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TIPS 4 Economists(从职业生涯的开始到结束) digest 学术资源/课程/会议/讲座 gongwng 2013-4-8 564 30593 xiaochu3827 2021-8-16 13:56:03
Introduction to Programming Concepts with Case Studies in Python attach_img python论坛 Toyotomi 2013-3-30 1 1774 baiwei1637124 2018-7-6 16:03:01
Becoming a successful manager! attachment 创新与战略管理 reonade 2010-2-23 4 1390 samuelchu_pg 2017-12-25 20:42:02
Alan Greenspan: The Oracle Behind the Curtain attachment 金融学(理论版) koalachen2013 2013-4-17 1 1666 jenniejin 2014-4-18 10:46:52
Condition Monitoring and Control for Intelligent Manufacturing attach_img 运营管理(物流与供应链管理) Toyotomi 2013-1-16 2 2891 wenzhang 2013-11-20 09:19:49
Climate talk shifts from curbing CO2 to adapting - [阅读权限 5] 真实世界经济学(含财经时事) reduce_fat 2013-6-16 3 182 真实精算 2013-6-29 15:04:36
Lloyd Blankfein在瓜迪亚社区大学毕业典礼并发表的演讲 attachment 学术资源/课程/会议/讲座 thesewolves 2013-6-12 0 1829 thesewolves 2013-6-12 22:27:14
Beginning Silverlight 2 From Novice to Professional attach_img 数据分析与数据挖掘 Toyotomi 2013-4-12 0 1117 Toyotomi 2013-4-12 11:00:12
悬赏 A manufacturer becoming service provider challenges and a paradox - [!reward_solved!] attachment 求助成功区 warsky 2013-2-16 2 1498 warsky 2013-2-16 12:13:43
推荐:Becoming_a_successful_manager 英文版 attachment 金融学(理论版) lofuman 2005-9-29 0 1656 lofuman 2011-10-10 02:08:44
Becoming a Strategic Leader attachment 国民经济管理 shiaoshiao 2009-7-11 3 1508 寂寞鸭掌 2010-12-27 12:03:34
悬赏 求外文文献Is China's manufacturing sector becoming more high-tech? - [!reward_solved!] attachment 求助成功区 gongtianyu 2010-10-21 1 1670 liuningzheng 2010-10-21 11:16:20
Becoming a U.S. Citizen: A Guide to the Law, Exam & Interview attachment 院校申请 daahuang 2010-1-13 1 1227 songtao123987 2010-1-13 10:41:09
[下载]Becoming a Strategic Leader Your Role in Your Organizations Enduring Success attachment 创新与战略管理 tyn 2009-4-17 0 1733 tyn 2009-4-17 16:23:00
ADVICE ON BECOMING A QUANT attachment 金融学(理论版) sdlybug 2008-11-1 0 1751 sdlybug 2008-11-1 14:26:00
[下载]Becoming_a_successful_manager attachment 行业分析报告 mingqiong 2008-9-25 0 1393 mingqiong 2008-9-25 22:06:00
Becoming Your Own China Stock Guru: The Ultimate Investors Guide to Profiting fr attachment 金融学(理论版) murwhin 2008-7-7 0 1889 murwhin 2008-7-7 03:13:00
ON BECOMING A QUANT attachment 金融学(理论版) p838a 2008-4-30 0 2604 p838a 2008-4-30 03:08:00
[讨论][分享]38-STEPS TO BECOMING A 金融学(理论版) 玫瑰猴 2006-10-31 0 1464 玫瑰猴 2006-10-31 18:08:00

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分享 汪狗还是懂女人的:)
龙猫冲冲冲 2015-12-15 02:55
前天,努嘲笑爸爸不会讨好女人,然后笑成一朵花腻到我身上娇声喊猫虎。大把收割幸福,好奢侈。 其实真正感觉到来自对方的support是近来小半年的事,之前有多少挣扎、波动、寻求出口。酒精、开小差、各种逃避都救不了我和我的婚姻。唯有靠坚持。我最珍视的东西,哪怕用青春用尊严用生命去换,我也绝不放手。所以像树木硅化成玛瑙,变为他们生活中不可或缺的部分。I deserve that. 只是这好时光又有多久? 昨夜,向他倾吐最近的迷惑烦恼,惊觉眼前人并不是答案。想要什么样的未来,只能自己取舍。不能一味归因于外,小舞台上也有长袖善舞的能者,我自己选择了一步步远离聚光灯,就不必再感伤落寞。其实真正的问题仍在我,不够勤奋。远远不够。 今天,开启一种新模式。Zoo Coffee是不错的第三空间,比较友好。家里是难得清净的,总想打扫、吃零食、做闲事,比如现在。以后可以多多探索此类场所,给灵魂放一个穿越的假。But why home is becoming not friendly? 三代人难免冲突,我们要学会应对。无论怎样,我有你们,我不怕。 年底真忙碌,但也不错。完结,开启,告一段落,都是欢喜。十年后已明白 nothing comes without a reason.
