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The Golden Triangle Regional Library Consortium (GTRLC) welcomed 17 new libraries this week as the Mid-Mississippi Regional Library System and the Columbus-Lowndes Public Library System joined ranks with 23 other libraries in the consortium.
During a contract signing on March 7, Dr. Mark Keenum, Mississippi State University President, welcomed the new libraries and thanked the directors and board members for their confidence in the MSU Libraries and for their vision and commitment to providing the best possible service and resources to their patrons.
The Mid-Mississippi Regional Library System serves Mississippi’s Attala, Holmes, Leake, Montgomery and Winston counties, while the Columbus-Lowndes Public Library System manages collections for the communities of Columbus, Artesia, Crawford, and Caledonia, Mississippi.
“This is a very exciting time for our patrons and for what our library system can offer to the citizens of Attala County,” said Richard Greene, Executive Director of the Mid-Mississippi RLS. “This library resource sharing consortium will bring the collections of 38 libraries to the finger tips of our Attala County customers.”
“Being a member of the GTRLC means that we can bring a world of information to the citizens of Lowndes County,” said Alice Shands, Director of the Columbus-Lowndes Public Library System. “No longer are Lowndes County citizens limited to only the informational resources we can afford to purchase. Membership in the GTRLC provides an exponential increase in the amount of information our patrons may now access.”
The GTRLC was established in 1993 as a means of increasing the sharing of resources (access to one database which would contain all of the holdings within the Golden Triangle area) and automation costs as well as the sharing of technical expertise. The mission of the Consortium is to provide a central database that customers can utilize to provide easy access to resources available in the Golden Triangle Region. Building upon the success of the venture between charter members Mississippi State University and Mississippi University for Women, the Consortium continues to impact libraries and provide exceptional service to its members.
“We are very pleased to have the Columbus-Lowndes Library System and the Mid-Mississippi Regional Library System join the GTRLC,” said MSU Libraries Administrator of Systems, Stephen Cunetto. “With these additions, the Consortium, the only one of its kind in the State, now includes 40 libraries, including academics, publics, and school libraries.”
Since its establishment, Starkville High School, Tombigbee Regional Library System, Oktibbeha – Starkville Public Library, and the East Mississippi Community College Libraries have joined the consortium. Training and ongoing development and support for the Consortium is handled by the Mississippi State University Libraries.
For more information on the Golden Triangle Regional Library Consortium, please visit library.msstate.edu/GTRLC.
Mayor Bill de Blasio announces that the City of New York has reached a tentative contract agreement with the Uniformed Superior Officers Coalition, marking the administration’s first contracts with uniformed unions. Blue Room, City Hall. Tuesday, December 9, 2014. Credit: Demetrius Freeman/Mayoral Photography Office.
This photograph is provided by the New York City Mayoral Photography Office (MPO) for the benefit of the general public and for dissemination by members of the media. The photograph may not be manipulated in any way and may not be used in commercial materials, advertisements, emails, products or promotions that in any way suggests approval or endorsement of the City of New York, the Mayoral administration, or the de Blasio family without prior consent from the MPO (PhotoOffice@cityhall.nyc.gov). Any use or reprinting of official MPO photographs must use the following credit language and style: “Photographer/Mayoral Photography Office”, as listed at the end of each caption.
Driving Contract for Teens - The Parent Teen Driving Agreement is for Teens to Learn the Rules of Roads and Family also.
Adrianne Day
Division Chief
ACC CIO/G6
U.S. Army
Sergeant
Hebrew and Arabic Linguist/Intelligence Analyst
Fort Meade, MD
2001
Little Gem, a company owned by the proprietor of Go Goodwins, was awarded the contract to operate the Cheshire East Council supported 391/392 Macclesfield to Stockport routes from 22 June 2020. Three new Alexander Dennis Enviro 200 MMCs with Little Gem branding were acquired for this contract and entered service on 6 July 2020. One of these was 1949 (YX20 OGW), photographed leaving Macclesfield bus station on 12 September 2020.
