this is at fault?
With the lights turned OFF, remove the rheostat and disconnect the two wires from it. Keeping the wires seperated, turn the lights ON and touch the wires together. If the rheostst is faulty, the lights will come on full. If you are competent with a multimeter, let me know and I can guide you through some simple tests which will help. The current consumption of the dash lights is very low so a good multimeter will be needed to eliminate a lot of the guesswork. It must be able to read "mA D.C." and "A D.C."
I just re-read your post. The rheostat is the dimmer you use to brighten or dim the instrument lights. It is a more accurate term for the device so it is on the other end of the knob you turn to dim the lights. Try twisting the knob back and forth rapodly a few times in the dark and see if the dash lights flicker.
If it is faulty, you can simply join the two wires i described in the first post together and insulate them with tape. this will keep you fully lit while you are sourcing a replacement.
My "lights" light has also gone out......dont know if it is bulb or the same problem as yours....not had chance to check yet.
I get main beam light on dash but not the Green lights on indication.
Spyder79 - if your side lights are working then it's most probably the bulb.
The main lights (on dip & full) work and so do the indicators, just no dash lights.
Just to confirm, are the side lights working? and specifically the rears. My dad's HPE had a fault where when side lights were put on, the fronts would work, but occasionally the dash and rear side lights wouldn't. Once they came on they would stay on; different garages checked it out and had no luck, I checked out the stalk assembly and found a wire under strain and the horn wire shorting out, been perfect ever since.
Thanks for the posts to date on my problem.
To date I have rechecked the bulbs in the parklights, indicators and rear number plate lights. They all appear fine & I gave them a squirt of Contact cleaner to add to a good contact.With the dash lights not working, the rear lights ALSO dont work, except when I activate the indicators or brake. I am therefore confident all bulbs go.
I will try the experiment of fiddling around with the dimmer (rheostat) and wind it back from its full position a tad or to and also try the rapid adjust check.
Further, I will also take the steering wheel back off and check wiring and connectors to see that they are not twisted or under strain.
It just seeems totally strange that the first multistalk had issues, then on replacement the dashboard lights worked fine for a month, then just gave up the ghost!!!!!.
if you're losing rear side lights then a dodgy fuse is the most likely.
faulty switch should lose front and rear side lights not just the rears.
Hi fellow advises and i report still no dashboard lights!!!!
Checked bulbs in parklights and rear number plates, squirted with contact cleaner. Did not check indicators as I know these go.
Did not check rear lights as although they do not work when lights are on in foward motion, they all work on reverse. Also rear indicators work.
Checked the fuses. They all appear in order but have a "heat" appearance and not all nice and straight with fuse wire. However they ALL appear to be connected within each individual fuse.
Took of steering wheel plastic housing and checked for wiring under strain and loose connectors, everything appears okay.
Partially checked the dimmer by the rapid on off test, no go.
Next test will be the pull down to check the dimmer by seperating the wires then touching together with the lights on. Will have to wait till the weekend and some day light hours.
Is my interpretation correct in that if you have a fauly dimmer (rheostat) then this soaks up the very low current to the dashboard lights and consequently they don't work. That way by joining the two dimmer wire together you bypass the current going thru the dimmer, and hey presto lights!!!. Hopefully I have got it and now need the time to test.
Have you popped the clock cluster out yet?
Worth checking that the printed circuit on the back of the housing is OK, I have had to repair a couple of these as they are flimsy plastic with the wiring inset, they fatigue with heat/age and crack... leading to odd issues as some bits of the clock set work and some don't.
Will post pictures tonight or tomorrow - I have evidence of what I'm talking about!
Power for the clock/cluster lights is fed from the left hand side electrical connector as your sat in the car (assuming RHD) This connector is black on my car, not sure if your is too.
Check that there is a live feed, you'll need the multi-meter and just switch the column stalk to identify if the power is reaching the clock cluster - if it's not then you'll need to get the wiring diagram and trace back to the main fuse box where the power should be coming from and then trace/check the wiring to see where the circuit is broken.
If power is getting to the clock cluster but its not lighting up then check the circuits on the back of the cluster, see picture for a fatigued circuit issue that I was suffering for a while.
With regard to the other things that are not working.
I would first check to see if they have a live power feed - again time for the multi-meter to earn its money!
Cigarette lighter - first test that there is power - if there isn't then you need to trace the circuit and work out where its broken.
Most of the time its due to bad earths, poor connections in the loom or people "modifying the wiring".
Hi thanks for the recent posts re the digtal clock being a poetntial issue for "No dashboard lights".
In my case the digital clock works well and I am loath to investigate it further, especially with the experiment to pop out the clock and the next recommended experiment to take out the dash and check the printed circuitry. How on earth do I attempt that? ?
As said in an above post I will stay with the rheostat test (dimmer) at this stage as this seems a feasible option in that ALL the lights used to work intermittently, then when I replaced the light multistalk, they all worked well for a month.
Then one day just gave up the ghost. It seems more feasible that if the rheostat is sucking out the remaining little bit of power the dashboard lights need to work, then this is a good option.
Especially when digital clock, handbrake light, start up lights, hazard lights, rear window heater light and indicator lights ALL come on in the dash, just no dashboard lights to drive by in the dark. Further there are no parklights and rear lights on when going forward. Got to be something simple. My approach while cautious is whats not broken doesn't need fixing and to start taking out the clock and especially the dash is asking for trouble!!!!. Especially based on an Italian wiring job that is well documented for its fraility.
Its surprisingly easy to remove the instrument binnacle as it comes out from the front without having to remove the dash. The dash is also fairly easy to remove, now that I have done this once I know how better to do it next time, which will be very soon... as I am replacing the entire interior.
1. Lower the steering wheel to its lowest rake possible.
4. Remove the internal oil level vacuum pipe from rear bottom right hand corner of binnacle.
5. Remove the two electrical connectors on the rear right hand side of the binnacle.
6. You should be able to see the speedo drive cable - put your hand in behind binnacle and slide the speedo drive plastic collar back (toward to front of car) Speedo cable should then pop out.
7. The binnacle should now move far enough forward for you to get your hand in from the left or above to unclip the electrical connector on the left.
Once everything is back in place you'll probably need to open the bonnet and pull the speedo cable slack through into the engine bay, just gentle pull on the cable and then your done. When you pull the binnacle forward it drags slack from through to the space between the bulkhead and the back of the binnacle and when you refit the binnacle there is too much slack behind it which will force the speedo cable to bend too sharply. You'll hear a rubbing noise when driving especially as you slow down. Just pull the slack back into the engine bay and that straightens out the cable behind the binnacle and stops the rubbing noise.
It's a shame I cant fully remember how I fixed it, but I remember the exact faults which are identical to what you have described. From what I can remember, it isn't connected to any fault with the fusebox nor bulbs / bulb holders. As well as the wire under strain, I think there were earthing points which were cleaned, re-cleaned and cleaned again; if you've got a spare stalk assembly connect that up and see what happens, if it's the same then you know there's nothing wrong with the unit itself, or your very unlucky!
I think your best bet is to check the haynes manual, trace the wiring where it gets it's 12v feed with a multimeter, if there isn't one run a wire from the battery to it and see if there's life, trace it from the 12v feed to where you want to go and you normally find the fault relatively easily. (he says) The rear sidelights, possibly the fronts cant remember, number plate lights, dashboard lighting and bulb for lighting the heating controls are all connected to each other, i believe.
Hi it's me again, the originater of this problem.
Well to update everybody,over the weekend I removed and replaced the multi stalk. Dashboard lights worked fine & dandy. Great!!!!
Then last night driving home, they all went out again, bugger!!!!!
So it now appears to be an earthing problem and sounds like most probably behind the dash. See picture page 1.
Thanks to Mattnovatt for the dash removal procedure. One question though. Is this to remove the dash as it is titled "to remove the clock binnacle" ?. Is this meant to be the procedure to remove the plastic dash covering that is housed behind the four retaining screws in front of the steering wheel???.I think it is but are confused with reference to the "clock binnacle"
Another question, where is the rheostat(dimmer) located???. When under the dash unclipping the multistalk light switches, all I could see was a heater, piping arrangement up under the dash immediately behind where the dimmer switch would be.
Look forward to the ongoing advice.
The instructions I sent are to remove the whole clock binnacle/cluster not the entire dash board and not just the clear cover over the front of the binnacle/clock cluster. I'll post a picture up of what will actually come out later today.
The Rheostat is mounted on the back of the binnacle/clock cluster, again I'll post pictures later. A small flat blade screwdriver is all that is required to remove this and the half dozen or so wires that feed voltage to various points of the binnacle/clock cluster.
Honestly, its very simple and straight forward to replace the rheotstat.
In addition to this - when you remove the binnacle/clock cluster - there is an earthing point on the bulkhead that should become visible!
Pictures of the binnacle / clock cluster that will come out if you follow the earlier instructions.


