plus 4, Eye on the consumer - CNN Money |
- Eye on the consumer - CNN Money
- Police shoot fleeing suspect - Honolulu Advertiser
- Toledo parade kicks off holidays - Toledo Blade
- Driver Beware: Rural Roads Are Deadliest - NPR News
- Oregon Killing: Iraq Veteran's Acquittal Linked to PTSD - Hartford Courant
Eye on the consumer - CNN Money Posted: 29 Nov 2009 04:46 AM PST NEW YORK (CNNMoney.com) -- Wall Streeters returning Monday after an almost five-day holiday weekend better be well rested: the week ahead brings an onslaught of reports on retailers, consumer spending and the jobs market. Financial markets were closed Thursday for Thanksgiving and Friday's half day was barely attended. Dubai's debt problems, a rallying dollar and a selloff in commodities dragged on stocks and may continue to exert pressure Monday. But tempering that will be what looks to be a mildly positive start to the holiday shopping period. Reports released over the weekend suggest that despite the brutal jobs market, decline in personal wealth and lingering worries about the economy, consumers are willing to spend if the deal is right. "So far, so good on Black Friday," said Karl Mills, chief investment officer at Jurika, Mills & Keifer. "But more important than what happens this weekend is what happens to the consumer longer term." This week also brings significant readings on manufacturing, housing and the labor market, with the big November jobs report from the government due at the end of the week. President Obama speaks Tuesday night about Afghanistan and Federal Reserve Chairman Ben Bernanke's confirmation hearing is Thursday. Retail: Initial reports and projections for Black Friday and the weekend show consumers have been taking advantage of deals on clothing, toys, electronics and entertainment. Best Buy (BBY, Fortune 500), Wal-Mart Stores (WMT, Fortune 500), Toys R Us and Amazon.com (AMZN, Fortune 500) are among the companies that are already benefiting. ShopperTrak, a retail analytic firm, said Black Friday sales were up 0.5% from last year. Cyber Monday, the first day back to work after the holiday, will also be scrutinized for signs that the consumer is participating at a critical time for the economy. Most economists believe the recession is over, thanks in part to copious amounts of fiscal and monetary stimulus. But an unemployment rate at a 26-year high of 10.2%, lower household income and a still-tight lending environment mean any recovery is likely to be tepid. Consumer spending fuels roughly two-thirds of economic growth and, with some of the government stimulus programs set to wind down, a still-reticent consumer could be a disaster. Slide or surge anew? Despite ongoing calls for a bigger selloff, the market has shown an amazing amount of resilience over the last 10 months, posting only slim declines during an otherwise strong, upward trek. Since closing at a 12-year low on March 9, the S&P 500 has gained just over 60%. Year-to-date, it's gained 21%. Yet, there is little to suggest a selloff is brewing as the year winds down. "There are only five weeks left in the year and we are likely to see a measured move up," said David Levy, portfolio manager at Kenjol Capital Management. "With only a few small corrections since March, the people who are still sitting on the sidelines are going to have to jump in," he said. Monday: Black Friday passes the torch to Cyber Monday, the big online shopping day that follows the long Thanksgiving weekend. The Chicago PMI, a regional read on manufacturing, is due out shortly after the start of trading. The index is expected to have fallen to 53 from 54.2 in October. Tuesday: The ISM Manufacturing index is the standout on a busy day for economic news. The index is expected to have fallen to 54.8 from 55.7 in October. Construction spending for October is expected to have fallen 0.4% after rising 0.8% in September. The pending home sales index for October is expected to have fallen 0.5% after rising 6.1% in the previous month. Also on tap: reports on November auto and truck sales. On Tuesday evening, President Obama is expected to announce his strategy on Afghanistan in a speech given at West Point, N.Y. (For a preview of what to look for, click here.) Wednesday: Payroll services firm ADP releases its survey on private-sector employment shortly before the start of trading. Employers in the private sector are expected to have cut 148,000 jobs from their payrolls in November, after cutting 203,000 in the previous month. Challenger, Gray & Christmas will also release its November report on planned job cut announcements in the morning. In the afternoon, the Fed releases its periodic "beige book" report on the economy. Thursday: The weekly jobless claims report from the Labor Department is due before the start of trading. Approximately 