For Families Struggling with Mental Illness, Carolyn Wolf Is a Guide in the Darkness





When a life starts to unravel, where do you turn for help?




Melissa Klump began to slip in the eighth grade. She couldn’t focus in class, and in a moment of despair she swallowed 60 ibuprofen tablets. She was smart, pretty and ill: depression, attention deficit disorder, obsessive-compulsive disorder, either bipolar disorder or borderline personality disorder.


In her 20s, after a more serious suicide attempt, her parents sent her to a residential psychiatric treatment center, and from there to another. It was the treatment of last resort. When she was discharged from the second center last August after slapping another resident, her mother, Elisa Klump, was beside herself.


“I was banging my head against the wall,” the mother said. “What do I do next?” She frantically called support groups, therapy programs, suicide prevention lines, anybody, running down a list of names in a directory of mental health resources. “Finally,” she said, “somebody told me, ‘The person you need to talk to is Carolyn Wolf.’ ”


That call, she said, changed her life and her daughter’s. “Carolyn has given me hope,” she said. “I didn’t know there were people like her out there.”


Carolyn Reinach Wolf is not a psychiatrist or a mental health professional, but a lawyer who has carved out what she says is a unique niche, working with families like the Klumps.


One in 17 American adults suffers from a severe mental illness, and the systems into which they are plunged — hospitals, insurance companies, courts, social services — can be fragmented and overwhelming for families to manage. The recent shootings in Newtown, Conn., and Aurora, Colo., have brought attention to the need for intervention to prevent such extreme acts of violence, which are rare. But for the great majority of families watching their loved ones suffer, and often suffering themselves, the struggle can be boundless, with little guidance along the way.


“If you Google ‘mental health lawyer,’ ” said Ms. Wolf, a partner with Abrams & Fensterman, “I’m kinda the only game in town.”


On a recent afternoon, she described in her Midtown office the range of her practice.


“We have been known to pull people out of crack dens,” she said. “I have chased people around hotels all over the city with the N.Y.P.D. and my team to get them to a hospital. I had a case years ago where the person was on his way back from Europe, and the family was very concerned that he was symptomatic. I had security people meet him at J.F.K.”


Many lawyers work with mentally ill people or their families, but Ron Honberg, the national director of policy and legal affairs for the National Alliance on Mental Illness, said he did not know of another lawyer who did what Ms. Wolf does: providing families with a team of psychiatrists, social workers, case managers, life coaches, security guards and others, and then coordinating their services. It can be a lifeline — for people who can afford it, Mr. Honberg said. “Otherwise, families have to do this on their own,” he said. “It’s a 24-hour, 7-day-a-week job, and for some families it never ends.”


Many of Ms. Wolf’s clients declined to be interviewed for this article, but the few who spoke offered an unusual window on the arcane twists and turns of the mental health care system, even for families with money. Their stories illustrate how fraught and sometimes blind such a journey can be.


One rainy morning last month, Lance Sheena, 29, sat with his mother in the spacious family room of her Long Island home. Mr. Sheena was puffy-eyed and sporadically inattentive; the previous night, at the group home where he has been living since late last summer, another resident had been screaming incoherently and was taken away by the police. His mother, Susan Sheena, eased delicately into the family story.


“I don’t talk to a lot of people because they don’t get it,” Ms. Sheena said. “They mean well, but they don’t get it unless they’ve been through a similar experience. And anytime something comes up, like the shooting in Newtown, right away it goes to the mentally ill. And you think, maybe we shouldn’t be so public about this, because people are going to be afraid of us and Lance. It’s a big concern.”


Her son cut her off. “Are you comparing me to the guy that shot those people?”


“No, I’m saying that anytime there’s a shooting, like in Aurora, that’s when these things come out in the news.”


“Did you really just compare me to that guy?”


“No, I didn’t compare you.”


“Then what did you say?”


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The fine line between legitimate businesses and pyramid schemes









Controversy is again casting a shadow over the multilevel marketing industry, as nutritional supplement company Herbalife Inc., which has thousands of distributors in the Chicago region, has been publicly called a pyramid scheme by a prominent investor — an allegation the company vigorously denies.


Meanwhile, a different multilevel marketer, Fortune Hi-Tech Marketing, was shut down in recent weeks after a lawsuit was brought by regulators and several states, including Illinois, alleging the company scammed consumers out of $169 million. The scheme affected an estimated 100,000 Americans, including some in Chicago, where it targeted Spanish-speaking consumers, the Federal Trade Commission alleged.


Most people outside the industry might have only a vague notion about multilevel marketing, also called network marketing and direct selling. It often involves personal sales of cosmetics, wellness products or home decor items — or as critics flippantly call it, "pills, potions and lotions" — usually sold through product parties hosted by friends or relatives.