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PCMag UK | Reviews | Consumer Electronics | Audio | Speakers | Review
AR Jingle Balls Wireless Ornament Bluetooth Speaker
byAlex Colon Nov 17, 2014
Whimsical design. Inexpensive. Decent bass response.
Rolls off of flat surfaces. Lacks clarity in mids and highs.
Though certainly not for audiophiles, the Jingle Balls Bluetooth speaker is a fun, inexpensive, surprisingly decent-sounding stocking stuffer.
You haven't really heard "Jingle Bells" until you've heard it coming out of a tiny Bluetooth speaker that looks like a Christmas tree ornament. It doesn't actually sound any better than you remember, but there's something automatically more fun and festive about it. And that's what makes the $19.99 Jingle Balls Wireless Ornament Bluetooth Speaker from Acoustic Researcher such a good stocking stuffer. It's far from the best-sounding Bluetooth speaker I've ever heard, but it's not bad for the price, and it's just a lot of fun.
Design and Pairing
The Jingle Ball looks like your standard Christmas tree ball ornament. It measures roughly 2.5 inches around, and has a shiny plastic finish that doesn't quite look like glass. It comes in gold, red, and silver versions, and while I received the gold model to review, I think red will look best with most trees. The front of the ornament has a snowflake design, which is essentially the speaker grille. A single driver sits behind this, and on the back of the ornament you'll find a Power button as well as a charging port. The Jingle Ball comes with a micro USB cord for charging and can last up to four hours, though there's no battery life indicator.
SEE ALSO: The Best Wireless and Bluetooth Speakers for 2020
See How We Test Speakers
A shiny silver string fastened to the top of the ornament is there for you to attach it to your tree. This is important, because while you can use the Jingle Ball all year around, you do need to hang it on something. If you don't, the bass vibration will quickly make the Ball dance off of any flat surface you place it on. Audio also takes on an awful, distorted quality as the plastic vibrates against any hard surface. Just make sure to place it on a relatively strong branch of the tree, and away from any extra-fragile ornaments.
Pairing the speaker is simple. It works via Bluetooth, so you should be able to connect it to most phones and tablets. Simply press the Power button on the back, which will light up blue. The speaker also plays the sound of sleigh bells to let you know it's on, a fun touch. From there, you can select 'Jingle Ball' from the list of available Bluetooth devices that show up on the device you wish to pair. I paired the speaker with an Apple iPhone 5s, and it worked fine in standard Bluetooth range.
Performance and Conclusions
I never have high hopes for Bluetooth speakers that cost less than $50. Add in the novelty factor, and I definitely wasn't expecting much from the Jingle Ball. I was pleasantly surprised, then, to discover that the audio quality is pretty decent.
The speaker's volume is controlled via your connected device, and I was able to play most genres of music at maximum volume without distortion. The Jingle Ball gets surprisingly loud for its size, about on par with the AmazonBasics Mini Ultra-Portable Bluetooth Speaker. On tracks with heavy sub-bass content, like The Knife's "Silent Shout," the Jingle Ball starts to distort when you push volume past the 70-percent mark. But I don't imagine most people will be using this speaker to listen to dark electronic music like "Silent Shout."
Bass response is surprisingly good, adding depth and warmth to tracks like Yo La Tengo's "Green Arrow." The speaker's biggest weakness is that it lacks clarity in the mids and highs, making a lot of tracks sound slightly muddy. Thom Yorke's vocals in Radiohead's "Paranoid Android," for instance, sound dull.
But chances are you won't be in a quiet room, listening to the Jingle Ball as your sole source of audio. Instead, it's likely to be hanging on a tree in your living room, surrounded by people talking and an endless loop of A Christmas Story playing on TV. And in that context, the Jingle Ball actually sounds pretty good for a $20 speaker.
If you're looking for an inexpensive Bluetooth speaker, you're better off picking up something like the 808 Audio Canz Wireless Speaker or the JBL Clip, both of which offer superior audio performance to the Jingle Ball. But I feel like the Jingle Ball is more like an ornament, in that you'll probably only be using it for a few weeks out of the year. And in that regard, if you're looking for a good stocking stuffer, or a fun new way to trim the tree, the Jingle Ball won't disappoint.
AR Jingle Balls ...
The Best Wireless and Bluetooth Speakers for 2020
The Best Soundbars for 2020
The Best Bluetooth Speakers Under $100
How We Test Speakers
Alex Colon Managing Editor, Consumer Electronics
Alex Colon is the managing editor of PCMag's consumer electronics team. He holds a Bachelor's Degree in English Writing and Literature from Pace University and got his start editing books before deciding technology would probably be a lot more fun.
Though he does the majority of his reading and writing on various digital displays, Alex still loves to sit down and read a good, old-fashioned, paper and ink book in his free time. (Not that there's anything wrong with ebook readers.)
More From Alex Colon
The Best Smart Home Security Systems for 2020
The Best eReaders for 2020
The Best Smart Light Bulbs for 2020
The Best Robot Vacuums for 2020

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MonLife Newsletter
Public Registers, Closures, Amending and Correcting The Rights Of Way Map
The legal rights of way map (Definitive Map & Statement) can be viewed upon appointment at County Hall in Usk. The maps can also be viewed at Gwent Record Office but please note that this will not include any orders made since its publication. A composite interactive rights of way map with modern base mapping is also available to view on line.
If you think the legal rights of way map (Definitive Map and Statement) is wrong you can apply to have it changed.
Examples of when you might apply:
To add a right of way to the map – often a path exists on the ground but it is not shown on the Definitive map.
To change the status of right of way – a footpath may have been used as a bridleway for 20 years or more. You can apply to change its status.
To correct errors on the map – a path recorded on the map is not public, shown on the wrong alignment or needs defining more precisely.
If you need to close a public right of way temporarily to carry out works on it, or next to it, contact Countryside Access as soon as possible.
You can also apply to move a path to a more convenient route or close a path permanently if it is no longer needed for public use
For further information about the tests that would need to be applied, costs, priorities, procedure and application forms please contact countryside@monmouthshire.gov.uk
Read the register of applications for current modification orders
List of temporary closures and restrictions.
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MonLife is a service group managed by Monmouthshire County Council
© Monmouthshire County Council
County Hall, The Rhadyr, Usk, NP15 1GA
Email: contact@monmouthshire.gov.uk


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Hi this is post number 2 the Doris Dress this seems to be a rather unappreciated dress in the Sewoverit range, when googling it not a lot came back not even from the Sewoverit website.
I picked this dress because it used back ties for shaping/sizing an because of the steroids I'm on I am a peculiar shape at the moment so I didn't want any thing too fitted.
I knew exactly which fabric I wanted to use, I was very lucky in that it was still in my sewing room, unlike half of my fabric which still in the loft.
At the time of the original brain bleed, we were still waiting for the painting to be finished, so we could bring my crafting 'stuff' back into my room.
If I remember rightly I bought the fabric at one of the knitting and stitching shows I think it is polyester, it is black with purple flowers. I had started tracing the pattern between hospital stays, but unfortunately not only would it have been the wrong size, it had got catted which means that even though I folded it up and put it on a shelf the cats knocked it on the floor, so the dog could chew it up. 😦 in the end I just cut the pattern pieces out.
Doris Dress is semi-fitted with a flattering scooped neck bodice, bust pleats for delicate shaping and floaty grown-on sleeves. The waist can be left unfitted for warmer days, or cinched in at the back with the attached ties or fixed back belt.
I installed it as a lapped zipper, to be honest I've never installed an invisible zipper that hasn't broken at totally the wrong time, and it has had to be replaced, they might look really nice, but unreliable.
The main dress went together very easy, the instructions had you overlock the edges as you went along, I briefly toyed with french seams but my hands while fine for guiding fabric through the sewing machine, are too unsteady for trimming the seams. I had a problem with hemming the sleeves and hemming, the instructions were iron over the edge and stitch, because it was polyester it wouldn't hold a crease.I had to do the hem twice, I finished the bottom edge by overlocking it then just folding over and stitching down.
Apart from the hem which is surprisingly long the dress was really easy to put together, as I mentioned above I had to do the hem twice, the first time I tried to do a small hem by eye, usually I would have had no problem with this, but with the shaky left hand it was uneven and bumpy. Even while I was stitching it I knew it was a mistake but still I kept going instead of just unpicking a small bit and going with the second choice which looks a lot better, and was easier.


This international asset and wealth management company is recruiting for a Counterparty Risk Manager to join their Guernsey practice. This Guernsey job is based in St Peter Port.
-	Contribute to the Enterprise-wide risk infrastructure and culture within the firm.
The Counterparty Risk Manager is a specialist Guernsey banking job that requires a talented individual. With that in mind the bank has put together a first rate remuneration package.


