This information-packed presentation features one of the county's most prolific high school pole vault coaches, Tim Reilly.
Coach Reilly outlines the realities of coaching an 11 week high school season and the challenges this poses for successfully coaching the pole vault event. He touches on recruiting the best possible athletes for the event, having a system in place to simultaneously work with experienced and beginning vaulters, and coaching with safety at the forefront of every aspect of the event.
•An 8-phase Safety Protocol - This information is at the heart of the pole vault coach's certification program Reilly was instrumental in developing in Washington.
•Metronome Principal - A clear and easy way to understand the physics of the pole vault.
•Four Foundations of Success - An invaluable narrated film analysis of the four fundamentals for success in the pole vault--approach, plant, take-off and follow through.
•Team Training - Learn essential strategies for daily team training including managing rainy days, injury days and windy days.
•Meet Preparation - Includes a quiz to help athletes with pole selection and pole management at meets.
•Common Bad Habits - Learn to correct four of the most common "bad habits" for vaulters.
•Practice Schedule - Reilly breaks down the 11-week season into a four cycle flow. With each cycle, he presents an example of a complete week of lesson plans for his practice routine. Reilly also includes how he peaks his athletes for the championship phase of the season.
•Approach Drills (18 drills). Progress from simple walking single leg drills and sequencing through a progression that ends with a complete approach with the pole drop into a sliding box plant.
•Plant Drills and Plant Sequence Drills (10). Plant drills begin at the most elementary level in the sand and progress to a 3-step with ¬ swing. The plant sequence drills include a 4-drill teaching sequence.
•Take-Off Drills (8). These drills are designed to give the pole vaulter the feeling of a long jump style take-off and focus on getting the athlete to transition the horizontal approach velocity to a vertical take-off impulse.
•Follow Through Drills (6). This drill progression is designed to assist the vaulter in building the sensation of a stretched out and firm body position when transitioning from the take off into the pre-swing position.
•Swing Drills (7). This drill progression begins on the hi-bar and rings before progressing into the swing and turn on a straight, then bending pole.
•Strength Development Drills (27). Reilly's pole vault specific strength development is designed to be carried out predominately on the track rather spending a great deal of time in the weight room.
Tim Reilly has coached thousands of pole vaulters in his career. Now you can benefit from Reilly's rich history and success in coaching the pole vault.
160 minutes (2 DVDs). 2011.