483,000 Americans are expected to have filed new claims for unemployment, up from 466,000 the previous week. Continuing claims - a measure of people who have been receiving benefits for a week or more - is expected to have risen to 5,517,000 from 5,423,000 the previous week. The nation's retailers release their sales figures for November in the early morning. The figures will include the critical Black Friday period. At 10 a.m. ET the Senate Banking Committee holds a confirmation hearing on Ben Bernanke's second term as Federal Reserve Chairman. The revised reading on third-quarter productivity, the third-quarter employment cost index and the November ISM services sector index are all due as well. Friday: The November employment report from the Labor Department is the biggest economic report of the week. Employers are expected to have cut 114,000 jobs from their payrolls in the month after cutting 190,000 in the previous month. The unemployment rate, generated by a separate survey, is expected to hold steady at 10.2%, unchanged from October. The October factory orders report is due out after the start of trading. Orders are expected to have risen 0.1% after rising 0.9% in September. This content has passed through fivefilters.org. This posting includes an audio/video/photo media file: Download Now |
Police shoot fleeing suspect - Honolulu Advertiser Posted: 29 Nov 2009 04:53 AM PST For the third time this month, Honolulu police officers have shot and wounded a suspect allegedly trying to flee in a vehicle. The latest shooting happened about 10:30 a.m. yesterday in Kalihi, police said, when a 21-year-old man allegedly driving a stolen car refused to stop for three plainclothes police officers, instead revving his engine and attempting to drive away. Police identified the suspect as Reinier Sales, of Kalihi. HPD Capt. Letha DeCaires said the officers were endangered, and one of the officers fired at the suspect. The suspect was shot in the "right rib area," police said, and was arrested on multiple felony counts. Police would not say how many shots were fired at the suspect, but witnesses said they heard at least three. The shooting left many on Makuahine Place, a cul-de-sac near Kamehameha Shopping Center, shaken and had some questioning the way officers handled the incident. When the shooting happened, several young kids were playing in the bed of a pickup truck parked in a driveway about 50 feet away, they said. The pickup was obscured behind trees. But it was in the direction the officers were facing, and it was close enough that the children said they saw what happened. One of the kids, 10-year-old Jowie Deseo, said he ran inside his house after he heard the gunshots. Deseo said he saw the officers yelling at the suspect and also saw the suspect trying to get away. "I was a little scared," he said. Chris Deseo, Jowie's uncle, wasn't home when the shooting happened, but said he is concerned that shots were fired so close to a group of kids and potentially other bystanders. "That's my nephew. I'm kind of worried," Deseo said. He added that when shots are fired, "you never know who's going to get hit." Police would not confirm yesterday whether the children were in the area when the shooting happened. An internal police investigation on whether the officers followed police procedure is under way, as is standard procedure. Before the incident happened, the three plainclothes officers, all driving separate unmarked cars, were in the area investigating a report of a stolen gray pickup truck. The officers, who were wearing police badges, spotted a truck and followed it to Makuahine Place, where the driver parked in front of a white Dodge Neon. As officers checked both vehicles to see if they were stolen, the driver of the Neon allegedly tried to flee. The Neon couldn't get out of Makuahine because the officers had blocked the narrow roadway with their cars. But he attempted to get through, DeCaires said, and in the process hit one of the unmarked police cars and a light pole. "The engine (of the Neon) revved, the wheels screeched and it hit one of the officers' vehicles," DeCaires said. She added, "In so doing, he was going directly at one of our officers." At that point, one of the officers fired at the driver. Witnesses said the bullets went through the Neon's windshield, cracking it. The driver of the Neon then got out of the vehicle, and was wrestled to the ground by all three police officers. "It took all three of them to subdue the suspect," DeCaires said. Police said the driver of the stolen Neon had four prior misdemeanor convictions, including for criminal property damage and driving without a license. Emergency Medical Services took the driver to a hospital in serious condition. A plainclothes police officer also suffered a minor wrist injury in the incident. DeCaires would not say whether the officer who was injured was also the one who fired at the driver. A female passenger in the Neon fled, but was later found and was not arrested. A separate investigation into the original auto theft case involving the gray pick-up truck is ongoing. Reach Mary Vorsino at mvorsino@honoluluadvertiser.com. This content has passed through fivefilters.org. |