For sellers, the companies offer the appeal of starting a business on the cheap with little training, working from home and being their own boss, if only for part-time money. Some might recruit friends and family to become sellers, which augments their own commissions and gives them a shot at the six-figure compensation many such marketing companies tout but few distributors attain.


The largest multilevel marketing companies, often known as MLMs, are household names: Avon, Mary Kay, Pampered Chef and Amway. MLMs have annual sales of about $30 billion, with about 16 million people in the United States selling their products, according to the industry group Direct Selling Association, which represents these firms and others.


The recent controversies might raise the question: What's the difference between a legitimate multilevel marketing company and an illegal pyramid scheme, in which only people who get in first — at the top of the pyramid-like structure — make money and everyone else is a dupe?


The harshest critics maintain there is no difference, that there's no such thing as a legitimate MLM and that the industry's secrets stay safe because of a cultlike mentality and a blind eye of regulators.


Jon M. Taylor, who was once a seller for an MLM company, said he has studied the industry for 18 years and analyzed more than 500 MLM companies. He maintains the website MLM-thetruth.com and offers a free e-book there.


"I have not yet found a good MLM — a good MLM is an oxymoron," Taylor said.


He said all MLM companies have the same flaw: They depend on endless chains of recruiting new members.  "There is no more unfair and deceptive practice than multilevel marketing," Taylor said.


Tracy Coenen, a forensic accountant and fraud investigator with Sequence Inc. in Chicago and Milwaukee, is author of the Fraud Files Blog. She is also a critic.


"Multilevel marketing companies are pyramid schemes that the government allows to operate," said Coenen. "The only difference is that Herbalife, or any multilevel marketing company, has a tangible product that they use to make their pyramid appear legitimate."


The Direct Selling Association says MLMs are legitimate businesses, and that the group has about 200 members carefully screened by the organization to ensure they are not pyramid schemes and don't use deceptive practices.


The Federal Trade Commission agrees there are legitimate MLMs. The difference between a legitimate business and pyramid scheme comes down to products.


If the company and its distributors make money primarily from the sale of products to end-users (and not boxes of product accumulating in a distributor's garage), it's OK.


By contrast, a pyramid scheme compensates those at the top of the pyramid with participation fees paid by those recruited at the bottom. It eventually collapses when the scheme can't recruit more people.


But identifying a pyramid scheme can be difficult because MLMs typically have product sales, along with recruitment fees and recruitment incentives.


"It gets cloudy when you have a situation where you have fees being paid for both," said Monica Vaca, assistant director of the FTC's division of marketing practices. "It's very nuanced."


While prosecuting an MLM can seem somewhat of a judgment call, cases have a common factor: deceptive promises about how much money distributors will earn, Vaca said.


In the Fortune Hi-Tech Marketing case filed last month, C. Steven Baker, director of the FTC's Midwest region, said, "These defendants were promising people that if they worked hard they could make lots of money. But it was a rigged game, and the vast majority of people lost money."





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Blizzard wallops Northeast, thousands without power








A blizzard slammed into the northeastern United States on Friday, snarling traffic, disrupting thousands of flights and prompting five governors to declare states of emergency in the face of a fearsome snowstorm.

Forecasters warned that about 2 feet of snow would blanket most of the Boston area with some spots getting as much as 30 inches. New York was due to get about a foot in some areas, while heavy snowfall was also expected in Connecticut and Maine.


Winds were blowing at 35 to 40 miles per hour (56 to 64 km per hour) by Friday afternoon and forecasters expected gusts up to 60 mph as the evening wore on.

Driving conditions were treacherous. Massachusetts Governor Deval Patrick took the rare step of announcing a ban on most car travel starting Friday afternoon, while Connecticut Governor Dannel Malloy closed the state's highways to all but emergency vehicles.

As the evening wore on and the snow piled up, mass transit was also affected.

In New York City, transit officials said "suspensions in service remain a strong possibility," and Metro-North Railroad suspended some of its commuter rail service at 10 p.m.

The Long Island Rail Road partially suspended service on its Montauk branch.

The blizzard left about 10,000 customers along the East Coast without power, and some 3,500 flights were canceled.

"We're seeing heavier snow overspread the region from south to north," said Lance Franck, a meteorologist with the National Weather Service in Taunton, Massachusetts, outside Boston. "As the snow picks up in intensity, we're expecting it to fall at a rate of upwards of two to three inches per hour."

Early Friday evening, officials warned that the storm was just ramping up to full strength, and that heavy snow and high winds would continue through midday on Saturday. The governors of Massachusetts, Rhode Island, Connecticut, New York and Maine declared states of emergency and urged people to stay indoors.