text:
December 6, 2012 by Steve
Metrolinx Updates The Big Move, Announces Priorities for Phase 2 Projects (Updated)
Updated December 6, 2012 at 11:20 am:
A warmed over version of the Board of Trade presentation was given to the Metrolinx Board by President & CEO Bruce McCuaig at the Board meeting on December 5. There were a few clarifications of note:
The list of "Next Wave" projects will not be nailed down until the February 2013 Board meeting following a round of public consultation.
That consultation will also include a review of the proposed amendments to The Big Move and yet another round of talks about potential revenue tools. The meetings will probably take place in January at 12 public round tables, as well as a 36-member "Residents' Reference Panel" doing "deep dives" into the issues at weekend sessions. This process will report back to the Board in spring 2013. (There is no info about how the 36 "residents" will be selected for the panel.)
It is likely that construction of the Downtown Relief and Yonge Extension subway projects would take place concurrently with Yonge to Steeles opening at roughly the same time as the DRL from Downtown to Danforth. "Phase 2" of each project would follow. At this time there is no commitment to going north of Danforth or to any specific route either through downtown or through the east end of Toronto. This will be the subject of an Environmental Assessment for the project.
The goal of TBM was described by McCuaig as having 75% of GTAH residents within 2km of rapid transit at their origin or destination. That "or" is an important distinction I don't remember hearing before. It's child's play to have lots of people close to rapid transit at one end of their trip — anyone who works in major centres within Toronto or lives along a subway, LRT, BRT or GO line will qualify. The more difficult target is to have such access at both ends of the trip because "convenience" is meaningless if only one end is well-served.
In an apparent contradiction to the implied 1/3 local funding described in the Star's article about Mississauga having second thoughts on the LRT project, McCuaig said that we cannot look at traditional federal/provincial/municipal financing models. Presumably the Investment Strategy will address this problem.
The actual timing of the Next Wave projects varies depending on which document one reads or how one parses the announcements.
In the Next Wave handout (linked later in this article), this is described as a 15-year, $34-billion project.
The spend rate implied by another part of the same handout is only $1.2b/year, and this translates to a 28+ year timeframe.
Metrolinx, in an email responding to this article and my concerns about the status of projects such as the Eglinton LRT to the Airport, said that there would be a "Third Wave" in 2025.
At the press briefing following the Board meeting, McCuaig confirmed that for the "15 year plan", year zero has been reset to 2012. This implies that TBM's original 15 year timeframe is now stretched to roughly 20. Moreover, McCuaig hinted that projects started within the next 15 years may not finish by then.
Despite all of the delays, the year 2031 is still the target for completing all of The Big Move.
In previous discussions of the Investment Strategy, Metrolinx has included an allowance for operating the new facilities as they come into service. This is missing from the $34b of the Next Wave, but will have to be incorporated into the IS discussions. Moreover operating costs are ongoing while capital are one-time.
In all of this discussion it was amusing to listen to Metrolinx talk about revenue tools, code for the very things some politicians in Toronto find utterly unacceptable preferring to imagine that pools of private capital are available at little or no cost.
The presentation materials from the Board meeting are not yet online, but the hard copy version comes under the unhappy title of "The Big Move In Action". Deleting only one space would give a good description of the treatment of project schedules for Transit City by Queen's Park. The presentation ends with a page titled "Keep the wheels moving" and a picture of a stone wheel and hammer. Ontario makes a lot of claims for its triumphs in transportation technology, and I can't help wondering if this is an early product of the Ontario Transportation Development Corporation.
I mention this because Metrolinx appears to have embraced a new, quaint graphic style for their Big Move and Union Pearson Express websites.
Original post from December 3, 2012:
On Thursday, November 29, Metrolinx President & CEO Bruce McCuaig unveiled priorities for a second wave of "Big Move" projects at the Toronto Board of Trade. Presentation materials from that meeting are not yet available on the Metrolinx site, but I was provided with a copy of the media package and have reproduced some of the material here.
A separate report on the Metrolinx Board's Agenda for December 5 outlines changes to "The Big Move" itself to address changes of context since the original publication, and to bring TBM into line with the GO2020 plans.
The two presentations overlap, but are not identical.
The Board of Trade, November 29, 2012
The presentation lists several projects to be rolled out as Phase 2 of construction within the umbrella of The Big Move. This announcement is fascinating for many reasons including:
Metrolinx has gone from Board approval of a process to prioritize projects to an actual project list without benefit of any public debate or any background paper explaining how the selected projects made the cut.
Changes in project scope are made without any public Board debate or approval.
Although specifics of funding are not discussed, Metrolinx now recognizes that a regional network cannot exist without local services to act as feeders and distributors. 25% of whatever funding comes from a future "Investment Strategy" will be dedicated to local transportation. Metrolinx appears to be inspired by the Los Angeles example where a regional sale tax was "sold" to local municipalities by including a local funding component.
Not mentioned in the press materials is the likelihood that funding will not be 100% at the provincial level (whatever new or existing revenue streams might be used). Municipalities will be expected to contribute, and Metrolinx hopes for a Federal presence via future infrastructure spending. Indeed, if Metrolinx expects the cities to pony up 33% of the total, they might as well be left to fund the 25% worth of "local improvements" themselves.
This diagram is intended to show the scope of the next set of improvements arising from TBM. It is intended only as a general overview, not as a definitive map, and where it conflicts with individual proposals, the latter take precedence according to Metrolinx.
Of particular note is the Downtown Relief Line shown as running from Dundas West to Pape via Queen Street. The alignment for this far from settled, and in the project details, the map is quite different including only the eastern leg, and giving only a vague sense of the alignment. DRL advocates should avoid reading an actual route selection and project scope into this announcement.
The "Next Wave" presentation is not yet available on Metrolinx website, but I have produced a compressed version of the pdf.
The projects described here are:
Brampton Queen Street BRT.
Dundas BRT. This project will create bus lanes from Brant Street in Burlington to Kipling Station in Toronto. There is no mention of the proposed Metrolinx "mobility hub" at Kipling, a project that is currently on hold.
Durham-Scarborough BRT. This BRT will run from Downtown Oshawa to Scarborough Town Centre via Highway 2 and Ellesmere Road. It is unclear from the project description how much of this will involve new, dedicated lanes and how much will simply be express bus service running in mixed traffic. A related topic will be the disposition of this service while the SRT is under reconstruction, and whether the Durham BRT will be rerouted to Kennedy Station rather than dumping its load on TTC shuttles at STC.
GO Transit Service Improvements.
Two-way all day service will be operated on:
Milton Line to Meadowvale
Kitchener Line to Mount Pleasant
Barrie Line to East Gwillimbury
Richmond Hill Line to Richmond Hill
Stouffville Line to Mount Joy
The Lakeshore service will be extended west to Hamilton James Street Station and east to Bowmanville.
Peak service will be improved on all lines.
The $4.9-billion price tag associated with this project is likely all for capital. The operating cost may come in part from the "Investment Strategy", but it is worth noting that GO plans a 2013 fare increase in part to pay for service improvements in the absence of additional government funding.
GO Lakeshore service improvements and electrification. The intent is to operate frequent service in this corridor at a level where it appears more like a rapid transit line than commuter rail, and passengers no longer need to plan their travel around train schedules.
GO Kitchener service improvements and electrification (including the ARL, now renamed as the "Union Pearson Express"). Service in this corridor, at least to downtown Brampton, will see improvements although not necessarily on the scale of the Lakeshore line.
Hamilton LRT from Eastgate Mall to McMaster University.
Hurontario LRT from Port Credit to Downtown Brampton.
Downtown Relief Line. This route is a prerequisite for the Richmond Hill subway extension. The exact scope and route of this line are still under study. It is worth noting that second exit changes at Donlands Station have been put on hold pending study work on the DRL because this station could be affected by an alternative route choice.
Yonge Subway extension from Finch to Richmond Hill Centre.
Notable by their absence is any mention of the rest of the Transit City network including:
Service to the airport via either Eglinton or Finch LRTs. Metrolinx obviously doesn't want any competition for its pet project, the Union Pearson Express.
The Morningside LRT extension of the Sheppard line south to University of Toronto Scarborough Campus.
Extension of the Scarborough LRT to Malvern.
LRT service on Eglinton east of Kennedy, Don Mills or Jane.
Support for Waterfront transit.
Funding for additional subway projects related to improved capacity.
The funding stream for the Next Wave includes 25% to be directed at a variety of projects.
15% ($180m annually) would go to support municipal operations and improvements to the road network benefitting transit.
5% ($60m annually) would be used primarily for the construction of more HOV lanes on major highways.
5% would go to smaller projects such as walking and cycling networks, mobility hubs, wayfinding and passenger information, and support for fare integration on cross-border travel.
This spending level implies an annual rate of $1.2-billion and hence the target for whatever revenues the Investment Strategy might bring. With a total pricetag of $34b, this implies 28 years for project completion. This is not a viable schedule as it goes well beyond the 25-year "Big Move" plan window of 2033 (relative to a 2008 base in the original plan). Additional funding will be required to compress this schedule, and that will bring us to the complexities of municipal and federal funding.
At the federal level, there is no entrenched infrastructure funding, and what funding streams do exist are already spoken for. New funding anywhere near a $1b annual level for the GTA would require comparable funding for other parts of the country, and we are unlikely to see spending at this rate by a government focussed on deficit elimination. Moreover, Ottawa prefers to announce project-specific funding targeted to its political aims, not a general entitlement to a large pool of money it does not control.
At the municipal level, the level of support for the Metrolinx plans may be soft if a 1/3 local share is expected. Mississauga may back away from its LRT plans according to The Star, and the political environment to sell the plan will be much different from the Santa Claus approach to recent Toronto projects with 100% provincial funding. Most of the Yonge extension lies in York Region who would be on the hook for about $1b. The Downtown Relief Line is priced at $7.4b, and Toronto might well ask why it should contribute one third to a line whose purpose is to enhance capacity on Yonge for 905 travellers. The local share would dwarf the $800m spent on the low floor LRV order which has been the subject of much hand-wringing over the pressure this creates on the city's capital budget and borrowing capacity.
I cannot help seeing a pattern here comparable to many other transit schemes where dependency on three levels of funding guarantees construction of almost nothing. In particular, priorities at the municipal level may differ from those at Queen's Park and the network may not fill in as cleanly as the plans imply.
Another report from the Board of Trade session is an update on the current Big Move projects. Like the Next Wave document, I have compressed it for this site, and will link to a Metrolinx copy when it is available.
Little in this document is new, and it simply consolidates current status information on works in progress. One notable item still remains unanswered — the actual shutdown period for the SRT to LRT conversion. We know that work will be begin in fall 2015 after the Pan Am Games, and Metrolinx has stated that they hope this will be completed in under three years. However, the project is still described as "complete by 2020".
Metrolinx Board Report, December 5, 2012
The following changes to The Big Move are proposed for adoption by the Board.
Two-way all day service on three route segments is pushed back from the 15-year to the 25-year plan:
Milton from Meadowvale to Milton
Kitchener from Mount Pleasant to Georgetown
Barrie from East Gwillimbury to Bradford
Add the word "electrified" to the Union Pearson Express description.
Move the GO Bolton and Havelock lines from the 15-year to the 25-year plan.
Advance the eastern section of the DRL from the 25-year to the 15-year plan.
Shorten the Richmond Hill GO extension from Aurora Road to Bloomington Road as per the conclusions in the EA for this line.
Move the Oshawa GO Mobility hub north to the CPR Belleville Subdivision to correspond with the route of the Bowmanville service.
Incorporate explicit reference to the Board-approved strategic directions re goods movement.
Revise the Investment Strategy section to reflect its imminent publication in 2013.
Add a discussion of transit project prioritization.
Add the GO Kitchener service which is now in operation.
Remove GO 407 bus service in Durham because operations there will not be at the level of BRT.
Update the Lakeshore route to reflect the Bowmanville via CPR recommended alignment from the EA.
These changes, interesting though they may be, pale by comparison with the scope of the "Next Wave" announcement at the Board of Trade. I cannot help wondering just what the Metrolinx Board actually does when the substantive materials are presented at a business conference while tidying up the map is left to formal Board approval.
The real challenge for Metrolinx will be the funding strategy. Without a coherent explanation of why each of the Next Wave projects is on the list (and why others were missing), together with a proper explanation of the financial implications of an implementation plan, it will be hard to bring other funding partners on board. Meanwhile, The Big Move's Phase 2 threatens to become even more delayed than Phase 1, while Ontario's credibility and dedication to solving transportation problems vanish.
This entry was posted in A Grand Plan, Beyond 416, Finance, GO Transit, Hamilton, Kitchener-Waterloo, Transit. Bookmark the permalink.
← The 501 — Toronto in Transit
Metrolinx Meeting Wrapup — December 2012 →
36 thoughts on "Metrolinx Updates The Big Move, Announces Priorities for Phase 2 Projects (Updated)"
Transity Cyclist | December 2, 2012 at 6:08 pm
On the recent Metrolinx announcement about the next wave of priority projects, do you believe the Yonge Street subway extension should even be on the list, given that the Richmond GO line is steps away?
This just seems like political pandering by Metrolinx, unless I've missed something that proves that the Yonge subway is the only feasible choice.
Steve: Given the tenuous nature of funding for all of this, and the complete absence of background information about staging and cost sharing, the whole exercise is rather strange. The DRL is cited as a pre-requisite for the Yonge extension, and yet it is unclear who will actually pay for its construction, let alone for other changes needed on the subway network to accommodate the extra demand from the north.
