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EH Investigations Administrative Action
Jun. 29 2017 — 12:09a.m.
STATE OF NORTH DAKOTA NORTH DAKOTA PRIVATE INVESTIGATIVE AND SECURITY BOARD North Dakota Private Investigative and Security Board, COMPLAINT Petitioner, v. Jeremie Meisel and EH Investigations and Security, LLC, Respondents. TO: Jeremie Meisel and EH Investigations and Security, LLC, 5603 Copper Point, Bismarck, ND 58504 YOU ARE HEREBY REQUIRED to appear and defend against the Complaint in this action, which is herewith served, by serving upon the undersigned an Answer or other proper written response within twenty-one (21) days after service of this Complaint upon you, exclusive of the date of service. If you fail to do so, the allegations in the Complaint may be deemed admitted and the North Dakota Private Investigative and Security Board (Board) may enter an order in default as the facts and law warrant. The Board complains against Jeremie Meisel and EH Investigations and Security, LLC, and alleges as follows: 1. This is an administrative action pursuant to N.D.C.C. 43-30-12, 43-30-13, 43?30-45, and N.D.C.C. ch. 28?32.
2. N.D.C.C. ch. 43~30 creates the Board for the purpose of licensing and regulating individuals who provide private investigative and security services. N.D.C.C. 43?80-04. 3. Meisel is a licensed security provider in North Dakota holding license number 125. 4. Meisel is the responsible license holder for EH Investigations and Security, LLC, a licensed security agency in North Dakota holding license number 403. 5. The Board is authorized by N.D.C.C. 43-30-120) and ND. Admin. Code 93?02?03?05(6) to suspend or revoke a license, place any licensee on probationary status, or issue a letter of reprimand to any licensee for a violation of N.D.C.C. ch. 43-30 or the rules adopted by the Board. 6. In August of 2016 Meisel and EH Investigations were contacted by Leighton Security Services, Inc. to assist with providing security services in connection with the construction of the Dakota Access Pipeline in North Dakota. Leighton is a Texas foreign business corporation registered to do business in North Dakota. 7. Leighton is in the business of providing private security services. Leighton is not licensed or registered to provide private security Within the State of North Dakota. 8. Leighton employed personnel in North Dakota to provide private security services in connection with the Dakota Access Pipeline. Leighton employees included a project manager, two deputy project managers, three intel and three evidence technicians. None of these employees were properly licensed or registered to provide private security services in North Dakota.
9. Meisel and EH Investigations conspired with Leighton to assist Leighton in hiring and deploying within the State of North Dakota unlicensed or unregistered individuals to provide private investigative services in violation of North Dakota law. 10. Meisel and EH Investigations, during the fall of 2016, hired and deployed unlicensed or unregistered individuals to provide private investigative services in connection with the construction of the Dakota Access Pipeline Within the State of North Dakota. 11. As the license holders, Meisel at all times was responsible for directing and controlling all private security personnel registered under his license. During the fall of 2016 Meisel improperly relinquished this responsibility to Leighton in violation of North Dakota law. 12. Meisel and EH Investigations hired Richard Anderson to provide private security services within the State of North Dakota as part of the Dakota Access Pipeline. At the time that Meisel and EH Investigations deployed Richard Anderson he was not licensed or registered to provide security services. 13. Meisel and EH Investigations hired Jason Wentz and Chris Anderson to provide private security services within the State of North Dakota as part of the Dakota Access Pipeline. Meisel and EH Investigations deployed both Jason Wentz and Chris Anderson prior to either being licensed or registered to provide security services. 14. Meisel and EH Investigations hired Elizabeth Marlow, Merry Jenson and Kimberly Stuart to provide private security services within the State of North Dakota as part of the Dakota Access Pipeline. Meisel and EH Investigations deployed Marlow, Jenson and Stuart prior to any of them being licensed or registered to provide security services.
15. Meisel and EH Investigations have violated N.D.C.C. ch. 43-30 and the rules adopted by the Board. THEREFORE, the Board requests a hearing pursuant to N.D.C.C. 43-30?13 and N.D.C.C. ch. 28?32 and that an order be entered revoking the license and/or registration of Meisel and EH Investigations or taking other appropriate disciplinary action against them as allowed by law In addition, the Board requests that an order be entered pursuant to N.D.C.C. 43-30?12 requiring Meisel and EH Investigations to reimburse the Board for all costs of this action, including the amount paid by the Board for services from? the Of?ce of Administrative Hearings, attorney?s fees, court costs, Witness fees, staff time, and other expenses. Dated this day of February, 2017. BY: State Of North Dakota Wayne Stenehjern Attorney General Myif?? [if . 3?9, 5 rWWEf?g? geese at i tea as Monte L. Rogneby Special Assistant Attorney General US Bank Building 200 North 3rd Street, Suite 201 PO Box 2097 Bismarck, ND 58502?2097 Telephone: 701.25 8.7899 Email: [email protected] ATTORNEYS FOR THE NORTH DAKOTA PRIVATE INVESTIGATIVE AND SECURITY BOARD


This page is a translated version of the page Darmstadt Promo (1st edition) and the translation is 48% complete.
Darmstadt Promo was originally released by Darmstadt Spielt (20 year anniversary) in 2014.
Darmstadt Spielt has been held in the Darmstadtium Science and Congress Center since 2010.
The three Darmstadt tiles should be mixed in with the other land tiles. When played with the base Carcassonne game without expansions, we recommend first removing two base game cloister tiles from the game.
When you draw any of the Darmstadt Land tiles you place them according to the normal rules. The Darmstadtium tile must be placed in a city, and the two church tiles are treated as cloisters.
You may place a meeple on either of the Church tiles as if they were cloisters.
When you complete one or more features (e.g. a monastery, a road, a city etc.) by placing any of the Darmstadt tiles, you score it according to the normal rules.
Non è previsto un punteggio aggiuntivo per i due diversi tipi di tessera.
If the Darmstadtium is present in a completed city, the player who has the majority of followers in that city earns 3 extra points, in addition to the usual points scored for that city .
These two church tiles are treated as cloisters. . When one of these churches is completed, it is first scored the same as a cloister in the base game rules. In addition, the player who has the most followers on the church tile and the 8 surrounding tiles scores 3 extra points. In case of a tie, all players involved get the 3 points.
There is no additional scoring at the end of the game specific to the Darmstadt tiles. Features on all three tiles are scored as in the normal rules.


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Aldebaran (USA)
February 27, 1998 – Living
Mr. Prospector (USA) x Chimes of Freedom (USA), by Private Account (USA)
Family 8-f
Although Aldebaran won an Eclipse Award as a sprinter, he was actually a miler who showed his best form over 7 to 8 furlongs. Unfortunately, he has failed to live up to his racing performance or his regal pedigree as a stallion.
25 starts, 8 wins, 12 seconds, 3 thirds, US$1,739,127
Won Nassau Handicap (USA-L, 8FT, Belmont)
2nd Heron Stakes (ENG-L, 8FT, Kempton)
2nd Jersey Stakes (ENG-III, 7FT, Ascot)
3rd Hollywood Derby (USA-I, 9FT, Hollywood)
3rd Joel Stakes (ENG, 8FT, Newmarket)
2nd Metropolitan Handicap (USA-I, 8FD, Belmont)
2nd Cigar Mile Handicap (USA-I, 8FD, Aqueduct)
2nd Vosburgh Stakes (USA-I, 7FD, Belmont)
2nd Commonwealth Breeders' Cup Stakes (USA-II, 7FD, Keeneland)
2nd Forego Handicap (USA-I, 7FD, Saratoga)
Won Metropolitan Handicap (USA-I, 8FD, Belmont)
Won Forego Handicap (USA-I, 7FD, Saratoga)
Won Churchill Downs Handicap (USA-II, 7FD, Churchill Downs)
Won San Carlos Handicap (USA-I, 7FD, Santa Anita)
Won Tom Fool Handicap (USA-II, 7FD, Belmont)
2nd Carter Handicap (USA-I, 7FD, Aqueduct)
3rd Stephen Foster Handicap (USA-I, 9FD, Churchill Downs)
Eclipse Award, American champion sprinter (2003)
A close-coupled bay horse, Aldebaran was taller and leggier than his dam with a straight, strong hind leg. He was at his best on firm going and on dirt and could handle slop.
As of July 2016, Aldebaran has sired at least 12 stakes winners. The best by far of his progeny is Main Sequence, the 2014 American champion older male and turf male.
Main Sequence (USA)
Foaled in Kentucky, Aldebaran was bred by the Niarchos' family's breeding operation, Flaxman Holdings Ltd., and raced in the colors of Flaxman Stable. He was trained by Henry Cecil (later Sir Henry Cecil) in England and by Robert "Bobby" Frankel in North America. He entered stud in Kentucky in 2004 at Darby Dan Farm. He was sold to Japanese interests in the fall of 2008 and transferred to Shizunai Stallion Station.
Aldebaran is outcrossed through five generations. He is a half brother to 2002 Atto Mile Stakes (CAN-I) winner Good Journey (by Nureyev), to 2003 Jenny Wiley Stakes (USA-IIIT) winner Sea of Showers (by Seattle Slew), to listed stakes winner Tomisue's Indy (by A.P. Indy) and to Modesty Blaise (by A.P. Indy), dam of French stakes winner Poupee Flash (by Elusive Quality) and restricted stakes winner High Noon Rider (by Distorted Humor).
Aldebaran is out of multiple Group I winner Chimes of Freedom, a full sister to six-time Peruvian champion sire Privately Held and to stakes-placed Piquetnol, dam of multiple Group III winner Dietrich (by Storm Cat) and German stakes winner Mambo Light (by Kingmambo) and second dam of Irish Group III winner Beauty Bright. Chimes of Freedom is also a half sister to four-time Grade I winner Denon (by Pleasant Colony) and to Group I-placed English stakes winner Imperfect Circle (by Riverman), dam of multiple Grade/Group I winner Spinning World (by Nureyev) and French stakes winner Visions of Clarity (by Sadler's Wells) and second dam of 2010 Vincent O'Brien National Stakes (IRE-I) winner Pathfork, 2007 French highweighted 3-year-old stayer Sagara and Australian Group III winner Global Balance. In addition, Chimes of Freedom is a half sister to Remote Romance (by Irish River), dam of multiple Group I winner Saddex (by Sadler's Wells).
Aviance (by Northfields), the dam of Chimes of Freedom, won the 1984 Heinz "57" Phoenix Stakes (IRE-I). She is a half sister to 1997 Prix du Cadran (FR-I) winner Chief Contender (by Sadler's Wells) and to Perfect Alibi (by Law Society), dam of English stakes winner Likely Story (by Night Shift). Her dam Minnie Hauk (by Sir Ivor) is a stakes-placed full or half sister to four graded or Group stakes winners produced by 1982 Kentucky Broodmare of the Year Best in Show (by Traffic Judge).
In astronomy, Aldebaran is the brightest star in the constellation Taurus. Its name means "The Follower" in Arabic, alluding to its apparent pursuit of the Pleiades across the sky.