The sculpture next to the bus by artist Andrew Smith was commissioned by Cheshire County Council and symbolises Macclesfield's silk manufacturing history, containing elements of a weaving loom.
Mazzali ha fornito l’arredo degli uffici della MAGNANI, azienda leader nelle soluzioni per l’imballo.
( armadio e madia 900, finitura laccato all’acqua, chiave Yale )
Mazzali furnished the executive offices of the new headquarter of MAGNANI, located in Parma, leader company in packaging solutions
( 900 wardrobe, water lacquered finish, Yale key )
So next week I start at a large cell phone company doing some stuff. I just thought you might want to know :-)
Hello ladies and welcome to the judging panel.
Let's talk about our prizes:
☆ A 1 year contract with Fashion Models managment.
☆ A campaign with LUSH cosmetics.
☆ A cover of Beauty in: CHIC.
☆ A cover and a three page spread in CHIC magazine.
☆ A dedication photo.
This week you got paired into two groups and you shot a campaign for Le Specs. This was an important photoshoot because it will decide which five will go to our overseas destination. Speaking of that, I will reveal the destination right now.
You will be going to.....
Would Elyse, Xion and Dani please step forward? Here's your best shot....
GROUP 1: www.flickr.com/photos/bratzzebra/13953586908/
Overall, this is an AMAZING photo. The idea is just so good and I love how the three of you look together. It's flirty, girly but still very cool and modern. Let's judge you individually....
Xion: I really like your pose, even though you're in the water you are still posing H to T. I'm very impressed.
Dani: This is beautiful. I love how high fashion you look and I can see your photo individually in like Harper's Bazaar.
Elyse: I like it, one of your better photos. However, it's a bit too posey for me. Otherwise, it's beautiful!
GROUP 2: www.flickr.com/photos/dollie_3_luver/14182687011/
This is a cool photo, I like how you all are looking as a group but you still pose with a lot of space in between so you all get your spotlight.
Camil: I really love your face here, you look fresh and your looks is perfect for Le Specs. I HATE the dress though, it doesn't work at all.
Leah: I love your face here Leah, you look elegant but it's quirky at the same time. One of your best photos by far.
Tiana: I really like royal blue on you Tiana. For the first time, you can pull off the more quirky and interesting look instead of the elegant look you usually have in your photos. I like it alot!
Terrin: This is beautiful, I love how quirky and modern this is aswell. Your hair looks amazing. The only thing is that is it too quirky compared to the rest of the girls?
So ladies, when I call you back I will announce which 5 of you will be going overseas...
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Welcome back ladies. I've made up my mind. I've reviewed your body of work in this competition and this will be a random COO. HOWEVER, the girl who did the best this week will be going overseas and she will be the first girl called. So that girl is........
1. DANI! Congratulations, you did amazing this week.
The next name I'm going call, is she safe or is she going home?
Would TIANA please step forward?
Tiana you are........
Next up is XION.
Xion you are.....
Next girl up is CAMIL.
Camil you are.......
Next up is LEAH....
Leah you are.....
Would Terrin and Elyse please step forward....
The two redheads, both of you has had your up and downs in this competition. But only ONE of you will be going overseas.
Elyse you are......
Which means that Terrin you are.......
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Camil and Elyse, I'm SO sorry. It's been a pleasure having the both of you, you both are so beautiful and talented and I know you will be big without BNDM. Goodluck and goodbye. <3
These guys haul it all. They have contracts with a lot of the big waste companies in southern California.
Civic Center, Manhattan, New York City, New York, United States
The underground interior of the IRT subway system is among the most important aspects of the New York City subway system.
In recognition of the historic and artistic significance of the IRT system, portions of 12 of the original 45 underground stations built under Contracts 1 and 2 of the IRT system are being designated an Interior Landmark. Designed by the architectural firm of Heins & LaFarge in conjunction with Chief Engineer William Barclay Parsons, these stations vividly represent the artistic character of the IRT system, now celebrating its Diamond Jubilee.