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分享 Just What Is Going On With The Gold In JPMorgan's Vault?
insight 2013-4-25 11:05
Just What Is Going On With The Gold In JPMorgan's Vault? Submitted by Tyler Durden on 04/24/2013 21:34 -0400 New York Fed We know that back in early October 2010 , when gold closed at a then record high of $1,320, JPM decided to reopen its previously mothballed precious metal vault due to soaring demand for metal vaulting, thus becoming only the fifth official Comex private gold depository in New York in addition to HSBC, Bank of Nova Scotia, Brinks and MTB (and of course the New York Fed). We also know, courtesy of a Zero Hedge exclusive , that the JPM vault - the largest private gold vault in the world - is located at 1 Chase Manhattan Plaza, and is literally adjacent to the vault of the New York Fed 80 feet, and 5 sublevels, below street level. We know that for a long time the vault held around 2.5 million ounces of eligible ( commercial ) gold, a number which declined only gradually until very recently. We know that the total amount of registered ( investment ) gold has been steady for the past 4 years (after peaking in early 2006). Finally, everyone knows that in the past month gold has experienced a very severe move lower which is still largely unexplained. What many may not know , is that while registered Comex gold has been flat, the amount of eligible gold in Comex warehouses (the distinction between eligible and registered gold can be found here ) in the past several weeks has plunged from nearly 9 million ounces, to just 6.1 million ounces as of today- the lowest since mid-2009. What nobody knows, is why virtually the entire move in warehoused eligible gold is driven exclusively by one firm: JPMorgan, whose eligible gold has collapse from just under 2 million ounces as of the end of 2012 to a nearly record low 402,374 ounces as of today , a drop of 20% in one day, though slightly higher compared to the recent record low hit on April 5 when JPM warehoused commercial gold touched a post-vault reopening low of just over 4 tons, or 142,700 ounces. This happened just days ahead of the biggest ever one-day gold slam down in history. Some questions we would like answers to: What happened to the commercial gold vaulted with JPM, and what was the reason for the historic drawdown? Gold, unlike fiat, is not created out of thin air, nor can it be shred or deleted. Where did the gold leaving the JPM warehouse end up (especially since registered JPM and total Comex gold has been relatively flat over the same period)? Did any of this gold make its way across the street, and end up at the vault of the building located at 33 Liberty street? What happens if and/or when the JPM vault is empty of commercial gold, and JPM receives a delivery notice? Inquiring minds want to know... Average: 5 Your rating: None Average: 5 ( 14 votes) Tweet
个人分类: gold|19 次阅读|0 个评论
分享 Getting On The Train - The Rail Resurrection Gets Underway
insight 2012-11-2 20:13
Getting On The Train - The Rail Resurrection Gets Underway Submitted by Tyler Durden on 11/01/2012 18:41 -0400 Guest Post headlines New York City Renaissance Submitted by Gregor McDonald, a PeakProsperity.com contributing editor Getting On The Train Given emerging data in 2012, it's becoming increasingly clear that the post-war automobile era in the United States is now in well-articulated decline .Accordingly, it makes sense to note the beginning of a long-term supertrend that is just getting started: the resurrection of America’s rail system. At Seattle’s historic King Street Station (a classic example of early 20th Century railroad architecture), a nasty looking dropped-tile ceiling – which hung above travellers for decades – was removed late last year to reveal ornate plasterwork as the building undergoes extensive renovation. These cosmetic (and structural) alterations are part of a wide-ranging upgrade to the entire Cascades passenger rail service that runs from Vancouver, British Columbia, to Eugene, Oregon. In Tacoma, for example, a new station will either be built or renovated, and part of the Cascades line will be re-routed from its current shoreline path more directly through that city. Elsewhere, bridges are being rebuilt, track is being upgraded, and other infrastructure improvements are underway as part of the $500 million program to