redpajama_set_name: RedPajamaCommonCrawl


Share your love for baseball, and baseball in the Bronx in particular, with your pet with this Pets First New York Yankees MLB Tee. This stylish tee features a screen printed team logo as well as the team colors, and offers a comfortable fit for your pup. Let your dog share in your team spirit in fun and adorable fashion with this comfortable and stylish official MLB licensed tee.


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Hope Solo accuses former FIFA boss Sepp Blatter of sexual assault
Written By Travis Durkee
(Getty Images) https://images.daznservices.com/di/library/omnisport/8/a9/solo-hope-blatter-sepp-111017-getty-usnews-ftr_1v6luor6ji0k31p6s80kep96ms.jpg?t=-1484224481&w=500&quality=80
Hope Solo, the most accomplished goalkeeper in U.S. women's national team history, has accused for FIFA president Sepp Blatter of sexual assault.
MORE: Evra given season-long ban by UEFA
Solo told Portuguese newspaper Expresso she "had Sepp Blatter grab my ass" before the two presented FIFA's women's player of the year award at the 2013 Ballon d'Or awards ceremony.
"I was in shock and completely thrown off," Solo told the Guardian on Friday.
"I had to quickly pull myself together to present my teammate (Abby Wambach) with the biggest award of her career and celebrate with her in that moment, so I completely shifted my focus to Abby."
Solo posted on Instagram last month a message to women participating in the #MeToo hashtag and speaking out against sexual assault.
"I'm actually very disappointed with the women who haven't spoken about it in the sports world," Solo told Expresso.
"I wish more women, especially in football, would speak against it, about the experiences, because some of those people still work [in football]."
Solo expanded to the Guardian: "While in this instance it was Sepp Blatter, who was the most powerful man in football at the time, sexual harassment and inappropriate behavior are rampant at every level in women's sport and it needs to stop."
Blatter, 81, was banned by FIFA for six years in 2015 after his involvement in the FIFA corruption scandal. He served as the organization's president from 1998 until the ban.
In 2004, Blatter said the women's game could attract more viewers if they wore "tighter shorts" like volleyball players.


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Matki, żony i kochanki (Nederlands: Moeders, echtgenotes en geliefden) was een Poolse televisieserie uit 1996 en 1998.

Plot
Vier vrouwen ontmoeten elkaar op een reünie van hun oude school. Ze leiden tegenwoordig allemaal een ander soort leven, maar zijn allen toch op zoek naar hetzelfde: liefde. In elke aflevering wordt de situatie steeds meer gecompliceerd doordat ze allemaal iemand hebben die verliefd is op hun terwijl ze zelf verliefd zijn op een ander.

Rolverdeling

|-
|||Dorota Padlewska-Lindner
|-
|||Hanka Trzebuchowska
|-
|||Wiktoria Zarychta-Sieja
|-
|||Wanda Popiolek-Otrębowska
|-
|||Teresa Smolarek
|-
|||Jerzy Lipert
|-
|||Cezary Sieja
|-
|||Jan Otrebowski
|-
|||Robert
|-
|||Filip
|}

Enkel seizoen 1

|-
|||Iza
|-
|||Monika
|-
|||Ewa
|-
|||Zofia
|}

Enkel seizoen 2

|-
|||Elżbieta Kajzer
|-
|||Janka
|-
|||Ludwik
|-
|||Belmondo
|}

Poolse televisieserie

redpajama_set_name: RedPajamaWikipedia


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2011 Infiniti M37 and M56 Prototype Drive: 420-hp Luxury Sedan—Greatness Achieved?
We drove prototypes of the new M37 and M56 along the roads of Southern California. Of course they're both well-engineered and beautifully executed—they have to be. The big question is whether they're great or just nearly great.
By John Pearley Huffman
Westlake, Calif. - In the midsize luxury class, which includes vehicles like the BMW 5 Series and Mercedes E-Class--there are no bad cars. In fact, none of the players are merely good. It's a whole market segment comprising great and nearly great cars. And the differences between the great and the nearly great could be as small as a performance hiccup or a personality quirk.
Into that maelstrom of excellence, Infiniti will later this spring launch its heavily revised, third-generation 2011 M sedan. In September we drove prototypes of the new M37 and M56 along the roads of Southern California. These weren't fully realized vehicles, but close enough to production levels to form a solid impression of the fundamental nature of these sedans. Of course they're both well-engineered and beautifully executed--they have to be. The big question is whether they're great or just nearly great.
Like every current car-based Infiniti product, including the outgoing M, the new M37 and M56 sedans are based on Nissan's advanced FM (Front Midship) rear-drive, unibody architecture. That means the engine is positioned back behind the front wheels' centerlines, and the suspension is all-independent with double wishbones at each front corner and a multilink system on coil springs in the back. All that is familiar, mostly carryover, stuff. Even the wheelbase is unchanged at 114.2 inches.
But that doesn't mean the M hasn't grown a bit more zaftig. The new M is overall about 2 inches wider than before with the front track widening by 1.4 inches and the rear by 0.8 inches. All the sheet metal is new with the super swoopy curves Infiniti has adopted as its current design theme. It's not the sort of look that's going to win universal praise, but it's clearly unique and handsome in its own way. The M's additional size is somewhat offset by using aluminum to skin the hood, trunk lid and doors.
Those swoops continue inside the M with a dashboard shaped as if it were a wave cresting at the base of the windshield and door panels. The interior materials are of the high quality expected of vehicles in this lofty class, and some elements, like the matte-finish wood, are almost profoundly gorgeous. Best of all, the interior feels roomier than before with decent legroom in the back.
Like the chassis, the two engines offered in the M are substantively familiar. The V6 in the M37 is the same 3.7-liter, VQ-series V6 used in the G sedan and coupe and rated at 330 hp here. Meanwhile the M56 gets a 5.6-liter version of Nissan's VK-series V8 with direct injection, which, according to Infiniti's current projections, should be rated at 420 hp when the car shows up in dealerships. For the record, that means the M37 is up 27 hp over the superseded M35 and the M56 crushes the old M45 with an additional 95 ponies.
Both engines are backed by a new seven-speed automatic and a manual mode with wickedly sweet, rev-matching downshifting. It's a solid feature, but it's not as sudden or harsh as the rev-matcher used in the Nissan 370Z.
From behind the wheel of an M56 and an all-wheel-drive M37x back-to-back, the most interesting development is that it's the V6 car that has the more engaging personality. Yes, the M56 is quicker, but that engine (at least in prototype form) has no discernible exhaust note and a sort of easygoing personality. In contrast, the VQ37, as it has shown in so many other Nissan products, is one of the most eager and excitable powerplants on Earth. The M56 wants to cruise, but the M37 wants to romp, rollick and spend the afternoon intoxicated by its own redline. Short of the turbocharged BMW 535i, the M37 may be the only six-cylinder-powered car in this class that a hardcore driving enthusiast could really love.
Sharing as much as it does with the G37, it's no surprise that the M cars drive like a slightly oversize version of that car. This is no bad thing.
The M's steering is sharp with an initial bite in corners that's satisfying and startling. The body roll is well managed, the tires stay well planted and both the M37 and M56 hunker through corners with a graceful athleticism. Back-to-back comparisons with everything from the Jaguar XF to the Lexus GS and those German machines will put the M's prowess in context.
But this early taste test has us believing that the new Infiniti M will be great. Or at least nearly great.
More From Cars
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The 2020 Toyota Sienna is the next vehicle to start from the Western Vehicle business. Contemplating that, the Toyota Sienna has significant alterations and improvements.
No specifics time concerning the 2020 Toyota Sienna Release date. By the Western business, Toyota offers the 2018 Sienna minivan over the subsequent 1-2 months. It gives speculations for the 2020 sienna version is going to be brought to the marketplace close at 2018.
The Siena exterior gets just designed with an excellent class and more refined way. The product will be seemingly distinct. The 2020 Toyota Sienna redesign to turn in to an inverted grille framework. The newest car is equipped with a new of suspensions with the brand new upgraded in strength.
The exterior increased the body weight. Though, no substantial modifications at the rear end section of this brand new edition. The interior of this new car is significantly remodeled more large with the technological interior. Its seat already rebuilt with an exceptional and superior denseness.
The auto seats equip the brand new technologies with home heating technique. In addition, it will likely be equipped with the navigation app with 12 loudspeakers. The latest edition may allow some free room with the elastic seat to supply extra space.
It's presumed that the This Minivan gets the extraordinary power through the 3.5-liter engine up to 300 hp. It'll obtain a six acceleration transmission technique. The Sienna consume 20 miles per gallon. There is also fresh speculation for Sienna hybrid variation.
The face of Sienna is reminiscent of other Toyota vehicles. With a larger and a down grille, the Sienna looks just like more athletic than the current version. The New Toyota Sienna added negative lower rockers and bigger haze lights on every version.
The true cost of this automobile is presumed from $ 3-5 000 $50 000. The 2020 Toyota Sienna has never revealed the production time or the cost, yet this car expected will seep into showrooms near the close of the year.
However, with competition from All-new Honda Odyssey and the Chrysler Pacifica arriving shortly, the Siennas believed to a superior from the contenders. Fantastic changes are restricted to the very front, where make the Upcoming Toyota Sienna look as a hand-vac.
The Sienna holds its bolt onto the bronze decoration. Toyota Safety Sense incorporates adjustable control with complete rate capacity, route maintaining help, path take-off cautioning, programmed emergency braking, and also high-shaft headlights. Stunning features which are going to be applied from the next Toyota Sienna 2020.
There are some models out of New Sienna spy shoots which revealed. The L version equipped with a Scout connected path and App Bundle Connect. All the Sienna have five USB ports that disperse inside the minivan.