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AIP Home > Events > Innovation, Jamie Pherous, Progress, Sir Thomas McIlwraith, Travel > Third Sir Thomas McIlwraith Lecture with Jamie Pherous
Third Sir Thomas McIlwraith Lecture with Jamie Pherous
Join the Australian Institute for Progress over dinner for the third annual Sir Thomas McIlwraith Lecture, with guest speaker Jamie Pherous, a Queensland entrepreneur who has grown his business, Corporate Travel Management, from a staff of two into a $2.5 billion business in only 23 years.
To book please click here.
The Sir Thomas McIlwraith Lecture is an annual lecture to celebrate contributions to Queensland's growth that show initiative and individual enterprise. It is named after an early premier of Queensland who was responsible for a number of nation building projects such as railways and ports.
Jamie Pherous started business life as a chartered accountant, leaving Arthur Anderson to open Corporate Travel Management in 1994. His first client was Queensland Coal. In his first year of operations he booked just $16 million of travel in 2001. The figure in 2016 was $3.587 billion. Growth has been organic and by acquisition, and stunning.
Ticket price is $185 inc GST per person inclusive of 3 course dinner and beverages. Tables of 10 are available for purchase at $1650 inc GST (10 seats for cost of 9). AIP members are $165 as well. To book please click here.
AIP receives funding from public donations and a growing membership. All proceeds from AIP events goes towards funding the AIP


text:
Spiculopteragia mathevossjani är en rundmaskart. Spiculopteragia mathevossjani ingår i släktet Spiculopteragia, och familjen Trichostrongylidae. Arten är reproducerande i Sverige.

Källor

Rundmaskar
mathevossjani

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Натуральне число 1101
 1101 рік до нашої ери
 1101 рік нашої ери


Mercedes-Benz deals start in September the new GLE 500e module cross breed impetus 4MATIC with 442 hp and 3.3 l/100 km.
Mercedes-Benz will start next September 24 promoting new 4MATIC GLE 500e hybrid car, the first module crossover commute SUV with brand and will be accessible from 77,875 euros.
The organization says that in three or four years 20% of the hybrid vehicle reach will comprise of half and half models and batteries have multiplied their self-governance while keeping up the same size.
The new 500E 4Matic GLE joins a fuel motor with direct infusion BlueDIRECT V6 245 kW (333 hp) electric commute with a 85 kW (116 hp). The joined limit of the force unit is 325 kW (442 hp) and most extreme torque ascends to 650 Nm framework. The cross breed module is completely incorporated into a seven-velocity programmed transmission 7G-TRONIC PLUS.
The blend of electric engine and fuel motor permits you to get an utilization of 3.3 l/100 km voyaged, power utilization of 16.7 kWh/100 km and outflows of carbon dioxide (CO2) of 78 grams for each kilometer . Likewise, it quickens from 0-100 km/h in 5.3 seconds and achieves a top velocity of 245 km.
Because of the implicit battery Lithium Ion, with a limit of 8.8 kWh, the new GLE 500E 4MATIC can go in immaculate electric framework up to 30 kilometers, coming to a top pace of 120 kilometers for every hour. Released, the lithium particle battery can be completely energized in 2.5 hours.
GLE 500 and (Plug-In Hybrid).
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Mercedes-Benz 4Matic GLE 500e, the first SUV brand plug hybrid car.


The Log Longboard is for the traditionalist.
With a low rocker, rolled bottom, 50/50 rails and a classic single fin, the Log will take you back in time.
Take a moment to appreciate how talented those guys were back then to ride these boards in all conditions.
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Hey dolls, guess what? In less than two days we're heading to Uh-merica!! :) Neeeew Yoooork, concrete jungle where dreams are made, oh.. Do you have any (last minute) insider tips for me? To get into the right mood for our trip, we invited our friends over to plan the journey and get all excited. The theme was - how could it be any different - America. Therefore I tried a little DIY while T. made some delicious burgers. Please try that great recipe, you won't regret it!!
1.) Cut the potatoes in quarters, lay them on a plate and precook them for 8min at 750W in the microwave.
2.) Preheat the oven to 450 F/230°, take a baking sheet+baking paper and put the potato wedges on it, sprinkle them with olive oil and sea salt. Bake them for 40-50min, until brown and crispy.
1.) Take the onion and garlic and mince them in tiny pieces. Cut the salmon filets also in 3inch pieces.
2.) Put the onion, garlic, bread crumbs, the egg and the salmon in a food processor, season everything with salt, pepper and dill. Mince everything until you have a tatar-consistence.
3.) Take the mixture and form four big patties, or six small patties out of it. Roast them in olive oil in a non-stick pan for about 4min on each side.
Serve them on a shortly roasted burger ban, top it with veggies and citrus mayo - mixture of sour cream, mayo and lemon juice.
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Stanford vs USC Football 2019
Rugby World Cup: Springboks talked up in north as All Blacks lose fear factor
September 9, 2019 By mariarivas Leave a Comment
Rugby World Cup 2019 will air on September 2019. You have not enough time to get ready. Your favorite All Blacks vs Springboks Live Streammatch also here under this RWC 2019. As a die-hard fan of rugby, you need to know some essential element about this game. Because you are willing to enjoy the match. You should know about this match. Since the official site consistently gives the news which is identified with the occasion. What's more, this data is extremely basic for all.
New Zealand and South Africa have been playing test coordinate rugby association since 1921. At the point when the All Blacks beat the Springboks in Dunedin 13 – 5. It is perhaps the greatest competition in world rugby history. There is significant history behind these matches, quite a bit of it off the field. In 1981, there were dissents in New Zealand over the Springboks coming to New Zealand. Because of the then South African government's strategy of politically-sanctioned racial segregation. Up until 1996 New Zealand had always lost an arrangement in South Africa. Be that as it may, South Africa had won an arrangement in New Zealand in 1937. Up until the beginning of the expert period. South Africa had won 21 tests to New Zealand's 18. In the 50 matches since the beginning of the expert period. New Zealand have won 36 tests to South Africa's 14. Since 2004 New Zealand and South Africa have challenged the Freedom Cup. It has been incorporated as a major aspect of the Rugby Championship since 2006. On the off chance that the yearly arrangement is drawn, the victor is chosen through total.
The match between All Blacks vs Springboks will air at 15:45 Pm On Saturday, September 21, 2019. The match will one of the best match on the Rugby World Cup 2019. So, Enjoy your match as you want. All Blacks vs Springboks will take place in International Stadium Yokohama, Kanagawa Prefecture, Yokohama City. Yokohama is often credited as the birthplace of rugby in Japan with rugby matches reportedly taking place as early as the 1860 at the Yokohama Football Club, known today as the Yokohama Country and Athletic Club. With such a deep link to rugby's history in Japan it's fitting that Yokohama plays host to some of the biggest matches of Rugby World Cup 2019, and none bigger than the final on 2 November. An absolute cauldron of a venue, the atmosphere at Yokohama International Stadium will be pumping for every match.
Schumacher, Swirbul collect national ski championships 2020
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London Marathon 2020: Women's world record holder Brigid Kosgei to defend title
Best of Utah meet a national 'showcase' event for the state's 4 college gymnastics programs
RUSSO, KULICK LEAD AFTER OPENING DAY AT 2020 USBC TEAM USA TRIALS
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These DIY Connector Shells are great for making your own USB connections without slicing apart a USB cable and soldering those thin wires inside. Each shell comes with a two-part snap plastic shell and a proper connector with easy-to-solder tabs. This is a "slim" version of the Micro USB Type B Male connector.
This is a Micro USB Type B Male connector.
Assembled Dimensions: 26mm x 10mm x 7mm / 1" x 0.4" x 0.3"
Micro USB Connector Dimensions: 14mm x 8.5mm x 6mm / 0.6" x 0.3" x 0.2"


"If you haven't ever heard of project based learning before this video is a must see. The video depicts an entire school built around the project based learning model but the concept can easily be applied to individual classrooms. The idea of project based learning is not entirely new but it does have fresh implications for education because it marries up nicely with common core standards. Project based learning constantly requires students to think critically about concepts and synthesize information into chunks that can be readily applied in real world scenarios. Take a look and decide for yourself."