I can understand a need for two separate services — one dedicated to getting people into the core, and another handling "local" demand from points north to North York and midtown Toronto. We need to understand how improved GO service to Richmond Hill will affect the network as a whole as an integral part of planning the construction of various northern services. This is totally lacking in the materials published by Metrolinx.
Mikey | December 3, 2012 at 12:21 am
Regarding the recent Metrolinx announcement on the next set of priority projects, do you think that the Yonge Subway extension should even be on the list? I've missed the debate when it was first proposed, but with the nearly-parallel GO line steps away from the proposed subway extension, prioritising the Yonge Subway extension over other projects (GO electrification and expansion, LRT line completion, etc.) wreaks of political pandering rather than careful consideration of technical merits.
Steve: Please see my response to the comment above. And, yes, I forgot to mention that the Richmond Hill subway is clearly a case of pandering. It is included, but is not likely as long as there are expensive pre-reqs in the way with expectations of local funding.
David | December 3, 2012 at 1:08 pm
Steve, re the Durham-Scarborough BRT: Durham Region Transit is currently implementing a BRT-lite service along Highway 2 and Ellesmere to U of T Scarborough (not STC). This will be in mixed traffic with some intersection improvements to provide capacity and ITS, and stop improvements. This project was funded under an early Metrolinx "quick win" to the tune of $80 million, although there's no mention of it in the documents you provided. Service is expected to begin in a "soft launch" mode next September, with facility construction continuing over a few years.
Given all of this, I'd assume that the Durham-Scarborough BRT would have to be an enhancement over this initial Pulse implementation, otherwise why list it?
Steve: Yes, I am assuming that this is some further improvement. Metrolinx does a bad job of keeping track of the various waves of its projects and has omitted, as you note, some of the "Quick Wins" stuff from its status update. I am tempted to pull together a consolidated list, and it's annoying that they don't do a better job themselves.
Ed Drass | December 3, 2012 at 1:49 pm
There is so much here. The issue of public input is key, but it is tempting to overlook this as long as one's favourite projects remain on the list. Further to Old Wave projects like the Kipling hub, when was that put on hold? To the Yonge extension; it is a pander — but also a slap to TTC/YRT riders waiting for real bus lanes north of Finch (over a decade now).
Joe Drew | December 3, 2012 at 1:54 pm
It is unclear from the [Durham-Scarborough] project description how much of this will involve new, dedicated lanes and how much will simply be express bus service running in mixed traffic.
In some of the east-Scarborough–west Pickering area, new, dedicated lanes are physically impossible, since there aren't meaningful setbacks from the buildings along highway 2. So maybe less "Rapid" than "Bus Express Transit".
Tom West | December 3, 2012 at 2:31 pm
Excluded: "Service to the airport via either Eglinton or Finch LRTs. Metrolinx obviously doesn't want any competition for its pet project, the Union Pearson Express."
Firstly, I think we can all agree that most ridership along Eglinton or Finch to the airport will not be abstracted from UPEx. Hopefully Metrolinx will too. (Not least because there are thousands of people employed at the airport who would never use UPEx).
Secondly, the GTAA is aware the limiting factor on the number of passengers at Pearson is how many people can get to the airport, not terminal or runway capacity. They are approaching capacity at the drop-off/pick-up ramps outside the terminals. They would dearly love to have more people (both employees and passengers) arrive by transit, so they can use their limited land for more profitable things than parking. UPEx will not make significant dent in auto mode share to the airport; LRT could. Consequently, they see LRT service to Pearson as a Good Thing. Hopefully they convince Metrolinx of that (or even help fund LRT to the airport!! BAA did/does similar things for Heathrow…).
(NB: most people employed at Pearson don't work for the GTAA, and most of the GTAA's employees don't work at the airport itself — they work at the offices on the south edge).
Matt L. | December 3, 2012 at 2:32 pm
What do you mean, "no public debate"? They've given it a Twitter hashtag! (Yes, that's "#sarcasm".)
Sometimes I wonder if quick wins are better than big moves. Couldn't smaller DMUs (just like the Union Pearson Express trains, minus luggage racks) provide some of the benefits of electrification at a fraction of the capital cost? London Overground's Gospel Oak – Barking Line operates every 15 minutes with DMUs; that kind of service would be a huge step forward for GO.
Steve: The problem is that peak period demand on Lakeshore and Georgetown will require long trains that are more effectively hauled by locomotives, or for very fast service, with EMUs. There is no point in swapping out long trains to run shorter DMUs offpeak.
Bradley Wentworth | December 3, 2012 at 6:02 pm
Again I marvel at the ability of Metrolinx to spend so much time (and presumably money) on reprinting maps. As you identified Steve the real crux of the Big Move, the Big Picture, or whatever, is funding. The investment strategy ought to come first or at least concurrent with grand schemes. Countless other organizations including the Board of Trade itself have published quite detailed reports on the menu of funding options (hard as some of they may be to swallow, politically.) We really need to see this vaunted Investment Strategy and then, more to the point, get politicians of all level and stripe to give a clear stance on it.
Moaz Yusuf Ahmad | December 3, 2012 at 11:56 pm
It's interesting that there will be so many BRT projects but there are clearly some details missing …
First, as Steve pointed out, there was no mention of the Kipling mobility hub. And in response to Ed Drass' question, I believe that the project 'disappeared' from view back in 2009. Their Facebook personality stated that the project is on hold and awaiting funding, so why miss out on this opportunity to revive the project? Especially with the Mississauga BRT's first phase opening in 2013, and a bus lane included in the construction on Hwy 427 southbound between Eglinton & Dundas.
As for the BRT lines themselves … the first obvious question is "How BRT will they be?" The Mississauga BRT (which was proposed as the fully-separated Mississauga Transitway) is now a collection of grade-separated lanes (Hurontario-Dixie), bus bypass shoulders along the 403 (from Mavis-Erin Mills Parkway), and painted bus lanes (Centre View Drive, Rathburn, Eglinton Ave). So it won't really be an effective example of BRT.
Queen has already been experiencing "BRT Lite" or Quality Bus service (depending on what you call it). It is certainly wide enough for separated BRT. Dundas has diamond lanes from Kipling to Dixie and is 6 lanes wide over to Cawthra, with room for a central turning lane too. But between Cawthra and Mason Heights it is only 4 lanes (with a +1 turning lane) so where is a BRT going to fit there? West of Mason Heights it gets wide again to The Credit Woodlands, then narrows to 4+1 lanes past Erin Mills Parkway until Woodchester Road (just east of Winston Churchill Blvd.). From there it widens to 6 lanes out through North Oakville, except for the section that passes over the 403. It will be interesting to see how they will fit a BRT through the narrow sections of Dundas, especially through Cooksville … and how they interchange the BRT and LRT at Hurontario & Dundas.
By the way, this raises another question. With these 3 BRT lines, is it possible to consider building centre platforms and running the buses contra-flow? This would allow for a faster, simpler and safer construction period, with less money needed for stations (sharing 1 centre platform instead of building 2 separate side platforms).
I ask this because, so far the construction of the VIVA Next BRT lanes on Highway 7 (with side platform stations ) seems to be a slow process. There is also significant congestion on Highway 7 as the left lane each way is taken over to have an appropriate safety zone. I noticed the same thing for the construction on Spadina, where the left lane was also taken over to provide a safety zone (as well as store materials & machinery in some areas).
Finally to address another surprise: removing the word "electrification" from the description of the UPEx service … is not likely to win them many friends in the Weston Road & Mount Dennis areas. If that is combined with a shutdown of the Weston GO station … let's say Metrolinx people will not be welcomed in this area.
Cheers, Moaz
Steve: The plan explicitly says that the airport service will be electrified as part of the Kitchener corridor project. It just won't happen as soon as the folks in Weston want it to. It occurs to me that with this corridor electrified, the problem of having two stations close together (Weston and Eglinton) won't be as much of an issue as it would with diesel trains as the penalty for the extra stop won't be as great.
Contra-flow BRT would work, I think, only if there were never a requirement for the service to merge into mixed traffic. Given the number of locations where "pinches" in the line may result in "BRT Lite" segments, the traffic control involved in flipping over to contra-flow could add a layer of complexity GO doesn't want to deal with.
As a more general note, I wish that Metrolinx would acknowledge the pinch points on various BRT routes and flag places where road widening is unlikely in their maps.
John Duncan | December 4, 2012 at 9:50 am
I haven't read the presentations, but news coverage doesn't seem to mention anything about a Union Relief station in the west downtown.
It's my understanding that Metrolinx's version of the Downtown Relief Line requires such a station, as would meeting long-term demand on the GO lines. Do you know if such a station is included as part of this wave of projects (or hidden inside the costs for any project that is)? I can't see it being cheap today, but there's not much land left along the rail corridor, so it may become impossible if it's not in this wave of projects.
Steve: This station is buried in the Metrolinx Union Station Capacity Study and is one of the issues regarding the alignment of the DRL through downtown that the EA must consider. Including this link tends to pull the alignment south through downtown and works against an all Queen Street version as proposed many decades ago.
Tom West | December 4, 2012 at 9:56 am
Regarding Scarborough-Durham BRT… having travelled along the Durham portion of that corridor many times, there are only two sections where adding extra lanes is right out. Those are Pickering Village (in western Ajax) and downtown Whitby. (Of course, the brave/cheap thing to do would be to convert existing lanes to bus-only…)
Robert Wightman | December 4, 2012 at 2:01 pm
Steve;
Do you know what is included in the "capital costs" of the various projects that are "approved?" Do the BRT lines in Mississauga include the costs or maintenance facilities and vehicles. Are these included in the HRT and LRT costs? Trying to compare cost per km is very difficult without knowing what is included.
Data that I have read from the US and Canada as seem to indicate that BRT lines tend to cost more than projected while carrying fewer passengers than predicted. It will be interesting to see final numbers for these lines. The Mississauga BRT in particular seems to be one that is in a convenient corridor rather than along a high demand route but then you never know how many people will want to go to the intersection of Eglinton and Renforth.
Steve: I believe that vehicles and garages are included, to the degree appropriate, in the cost estimates. In some cases, existing vehicles may simply run on a new BRT alignment and so one cannot make assumptions. Some facilities are shared. For example, the Conlins Road carhouse cost is split between the Sheppard and Scarborough LRT projects. (This issue — of omitted or lowballed costs — was a big criticism of the original costs cited for Transit City.)
scottd | December 4, 2012 at 5:51 pm
This sounds like a pre-election joyous press release of existing needs in new packaging but without funding or dates. Whoever said it was right, I wish I owned the Kinkos next door to MX HQ! There is a very good chance that most of us will be dead by the time this stuff is done.
Steve: As a more general note, I wish that Metrolinx would acknowledge the pinch points on various BRT routes and flag places where road widening is unlikely in their maps.
But that would inject a dose of reality into Metrolinx's world! Unacceptable 🙂 Actually, the Dundas BRT is really 2 segments … Toronto to Cooksville and Oakville to Erin Mills. I mean, if I were living in North Oakville would I take the Dundas BRT to Kipling? It's just unrealistic.
Well, I suppose they could add 1 more lane to Dundas in Cooksville if they got rid of the middle turning lane, widened 2 bridges (the one over Cooksville Creek and the one over the SLH Railway at Cawthra), and tore down a few buildings / tore up a few sidewalks. But Dundas at Hurontario would end up with a jog like College/Carlton at Yonge. But there is really no opportunity for widening past The Credit Woodlands until you get to Erin Mills Parkway.
Robert Wightman said: The Mississauga BRT in particular seems to be one that is in a convenient corridor rather than along a high demand route but then you never know how many people will want to go to the intersection of Eglinton and Renforth.
I suppose there are three reasons why the BRT is being built in that corridor:
1) The old GO ALRT project was going to have a maglev line through that corridor;
2) Then the proposal was to run a Transitway through that corridor shared by Mississauga & GO
3) Finally, it became clear that this was the only way to get funding from Metrolinx … and to have some of the cost split with GO transit.
It's actually scary if you think about how the project has been downgraded over the past 40 years … although I suppose one might say that the GO ALRT was wishful thinking to begin with.
Stefan M | December 5, 2012 at 1:38 am
I'm not surprised about the omission of the currently planned LRT lines from the discussion. My guess is that they are dead if the Hudak PC's are elected to government next year (with the possible exception of Eglinton).
rocinante | December 5, 2012 at 8:50 am
'Steve: The plan explicitly says that the airport service will be electrified as part of the Kitchener corridor project. It just won't happen as soon as the folks in Weston want it to."
Are we to understand then that the UPex will be diesel at first and then, at some future date, it will be converted to electric? Is that supposed to make sense somehow?
Steve: It makes sense to somebody who desperately wants to show off the UPex as soon as possible, and who planned it as diesel before Metrolinx realized that electrification was essential to their future service levels in that corridor.
Walter | December 5, 2012 at 12:57 pm
Both BRT's in the East and West seem to end at the wrong spot.
Ending at STC will force many riders to make another transfer after 3 or 4 SRT stations. This would make more sense if the D-B extension to Sheppard option was chosen, or if SRT was joined with ECLRT. Alternatively, the BRT could follow Kingston Road and Eglinton, but then it would miss U of T.
In the West, would it not make more sense to Extend the B-D one stop to East Mall (Honeydale). This could be done at relatively inexpensively at-grade and it would be preferable to have the "mobility hub" closer to the 427. Why force these busses, and those coming down 427, to fight through extra traffic? It will be a mess like Yonge, Finch to Steeles, is now.
Divyesh | December 5, 2012 at 1:47 pm
I'm going to assume the orange colour of the Queen Street BRT is just a guesstimation for an infographic…because 10km from downtown Brampton will get you to at least Goreway, McVean if they start at Centre (I'm going to assume this because Queen Street narrows too much for them to have BRT in the core). The orange highlight makes it only go to roughly Bramalea Road.
Steve: Metrolinx advises that those maps should be regarded only as a general indication of project scopes, not as definitive descriptions. I had already flagged other inconsistencies, and that, roughly, was their reply.
Long Branch Mike | December 6, 2012 at 2:07 pm
@Walter
I believe it would make more sense to extend the Bloor-Danforth subway 2 stops, to East Mall (Cloverdale/Honeydale), then Sherway Gardens.
Fairview Mall got many new, unanticipated shoppers when the Sheppard Subway opened. Sherway Mall & the surrounding big box stores should be asked to contribute to this extension for this reason, as they'll directly benefit.