In many cases, authorities ordered non-essential government workers to stay home, urged private employers to do the same, told people to prepare for power outages and encouraged them to check on elderly or disabled neighbors.

People appeared to take the warnings seriously. Traffic on streets and ridership on public transportation was significantly lighter than usual on Friday.

"This is a very large and powerful storm, however we are encouraged by the numbers of people who stayed home today," Boston Mayor Thomas Menino told reporters.

In New York City, Mayor Michael Bloomberg suggested the storm created an opportunity to relax and catch up on sleep.

Even so, the storm caused a few accidents, including a 19-vehicle pile-up outside Portland, Maine, that sent one person to the hospital.

In addition to Friday's cancellations, more than 1,200 flights scheduled for Saturday were scratched, according to the website FlightAware.com.

The storm also posed a risk of flooding at high tide to areas still recovering from Superstorm Sandy last October.

"Many of the same communities that were inundated by Hurricane Sandy's tidal surge just about 100 days ago are likely to see some moderate coastal flooding this evening," said Bloomberg.

Brick Township in New Jersey had crews out building up sand dunes and berms ahead of a forecast storm surge, said Mayor Stephen Acropolis.

Travel became more difficult as the day progressed.

Amtrak suspended railroad service between New York, Boston and points north on Friday afternoon.






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TV drama captures public angst at “Made in Japan” decline






TOKYO (Reuters) – A Japanese electronics firm near bankruptcy, a ruthless Chinese rival and a laid-off engineer feature in a popular TV drama that is hitting a public nerve in a nation fretting over the decline of a once-admired manufacturing model.


A weaker yen due to Prime Minister Shinzo Abe‘s expansionary economic policies has lightened some of the gloom for exporters, but NHK public TV’s “Made in Japan” serial reflects a deep angst about an ailing manufacturing sector that was once key to Japan’s success and a source of national pride.






The 3-part drama, which ends on Saturday, covers a secret “restructuring” team’s race against a 3-month deadline to come up with a survival plan for “Takumi Electric” – the name means “artisan” in Japanese – before the bank pulls the plug.


Standing in their way are a Japanese engineer who goes to work in China after being laid off when his lithium-ion battery project was frozen – possibly taking proprietary technology with him – a clueless corporate president given his job by his founder father and a reporter desperate for a scoop.


All of which resonates for many Japanese as they watch once iconic electronics firms – Sony, Panasonic and Sharp come to mind – lose global share to South Korean and Chinese rivals, and wonder what will replace lost manufacturing jobs and drive future economic growth.


“During the period of rapid economic growth after World War Two and even after the bursting of the (1980s) asset bubble, manufacturing … was a source of economic strength,” said Hisao Inoue, a freelance journalist who advised NHK on its script.


“‘Monozukuri’ (‘the making of things’) was a source of pride for Japan,” he told Reuters. “But that has changed and Japan has lost self-confidence.”


BUSINESS BUZZ


The show has won more than respectable Saturday evening ratings of over 10 percent, and created a buzz among business executives and bankers, with some wondering if it cuts too close to the bone with its portrayal of a firm – however fictional – on the edge.


“The performance is a bit melodramatic, but in a sense, it reflects reality,” said one Japanese banker.


The program’s chief producer Ren Takahashi said the story turned out more realistic than imagined when NHK began work on it two years ago. “The economy was bad then, but we didn’t think the electronics industry would be in such trouble,” he told Reuters, adding “Takumi” was a composite of companies symbolizing Japan rather than being based on one firm.


“There’s no easy solution to the problems of ‘Made in Japan’ … but we want to end it in a way that gives hope.”


The day before last week’s second episode, government data showed employment in Japan’s manufacturing sector dropped below 10 million for the first time in half a century.


“Japanese have great anxiety about the huge shift in power in East Asia to China on both the security and economic level,” said Jeffrey Kingston, director of Asian Studies at Temple University’s Japan campus. “The (TV) drama is a window into Japan’s collective anxiety about its apparent economic decline.”


Behind the melodrama, the story raises a deeper question: just what is Japan’s famed “monozukuri” ethos and can it survive global competition and world-wide supply chains?


“Monozukuri” is a complex concept that implies craftsmanship and superb quality but with an undertone of rote learning of skills through repetition – a talent key during the era of mass manufacturing but one critics say is not conducive to the innovation Japan needs now.


“It’s been drilled into people for years and years that this is what got Japan back after World War Two,” said Philip Brasor, a media critic who often writes about Japanese society through the prism of TV.


“Inevitably, it all changed. But they still think they can recapture that.”