Toledo parade kicks off holidays - Toledo Blade Posted: 29 Nov 2009 04:39 AM PST Don't try to fool Joe Lassiter. The dog helium balloon carrying a giant rolled-up Blade newspaper was one of at least 70 entries in a parade that entertained thousands of people lining Summit Street, Jackson Boulevard, and Huron Street. Parade kicks off the holidays tomtroy@theblade.com or 419-724-6058. This content has passed through fivefilters.org. |
Driver Beware: Rural Roads Are Deadliest - NPR News Posted: 29 Nov 2009 04:25 AM PST U.S. Highway 6 Stats There were 519 fatal and serious injury crashes between Spanish Fork and Green River in Utah from 1996-2008. Of those: 117 were at night 280 were during the day 84 were in bad weather 260 were in clear weather 9 involved collisions with animals 32 were DUIs 46 involved driver fatigue 145 involved speeding 288 involved driving off the road or into traffic Here, more on rural roads by the numbers. Traveling over the river and through the woods this holiday season is not the safest way to get to Grandmother's house. The roads traveled least are the nation's deadliest roads, according to federal highway data. More Americans die on rural highways than on urban streets and freeways. Last year, 56 percent of the nationâ™s 37,261 traffic fatalities occurred in rural areas. Yet rural America has just 23 percent of the nation's population. In some states, more than 90 percent of highway deaths occur on rural roads. The grim statistics provided by the National Highway Traffic Safety Administration also show that drivers on rural roads die at a rate 2.5 times higher per mile traveled than on urban highways. Urban drivers travel twice as many miles but suffer close to half the fatal accidents. This may seem counterintuitive, but highway safety officials and activists have plenty of explanations. People driving rural roads tend to drive faster. They drive without seat belts at higher rates. More of them drive and die drunk. When they're injured in accidents, they may not get timely emergency medical care given the remoteness of many rural roads. And, deer, elk, moose and other wild animals are more likely to dart out into traffic on rural roads. Some experts note that the outdated design and layout of many rural highways are also factors. Driving errors that are manageable on urban roads become deadly on rural highways. Victor Mendez, administrator of the Federal Highway Administration, notes that there is little room to recover if a driver makes a mistake on a rural highway. "That's simply because of the nature of rural highways," Mendez says. "The lanes are much more narrow. You look at trees and ditches. Chances are they're closer to the roadway than they would be on an interstate." There may be no better example of the risks on rural roads than the 120-mile stretch of U.S. Highway 6 between Spanish Fork and Green River in Utah. Interactive: A Deadly Rural RoadA Most Dangerous Rural Road The carnage on U.S. 6 earned it the dubious distinction of being one of the most dangerous highways in America. At least, that's what Reader's Digest and the BBC declared 10 years ago. Since 1996, more than 150 people have died in more than 500 serious accidents on that central Utah portion of the road. "I would think that there is not anybody in the community that doesn't know someone fairly closely that has been killed on Highway 6," says Brad King, a vice president of the College of Eastern Utah in Price, a small city of about 15,000 people at the center of the deadly stretch of highway. King represented the area in the Utah Legislature for a dozen years and can name 10 students, friends and neighbors who died in Highway 6 crashes. A 2005 report commissioned by the Utah Department of Transportation recommended upgrades to U.S. Highway 6 to help reduce fatalities. UDOT rejected the reportâ™s preferred safety improvements. Here, the summary of the report. "I can't remember a time when you didn't worry about it," King says. "Parents, when they send their kids away for college, that's one of the big concerns. 