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June 30, 2020 English football, All sports news, Football
What Will Ziyech and Werner Bring to Chelsea?
Following the turn of the new year, Chelsea have announced the signings of Hakim Ziyech and Timo Werner from Ajax and RB Leipzig, respectively. Their arrivals signify far more than just an acceptance that Frank Lampard's side have fallen behind both Liverpool and Manchester City. They also showcase a desire throughout the London-based club to recapture their position at the top of Premier League. So, let's take a look at what they'll both bring to South West London.
Creativity and Goalscoring Prowess
In his first year as the Blues manager, Lampard has been hindered regarding transfer recruitment as a result of the club's two-window transfer ban. However, after their suspension was halved by the Court of Arbitration for Sport, Chelsea's hierarchy wasted no time in seeking to bolster their squad for the upcoming 2020-21 season. Crucially, in Ziyech and Werner, the six-time league winners have sought to tackle their inconsistency in front of goal. For a team of Chelsea's stature, an average of one goal per match isn't enough, especially when compared to the ruthless nature of both Jurgen Klopp's title-winning Liverpool and Pep Guardiola's Manchester City.
Importantly, Werner will likely play a pivotal role in resolving Chelsea's lackluster output in front of goal. Although according to Understat, the 24-year-old German striker's expected goals (xG) per 90 is only marginally better than Tammy Abraham's, his actual goals per match tally is significantly higher. Although Abraham is 50/1 with football bets from Space Casino to claim the golden boot, as of June 29th, it's clear that the Blues need a world-class option to provide competition for the 22-year-old Englishman.
Fundamentally, the arrival of Ajax's Moroccan playmaker will also significantly benefit the Blues' offensive play. When you compare Ziyech's offensive statics, the 27-year-old outperforms Mason Mount, Ross Barkley, and Willian in several key areas, as per statistics from WhoScored. Intriguingly, the versatile midfielder averages 3.7 key passes per match, much higher than Chelsea's Brazilian winger, and more so than Mount and Barkley respectively.
Much-Needed Versatility
Aside from the undeniable attacking qualities that both Werner and Ziyech will bring to Stamford Bridge, they'll also provide Lampard will considerably more options regarding his tactical selections. Despite the fact that he has spent the bulk of his career occupying central positions, Werner has, under Julian Nagelsmann at Leipzig, been deployed from the left-hand side of the field on numerous occasions. Although Lampard may opt on deploying him centrally, playing him from the left could, theoretically, allow him to field both Abraham and Werner.
Excitingly for Chelsea supporters, Ziyech is arguably even more versatile than his soon-to-be German teammate. Transfermarkt states that, at the time of writing, across 34 games, the 27-year-old has played 13 games in an attacking midfield role, and a further 20 matches on the right flank. On several occasions, Chelsea's 42-year-old manager has opted for a three-at-the-back system, with two central midfielders playing off one central forward. If this is something that he continues to persist with, it could play right into Ziyech's strengths.
Could They Take Chelsea to the Title?
Ultimately, few can argue against the fact that the Blues' early recruitment has been extremely impressive. Crucially, strengthening their attack for next season should help to reduce the total of draws and losses that they have recently suffered. That said, despite their offensive firepower, Lampard may need to look at his defense before Chelsea will be, in the eyes of many, considered as title challengers in 2020-21.


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10/2/2017 | 2 MINUTE READ
Changing Cutting Tools Reduces Cycle Time by 7 Minutes in Hard-Turning Application
L.A.Y. Precision Machine's cycle time to bore a hole in a bushing was more than eight minutes. Horn USA's Supermini type-105 tool system with an HS36-grade boring bar insert reduced this cycle time.
L.A.Y. Precision Machine is a contract shop that specializes in precision Swiss turning and machining, producing parts such as these bushings for hydraulic pumps used in the aerospace industry.
The shop wanted to improve the cycle time of the bushing, which was more than eight minutes, as well as increase the number of parts made per cutting tool and improve the surface finish.
The Supermini 105 tool system with an HS36-grade boring-bar
insert from Horn enabled the shop to reduce the bushing's cycle time to 1 minute, 23 seconds, turn 75 parts per tool instead of 10 to 15, and improved the surface finish from 38- to 20-microinch Ra.
Edited by Julia Hider
Associate Editor, Production Machining
Stay Positive Regarding Our Future Workforce
Using AI to Predict CNC Machine Spindle Issues Before They Are Issues
HORN USA, Inc.
Small changes can result in big improvements, as Kyle Hawley, owner of L.A.Y. Precision Machine, discovered when he was trying to reduce the cycle time required to hard-turn an aerospace part his shop produces. By switching to a new boring bar from Horn USA Inc. (Franklin, Tennessee), L.A.Y. reduced the cycle time on the part by more than seven minutes.
L.A.Y. Precision Machine was founded in 1946 in Novi, Michigan. Mr. Hawley joined the contract CNC shop as a machinist in 2007, when it moved to West Branch, Michigan, and 10 years later, he and his wife bought it from the family that founded it. The company specializes in precision Swiss turning and machining of aerospace, military, medical and electrical parts. Production volumes range from 100 to 10,000 parts per year.
Climbing the Levels of Multi-Tasking Machining
The Fundamentals of Chip Control
High Feed Milling Can Reduce Cycle Times 50 Percent
One such part is a bushing for a hydraulic pump used in the aerospace industry. The shop produces 2,000 of these bushings every year. They are made from 1-inch-diameter 8620 alloy steel barstock that is fed by an automatic bar feeder into a Swiss-style turning machine, where the inner and outer diameters are blanked. The workpieces are sent out for case-hardening to 60 HRC and returned for hard-turning operations. A 1.5-inch-deep hole is then bored into each piece, holding a tolerance of ±0.0005 inch.
Mr. Hawley recognized that the CCMT-type carbide cutting tool insert that the shop was using to bore the hole was causing three specific problems. He says that each corner only lasted for 10 or 15 parts, and the cycle time for each piece was more than eight minutes. He also was not satisfied with the 38-microinch-Ra surface finish that the cutting tool produced.
His cutting tool supplier put him in touch with an application and sales engineer at Horn, who recommended the Supermini 105 tool system with an HS36-grade boring bar insert. The inserts have a carbide substrate, a high-temperature-resistant coating and an adapted cutting-edge geometry specifically designed for hard turning materials ranging to 66 HRC, eliminating the need for cubic boron nitride.
According to Mr. Hawley, the results achieved with the new cutting tool exceeded his expectations. Cycle time was reduced from 8 minutes, 5 seconds to 1 minute, 23 seconds, and each boring bar now can be used for 75 parts. In addition, surface finish Ra improved to 20 microinches. Mr. Hawley says that the boring bar can be changed out quickly, which is an additional benefit. All of this adds up to a 78 percent reduction in manufacturing cost. "Considering we annually make 2,000 of these bushings, time and cost savings really add up," Mr. Hawley says.
The shop has used the boring bar on other parts with similar effect, he says, including on an Inconel fuel nozzle. The previous cutting tool could machine 20 to 30 pieces, while the new boring bar yields more than 150 pieces.
Mr. Hawley plans to look for more simple improvements like this that his shop can make. "As we continue to upgrade equipment, we'll be checking in with Horn to help us match the right cutting tools to the jobs. I like that I simply let them know the kind of material we're working with, and they recommend cutting tool types, grades, and even speeds and feed rates," he says.
Taking The Fear Out Of Hard Turning
To make the transition to hard turning, you'll need to switch from carbide to CBN inserts, but that is easier (and more economical) than you might think. It's making the jump to much higher surface speeds that might scare you off. It needn't. Here's why.
Rolling Threads Has Advantages
With macros and canned cycles resident in the CNC on most contemporary turning centers, single point turning of OD threads can seem like almost a default process decision. However, for numerous applications, OD thread rolling has inherent advantages as an alternative to cutting threads.
How To Machine Aircraft Titanium: The 8-To-1 Rule For Finishing Walls And Ribs
Part of a series of articles on more efficient machining of pockets in titanium parts, this article makes the case for a tool with many cutting edges, and describes how best to apply it.
Special Edition: Next Generation Aerospace - Advanced Materials and Processes
Access the Full Modern Archive


text:
using System;

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{
    public class Kitten : Cat, ISound
    {
        public Kitten(string name) : base(name)
        {
            this.Sex = "female";
        }

        public Kitten(string name, int age) : base(name, age)
        {
            this.Sex = "female";
        }
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}