Sherway would make a far better Metrolink regional Hub, including for GO buses, than their plans for such a hub at Kipling Station. Sherway's right beside the 427 & Gardiner, not 2km away like Kipling Station.
Unfortunately Metrolink's modeling doesn't show enough new ridership for such an extension. My bet is they haven't corrected factored the number of additional riders they'd get from direct subway access at Sherway.
The other so-called drawback of Sherway would be the lack of additional parking. But Yorkdale Mall does well in allowing non-commuter subway user parking off peak, which would also have the spill-over effect of more shoppers buying at Sherway stores. This actually benefits the Sherway stores as subway users parking there will often buy from stores there.
DavidC | December 6, 2012 at 2:45 pm
Steve said:
"The presentation materials from the Board meeting are not yet online, but the hard copy version comes under the unhappy title of "The Big Move In Action". Deleting only one space would give a good description of the treatment of project schedules for Transit City by Queen's Park."
Chuckle, chuckle….
I believe the Union Pearson Express Should have been called Union Pearson Unleashed and then the name on the station in Weston would be UP U WESTON which I am sure is how most of the residents of Weston, Mt. Dennis and the Junction view the attitude of Metrolinx towards them.
It is good to see that they have moved up the DRL to match the TTC's change of heart. I can't wait to see their "Investment Strategy" report. I am sure will be FULL of useful details on how they propose to fund their plan. I am reminded of Rick Mercer`s line about how Canada had the best reports and proposal on High Speed Passenger Service. We are world leaders in HSR reports — alas we have no HSR but we do have lots of reports. He could have said the same thing about transit plans in the GTHA.
Michael B | December 6, 2012 at 11:49 pm
"Deleting only one space would give a good description of the treatment of project schedules for Transit City by Queen's Park."
"Inaction" doesn't entirely describe Metrolinx and Queen's Park. The phrase "All talk no action" is a more complete description — in fact, Metrolinx's very frequent posts about how heroically ambitious they are is starting to annoy me. And no, I wouldn't credit them for trying to advertise and sell their plan to the public, because the only advertising that's meaningful is backed up by something tangible.
(Disclosure: I haven't read Metrolinx's self-promotion TBM material; I'll wait until I'm less vexed at them first).
Also, as has been suggested before, there's more to just "funding problems" behind the repeated LRT construction delays. Earlier this year, Liberal MPP's wrote and signed a letter declaring their support for both the Sheppard and Eglinton subway plan over Transit City. There's also Metrolinx's over-accentuation of the benefits and positives of a 100% underground Eglinton line, whilst belittling the disadvantage as simply a matter of building less for now. It's worth noting that Metrolinx "…confirmed Del Grande's claim…" that going underground can save on operating costs. At one point, even Rob Ford wanted to cancel the entire Eglinton Crosstown, both the underground and surface portions, but somehow Metrolinx managed to continue work on the underground portion and willingly dropped the surface portions. The generic "screw-off, it's our money" response to complaints about the second round of construction delays shows that they really don't care about it if it's not a subway.
Call me cynical, but there is a repeated pattern of subway-nuttery from Metrolinx and Queen's Park that just makes them look bad.
Moaz Yusuf Ahmad | December 7, 2012 at 9:45 am
Long Branch Mike
RE: Sherway Gardens
That's not exactly a small subway extension that you are talking about. If the subway were to run to East Mall, then down to Sherway, you are talking about extending the subway from the tail tracks, past a condo which is in the way, along Dundas to East Mall, then turn south along Highway 427 to a station at (presumably) the north side of Sherway Gardens at North Queen and Queensway.
The cost of the tunneling (because there will have to be tunneling under the condo just west of the tail tracks, and under the 427 and the GO rail line) will be significant.
Steve: The last time the TTC priced this extension it was over $300m/km because of the amount of tuneling needed.
The only way this can work is to build significant density next to those stations, with massive redevelopment (25-30 condo towers) of the lands at the south side of East Mall & Dundas, currently occupied by a failing mall (Honeydale), as well as a Food Basics store and the access to the Metro distribution centre on the west side of East Mall, PLUS the redevelopment of the parking around Cloverdale Mall (30-40 towers) plus the redevelopment of the parking lots around Sherway Gardens (15 more towers).
The space is there. The will to develop isn't there right now. Any money to extend the subway would be tied up with projects that are much higher on the priorities list as well … well, in theory of course. That still doesn't explain the subway extension to the 407.
ps. a subway extension to East Mall & Dundas and then up to Bloor & West Mall would offer a better chance for further extension into Mississauga. Bloor has high density residential development all the way out to Dixie, and some large apartment / condo buildings west of Dixie. Bloor ends at Mississauga Valley which is a medium density (for Mississauga) area with condos & townhouses, and just 1km away from Square One and the Mississauga City Centre.
@Moaz
Thanks for the clarifying costs. It's been a few years since I read the former study on extending the BD subway to Sherway & beyond to Dixie GO Train station (on Dixie just south of Dundas), which was published around 1993 IIRC.
From what I recall, after the requisite tunneling most of the route would be on the surface, by using part of the wide CP right of way.
I agree that Honeydale should be redeveloped for condos, as well as the auto repair shops on either side of it. The whole Dundas strip in that area could do with major densification, given it's proximity to Kipling subway & GO stations.
Admittedly the slowdown in the condo market does not bode well for such development in the next 3-5 years, but after that, the fact that just north of Kipling station a host of condo towers have gone up bodes well for such development.
Michael Forest | December 7, 2012 at 8:23 pm
Long Branch Mike said:
But on the other hand, Kipling has a GO train station. A hub at Sherway will not have a train connection.
Calvin Henry-Cotnam | December 8, 2012 at 9:24 am
Is it just me, or does the picture of a stone wheel and hammer conjure up words that suggest the exact opposite of "Keep the wheels moving"?
Words like "ancient", "monolithic", "slow moving", and "Neanderthal" come to my mind.
Steve: It also might imply how long we have been waiting for that wheel to actually turn.
Moaz Yusuf Ahmad | December 8, 2012 at 1:36 pm
Michael Forest said:
Yeah, there is another good point. Sherway *could* have a GO station at North Queen, but then you would have to build a GO station. And while buses can get onto the 427 directly (using the collector lanes) I suppose there is an issue with having many buses traveling another 2km down a highway that can be very, very congested … especially if there is a rollover or collision on the ramps to the Gardiner & QEW (which happens frequently).
I suppose that, if there were to be an East Mall station then the mobility hub (Subway+ GO + buses) could be placed there. In fact, if the Kipling GO station platforms were removed, I suppose that the subway could be extended past the condo without having to tunnel. And I believe there is room around East Mall to build another GO station.
Yes, that certainly is a question for the next 5 years or so, but then, development around subway stations is probably not going to slow down since the cost of transport is going to increase and the convenience factor cannot be beat. Most of the high-density development "centres" in Toronto (Islington-Bloor-Dundas, Yonge-Sheppard, Don Mills-Sheppard-404, Yonge-Eglinton) are filling up, but there is room for at least 10 years of development at Dundas & East Mall, the neighbourhood of Eatonville.
But of course, that isn't going to be happening any time in the next 10-15 years or so. There is a better chance for the CP to give up the North Toronto Sub to Metrolinx so we can finally have that GO line from Mississauga to Scarborough that so many people dream about 🙂
Bruce Ramsay | December 8, 2012 at 2:56 pm
I wonder if Metrolinx/GO Transit may give (or once might have given) a more deferential quality of consideration to building private track for GO's rail service. I have the Richmond Hill service in mind. I admit to being unfamiliar with the transit-oriented landscape up there, but a recent news report suggests it's not as well resolved as could be or might have been.
Yesterday morning, December 7, one of the televised news reports included advice that a train from Richmond Hill had been somewhat delayed by freight traffic. The reason was not more explicitly described during my term of audience. There seems to me, though, that Metrolinx/GO has built grade separations where its northerly lines cross the CN York subdivision, so the most probable reason for delay would be concurrent occupancy of track along the Bala sub south of Richmond Hill, especially in the five miles between Richmond Hill and the junction with the York sub at Doncaster.
Even were GO to acquire control of the Bala sub between Cherry Street and Doncaster, and even were that to be beneficial to GO for traffic control purposes, there seems little likelihood that CN would relinquish control of the sub north of Doncaster, reason of convenience of access to, egress from, their MacMillan Yard, and container terminals to the west, with respect to an abundance of long-distance traffic.
That situation reflects circumstances on the Kingston sub between Pickering and Oshawa, where private right-of-way has indeed been built to GO's advantage. I would think that a person journeying to work might highly value journey times that are consistent therefore predictable even if not as purely brief as one might fully desire.
Andrew | December 8, 2012 at 7:29 pm
There are a much larger number of people who work in the areas surrounding the airport in Mississauga, e.g. the Airport Corporate Centre area which is just south of the 401 (the much smaller GTAA Administration Building is north of the 401 and south of the airport), the Square One area and the many office parks and industrial areas west of the airport. Many of these areas to the west are closer to the Hurontario LRT, Mississauga BRT or Milton line.
However, nearly all of these employment areas have Mississauga Transit bus service to the "Skymark Hub" (most of these bus routes continue to Islington), an Eglinton LRT extension to the airport would have a stop there, and this would be the main way of accessing these employment areas by transit from Toronto, so the Eglinton LRT would get pretty busy. This might also be a desirable terminus for bus routes serving employment and residential areas of Brampton.
The ARL is useless for these people, because the airport terminal is north of Skymark Hub, so the airport itself is not a very useful location for a bus terminal serving employment areas surrounding the airport.
Steve: The ARL/UP design so appallingly misses the major source of travel to the airport — its workers — not to mention those travellers who won't conveniently originate somewhere in the GTA served by the line.
Walter | December 8, 2012 at 7:50 pm
Moaz,
I love how you you said there is enough room to extend the subway without a tunnel – that was my hope all along. I found the Toronto Infrastructure Viewer to have pretty good detail and contour lines as well. When I zoom in to the condo on subway crescent, I appears that there is about 20m from the current property limit to the actual condo building, and about 16m to what appears to be a patio. It appears that there is ample room to leave the GO station along and expropriate maybe 8m to run the subway at-grade – though a retaining wall of some sorts would have to be built since the condo is on quite a hill.
The million dollar question (actually more like $100M since that is how much is would save) is whether the underground parking for the condo extends beyond the visible footprint.
My cousin lived in that condo in the late 1990s. I believe that the parking does not extend beyond the visible footprint, and the hillside is simply fill to absorb sound and vibrations from the rail line.
I don't know what the actual distances are, but it seems to me that either way, a subway extension would go right to/along the property line of the condo, and some sort of tunnel or covering would be required, not just a retaining wall.
Perhaps there will be something in the future. I recall reading how a condo was built above the Parkview Gardens end of the High Park station … so perhaps there will be demand to live above a subway tunnel in the future.
Calvin Henry-Cotnam | December 9, 2012 at 11:31 pm
Bruce Ramsay wrote,
"There seems to me, though, that Metrolinx/GO has built grade separations where its northerly lines cross the CN York subdivision,…"
This has only been done on the Uxbridge and Newmarket subdivisions, not on the Bala subdivision. Freight traffic on the Bala coming down to head west at Doncaster does not interfere with GO traffic currently. I don't know if GO's extension to Gormley that is currently under construction will involve double tracking all the way down to Elgin. They are grading for a west track from the south end of the Quaker siding (just north of Stouffville Sideroad) to as far south (physically west) of the Leslie Street crossing (as far as can be seen since the line curves south here). With the construction of a new layover facility just south of Bethesda Sideroad on the east side of the tracks, it would make sense that freight traffic be separated from here all the way south to Elgin.
The problem is with freight traffic on the Bala subdivision heading to or coming from east of Doncaster on the York subdivision. This must use a semi-manual switch to enter or leave the Bala sub and use the east track from Doncaster to Langstaff (just south of GO's Langstaff station).
Robert Wightman | December 10, 2012 at 12:51 pm
I believe that the new LOGO is to either suggest that the problems can be solved by simple traditional methods and that they don't require rocket science, OR they are trying to suggest that they have been around for a long time. I believe that their first employees were Fred and Barney of Bedrock Construction. No matter what, I like it as it is different.
Nathanael | December 21, 2012 at 7:37 am
I'm glad to see that the campaigns for GO electrification are getting noticed by the board of Metrolinx.
Transity Cyclist | December 22, 2012 at 4:55 pm
"I can understand a need for two separate services — one dedicated to getting people into the core, and another handling "local" demand from points north to North York and midtown Toronto."
I agree that there should be some improvement in the service on Yonge Street north of Finch to Richmond Hill, assuming the existing service is at, or will be, at capacity. But I wonder if it really has to be a subway, as opposed to BRT or LRT.
I do wonder if this is another case of Metrolinx predetermining the technology to be subways before studying what technology is most appropriate. That subways provide the highest speed and capacity is no longer, and never should have been, the deciding factor.
Steve: The Richmond Hill subway project predates Metrolinx and was pushed heavily both by TTC staff who were subway-subway-subway before Ford was Mayor with the encouragement of politicians in York Region.
Transity Cyclist | December 23, 2012 at 12:02 am
The subway wasn't the only technology ever proposed for the Yonge Street extension. BRT was also proposed as part of the Transit City Bus Plan. Metrolinx must have either forgotten this alternative, or they rejected it for reasons I would love to know.
Steve: At one point there was a BRT proposal north from Finch to Steeles simply given the amount of bus service there, but this was put on hold because of the imminent (ho ho ho) construction of the subway. This is included in the Transit City Bus Plan as one of the "Current BRT Proposals", but it was not "new" in that plan. [See section 2.6.2, page 23]
Although TCBP isn't perfect, the fact that it has languished since its proposal in August 2009 says a lot about the commitment of the TTC at a political level to better service (along with the rollback of Ridership Growth Strategy service standards). When these at least show up on the table again for discussion as part of strategic planning, I will believe that the ghost of Rob Ford no longer dominates the Commission.