World Marriage Day "Longest Married Couple"
Information on upcoming retreat weekends will be posted on this webpage – please contact the Family Life Office at FLRLEvents@nyfamilylife.org.
Our office supports the efforts of Retrouvaille (which means "rediscovery"). Retrouvaille is a weekend program with follow-ups, for couples whose marriage is in serious difficulty or trouble. If there is little or no meaningful communication, or if you are considering separation or divorce, we believe Retrouvaille can help.
The program offers the chance to rediscover yourself, your spouse, and a loving relationship in your marriage. It has a proven track record in successfully saving marriages (75%). It is a Catholic-based program open to people of all faiths.
For more information on these weekends or to register, please call (516) 427-5474 or email Jim & Kathleen Aspenleiter.
For more information, please call Marie Ryan, Family Life Office – Diocese of Paterson, NJ, at (973) 777-8818. To register, please contact Linda & David Blaskey at (973) 723-7090.
The Marriage Encounter weekend is a positive, private experience for married couples who want to work at revitalizing their marriage, whether married in a religious or civil ceremony. The weekend is designed to enrich and deepen the joys a couple share together and is beneficial to couples of all ages and years married, from a short time to many years.
World Marriage Day honors and affirms the vocation of husbands and wives and the positive impact of their dedicated example on our society, families, communities, Church, and nation.
World Marriage Day was February 10th, 2019. Each year on World Marriage Day, the Archdiocese of New York celebrates by running a search honoring the "Longest Married" couples in the Archdiocese. All of the couples registered in the search are awarded a commemorative certificate signed by Cardinal Dolan.
This year Stanley and Josie Maciocha are the "Longest Married Couple" in the Archdiocese of New York. Married on January 23, 1943, the two have been married for 76 years! This happy couple are parishioners of Transfiguration Church in Tarrytown and attribute their long lasting happiness to their faith and determination to move forward no matter what obstacles they face.
We congratulate all 56 couples who entered the search this year and commend them on their long lasting commitment to the Sacrament of Matrimony.
Please note that this program is not the same as our annual celebration of those couples within the Archdiocese who have reached their Golden Anniversary – 50 years of marriage. For information on this very special event, see below.
Catholic Couple Checkup is an online tool designed to identify the unique relationship strengths and growth areas of dating, engaged, or married couples. This "checkup" is meant to be an enjoyable and easy way to take a closer look at a couple's relationship, increase their relationship strengths, and above all – spark meaningful conversation. It is designed for any couple desiring to enrich their relationship.
To find out more about the Catholic Couple Checkup click here.
The Family Life Office sponsors events throughout the year that are centered around marriage and community. Please check back for upcoming programs that put the Sacrament of Marriage front and center. If you are looking for an evening of fun fellowship and faith with other married couple, please be sure to join us at our next event. Coming Soon!
Couples in the Archdiocese of New York who are celebrating their 50th Wedding Anniversary in the present calendar year are invited to the Fiftieth Wedding Anniversary Mass. For information about the 2019 Mass please contact the Special Events Office at the Archdiocese by calling 646-794-2000 or emailing specialevents@archny.org . This is a special opportunity to publicly recognize the powerful witness of the importance and permanence of marriage.
The 2019 Golden Jubilee Wedding Mass will be on Sunday, June 2, 2019 at 2:00pm at Saint Patrick's Cathedral.
This event provides a meaningful spiritual experience for the Jubilarians and their families. During the liturgy, the Jubilarian Couples have the opportunity as a group to renew their wedding vows and receive a blessing at Saint Patrick's Cathedral.
We congratulate our Jubilee couples on their beautiful testament to life-long love and fidelity!
Couples may desire a Papal blessing (a blessing from the Pope) to commemorate a special anniversary. Receiving this may take months following a request. For more information and to complete the application process, please click here.


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Click to copyhttps://apnews.com/180d276a23324dbaa623709cb3f8b63e
David Boren
Server at OU restaurant sues former university administrator
In this March 25, 2015 photo, University of Oklahoma Vice President Jim "Tripp" Hall III poses for a portrait in Oklahoma City. A server at a University of Oklahoma campus restaurant is suing the former top OU administrator, alleging the man groped and kissed him inappropriately on several occasions. (Doug Hoke/The Oklahoman via AP)
NORMAN, Okla. (AP) — A server at a University of Oklahoma campus restaurant is suing a former top OU administrator, alleging the man groped and kissed him inappropriately on several occasions.
Twenty-four-year-old University Club employee Levi Hilliard alleges in the lawsuit that former OU Vice President Jim "Tripp" Hall III groped him on multiple occasions in 2017 and 2018 when Hilliard was working for the restaurant.
Hall did not return a telephone message Wednesday seeking comment, but denied wrongdoing when Hilliard's allegations were first reported by the online news site NonDoc. He hasn't responded to the lawsuit.
Hilliard is seeking at least $75,000 in damages.
The Oklahoma State Bureau of Investigation also is looking into sexual misconduct allegations against Hall and former University of Oklahoma President David Boren.


Do you feel bad when you get annoyed by your folks (parents) Yes or No?
Why would I feel bad about that. Also yeah she's pretty hot.
Because it's usually for things that shouldn't annoy me, it makes me feel ungrateful.
If they annoy me then they are annoying me. Why would I feel bad for having feelings?
I don't know why i feel bad, just do.


Hawaii is a fruit lover's paradise. From lychees to guavas to mangosteens, one can grow or buy pretty much all kinds of tropical fruits here. One of our favorites is papaya, which is not only awesomely delicious, but is also ranked as one of the top 5 fruits in terms of powerful nutrients. Papayas are chock-full of anti-oxidants and vitamins such as beta-carotene, folate, potassium, Vitamins C, magnesium, potassium, and calcium, and have been shown to have many health benefits.
In addition to eating them ripe, papayas can also be eaten green, in a salad. This refreshing and simple Vietnamese recipe is perfect on a hot day, and is very easy to make. The prepared ingredients can be stored in the refrigerator until ready to eat. Makes enough for 4-5 people.
Skin the papaya and shred it into finger-length strips (we use a mandolin to shred, but those of you with advanced power kitchen tools can also use them.) Set shredded papaya aside in serving bowl. Chop basil leaves and place a thin layer of leaves on top of shredded papaya. Use scissors to cut the jerky into shreds and place on top of basil.
Combine soy sauce, vinegar, sugar, and Siracha sauce and stir until sugar is dissolved. When you are ready to eat, pour the sauce on the papaya and enjoy!


Jeff has been with STAR PT for over 5 years. He has been promoted from Staff PT to Clinic Director of our Covington Clinic. Jeff holds a certification in Integrative Dry Needling and finds that it is a tremendously useful component of therapy for patients that aren't responding quickly to traditional Physical Therapy. We measure patient satisfaction every month and over 95% of Jeff's patients say that they are very likely to recommend him to friends and family. "I just have so much fun treating our patients and I think that shows in my mood. Our patients are great. They want to get better and they really appreciate that usually on their first day they are starting to feel relief. I don't see myself ever wanting to do anything other than what I'm doing now." If you're in West St. Tammany Parish and have any questions or are just looking some advice, make an appointment for a Free Consultation with Jeff. You'll enjoy meeting him.