redpajama_set_name: RedPajamaGithub


text:
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Chapter Headshot First Name Last Name Email Bio
Pacific Southwest
Alison A.L.G. McLeod alison.letschat@gmail.com Alison Aguilar Lopez Gutierrez McLeod has been serving as a Religious Educator to the Unitarian Universalist Fellowship of San Dieguito since March 2007. While earning her M.Ed. at Washington State University, Alison served as an elected official on the City Council of Pullman, Washington. She continued to serve the community on numerous boards for organizations that addressed issues faced by women of color, civil rights and social justice. She is currently serving her second term as Vice President of PSWD LREDA and is on the UUA Commission on Social Witness.
Metro New York
Breneman, M.A., M.S.
DRETracyB@gmail.com I have been a Unitarian Universalist religious educator since 2008 and currently serve the congregation in White Plains, NY. Growing up the daughter of a United Methodist Minister, I saw first-hand the effect conflict can have on a congregation and congregational staff teams. I also developed a deep appreciation for the unique potential faith communities have to transform destructive conflict and strengthen community. I hold a Master's degree in Conflict Analysis and Resolution from George Mason University, and have completed coursework and comprehensive exams toward a Ph.D. (ABD). I also have extensive experience teaching undergraduate and graduate level courses in conflict transformation, having been on faculty at George Mason University, Columbia University, and in the Dispute Resolution Program at John Jay College of Criminal Justice, CUNY. It's a joy to be able to share conflict transformation tools with my LREDA colleagues, and to learn with you strategies for managing the challenges we face as we serve our congregations. Contact information: Tracy Breneman, 914-434-7539, DRETracyB@gmail.com.
Katy Carpman uukaty@gmail.com Katy Carpman (she/her) is a Credentialed religious educator. She has served congregations at small and medium congregations in Houston, Texas and has served LREDA as a past Board Member and credentialing mentor. Katy believes in lifelong learning, supporting families, and the power of story.
Rev. Dr. Natalie Fenimore nfenimore@uucsr.org Rev. Dr. Natalie Fenimore is Minister for Lifespan Religious Education at the Unitarian Universalist Congregation at Shelter Rock in Manhasset, NY, the former President of the Liberal Religious Educators Association, and Vice President of Star King School for the Ministry's Board of Trustees and a member of the Board of the Unitarian Universalist Ministers Association. Natalie is a Credentialed Religious Educator, Master's Level and Renaissance Module facilitator. Natalie is an author of UU Religious Education Curricula, Renaissance Modules, and Meditations.
Mountain Desert
DeAnna Hoyle deannaldh@gmail.com De Anna Hoyle (she, her) is an Associate Level Credentialed religious educator with nearly 15 years experience in varying-sized congregations. She is a trained Our Whole Lives facilitator in all age levels and is passionate about sharing the gospel of holistic sexuality education and believes covenantal relationship is key to healthy congregations. De Anna trained for interim work in 2014 and has served two congregations in that capacity. She serves the Guild of Interim Religious Educators (GIRE) as secretary and continues to hone her skills in transitional ministry, systems and conflict management as a consultant with the GIRE Consulting team. De Anna finds herself musing about how to bring more peace within and out into the world. You may find her on a bike trail, the dance floor or reading a book while lying in a hammock near her home in SW Colorado.
Beth Irikura birikura@rruuc.org Beth is a Credentialed Religious Educator who has been serving the River Road UU Congregation in Bethesda since 2007. She has a certificate in Lay Ministry with an emphasis in Youth Ministry from Wesley Theological Seminary. Beth and her family attend the Unitarian Universalist Church of Rockville, where she was a lead advisor for their youth program for three years. Beth serves as a Credentialing Mentor and a Good Officer for LREDA (Liberal Religious Educators Association.) She also serves on the board of UU Wellspring and leads several UU Wellspring groups. She is in training at the Haden Institute to become a spiritual director.
Pacific Central
Rev. Alyson Jacks ajacks@uusf.org Alyson Jacks serves as the Associate Minister at First Unitarian Universalist Society of San Francisco. She joined the staff in 2012. She is responsible for Family Ministry, Lifespan Learning (Children/Youth/Adult) and Membership. Prior to joining the staff at UUSF, Alyson served as a Community Based Minister for ten years, working with nonprofits focused on education and support for children and youth. She has served as the President of the local PCD-LREDA chapter and is a member of the UUMA.
Mary Kroener-Ekstrand dre@uucwf.org Mary Kroener-Ekstrand is Director of Religious Education at the Unitarian Universalist Congregation at Willamette Falls in Oregon City, OR. She previously served as Lifespan Director of Religious Education at First Unitarian Church in Salt Lake City. Mary holds a Ph.D. in Curriculum and Instruction and has pursued a variety of professional development opportunities in the field of religious education including coursework at Starr King School for the Ministry, district and regional trainings, and Renaissance Modules. She is passionate about lifelong learning and loves helping people of all ages to understand their own beliefs and to put those beliefs into action in their lives and communities. As a Good Officer, Mary hopes to help fellow religious educators maintain their integrity and honor their values as they navigate the complexities of our professional work in congregations.
Michelle McKenzie-Creech dre@uucmc.org
Sarah Osborne dre@neshobauu.org Sarah has served as the Director of Religious Exploration for Neshoba Unitarian Universalist Church in Cordova, TN since 2010. She has a passion for creating meaningful rites of passage, facilitating small group ministry, and collaboratively leading retreats and workshops. She loves the ocean, HGTV, and chanting. Sarah is deeply committed to the vision of an anti-racist, multi-cultural, multigenerational, transformational Unitarian Universalist faith. She lives in Bartlett, TN with her family and pup Mickey.
Tuli Patel treasurer@lreda.org Dr. Tuli Patel has been a religious educator in UU congregations for the past 17 years. She has a formal background in teaching and education. She brings a wealth of experience to the position of Treasurer. Tuli is currently the Executive Director of Beacon UU Congregation in Summit, holding portfolios of Lifespan and Financial management.
Christina Rivera uu@christinarivera.org Christina is a religious educator and administrator serving Unitarian Universalism as part of the Lead Ministry Team of the Church of the Larger Fellowship. She was the first Latina and religious educator elected to the UUA Board of Trustees, serving as Trustee, Financial Secretary, and Secretary of the Association. In 2017 Chris co-founded the #UUWhiteSupremacyTeachIn with Aisha Hauser and Kenny Wiley. In 2018 she founded Called to Justice, a faith-based consulting group focused on impactful leadership and congregational development for Unitarian Universalists committed to justice ministries. Called to Justice's mission is to develop lasting relationships with organizations and support them as they move deeper into understanding how white supremacy impacts all aspects of an organization. In 2020 Christina was selected as the Unitarian Universalist Association's Angus MacLean Award recipient for Excellence in Religious Education. Chris has the faith and support of her husband and twin sons who, along with her ancestors, form the foundation for her calling to Unitarian Universalist ministry.
Ohio Meadville
Rich Roberts uuca.roberts@juno.com Rich retired in 2019, having served for 23 years as the Director of Religious Education of the Unitarian Universalist Church of Akron. He has been an active member of the Ohio Meadville LREDA chapter, served on the staff of the Eastern Great Lakes Leadership School and as an officer in Toastmasters International. Rich is a musician and storyteller who loves creating experiential worship. Married, the father of two and a grandfather, Rich is an avid outdoorsman and lover of the arts. For many years he was active in the Ohio Meadville District Professional Unitarian Universalist Religious Leaders (OMDUUPRL), a group of regional ministers and religious educators. He is grateful to have worked alongside excellent ministerial colleagues and inspiring, creative religious educators throughout his career.
CUURE
(Canadian UU Religious Educators)
Lynn Sabourin lynnsabourin51@gmail.com Lynn Sabourin has been the Director of Religious Education at North Shore Unitarian Church for the past 40 years. She is passionate about the work, having also been involved as a Renaissance facilitator, a mentor in the Religious Education Credentialing Program and as a Good Officer for CUURE (Canadian Unitarian Universalist Religious Educators). She had wonderful support starting out in the PNWD where she served on the District Religious Education Committee as a member and as chair. She hopes to extend that support to others on this path. Lynn was born and raised in North Vancouver and so is very much rooted in this community. She is a strong believer in good public education having started her career in the public school system. She and her husband, Doug, have three adult sons, now in their thirties and four grandchildren. Her family has enjoyed attending Eliot Institute UU camps since 1989. Lynn has held many staff roles including Children's Program Coordinator, Volunteer Coordinator and Dean. As a committed Unitarian Universalist, Lynn has been involved in various social justice issues and volunteer roles in the community.
Sheila Schuh sheilas@rochesterunitarian.org Sheila Schuh serves the First Unitarian Church of Rochester, NY, and is credentialed at the Master Level. Her LREDA service has included mentoring, leading the Seaway Chapter, offering workshops, planning for Fall Con, co-leading Fall Con on Theme-Based Ministry, and providing input for the Commissioned Lay Leadership Program. She holds licensure as a Creative Arts Therapist and is a trained OWL and restorative practice facilitator. Her curriculum writings focus on parent spiritual development, just communication, family circle practice, and race & ethnicity identity development. She has served large, midsize and collaborated with small RE programs, as well as ran a home church for several years!
Kathy Smith uusunshine@gmail.com Kathy E. Smith, Credentialed Religious Educator, has been a religious educator since 2006. She has served churches in Texas and Louisiana, and currently serves our congregation in Baton Rouge, Louisiana, as Director of Family Ministries. She is past president of the SWUUC LREDA chapter, and has also worked with the Community Relations Team for LREDA, the Right Relations Team for General Assembly, the Music Leadership Certification Committee, and the Youth Caucus at General Assembly.
Deborah Weiner djweiner101@gmail.com Deborah Weiner is a transitional religious education specialist and faith development consultant working with congregations on the ways in which they can embrace new vision, mission, and energy during a time of change. For over twenty years Deb was part of the staff of the Unitarian Universalist Association. She recently completed two terms as Moderator of the Association for UU Music Ministries and currently serves on the board of New England LREDA (professional standards and services portfolio). She has extensive experience working in crisis communication, conflict resolution, appreciative inquiry and other adaptive leadership areas. She is a co-founder of the Guild of Interim Religious Educators and resides in Lexington, MA.
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When Obama calls for high-speed rail, he's only half wrong. It's the high-speed part that is a waste of time and money at this point in our culture and our economy.
High-speed rail is meant as a replacement for airplane travel. What we desperately need is a replacement for some kinds of automobile travel.
Airplanes, like trains, are the ultimate carpool. It makes little difference which we use, except that airplanes need to be rooted to the ground only at the beginning and end of the trip -- any route in between is possible, and costs nothing in infrastructure, because God already installed the atmosphere and we get to use it for free.
High-speed rail needs to have every inch of the route constructed in advance. It's expensive and has to be tended (snow and ice must be cleared the whole way).
Worst of all, the rails for high-speed trains are good only for passenger and parcel service.
Who is going to ride it? Planes already go to far more places than high-speed rail would reach. High-speed rail makes sense in places like Japan -- densely populated islands where cities are conveniently strung out like beads on a string.
Places where people already ride trains all the time.
You don't go from cars to high speed rail. You go from trains to high-speed rail. You're already using trains; now you want them to go faster.
I keep reading about "America's love affair with the automobile." And there's some truth in it. Cars mean independence; they take us directly to our destination and we can carry far more cargo in both directions than we ever could walking or cycling or even riding the bus or the train.
On the other hand, we have to park the car when we get there, and that often entails walking a long distance -- with whatever cargo we're carrying.
Once everybody had cars, we reshaped our lives so that now we have to have cars. Except in a few major cities -- New York, Boston, San Francisco, maybe DC -- no matter how poor you are, you have to have a car unless you happen to live and work close to a bus line.
Buses are caught in city traffic just like cars, so you stop at every traffic light and at every bus stop.
In a decentralized city like Greensboro, few people live close to where they work and shop. Our insane zoning laws force us to drive long distances to buy anything, because "commercial" buildings are deliberately kept out of "residential" zones.
Big box stores thrive only because people from a large area drive to them and park in their enormous parking lots; they kill local stores, but only because they are subsidized by government building roads to them.
You can't walk from one to the other, because the parking lots are too big.
Everything is far apart because everybody has cars so why not sprawl? That's why parents spend hours and hours and hours every day driving their kids to and from whatever lessons or sports or social events they're going to.
When I was a kid, I walked; I rode my bike. At the age of nine, I had a degree of freedom and independence of movement that only kids with driver's licenses can match today -- because in my youth, houses were closer together and destinations were closer.
Our neighborhoods are planned to be nothing but cul-de-sacs and winding roads that go nowhere. I have friends who live at the center of large spirals -- they have to drive miles just to get to a main road that is really just a couple of blocks away, if the roads were laid out sensibly.