'Do I send them north so they travel Highway 6? Or, do we go south where it's not so dangerous?' " Avoiding Highway 6 is difficult because it's the direct link to medical specialists, government offices, shopping, colleges and family along Utah's populous Wasatch Front, which includes Salt Lake City. Truckers use the road because it's the shortest route between Salt Lake City and Denver, linking Interstates 15 and 70 — two of the West's busiest trade corridors. And tourists drive the route because it leads to the national parks, wild rivers and red rock canyons of southeastern Utah. More than 6,000 vehicles make the trip every day. That's more traffic than travels on most of Interstate 70 in Utah. The result is a mix of freeway-type traffic, including double tractor-trailers and tanker trucks, passenger cars and recreational vehicles, all blazing along at freeway speeds on a mountain and canyon roadway that sometimes twists and curves and constricts down to two narrow lanes. Deer and elk cross the road, and snow and ice make it slick. Ten years ago, most of Highway 6 had just two lanes with narrow shoulders and no dividers. Even now, after some improvements, some sections have only an 18-inch-wide double yellow line that separates massive tractor-trailers and tiny sedans as they barrel toward each other. Many fatal crashes are caused by impatient drivers trying to pass slow-moving vehicles and crossing into oncoming traffic. 'Your Message Has Been Heard' The danger and the deaths on Highway 6 galvanized people in Price and surrounding communities. In 2002, some confronted then-Gov. Mike Leavitt at a town hall meeting in Castle Dale, Utah. Insurance agent Mark Justice pleaded with the governor. "We're as valuable as anyone else that lives in the state of Utah!" Justice exclaimed. "The highway is a disaster!" The crowd erupted into applause, drowning out Leavitt as he tried to respond. But the room grew ghostly silent when Connie Voorhees spoke. Voorhees sat in a wheelchair, holding a photograph of her husband and daughter as she told the story of a February day the year before. "My husband touched our brake. That was all it took. It threw our car on black ice into a semi that spun us around, and then the truck behind us hit us also," Voorhees began. The family was slowly driving a steep and narrow section of Highway 6 in a canyon just outside of Price. "We were all seat-belted and driving carefully," Voorhees said. Her husband was killed instantly. The crash left her bones shattered: her pelvis, foot, leg, ribs and arm all broken. "My husband's body went in the back seat and landed on my daughter," Voorhees said. "She just lay there with her father's broken body, with parts of him that she should never have to see, laying on her for two hours until they could get her out of the car." Voorhees said that a grandson serving in Iraq was "safer than my grandchildren that drive back and forth on that mountain." Leavitt offered sympathy and a moment of prayerful silence. And he said he would devote $80 million to making Highway 6 safer. "I'd like you to know that your message has been heard," the governor said softly. "And that all that can be done will be." 'I Drive Hwy 6. Pray For Me' Some in the crowd were not convinced. They'd already spent several frustrating years trying to get state officials to do something about Highway 6. They saw $1.5 billion in highway funds siphoned from the rest of the state for an interstate reconstruction project in Salt Lake City in advance of the 2002 Winter Olympics, even though the project had no direct link to the games. Mark Justice's wife, Kathy, also attended the meeting. Looking back, she blames the failure to respond on politics. "You know, there's not a lot of voters down here," she says. Kathy Justice launched an effort to make Highway 6 safer after three decades of attending funerals for crash victims. Her own mother died in an accident in 1971 at a tapered and winding section called Red Narrows. Retired coal miner Bert Collins joined the effort. He'd lost three close family members on Highway 6. "They were giving us the runaround," Collins says. "The roads were being built upstate. They had the Olympic road-building extravaganza. [But] nothing down here." ![]() Enlarge Kathy Justice's mother was killed in a Highway 6 accident in 1971. Kathy Justice's mother was killed in a Highway 6 accident in 1971. Jerry Donaldson, a highway safety expert with a Washington-based group called Advocates for Highway and Auto Safety, asserts that highways that need money the most are "the ones that will usually get the least." "The reason is because you put your money where you already have a higher-type highway with higher traffic volumes serving a more densely populated area," Donaldson says. "And the highways that are underfunded and have gone for decades without any real design improvements for safety, they remain in that condition." In 2007, rural highways received a third of federal highway funds, according to the American Association of State Highway and Transportation officials. That may seem like a good deal since rural America has about a quarter of the nation's