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Featured: Marriage 👰🤵
Topic: Friendship
Call of the Day Podcast: My Friend Proudly Proclaimed Her Abortion
By Dr. Laura on December 9, 2022
#32 - Top 40 Countdown '22: Carly is upset about being confronted by her pro-choice friend who says she's not sorry about having had an abortion. Dr. Laura: "Stand firmly for your beliefs...
Call of the Day Podcast: My Friend Skipped My Daughter's Baby Shower
By Dr. Laura on November 18, 2022
Sara is bothered that her good friend went to a concert instead of to the baby shower for Sara's future grandchild.
Call of the Day Podcast: I'm at a Crossroads With My Friend
Sarah wonders if she should confront her friend of 30 years who is not as kind and supportive as she used to be.
Call of the Day Podcast: Why Do I Let My Friend Walk All Over Me?
By Dr. Laura on October 21, 2022
Alissa explores with Dr. Laura why she continues to make plans with a friend who consistently cancels at the last minute.
Call of the Day Podcast: I Feel Like a Bad Friend
Kristin would like Dr. Laura's take on an interaction with her friend that she worries she may have mishandled.
COTD Podcast: My Friends Are Gossiping About My Late Husband
The happy memories Lisa has of her deceased husband are being distorted by rumors her friends are circulating.
Call of the Day Podcast: My Friend is a Cheater
By Dr. Laura on September 23, 2022
Robin is unhappy with her new friend who revealed that she cheated on her husband with her brother-in-law. 💡Dr. Laura: "Keep away from destructive people."
Call of the Day Podcast: My Friend Threw Me Under The Bus
By Dr. Laura on August 19, 2022
Violet and her friend were caught sneaking around with boys and her friend blamed the whole thing on Violet. 💡Dr. Laura: "Work on becoming the kind of girl who attracts higher caliber...
Call of the Day Podcast: We Need Space From Our Friends
Leslie and her husband are ready to move on from traveling with their long-time friends, but what's the right way to let them know? 💡Dr. Laura: "You cannot constrain your life in order...


Staci Hart is coming May 2nd and we have the beautiful cover for you!
dash of serotonin, and a sprinkle of oxytocin—and bam. You're in love.
command, a man who survives on intelligence and resourcefulness. A perfect male specimen.
worse? He wants more, in the way of love and marriage.
that. She's also been a mom, with three little girls who are sure to grow up to break a number of hearts. She's been a wife, though she's certainly not the cleanest, or the best cook. She's also super, duper fun at a party, especially if she's been drinking whiskey.
enough that snow is still magical. When she's not writing, she's reading, sleeping, gaming, or designing graphics.


The Bear Valley and Lighthouse Visitor Centers are usually open throughout the year, but are closed December 25 and may close at 2 pm on Thanksgiving Day. The Kenneth C. Patrick Visitor Center is now usually closed for most of the year, except for weekends and federal holidays from late December through late March or early April. Visit our Operating Hours & Seasons page for specific hours.
The Bear Valley Visitor Center is located 0.8 kilometer (0.5 mile) west of Olema, CA, along Bear Valley Road.
The park's primary Visitor Center provides an orientation of the park's roads, trails, and human and natural history. The Bear Valley Visitor Center was designed to blend in with the historically significant ranching culture of this area and is located in the heart of the Olema Valley. The interior exhibit space provides a glimpse of the diverse ecosystems and cultural heritage of the park and includes a seismograph (currently inoperable) and a touch table. Audio-visual programs, shown in the auditorium, are available upon request. Natural history books, cards, posters, and other merchandise are for sale in the bookstore. Permits for backcountry camping, as well as beach fire permits, may be obtained here. Allow at least forty-five minutes to view exhibits and to watch an audio-visual program.
Restrooms are available in the Visitor Center (when open) or in the trailhead parking lot (6 am to midnight).
A picnic area with barbecue grills is located across the driveway. Only charcoal briquettes may be used in the grills. Woodfires are prohibited.
Many trailheads are located near the Bear Valley Visitor Center.
The Lighthouse Visitor Center is located forty-five minutes west of Bear Valley on the Point Reyes Headlands, at the end of Sir Francis Drake Boulevard. On weekends and holidays from late December through mid-April when visitation by whale watchers to the Point Reyes Lighthouse area is heavy, visitors may be required to ride a shuttle bus from Drakes Beach to the Lighthouse and Chimney Rock areas. There is a 700 meter (0.45 mile) walk (mostly uphill) from the parking lot/shuttle stop to the Lighthouse Visitor Center.
The Lighthouse Visitor Center offers exhibits on the historic Point Reyes Lighthouse, as well as on whales, seals and sea lions, wildflowers, birds and maritime history. A touch table allows visitors to feel baleen and to closely inspect the skulls of various marine mammals. The Fresnel lens from the San Francisco Lightship is also on display. Attached to the Lighthouse Visitor Center is the Ocean Exploration Center, which highlights the spectacularly rich and globally significant ocean environment of North-central California.
Check out our Visit the Point Reyes Lighthouse page for more information to help plan your trip.
Starting in the summer of 2018, Point Reyes National Seashore will undertake a large restoration project on the historic Point Reyes Lighthouse. This website's 2018 Lighthouse Restoration blog and our social media platforms on Facebook, Twitter, and Instagram will keep you up-to-date, so bookmark these and check back in the near future. There will be times when the lighthouse area will be closed to all foot traffic and we apologize for that in advance. The necessary improvements will make your future experience even better.
Due to the Lighthouse Restoration Project, the shuttle bus will not be stopping in the lighthouse area for the majority of the 2018–2019 shuttle bus season.
The Kenneth C. Patrick Visitor Center is thirty minutes from Bear Valley on Drakes Beach off of Sir Frances Drake Boulevard.
Located at beautiful Drakes Beach, the Kenneth C. Patrick Visitor Center contains exhibits that focus on 1500s maritime exploration, marine fossils, and marine environments. A minke whale skeleton is suspended from the ceiling. Allow 20–30 minutes to view exhibits.
Park- and ocean-themed books, guides, and postcards, and maps, along with coffee and packaged snacks are for sale in the PRNSA bookstore adjacent to the Kenneth C. Patrick Visitor Center.
Special Event: Annual Sand Sculpture Contest on the Sunday before Labor Day weekend.
Restrooms and outdoor shower are available from 6 am to midnight.
A pay phone is available outside the Visitor Center.
There are picnic tables and barbecue grills nearby. Only charcoal briquettes may be used in the grills. Woodfires are only permitted on the beach.
Drakes Beach Café, located next to the Kenneth C. Patrick Visitor Center, is indefinitely closed.