(Additional reporting by Emi Emoto; Editing by Ian Geoghegan)


TV News Headlines – Yahoo! News





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In Nigeria, Polio Vaccine Workers Are Killed by Gunmen





At least nine polio immunization workers were shot to death in northern Nigeria on Friday by gunmen who attacked two clinics, officials said.




The killings, with eerie echoes of attacks that killed nine female polio workers in Pakistan in December, represented another serious setback for the global effort to eradicate polio.


Most of the victims were women and were shot in the back of the head, local reports said.


A four-day vaccination drive had just ended in Kano State, where the killings took place, and the vaccinators were in a “mop-up” phase, looking for children who had been missed, said Sarah Crowe, a spokeswoman for the United Nations Children’s Fund, one of the agencies running the eradication campaign.


Dr. Mohammad Ali Pate, Nigeria’s minister of state for health, said in a telephone interview that it was not entirely clear whether the gunmen were specifically targeting polio workers or just attacking the health centers where vaccinators happened to be gathering early in the morning. “Health workers are soft targets,” he said.


No one immediately took responsibility, but suspicion fell on Boko Haram, a militant Islamist group that has attacked police stations, government offices and even a religious leader’s convoy.


Polio, which once paralyzed millions of children, is now down to fewer than 1,000 known cases around the world, and is endemic in only three countries: Nigeria, Pakistan and Afghanistan.


Since September — when a new polio operations center was opened in the capital and Nigeria’s president, Goodluck Jonathan, appointed a special adviser for polio — the country had been improving, said Dr. Bruce Aylward, chief of polio eradication for the World Health Organization. There have been no new cases since Dec. 3.


While vaccinators have not previously been killed in the country, there is a long history of Nigerian Muslims shunning the vaccine.


Ten years ago, immunization was suspended for 11 months as local governors waited for local scientists to investigate rumors that it caused AIDS or was a Western plot to sterilize Muslim girls. That hiatus let cases spread across Africa. The Nigerian strain of the virus even reached Saudi Arabia when a Nigerian child living in hills outside Mecca was paralyzed.


Heidi Larson, an anthropologist at the London School of Hygiene and Tropical Medicine who tracks vaccine issues, said the newest killings “are kind of mimicking what’s going on in Pakistan, and I feel it’s very much prompted by that.”


In a roundabout way, the C.I.A. has been blamed for the Pakistan killings. In its effort to track Osama bin Laden, the agency paid a Pakistani doctor to seek entry to Bin Laden’s compound on the pretext of vaccinating the children — presumably to get DNA samples as evidence that it was the right family. That enraged some Taliban factions in Pakistan, which outlawed vaccination in their areas and threatened vaccinators.


Nigerian police officials said the first shootings were of eight workers early in the morning at a clinic in the Tarauni neighborhood of Kano, the state capital; two or three died. A survivor said the two gunmen then set fire to a curtain, locked the doors and left.


“We summoned our courage and broke the door because we realized they wanted to burn us alive,” the survivor said from her bed at Aminu Kano Teaching Hospital.


About an hour later, six men on three-wheeled motorcycles stormed a clinic in the Haye neighborhood, a few miles away. They killed seven women waiting to collect vaccine.


Ten years ago, Dr. Larson said, she joined a door-to-door vaccination drive in northern Nigeria as a Unicef communications officer, “and even then we were trying to calm rumors that the C.I.A. was involved,” she said. The Iraq and Afghanistan wars had convinced poor Muslims in many countries that Americans hated them, and some believed the American-made vaccine was a plot by Western drug companies and intelligence agencies.


Since the vaccine ruse in Pakistan, she said, “Frankly, now, I can’t go to them and say, ‘The C.I.A. isn’t involved.’ ”


Dr. Pate said the attack would not stop the newly reinvigorated eradication drive, adding, “This isn’t going to deter us from getting everyone vaccinated to save the lives of our children.”


Aminu Abubakar contributed reported from Kano, Nigeria.



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Rosenthal: Chevrolet restores style to Impala name








Because a brand embedded in our subconsciousness can find a space in our garage, the Impala endures.


About 16 million Chevys named for an African antelope have hit the road since 1958. And even though the one you recently returned to the airport rental lot bore little resemblance the one whose "giddy-up" the Beach Boys sang of a half-century ago, General Motors is betting the bloodline still can claim hearts.


A revamped 10th-generation 2014 model is now on display at the just-opened 105th Chicago Auto Show as a prelude to its dealership debut in a few weeks, a bid to re-establish its good name.






