text:
Q: Display website JS source code on HTML background with only front-end code How can I display the current front-end JS source code (1 file) on the HTML as some sort of background? I am currently displaying a static image of my code as the background, but this must be updated manually each time the code changes, which isn't good. The JS source code is pretty short - around 50 lines.
EDIT:
Also, I don't need the code to be actually an image. For example, it could just be text on a div. But if I'm just displaying the text, it must not mess up the flow of the document (I need to be able to display other elements on top).

A: You can request local resource using XMLHttpRequest() or fetch(), use <canvas> to set words of script to canvas, call .toDataURL() on canvas, set resulting data URL as background of specific element.

A: There might be an unexpected way to show your scripts via display:
https://codepen.io/gc-nomade/pen/jwRgNO

// some text to display from a script tag
head, script {
  display:block;
}

 here goes some regular content

then, position can be used to take it off the flow of the document
If the js is linked, see comments below

A: If you have access to server side code execution you could use a process similar to this How to generate an image from text on fly at runtime which lets you generate an image from text
private Image DrawText(String text, Font font, Color textColor, Color backColor)
{
    //first, create a dummy bitmap just to get a graphics object
    Image img = new Bitmap(1, 1);
    Graphics drawing = Graphics.FromImage(img);

    //measure the string to see how big the image needs to be
    SizeF textSize = drawing.MeasureString(text, font);

    //free up the dummy image and old graphics object
    img.Dispose();
    drawing.Dispose();

    //create a new image of the right size
    img = new Bitmap((int) textSize.Width, (int)textSize.Height);

    drawing = Graphics.FromImage(img);

    //paint the background
    drawing.Clear(backColor);

    //create a brush for the text
    Brush textBrush = new SolidBrush(textColor);

    drawing.DrawString(text, font, textBrush, 0, 0);

    drawing.Save();

    textBrush.Dispose();
    drawing.Dispose();

    return img;

}

Alternatively if you can't execute code server side you could maybe use ImageMagick as described here (http://www.imagemagick.org/discourse-server/viewtopic.php?t=15869)
convert -size 250x250 -fill black -font Helvetica caption:@text.txt text.gif

Where text.txt is your source file and text.gif is the output file.  The rest is pretty self explanatory.

A: If you do not need an actual image, you can fetch your code and wrap it in

. Then set it to a lower z-index than your main content.

redpajama_set_name: RedPajamaStackExchange


If youre looking for 2018 breakdown for Cost of Seven Trust Composite Decking materials and what installation cost might be, youve come to the right place. As an experienced licensed home improvement contractor, I know first hand what it should cost for various levels from Basic, Better, and of course the best.
HomeAdvisor's Seven Trust Deck Cost Guide lists prices associated with installing Seven Trust decking including labor and materials, as reported by HomeAdvisor customers. Home Build a Deck > Install Seven Trust Decking The cost of Seven Trust decking installation is dependent on several factors. First, decking takes a considerable amount of time and labor.


Diane is a cloth weaver with a passion for sharing creative skills. She is lead artist with The Big Weave, a socially engaged practice with a strong track record of successful collaborative projects, making weaving accessible and creating vibrant tapestries in the process. She was involved in establishing The Weavers' Workshop, a not-for-profit weaving group based in Coventry. When not working in her studio, or out and about with a community tapestry loom, Diane works as a crafty activist in and around Coventry - currently creating a yarn bombed caravan cosy with co-activist Sara Maycock and friends at The Pod Coventry (but keep that under your hat).


On 19 March students from Master's study programme "Project Management" together with Programme Director Inese Slūka visited "Accenture Latvia".
"Accenture" is a leading global professional services company, providing a broad range of services and solutions in strategy, consulting, digital, technology and operations with more than 1,300 employees in Latvia, and more than 435,000 employees worldwide. Therefore, the company's experience and the real work process in international projects is a valuable knowledge for the students studying Project Management. The topic of the lecture was "Work in virtual teams. Experience and Best practices in Accenture". Elina Smirnova, the representative of the company, told about the everyday work process, planning and work on projects between several countries and with colleagues from different regions.


text:
Summer on the Rooftop: Iphigenia
A play based on Euripides' "Iphigenia in Aulis". In this 20-minute version, the Trojan War begins. The Greeks are eager to sail to Troy to start fighting, but their ships won't sail until a prophet foretells that Agamemnon will kill his daughter Iphigenia. Agamemnon sends for Iphigenia under the pretense of a wedding with Achilles, but theirs is a fate not so pleasant, as marriage awaits Iphigenia.
Presented by The Hypocrites, "Iphigenia" is an adapted play that is part of a modern Festival of Dionysus called "All Our Tragic, which is a twelve-hour long adaptation featuring contemporary versions of the thirty-two surviving Greek tragedies compiled into a single epic narrative. You can watch "All Our Tragic" in its daylong entirety (12 hours) on Saturdays and Sundays from June 20 to August 9 at Den Theatre Mainstage. More information about the whole event can be found at www.the-hypocrites.com.
Please note that "Iphigenia" will be presented as scenes of larger acts, so some of the information may be in reference to material that will not be presented. There will be a discussions following the performance with the cast and Adapter/Director Sean Graney.
Cash bar and appetizers will be available.
Purchase tickets for the shorter adapted play "Iphigenia" below.

redpajama_set_name: RedPajamaCommonCrawl


Philbrook Museum of Art in Tulsa, OK, will offer free admission on January 8th and 9th as part of its "First Friday" and "Second Saturday" programs. According to Tulsa World, the New Year's Day holiday has caused this month's "First Friday" to be pushed back one week, marking a rare opportunity to experience "First Friday" and "Second Saturday" in the same weekend.
"First Friday" is an arts crawl event held monthly by the Brady Arts District, while "Second Saturday" is Philbrook's monthly event with hands-on activities for all ages. This will be the last chance to see the current exhibition, In Living Color: Andy Warhol and Contemporary Printmaking, for free, a benefit provided free of cost to the museum by the Jordan Schnitzer Family Foundation. This exhibit features over 90 artworks by Andy Warhol and his contemporaries, drawn from the collection of Portland-based art collector and philanthropist Jordan D. Schnitzer. The show is on view through January 17th.


text:
Q: charset encode same in utf8 but difference in ANSI I have two text in utf-8, they should equal each other:

Nguyễn Hoàn Vy - ĐĐ

and

Nguyễn Hoàn Vy - ĐĐ

But when i change endcode in notepad++ to ANSI it show difference as below:

Nguyễn HoaÌ€n Vy - ÄÄ

Nguyá»…n Hoàn Vy - ÄÄ

It make problem when i process where like in the Mysql.

A: I run following query after connecting to database and all problems with utf-8 solve
"SET NAMES 'utf8'"


The Poor Law Unions of Ireland.
The collaboration of Hugh Casement is gratefully acknowledged in the preparation of this schedule of the Poor law Unions.
In 1838 Ireland was divided into unions of parishes for administering the system of providing relief for the destitute. A workhouse and a fever hospital were built at each centre. The intention was that each centre would serve an area up to about 10 miles distant; therefore it was not always the largest towns that were chosen. The scheme was financed by levying rates on property, based on the tithe valuation. Guardians were appointed to the workhouses, usually local squires and magistrates.
Some records of the poor-law unions have survived, for example for the 28 unions that are now in Northern Ireland (held in the Public Record Office in Belfast). Sir Richard Griffith's valuation 1858-64 was based on the subdivisions county : union : parish : townland. This list gives the 164 unions shown on a map; the name of the county has been added where it differs from the name of the place. Be aware that the parishes making up the union often lay in neighbouring counties. The modern names have been used for Queen's Co. = Laois and King's Co. = Offaly. The spelling Derry has been used since it is shorter than Londonderry. It is hoped to extend this list one day to include the parishes in each union -- several thousand in all.


text:
Kiwi couple find huge weta lurking in bag of coriander
Must See 29/05/2019
A young Auckland couple discovered a creepy crawly hideaway in their bag of coriander on Tuesday evening.
Alastair Beton's wife Sara was putting the finishing touches on the couple's evening meal when she discovered a huge weta lurking inside The Fresh Grower bag.
"I was upstairs practicing the drums when I heard my wife call out - the look on her face was priceless," Beton told Newshub.
"She was holding the bag at arm's length and showed it to me - I got a huge fright seeing the weta crawling around inside."
Beton, 31, says he saw a sticker on the coriander that read "packed 23rd May", which meant the weta had survived for five days.
"Luckily my wife hadn't started emptying the bag of coriander onto the chopping board otherwise our friend's fate might've been much worse!"
After recording the incident, they emptied the packet with its stowaway into their garden.
"I managed to find the weta in our garden this morning, and it was still going strong," Beton said.
The couple bought coriander from Countdown, St Lukes for $4.50 on Saturday.
"I didn't keep the receipt, otherwise I probably would have taken it back - coriander isn't cheap!"
Alan Fong, owner of The Fresh Grower, told Newshub this type of incident is a "consequence of what we do".
"Growing out there, with what we do, these are one of the consequences. It's nature. It comes with the territory."
Fong says it is a common occurrence to find insects, due to the fact the company does not use insecticides.
"It's not the first time - I've sometimes had caterpillars in there, there's all sorts of things - it's grown outside and that's unfortunately what it is."
He believes this is the first time a weta has been found in a company product.
"A weta is really unusual though. A weta is a first for me."
The Fresh Grower has offered to send the Betons a vegetable pack, to make up for their surprise guest.
Newshub.
The Breeze plays more music with less talk. Take it easy, with The Breeze.
Terms of Access & Privacy Policy