resurrect more efficient, faster inter-city rail in the 466-mile Amtrak route through this part of the Pacific Northwest. These changes will not bring European-style high-speed rail to the United States. Indeed, in many similar projects across the country, top speeds of 125 mph will characterize new system capability, rather than the average speed actually maintained from city to city. However, the incremental improvements now underway will become the platform for the next phase of investment, as Americans are increasingly persuaded to limit their car ownership and make rail transport part of their lives once again. What America Lost Up until World War II, rail transport of all kinds – intercity, light rail, and commuter rail – dominated transportation in America. Los Angeles had the largest light-rail system in the entire world, connecting the San Fernando Valley to Long Beach, and San Bernardino County to central L.A. and the northern reaches of Orange County. As the old saying goes, however, the car killed America . And the following 40 years from 1945-1985 saw a relentless decline of all forms of rail in the United States. To get a sense of what the country lost as it eagerly built out a vast highway infrastructure and foolishly stopped investing in rail, let's look at two historical maps showing a veritable collapse of passenger route miles over just a ten year period. The first map shows that in 1962 intercity passenger rail network still covered 88,710 route miles . Just ten years later, however, with intrusive highways bisecting American cities and ruining the integrity of their downtowns, the number of passenger route miles had collapsed by over 75%(!), to just 19,366 miles. Laughing at Amtrak Most people born after World War II have regarded Amtrak as a kind of joke, with its routine dysfunction and massive annual operating losses. The economics of national rail transport, however, deem that your railway system will only be as efficient as the proper mix of investment and operational fitness allows. If you starve your railways of upgrades, make them share tracks with freight rail, and divert national infrastructure spending to other modes of transport, the results will be quite predictable. One of the great misunderstandings of public rail transport is the mistaken belief that it should run at an operating profit. Not so. The purpose of commuter rail, light-rail, or intercity rail is to harvest economy-wide efficiencies and to ensure that wasteful expenditures spent collectively on transportation can be directed elsewhere. These "savings" were not an issue and were harder to determine during the cheap oil era, when much of the national highway system was built during the era of $14/bbl oil. Now, however, the impact on household budgets and monthly cash flow from much higher oil prices is pushing U.S. transportation demand rather dramatically away from roads and highways – and instead to rail. In Los Angeles, for example, where the aggressive Measure R has been restoring L.A.'s lost light-rail system, annual ridership has made extraordinary gains. A recent piece from LA Observed reports that " verage weekday ridership on Metro's rail lines in September soared to 357,096, up nearly 12 percent over the same time last year and 16 percent over 2010 ." Similar restorations of commuter rail in cities like Boston and improvements in either infrastructure or rolling stock in the NY Metro region have emerged in the past decade. Indeed, some U.S. regions took the signal of oil's price revolution early and began work on local rail systems long before federal spending began to shift, ever so slightly, to rail transport. Meanwhile, on the national level, Amtrak just announced that ridership hit an all-time high and has climbed nearly 50% in the past decade. From its October 2012 press release : Amtrak carried more than 31.2 million passengers in Fiscal Year 2012 ending September 30, marking the highest annual ridership total since America's Railroad started operations in 1971 and the ninth ridership record during the last ten years. A year-over-year comparison of FY 2012 to FY 2011 shows ridership grew 3.5 percent to a new record of 31,240,565 passengers and ticket revenue jumped 6.8 percent to a best ever $2.02 billion. In addition, Amtrak system-wide on-time performance increased to 83 percent, up from 78.1 percent