So about that love affair with cars: Aren't you sick to death of driving, driving, driving past the same houses, the same intersections, day after day? Don't you wish you could do something else while you're being transported?
Cars are killing us. Yes, safer cars, seat belts, and air bags have dropped the total from 50,000 a year to 33,000 or so -- the same level as in 1950.
But do you realize how many people have died because we use cars for everything? Even at the current "low" level of fatalities, since 1950 we would have lost two million people in car crashes -- the real number has to be much higher.
That's more Americans than died in all our wars combined. We hate war -- we hate that loss of life. Yet we tolerate being forced to drive everywhere.
Then add to that the fact that our car use requires us to pump billions of dollars out of our pockets and deposit them with our enemies. We are funding the terrorists who kill our soldiers and other citizens, abroad and at home.
And when oil prices fluctuate, our whole economy reels. Why do we put up with these terrible losses, this lack of control? Cars don't make us free -- they put at risk our lives and the lives of our children; they hold our economy hostage to events in other countries; they finance those who want to kill us.
Without our love affair with the car, Iran and Libya, Venezuela and Nigeria are just sleepy, impoverished backwaters. They might hate us, but they can't afford to do anything about it.
We're already trying to reject cars -- maybe not you personally, but as a society, the movement is afoot. Not by government action, but by consumer choices.
Amazon.com began as a bookstore, but it's now a department store. The ultimate big-box store, it serves the whole country -- without requiring a single parking space for customers.
We're beginning to do more and more of our buying online, because when we shop on the internet we don't have to drive anywhere and we don't have to park.
As we get used to having things delivered to our homes a day or two after we buy them, the best way for local stores to compete is to allow us to do the bulk of our shopping by phone or online -- and then deliver our purchases faster than distant website companies can.
Think of the groceries you buy. Most of the time, don't you buy the same things over and over? Forget the fresh produce -- you want to pick that out yourself.
But the milk, the eggs, the bread, the peanut butter -- you know the brands you like, and the grocery store has a computer. Why don't they let you set up a weekly delivery? Of course, it only works if they have a rigorous schedule and are never more than a few minutes late -- you have to be able to get your cold stuff into the fridge, which means you have to be home when they get there.
We used to call such delivery services "milkmen" and "icemen" and they were part of life back when we walked everywhere and didn't want to have to carry purchases home with us.
Even when you do go to the store yourself, local stores should offer free delivery of everything you buy. If you got to Belk or Macy's or Home Depot some way other than in your car, you get to the checkout stand, you pay, and then you walk out empty-handed -- because your purchases are going to be delivered within an hour or two.
If all you're buying is a handful of nails or a couple of light bulbs, great, take them with you. Everything else, they bring to you.
Or, better yet, zoning laws stop forcing us to use cars, so that instead of delivering to our doors -- requiring us to be home at certain times in order to receive the deliveries -- all the stores deliver all but our most massive purchases to neighborhood depots.
Everybody pays a small surcharge (perhaps built into the purchase price) to pay for a couple of employees at the depot, which is only a couple of blocks from your house. You stop by during pickup hours -- say, 3:00 p.m. to 9:00 p.m. -- and there it is, everything you bought today, or since your last pickup.
You bring it home on foot in a cart, or in your bicycle basket or trailer; or you drive your little electric golf cart, which is all the "car" you need.
As fewer people drive to the big box stores, they stop being economical. Look at the big boxes at the corner of High Point Rd. and Holden, where the Borders store is closing. The sight of those empty retail spaces is actually encouraging (though I'll miss the high quality and good selection that used to be Borders). Why? Because every box store that stands empty is a place that people won't be driving to or parking at.
Imagine those stores standing empty. What do the property owners do with that "failed" retail space? How about creating small neighborhoods, the kind that used to be everywhere: Streets on a grid, standalone houses with small yards where small children can play safely, but it only takes a minute-and-a-half to mow the lawn.
Houses close enough together that kids can string tin-can "telephones" from house to house through their upstairs bedroom windows. You know -- a Ray Bradbury, Dandelion Wine neighborhood. Everything in walking distance.
A depot in the middle, alongside a mini-grocery that stocks your fresh produce and accepts delivery of your weekly or daily food order. They keep track of what the customers buy, so they don't have to stock very much more than they absolutely know they can sell.
Who lives there? People who right now have no choice but to buy houses far out in the county, where they have to drive a half hour to more to work every day. That commute is the reason housing is cheaper out there -- but it means that every time the price of gas goes up, your whole budget is wrecked.
When you live in a house that's just as large, but with way less yard to take care of and no need to have more than a one-car garage -- which you use for that golf cart and bikes for the whole family -- think of the hours and hours you'll have at home instead of driving around.
How Do You Get Anywhere?
If you give up your car, how do you get to work? How do you take longer trips?
Public transportation, obviously. It's not just for poor people anymore.
Public transportation only works if it actually goes from where you live to where you work and all the other places you want to go -- movie theaters, restaurants, night life.
But the public transportation has to be there first. Until you build it, people can't get rid of their cars.
I've seen it in Salt Lake City, where nobody rode buses during the time I lived in that metro area. I commuted by car from Orem to Salt Lake, forty-plus miles each way, for several years. If there had been decent bus service or train service I would have used it -- but buses were too rare and didn't go where I needed them to.
What's the point when you have to drive a long way to get to the bus or train? As long as you're in your car, why not keep going?
Then Salt Lake City spent tax money to vastly increase the Utah Transit Authority's capacity. Now buses run far more often and go to far more places. Intercity buses run on a regular and useful schedule. You can get from Utah County to any point in Salt Lake City on a dependable schedule and at hours that are actually useful. And ridership vastly increased.
That's a proper role for government: to lay the groundwork so that it's even possible to change our transportation habits.
The overall social change will be gradual, incremental, voluntary; little of it actually requires government intervention. Except for bus and rail service, the government mostly has to get out of the way by getting rid of all but a bare handful of those stupid, intrusive zoning laws that take away the ability of property owners to use their property as they see fit.
Yes, we need government to have the authority to stop a property owner from opening a pig farm or massage parlor in the middle of a family neighborhood. But beyond that, get out of the way.
All your government planning of property use got us into this mess, where we have to drive hours and hours a day in order to do anything. You've already proven your institutional incompetence and lack of foresight. Just go away.
Finally, we come back to where this essay began. All that money Obama wants to pump into building a high-speed rail system that we don't need (because it's an airplane-replacement system, and airplanes are doing just fine), still needs to be spent on transportation infrastructure.
Our ancient railroad network -- regular-speed rail -- is in horrible shape. That's where the money needs to go. Regular track is fairly cheap to build or replace and the right-of-ways already exist.
If you've ridden the train, you know that the rails are in such poor condition that every trip is an exercise in jittering. It's hard to type on a laptop because you can't keep your fingers on the home keys. Forget mousing around -- the cursor jerks with every jolt of the train.
Replace a million miles of old track with new, smoother tracks. Double those single rail lines so that you can detour around breakdowns and tie-ups.
Get better passenger cars that fit our body-sizes and allow us to use our time on the train -- fewer seats per car, bigger table space. There's almost no limit to how many cars a locomotive can pull; there's no reason to cram us in the way airplanes do.
Make the couplings between cars smoother and automatic, and give us wider aisles so that we can do something that's impossible on planes -- walk from one end of the train to the other so our bodies don't suffer from being cramped for hours and hours the way we are in planes and cars.
And build new railroad stations near the urban hubs that car use has created at freeway-exit shopping districts. People are driving there anyway; they're the new downtowns. Meanwhile, most existing train stations are in neighborhoods where you don't want to leave your car unattended for more than twenty minutes, let alone a week.
Then route the local public transportation to make those long-distance train stations convenient to use without arriving in, and having to park, cars.
Right now, American rail service stinks. Amtrak is a joke, mostly because it doesn't go anywhere useful except in the DC-to-Boston corridor.
Do you realize that to go by train from Greensboro to Los Angeles, you have to go to Chicago, change trains, then go to Oakland, California, change trains again, and only then go down the coast to Los Angeles?
Interstate 40 takes you straight there.
When trains are dirty, cramped, and unpleasant, with lousy food and assigned seating next to strangers in the dining cars; when the "snacks" available on the train are off-brand junk food; when you can't work or even read, let alone sleep, as the train jolts over the shoddy, badly-maintained rails; and when the passenger trains don't go anywhere, of course we get in our cars to drive long distances. We have no choice.
I could use the travel time working or reading or just playing computer games, or comfortably talking with family or friends who are facing me as we travel together, so we can play Scrabble or Trivial Pursuit or Ticket to Ride without the game pieces bouncing onto the floor all the time.
I wouldn't have to watch the road constantly.
And I wouldn't have an increasing chance of sudden death or maiming if I doze off -- or someone else in another car dozes off or drives drunk.
I would never have to dodge among huge semi-trailers barreling along the freeway in the rain, splashing up so much water that I'm completely blind as I pass them.
In fact, all these improvements to the rail system would greatly benefit rail transport of freight. With new railroad terminals in better locations in far more cities, even more of those trailers will be loaded onto flatcars and delivered to their destination without having each one pulled individually by gas-hog high-speed tractors.
It can't be done instantly. But it can begin. Government's role is to invest in long-neglected infrastructure that will pay for itself in the long run. Government can also stop subsidizing our enemies abroad by spending more and more money on extending and widening freeways that are designed for automobiles.
If public transportation is excellent and everywhere, we'll drive tiny electric cars on local errands, fueled by electricity from coal or dam or solar or wind or nuclear sources. Mostly, though, we'll ride local buses and trains, and for long trips we'll take the train to the airport or we'll just flatout take the train, because it's actually going where we want to go, it's at least as fast as a car trip, and the whole travel experience is comfortable and convenient and relaxing because the time belongs to us instead of the tense, exhausting, cramped experience of car travel.
As with everything, the more people use train service, the cheaper it will get. Maybe we can even figure out a way to introduce competitive train lines using the same rails, the way competing airlines share the same airports. Let the free market drive costs down as it has with air traffic.
There are no school buses in Tokyo. Public transportation is reliable and reaches into every neighborhood -- school kids ride trains to school, just as adults ride the trains to and from work.
Instead of having to drive their children everywhere until they're sixteen, and then spend sleepless nights waiting for them to come home alive in those murderous cars that they can barely control, parents in Tokyo can give their children a great deal more freedom because their transportation is safe, even (or especially) at the busiest times of day.
Without the endless errand running, and with goods delivered to our doors -- or to depots right in our neighborhood -- we can have a better home life. Maybe with more time together some marriages will deteriorate, but most people will actually be happier because, with more time together, they can accomplish things together and get to know each other better.
It is hard to exaggerate the terrible damage that automobiles have done to our quality of life. The conveniences are far outweighed by the carnage, costs, loss of independence, and time-sucking waste that our enforced reliance on the automobile causes our society every day that we continue to tolerate it.
Compared to what we spend right now on gasoline, hospitalization of accident victims, time lost in errand-running, and the loss to the economy and public life of America from the thousands of deaths by car, switching to an excellent, go-anywhere system of local and long-distance rail would be somewhere between cheap and free in the long run. Only the starting costs would be expensive.
In the end, though, it would allow us to regard Iran as a mildly interesting spot on the map, instead of an oil-funded threat to world peace. And over a lifetime, each of us would gain years that otherwise would have been stolen from us by the need to drive a car.
Some people won't give up their cars no matter what. That's fine -- no need to force anybody. As gas stations close down for lack of business, it will get more and more expensive and inconvenient to drive a car.
As highways deteriorate because it makes no sense to maintain them (and gas taxes no longer amount to much, anyway), the use of cars will naturally decrease until it's rather an oddity.
We'll look back at the great automobile era between 1950 and 2020 as something to be remembered with wistfulness, like an expensive war we fought and almost lost in the distant past.
The automobile age: A long national nightmare, a hideous quagmire in which millions died, and from which we are finally, by our own choice, free.