text:
Exclusive: Screenwriter Travis Wright Responds to Blade Runner 2 Story
Posted on Monday, October 6th, 2008 by Peter Sciretta
Last week we broke the news that the original screenwriters of Eagle Eye were working on a big screen sequel to Blade Runner. We attempted to contact screenwriter Travis Wright for a few days before we ran the story, but were not met with a response (as it turns out he was in France location scouting for a film). We were however able to speak with three separate people who were in attendance at the Creative Screenwriting special screening of Eagle Eye where Travis revealed his intentions to script Blade Runner 2, and talked about his past history on the project. Within hours of reporting the story, Travis' former writing partner John Glenn wrote in to clear up some of the story. Apparently he is no longer involved in the project, but he did confirm that he had worked with Travis in developing a sequel for Blade Runner producer Bud Yorkin years earlier.
I was on my way to my press screening of Ridley Scott's Body of Lies (how ironic) when I received this detailed e-mail from Wright, explaining the entire story, clearing up some of the misconceptions (previs), and discussing his intentions in wanting to script a Blade Runner sequel. With Wright's permission, I have included most of that email below.
First off, let me just state a few facts. John Glenn and I were paid to explore a potential secret sequel from 03-05 and wrote several BR sequel approaches working with Bud Yorkin. We never went to script — a fact I mentioned at the q and a — and it wasn't meant to be some big announcement. I'm proud of my work on Eagle Eye and I was there talking about screenwriting to an audience of aspiring writers about my experiences. Having worked on BR is no bs, as I have the contract and pay stubs to prove it. And since Jg and I were paid to write a script, I plan to write one at some point solo with or without anyone's blessings. Whether anyone ever reads it or even cares remains to be seen.
I probably should've never mentioned BR, actually, but it was the day before my first produced credit opened, I just had my first baby Sept 3rd (three weeks before), and I was talking openly about former projects and it came out in that context. I know jg isn't interested now in even being associated with the idea of a BR sequel, so please have your readers devote any hate mail at me –> as I certainly am.
I am a geek. I am a total fan boy. I have toys all over my office that JG has always made fun of (we've been friends since third grade). But I'd sooner cut out my heart than give up the relics of so many hours of imaginative play. My toys are like my dreams — they sustain me.
My single mom (a paralegal, like the 'Rachel' character in Eagle Eye, whose name is a nod to the BR character) couldn't afford to take my brother and I to the movies. So I was a paperboy in Phoenix from 4 grade through 8th grade to afford to see movies every friday and saturday night.
After my paper route, here's how i supported my film addiction: busboy and then front desk clerk in Kansas City; a sales associate at Kay Bee Toy store in Phoenix; laying adobe roof tiles in the Arizona heat; a maitre de at the restaurant in the Space Needle; a tour guide at Pitzer College; a writing tutor for the Claremont Colleges; a deli employee at Bristol Farms in South Pasadena; a temp at Disney in publicity and marketing; volunteer driver at Sundance for three festivals; a tough desk for a sr. vice president of production at Walt Disney Pictures and Universal Pictures; received a MFA from UCLA's School of Theater, Film, TV, and New Media; and even worked as a handyman for Winona Ryder because my former girlfriend (Sibi Blazic, now Batman's wife) was her assistant and I'm handy with a hammer.
In short, I paid my dues. Again and again and again.
My only intention as a writer, in pursuing this project, is to help explore some of the questions Blade Runner raises that were the fodder for endless debate among my friends for two decades now.
What does it mean to be human? That's the central question in life and the paramount question in Science Fiction. More pointedly: Is or isn't Deckard a replicant? What happens to Rachel? What are the off world colonies like? What happens to replicants once Tyrell is killed by one of his creations? These are some of the questions we explored with Bud Yorkin for a few years and I believe are a great basis for a story many fans like me are dying to see. Working on them has been a dream.
A few more facts. Unrelated to BR, I've been developing an original Star Wars-level space epic that I've spoken to The Third Floor (the best previsualization team in the business) about 'prevising' some of my sequences like they did for Lucas on Star Wars III. As part of those discussions, I've taken Bud Yorkin to see what these genuises do in helping filmmakers achieve their visions in a way previous generations of storytellers never imagined. Seeing the techniques TTF are using is like taking acid and seeing a vision of the future of this business. It's like seeing an iphone when the world is using rotary dials. Astounding.
Side note: TTF even work with dj caruso in 'prevising' the opening sequence of Eagle Eye, btw, as well as the tunnel sequence with the unmanned fighter in EE's third act.
Bud and I have discussed informally about developing a 'previs' loosely based on one of my former BR treatments that's set off world and explores the questions above. No deal is in place. Let me repeat, no deal is in place. JG may end up with a story credit depending on how much of any story work we did previously remains in the final approach. But that is years away and there are many hurdles between now and then, any one of which could kill the project moving forward. So far just keeping the conversation alive is like shark-fishing with dental floss. My fingers are bloody, but i'm convinced someday i'll succeed. In the meantime, I've developed my own slate of original films that you'll hear more about in the future. And that's about as clear as I can be at two am in an old abbey outside of Paris on my iTouch.
I'm very proud of my work with John on RED WORLD, JOURNEY TO THE CENTER OF THE EARTH, THE WARRIORS, CLASH OF THE TITANS, RADIANT, THE HEAVEN PROJECT (JG wrote and directed and I was one of five producers) and EAGLE EYE (which we did three official drafts for and I for one am very proud that the finished shooting script is scene for scene, character for character, our note cards from our initial pitch).
I know there will be haters in regards to ever continuing Deckard's story, but in my lifetime I'd love to sit in the theater on a friday night of its opening weekend and watch as Deckard sees attack ships on fire off the shoulder of Orion. Who wants to be there with me?!? Geek on.
Exclusive: Eagle Eye Co-Writers Working on Blade Runner 2
Posted on Monday, September 29th, 2008 by Peter Sciretta
This weekend I received an e-mail from /Film reader Tanner C. informing me that one of the screenwriters of Eagle Eye was working on a screenplay for Blade Runner 2. I spent the weekend trying to get confirmation, and thanks to my friend Frosty at Collider who was able to get in touch with a second person who was also at the event, I was able to confirm that the following was actually said. But before you throw a hissy fit. let me fill you in on all the details and assure you that nothing is being developed by the studio itself, or with the studio's involvement. Here is the original email:
"I recently attended a Q&A session with one of the writers of 'Eagle Eye' after a free screening organized by the magazine Creative Screenwriting. During the Q&A, the writer said that he and whomever it was that helped him co-write the 'Eagle Eye' screenplay were in the process of writing a sequel to Blade Runner, and had already contacted the producers of the original, etc., etc. This is probably a load of empty words/wishful thinking on his part, but I for one am appalled by just the notion of a Blade Runner sequel, and thought you'd be as well, so I thought perhaps you'd like to look into this yourself and perhaps use your soapbox to get some fanboys a little pissed, as well. If not, then at least you have a scoop."
Okay first of all, lets make sure we know who exactly we're talking about. The screenwriters in question are not Alex Kurtzman or Roberto Orci, but instead Eagle Eye co-writer Travis Wright (who was at the event) and his Eagle Eye co-writer John Glenn. (Update: John Glenn has confirmed that he is no longer involved in the project)
Wright produced a 2005 animated movie which spoofed disaster films, called Disaster! The Movie. While at UCLA, Wright won the Jack Nicholson prize in screenwriting for his WWII drama Hunting the Wolf. At one point Wright and Glenn were attached to write a remake of The Warriors for Tony Scott/Paramount and Louis Leterrier's remake of Clash of the Titans.
Wright revealed at the Creative Screenwriting event that they have been working on various treatments for a Blade Runner sequel over the last couple years. And there is also the claim that recently the duo have been working with Blade Runner co-executive producer Bud Yorkin on the project. It should be noted that Yorkin likely doesn't control the rights to a Blade Runner sequel, and all of this is being developed outside of the studio.
But this isn't just some small side project, Travis also claims that they are already working with a pre-visualization team on some of the hunter action sequences for their eventual pitch with the studio. I don't believe that Ridley Scott is involved, but the screenwriting team has worked directly with his brother Tony Scott on projects, so their might be a possible connection.
All of this really scares the hell out of me. Blade Runner is one of the most beloved sci-fi films of all time, and it is a movie that doesn't need a sequel. If Scott had an idea, and really believed it was worth making, then maybe MAYBE. But we certainly don't need a sequel written by the second teir team of Eagle Eye. Lets hope to God this doesn't happen.
UPDATE: I just received an e-mail from John Glenn, who claims that he is no longer working with Travis Wright on the Blade Runner sequel. I'm guessing this means that Travis is just working on the project by himself now. The email is reprinted below with permission from Glenn:
John Glenn, here. I just read your article about myself and Travis Wright working on a remake of Blade Runner … Travis and I actually broke off as writing partners years ago – after the first draft of Eagle Eye. Due to previous commitments, I couldn't make the screening / Q&A last week — so to be honest, I have no idea what Travis was talking about or why he brought up a project we were tooling with years ago, when we still wrote together. There was a point where Travis and I were working with Bud Yorkin on a sequel to Blade Runner, but that was years back. It never got too far off the ground because the movie is so perfect, so the more we thought about it, the more uneasy we became with the idea. Anyway, just an note to clear the air. My apologies to you and your readers for the confusion Travis created.