redpajama_set_name: RedPajamaCommonCrawl


text:
Q: How to share some classes with buildSrc and one of subprojects? I have several classes that initially were used only in buildSrc. But now I need them in subproject A2 as well.
| - rootProject A
    | - buildSrc
    | - subproject A1
    | - subproject A2

*

*Option 1. Leave those classes in buildSrc and try to add implementation(":buildSrc") to dependencies of A2. Unfortunately, it didn't work. I can't link to buildSrc, gradle says something like "there's no 'buildSrc' subproject in project A".

*Option 2. Using of implementation(files("${project.rootDir}/buildSrc/build/classes/")) in subproject A2 doesn't work as well. It builds, but classes from buildSrc are not accessible in A2's sources.

*Option 3. Okay. Let's extract those classes in a new subproject A3. And here, again, failure. buildSrc can't have dependency on any of A's projects. Otherwise it'd a circular dependency.

*Option 4. Well, then we can extract it to a separate rootProject B and create composite build. In A's settings.gradle.kts I've put includeBuild("B"). And again, I can use it in A2 as implementation("mygroup:B") and can't use it in buildSrc: Could not find mygroup:B.\n Required by:\n project :
So, what options do I still have ? Or may be I did something wrong in my previous attempts ?

A: I believe that you can use option 4 as of Gradle 6.7
See Issue #3768 and the related release notes in v6.7
"Included builds are now visible to buildSrc
We recommend that builds use the specially named buildSrc build to organize imperative and common build logic.
Sometimes, you may also need to share build logic between buildSrc itself and your root build. In the previous releases, that was not possible because buildSrc could not access build logic from other included builds.
In this release, it's now possible to share build logic between buildSrc and the root build or any other included build. This makes it easier to share common repository declarations or conventions between buildSrc and other builds as demonstrated in this sample."

redpajama_set_name: RedPajamaStackExchange


Registration of companies and organizations in Europe, accounting and legal support. Tax optimization. Marketing research. Representing of your company.
Search partners, customers, investors, experts, technology, equipment and suppliers.
Negotiation. Import and installation of industrial and commercial equipment.
Search for funding programs of the EU funds. Help obtaining bank loans. Participation in the European Commission tenders. Submission of grant, application and documentation filling out. Lobbying in the European Parliament.
The organization of business missions, conferences, seminars, meetings and negotiations.
Support of groups of delegations. Participation in international exhibitions; Belgium. Netherlands. Luxembourg. France. Germany. Switzerland. Ukraine.
Infrastructure projects of individual regions and countries. Educational corporate programs: law, agriculture, oil refining, chemicals, metallurgy, mechanical engineering, logistics, health care.
Sightseeing tours, transfers in Belgium, the Netherlands and Luxembourg. Book hotels, flights, transfers orders. Chocolate and beer tours. Shopping-support. Visiting for the purchase of diamonds.
Thank you for organizing the tour in agriculture innovation to leading farms of the former CIS.
All very pleasant – we are ready to repeat the same trip !!!!
I want to thank the company's employees and partners Benelux Assistance, especially Victoria. Of particular note is the diversity of its interests, which is important for business expansion.
I very liked the tour of Victoria and she as a person.
There were memorable Ghent and Bruges. Thank you!


text:
Series: The Wall Street Money Machine
Magnetar Deals at Center of New Lawsuit
A European-based investment fund and a French bank are battling it out in New York state court over complex securities created at the behest of the hedge fund Magnetar
by Jake Bernstein and Jesse Eisinger
Oct. 25, 2010, 4:29 p.m. EDT
As investors left the housing market in the run-up to the meltdown, Wall Street sliced up and repackaged troubled assets based on those shaky mortgages, often buying those new packages themselves. That created fake demand, hid the banks' real exposure, increased their bonuses — and ultimately made the mortgage crisis worse.
A European-based investment fund and a French bank are battling it out in New York state court over complex securities created at the behest of the hedge fund Magnetar. Loreley Financing filed a suit in New York Supreme Court last Friday claiming it was the victim of fraud by Calyon, the investment banking unit of French bank Crédit Agricole. Magnetar is not a party to the litigation.
The suit alleges that Calyon allowed Magnetar to stuff two collateralized debt obligations or CDOs with poor quality bonds as part of the Illinois-based hedge fund's strategy to bet against them. Loreley claims Calyon then "fraudulently induced" it to purchase $70.5 million of those CDOs in 2006. According to the complaint, German bank IKB, which failed because of soured investments in American mortgage securities, advised Loreley. (Read the complaint.)
From around the middle of 2006 to the middle of 2007, Magnetar helped spur the creation of at least 30 CDOs, worth about $40 billion, as part of a strategy to bet against the mortgage securities market. The fund would purchase the riskiest portion of the deals in order to enable the bank to complete the deals. The fund also frequently bet against those same deals, using sidebets. (We detailed Magnetar's trades back in April as part of partnership with Chicago Public Radio's This American Life and NPR's Planet Money. The lawsuit references our article.)
The two CDOs at the center of the suit-- Orion 2006-1 and Pyxis ABS CDO 2006-1--had third-party, independent managers whose fiduciary duty was to pick the best assets for the CDO. While Loreley is not suing either of the managers, it questions Calyon's representation that they were truly independent.
The suit also alleges that by February 2007, Calyon launched a scheme to rid itself of the CDO inventory it had on its books. It bundled these toxic assets into a new CDO, named Millstone IV, of which Loreley also bought a piece. That CDO included pieces of previous Magnetar deals.
A Calyon spokesman said the suit is "without merit." A lawyer for Loreley declined to comment. A spokesman for Magnetar declined to comment. Magnetar has said previously it "did not select the underlying assets" of the CDOs in which it invested, its CDOs were not designed to fail, and that it had a "market neutral" strategy.
Jake Bernstein
Jake Bernstein was a business and financial reporter for ProPublica.
@Jake_Bernstein


Square Enix has launched the Final Fantasy XV Booster Pack + DLC today to all Season Pass holders, along with the 1.05 patch for all players.
The DLC contains an almighty sword called Ragnarok which allows you to perform a powerful Warp-strike attack. You'll also get a... fishing rod and a reel which will make fish easier to catch.
The newest patch includes the addition of two songs from NieR: Automata to the Final Fantasy XV music player (which you can now listen to while riding chocobos), the addition of new timed quests, and an increased level cap up to 120 from 99. You can now also save up to 200 photos rather than the previous 150, and an increased framerate will be found on the new PlayStation 4 Pro Lite mode.
Finally, A King's Tale: Final Fantasy XV, which was previously only available to those who pre-ordered the game, will be available to everyone for free from March 1. It's an action game with a retro feel, featuring a combo and counter fighting system that, according to Square Enix, "rewards fast reflexes and smart tactics."
It also features magical combat, summoning Astral entities to aid you in battle, and there are three distinct companions, all of which you would expect from a Final Fantasy game.
Final Fantasy XV has been out for a few months now. IGN's review says it "takes some risks that don't always pay off, but the strong quartet of heroes give it tons of heart."
Next month, the game will be receiving an update to its controversial Chapter 13.


text:
Bay Dreams is an annual music festival held in Tauranga and Nelson, New Zealand.
The festival began in Tauranga in 2016 and in 2019 expanded to Nelson.

Line-ups

2016
Bay Dreams launched on 2 January 2016. It featured Pendulum, David Dallas, Carmada, P-Money, and The Black Seeds.

2017
Bay Dreams 2017 took place on 2 January 2017, quickly arising to become the largest summer festival that season with over 18,500 attendees. It featured Yelawolf, Shapeshifter, Sticky Fingers, Grandmaster Flash, Peking Duk, Ryan Hemsworth, and Mitch James

2018
Bay Dreams 2018 took place on 2 January 2018. It featured DJ Snake, Foster the People, Machine Gun Kelly, Ocean Alley.

2019

North
Bay Dreams North 2019 took place on 2 January 2019, with a warm up event on 1 January. It featured Cardi B, Rich The Kid, Tash Sultana, Shapeshifter, Sticky Fingers, Peking Duk, Suicideboys, Macky Gee, Pnau, Sheck Wes, Katchafire.