"It's always been a great brand name," Russ Clark, director of Chevrolet marketing, said alongside one of the made-over Impalas on the Auto Show floor at McCormick Place. "In fact, when we did research on the name, we found Impala is one of the strongest in terms of consideration and favorable opinion of any name in the industry. A lot of that is heritage. A lot of it is the fact that people say, 'I know people who have had them, and everybody loved them.'"


The brand has been ubiquitous for decades, even if you don't remember the Beach Boys immortalizing the vintage growl of a "four-speed dual-quad Posi-Traction 409" or how Robert Blake's 1970s TV tough guy Baretta drove a rusted-out Impala from '66, the era when Chevrolet could move about 1 million Impala sedans and station wagons a year. My own first car was a four-door V-8 '72 Impala, a powerful and roomy hand-me-down whose weather-beaten body — like the brand's identity — clearly had seen better days by the late '70s and early '80s.


More recent Impalas have hardly been the stuff of song, and it's hard to imagine them inspiring nostalgia. They've been too dully utilitarian to be iconic.


Nonetheless, although sales have slowed, it has been the overall best-seller among big sedans. Three-quarters of those sales have been as fleet vehicles for corporate salespeople, government agencies and rental companies. That means the premium has been on space, reliability and keeping costs down rather than the kind of panache and extras that might foster pride of ownership.


The goal of this Impala overhaul in both four- and six-cylinder iterations — drafting on similar nameplate revivals for models such as Ford's Taurus, Dodge's Charger and Chrysler's 300 — is to flip that 75-25 ratio of fleet sales to retail on its head.


"It makes perfectly good sense on General Motors' part to finally put some style back in the Impala," auto industry analyst Art Spinella, president of CNW Research, explained. "If you have a great brand name, to almost toss it off, treat it as an orphan and send it off to the fleet sales department with bland styling and cheap interiors, that's a disgrace. What they've done is kind of salvage themselves with this.


"It's finally dawned on General Motors that you can sell a consumer car to fleets, but you can't sell a fleet car to consumers. You always keep fleet cars (looking) relatively obscure and you keep the price way down, and that's what General Motors had been doing for years to keep the (Impala sales) volume up. Now they're taking another look. I don't think they've necessarily gone far enough, but it's a step in the right direction."


To wander through the vast Auto Show, which runs through Feb. 18, is to be reminded of how deeply many of us connect to vehicles, starting as children playing with toy trucks and cars. There's a teenage rite of passage when car keys and a license expand the world. Certain makes and models mesh with what played on their radios, the places traveled in them, the stage of life they marked.


That emotional bond doesn't form so easily with a mere box with wheels.


"What was it that made us fall in love with cars in the first place?" Henrik Fisker, executive chairman and co-founder of high-end hybrid carmaker Fisker Automotive, asked the crowd at Thursday's Economic Club of Chicago luncheon. "It struck me that most of us, when we really start to get our heart pumping about cars, it's usually not the cars of today. It's usually the cars of the '50s and '60s."


Road salt, slush and rain were my old '72 Impala's kryptonite. In time, its front bench seat reclined like a La-Z-Boy whenever I hit the gas because the floor beneath had rusted through. Whatever my affection for the vehicle, I could see the road we were on — literally and figuratively — both looking ahead and glancing down.


Thirty years after I traded it in for a sporty red Pontiac with seats that reclined only how and when I wanted, I would not have expected my old flame to generate much heat.


Carmakers, like most marketers, know that even when a brand is disconnected from what it once represented, it still can resonate. The new Impala is neither the muscular car of old nor the generic conveyance of late. Yet Impala means something to would-be buyers, and good or bad, it gives them something to measure this latest version against.


"They have equity in the name and you never get rid of a brand that has a good reputation," Spinella said. "Some people will buy it because it's an Impala. Some people won't. But they'll look at it because it's an Impala and they remember the Impala. It's easier to reintroduce a name than to introduce a name nobody knows."


I can still remember driving around with my friends with no particular place to go, a song on the radio about a horse with no name. If there was a tune about a nameless car, I don't recall it.


philrosenthal@tribune.com


Twitter @phil_rosenthal






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Chicago scandal leads to shake-up at red-light camera firm









The chairman of the Australian company behind Chicago's red-light program resigned this week and trading in the company's stock was suspended amid an intensifying investigation into allegations of corruption in its Chicago contract.

Redflex Holdings Ltd. announced the extraordinary actions just days after board members were briefed by an outside legal team hired to examine ties between the company's U.S. subsidiary and the city official who oversaw its contract, a relationship first disclosed in October by the Tribune.

In a brief statement Thursday to the newspaper, the company also revealed for the first time that it is sharing information with law enforcement authorities.