This is a fun time of year to be a tourist in Nebraska. All three of the programs that we enjoy participating in as a family are back. Basically you go to their suggested places and get rubbings or stamps to show that you visited. Then you are eligible for prizes. Best yet you get to make memories as you travel around our great state!
Be a Tourist in Your Own Hometown (Lincoln): This one just started again YESTERDAY, so the links may not be up quite yet.
You can pick up the passports at participating locations. I will be featuring many of these places over the next several months on my blog! Go out and explore – today is supposed to be a beautiful day!
Just wanted to let you know I googled the lincoln passport thingy cause I was trying to remember what all it entailed and your site popped up near the top of the search…way to go! Thanks for helping my quest for knowledge tonight.
Thanks, Suzy, for your encouraging words! Glad that I can be helpful! I know we will be going to several of the places – we will have to go together sometimes!


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How Jacque Vaughn led Nets to resurgence in NBA bubble
Brian Lewis
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Nets interim coach Jacque Vaughn has used the restart to restructure his system and reboot his team. The result has been a 5-2 mark going into Thursday's regular-season finale versus Portland, tied for third-best in the bubble.
"We wanted to give the guys something they could hold onto that looked a little different, something you could press the refresh button on," Vaughn said.
"[We] got to a position where we regrouped as a staff and said, 'How can we put these guys in the best position to succeed with the personnel?' … We really streamlined things and really allowed players to play with confidence."
The staff made changes on both ends of the court. The undersized Nets have been doing more switching and scrambling than under Kenny Atkinson.
"We're not as much of a center-field team. We're switching a lot more, playing a lot more aggressively on the defensive end," Joe Harris said. "We've been put in a position where we have to scramble around and sacrifice for one another, just more of a team approach versus the big and guard being on their own."
Vaughn acknowledged the Nets are, "not fearful of taking risk, whether that's playing zone or trapping or being extremely aggressive and scrambling."
Jacque VaughnAP
The changes on the other end are even more glaring.
Playing without Kyrie Irving and Spencer Dinwiddie has left Caris LeVert as the only remaining isolation player. While he has excelled at the point, it's forced an egalitarian brand of basketball — share or struggle.
"Caris is our only 1-on-1 player and we know for us to have success and play well offensively we have to move the ball move ourselves and try to get out in transition and get easy baskets that way," Harris said.
The emergence of Chris Chiozza, Tyler Johnson and Jeremiah Martin has allowed the Nets keep multiple ballhandlers on the court. Their assist-to-turnover ratio has gone from 24th before the shutdown to third in the restart. Part of that is scaling back the system with so many newcomers.
No one is laughing at the Nets anymore
"It's the simplicity. We just play simple basketball. I feel like that's what I like most about his coaching style," Rodions Kurucs said.
"They've really taken to getting each other shots and getting into open areas, pushing the pace and just keeping things simple. If a guy's open, they hit him," Vaughn said. "Really, we've tried not to complicate this game of basketball."
That includes being less draconian about their shot charts. Though they still value 3s and lay-ups, they no longer treat lower-value mid-range shots as anathema. They've seen those jump from 6.5 attempts to 9.9, and that freedom has bred confidence.
"The way defenses are playing, you're going to have your ability to shoot midrange shots," Vaughn said. "That balance of getting to your spot and being able to make the midrange shot allows you as a group to have confidence."
So has pushing the pace.
LeVert has averaged 24.5 points and 10 assists the past two games at the point with Garrett Temple at off-guard, and he's even operated some in the post. But pushing the pace has provided an early edge in the shot clock and spared LeVert taking a half-court beating.
"One of the biggest adjustments we made is playing faster. I feel like we're getting the ball up. We're having to make quicker decisions and play off the first pass, trying to score off simple things, quick transition," said Jarrett Allen, also touching on another change: Vaughn himself, whose rapport-building has drawn raves.
"I'd say they're two different people, just gelling well with the type of person … not saying [everybody] didn't gel with Kenny, I'm just saying it's different with Jacque. Him being the assistant, he wants to have the level of player relations and it's just easy to bond with him, because he knows what it's like to be a player."
caris levert
chris chiozza
joe harris
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Review: Benedictum, "Dominion"
So Benedictum isn't exactly a new band, but somehow they've flown under my radar until Dominion, their third release.
My first impression wasn't the best, either. When the techno-dance beat at the beginning of the opening title track kicked in, I thought perhaps taking this record on was a really bad idea. But by the end of the second track, "At the Gates," the band had won me over, primarily with the catchy chorus groove of that song.
At heart, Benedictum is a traditional metal act, and they're at their best in that realm.
The verse of "Prodigal Son" has a nice dramatic feel, with perhaps a little bit of Dio-era Black Sabbath to it and an occasional flurry of faster licks. The chorus leaves something to be desired, but it's still a solid song. "Dark Heart," which follows a soulful and all-too-brief instrumental, "Beautiful Pain," also has one of those big, memorable melodies. Guitarist Pete Wells also showcases his shredding skills on the two tracks.
When they venture out of that comfort zone and go for a more modern approach, as on "Grind It," the results are mixed. There's some nice bass work on the track by Chris Shrum, and even a couple of death growls, but I don't find myself coming back to it as often as some of the other tracks.
On the other hand, "Bang," a 1980s-style hard rock anthem is fantastic fun. It takes me back a lot of years, and though it's just a little hokey with its "headbangers against the world" fists and finger in the air bit, I keep listening to it over and over. That chorus hook is absolutely infectious and begs for high volume.
The vocal delivery of Veronica Freeman is one of the more interesting parts of the record. Often, it seems, that she's trying very hard to sing like a man. For the most part, I guess, I like that. I get really tired of all of the soprano female metal vocalists who don't have enough grit for the music. Freeman doesn't have that problem, though she also occasionally overdoes it the other way, pushing almost to the point of caricature. Quieter moments, like the verse of "Seer" or the ballad "Sanctuary," offer some of her best moments. The vocals there are quiet and understated and leave me wishing she'd use that feminine side of her voice just a little more. I wouldn't want her to completely to go that way, but for occasional use, it's sometimes better than when she's trying to push her vocals out there and be all bad ass.
I'm actually fairly impressed with my first taste of Benedictum. Dominion is a well put-together, catchy collection of traditional metal, and while there's nothing jaw-dropping on it, there's nothing that I dislike, either. I'll definitely be checking out their previous two records.
Posted by Fred Phillips at 6:51 PM
Labels: Benedictum, Black Sabbath, Dio, Reviews, Traditional metal
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I've touched on this before, but if you missed that post here's a quick recap. My husband has written a book and has evolved into a motivational speaker. His message is possitive and inspiring. Being that he can work my nerves like no one else can, I'm really not biased...lol.
Last week he had his first tv interview. Watching the whole process was very fun. I was able to get a few shots of them chatting, so I thought I'd post two.
If you haven't already, please go to my husband's website and see what he's about. Feel free to email him too.