Migos were scheduled to perform, however pulled out of the festival and were replaced with Sheck Wes and Rich The Kid.

30,000 attended the event making it New Zealand's largest festival.

South
Bay Dreams South 2019 launched on 4 January 2019. It featured Tash Sultana, Shapeshifter, Sticky Fingers, Peking Duk, Suicideboys, Macky Gee, Pnau, Katchafire.

20,000 attended this first event making it the largest festival in the South Island.

2020
Bay Dreams 2020 took place in Tauranga on January 2 and in Nelson on January 4. Both events featured headlining act Tyler, The Creator, as well as Skepta, Yelawolf, Ocean Alley, Gunna, Cordae, and more.

2021
Bay Dreams 2021 was held in Tauranga on 3 January and in Nelson on 5 January. Both events featured headlining DJ sets from Peking Duk, Sub Focus, and Dimension among others.

They also featured sets from artists and bands such as EarthGang, HP Boyz, Dave Dobbyn, Katchafire, Home Brew, Melodownz, and more. The Nelson event also featured a set from L.A.B.

2022
The 2022 event was eventually cancelled in light of the ongoing COVID-19 Pandemic.

The line-up included: Netsky, Chase & Status, Tash Sultana, Hybrid Minds, Blindspott, and more.

2023
The upcoming 2023 Bay Dreams event is slated to occur, 3 January (Mount Maunganui) and 5 January 2023 (Nelson).

The line-up includes: Diplo, Denzel Curry, Freddie Gibbs, Hybrid Minds Outlines, ONEFOUR, KOVEN, SG Lewis, Sticky Fingers and more.

References

External links
Bay Dreams website

Electronic music festivals in New Zealand
Music festivals established in 2016
Summer events in New Zealand

redpajama_set_name: RedPajamaWikipedia


For the first time, a female public radio executive will head the Radio Television Digital News Association.
Amy Tardif, news director for WGCU(FM), Fort Myers, Fla., is the chair-elect to head the association in 2013–14, according to the Fort Myers News-Press. She was elected by her peers at the association's annual meeting this week.
According to WGCU, Tardif has been the station's news director 12 years and has won numbers local, state, regional and national awards for reporting, including a Peabody award in 2011.
Noncommercial WGCU broadcasts from the campus of Florida Gulf Coast University.


Daybreak Magnolia is covered in stunning fragrant rose cup-shaped flowers with pink overtones held atop the branches in mid spring before the leaves. It has green foliage throughout the season. The large pointy leaves turn coppery-bronze in fall. The fruit is not ornamentally significant.
Daybreak Magnolia is a deciduous tree with a narrowly upright and columnar growth habit. Its relatively coarse texture can be used to stand it apart from other landscape plants with finer foliage.
Daybreak Magnolia will grow to be about 30 feet tall at maturity, with a spread of 10 feet. It has a low canopy with a typical clearance of 3 feet from the ground, and should not be planted underneath power lines. It grows at a medium rate, and under ideal conditions can be expected to live for 50 years or more.


I took an advanced level stats course, but it is not within the required time frame. Can an exception be granted for me? No. The School of Nursing faculty has determined that the course must have been taken within a specific number of years, depending on the program.
For MEPN: Beginning with the 2017 application cycle, statistics must be from within three years of the application deadline.
For the Master of Science program: Completion of an introductory college-level statistics course must be from within five years of UCSF entry. A recent course is desirable.
For the MS-HAIL program: Completion of an introductory college-level statistics course must be from within five years of UCSF entry. A recent course is desirable.
For the PhD program: Completion of a statistics course must be from within three years of UCSF entry. A recent course is desirable.
For the DNP program: Completion of a statistics course must be from within three years of the application deadline.
Can the statistics course be a graduate level course? Yes.
If I took a research class in which a portion of the content involved statistics, will that meet this requirement? No.
Can I take a certificate course through StraighterLine, Ed2Go, or similar organizations for ACE or other credit equivalents? No. We will require that you provide an official transcript showing that you completed a course for college credit.
If I took a statistics or quantitative research methods course for psychology, business, environmental science, public health, or other field, will it be acceptable? Almost certainly; if you have questions about a specific course, you may send a syllabus or course description to [email protected] for approval.
Any suggestions on a course? Here are some places to begin: California Virtual Campus is a great resource that lists online courses offered at colleges and universities in California. Before you sign up for a course be sure to find out if it offers college credit that will appear on a transcript at an accredited college or university. We also know of students who have been in your situation who took online courses at Excelsior College, UCB Extension, University of Massachusetts, and/or University of Phoenix.
What about taking an equivalency exam? If you are just outside of the recency requirement, or you feel that you possess a current, working knowledge in statistics, an equivalency exam is a less than ideal but still serviceable solution for those who need to pass statistics for college credit. Be aware that it is entirely self-directed study and requires an in-person exam.


TWO studies aimed at addressing Robinvale's housing shortage are under way amid concerns the town's population is severely underestimated.
Swan Hill Rural City Council (SHRCC) Mayor Ann Young admitted Robinvale's true population was "difficult to get a handle on", with results of the most recent Census data claiming the town has a population of just 3313.
"We believe the Census results are not reflecting the actual number of people living in the Robinvale area, which is challenging when seeking appropriate levels of government investment in things like health, education and emergency services for the community," Cr Young said.
SHRCC director development and planning Heather Green told Sunraysia Daily last year she estimated figures to be between 5000 and 6000.
"There's no way (3313 people) is accurate," Ms Green said. "We suspect the biggest reason the Census data is so incorrect is because people are choosing not to participate, for whatever reason.
"It could be that they are legitimate workers, but they're coming from countries where there's a fear of authority – we suspect it's just avoidance of being recorded on a Census.


Om, Mani, Padma, Hum is one of the most ancient mantras (thinking tools) known. It's purpose is to assist the mind in perceiving the process of life and the underlying control networks of becoming.
For those familiar with fractals, a mantra is like a fractal seed and a fractal formula combined.
With iteration of the mantra, combined with deep thought about the multitude of meanings associated with each sound, a pattern begins to form in the pixels of our mind becoming more interesting, colorful and resolved with each iteration.
The pattern created by this mantra has an immediate, obvious, and powerful meaning. It is what we are, why we are, how we are, and knowing we are. In that order.
The "words" are not words as we normally think of them but rather basic human sounds linked to key relationships within the nested network of communications creating our being. They are the sounds of our becomming - from moment to moment and from the beginning of life on earth to now.
As with all mantras, each "word" in the phrase is a focal point for a complex, holistic concept.
Think the word, flood your mind at the same time with the concept, complete with all the shades and colors of emotion and knowledge you can bring to focus within this sound.
As you learn more about each concept, you add to the texture, the relief, the depth and duration of the experience. It is like saying the name of a loved one and letting yourself be instantly aware of all that you know about your loved one, complete and whole and full of life. The greater your knowledge and your love, the more profound the impact of the name.
Om, Mani, Padma, Hum is a complex mantra. A spiral progression of concepts. The basic progression of existence, the mantra applies to every living being, to thoughts, to language, even to suns and galaxies.
The more you know about each word, the deeper the impact of your thinking or saying the word.
The more you know about the relationship between the words, the more universal and powerful the mantra becomes.
The more you integrate the 4 focal points into one whole sonic phrase, the more vivid and clear the vision of the thread of awareness in chaos.
You can mess it up, too. Easily. Just saying the words is meaningless. Despite what some people think, saying Om or chanting it or singing it has no "power" at all.
It is true, however, that the sound itself amplifies the Mantric power of the word. It has an actual physiological effect on the human nervous system. But it only becomes a mantra if the tool is used. A hammer is just a hunk of metal attached to a bit of dead tree unless someone picks it up and uses it to hammer something. And the way someone uses a hammer depends on their knowledge and training and intentions.
A hammer can also have meaning without being used, providing the people involved know what it is, where it is, and what it can do. The power behind the mantra is the same power behind the hammer.
So what are the concepts associated with this ancient and powerful mantra? There is an excellent book about this, "Foundations of Tibetan Mysticism" listed in the references. A good analysis, if a bit heavy on the ancient analogies.
Here are the general concepts to focus on when saying or thinking the mantra.
Universality of being. Focus on your own being. Close your eyes and feel the reality of your own being. From this center, become aware of the flow of information, elements, energy in towards you, entering you, forming your being. The image of coming together. Love.
Changing. The intercommunication of Mind with the flow of information, elements, and energy, changing their relationships to create your being. Focus on the process of choice, of selection, the purposeful blending of the flow of information, elements, energy. Feel the being selecting, choosing, becoming aware. The image of fulfillment, success. Joy.
Directionality. The unfolding of mind as it realizes new relationships on different levels, selects pathways, moves from the center outward, unfolds out into all the layers of relationships, extending change beyond the focus of your being into larger relationships and layers of becoming. The image of unfolding, releasing, flowing out of the being. Peace.
Integration and realization. Observing the effects of the the first three phases on different levels of relationships and from these observations creating seeds of choice, understandings, that transcend cycles, manifest time, reproduction, learning, and evolution. The image of watching, reflecting, evaluating. Harmony.
Learn about Om Mani Padma Hum in action in American Samoa including instructions on how to do the Om Mani Padma Hum exercise yourself.
Words and Mind in New Caledonia; an integrated view of Om Mani Padma Hum with the evolution and control of language. Another example of doing the exercise, linked with related exercises.
The Mantra is Diagramed, and mapped in This Magic Sea in the section begining with the Torus and ending with the Chart of the Thread of Awareness in Chaos.
Onwards to using the mantra in your own exercises!


text:
Перистеро̀на () е село в Кипър, окръг Пафос. Според статистическата служба на Република Кипър през 2001 г. селото има 198 жители.

Намира се на 9 км южно от Полис.