Beverly K. Lunsford, PhD, RN, FAAN, is Assistant Professor at GW Nursing and Director of the GW Center for Aging, Health and Humanities. She develops interprofessional collaborations for research, education and clinical innovations to improve care for older adults, their families and communities.
Dr. Lunsford has led funded research to provide more comprehensive and continuous care for older adults and their families, including creating innovative online curricula, Geriatric Education Utilizing a Palliative Care Framework that integrates geriatrics, gerontology and palliative care; teaching a person-centered approach to care; and using interactive education and creative arts. Other research has focused on meaningfulness for older adults in long term care, community resources and support services, and reducing isolation for homebound seniors.
The impact of her work is exemplified by interprofessional learning communities that integrate geriatrics and palliative care. The learners experience more positive attitudes about aging and care of older adults; and they appreciate the strengths and resilience of older adults, as well as the impact of socio-environmental factors on health and wellbeing.
Dr. Lunsford serves on several professional organizations, including the American Nurses Association (ANA), Sigma Theta Tau International and the Gerontological Society of America. She is Director of Research for Health Ministries Association (HMA), and she is on the committee to update Faith Community Nurses Scope and Standards for Professional Practice, a joint publication of ANA and HMA.
Lunsford, B.; Lupu, D.; et al (2016). DCOA 2016 Needs Assessment. Washington, DC: DC Office on Aging, Funding: $100,000.
Lunsford, B. (PI) (2016). Reducing Isolation for Seniors. AARP, Funding $40,000.
Lunsford, B. (PI), Manfredi, R. (CoPI). Advance Care Planning in the ER.
Lunsford, B.; Lupu, D.; et al (2016). DCOA 2016 Needs Assessment. Washington, DC: DC Office on Aging.
Lunsford, B. & Janes, D. (2015). Engaging Older Adults to Build Social Capital. GSTF Journal of Nursing and Health Care (JNHC), 3(25). (Print ISSN: 2315-4330, E-Periodical ISSN: 2315-4349).
Lunsford, B. and Wilson, L. (2015). Assessing your patients' risk for falling. American Nurse Today 10(7): 29-31.
Lunsford, B. (2014). I May Be Old and Sick, But I Am Still a Person. In Alive and Kicking at All Ages: Cultural Constructions of Health and Life Course Identity. Maierhofer, R. and Ulla, Kriebernegg Eds. Austria: Center for Inter-American Studies, University of Graz.
Sheingold, Brenda Helen; Warson, Elizabeth; Lunsford, Beverly; and Pintz, Christine (2014) Using Art Therapy Techniques for Team Building in Distance Education Doctor of Nursing Practice Student Cohorts. Journal of Interprofessional Healthcare 1(1), Article 4.
Lunsford, B. (2013). Religion, Spirituality, and Culture in Advance Care Planning. In S. McCune & L. Rogne, (Eds); Advance Care Planning: Communicating About Matters of Life and Death. New York: Springer Publishing Company.


Pursuant to section 3 of the Commodity Levies (Wheat Grain) Order 2018, a levy has been imposed on and shall be payable by the producers of any wheat grain grown in New Zealand for sale or processing.
In accordance with section 11(1) of the Order, United Wheatgrowers (NZ) Ltd has determined the rate of levy to be $3.75 + GST per tonne. In accordance with section 2 of the Order, the period that this levy rate shall apply is 1 February 2019 to 31 January 2020 (both dates inclusive).


Few fields are as male-dominated as finance, but women are gaining traction. Worth spoke with 16 financial powerhouses who represent that change to hear about their experience, how much progress has been made and where to go from here.
"Closing the remains a persistent issue in finance, but the women who operate in this world are strong advocates. We need to continue growing our space of inclusion and acceptance. Working side by side with women really is the first step toward understanding the specific needs and concerns of women."
"The research is clear and conclusive: More gender diverse teams get better outcomes. Yet in the asset management industry in particular, less than 5 percent of the world's investable capital is managed by women, and the number of women portfolio managers at the world's mutual fund companies, private equity firms and hedge funds is startling low at 15 percent, 6 percent and 3 percent, respectively."
"I'll be raising a venture capital fund against a first-time manager who is a male and has had zero experience, yet I will know that he got a million-dollar check from someone, and then that person will write me a check for a quarter of that. Unfortunately, that's just what happens because men control most of the capital. They bet smaller on women. So, what I try to do with my fund is bet earlier and bigger on more diverse companies.
"Once I got to Wall Street, if I looked to my right and my left, there were men. But I didn't think I couldn't get ahead. I just always focused on the fact that if I do a good job, it's a meritocracy.


Break out an extra fan to keep cool as you watch these television hunks.
Finn Cole first entered Hollywood in 2012, but this handsome 21-year-old has already nabbed a starring role in TNT's successful series Animal Kingdom. Watch him in season two premiering May 30!
Not only does Animal Kingdom star Scott Speedman (who plays Barry "Baz" Blackwell) leave our tongues wagging in those tight tees, but his on-screen bad-boy role makes him irresistible!
Shawn Hatosy, 41, will also be returning to Animal Kingdom season 2 this summer. Between his chiseled features and his role as "Pop," who served time in prison for a bank robbery — it's okay if you've started drooling already!
Not only do Animal Kingdom episodes get our adrenaline going, but Jake Weary — another Cody member on the show — gets our blood pumping with those gorgeous blonde locks.
While Ben Robson plays the middle Cody son in Animal Kingdom, fans will be anxiously awaiting for him to rip that shirt off as fast as possible to show off his tats!
Make sure to catch TNT's most dramatic summer lineup this year! Season 2 of Animal Kingdom will premiere on May 30 at 9 pm ET/PT on TNT.


Do you have a question about parental controls or concerned about a social network your child uses?
Setting up parental controls on your computer or other devices.
Or Visit the helpline below.
The secret to secure passwords.
Please have a look at the Powerpoint Presentation from SCOMIS which aims to inform parents.


text:
Small Firm Attention. Big Firm Results.
Why Hire
Peter J. Ross
Noah H. Pines
Carlos E. Solomiany
Peter E. Bennion
Jeffrey A. Burmeister
Emily N. Davis
Tracy A. Dorfman
Andrew S. Fleischman
Why Hire a Personal Injury Attorney?
Post-Conviction Services
Teen Crimes
Deportation & Removal
Special Immigrant Juvenile Status
Asylum & Refugee Status
Why Hire an Immigration Attorney
Atlanta Bus Accident Lawyers
Securing Compensation in Personal Injury Cases
Buses are used daily for everything from commutes, to bringing children to school, to traveling cross country, to celebrating special occasions. Yet because of their size and limited safety features, buses are also among the most dangerous vehicles on the road. While the fallout from a bus accident can be devastating, there is hope, with the help of a skilled attorney.
At Ross & Pines, LLC, our Atlanta auto accident lawyers have the experience and knowledge to take on your case. Don't let catastrophic injuries sustained in a bus accident prevent you from living a healthy and happy life. Secure compensation for your losses and expenses, and hire Ross & Pines, LLC today.
Call now at (888) 838-4858 to request a free case evaluation.
Bus Accidents 101
According to federal regulations, any motorized vehicle capable of carrying more than ten passengers is technically considered a "bus." School buses, municipal buses, tour buses, and transit buses from companies like Greyhound and Amtrak all fall into this category. However, interstate transport vehicles, shuttles, trolleys, and even some large vans can also be considered buses under the legal definition.
While different states have different regulations related to the safety and liability of buses, federal licensing requirements and regulations are in place to hold all responsible parties accountable in the case of accidents. However, these rules can be complicated and malleable, which is why it is important to hire a lawyer to help secure maximum compensation if you have been injured in a bus accident.
Parties that can be held responsible following a bus accident include:
The Bus Driver: This is the first party you will want to discuss with your attorney. More often than not, it is negligence on the part of the driver that leads to bus accidents, which is why they will initially be a logical candidate to be named in a lawsuit. It may be possible to hold a bus driver responsible for their actions if they were falling asleep, intoxicated, or distracted behind the wheel. Because the bus driver's employer is likely to have insurance designed to protect them, it is extremely important to hire a lawyer in these cases who knows how to negotiate with the insurance company on your behalf.
The Bus Company: The bus driver's employer can also be held responsible in case of accident if the company failed to make sure their vehicle met safety standards or their employee had undergone proper training. Again, because bus companies have their own insurance, as well as in-house legal counsel in most cases, hiring an attorney who will hold them accountable and fight for every cent you deserve is essential.
The Bus Maintenance Company: Occasionally, bus companies employ independent contractors to perform maintenance on their vehicles. In these instances, it may be possible to hold maintenance companies accountable, if they failed in their duty to keep any and all vehicles safe and up to code.
The Bus Manufacturer: In cases where the bus in question was mechanically faulty even before it got on the road, you may be able to hold the manufacturer accountable as well. Like maintenance and operation companies, bus manufacturers are also subject to regulatory safety standards, and if it can be proved they signed off on vehicles containing design flaws or defective equipment, it is possible to hold them liable.
Government Agencies: As we have already established, it is up to federal regulators to make sure that all buses on the market available for public service meet certain guidelines and safety standards. If you are able to determine whether the government failed in its duty to uphold these public safety standards, it may be possible to hold a regulatory agency accountable.
Local Municipalities: While the federal government sets safety standards on a national level, it is up to local governments to enforce those standards in our communities. Therefore, bodies such as city councils, local transportation departments, and school boards may be held accountable if they let buses operate in the community without ensuring that safety standards are upheld.
Other Drivers: The owners and operators of other vehicles on the road may be found liable in bus accidents if their actions resulted in a crash.
Other passengers: Because buses are large vehicles equiped to carry multiple people at a time, it may be possible to hold another passenger responsible for an accident. This would apply in cases where a passenger's conduct was dangerous enough that it at least partially contributed a bus crash, thereby endangering your life and the lives of everyone else in and around the vehicle.
Remember, bus accidents are not like regular car accidents. It may be possible to hold any/all of the aforementioned parties responsible, depending on the details of the incident in question. The best strategy for dealing with bus accidents is to cast as wide a net as possible, in order to secure compensation from any party who bears partial responsibility. In order to do this, you will want to talk to an attorney who can assist you in parsing through the particulars and complexities of your case.
Given the multi-faceted nature of bus accidents, there are multiple parties who may have grounds for a lawsuit following a crash. These parties are entitled to file an injury suit together, or seek representation separately, depending on the nature and severity of the accident.
Parties who may be entitled to compensation following a bus accident include:
Other Motorists
Bicyclists
Anyone else affected by the accident
Following a bus accident, you will likely want to return to your normal life as soon as possible. However, this may not be possible, depending on the severity of the injuries you sustained. To recoup financial loses following an accident, cover costs related to medical bills, and receive compensation commensurate with your level of injuries, you should consult with a lawyer who can confidently analyze all the details of your case.
If you have been inured in a bus accident, you may be able to receive compensation for:
Therapy expenses
Additional pain and suffering
Wrongful death (in cases where someone close to you was killed in a bus accident)
Contact an Atlanta Auto Accident Attorney Today
While you may think that insurance companies will have your back following a bus accident, and advocate to achieve maximum compensation on your behalf, this is not necessarily the case. Many insurance carriers put protecting their bottom line above all else and will attempt to offer you a settlement which is far less than what you need. With a bus accident, it is also important to consider the company's insurance provider and legal counsel, who will work together to argue the accident was not the company's fault, and to see that you receive as small a settlement as possible. It is only by hiring professional representation that you can guarantee another party will be on your side.
From motorcycle to truck accidents, Ross & Pines, LLC know how ruinous auto-related injuries can be, which is why we are here to help. We promise to build a personal injury case based around the specifics of your accident, taking the time to put every aspect of our sharp legal acumen to use. And to reassure you that we are serious about securing results, we even offer free consultations, to help you feel confident in your decision to hire us. With over 100 years of collective experience and a long list of satisfied clients, our Atlanta accident lawyers have built up a reputation over time for fighting tirelessly on behalf of the people of Georgia. Call Ross & Pines, LLC today, and don't settle for anything less than the justice you deserve.
Our firm is available for discussion by phone at (888) 838-4858, or you can contact us online to schedule a consultation.
Rideshare Accidents
Proving Negligence
Back & Spine Injury
Jackknife Truck Accidents
Read What Our Clients Have To Say
"The best help for keeping my family together, these guys are great!!!"
- Terri Lopez-Maldonado
"Eternamente agradecidos con ellos"
- Isidro Beltran
"We are beyond grateful with Emily for all the help and guidance she provided us."
- Xabner
Committed To Providing Personalized Care & Attention To Our Clients
5555 Glenridge Connector