population, but close to 60 percent of traffic deaths occur on rural roads. In Utah, Highway 6 was built 60 years ago, but its design and alignment haven't changed much. Crash data indicate that a combination of driver error and road design is responsible for accidents. In the past 13 years, most fatal and serious accidents occurred on dry pavement under clear skies, meaning weather and wet, snow-covered or icy pavement were not to blame. Speeding is fairly common, but fatigue, driving under the influence and collisions with animals were factors in very few serious crashes. Most involved "roadway departure," which means driving off the road or into oncoming traffic. Kathy Justice and Collins and dozens of neighbors gathered 12,000 signatures on petitions presented to the governor. They placed dozens of white crosses along Highway 6 where friends and family had been killed or injured. They attracted international media attention. And they greeted Highway 6 drivers at a rest area with bumper stickers that said, "I Drive Hwy 6 - Utah. Pray for me." State Rep. Brad King worked the halls of the state Legislature. "Highway 6 was kind of the No. 2 project for all of the legislators," King recalls. "They always said, 'We really need to take care of Highway 6 right after we take care of that project thatâ™s most important to my constituents.' " The Road To Improvements The organizing efforts, embarrassing publicity and devastating death toll finally prompted state officials to act. In 2002, the year Leavitt pledged $80 million in safety improvements, Utah began a series of ambitious and costly projects to make Highway 6 safer. Now, at one of the most dangerous canyon curves on Highway 6, massive bulldozers, backhoes and earthmovers are scraping away a mountainside so the road can be straightened and widened. "Weâ™re literally moving the mountain at this location to straighten out the road," says John Leonard, an operations engineer for the Utah Department of Transportation, as he views the work at a former rest area called Tucker, 36 miles west of Price. "We're actually realigning this short section of road ... to provide a better alignment so that people will be able to drive it easier and hopefully eliminate those crashes that we've had over the last couple of years." The project shows how challenging it can be to make a rural highway safer. Many roads parallel natural and man-made features that limit engineering options. At Tucker, the existing highway snakes along a river and railroad tracks. All three are framed by steep mountainsides. To fix the road, one of the slopes has to be shaved back hundreds of feet. "It's an engineering challenge," Leonard says, "but also an environmental challenge, because there are many, many elements here that we want to maintain. We don't want to encroach on the river. We don't want to take hillsides out. It's a fine balance." It's also expensive. Straightening and widening the road at Tucker will cost $45 million. That's for four miles of highway. And there are canyon challenges like that all across the 60-mile stretch of Highway 6 between Spanish Fork and Price. The road straightens considerably as it continues on to Green River, but that stretch is also dangerous because of narrow traffic lanes, high speeds, and a series of hills and valleys that limit sight distance. Tucker is the toughest section tackled so far. An additional $187 million has gone into relatively easier fixes, including adding lanes to 47 miles where the highway corridor is already wide enough. There are also now rumble strips gouged into the pavement along shoulders and center lanes, which warn drivers before they drift off the road or into oncoming traffic. New signs tell impatient drivers that passing lanes are close. And interactive electronic signs warn drivers when they head into curves too fast. "We've committed significant resources to this roadway and will commit significant resources in the future to try to make this the safest road that we can," Leonard says. So far, the fixes seem to be working. The annual death rate has plummeted — from more than 20 fatalities 10 years ago to four last year. Some highway safety activists say the general drop in fatalities may be due to the fact that fewer people are driving fewer miles given high gas prices and the recession. Still, the steep decline in fatalities on Highway 6 has activists there encouraged. "That's what gives us hope," says Kathy Justice. "They are doing things now that they said 10 years ago would be impossible or not to expect in my lifetime." Justice and others in Utah want four lanes of traffic on the entire dangerous stretch of 120 miles, which is what the 2005 state-sponsored study recommended for maximum and lasting safety. But state officials balked, because four lanes the whole way would cost nearly $500 million more. And state highway officials say the narrow sections present significant engineering and environmental challenges, especially the Red Narrows section where Justice's mother died close to 40 years ago. On Nov. 14, the latest Highway 6 fatality occurred in that same area. Nationwide, rural highway fatalities have dropped 20 percent in the past decade. But the death disparity between rural and urban highways remains. This content has passed through fivefilters.org. 