The internal probe found that company executives systematically courted former city transportation official John Bills with thousands of dollars in free trips to the Super Bowl and other sporting events, sources familiar with the investigation told the Tribune. The company also hid the extent of the improper relationship from City Hall after the newspaper's reporting last year forced Redflex to partially reveal its ties to Bills, sources said.

The internal probe and a parallel investigation by city Inspector General Joseph Ferguson are also raising more questions about the company's hiring of a longtime Bills friend who received more than $570,000 in company commissions as a customer service representative in Chicago, the sources said.

Bills did not return calls, but has adamantly denied any wrongdoing. "I would never have intentionally accepted a dime from Redflex, I wouldn't do that," he told the Tribune in October.

The latest developments run counter to the company's previous contentions that a whistle-blower concocted widespread accusations of internal wrongdoing and that a single company executive had mistakenly violated procedures by paying a one-time hotel tab for Bills. The reversal was acknowledged in a statement to the newspaper Thursday from the Australian company's CEO, who took over in September.

"Although the investigation is not over, we learned that some Redflex employees did not meet our own code of conduct and the standards that the people of the city of Chicago deserve," said Robert DeVincenzi, CEO of Redflex Holdings, the parent company of Phoenix-based Redflex Traffic Systems Inc.

"We are sharing information with law enforcement authorities, will take corrective action and I will do everything in my power to regain the trust of the Chicago community," DeVincenzi said.

Until the allegations were published by the Tribune, Redflex was positioned as a leading contender for Mayor Rahm Emanuel's new program to sprinkle the city with automatic cameras to tag speeders in school and park "safety zones." Emanuel's administration accused the company of covering up the wrongdoing allegations and disqualified it from bidding on the speed camera contract. Now the company faces the potential loss of its long-standing red-light program in Chicago, which has generated about $100 million for the company and more than $300 million in ticket revenue for the city.

The internal allegations were first made by a former Redflex vice president who wrote of the company's close relationship to Bills in a five-page internal memo emailed in 2010 to the Australian board of directors and obtained by the Tribune. In addition to making allegations about commissions to Bills' friend, the executive complained of "nonreported lavish hotel accommodations" for Bills.

The memo was addressed to Redflex Holdings board Chairman Max Findlay and sent overseas via email. Findlay and another board director, Ian Davis, were atop the list of recipients of the 2010 email.

The company announced both men's resignations in filings Wednesday to the Australian Securities Exchange, where Redflex is publicly traded.

Redflex did not indicate why the men were resigning. But on Thursday the company asked for and was granted by the exchange a four-day suspension of trading "until the earlier of 10 a.m. on Monday 11 February 2013 or an announcement being made."

"The trading halt relates to an update regarding financial aspects and the ongoing investigation in the USA," wrote company secretary Marilyn Stephens. The company did not elaborate on the trading action.

Redflex lawyers told the Tribune in October that a previous company-sponsored investigation by an outside law firm in 2010 found no wrongdoing but for a single hotel stay one top executive paid for Bills. Redflex Traffic Systems sent the executive vice president in question to "anti-bribery" training and revamped its expense accounting system, according to General Counsel Andrejs Bunkse.

Bunkse also said that neither Bills nor his friend the customer service representative were interviewed as part of the company's "exhaustive" three-week probe. He acknowledged the company's failure to notify the city of the allegations was a "lapse."

But in the wake of the newspaper's disclosure, the company announced it would pay for another outside review, this time by David Hoffman, a former city inspector general and federal prosecutor who is now a partner at the Chicago-based law firm Sidley Austin LLP.

Hoffman last week presented the audit committee of Redflex's board with a starkly different version of events, reporting that Bills received thousands of dollars in pricey hotel stays, including tickets to at least one Super Bowl and White Sox spring training trips over the course of many years, according to sources. Hoffman's report implicated company executives in the wrongdoing and recommended that some be fired, the sources said.

Bills, a self-acknowledged Sox fanatic, moonlighted as a clubhouse attendant for the team for several years, including the 2005 World Series season.

Many of the questions about Redflex's success in Chicago revolve around the friendship between Bills, who was a $138,000-per-year managing deputy commissioner for the city Transportation Department, and Marty O'Malley, who was retained by Redflex as its Chicago liaison at the outset of the red-light program in 2003.

Both Bills — a longtime precinct captain in the political organization of House Speaker Michael Madigan — and O'Malley have acknowledged their longtime friendship but said the relationship played no role in O'Malley's hiring and had no influence on Bills' management of the contract. "I have never taken a dime from Marty," Bills said in October. O'Malley did not return a telephone message Thursday.

After retiring from the city, Bills worked as a consultant for the Redflex-funded Traffic Safety Coalition. He also was appointed to an obscure Cook County board known as a haven for those with political clout but was forced to resign the $34,000 post after the Tribune's disclosures.