text:
Crypto lending firm Nexo has settled with the U.S. Securities and Trade Fee (SEC), based on a press launch on Jan. 19.
The SEC charged Nexo with failing to register its retail lending product — the Earn Curiosity Product (EIP) — which it first started to supply within the U.S. in June 2020.
Nexo allegedly marketed the EIP as a manner for cryptocurrency buyers to earn curiosity on their crypto deposits, then make investments the funds it acquired at its discretion. Nexo was required to register this exercise with the SEC however didn't accomplish that.
The corporate agreed to settle by paying the SEC a $22.5 million penalty. Nexo will even pay one other $22.5 million to settle with state regulators, together with New York, Texas, Washington, and Alaska. This brings its whole penalty to $44.5 million.
Nexo will even be required to cease providing the EIP to buyers in the USA. The SEC mentioned it has taken into consideration that Nexo is already cooperating towards this finish: Nexo said in December 2022 that it could leave the U.S. on account of regulatory uncertainty, and it particularly stopped providing the EIP to U.S. buyers final February.
Nexo has made positive comments on the settlement. The corporate known as the result a "remaining landmark decision." It emphasised that the allegations solely involved its EIP product and didn't allege fraudulent or deceptive practices.
The corporate additionally famous that the settlement closes multi-year inquiries into Nexo and mentioned that it's neither required to confess nor deny the costs.
The SEC has taken motion in opposition to different crypto firms providing comparable lending merchandise. The regulator settled with the now-bankrupt BlockFi in February 2022 for $100 million. By the way, Nexo took be aware of the costs in opposition to its competitor and instantly stopped providing its EIP to U.S.-based clients, as famous above.
The SEC additionally charged Gemini and Genesis over their bancrupt cryptocurrency lending product, Gemini Earn, earlier this month. Elsewhere, Coinbase shut down its Lend program in 2021 following the in the end unfulfilled risk of SEC motion.
Regardless of its high-profile collapse final summer season, the SEC didn't take motion in opposition to Celsius, although early stories advised it probed the agency over its account suspensions.
Previous articlePBoC Launches Digital Yuan Smart Contract Functionality on E-Commerce App Meituan
Next articleCameron Winklevoss Threatens Lawsuit after Genesis Filed for Bankruptcy


text:
Physical Accessibility Statement
Bay Haven Inn of Cape Charles is not required to provide accessible lodging since the establishment is located within a facility that contains not more than five rooms for rent or hire and is occupied by the proprietor of the establishment as the residence of the proprietor. (5 U.S.C. 301; 28 U.S.C. 509, 510; 42 U.S.C. 12186(b). § 36.104 Definitions).
In addition, Bay Haven Inn of Cape Charles is listed on the National Register of Historic Places under the National Historic Preservation Act (16 U.S.C. 470 et seq.) or is designated as historic under State or local law (§ 36.405 Alterations: Historic preservation.). Thus, completing accessibility alterations would destroy the historical significance of the property.
Bay Haven Inn of Cape Charles is committed to making our website accessible to people with disabilities.
We have designed our website to be accessible for impaired users to see, navigate, interact and understand the content provided as per the World Wide Web Consortium's Web Content Accessibility Guidelines 2.0 Level AA (WCAG 2.0 AA).
We have tested the functionality of this website with the Google Chrome Accessibility Audit tool. We have also manually tested keyboard-only functionality so that people who use screen readers or can't use a mouse are able to navigate through the website pages efficiently.
We will continue to make every effort to meet evolving accessibility standards.
If you find you are having difficulty determining availability or booking an accommodation via our online system, please contact us at the links below and we will be happy to assist you directly.
As we continue to improve our website functionality, we appreciate your concerns and suggestions. We welcome impaired users to share accessibility issues you may find.
Contact us at the links below.
Email: info@bayhaveninnbnb.com


text:
Yousafzai steht für:
 Yousufzai (Stamm), einen Stamm der Paschtunen

Yousafzai ist der Familienname folgender Personen:
Imran Khan Yousafzai, pakistanischer Hockeyspieler
Malala Yousafzai (* 1997), pakistanische Bloggerin und Kinderrechtsaktivistin
Rahimullah Yousafzai (* 1942), pakistanischer Journalist

Siehe auch:
 Yusufzai

redpajama_set_name: RedPajamaWikipedia


Our courses are tailored to meet students' needs and demands for learning Japanese. Each class is named after the lead teacher that takes care of his / her students while they attend Shinwa Academy. Our teachers create a warm, relaxed and enjoyable learning atmosphere that is not rigid, but firm. We aim to create a dynamic and fun atmosphere that all students can enjoy while they learn Japanese. Although we are a school, we have the feel of a family that we can enjoy learning Japanese together.
Students will take an entry test at the Opening Ceremony to decide which class they will be in and at what level. There are also daily mini-tests that review the previous day's lesson material.
Once a week there will be a weekly review test that will determine a student's learning ability, how much they have retained and whether they are ready to move up to the next level at the end of the semester.
Classes are held 5 days a week from Monday to Friday except on public holidays and seasonal holidays.
※ Please note that class times are chosen by the teachers, depending on class availability. Student's cannot choose their classes.
The 2019 Calendar is now live covering April 2019 - March 2020.
Students will have meetings with teachers and staff to discuss their progress, concerns and their future both at Shinwa and after graduation. This is a great opportunity for students to plan out their future, whether they wish to go to university or start working, or discuss their concerns with teachers.
Shinwa has short courses available for people who are already in Japan or are coming to Japan and accomodation. These courses are designed to help people brush up their Japanese or begin their studies. This is ideal for people who are working part time, evenings or visiting Japan as they can attend morning classes before their work begins. These classes are held Monday to Friday and start from 44,000 JPY.
Classs cover all aspects of Japanese learning. Speaking, listening, reading, writing, vocabulary, grammar, prununciation and culture. We also have a variety of activities for you to engage in as well as interested sightseeing spots for you to enjoy during your stay.
For more details please email us with your information.
You can now come to Japan with a student visa and be allowed to work up to 28 hours per week. This enables students to earn and learn during their stay in Japan and gives them valuable experience in the Japanese working atmosphere. This can also lead to full-time job opportunities once students graduate.
As well as our regular Japanese course, we also offer advanced students two extra class options.
This class is specifically targeted to advanced level students who wish to attend university in Japan. Our teachers guide students in all aspects of taking the Entrance to Japanese University Exam (EJU) processes. We use past test papers as an example to show students what they can expect and teach classes focused around learning, doing and succeeding at the EJU test.
This class specially tailors to students who want to enter graduate school in Japan. The course is designed to facilitate the processes required to pass the graduate school admission exam.
Students gain importand information about graduate school exams by learning how to prepare and write a research plan and graduation thesis needed to complete graduate school.
Teachers and Shinwa Office staff will guide students in the right direction to take to enable them to complete the requirements for entry to graduate schools in Japan.
In addition to studying Japanese, Shinwa also offers students with good grades free English classes.
Our English teacher has 7 years teaching experience in Japan and his students have a high success rate for passing TOEIC, TOEFL and STEP Eiken tests in Japan.
Classes are available in two levels, beginner and intermediate/higher.
Beginner classeas are once a week and intermediate classes are held twice a week.
Students can test their Japanese skills in a variety of ways, one of them is our contests. We have various contests students can participate in.
Kanji Contests - Every day students take a mini kanji test to review what they learnt in their previous lesson.
Speech Contest - Shinwa hosts a speech contest for students to participate in and the teachers and class will choose a team winner, who can get a prize.
Essay Contest - Once a year, students all write an essay on a predetermined subject (selected by teachers), the teachers will then decide the winner for each class.
A prize is also given to students with the best attendence record every three months for their time at Shinwa.