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Oregon Killing: Iraq Veteran's Acquittal Linked to PTSD - Hartford Courant Posted: 29 Nov 2009 05:08 AM PST IRAQ VETERAN JOHN DAY, Ore. — - When Jessie Bratcher's fiancee told him the baby might not be his, that she had been raped two months earlier, he went quiet. The former Oregon National Guardsman hung his head for the longest time. Then he went into the next room, put the barrel of an AK-47 into his mouth and took it out again. He told Celena Davis not to expect to get any sleep that night. He walked up to her with a pair of scissors and slowly cut off her hair. Two mornings later, they drove to the hardware store. While Davis waited in the truck, Bratcher went in and bought a gun. He came out, loaded it and asked: Do we go to the police? Or go find the guy? "Police," Davis said. Except that it was a Saturday, and the main door to the station was locked. Bratcher and Davis didn't know there was an emergency door on the side of the building. So they headed for Jose Ceja Medina's trailer. At first Medina, standing on his porch in running shorts, denied knowing Davis. Then he said they'd had sex, but that he hadn't raped her, and he offered to take care of the baby. He ended up with six hollow-point bullets in him. At Bratcher's murder trial, the district attorney argued that the 27-year-old one-time grocery clerk had hunted down and killed Medina. But Bratcher's lawyer said that when his client held the gun that morning, he was more than a furiously jealous boyfriend. He was a trained killer who'd been taught by the Army to mow down threats without much thinking, a man whose diminutive stature, quiet politeness and once-cheerful nature disguised the fact that he was, in the words of a sociologist who testified in the case, "a walking time bomb." In what veterans' rights leaders say is the first major criminal exoneration linked to post-traumatic stress disorder, a jury in Canyon City in October found Bratcher was legally insane when he shot Medina. "I only know of one cure for the experiences from these wars," said sociologist William Brown, a former Army drill sergeant. "And that's a lobotomy." Wars have always sent home haunted souls — their anger, nightmares and flashbacks known as shell shock, combat fatigue or, beginning with Vietnam, PTSD. But many trauma experts say Iraq and Afghanistan are producing a troubling hybrid of stress and traumatic brain injury because of the roadside bombs that have become part of warfare. And unlike their Vietnam predecessors, who would normally serve a single tour, today's soldiers are sometimes serving three or four combat deployments. "We're getting ready to face an epidemic," said Floyd Meshad, president of the National Veterans Federation and author of a book on helping PTSD victims with what he said will be, for many of them, an inevitable trip through the criminal justice system. Though a PTSD diagnosis has helped reduce prison terms for some defendants — and resulted in the acquittal this year of a former Army captain in California charged with robbery — Meshad said he knows of no case other than Bratcher's in which a veteran avoided a murder conviction. "This is a major precedent," he said. Under Oregon law, Bratcher could have been convicted on a reduced charge of first-degree manslaughter if jurors had found he was a sane person acting in the passion of the moment. Instead, they found him "guilty except insane" — a ruling that will allow him to receive psychological treatment instead of prison. "You're going to hear a story that has all the elements of a Shakespearean tragedy," Grant County Public Defender Markku Sario had told the jury during opening statements in the tiny rural courthouse in Canyon City. "War, sex, madness, violence. ... And it ends as most Shakespearean tragedies do: Everybody loses." Bratcher was born and raised in Prairie City, just east of John Day, on land that rolls off the timbered mountains of eastern Oregon. His father, a Mexican farm worker, left almost immediately. His mother wasn't up to raising him, so he lived with his grandfather, David Baughman, a logger and auto body mechanic. Copyright © 2009, The Los Angeles Times This content has passed through fivefilters.org. |
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