The subway system of New York is only 75 years old, but proposals for an underground rapid transit system to alleviate traffic congestion in New York had been put forward as early as the 1860s. In 1864 the Metropolitan Railway Company was incorporated; the intent was to build an underground railway. Because of political opposition and the competition for franchise rights, the scheme was not successful. Between 1868 and 1870 Alfred Ely Beach , inventor and editor of Scientific American, secretly constructed a subway to be operated by pneumatic power beneath Broadway between Murray and Warren Streets.
While it proved a popular novelty, Beach's subway ultimately failed due to the opposition of Boss Tweed and lack of financing to expand the subway tunnel. Instead of underground system, elevated steam railroads were built, beginning in 1868, which quickly spanned important sections of Manhattan and Brooklyn.
The New York State Legislature created a Rapid Transit Commission in 1891 to explore the possibility of a subway system. To meet the problem of construction costs, the City of New York was authorized in the Rapid Transit Act of 1894 to issue bonds and enter into contract with a private corporation to build and operate an underground railroad.
Although several years of delay and litigation followed, a contract was finally let by the City on October 11, 1899, to the Rapid Transit Subway Construction Company, formed by John B. McDonald with the financial backing of banker August P. Belmont, Jr. Belmont created the Interborough Rapid Transit Company in 1902 to lease the subway from the City and to operate it for fifty years.
The 1899 contract called for the construction of a subway system according to the route and plan that had been devised by William Barclay Parsons . Parsons, who had received his engineering training at Columbia University, had begun his career with the New York, Lake Erie & Western Railroad and had written several books on railroad problems.
In 1891 Parsons had been appointed deputy chief engineer of the Rapid Transit Commission and in 1894 he had been named Chief Engineer. Parsons devised a subway route in 1895 which was revised in 1897. It began with a loop under City Hall, went up the east side of Manhattan along Lafayette Street and Fourth Avenue to Grand Central Station at 42nd Street, then went west to Times Square and turned north along Broadway to 96th Street; there it branched into two lines leading to the Bronx. Construction began in March 1900.
A second contract extended the route south from City Hall into Brooklyn where it terminated at the Long Island Railroad Terminal at Flatbush and Atlantic Avenues. Work was begun on this section of the route in 1902.
The construction methods and station plans were determined by the engineers of the Rapid Transit Commission working under Parsons, but a consulting architect was sought to design the decoration of the underground stations, the control houses, and the kiosks of the subway, and a search committee was appointed in 1901. The firms of Carrere & Hastings and Robert Gibson were considered, but on March 7, 1901, the firm of Heins & LaFarge was selected.
George L. Heins and Christopher Grant LaFarge both received their architectural training at the Massachusetts Institute of Technology under the supervision of French-born and -trained Eugene, Letang. LaFarge, the son of the noted painter John LaFarge, then worked in the architectural office of Henry Hobson Richardson, while Heins acquired experience in Minneapolis and St. Paul.
The two formed an partnership in 1886, which continued until Heins' death in 1907. They are best remembered for their ecclesiastical architecture, especially the Cathedral of St. John the Divine in New York. Winning the competition for the cathedral design in 1891, they served as architects for the first phase of construction.
Among their other major church designs are the Fourth Presbyterian Church and Parsonage at West End Avenue and 9 3rd Street in New York and St. Matthew's Roman Catholic Cathedral in Washington D.C. They also designed residences for prominent people in New York and Washington.
In 1899 the firm began to design buildings for the New York Zoological Gardens in the Bronx. There were no obvious prototypes for such buildings, so the architects chose modified classical designs, ornamented with appropriate animal motifs.
Perhaps through the influence of August Belmont, Jr., for whom the the firm had designed a chapel in the Cathedral of St. John the Divine, the architects received the subway contract in 1901. They were faced with a problem similar to that in the Zoological Gardens— devising an architecture for which there was no obvious historical prototype.