Noise is a persistent issue on urban rail transit systems. Vehicle and track design, wheel and rail conditions, the age and design of the infrastructure may all play a role in how noise and vibration radiate and how they are perceived by the public.
When it comes to dealing with train-generated noise (and vibration), rail transit systems differ significantly from freight railroads. Rail transit systems carry thousands—in some cities, tens of thousands—of passengers on the system per day. Every one of these riders gets a daily dose of exposure to the noise generated on the system. Add to that the residents, often in densely populated urban areas in proximity to the line, who bear the auditory brunt of every train that passes during every waking (and non-waking) hour of every day. For them, transit noise becomes a "quality of life" issue. In the transit arena, every passenger or resident represents a potential vote on bond measures that affect monies and maintenance activities on the system. On top of that, every one of those riders and residents is a phone call away from City Hall, the offices of the transit agency, or in some cases an agency's board member to register a complaint about excessive noise and a demand that something be done about it.
It's no wonder then that noise- (and to some extent, vibration-) related issues have the ear of transit management. To the rider or resident, noise is noise; vibration is vibration. To the transit or acoustics professional, they are nuanced engineering, maintenance, acoustic and political problems. The causes—and cures—are numerous and varied; the challenges, formidable.
While noise and vibration are often considered together, they are typically addressed in different ways, and at different times. Vibration is typically addressed during the design phase. Measures to reduce vibration can be much more expensive than measures to mitigate noise. "There have been situations where the cost for the required vibration mitigation affected the feasibility of the project," said Hugh Saurenman, president of ATS Consulting.
Noise is typically addressed after trains begin operating. There are situations in which ground-borne vibration is an issue, but those are rare, said Bill Moorhead, Principal of TRAMMCO, LLC. Typically, airborne vibration, noise—often a result of corrugation—is the primary culprit. Depending on the severity, there can be up to 20 dBA difference between smooth and corrugated rail.
The Federal Transit Administration has developed guidelines for assessing and developing remedial actions for N&V. Individual transit systems have also introduced innovative approaches to identifying and mitigating noise, in particular, at the source.
—Briony Croft, Acoustics, SLR Consulting (Canada) Ltd.
There are multiple types of transit noise. Switch impact noise, noise radiated from the guideway structure, in-car noise, curve noise, squeal, flanging noise, traction noise and wheel/rail rolling noise, for example. "Any system that has a steel wheel and a steel rail will have rolling noise," Briony Croft, principal engineer at Acoustics, SLR Consulting (Canada) Ltd., told members of the American Public Transportation Association (APTA) Track and Noise & Vibration Technical Forum earlier this year.
While related, each type of railway noise has its own source and migration path. "To understand how to mitigate noise, you have to understand the root causes," Croft said. There is no one-size-fits-all solution to address them, but reducing wheel/roughness will always provide the biggest bang for the buck.
From an acoustics perspective, there are three options for noise mitigation: mitigation at the source (i.e., the wheel/rail interface); mitigation at the propagation path, which often requires the use of noise barriers, which on transit systems is typically not an effective or feasible solution; mitigation at the receiver (a residence, for example), which is not within the control of the transit system.
In most cases, transit agencies focus maintenance efforts on addressing rolling noise at the source—the wheel/rail interface. Along with wheel and rail roughness, track components have an effect on noise. Slab track, for example, is typically noisier than ballasted track; softer rail pads are noisier than stiffer rail pads. And while soft fasteners (140 kips/in. or less) may be adequate in tangent track, they allow the rail to roll and gauge to widen in curves, which can exacerbate noise-related issues, Bill Moorhead said.
Wheel shape and size is also a factor. Smaller wheels tend to be quieter than larger wheels. Speed, of course, is always a factor.
While not commonly used in North America, rail dampers are used in Europe to mitigate noise that is radiated from the rail. These types of damping systems are typically attached to the rail between the existing fasteners to reduce the length of rail that vibrates under a train, thereby reducing the rail's contribution to overall noise. Rail dampers are most effective in slab track and applications with soft rail pads or baseplate fasteners, on systems with relatively small wheels in which rolling noise is the dominant issue, Croft said. They are least effective in embedded track and applications with stiff rail pads, in addressing squeal and flanging noise, and on systems with larger, noisy wheel shapes. "Rail dampers have no effect wherever wheel noise is the dominant noise source," she said.
Some systems, again, primarily in Europe, mount custom dampers to the wheel to reduce wheel-generated noise.
Rail dampers typically attach to the rail between the existing fasteners to reduce the length of rail that vibrates under a train, thereby reducing the rail's contribution to overall noise.
In North America, where corrugation is the dominant cause of rolling noise, transit systems rely on the use of premium rail steels, better matched wheel/rail profile designs, lubrication / top-of-rail friction management, which is used to reduce wheel squeal and slow the onset of corrugation, and, ultimately, rail grinding (or milling), the standard remedial approach to removing corrugation once it occurs.
"Smooth rail. Controlling the surface finish on the rail is the real key to having quiet track," Moorhead said.
The Bay Area Rapid Transit (BART) system began using acoustic data to identify locations that generate excessive noise, several years ago. Acoustic data is collected by microphones on the trailing ends of revenue trains and imported into CorrTracker®, a proprietary software utilized by ATS Consulting, BART's acoustics consultant, to identify maintenance priorities based on decibel levels.
The onboard acoustic system measures noise levels, tri-axial vibration, and speed (using a radar gun). The location information system identifies and syncs to RFID tags that are located at the ends of station platforms. The analysis software cleans up dropouts or faulty readings in the speed data and calculates the frequency spectrum of the noise and the vibration at 250-msec (1/8-second) intervals, and integrates the speed data to associate the vibration from each 250-msec interval with a specific mile post.
"This approach worked well at BART in part because there were many locations on the system where rail corrugation resulted in noise levels that were 15 to 20 decibels higher than normal," said ATS's Hugh Saurenman. ATS developed easy-to-read three-dimensional displays of the noise data based on the sound level amplitudes and frequencies.
BART encounters roaring corrugation, the biggest noise-related issues on the system, at frequencies between 400 and 600 Hertz, said Greg Shivy, BART's principal track engineer – maintenance and engineering. Noise levels, along with complaints from passengers and nearby residents, increase in tunnels and aerial structures, and at speeds above 50 mph.
Noise from corrugation is such that BART's rail grinding program has been devoted to chasing it. As a result of its grinding program (and the recently completed migration from a cylindrical wheel shape to a conical BT3 wheel profile across the fleet), BART saw a 73 percent reduction in customer noise complaints, last year, Shivy said.
While dominant, corrugation isn't the only noise-related issue on BART. Battered joints, broken welds, or damaged frogs can also generate noise complaints. Residents along the right of way get accustomed to the rolling noise the trains make. A change can be a red flag. "If we get a complaint about noise in an area in which there were no previous complaints, we know that something has changed, and we need to look into it," Shivy said.
Using CorrTracker®, BART can go to the location identified in a complaint and play back the audio from the most recent run. (BART recently increased the number of acoustic runs from two to four per year.) By listening to the run, Shivy can discern whether the noise is related to corrugation or batter from a damaged joint, weld, or frog, or other track condition.
CorrTracker also provides the ability to compare past and current acoustic measurement data, and the speeds at which they were recorded. Since there's a difference in noise levels between data recorded at 40 mph versus data recorded at 75 mph, speed data, collected by a radar gun in the cab, is an essential component of the data.
Wheel/rail noise and vibration was a known potential issue at Sound Transit during the design stage. To address noise- and vibration-related concerns, the track design incorporated a direct fixation system, using e-clips on Cologne egg-shaped fasteners, which provide up to a 10-dB reduction in noise and vibration. While the system provided the expected attenuation, e-clips began breaking at a rate of about a dozen per month within six months of opening the University Link section of the line, an extremely noise- and vibration-sensitive portion of the system because of its proximity to the University of Washington research facilities.
"We could understand one or two clips failing per month, but 12 to 13 was concerning," said Shankar Rajaram, Noise and Vibration Program Manager at Sound Transit in 2018.
One of the early explanations for the premature fatigue failure was that the clips might have been weakened from overdriving during the installation, thus initiating a weak spot for crack initiation. This and other potential causes were examined to explain the premature clip breaks. It was apparent that the failure was due to fatigue, but it wasn't clear what was causing it, especially since the clip failures were concentrated in a few areas, while there were no clip failures in other areas with similar track design and operating conditions.
Aware of the noise-related assessment that was being done at BART, Sound Transit decided to take a close look at noise and vibration conditions. An onboard noise database that contained periodic noise data collected proactively on Sound Transit tracks showed unusually high noise levels (in the 800 Hz frequency range) in the clip failure areas. Led by this information, consultants instrumented the clips and fasteners and was able to determine that the noise on the system was coming from the track at a frequency of 890 Hz, which corresponded to the natural frequency of the e-clips.
"It appeared that resonance of the track system was likely subjecting the clips to strains that exceed their design limit," Rajaram said. Working with Pandrol and acoustic consultants, Sound Transit switched to a larger clip that shifted the frequency to above 900 Hertz and out of the track resonance. There were no failures within a 3,000-foot section over nine months. That was good news, Rajaram said, but it did not address the root cause.
To further the investigation, Sound Transit strain gauged the track to determine whether track geometry or poor-performing trucks generated a coincidence effect that might contribute energy into the system and the 800- to 900-Hz resonance that appeared to cause the e-clip failure.
Along with this effort, Sound Transit was proactively working to improve the finish quality of its grinding program. Corrugation data that ATS Consulting had collected at BART and Sound Transit showed a typical 30-mm (1.18-inch) peak in the rail roughness wavelength that was related to noise issues. Research done in Australia indicated that this 30-mm peak was related to the typical 3600 rpm speed of the grinding motors on rail grinders. A visual inspection of the track at Sound Transit led to an "aha!" moment, when inspectors identified unusually deep grinding marks at 1.1- to 1.2-inch intervals wherever a clip failure had occurred.
While not completely proven, it appears that under train traffic, the deeper grinding marks at 30-mm intervals can input enough energy into the system to push the e-clip beyond its design limit, Rajaram said.
As a result of its efforts, Sound Transit has developed a rail grinding specification to fix the root cause of the problem. The new grinding specification is less stringent than the ISO 3095: 2005 grinding specification but has substantially more stringent requirements for the final surface finish than the EN 13231-3:2012 specification, which North American grinders typically use.
Sound Transit's new rail grinding specification breaks down grinding into two distinct steps; (1) the grinding step that would involve heavy metal removal to shape the rail profile and/or remove surface defects, and (2) the polishing step to ensure a smooth rail finish.
Advanced Rail Management performed the rail grinding in the clip failure area during the winter of 2018. The two grinding steps were accomplished using custom grinding stones, grinding pressures and speeds for the two different steps, following the guidance in Sound Transit's specification. This allowed reducing periodic rail roughness peaks by more than 15 decibels compared to the roughness peaks seen in the areas of clip breaks before the new grinding program. There is already favorable empirical data in the form of a trend toward a reduced number of broken clips following the most recent grind, Rajaram said.
In the coming months, Sound Transit plans to further evaluate the effectiveness of grinding in relation to reducing clip breaks. The testing plan includes instrumenting the clip/fastener with vibration transducers and repeating the train measurements at locations that were tested before grinding. The testing will collect data for the larger clips and later for e-clips with the goal of verifying whether the new rail grinding finish has helped to reduce the clip strains to levels within the design limit during fully loaded train passbys. Sound Transit also plans to monitor the performance of the clips over a period of 8 to 10 months and use the data to inform the selection of appropriate rail clips for future projects.
The APTA Track and Noise/Vibration Technical Forum is to represent rail industry members in the technical review of track, system noise and vibration issues and concerns, to collect, evaluate and publish current practices and to recommend research and best practice guidelines. The member forum is comprised of agency representatives, rail product manufactures and Noise and Vibration Engineering consultants. The forum meets biannually (spring and fall) to tour rail transit agencies and review their ongoing noise and vibration mitigation efforts. Meetings are usually two days in length. They include a tour of the operations and noise/vibration issue areas, a presentation by the host agency outlining the noise and vibration issues, mitigation measures and results. Additional presentations from industry experts on new projects, products and services that are relevant to the Noise and Vibration forum members are also included. Click here for information on the APTA Noise & Vibration Technical Forum.


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text:
Cinematic Sunrise was a pop punk American band signed to Equal Vision Records. It consisted of Craig Owens (vocals) and Bradley Bell (piano), along with Bryan Beeler (guitar), Marcus VanKirk (bass), Nick Martin (guitar), and Dave Shapiro (drums).

History
Owens and Beeler have been members of Cinematic Sunrise since its formation in Spring 2005. Beeler also played in the group Class of '83; drummer Dave Shapiro was previously in Count the Stars, Vankirk was in the group Radio Pirate DJ, and Nick Martin is part of both Underminded and Isles & Glaciers. Owens and Bell were both in Chiodos at the time Cinematic Sunrise was formed. As Cinematic Sunrise, they were in the middle of a deal with Chiodos's label, Equal Vision, in 2008.  The group's debut EP, the misleadingly titled A Coloring Storybook and Long Playing Record, was released on May 13, 2008. Beeler recorded, produced, and engineered the EP. The EP dented the Billboard charts at No. 196 and hit No. 8 on the Top Heatseekers chart, as well as No. 26 on the Top Independent Albums chart. The EP was re-released in late October 2008, with two new songs, due to selling out of the original pressing of 10,000.