Източници

Селища в окръг Пафос


Judgments against real estate come in a variety of forms. If a judgment is obtained in a superior court against an individual, it becomes an automatic lien on all their real estate in that county. When that property is sold, the lien has to be paid off at closing by the escrow officer, also known as a limited practice officer (LPO).
An LPO's nightmare is dreaming that it's midnight, a closing is at 8:30 a.m. the next morning and she hasn't started the title search. What a relief when she wakes up realizing it was only a bad dream. Actually every once in a while an LPO does look at the prelim' only to pinch herself, thinking, "This can't be happening to me." There's nothing like a little surprise judgment. Or, how about a mortgage still on the record and paid off but never satisfied? Try this: back in 1946 the property was sold on a bill of sale. LPOs love a challenge, don't they?
The Pedersens filed a Chapter 7 bankruptcy, listing the judgment. Subsequently a Writ of Execution was issued and the sheriff levied on the Pedersen's real estate. Pedersen filed a motion to quash the sheriff's sale on the basis that the bankruptcy discharged the judgment. The trial court ruled that the judgment had never been perfected as a lien against the Pedersen's real estate because of the misspelling.
The end result for Wilson Sporting Goods is that they failed to perfect their judgment against the Pedersens, and they had the equivalent of an unsecured debt which was discharged in the bankruptcy.
Interesting . . . Brush up on your spelling skills, so you don't lose what you thought was a secured interest. How do you spell that? Johnson or Johnston? Jenson or Jensen? Benson or Bensen? Richard or Richards? MacDonald or McDonald? It makes a difference.


text:
[Google Cloud Storage](https://cloud.google.com/storage/) ([docs](https://cloud.google.com/storage/docs/json_api/)) allows you to store data on Google infrastructure with very high reliability, performance and availability, and can be used to distribute large data objects to users via direct download.

- [google-cloud-storage API documentation](https://googleapis.dev/ruby/google-cloud-storage/latest)
- [google-cloud-storage on RubyGems](https://rubygems.org/gems/google-cloud-storage)
- [Google Cloud Storage documentation](https://cloud.google.com/storage/docs)

## Quick Start

```sh
$ gem install google-cloud-storage
```

## Authentication

This library uses Service Account credentials to connect to Google Cloud services. When running on Compute Engine the credentials will be discovered automatically. When running on other environments the Service Account credentials can be specified by providing the path to the JSON file, or the JSON itself, in environment variables.

Instructions and configuration options are covered in the [Authentication Guide](https://googleapis.dev/ruby/google-cloud-storage/latest/file.AUTHENTICATION.html).

## Example

```ruby
require "google/cloud/storage"

storage = Google::Cloud::Storage.new(
  project_id: "my-project",
  credentials: "/path/to/keyfile.json"
)

bucket = storage.bucket "task-attachments"

file = bucket.file "path/to/my-file.ext"

# Download the file to the local file system
file.download "/tasks/attachments/#{file.name}"

# Copy the file to a backup bucket
backup = storage.bucket "task-attachment-backups"
file.copy backup, file.name
```

## Enabling Logging

To enable logging for this library, set the logger for the underlying [Google API Client](https://github.com/google/google-api-ruby-client/blob/master/README.md#logging) library. The logger that you set may be a Ruby stdlib [`Logger`](https://ruby-doc.org/stdlib-2.4.0/libdoc/logger/rdoc/Logger.html) as shown below, or a [`Google::Cloud::Logging::Logger`](https://googleapis.dev/ruby/google-cloud-logging/latest) that will write logs to [Stackdriver Logging](https://cloud.google.com/logging/).

If you do not set the logger explicitly and your application is running in a Rails environment, it will default to `Rails.logger`. Otherwise, if you do not set the logger and you are not using Rails, logging is disabled by default.

Configuring a Ruby stdlib logger:

```ruby
require "logger"

my_logger = Logger.new $stderr
my_logger.level = Logger::WARN

# Set the Google API Client logger
Google::Apis.logger = my_logger
```

## Supported Ruby Versions

This library is supported on Ruby 2.3+.

Google provides official support for Ruby versions that are actively supported
by Ruby Core—that is, Ruby versions that are either in normal maintenance or in
security maintenance, and not end of life. Currently, this means Ruby 2.3 and
later. Older versions of Ruby _may_ still work, but are unsupported and not
recommended. See https://www.ruby-lang.org/en/downloads/branches/ for details
about the Ruby support schedule.

## Versioning

This library follows [Semantic Versioning](http://semver.org/).

## Contributing

Contributions to this library are always welcome and highly encouraged.

See the [Contributing
Guide](https://googleapis.dev/ruby/google-cloud-storage/latest/file.CONTRIBUTING.html)
for more information on how to get started.

Please note that this project is released with a Contributor Code of Conduct. By
participating in this project you agree to abide by its terms. See [Code of
Conduct](https://googleapis.dev/ruby/google-cloud-storage/latest/file.CODE_OF_CONDUCT.html)
for more information.

## License

This library is licensed under Apache 2.0. Full license text is available in
[LICENSE](https://googleapis.dev/ruby/google-cloud-storage/latest/file.LICENSE.html).

## Support

Please [report bugs at the project on
Github](https://github.com/googleapis/google-cloud-ruby/issues). Don't
hesitate to [ask
questions](http://stackoverflow.com/questions/tagged/google-cloud-platform+ruby)
about the client or APIs on [StackOverflow](http://stackoverflow.com).

redpajama_set_name: RedPajamaGithub


DescriptionCity Telecom DIALER is a Mobile VoIP dialer application that allows to make VoIP calls from any of the Android devices and it uses 3G/Edge/Wi-Fi. City Telecom DIALER is a Mobile VoIP dialer application that allows to make VoIP calls from any of the Android devices and it uses 3G/Edge/Wi-Fi Internet. CITY-TELECOM (OP)GLAXY & SAMSUNG PLATINUM NEW Version 4- MAY- FOR REGISTRATION PROBLEM: PLZ REMOVE DIALER, DOWNLOAD .
10 Mar City Telecom Specialty is Bd Grey & India White Good Sound % City Telecom Platinum Dialer http:///chnewtestament.com View the profiles of people named My Telecom Dialer. Join Facebook to connect with My Telecom Dialer and others you may know. City-telecom Dialer. View the profiles of people named M:tel Dialer. Join Facebook to connect with M: tel Dialer and others you may know. Facebook gives City-telecom Dialer.
HOME · ALL DIALER · Dialer ডাউনলোট করেন · Contact / ঠিকানা · Support: [email protected] · KSA > · BD > · ডুবাই. CITY-TELECOM dialer is a mobile app for Android. The CITY-TELECOM dialer helps users make international calls easier from an Android phone. The applic. 10 Feb - 5 min - Uploaded by Omor Tel Mobile Dialer Reseller For Uae,Ksa,Libya,Oman,Qatar,Kuwait and so With following Mobile. City Soft Dialer is a very easy and user friendly Windows Phone dialer for Mobile VoIp call. User may charge through their telecom operators for data services. Download the Shepon Telecom Dialer at Aptoide now! ✓ Virus and Malware free ✓ No extra costs.
Welcome to Airson Telecom. A Smarter Way To Communicate · Airson Telecom Presents. it's State Of The Art Telephone Mobile Dialer. SMS. ERP. About Us. 53 Predictive Dialer Support jobs available on chnewtestament.com Customer Service a dialer system. You have years of providing day-to-day operational support on a telecom system or predictive dialer system,. . Techshed - Foster City, CA. 45 Dialer Engineer jobs available on chnewtestament.com job title, keywords or company, city, state, or zip Additionally, the Telecom Systems Engineer provides infrastructure support and testing for system patching, hardening, and. iTel Mobile Dialer · iTel Dialer Plus · iTel Hybrid Dialer · iTel Call Through Dialer · iTel PC Dialer · iTel Byte Saver · iTel Switch · iTel Billing · iTel Data Backup.


The date of the 2019 Multihull Solutions Multihull Boat Show & Open Day has just been announced at the Gold Coast Sales Centre. Mark the date in your diary and come along to this free event designed to educate, inform and inspire.
Set at our "Out-of-Water Boat Show" at The Boat Works in Coomera, you will be able to check out an extensive range of quality new and pre-owned sail and power multihulls at your leisure. Compare different makes and models, find out which size will suit you and learn more about how to get on the water sooner.


text:
China's amazing "horizontal skyscraper" opens to visitors
By Adam Williams
The Crystal measures 300 m (984 ft) in length and is supported in place by four skyscrapers
CapitaLand
View 10 Images
Visitors begin their tour of Raffles City Chongqing's Crystal on the ground floor with an exploration-themed exhibition created in collaboration with National Geographic
Zhang Kun Kun
The Crystal is part of the larger US$4.8 billion Raffles City Chongqing project designed by Moshe Safdie that consists of a total of eight skyscrapers
Visitors to the Crystal reach the elevator by passing through a corridor that plays with optical illusions
Tan An Bing
Visitors arrive at the Crystal to find an exhibition focused on the future possibility of humans living on Mars
The Crystal contains a small pocket park
The Crystal's pocket park is home to 120 trees
The Crystal is located at a height of 250 m (820 ft)
Zhu Wenqiao
The Crystal's open-air viewing point features a glass floor
Peng Yong
The Crystal's glass-bottomed observation deck offers views of Chongqing and of the Yangtze and Jailing rivers meeting
Jiang Ji Hang
View gallery - 10 images
Construction work is still ongoing on China's massive Raffles City Chongqing project but its most notable feature, the "horizontal skyscraper," has now opened to visitors. The stunning skybridge boasts a park and a glass-bottomed observation point.
The US$4.8 billion Raffles City Chongqing is designed by Moshe Safdie and consists of a cluster of eight skyscrapers. Four of the towers hold the horizontal skyscraper structure, which is officially named the Crystal, in place at a height of 250 m (820 ft). The Crystal itself measures 300 m (984 ft) in length and its weight comes in at a considerable 12,000 tons – much of the structure had to be painstakingly hoisted into position using cranes with engineering help from Arup.
Visitors to the Crystal's Exploration Deck, as the viewing area is named, begin their journey on the ground floor with an exhibition made in collaboration with National Geographic that details the history and development of Chongqing. An express elevator takes just over 50 seconds to reach the top and, once the doors open, visitors are greeted with another exhibition that imagines a future life on Mars.
A pocket park is next, before the tour culminates with the open-air Exploration Deck itself. This viewing point has a transparent glass floor and offers excellent views of the city and two nearby rivers converging. Elsewhere in the Crystal will be a members-only clubhouse with two swimming pools, restaurants and bars, but these are still being finished and are due to open in the coming months.
If you're in the area and would like to check out the view in person, tickets are priced at RMB180 (about US$25).
Source: CapitaLand
ArchitectureBuilding and ConstructionSkyscrapersChinaNew Atlas Audio
Adam Williams
Adam scours the globe from his home in Spain in order to bring the best of innovative architecture and sustainable design to the pages of New Atlas. Most of his spare time is spent dabbling in music, tinkering with old Macintosh computers and trying to keep his even older VW bus on the road.
Matt Fletcher June 5, 2020 06:45 AM
Similar to Singapore's "Park in the Sky" only twice as high and longer but not as fun (missing the infinity pool, casino and restaurants.)
paleochocolate June 5, 2020 03:11 PM
Too bad this will be in ruins in a few years.
CAVUMark June 6, 2020 11:57 PM
It is amazing what the Chinese are able to accomplish.
Brian M June 7, 2020 02:46 AM
Does beg the question is this really the way we want to work, live and play post COVID-19?


text:
A Tintin és a Nap temploma (eredeti cím , ) 1969-ben bemutatott francia–belga rajzfilm, amely Hergé azonos című képregény-sorozata alapján készült. Az animációs játékfilm rendezője Eddie Lateste, a producere Raymond Leblanc. A forgatókönyvet Jos Marissen, Eddie Lateste, László Molnár és Michel Régnier írták, a zenéjét François Rauber szerezte. A mozifilm a Belvision és a Dargaud Films gyártásában készült, a Gaumont forgalmazásában jelent meg. Műfaja kalandfilm.