text:
Commons: 24 November 2021
Bus Services: North-east England
Volume 704: debated on Wednesday 24 November 2021
Back to top Previous debate
Peter Dowd
(in the Chair)
Before we begin, I remind Members that they are expected to wear face coverings when not speaking in the debate, in line with current Government guidance and that of the House of Commons Commission. I remind Members that they are asked by the House to have a covid lateral flow test twice a week if coming on to the parliamentary estate. That can be done either at the testing centre in the House or at home. Please give each other and members of staff space when seated, and when entering and leaving the Chamber.
Liz Twist
(Blaydon) (Lab)
I beg to move,
That this House has considered provision of bus services in the North East.
It is a pleasure to serve under you as Chair in this important debate, Mr Dowd. Bus services keep our local communities moving. They provide connections between our homes and communities and our place of work. They allow us to travel, to do our shopping and to attend health and other appointments, and they form an essential link to mainline train services for onward travel. They allow us to socialise safely. For those without cars, they are essential. For those of us with cars, they offer an opportunity to reduce car journeys and so reduce our carbon emissions.
Some 160 million bus journeys were made across the north-east immediately pre covid, and I would hazard a guess that most Members of Parliament will know the high level of concern from constituents when local bus services are changed. Earlier this year many constituents contacted me and their local councillors about changes to the No. 47 bus services from Chopwell to Consett, telling me how the changes had disrupted their journeys to work and other services. Of course, our bus services have faced a huge impact from driver shortages and, like the rest of us, from staff catching covid or facing isolation, causing short-notice cancellations, which all add to the problems.
Speaking of covid, our bus services, and in much of Tyne and Wear our Metro services, have been dramatically affected by covid-19. Those services continued to run throughout lockdown to keep key workers moving. They continued to run as we opened up, then closed down again, and as restrictions changed, to keep us moving, but at a huge cost and with a huge drop in usage. I am a regular bus user myself, as I travel to and from Westminster, around London and at home, and I have seen the fluctuation in bus usage. I say a huge thank you to all the staff who kept our buses, Metro and trains going for those of us who needed to travel, often exposing themselves to greater risk of infection. Their work is appreciated.
Those services, running economically due to low usage, could keep going only through the financial support from Government. The covid-19 bus service support grant ran to August 2021, and local transport authorities paid additional moneys for concessionary travel payments to bus operators, although concessionary usage had in fact dropped very significantly. On the Metro system, the same effect can be seen, with less usage of the system, meaning less income and increased financial pressure.
Why have this debate about buses in the north-east now? Bus services across my constituency face a very real threat. Still suffering from a reduced number of passengers, suffering again from driver shortages and now experiencing increased congestion on our roads, as many of us, even previous bus users, use our cars to avoid the risk of catching covid—
Catherine McKinnell
(Newcastle upon Tyne North) (Lab)
I did not mean to cut my hon. Friend off mid-sentence, because she is making a powerful and timely speech, but she brought to my mind the fact that my constituents in the outer west of Newcastle already have quite poor public transport links. They do not have access to the Metro, and a bus from Throckley, for example, can take an hour to get into the centre of Newcastle, whereas it takes 15 minutes to drive. Does my hon. Friend agree that if the Government are telling people to get back into the office, increasing the traffic on our roads even further, they should at the very least make sure that we have the funding in our region to support good public transport for all?
I thank my hon. Friend for that intervention, and I certainly agree. Her constituency mirrors mine on the other side of the Tyne and we face many of the same problems.
As I was saying, we are still suffering from driver shortages, and we are experiencing increased congestion on our roads as many people, even previous bus users, use their cars to avoid the risk of catching covid. Congestion—even pre covid, and now—affects our buses and can reduce their reliability, which is so important to increasing bus usage, and also has an effect on our environment and air quality.
Earlier this year, the Government produced their national bus strategy for England, "Bus Back Better". I will not comment on the title, but the strategy recognised that the deregulated bus industry, in which commercial operators were free to provide services that ran at a profit, and local transport authorities were left to subsidise routes that they believed were essential, has not served us well. Chapter 1 starts by saying:
"Buses are the easiest, cheapest and quickest way to improve transport. Building a new railway or road takes years, if not decades. Better bus services can be delivered in months. Experience shows that relatively small sums of money, by the standards of transport spending, can deliver significant benefits."
We therefore need to look after and improve our buses, as important links between communities and towns and the train system.
The strategy required local transport authorities to submit bus service improvement plans by the end of October this year showing how they would achieve enhanced partnerships with bus operators to bring about better and more popular services. In the north-east, Transport North East, which brings together Northumberland County Council, Durham County Council, North Tyneside, Newcastle, Gateshead, Sunderland and South Tyneside, worked with the bus operators to submit its bus service improvement plan and set out a major programme of investment worth £804 million to tackle infrastructure and improve services, aiming to recover the ground lost during the pandemic and then to increase passenger numbers.
However, since the Government published the strategy and commissioned £3 billion to fund the bus improvement plans, the amount available has been cut to £1.2 billion—clearly a huge difference in funding, which calls into question the detailed plans submitted by Transport North East and other local transport authorities. As yet there has been no confirmation of how much funding will be allocated to Transport North East for the implementation of the enhanced partnership and the bus improvement plan. I hope the Minister will be able to update us on the timescale for allocating funding and on the criteria to be used, given that the funding available has been significantly reduced after bids had been developed and that plans were due to be implemented from April 2022—just four months away.
In the north-east there is a pressing financial issue threatening our bus services, which could see cuts to the local bus network of up to 20% of mileage from next April. Costs are increasing, for example, for fuel, labour and maintenance, particularly in the context of the shortage of drivers and the intense competition for them. Fare income is still down, due to reduced passenger numbers, which are estimated still to be at 75% of pre-covid numbers. Government funding to support the bus network in the light of that reduced fare income is due to end in March 2022.
Some bus operators are reporting that Government funding to support the bus network for the remainder of the financial year is inadequate and does not in any case cover the cost of their operations. Concessionary travel reimbursements have been paid by local government at pre-pandemic levels throughout the pandemic at the request of the Government. That will end in March 2022, and reimbursement will reduce towards actual levels of ridership, which is currently around 60% of normal rates, as this group of passengers remains uncertain about using bus services.
Nexus's financial challenges arising from the Government's decision not to extend covid-19 support for the Metro mean that its current forecast is to reduce expenditure on buses via the concessionary travel reimbursement by £7.5 million in the next financial year, which will inevitably mean a reduction in bus services, contrary to those positive plans developed for the Transport North East bus service improvement plan.
The Government's confirmation that emergency covid-19 payments for the Tyne and Wear Metro, paid through the pandemic, will cease at the end of March 2022 has created a real problem. As a result, a major shortfall of £20.8 million is forecast in Nexus's finances for the financial year 2022-23, largely caused by the impact of covid-19 on the passenger numbers of the Tyne and Wear Metro. That financial gap will need to be closed. Short-term savings from cutting Metro services would lead to the loss of yet more passengers, leading to an even bigger deficit and even more problems in maintaining bus services. Clearly, Nexus is looking at other measures, including cost savings, an increased levy on local councils in Tyne and Wear and the use of reserves, but the proposed reduction of £7.5 million in concessionary fare payments as part of the package will hit bus services really hard.
For bus operators, too, there are still real challenges. The bus recovery grant is set to end in March 2022, and bus usage has not yet recovered to pre-pandemic levels due to reluctance from some former passengers to get back on the bus. As I have said, increased car usage creates congestion, and driver shortages lead to bus cancellations, all creating a challenging situation even before the loss of that £7.5 million. The end of that funding has been described as a cliff edge for our bus services, so I ask the Government to look again before the budget for the next financial year is set in January and to continue to fund emergency payments to Tyne and Wear Metro because of the direct impact on bus services in my constituency and elsewhere in the north-east.
I understand that Nexus, the joint transport committee and the chair of the Tyne and Wear sub-committee have written to the Minister, Baroness Vere, but what is needed urgently is a discussion about the situation to find a way forward that avoids the 20% reduction in bus mileage. That request has the support of businesses in the north-east and the leaders of our health, tourism and education sectors, who want to build a better and greener local economy for the future and have written in support of that proposal.
I ask the Minister whether she, on behalf of Baroness Vere, will commit to meeting Nexus, the other parties involved and me to explore a way forward. This is all very dry and technical stuff, but what it means is important for my constituents and people across the north-east. The bus service improvement plan submitted by Transport North East offers a real chance of improvement for the future of the bus services that we rely on. To repeat the quote from the national bus strategy,
"Buses are the easiest, cheapest and quickest way to improve transport."
My constituents need improvements to make sure that our buses offer a reliable, accessible and more environmentally friendly option for their travel needs. It makes a huge difference to their lives, so I ask the Minister again whether she can update us on the timetable for allocating funding for the bus service improvement plans, and how the funds will be allocated given the reduction that I have spoken about. Most urgently, my constituents cannot afford their bus services to be reduced by 20% or even more. The villages, small towns and communities across the Blaydon constituency, such as Chopwell and Kibblesworth and all the places in between, need to retain their vital links to our towns, our health services and our other essential services.