The group announced six final shows in December 2009. Pete Wentz of Fall out Boy joined the band for a few songs each night. Wentz came onstage as the band jokingly kicked Marcus Van Kirk off stage so Wentz could play, Marcus is still a member of the band and Owens' best friend. Bradley Bell was absent from this tour, presumably because he and Owens were not on good terms regarding their Chiodos split, and all keyboard parts were looped live. Drummer Dave Shapiro was also unable to play the band's final dates due to his conflicting schedule with The Agency Group.

Discography
A Coloring Storybook and Long Playing Record (Equal Vision Records, 2008)

External links

References

Rock music groups from Michigan
Musical groups from Detroit
Musical groups established in 2005
Musical groups disestablished in 2009
Equal Vision Records artists
2005 establishments in Michigan


text:
A Relatively Timely Podcast
What does the theory of relativity have to do with time? Why would it be hard to synchronize time between Earth and space travelers? Is it even possible to have a standard time once you leave Earth? Learn more about time with Joe, Jonathan and Lauren.
Male Announcer: Brought to you by Toyota. "Let's go places."
Welcome to Forward Thinking.
Jonathan Strickland: Welcome to Forward Thinking everybody. It's time for another podcast. My name is Jonathan Strickland, and I am joined by -
Lauren Vogelbaum: Lauren Vogelbaum who is shaking her head at you.
Joe McCormick: And Joe McCormick who - I made some horrible noise when you - never mind.
Jonathan Strickland: Well, you know. I make a time joke. They both groan because we are talking about time today. And we're talking about time and relativity and sort of the challenges that we're going to have in keeping time in the future.
And you might think, "Well, I thought we got pretty good at keeping time by now. I mean we've got a long history of keeping time, centuries of keeping time." And it's true; we have gotten very good at keeping local time, particularly things like making sure that our seconds match up every single second of the day, - like, for instance, a quantum clock, which is keeping time so accurately that it won't lose a second for 3.7 billion years.
Lauren Vogelbaum: As opposed to the old standard, which is one second every hundred million years, which is just, you know, -
Jonathan Strickland: Yeah, it's unacceptable.
Lauren Vogelbaum: - unacceptable. We can't live like that.
Jonathan Strickland: Right. So, from a local perspective, we are very good at keeping time, but that local perspective is all based on the fact that we're all pretty much stuck here on this big ol' rock we call the Earth, traveling around the sun together, more or less moving at the same speed, - although, depending on where you are on Earth, that actually changes just a little bit.
But it turns out that time is not something that is universally standard, - right, Joe?
Joe McCormick: What?!
Jonathan Strickland: I didn't know this was news to you. You wrote a whole episode of Forward Thinking about time. You don't remember that?
Joe McCormick: No!
Jonathan Strickland: Maybe it was in the future. Anyway, time is not standard;
Joe McCormick: Hold on a second!
Jonathan Strickland: Yeah. All right.
Joe McCormick: So you're telling me -
Jonathan Strickland: Yeah.
Joe McCormick: You're telling me what, - that time is not a real thing? What about all of the physical laws that we think of that are based on time, like light takes this long to cross this amount of distance?
Jonathan Strickland: All right. So time is relative, Joe. Time is relative, depending upon a few things like gravity or mass or the speed at which you travel.
And, for us, for human beings, time is a very subjective experience, where we experience time the way most of us are familiar: A second takes a second. A minute is 60 second. An hour is 60 minutes.
Lauren Vogelbaum: Unless you're sitting in a doctor's office or attending a really boring lecture, in which case a second is much longer than that!
Jonathan Strickland: Or you're having fun, in which case a second is much smaller. That, of course, goes back to the subjective part.
Joe McCormick: Well, we don't even know how long a second takes for somebody else, - right?
Jonathan Strickland: Sure.
Joe McCormick: I mean I know what a second feels like to me. What if your second feels a lot longer than mine does?
Jonathan Strickland: Okay, yeah. And what if the color blue looks different to you than it does to me? That's beside the point here, Joe. What I'm trying to get at is, depending on how fast you, Joe, are traveling, time will pass at a different rate for you than it would for someone who is not traveling at that same speed.
This gets really complicated because we're technically all traveling already. We're on a planet that is moving. That planet is not stationary.
Now, if we had gone back to pre-Copernican times, where we all had just assumed the Earth is a fixed location that is static and is not moving, and, if that were in fact true, time would be a pretty simple thing for us to keep track of.
But it's not true. We are on a planet that's moving around, and that's part of what determines how times passes for us.
Now, if you, Joe, were to get into, say, - I don't know - a spaceship that has a really fast propulsion system on it, like close to the speed of light, and then you were to just do a quick joy ride around the solar system and come back.
For argument's sake, we'll say that you spent one hour, according to your experience. Your watch says one hour has passed, and you land back on earth. Now, if you were to compare your watch with my watch, which we had synchronized before you got in that spaceship, you would see that more time had passed on my watch than on your watch.
Joe McCormick: That's true, - isn't it? Yeah, so I actually did a little research on this.
Jonathan Strickland: Joe, you were pulling my leg earlier!
Joe McCormick: I'm sorry. I was faking it. I'm not that - well, okay, I'm pretty misinformed.
So I say -- what if you start watching a movie when you get on your spaceship and then somebody back on Earth starts watching a movie at the same time? How much time do you have to finish a movie if, say, you're going at 90 percent of the speed of the light.
And I looked up the Lorentz Transformation ratio on this, and it says, if you're going about 90 percent of the speed of light, the transformation effect is at a ratio of - I think it was 2.29.
And that works out that the person on the ship, who leaves in time to watch a movie, comes back when it's over, has time to watch The Little Mermaid.
Back on Earth, at the same time that the Little Mermaid viewer arrives home, you have just finished watching The Godfather, Part II, - 200 minutes long, the full thing, the sadness at the end.
Jonathan Strickland: So you get some Pacino and De Niro, while the other person's singing "Part of Your World." So, for the person on the spaceship, it feels like only 90 minutes have passed. For the person on Earth, it's much longer.
Lauren Vogelbaum: Or 90 minutes only half passed for the person on the spaceship.
Jonathan Strickland: That's true!
Lauren Vogelbaum: It doesn't feel like it, but it is.
Jonathan Strickland: Right! Because that's the way time works!
Lauren Vogelbaum: It's a subjective experience.
Joe McCormick: That's the thing, - subjective in the sense that it feels normal for everybody.
Jonathan Strickland: Right!
Joe McCormick: For you, on the spaceship, - it doesn't feel to you like your time is going any slower. Everything seems totally normal. Your watch, - the second hand takes a second to tick.
The movie looks like it's playing at a regular speed, but, if somehow the people on the Earth were able to peer in the window of your spaceship, - obviously they wouldn't be able to, but if we could just imagine that - it would seem to them like you were watching the movie in slow motion.
Jonathan Strickland: Right. And that everything was going in slow motion, - not just you watching the movie, but your watch: the second hand would be ticking away at a slower rate that it should, for that other observer.
This is also tricky because we often talk about "from a stationary observer." Well, we don't really have any stationary observers because, again, -
Joe McCormick: There's no such thing.
Jonathan Strickland: Yeah! We're on a planet! The planet's moving!
Lauren Vogelbaum: Yeah! It's a giant spaceship, essentially.
Joe McCormick: Isn't it even like just theoretically a rule that there's no such thing as a stationary observer, -
Jonathan Strickland: That's a good question!
Joe McCormick: - that you can only - you can sort of posit one, but there's no way of actually confirming that you are stationary.
Jonathan Strickland: You're technically in a universe that's expanding. So it's a complicated thing, - right? Because, if you are part of whatever system you are in, then you are moving, - right?
So this gets to be a mindbender. And you might think, "Oh, this is kind of crazy. We're talking about near-speed-of-light travel."
We have to contend with this right now. There are satellites in orbit - they're in geosynchronous orbit over the Earth - that are keeping track of things like your GPS stuff, which isn't necessarily geosynchronous orbit, but you've got satellites up there that are sending down information, and our GPS systems, which - I'm sorry. I just said "GPS system." I'll have to go to the "ATM machine" and use my pin number.
But let's say you've got a GPS, and it's getting information. It's technically getting information from multiple satellites, and that information includes when the satellite sent down a packet of information. And, by using this data, the GPS can determine where you are on the surface of the Earth. It triangulates all that data.
And one of the important things in that is that: When was the data sent by the satellite?
Joe McCormick: It's super time-sensitive!
Jonathan Strickland: Right! Exactly! Because that's how it figures out where you are on the surface of the Earth.
Lauren Vogelbaum: Mm-hmm. So those seconds matter!
Jonathan Strickland: Right! And the thing is those satellites that are in orbit are tracking time, to us, it seems like at a different rate because their clocks, over the course of a good span of time, start to lose time.
Lauren Vogelbaum: Due to the distance from the center of gravity of the Earth and due to the speed at which they're moving.
Jonathan Strickland: Yeah, they're moving faster!
Joe McCormick: To be fair, that change is so tiny.
Jonathan Strickland: It is tiny.
Joe McCormick: Like, if we were just to be aboard this satellite or something, we wouldn't even notice it. We're talking about tiny, tiny fractions of a second. Now, it matters if you're doing really precise calculations, like I assume the kind that a GPS would do.
Lauren Vogelbaum: That matters.
Joe McCormick: But, at those kinds of speeds, it doesn't become a really noticeable problem the same way it was when we talked about watching The Godfather.
Jonathan Strickland: Right. That's much more - it's like an instant realization, whereas with the satellite it's an accumulative thing as well. It would take months before people would even start to notice, "Something's hinky here! I know that we synchronized them, and they're all atomic clocks! Why is this happening?"
Joe McCormick: But we have to contend with that macro-dilation reality too, - don't we? I mean, if we're talking about the future, and we're talking about expanding into space - assuming we really are going to explore the cosmos -
Jonathan Strickland: Right.
Lauren Vogelbaum: Which you know I'm going to. I don't know about the rest of humanity. Everybody else better catch up.
Jonathan Strickland: Lauren's like, "See ya!" I'll just call her Major Tom from now on.
Lauren Vogelbaum: Suckos! I'm out!
Jonathan Strickland: But, yeah, if we want to do that - for instance, if we want to try and find another planet to colonize, most of the planets that would be even remotely possible for that are hundreds of light years away.