Franciaországban 1969. december 13-án mutatták be a mozikban, Magyarországon két szinkronos változat is készült belőle, amelyekből az elsőt az MTV2-n 1992. augusztus 20-án, a másodikat a Duna TV-n a Tintin kalandjai című filmsorozatként 2005. december 28-án vetítették le a televízióban.

Cselekmény

Szereplők

Televíziós megjelenések

Jegyzetek

Források

További információk

1969 filmjei
Francia rajzfilmek
Belga rajzfilmek
Svájci rajzfilmek
Francia kalandfilmek
Belga kalandfilmek
Svájci kalandfilmek
Francia misztikus filmek
Belga misztikus filmek
Belga képregényekből adaptált filmek


text:
Q: Drawing mirrored bitmaps in android I'm trying to learn how to make an animated sprite in android and couldn't figure out how to go about organising my bitmaps. I have a sprite sheet of my character walking to the Right: a bitmap of five copies of a character, equally spaced (every 45px), in a walk cycle.
I planned to draw each frame by drawing a tiny section of my sprite sheet bitmap at a time by going:
Rect sourceRect = new Rect(0, 0, 45, 75);
canvas.drawBitmap(spriteSheetBitmap, sourceRect, new Rect(0, 0, 45, 75), null);

Then for the next frames, increment  "sourceRect.x" by 45, then redraw and so forth.
However, I'm now not sure how to go about making my sprite walk to the Left. I had initially thought I could just mirror my rectangle that I am drawing from to get a flipped picture. Something like:
sourceRect = new Rect(45, 0, 0, 75);

which doesn't seem to work (not sure what actually happens here, but nothing gets drawn to my surface).
Searching online, it seems I should make a copy of my original bitmap, mirror it with a transform matrix, then use that bitmap for drawing when walking to the left. However I've also found implementations where many smaller bitmap objects get created out of the original sprite sheet, stored (and transformed for the mirrored motion), then used as needed.
So I'm wondering what would be the best in this case or if there is really any difference (performance/memory):
Method 1: Load in my original sprite sheet, make a new bitmap instance, mirror it,, then calculate all the rectangles and use those + two entire sheets to draw from (admittedly there is some extra bitmap space where the sprite sheet is unused).
Method 2: Load in my original sprite sheet, for every frame create a new two bitmap objects (1 mirrored, 1 normal) and store those to draw from.
Method 3: Other better ways?

A: Method 2 would be way too expensive, and you don't need a canvas to flip a bitmap. Simply create another bitmap with a Matrix applied, like so:
BitmapDrawable flip(BitmapDrawable d)
{
    Matrix m = new Matrix();
    m.preScale(-1, 1);
    Bitmap src = d.getBitmap();
    Bitmap dst = Bitmap.createBitmap(src, 0, 0, src.getWidth(), src.getHeight(), m, false);
    dst.setDensity(DisplayMetrics.DENSITY_DEFAULT);
    return new BitmapDrawable(dst);
}

A: To draw a vertical mirrored bitmap bmp on a canvas:
Matrix m = new Matrix();
// Mirror is basically a rotation
m.setScale( -1 , 1 );
// so you got to move your bitmap back to it's place. otherwise you will not see it
m.postTranslate(canvas.getWidth(), 0);
canvas.drawBitmap(bmp, m, p);

A: To mirror your sprite simply apply the following transform on the Canvas: scale(-1, 1). You will have to offset the sprite by its width too.


text:
The Faithful Artist
A Vision for Evangelicalism and the Arts
Studies in Theology and the Arts
by Cameron J Anderson
Arts/Creativity
The tension between Christianity and the arts is often real.
But it also offers a false dichotomy. Many Christian artists think that they must choose between their faith and their artistic calling.
Drawing upon his experiences as both a Christian and a practicing artist, Cameron J. Anderson explores the dynamics of faith and art in this latest volume in IVP Academic's Studies in Theology and the Arts series.
Tracing the relationship between evangelicalism and modern art in postwar America—two entities that often found themselves at odds with each other—Anderson raises several issues that confront artists. With skill, sensitivity and insight, he considers questions such as the role of our bodies and our senses in our experience of the arts, the relationship between text and image, the persistent dangers of idolatry, the possibility of pursuing God through an encounter with beauty and more.
Throughout this study, Anderson's principal concern is how Christian artists can faithfully pursue their vocational calling in contemporary culture. Readers will find here not only an informed and thoughtful response, but also a vision that offers guidance and hope.
"Cam Anderson has read a lot of good books and that's part of what makes this book so rich and rewarding. But, far more importantly, this book represents a lifelong engagement with the arts and a deep faithfulness to Anderson's roots in the evangelical church. So this is a personal book in the best possible sense. It is, to quote Eugene Peterson, evidence of 'a long obedience in the same direction.'"
Gregory Wolfe, editor, Image
"Cam Anderson's vision inspires, challenges and encourages me. He is wise about creativity, faithful about imagination and provocative about beauty. We are invited into a deeper humanity and a greater faithfulness to the Artist who made us. I am so grateful for this book and believe many other readers will be too!"
Mark Labberton, president, Fuller Theological Seminary
"This is a thoughtful, remarkable book that will help evangelical Christians face their history of shunning modern art. As a convinced follower of Jesus Christ, Anderson lovingly laments the past evangelical practice of pitting binary opposites against one another: soul against body, word against image, church ministry against being an artist. Anderson shows how the millennia of church history and a fresh biblical stance can overcome these polarities. Through his writing, which is extremely well researched and gives evidence of many years of wide reading, he convincingly shows how visual culture can be central to piety and how artistry is a worthy occupation for believers. This work is exciting, people friendly, deeply faithful and wise."
Calvin Seerveld, professor emeritus of philosophical aesthetics, Institute for Christian Studies, Toronto
"From the perspective of his longtime dual residency in both the modern art world and the evangelical church, my good friend Cam Anderson is uniquely qualified to lead evangelicals and artists to understand and love one another. As I encountered a wide range of modern art in his book (Manet, Monet, Newman, Rothko, Warhol, Pollock and many others) I experienced a sense of wonder at the power and elegance of work that I had not noticed or appreciated before. For Christians seeking an aesthetic adventure in the modern art world and for Christian artists working to fulfill their God-given vocation, this book provides excellent guidance from one who is a faithful Christian and a gifted artist."
Walter Hansen, professor emeritus of New Testament interpretation, Fuller Theological Seminary, author of commentaries on the New Testament, coauthor of Through Your Eyes
"Cam Anderson's The Faithful Artist is the most probing analysis ever written on the roots of the negative attitude of twentieth-century evangelicals toward the visual arts. Anderson knows evangelicalism from the inside. What greatly enhances his analysis is that it is set within the context of a broad, deep and sympathetic understanding of developments in the world of the visual arts in the twentieth century. The book reaches its climax with an eloquent, biblically based appeal to evangelicals to engage the visual arts, both as creators and as viewers. We have needed this very book for a long time."
Nicholas Wolterstorff, Noah Porter Professor Emeritus of Philosophical Theology, Yale University, senior research fellow, Institute for Advanced Studies in Culture, University of Virginia, honorary research professor, Australian Catholic University
"In The Faithful Artist Cam Anderson extends an intellectual welcome to readers who may feel that modern and contemporary art are an exclusive party, a private conversation for an artistic elite. By skillfully unpacking cultural factors leading to the modernist rejection of traditional artistic forms, he reveals some of the reasons for art's estrangement from educated laypersons. Anderson then clarifies for Christians why art still matters in the midst of tensions between traditional religious belief and modern aesthetic sensibility—issuing a compelling call for artists to rediscover their accountability and calling within the body of Christ, broken afresh for the life of the world. Additionally he makes a vital argument for why the church needs art and artists, providing genuine answers for how these might once again find their way into healthy communion with one another."
Bruce Herman, Lothlórien Distinguished Chair in Fine Arts, Gordon College
"In this detailed overview and synthesis, Cameron Anderson opens up the mysteries of contemporary art, describing how works of art may operate as lenses through which to view the seen and unseen within culture. This illuminating book allows the double foci on faith and art to converge, introducing us to the worldview of the Ultimate Artist."
Luci Shaw, poet, writer in residence, Regent College, author of Thumbprint in the Clay
"An engaging and carefully researched summation of where Christian faith and visual art have been and where they may be headed. Artists are invited to take a seat at a wedding feast where binary opposition withers and an enriched complexity emerges. Observing how conviction and restless longing coexist in 'the faithful artist,' Anderson sets out to illuminate a way forward."
Lynn Aldrich, artist, Guggenheim Fellow
1. A Double-Consciousness
2. The Body They May Kill
3. Secular Sirens
4. Be Careful Little Eyes What You See
5. A People of the Book and the Image
6. A Semblance of a Whole
7. The Music of the Spheres
8. An Aesthetic Pilgrimage
Read an excerpt from IVP's Fall 2016 Academic Catalog.
Download the Press Kit.
The Beauty of God
Culture Care
Contemporary Art and the Church
Created and Creating
ABOUT Cameron J. Anderson
Cameron J. Anderson (MFA, Cranbrook Academy of Art) is an artist and the executive director of Christians in the Visual Arts (CIVA). Prior to joining CIVA, he served on the staff of InterVarsity Christian Fellowship for thirty years, most recently as the national director for graduate and faculty ministries. He lectures frequently on the arts, media, advertising, and contemporary culture, and he coedited, with Sandra Bowden, Faith and Vision: Twenty-five Years of Christians in the Visual Arts.
BY Cameron J. Anderson