Any reduction in buses will make already difficult journeys impossible. We need additional funding to make sure that they continue to run and can improve. Without that funding, Transport North East's positive plans for improvements will be undermined from the start. Again, I ask the Minister to agree to set up a meeting with Baroness Vere, Nexus, Transport North East and me to find a way of continuing the covid-19 support to Nexus. We need action from the Government to prevent this bus funding crisis from hitting our communities. We really cannot afford to miss the bus. Action is needed now.
I am going to call the Minister at 5.18 pm. I would like to give the hon. Member for Blaydon (Liz Twist) a couple of minutes to wind up the debate, so I ask colleagues to please bear that in mind.
Grahame Morris
(Easington) (Lab)
I congratulate my hon. Friend the Member for Blaydon (Liz Twist) on securing this important debate. Many of us speak based on our experience of inhabiting two different worlds when it comes to public transport. I am sure you appreciate, Mr Dowd, that inside the M25 there is a plethora of public transport options: a frequent and reliable bus service, the underground, and black cabs and 24-hour taxis available in minutes. We also have access to a constant stream of real-time data.
Outside the M25, in my constituency, when I wait at a bus stop, the timetables are more aspirational than informative; the bus will arrive when it comes. Making plans that rely on the bus network in my constituency is what separates the optimists from the pessimists—that is not just about our choice of football teams. The only thing more unreliable than the buses is the Northern Rail coastal train on a match day—a most appalling service of two carriages, once an hour.
Independent analysis of the Government's transport spending by the Institute for Public Policy Research North think-tank shows that the north has received just £349 per person, compared with £864 per person in London, since the Conservative party took office in 2010. Far from the northern powerhouse, shared prosperity or levelling up, northern England has been short-changed by the Government over the last decade to the sum of £86 billion.
Public transport is too important to fail. Whether moving people to support the economy, to shop on our high streets or to work, unreliable and expensive bus services can have a significant bearing on an individual's life chances and living standards. We need a change in mindset from the Government. Buses, trains and metro systems are vital public services for strengthening and growing our economy—not secondary distractions if situated outside London. Regional transport services need to recover from the disastrous policy of deregulation and privatisation of the 1980s.
Decisions around the regulation and control of bus services should rest with local government and transport authorities—democratically elected and accountable to the public. These services should be run in the public interest, safeguarding vital routes, particularly in rural areas, rather than being run solely in the pursuit of profit, pricing people out from public transport and the life opportunities that good public transport links can deliver.
Mary Kelly Foy
(City of Durham) (Lab)
I am grateful to my former MP, my hon. Friend the Member for Blaydon (Liz Twist), for securing the debate. Bus travel is particularly relevant to my constituents in the city of Durham, which has a small city centre surrounded by many rural former pit villages that rely heavily on an underfunded and insufficient local transport network. In villages such as Pittington or Waterhouses, services are essentially non-existent at times.
In particular, home-to-school transport has become a real issue for families, with schools struggling to subsidise costs due to funding cuts and rising costs. For some children in my constituency, school bus travel now costs an outrageous £90 a month. At St Leonard's, for example, nearly a third of pupils can no longer afford the school bus and have had to seek alternatives, forcing many parents to rely on service buses, which are often unreliable, irregular, inaccessible or unaffordable. My office has received multiple reports of buses driving past stops because they are full, and of services that simply do not show up. One girl was quoted almost £900 per year for a school bus place, even though the stop was a three-mile round trip walk across dangerous roads and unlit wooded paths. Now she is forced to use a service bus, with frequent, unplanned cancellations that often leave her late for school or waiting in the dark for long periods. That has made her very anxious, and her parents have given her a rape alarm for the dark nights.
Headteachers have reported safeguarding concerns, such as bullying and inappropriate comments from adults that have led to police involvement. These problems impact on learning, with some people priced out of key educational opportunities. A headteacher in my constituency told me that talented students are having to miss extracurricular activities because they cannot rely on service buses to get home. The Government simply cannot say they are levelling up our region while children are struggling to get to and from school.
Unfortunately, the issues I have highlighted have a knock-on effect on the wider community. Increased demand around school-run hours is resulting in crowded buses and disruption to commuters, while many parents are now driving their children to school, causing more disruption to local residents and increased air pollution around schools such as Durham Johnston School and St Leonard's. In more rural areas, there is no public bus and no car, but only an expensive school bus that eats into household incomes during this cost of living crisis.
I am immensely grateful to the headteachers and parents who work tirelessly for a workable solution. However, when it comes to local and central Government, it is like banging my head against a brick wall, with both refusing to take responsibility. When I raised the issue with representatives of Durham County Council, they told me that they agree with the principle of more support for school transport but they cannot do anything to help. I then took it to the previous Schools Minister, who told me that he sympathised but that he, too, could not help me.
I am now working with schools and bus operators to find a solution, but it is only right that we get some support from this Government, who talk so much about levelling up places such as Durham. Can the Minister outline the steps that the Department is taking, alongside colleagues across Government, to ensure that every child and young person in my constituency has an affordable and reliable route to school?
Mrs Sharon Hodgson
(Washington and Sunderland West) (Lab)
It is an honour to serve under your chairmanship, Mr Dowd, and I thank my hon. Friend the Member for Blaydon (Liz Twist) for securing this important debate.
The Government's lack of covid-19 support for our Tyne and Wear Metro means that bus services will certainly be cut in our region by £7.5 million next year, and I will explain why. As Members will be aware, the Metro is the third most used light rail network in the whole UK, with pre-pandemic passenger levels of 36 million per annum. Reducing service levels is just not an option for the Metro, but because central Government will not step in and play their part, our councils are being asked to take the burden of £4.1 million of extra payments to keep bus services afloat and help Nexus balance the books. We all know how cash-strapped our councils are, but they are having to pay more and more to cover the gaps that the Government are ignoring and widening. The Government would be wise to remember that our constituents can see that this is happening. It is not exactly levelling up, is it?
Again, our local authorities are being told to bear the brunt of keeping our public services afloat. Most recently, we were given nothing in the Budget on transport, because we have not got a metro Mayor. Meanwhile, down the road, £310 million is being pumped into transport in the Tees valley. I wonder what we should take from that. Are the Government going to hold our area to ransom because we do not have a devolution deal? People in our region have a specific need for bus services, and constituents frequently write to me about the poor bus provision across Sunderland and Washington.
During a recent roving street surgery in Oxclose in my constituency, nearly every household raised the issue of the poor bus service—in fact, it was the issue that was raised most on the doorstep. That was true not just for that area but across the whole of Washington. The issue was also raised at a public meeting I held in South Hylton, which is over in Sunderland, and I have been contacted by constituents in Usworth Hall, an estate with no bus services at all. With commercial companies providing bus services, it is little surprise that, despite being necessary, non-profitable services continue to disappear as local authorities struggle to fill the gaps.
The point of public transport is to offer a safe means of getting places, even during unsociable hours. That is especially necessary as car ownership levels in the north-east's left-behind neighbourhoods are among the lowest in the country, while rail services range from being limited to being non-existent for the majority of the areas that I represent. So there is high reliance on bus services.
However, as we have heard, bus provision is declining and the communities that I represent are literally being left stranded. Limited rail services for many communities in the north-east only heightens the need for immediate and good bus provision, especially with the Government snubbing rail improvement projects such as the much-needed reopening of the Leamside line, which I know a lot of people in this room support.
The Chancellor has often said that no Government could budget for a pandemic. Well, neither could Nexus or our local authorities, and the effects of the pandemic are still being felt. It is surely the duty of Government to support public transport in its recovery. This is not a Government without money, as was made very clear by the Chancellor's Budget just last month, with its announcements of tax cuts on short-haul flights and champagne. The decision not to support the Tyne and Wear transport network is a political one, which will see residents lose out every day and the local economy lose out in the long run.
So why are the Chancellor and his team so scared of putting their money, which we know they have, where their mouth, which we also know they have, is? For all their talk about levelling up, they are making their intentions clear by their inaction. Therefore I implore the Government to listen to Nexus, local authority leaders and all of us here today, and to ensure that bus provision in the north-east sufficiently serves our constituents every day of the week.
Chi Onwurah
(Newcastle upon Tyne Central) (Lab)
It is a pleasure to serve under your chairmanship, Mr Dowd. I start by wholeheartedly congratulating my hon. Friend the Member for Blaydon (Liz Twist) on securing this debate. From the many colleagues who are in the Chamber, we can see how much support there is for a debate on this very important subject.
Nevertheless, we should not be having this debate. I and many colleagues from the north-east have spoken many times about the lack of effective and convenient bus services in our region, and I have often spoken about the huge disparity between the cost of bus tickets in Newcastle and the cost of bus tickets in London. I have said it before and I will say it again, until it stops being true: for £1.55 in London, I can get up to two buses to carry me anywhere across the capital for over 30 miles; but in Newcastle, £1.55 will not even get me three stops up the West Road. If I want to go to beautiful Ashington, in the constituency of my hon. Friend the Member for Wansbeck (Ian Lavery), which is only 18 miles away, a single ticket will cost me £6.