Redflex has been a multinational player in robotic traffic enforcement for two decades. Chicago, with more than 380 red-light cameras, has long been Redflex's largest contract in North America, but the company supplies more than 2,000 cameras nationwide, from Oregon to Florida.

Last year the company opened a new vein of potential business in the U.S. when it bought two companies involved in putting camera surveillance on school buses to ticket the drivers of cars who illegally pass the stopped vehicles.

The company listed its annual revenue as $146 million in 2012. The company's stock was trading at $2.10 per share in October but dropped to less than $1.50 on news of the Chicago allegations. It was trading at $1.67 on Wednesday before trading was halted. The Australian dollar is worth about $1.03 in U.S. currency.

dkidwell@tribune.com



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Ex-LA cop, murder suspect sent CNN anchor parcel






LOS ANGELES (AP) — Law enforcement officials are inspecting a package CNN’s Anderson Cooper received from a former Los Angeles police officer who allegedly killed three in a shooting spree.


CNN spokeswoman Shimrit Sheetrit said Thursday that a parcel containing a note, a DVD and a bullet hole-riddled memento were sent by Christopher Dorner and addressed to Cooper’s office.






LAPD Cmdr. Andrew Smith says LAPD robbery-homicide detectives will inspect the package for clues.


The package arrived Feb. 1, days before the first two killings Dorner is accused of.


It contained a note on it that read, in part, “I never lied.”


Dorner was fired from the LAPD in 2008 for making false statements.


A coin typically given out as a souvenir by the police chief was also in the package, and riddled with bullet holes.


Entertainment News Headlines – Yahoo! News





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Well: Old Age and Motorcycles Are a Dangerous Mix

If you’re over 40 and planning to hop on a motorcycle, take care. Compared with younger riders, the odds of being seriously injured are high.

That is the message of a new study, published this week in the journal Injury Prevention, which found that older bikers are three times as likely to be severely injured in a crash as younger riders.

The percentage of older bikers on the road is quickly rising, and their involvement in accidents is a growing concern. Nationwide, from 1990 to 2003, the percentage of motorcyclists over age 50 soared from roughly 1 in 10 to about 1 in 4. At the same time, the average age of riders involved in motorcycle crashes has also been climbing. Injury rates among those 65 and older jumped 145 percent from 2000 to 2006 alone.

Because of the increase in motorcycle ridership among older Americans, the researchers, led by Tracy Jackson, a graduate student in the epidemiology department at Brown University, wanted a closer look at their injury patterns. So she and her colleagues combed through a federal database of motorcycle crashes that were serious enough to require emergency medical care. That yielded about 1.5 million incidents involving motorcyclists 20 or older from 2001 to 2008.

The researchers then split them into groups: those in their 20s and 30s, another group between 40 and 59, and those 60 and older.

Over all, the study showed that injury rates for all three groups were on the rise. But the rise was steepest for the oldest riders. Compared with the youngest motorcyclists, those who were 60 and older were two and a half times as likely to end up with serious injuries, and three times as likely to be admitted to a hospital. The riders who were middle age were twice as likely as their younger counterparts to be hospitalized.

For older riders, the consequences of a collision were also especially alarming. Older and middle-aged bikers were more likely to sustain fractures and dislocations, and they had a far greater chance of ending up with injuries to internal organs, including brain damage.

The researchers speculated that it was very likely that a number of factors played a role in older riders’ higher injury rates. For one, declines in vision and reaction time may make older riders more prone to mistakes that end up in collisions. Another theory is that older riders tend to ride bigger bikes, “which may be more likely to roll or turn over,” Ms. Jackson said.

Then there is the greater fragility that comes with age. Older riders may be involved in the same types of accidents as younger riders, Ms. Jackson said, but in some cases, a collision that a 20-year-old would walk away from might send a 65-year-old to the hospital.

“Your bones become more brittle, and you lose muscle mass as you get older,” she said. “It could just be a matter of aging and the body being less durable.”

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New cars at Chicago Auto Show sip gasoline









The 105th Chicago Auto Show, which opens Saturday at McCormick Place, will feature the latest high-tech innovations, screaming muscle cars and drool-worthy exotics.

But the biggest head-turner may be a small black-and-white number affixed to the windows of the impossibly polished vehicles — the estimated miles per gallon. After years of high gas prices, fuel efficiency is becoming as sexy as horsepower for many car buyers, and a priority for manufacturers.