Lauren Vogelbaum: Yeah, the nearest systems, period, are hundreds of light years away.
Jonathan Strickland: No, well, Alpha Centauri's two.
Lauren Vogelbaum: Oh, okay. It's only two. Sure. Yeah. Sorry.
Joe McCormick: I was thinking of Kepler 22b. You know that one? That was the one that the Kepler found, and they were like, "Oh! This one looks pretty cool!"
Jonathan Strickland: And it's 600 light years away.
Joe McCormick: Yeah, 600 light years away. That's light years. I mean, technically, according to relativity, you cannot travel at that speed.
Joe McCormick: You can't go at light speed. The closest we can hope to do, if we accept the universal speed limit of light speed, is getting close to light speed. Like we were talking about earlier, it's possible maybe we could someday get a craft that goes 90 percent of the speed of light. And then traveling to these places becomes a lot more feasible.
Jonathan Strickland: Right. But you're still talking about the descendants of the people who got on board the ship are the ones who are there.
Lauren Vogelbaum: Or some kind of cryogenic sort of shenanigans or -
Jonathan Strickland: Or we manage to find some way of turning off the aging gene so we're perpetually the same age as whenever we got that treatment done. I wish that they would hurry up with that because my time is running out, people.
Lauren Vogelbaum: I've heard you're very old, Jonathan.
Jonathan Strickland: That's what I hear!
Joe McCormick: Lauren, I don't trust the cryogenic freezing, by the way, because, every time you do that, mother wakes you up halfway there, and there's some beacon you've gotta go check out on some weird blasted rock in the middle of space.
Jonathan Strickland: This kind of brings me to mind of another science fiction - a beloved science fiction franchise, and I'm talking specifically about Star Trek, where they've established the idea of the "star date."
Joe McCormick: [makes buzzer sound]
Jonathan Strickland: Right. "Star date" is essentially - well, I guess they do it in quadrants in Star Trek. But they have an established time that everyone can magically work on, and that way, when you refer to a star date, everyone else that you encounter knows exactly what time you're talking about because they're all keeping that same star date somehow.
Lauren Vogelbaum: Right. I can only assume that they either have a computer on some planet - probably Earth because Earth is clearly the center of the entire universe - or something else that is keeping time and is so technologically advanced that it seems like magic to us, transmitting that signal simultaneously to every clock in the rest of the universe, or I don't know, - that quantum logic has advanced to a state that the computers can handle the logarithms.
Jonathan Strickland: Maybe they've got the entangled electrons, and the spin of the electrons tells the onboard ship clock, "Okay, yeah. Ship time" - because you would have to have ship time.
Joe McCormick: Oh, of course!
Jonathan Strickland: Ship time would be what it would feel like to the people who are on board the ship, - right? And that time would feel like just like on any other surface: A second is a second. A minute is a minute, etc.
The star date is supposed to be outside of that. It's supposed to be this universal time. And, again, I agree. I think it's probably something that's supposed to be set on Earth because Star Fleet is where Earth is, and I can't believe we're having this conversation this in depth.
Joe McCormick: They didn't even keep it consistent on the show.
Jonathan Strickland: No. The early days they just had it as shorthand. Back before, like the first - if you watch the original series and you watch those first few episodes, they aren't consistent. In fact, there are later episodes that have earlier star dates because they were just kind of - they thought it sounded cool.
Lauren Vogelbaum: They were just spitting out numbers.
Lauren Vogelbaum: They were like number 47-47-47, etc. I noticed, yeah.
Joe McCormick: Yeah, that is a cool number!
Lauren Vogelbaum: And, in the Star Trek universe, 47 is pretty big.
Jonathan Strickland: But, anyway, that's the thing is that you would have to have some sort of really complex computer to be able to take in that information and take your on board ship's clock, and it's just ridiculous.
Joe McCormick: Wait a second. Let's break this down.
Jonathan Strickland: Okay.
Joe McCormick: Let's talk about what's really the problem here. Okay, now in Star Trek, they're going faster than the speed of light.
Jonathan Strickland: Yeah, their warp speed.
Lauren Vogelbaum: Frequently, yeah.
Joe McCormick: Maybe that's possible. Maybe everything we know is wrong, but let's just say that, for right now, that that's not actually what we're gonna be doing.
Jonathan Strickland: Okay. That's fair enough.
Lauren Vogelbaum: Okay. We'll just ignore tesseracts entirely. Just skip over that. That's cool.
Joe McCormick: Let's imagine that we can go 90 percent the speed of light, light we were talking about before. Break it down. What's the actual problem? Why can't we keep clocks synchronized?
Jonathan Strickland: Well, because, again, time is - from a stationary observers, which, again -
Lauren Vogelbaum: From the observer down here, time is literally moving differently. It's all the Theory of Relativity by Einstein that says that time is part of the fabric of space and that the fabric of space/time is warped by both gravity and speed. And so you are changing - you are intrinsically changing the nature of this imaginary thing.
Joe McCormick: You're changing your experience. It sounds like essentially what we're saying is that time is an experience. It's not something that you can track in any kind of standard or universal way.
Jonathan Strickland: It's also a magazine.
Joe McCormick: Yeah.
Jonathan Strickland: I just didn't want you to pigeon-hole yourself.
Joe McCormick: It's also a Prince side project.
Jonathan Strickland: That's true. Yeah. Morris Day?
Joe McCormick: Uh-huh. Yeah.
Jonathan Strickland: Anyway, yeah, that's - Joe and I are bonding over terrible references.
Yeah, I mean it's totally subjective, and, really, to me, one of the interesting things is that, from the perspective of any one individual, whether that person is aboard a spaceship or on a planet or drifting off into the dark, cold clutches of space itself, time is passing at a normal rate, - normal being "this is what I'm used to."
Lauren Vogelbaum: To that person, right.
Jonathan Strickland: It's not until you meet up with someone else who's been traveling at a different speed and you compare notes that you even have the moment where you're like, "Wow! That's weird!"
Joe McCormick: So maybe we would just have to give up the fact that, okay, if you're traveling at a very significant fraction of the speed of light, everything's gonna get messed up. Actually, no matter how fast you're traveling, it's gonna get messed up a little bit.
Jonathan Strickland: Right. It's just a question of: The faster you travel, the more messed up it gets.
Joe McCormick: Right. In an exponential way.
Jonathan Strickland: Yes.
Joe McCormick: Okay. So we understand that traveling in these spaceships at a near fraction of the speed of the light will make keeping track of time across distances completely pointless. You just can't really do it.
Maybe you could, I'd imagine, have different sort of galactic time zones, - like each planet keeps its own time or each solar system keeps its own time in a way that is useful locally. And, when you get somewhere new, you just have to adapt to their time.
But that introduces another idea to me: So, if we're traveling beyond Earth, aren't we gonna get messed up real bad? Just our bodies, our brains, - we are so deeply programed to work on this planet that has an essentially 24-hour day.
Lauren Vogelbaum: A particular Circadian -
Joe McCormick: Right. What happens to us when suddenly we just do not have day and night anymore?
Jonathan Strickland: Well, if you're aboard the ship, I assume - I mean we're talking about far enough in the future where we have these propulsion systems. It's far enough to say that I think we would be able to simulate night/day cycles aboard the ship.
So, at least on ship, your night/day cycles, to you, would seem normal. They would seem to be transpiring at the same rate as they would if you were back on Earth.
Now, meanwhile, back on Earth, if they were able to see what your night/day cycles look like, they would say, "Wow. That's nothing like what it is on Earth." Because, again, you're traveling at near the speed of light.
So that's - from the two different perspectives, it's gonna seem totally different, but, for each individual, it's gonna seem perfectly normal. That would allow you to at least maintain some sense of balance from a normal day/night cycle while you're on the ship.
On another planet, totally different story, - you're pretty much - unless you're living inside all the time with no windows out to the outside world, -
Lauren Vogelbaum: Or you're on a planet that as a day/night cycle that's so near to Earth's that it doesn't really matter anyway.
Joe McCormick: Like Mars, - Mars is really close.
Lauren Vogelbaum: Like 23-something-something hours or something.
Jonathan Strickland: Yeah, it's very similar. It's similar enough where I think it would be fairly easy to adapt to the day/night cycle, - not a whole lot to see outside on Mars though. You'd be like, "Is it a nice day? Well, it's kind of the same."
Lauren Vogelbaum: "It's red and dusty. It's kind of dusty."
Jonathan Strickland: "It's a little less rusty than it was yesterday. It's not true. It's all oxidized." Yeah, so that's just -
Joe McCormick: What does night even look like on Mars? I feel like all the pictures I've seen were taken during the day.
Jonathan Strickland: Well, at night it's pretty dark. They don't have any street lamps out there.
All right. You know, guys? This is incredibly interesting conversation, but, as it turns out, it's going to be really hard if not impossible to manage time across both Earth and interstellar traveling spaceships that are moving at near the speed of light or really any significant speed, - significant enough to get out of our solar system and perhaps into another one, just because that's the way time works.
And it's pretty hard to wrap your head around. It's weird to think that the second hand on my watch would be moving, to me, the same amount that it would on Earth, if I were on a really fast ship, but, from an outside observer who is somehow magically able to see this, it would look like it's moving in slow motion.
That seems crazy and counterintuitive to us, but that's the way time works. I actually don't wear a watch so I don't even know why I bothered doing this show.
Lauren Vogelbaum: Yeah. Me neither. Are we three non-wearers right now?
Joe McCormick: Oh yeah.
Lauren Vogelbaum: Excellent!
Jonathan Strickland: Oh wow!
Joe McCormick: I just got a lot of hair on my wrist.
Jonathan Strickland: So, as the great Douglas Adams once said, "Time is an illusion, - lunchtime doubly so." And I think that pretty much sums it up, guys.
We here at Forward Thinking are really excited to have a conversation with you, our audience, and to really make this an interactive experience, - not just us gathering around and chatting into microphones and being silly, but to really have conversations about the future and things that are going to play a role in our future.
So we highly recommend you go check out the website. It's fwthinking.com.
We're on Facebook. We're on Twitter. We're on Google+. If there's any place else you think we should be, let us know; we're gonna be there.
And we look forward to having a conversation with you and finding out what you think about the future and what gets you excited. Let us know, and we'll talk to you again really soon!
Male Announcer: For more on this topic and the future of technology, visit fwthinking.com.
[End of Audio]
Topics in this Podcast: mass, relativity, standard time, space, time