More than that, while here in London we can see when buses are coming, in Newcastle, at Eldon Square bus station, there is a sign that says, "Working with bus operators to bring you real-time travel information." That sign has been there for years—they have been working together for years—and we still do not know when buses are leaving from where. That has a real impact on the friction of taking a bus journey; it reduces the useability, functionality and accessibility of buses for my constituents.
As well as comparing with London, we also need to compare with the unfortunately often more convenient and cheaper alternative that my constituents have: the car. As we recently saw at COP26, we want to move away from car journeys towards more journeys on public transport. However, it is cheaper for a family of four to take a car into the centre of Newcastle to go and see the latest Peppa Pig film—I am sure the Prime Minister will approve of that, given that most of my constituents cannot afford the 700-mile round trip to Peppa Pig World—than it is for them to get a bus there and back.
In Newcastle, our buses are critical all the same. Many people rely on them to get to work or school, but the fares that they have to pay are prohibitive. The extortionate bus prices are part of the cost of living crisis facing my constituents and many others across the north-east. Can the Minister tell us when the Government will level down fares in the north-east?
My constituents are not even guaranteed a good service. As we have heard, our bus services are facing rising fuel and maintenance costs and labour shortages, leaving passengers to face enormous disruption. Pay disputes are potentially leading to industrial action across the region and, as we have heard, Transport North East estimates that there will be a 20% reduction in bus mileage from next April.
I am sure that my hon. Friend will share my frustration and disappointment that we still have really noisy, pollution-emitting buses running around our streets. We love buses, but we do not love the pollution, noise or impact on our environment, so much more urgent investment must be put into creating much cleaner, greener buses to drive around our very busy cities.
I thank my hon. Friend and constituency neighbour for that intervention; she is absolutely right. As well as the challenge of climate change, the quality of air in Newcastle is of great concern to my constituents and hers. It is not rocket science—the technology is there to have cleaner, greener buses. The Secretary of State for Transport keeps on saying that there are thousands of such buses about to come on to our streets, but we have yet to see them in Newcastle. That is part of the investment that we need to see.
The promises of investment simply do not materialise for the north-east. Speaking of the most recent Budget, Lucy Winskell, the chair of the North East LEP, said that
"government has announced significant transport investment across the rest of the North but not in the North East."
Whereas other parts of the country received hundreds of millions of pounds in funding, with some even receiving over £1 billion, the north-east lost out yet again.
Before deregulation in the '80s, we had a transport network. Some of us are old enough to remember that people could travel across the region, from bus to Metro, on one transfer ticket. That system worked brilliantly, partially because we had control over our buses. When Margaret Thatcher privatised buses, she knew that an entirely private bus service would not be good enough for London. Why was that thought to be good enough for the north-east? We need control over our buses, which is the only way that my constituents and the people of the north-east will get a fair transport deal. As we heard earlier, the North East Joint Transport Committee recently published its bus service improvement plan, setting out a major programme of investment worth £804 million over three years. I want the Minister to tell us that she will be supporting that plan and the buses that my constituents deserve.
Ian Lavery
(Wansbeck) (Lab)
As ever, it is a pleasure to serve under your chairmanship, Mr Dowd. I thank my hon. Friend the Member for Blaydon (Liz Twist) for arranging this important debate.
I live in Northumberland. For those people who mentioned the north and the north-east, Northumberland is something like 15 miles north of Newcastle. It is a rural area, but the south-eastern strip of Northumberland is heavily populated and always forgotten. We have to remind people that we are always left behind. People now expect to be left behind because of where we live. It really is not good enough.
My hon. Friend the Member for Newcastle upon Tyne Central (Chi Onwurah) mentioned prices. We live in an area of high social deprivation, where we might get a bus every now and again, and if we are lucky enough to get one we have to pay through the nose. We have just passed the Stagecoach phase; we are on to the deregulated buses if and when stage. I wish we were even somewhere near having a Metro. It is a case of isolation for many people. They cannot get out of the communities in which they live. To travel in my constituency, it is £1.55 for a minor route. To travel seven miles in my constituency from Ashington to Morpeth, it is £6.40. Imagine someone on universal credit or unemployment benefits of around £70 paying £6.40 to get from A to B. There is no cap on it. It is £6.40.
As I mentioned, it is about social isolation. I went through my constituency on a Friday trying to get into different surgeries using public transport. I travelled to North Blyth, Cambois and East Sleekburn, where the first bus service was at 10.14 am. We then travelled from there seven miles—one stop—to the local hospital. It took more than an hour. The return journey for anybody at the hospital, whether they work there or are looking to visit people, must be made before 12.46 pm, because there are no bus services after that. That is outrageous and unacceptable.
I do not have that much time, but this discussion deserves much more debate. I put on the record my thanks, and those of all my colleagues in the northern region, to the key workers and the transport workers, who have worked tirelessly throughout the pandemic. Many of them were exhausted before the pandemic and still are. We have huge issues, and we need more investment in bus services and integrated transport policy right through the region. We should not forget Northumberland as an area, but we need plenty of investment in the integrated transport plan and regional funding, because buses are a lifeline for many people in our regions.
Andy McDonald
(Middlesbrough) (Lab)
It is a pleasure to see you in the Chair, Mr Dowd. I congratulate my hon. Friend the Member for Blaydon (Liz Twist) on securing this important debate. Considering that more journeys are made on buses than any other form of public transport, we do not really give them much attention in this place. Perhaps it is because those who live and work in London are not aware of their luck in having an inexpensive and reliable bus network, unlike much of the rest of the country.
London successfully resisted the Thatcher Government's deregulation of buses in 1986, but in the north-east we were not so fortunate. Thanks to the maintenance of regulation, London's franchised services outperform the rest of the country, with Transport for London and the Mayor setting routes and fares, and therefore ensuring that buses in the capital are run for people, not simply for private profit. Under a regulated system, bus routes are not restricted to narrow, profitable corridors; people are provided with crucial and necessary services, which means that wider benefits are reaped in both social and economic terms.
By connecting people with each other and their schools, workplaces, shops and hospitals, we can build flourishing communities. Ensuring that we make the most of new industries also requires planning for bus service provision. For that joined-up thinking to work, re-regulation is required. Yet for all their talk about giving local authorities and people more power over their lives, the Conservatives have slashed funding for council services that pays for our vital services, such as buses. They have also continued to deny local authorities the powers they need to serve their communities.
In Middlesbrough and across Tees Valley we have, in effect, a duopoly of Stagecoach and Arriva, whose principal purpose and duty is the extraction of profits for their shareholders—ironically, in the case of Arriva, the German state-owned transport company. We are left with the situation where bus passengers in London can pay fares of as little as £1.55 to travel across the city with that money going back into TfL's coffers, while for those in the north-east and certainly in Middlesbrough, £2 will get you about a mile and a half down the road if you are lucky.
The Tory 2019 manifesto also promised to match the money in the Tees Valley that would otherwise have been received from the EU shared prosperity fund. The reality is that we are losing out to the tune of £900 million, just as we have done over the past decade of Tory rule, as we have received well below the average in transport investment in terms of current and capital spending.
Last year, our region received the lowest amount of transport investment overall. Compared with almost £8 billion spent by the Government on transport in London, the north-east received around one-tenth of the amount, which works out at almost one-third as much per head.
We also have a problem with what Conservative politicians in our region are choosing to spend money on. The decision of the Tees Valley Mayor to purchase Teesside airport initially cost the taxpayer £40 million, but with a £14 million loss last year, it required a further injection of a further £10 million at the taxpayers' expense.
At the general election, Labour brought forward a comprehensive plan to electrify all buses operating in England at a cost of about £114,000 per bus. A rough estimate of the cost of electrifying the 330 buses operating in the Tees Valley comes to under £38 million. Instead of obsessing about the airport, the Tees Valley Mayor could and should have paid attention to using the powers he has to re-regulate our buses and make them work for passengers and not private profit, and to decarbonising our fleet to improve the air quality of our communities and help us meet our broader climate commitments.
The Government talk a great deal about "taking back control" but that is really about them and corporate entities having control over people's lives, not about giving power back to the people, as evidenced by the Government undermining Transport for the North. They brag about levelling up, but after 11 years of Tory Government, the reality is that the inequalities in transport provision and the betrayal of the north continue unabated. We see that in the disastrous integrated rail plan and the continuing failure to invest properly in bus services.
Bus services are massively important in my community and I urge the Minister to encourage her Mayor to break away from this failed deregulated system and embrace the success and opportunities that re-regulated and municipal services present to our local economies and communities, and that have been widely embraced in so many developed nations across the world. If we look across the channel, there are endless examples of how that has revitalised communities. I urge the Government to take heed.
The Parliamentary Under-Secretary of State for Transport
(Trudy Harrison)