Driven by increased consumer demand and a federal mandate for automakers to dramatically improve fuel efficiency, new cars are averaging an all-time high of 24.5 mpg, up nearly 20 percent since 2008, according to a recent University of Michigan study. Those increases are most evident in a plethora of new high-mileage small cars, a fast-growing segment for the Big Three and beyond. But they are also reflected in everything from sports cars to pickup trucks, many of which are now sipping fuel with noteworthy restraint.

"Fuel economy is the No. 1 consideration for most consumers," said Michelle Krebs, a senior analyst with Edmunds.com. "They still may be buying a pickup truck, but they want the best fuel economy."

The once-beleaguered auto industry was on a roll last year, selling 14.5 million new vehicles in the U.S., a 13.4 percent increase from 2011, according to Autodata Corp. Analysts project sales could top prerecession levels by 2014, on the way back to an all-time high of about 17 million units.

Fuel economy should be breaking records every year from now until 2025, when federal standards will require automakers to average 54.5 mpg for all cars and light trucks. The higher-mileage standards have been in the pipeline since 2009 and were finalized in August. The first major milestone is coming in 2016, when vehicles must average 35.5 mpg.

Automakers are further along the road than it may seem. The federal mileage standards, called Corporate Average Fuel Economy (CAFE), use a more lenient methodology that includes laboratory testing, weighted sales and a variety of adjustments and credits to measure a manufacturer's overall fuel efficiency.

Employing a similar methodology, University of Michigan researchers calculated the industry's unadjusted CAFE number for January at 29.8 mpg, meaning the federally adjusted number would be even higher. Getting to 35.5 mpg by 2016 seems well within reach, according to some experts.

Auto analyst Alan Baum said the number of high-mileage vehicles offered by manufacturers has doubled since 2009. The trend goes beyond hybrids and electrics, with diesel and more fuel-efficient gas engines lifting car lines across the board. Baum wasn't afraid to break down the chicken-and-egg question as to what's behind the industry improvement in mileage.

"Without the standards, it wouldn't have occurred," he said. "But they wouldn't be meeting the standards if there wasn't consumer demand."

Those mileage gains were on display at the auto show preview Thursday.

Ford is introducing a 1.0-liter EcoBoost engine to the U.S. this year in its 2014 Fiesta that is projected to top 40 mpg on the highway and will be "the most fuel efficient, nonhybrid vehicle in North America," according to Liz Elser, a Ford spokeswoman.

The current-model Fiesta is priced about $14,000 and has been doing well, Elser said.

"Buyers in this segment, the No. 1 purchase reason is fuel economy, and it's very important to them," she said. "We want to deliver that to our customers in the best way we can. If we're coming in at 40 right now, we want to be able to improve on that."

At the Chrysler display, full-size 300 sedans advertised 31 mpg in large print across the front windshields. But leading the high-mileage roster for the manufacturer is the 2013 Dodge Dart, which began rolling off the assembly line in Belvidere in May. Built on a Fiat platform, it is the first compact offering for Chrysler in nearly a decade, luring new buyers to showrooms with sticker prices less than $20,000 and fuel economy upward of 41 mpg on the highway.

The company sold more than 7,000 Darts in January, its best month to date, and momentum is building, according to Chrysler spokeswoman Kathy Graham.

"We are pleased with the pace of sales," Graham said. "We're not the top seller in the segment — there are others that have been established in the compact car segment that sell more — but we're making progress each month as more and more people become aware that Dodge has an offering in the compact car segment."

A bright red, all-new 2014 Chevrolet Corvette Stingray looked fast even as it spun slowly on a turntable. The next-generation Corvette — the model has been the quintessential American sports car for 60 years — lives up to its legacy, capable of doing 0 to 60 in less than 4 seconds. But it also delivers surprisingly good gas mileage, getting upward of 28 mpg on the highway, according to a General Motors spokesman.

While the Corvette lags behind the Chevrolet Cruze Eco, which gets 42 mpg on the highway, it nonetheless achieves improved fuel efficiency without sacrificing performance through the use of lighter materials and a number of design innovations. Cruising on the highway, for example, the Corvette shuts down half its eight cylinders, waiting to kick back in on command.

"When it's rolling along on the highway, it will go from 6.2-liter V-8 to a 3.1-liter four-cylinder," said James Bell, head of consumer affairs for GM. "But when you ask for a little more power, completely imperceptibly, the other cylinders come back to life."

Bell said that even Corvette buyers care about mileage, especially if they use it as a commuter vehicle. But he said the improvements in fuel efficiency are a direct result of the more stringent federal standards coming down the road.

"We've got CAFE regulations that need to be met," he said. "While we'd love to sell a ton of these, it has to contribute to that CAFE. We can't have a car like this that gets 10 miles per gallon."

rchannick@tribune.com

Twitter @RobertChannick



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