The artistic treatment of the subway stations had been only dealt with in very general terms previous to the appointment of the consulting, architects. In 1891 the Report of the Rapid Transit Commission stated that every effort should be made "in the way of painting and decoration to give brightness and cheerfulness to the general effect" of the stations.
The IRT contract of 1899 specified white or light-colored tiles or enameled brick for the station walls, except where color was to be "introduced for architectural effect."
Parson had undertaken a study of European transit systems which he issued in 1894. In it he discussed various aesthetic features and treatments of those systems, and they in turn affected his planning of the New York system.
As designed by Parsons and his engineers, the underground stations are of two basic types: local, with platforms located outside the tracks adjacent to the tunnel walls; and express, with island platforms between the local and express tracks. Local platforms south of 96th Street were 200 feet long, while express platforms and local platforms north of 96th Street were 350 feet long.
The stations built under Contract 2 have platforms of the local type, but these were also 350 feet long.
The City Hall station with its single looped track has a short curved platform. Entrance areas, also known as control areas, provide access to the platforms. While most of these are on the same level as the platforms and close to the surface of the street, some control, areas are located on a mezzanine above the platforms.
The stations are constructed of steel beams five feet between centers with jack-arch concrete roofs and either straight or jack-arch concrete walls. The side walls of the stations are of four-inch thick brick separated by a one-inch air space from the outer structural walls. Cast-iron columns placed at fifteen-foot intervals carry the station roofs. Floors are of three-inch thick concrete graded to drain into catch basins.
While this basic construction was the responsibility of the engineers, the artistic treatment and decoration of the stations were the responsibility of the architects, subject to the final approval of Parsons, who delegated authority to D.L. Turner, assistant engineer in charge of stations for the Rapid Transit Subway Construction Company.
It seems certain that Parsons influenced certain aspects of the decorative scheme. As carried out in New York there are similarities to the decorative scheme of the Paris Metro stations which had favorably impressed Parsons.
The architects devised a decorative scheme which had certain features in common for each station but incorporated distinctive elements to give each station its own identity. A sanitary cove base joins the floor and the side wall with its two and a half foot wainscoting of buff-colored Roman brick or rose-colored marble, completed by either a brick or marble cap.
Above the wainscoting the wall is covered with three by six inch white glass or glazed tile. Classically-derived moldings of glazed terra cotta or faience 10 form cornices near the ceiling level. The wall is divided into 15-foot panels, corresponding to the spacing of the platform columns, by colored encaustic mosaic tile or by brick or marble bands, and faience plaques designating the name of the station are set at 15-foot intervals in the cornice or frieze.
These plaques are often in the form of symbols which have some local association with the station. Large name tablets of mosaic or faience are set into the middle of the wall panels. Not only variations in symbols and name treatment but also variation in color, made possible by the use of faience and mosaic tile, help make each station distinct.
This use of color aroused favorable comment from architectural critic Herbert Croly. The general treatment of the entrance areas at platform level is similar.
The City Hall station, because of its role in serving the seat of New York City government, was conceived as being of special importance. As such it has a unique design. When the IRT plan called for City Hall as the southern terminus of the route , the station was planned with four tracks on a loop to allow for train turnaround.
However, with the 1898 plan to extend the line to Brooklyn -, changes were made in the City Hall station plan to provide a single loop track for the use of local trains, while express trains by-passed the station.
The unique feature which gives City Hall station its distinctive quality is the use of thin-shell timbrel vaults constructed according to the methods perfected and patented by Rafael Guastavino .
Guastavino, a Catalan who immigrated to the United States in 1881 with his son Rafael , had become, by 1900, the foremost engineer with the construction of thin-shell masonry vault systems in the United States. Using methods he had learned in his native Catalonian region of Spain, Guastavino perfected the vaulting system to a high art, devising special tiles and mortars for vault construction.