On April 1, 2015, attorney Jennifer Casey became a Partner at Kolko & Associates, P.C.
For me personally, this is an important announcement and milestone for the firm, and is my way of recognizing the legal talent, sincere dedication, and genuine friendship that Jennifer provides to our mission that was started by me over 15 years ago.
During the past five years, Jennifer has made outstanding contributions to our law practice as she continues to broaden the depth of the immigration practice that we all continue to build together. She is a proven expert in Employment-Based Immigration, Family-Based Immigration, Removal and Asylum, and has expanded our firm's expertise with I-9 Compliance.
Since 2006, Jennifer's work has resulted in hundreds of successful outcomes before the U.S. Immigration Courts, the Board of Immigration Appeals, United States Citizenship and Immigration Services (USCIS) and the Administrative Appeals Office (AAO).
As a partner, Jennifer will continue her commitment to providing skilled immigration advice and legal representation to businesses, employers, families and immigrants who seek an established immigration counselor and legal advocate.
Along with our other extraordinary attorneys, Bryon Large, Senior Associate; Jessica Bunnell, Associate; and our entire team of nearly 20 professionals; we all say welcome partnerand congratulations.


Lou Battagliese is a founding principal of Jackson Cross Partners (JCP). With decades of combined experience in technology and real estate, Lou is one of the most sought-after FASB/IASB lease accounting advisors. He has provided expert counsel for some of the most recognized, international Fortune 100 companies. As a highly regarded consultant, Lou has assisted many corporate and institutional investment clients on a variety of projects, valued at more than $2.0 billion.
Active in real estate since 1984, Lou has coordinated projects and transactions in more than 50 markets throughout the United States, Canada and Europe. Together with his partners and talented team of professionals, Lou has developed Jackson Cross Partners into a highly skilled company who assists small and large businesses in optimizing their corporate real estate portfolios. This blending of cross functional skills in real estate, finance, legal and technology has evolved into advanced processes that are being utilized by some of the largest multi-national corporations and a select group of mid-market companies.
Lou began his career at IBM, and later in a joint venture with GE Capital, he has built and managed successful sales and service teams in brokerage, technology integration, real estate investment and corporate portfolio administration.
Lou has a BS from Drexel University and is a licensed Real Estate Broker in Pennsylvania and New Jersey. He is a past President of the Tri-State Commercial Board of Realtors and a member of the Society of Industrial and Office Realtors, the Urban Land Institute, CoreNet Global, the Council of Supply Chain Management and the International Council of Shopping Centers.


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Twin Cities Daily Planet (https://www.tcdailyplanet.net/jourdain-seeks-be-voice-native-students/)
Jourdain seeks to be a voice for Native students
By Alfred Walking Bull (The Circle) | May 2, 2014
Raising the profile on Native American student issues and accountability are the top priorities for Ira Jourdain in his bid for the Minneapolis Public Schools Board of Education.
The Red Lake citizen and father of four – two of whom are enrolled in the city's school system – sees equity, its allocation and application to minority students as a primary means to bridge the achievement gap. "The way the formula works is equity and equality: everybody gets the same amounts, no matter what. But that's just not conducive to our kids, especially our Native kids and African American kids, who go to what they call the low-performing schools. These are schools that obviously need more funding, need more resources. And then that's where equity comes into place, to me it's reallocating our resources and putting those resources into schools that need them the most."
Though any primary campaign can produce candidates who speak in broad generalities, Jourdain links together problems and solutions for the Native community, which has continually under-achieved when compared to others. "A lot of our kids go to low-performing schools that affect their housing, that affect employment. There's a multitude of factors that affect our kids' performances in the schools and it all boils down to plain, old equity," he said.
Jourdain cites specifics issues and needs that impact student performance such as mental health, behavioral services and social workers. "There's this tremendous need – I've heard this from across the district – for school psychologists to work with our kids on mental and behavioral disorders."
In addition, Jourdain said that other factors stymying achievement may not always be apparent to school board directors not directly involved with the problems. According to a recent report by the Indian Education Department, Native American students have shown an increase in and remain at the top for homelessness. "We need stronger housing support services. My daughter at Tatanka Academy has had three or four students in her classroom that have moved constantly, throughout the school year, across the district. I was at this recent hearing and the percentage of Native American kids in our district who move constantly is 19 percent who are either homeless or constantly moving residences during the school year."
However personal his experience is, this first-time candidate for school board was drawn into the process after the death of Hussein Samatar, the first Somali American to be elected to the board, in August of last year. While the board combed through candidates for Samatar's appointment – which, ultimately went to Mohamud Noor – Jourdain gleened perspective and gained some traction through the selection process.
"And so it kind of got the ball rolling after that and so my overall interest increased and people after that came forward this past winter and said, 'we liked what you had to say, how you presented yourself and we're curious to know if you'd ever consider actually running for a full term on the school board.' I said I'd think about it and … so I figured now would be the time to try," he said.
In addition to admirers, Jourdain took what he believed to be a cue from the Native community on his candidacy. "I called around, just to gauge interest, to some other Native parents and Native teachers in the district and said I was looking at running for an actual seat on the school board for a term and wanted to know what [they] thought about it … and it was overwhelmingly positive."
Jourdain has also been listening to what others in his constituency consider important. "I know that there are some things across the board that have not been done for Native students because there's just not a Native voice on the school board. I sat down with someone from Indian Education and they shared with me their concerns and what it would mean if I was elected onto the school board, which would be more visibility and more accountability in regards to what a lot of Native parents feel are being ignored by the district: their concerns and what they would like to see in how the district handles our kids."
Part of his candidacy also hinges on taking on what he calls the education industry, in terms of producing comprehensively-trained education professionals, "in classroom tutoring and in the classrooms' teacher's aide. I think that's a glowing need when we have overflowing classrooms in our schools – especially in our low-performing schools – with inexperienced teachers that need the mentoring, who come right out of the gate and they're thrown right into the fire."
As he's identified the issues that made his candidacy relevant for both the Native community and the city at-large, Jourdain knows he has an uphill battle, particularly after the April 26 Minneapolis DFL Caucus and Convention where newcomer Iris Altimirano received the party's endorsement. However, he remains undaunted.
"I think when you're an under-funded candidate, you really need to go all out and show people that you're dedicated. I've got only five or six volunteers, but they work all day and so do I and it shows. A lot of people that I've door-knocked said they really appreciate that," Jourdain said. "The other candidates will have money but what they don't have is drive and determination and what we have is a great community who will rally the troops. I know I'll do well, it's just a matter of getting our supporters motivated."
Primary Election: Tuesday, Aug. 12
Absentee ballots available for Primary Election: Friday, June 27
Primary pre-registration deadline (voters can also register on Election Day): Tuesday, July 22
To check voter registration status or more information on the primary election, visit www.MNVotes.org.