It is a pleasure to serve under your chairmanship, Mr Dowd; I hope to do justice to the points that have been raised. I congratulate the hon. Member for Blaydon (Liz Twist) on securing this debate on the provision of bus services in the north-east. It is rather refreshing to hear all the support for buses. As a fellow northerner and a fellow rural MP, I, too, welcome the intensive interest in bus transport. As the Prime Minister set out in his 10-point plan for a green industrial revolution, buses—
Trudy Harrison
I have only just begun, but I will give the hon. Gentleman the honour.
I am very grateful. The Minister is applauding the interest in bus service provision in the north-east of England. It will not have escaped her attention that the Opposition Benches are full of Labour MPs from the north-east, but there is no one on the Government Benches. How is that a commitment to transport in the north-east of England?
Let me talk about the commitment from this Government. Connecting people every day to jobs, studies and vital local services is absolutely why we value buses. The benefits are clear. They are at the very centre of our public transport system, and in 2019-20 there were more than twice as many passenger journeys by bus as by rail.
Covid-19 has had a huge impact here, as it has elsewhere, and the Government have provided an unprecedented amount of support for the bus sector, which the hon. Member for Blaydon referred to. Through the pandemic, more than £1.5 billion has been announced to date. That has been essential to keep bus services running and to get workers to jobs, children to schools and people to vital services. Without that support, bus services would have operated at a loss or would have stopped running entirely.
But we do not just want to go back to how bus services were before covid. There are huge opportunities to change the way that bus services operate and we want to make them better. That is why the commitment to buses is evident in the already mentioned "Bus Back Better" national bus strategy, which was published in March this year. It explains how we will see these services being more frequent, more reliable, easier to understand and use, better co-ordinated and cheaper. The point about comparing and contrasting London prices with those elsewhere in the country has been made many times.
Our central aim is to get more people travelling by bus—to not just get patronage back, but increase it—but we will achieve that only if we can make the bus a practical and attractive alternative to the car for many people.
The Minister mentioned a number of issues, but one of the real problems is affordability. Opposition Members have mentioned this twice: it costs £6.40 to travel seven miles in my constituency, but travel in the capital is capped at £4.65 a day. The Minister is from the north. When she considers levelling up, she should do what is right for her constituents and mine and ensure that it is affordable for people to use public transport. Affordability is so important.
I do not need to be told that; I am quite aware of it. That is why the "Bus Back Better" strategy will look at how we make those fares cheaper and how we will adopt the London-style approach to fares across all parts of the country, but particularly in the north, which I also represent, as the hon. Member said.
The hon. Member will be able to come back in at the end, if she allows me time now to get through my response.
I have a specific question.
I will give way briefly.
The key thing is this: we share those objectives to try to improve buses—that is good for everyone—but we need the financial commitment to be able to do that, both to tackle the problems that we face locally and for investment in the improvement plans.
I remind Members that I will want to put the Question, so I exhort them not to intervene too much at this stage or I will not get to do that and it will affect the ability of the hon. Member for Blaydon (Liz Twist) to wind up.
Thank you, Mr Dowd. Hopefully, I can set the hon. Member's mind at rest. There are already examples of great bus services across England, where we have really seen passenger growth, with local authorities and bus operators working together to put passengers first, which is critical. Strong local plans are being delivered through enhanced partnerships between authorities and bus operators or franchising arrangements; those are crucial to achieving the goals that we have set out in the strategy. All local transport authorities in England, including the North East Joint Transport Committee, have confirmed that they will pursue one of these approaches—as the strategy asks. They have all published bus service improvement plans, setting out how the goals of our strategy can be delivered in their local areas and be driven by what passengers—and would-be passengers—want.
We set out in our guidance on bus service improvement plans our high expectations of what those plans should include. We have heard what priorities Members from across the House would want to see, as well—it is tackling congestion; it is speeding up services; it is reducing fares; it is simplifying ticketing, and it is decarbonising bus fleets. At the Budget we announced £1.2 billion of dedicated funding for bus transformation deals, which is part of an over £3 billion fund of new spend on buses over this Parliament. This level of investment represents more than a doubling of dedicated bus funding when compared with the previous Parliament. The hon. Member for Blaydon asked for clarity on the funding allocation; we shall be announcing more details on how that funding will be announced very shortly. She also asked for a meeting with the Minister responsible, Baroness Vere, in the other place. The Baroness would be delighted to confirm that meeting between Nexus, Transport North East and herself.
The spending review and the Budget also confirmed that the Government will be investing £5.7 billion in the transport networks of eight city regions in England, including in the north-east, through the city region sustainable transport settlements. It represents an unprecedented investment in the local transport networks, and will play a key role in driving forward the country's national infrastructure strategy, as well as delivering transformational socioeconomic and environmental change in those areas. The north-east will be able to submit a programme of schemes that it intends to fund using its prospective settlement, which could include improvements to bus provision. The Government look forward to working with the region to unlock and deliver the many transport benefits that the CRSTS will provide.
The new funding comes on top of the support that Government already provide for buses. Each year, the Government provide £250 million in direct revenue support for bus services in England, via the bus service operators grant. Without that support, fares would increase and marginal services would disappear. Around £43 million of the bus service operators grant is paid directly to local authorities, rather than bus operators, to support socially necessary bus services in their area that are not commercially viable. The funding also supports the approximately £1 billion spent by local authorities on concessionary bus passes every year. The Government are committed to protecting the national bus travel concession, which is of huge benefit to around 9 million older and disabled people, allowing free off-peak local travel anywhere in England.
The national bus strategy is the biggest shake-up of the industry in a generation. It sets out what we want for passengers and how we will achieve it. I am sure that everybody would agree that only by working together can we provide the bus services that people want and need. The hon. Member for Blaydon asked a question on driver shortages; I wanted to reassure her that we now have a further 50,000 test slots annually, thanks to the changes that the Driving and Vehicle Standards Agency and the Driver and Vehicle Licensing Agency have recently made.
There is, of course, our commitment to 4,000 zero-emission buses, which was set out by the Prime Minister and is very much part of the Department for Transport's transport decarbonisation plan. It was raised that nobody has seen these buses; well, I certainly have. I have had the joy of riding on those buses during COP26—both hydrogen and battery-electric. I have also had the pleasure of visiting Wrightbus, near Ballymena in Northern Ireland, to see the buses being manufactured.
I, too, have seen the buses when they were parked in Westminster for a show and tell by the manufacturers. What I have not seen is the buses on the streets of Newcastle.
I am sure that the hon. Member will look forward to taking a ride on one of those buses. I certainly found them to be smooth and they provide a far more enjoyable driver experience; and it is not just about the drivers, but the pedestrians and the people who live in the communities where the bus routes run.
I am proud of what the Government are doing on the decarbonisation agenda. I welcome the support for buses generally, and I hope that Members across the House will join me in encouraging increased patronage of bus services. I again thank the hon. Member for Blaydon for calling the debate and for the passion that has been displayed throughout.
I have the luxury of a whole five minutes to wind up.
I thank my hon. Friends the Members for Easington (Grahame Morris), for City of Durham (Mary Kelly Foy), for Washington and Sunderland West (Mrs Hodgson), for Newcastle upon Tyne Central (Chi Onwurah), for Wansbeck (Ian Lavery), for Middlesbrough (Andy McDonald) and for Newcastle upon Tyne North (Catherine McKinnell) for their speeches and interventions. As the Minister said, they have clearly demonstrated the passion that there is for good bus services, which are essential to keep our communities going, and they gave examples of difficulties in their particular areas.
I welcome the opportunity to meet Baroness Vere to discuss the issues that we are facing in the north-east, in particular with Nexus. I look forward to that meeting taking place quickly because this issue is hugely important and very urgent, so I hope that we will be able to follow up on that very quickly. I hope that we will be able to persuade Baroness Vere that we need the additional support that I talked about for our Metro system, and to prevent our bus services being drastically cut; they are absolutely essential.
I raised the question of our aspiration through the bus service improvement plan. Certainly, people in Transport North East are very keen and have the support of the community to pursue that improvement plan, but it takes money. I am concerned about the fact that there is only £1.2 billion.
As the Minister was speaking, I was looking at the bus service strategy, about which there has been much discussion. Within the bus strategy, there is the commitment made in February 2020 by the Prime Minister to £3 billion of expenditure for buses in England. Other measures mentioned include
"£300m of funding to support the sector recover from the pandemic,"
£25 million for skills, bus priority schemes and
"accelerating the delivery of zero emission buses with £120m in 2021/22."
That seems to me to not quite add up to £3 billion, when the £1.2 billion is added.
The strategy says:
"The bulk of the £3bn transformation funding will be paid after the transformational changes begin in April 2022."
So, I would be interested to know exactly what has happened to the gap between the £3 billion that was promised and the £1.2 billion that is still available for the transformational change that we need.
As I say, I look forward to the meeting. Some of our transport operators are looking at better, more environmentally friendly buses and electric vehicles, and those are hugely expensive. I look forward to the meeting and I very much hope that we can get a positive outcome for the Nexus funding crisis and for our bus service improvement plan.
Resolved,
Sitting adjourned.