As devised by Guastavino the system consisted of a series of timbrel vaults composed of broad terra-cotta tiles laid with the curve of the vault in two or more layers and held together by mortar. Such vaults were very quick to construct for they did not require centering, falsework, or scaffolding.
Heins & LaFarge had previously utilized the Guastavino vaulting system for the main crossing of the Cathedral of St. John the Divine.
The curve of the vaults is ideally suited to the curved configuration of the station as it follows the single loop track. The vaults are constructed of white mat-finished tiles with contrasting green and brown glazed tiles at the edges of the vaults.
The younger Rafael Guastavino was especially interested in the development of ornamental and colored ceramic tile for Guastavino vaults. Leaded-glass skylights are placed in three of the vaults as well as in the Guastavino vault over the entrance area. The platform floors are constructed of poured concrete, and Roman brick forms the wainscoting and the wall surfaces within the curves of the vaults.
A marble wainscot cap is provided. Decorative faience plaques in brown, blue, and white with the inscription "City Hall" are set in the side walls. A large name tablet adorns the arch above the wide staircase leading from the platform to the entrance area. Two narrower staircases lead from the entrance area to the street level.
All components of City Hall station except the tracks are encompassed by this designation. The station has been closed to regular transit traffic since December 31, 1945, when trains and cars became too long to be accommodated by the curved platform. It is still used as a turnaround loop for No. 6 trains, and the station can be visited on tours.
Weekend TRACK WORK at West Hyattsville Station at 2700 Hamilton Street in Hyattsville MD on Saturday afternoon, 20 July 2013 by Elvert Barnes Photography
Men At Work Series / Track Workers from GW Peoples Contracting
For more info regarding 19 - 21 July 2013 Weekend Metro Track Work visit WMATA Metro News Release at www.wmata.com/about_metro/news/PressReleaseDetail.cfm?Rel...
Mazzali furnished the executive offices of the new headquarter of MAGNANI, located in Parma, leader company in packaging solutions
( 900 wardrobe, water lacquered finish, Yale key )
Tarmac Volvo FM 450 eight wheel insulated tipper unloading on a Kier contract at Tudor road primary school at Sudbury
Project Management Team signing project contract.
From Left to Right: David Dow (Diamond Schmitt Artchitects), Darren Becks (St. Jerome's University), Art Winslow (Graham Construction).
The Grand Cherokee's origins date back to 1983 when American Motors Corporation (AMC) was designing a successor to the Jeep Cherokee. Three outside (non-AMC) designers—Larry Shinoda, Alain Clenet, and Giorgetto Giugiaro—were also under contract with AMC to create and build a clay model of the Cherokee XJ replacement, then known as the "XJC" project. However, the basic design for the Cherokee's replacement was well under way by AMC's in-house designers and the 1989 Jeep Concept 1 show car foretold the basic design.
The Grand Cherokee thus became the first Chrysler-badged Jeep product. Development work for the new Jeep model continued and Chrysler's employees (after the 1987 buyout of AMC) were eager for a late-1980s release date; however, CEO Lee Iacocca was pushing for redesigned Chrysler minivans, thus delaying the Grand Cherokee's release until late 1992 as an Explorer competitor. Unlike the Explorer, the Grand Cherokee utilized monocoque (unibody) construction, whereas the Explorer was a derivative of the Ranger pickup with a separate body-on-frame.
When it was first introduced in April 1992 as an early 1993 model year vehicle, the Grand Cherokee only had one powertrain choice: the 4.0 L AMC-derived straight-six engine that made 190 horsepower (193 PS; 142 kW). This became the "volume" engine for the Grand Cherokee.
In 1997, for the 1998 model year, a variant of the top-level Grand Cherokee Limited, the "5.9 Limited" was introduced. Jeep ads claimed it to be the "world's fastest sport utility vehicle", verified by third-party testing. The primary improvements in the 5.9 Limited version included a 245-horsepower (248 PS; 183 kW) 5.9 L OHV V8 engine, heavy-duty 46RE automatic transmission.