AWD, -Priced below the market average!- Low miles for a 2014! Navigation, Bluetooth, This 2014 Mercedes-Benz E-Class E 350 Luxury, has a great Diamond White Metallic exterior, and a clean Chestnut Brown/Black interior! Heated Seats, Auto Climate Control, Leather Steering Wheel Steering Wheel Controls, Sunroof/Moonroof, AM/FM Radio Rain Sensing Wipers ABS Brakes Call to confirm availability and schedule a no-obligation test drive! We are located at 159 Memorial Drive Rt.28, Avon, MA 02322.


The City of Galena is committed to becoming more sustainable as a community. The following are some of our other sustainability projects and initiatives.
Reuse of existing building and high efficiency renovation for 2013 City Hall relocation.


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PlayStation Motion Controller Delayed Until Fall
By Siliconera Staff January 19, 2010
Sony won't be releasing their motion controller in spring as originally planned. The still unnamed device has been rescheduled for launch this fall.
"We have decided to release the Motion Controller in fall 2010 when we will be able to offer an exciting and varied line-up of software titles that will deliver the new entertainment experience to PS3 users, " said Kazuo Hirai, President and Group CEO, Sony Computer Entertainment Inc.
"We will continue to work to have a comprehensive portfolio of attractive and innovative games for the Motion Controller, not only from SCE Worldwide Studios but also from the third party developers and publishers, whom we have been working closely with. We look forward to soon unveiling the exciting software line-up that further expands and defines the PS3 platform as the ultimate entertainment system for the home."
One of those third party games was Resident Evil 5: Gold Edition, which Sony demoed at Tokyo Game Show. Resident Evil 5: Gold Edition is still on track for spring. It's unclear if Resident Evil 5: Gold Edition will still be compatible with the motion controller via a patch or if plans were scrapped.
Announced first party games include The Shoot, Echochrome: Reality Theory, Champions of Time, and a new Ape Escape game.
Siliconera Staff
Sometimes we'll publish a story as a group. You'll find collaborative stories and some housekeeping announcements under this mysterious camel.


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Оні́к-Іри́м () — присілок в Ігринському районі Удмуртії, Росія.

Населення
Населення — 111 осіб (2010; 166 в 2002).

Національний склад станом на 2002 рік:
 удмурти — 100 %

Урбаноніми
 вулиці — Молодіжна, Садова

Примітки

Посилання
 www.panoramio.com

Населені пункти Ігринського району
Присілки Удмуртії


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Владимир Баскаков:
 Баскаков, Владимир Евтихианович (1921—1999) — советский и российский киновед, литературовед, писатель, сценарист.
 Баскаков, Владимир Иванович (1941—1982) — советский футболист, судья.
 Баскаков, Владимир Николаевич (1909—1992) — советский военный деятель, генерал-полковник.


Agricultural Research Service. The Agricultural Research Service (ARS) is the principal in-house research agency of the United States Department of Agriculture (USDA). ARS is one of four agencies in USDA's Research, Education and Economics mission area.
Research of the University is carried out in two zonal and nine Agricultural Research Stations located in four agro-climatic zones covering nine southern districts of the State. All the research stations undertake lead, testing and verification functions, as prescribed by ICAR.
Research Service. The Agricultural Research Service (ARS) is the principal in-house research agency of the United States Department of Agriculture (USDA). ARS is one of four agencies in USDA's Research, Education and Economics mission area.


The temporary work platforms on a construction site represent a crucial aspect directly connected to work efficiency, quality and building safety. There are three main types, each with their own strengths and drawbacks. Learn below how to select the most suitable one.
The supported platform system is the most commonly used. It is made of elevated platforms made of either wood or metal. Poles and frames are being used for support. These all connect to the ground. The second type – suspended scaffolding – implies a platform suspended with ropes connected to the top of the building. The third type refers to adjustable scaffolding, an adaptable system that can be modified for lower and higher altitudes. The best professionals employ acrow props, which are telescopic steel tubes, also known as post shores or shore prop. Contact acrow props New Zealand specialists to find out more about how to use these in your project.
What does the ground allow you to do?
First of all, consider what the ground is like. Is it stable? Would scaffolding prevent access to allow workers to perform tasks at various altitudes? Mind these two factors before you decide which system to employ. Note that scaffolds on wheels are great, but will not work on uneven terrain. Consult with a specialised firm – a scaffold hire Christchurch business will provide you with the right solution.
Supported platforms are the cheapest you can use. Its components will be suitable for use for many years to come. If you want an adjustable system, prepare to pay more. However, you should know that it will allow increased productivity, meaning you will be able to cover the extra costs within a short while. The most expensive option is represented by suspended scaffolds.
This refers to the building design and what kind of scaffold companies Queenstown. Take the height into consideration. The safest option for tall buildings is a suspended system. It is also cost effective, as it's better than building a very tall platform. Buildings with many recesses and other shapes that make them irregular fare better with the very flexible supported platform system. This also works when only a very limited space is available. Adjustable ones are large and often require moving with a crane.
Bad weather may require you to enclose the scaffold. If this is the case, then supported platform scaffolds are your best bet. These are the easiest to enclose, so the work continues regardless of the weather. Finally, when you are in a hurry to finish a project and your masons need to work as fast as they can, get an adjustable system, which is also quick and easy to erect.


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Home » Commencement-19, Mobile, Students & Alumni
Student Receives Support Following Tragedy
Submitted by Ellen Small-Davis on May 8, 2019 – 1:51 pm
Lucia Rondon hopes to make a difference in her community with a public health degree.
Even before she walks across the stage to accept her associate degree in public health Lucia Rondon will have been on the receiving end of many of the roles for which she's now trained.
Rondon and her entire family were supported by public and private agencies and organizations when her younger brother Leonel became the lone fatality in the Merrimack Valley Gas Explosions. The entire Lawrence community galvanized to advocate for the Rondons who found themselves immersed in a very public tragedy.
This, said the 29-year-old is what she wants to do…help others…educate and advocate for her community to help decrease social disparities and language barriers around health related issues. One day she hopes to gather all she has learned and possibly write policy and change laws and regulations to make the community better.
This Bronx, NY, native was educated in the Dominican Republic. She was a young teen when her family settled in Lawrence. Following her 2008 graduation from Lawrence High School she enrolled at Northern Essex and earned a associate degree in middle/high school education, a phlebotomy certificate and medical administration certificate. After training with the American Red Cross she worked as both a certified nurse assistant and then a medical assistant in a local physician's office. Wanting to build on her medical knowledge and continue to work in the medical field, the now mom of two returned to NECC for her degree in public health.
"I love everything about it," she said. "Public health is like a big umbrella. It includes so many things like environmental health, health hazards, disease prevention, and promotes and encourages healthy behavior to prolong life in the community. This degree will open more doors in my career. There are a lot of options for me to help people in their communities."
Since January, Rondon has interned in Boston's Public Health Department in the Community Health and Prevention Office. The experience has helped confirm she is on the right path. She hopes to extend that path to a four-year school where she will earn her bachelor's degree in public health.
"I want to be a manager or a supervisor of community health workers," she said. "I want to be involved with policy making and bring my ideas to the table to help make change."
Rondon has the highest of praise about her many experiences at Northern Essex.
"I was thinking of stopping school after the explosion happened and my little brother died, but I received great support from my professors and the counseling office. There was always someone there every step of the way with me."
Northern Essex offers an associate degree and public health and a certificate in community health worker. It is the only associate degree in public health offered in New England.
This is Lucia's story. What's your story? #MyCommunityCollege
To learn more about NECC's Commencement, visit the website.


Loving my new 14mm lens.
So many places dropping off the map.
Just out playing with the new camera after voting this morning.
A little background - This was taken at a pretty popular hopper hangout (people who jump trains if you didn't know) It appears to be all written by the same person. I was a little freaked out when someone drove by the back side of the building so I bolted just in case they were patrolling... Going back to take more photos in the near future.
City Hall East (aka Ponce City) a few years back before the renovations.