and its highest level in 12 years. During FY 2012, ridership on the Northeast Corridor is up 4.8 percent to a record 11.4 million, state-supported and other short distance routes is up 2.1 percent to a record 15.1 million and long-distance services is up 4.7 percent to their best showing in 19 years at 4.7 million. Also, FY 2012 produced other ridership achievements including new records for 25 of 44 Amtrak services, and 12 consecutive monthly records with July being the single best month in the history of Amtrak. Since FY 2000, Amtrak ridership is up 49 percent. Rationalizing the Rail System Many will decry the fact that Amtrak and the United States as a whole are still not in a position to offer European- or Asian-style high-speed-rail, where sustained traveling speeds routinely average above 150 mph. However, five to six decades of neglect necessitate that the U.S. undertake its resurrection of rail in phases. Two of the many projects around the country (The Vermonter The Cascade Line) demonstrate exactly the type of initial heavy-lifting that must be done, in which fundamental changes are made in route selection and in the separation of tracks between freight and passenger rail. The Vermonter: New York City to Burlington Three states, Vermont, Massachusetts, and Connecticut, are currently in partnership with Amtrak to upgrade tracks, bridges, and stations along the route between Burlington and New York City. The state of Vermont has just completed its part by upgrading track with new, very long, continuously-welded rail , which will increase speeds. Work in Connecticut and Massachusetts is now underway, but one of the more significant transformations occurs in the switching of 60 miles of track from Palmer and Amherst back to the other side of the Connecticut River. This is actually a restoration of the original route between Vermont and New York, and means that trains from Springfield, MA will now travel north to Holyoke, Northampton, and then Greenfield before joining up again with the current route through Brattleboro in southern Vermont. Below is one of the new train stations, located in Greenfield, Massachusetts . In bringing The Vermonter back to the west side of the Connecticut River, Amtrak is rationalizing the route in several ways, but most importantly it is reducing the passenger train's exposure to freight traffic. Shared tracks, in which passenger service and freight traffic run on the same routes, is actually an enormous problem in the United States and accounts for a tremendous amount of the dysfunction that many users of Amtrak services experience. The biggest change in the Vermont-New York City trip, therefore, will come via on-time reliability as the transfer away from Palmer, MA will greatly reduce overlap with freight rail. Completion of this project is currently set for 2014. The Cascades Line The twin ports of Vancouver, Washington and Portland, Oregon – straddling each side of the Columbia River – have seen very strong growth the past few years as increasing volumes of lumber, potash, and wheat are shipped to Asia. Accordingly, on the north side of the river at the Port of Vancouver (Washington), a large freight rail project has been underway to help increase loadings. But one of the little-noticed initiatives is the construction of new track to alleviate congestion for passenger trains as they head out of Portland toward Seattle. Finally, these trains will be able to steer clear of freight traffic at the Vancouver, Washington side of the river. As usual, these are not the types of splashy, high-profile infrastructure improvements that garner headlines. But the Portland to Seattle route typically has had very poor on-time reliability, which invariably reduces ridership. As mentioned in the start of this essay, Cascades Line improvements are quite wide-ranging, with the Federal Government having awarded over $800 million to multiple projects. The upgrades will continue for several years, with noticeable differences in on-time reliability already in force. Aiming for the Virtuous Circle: Reliability and Ridership Amtrak's 50% increase in ridership the past decade certainly began as a result of rising oil prices, and not because of any notable service improvements. However in the latter part of the decade and especially in the past 3-4 years, Amtrak (and other rail networks) have started to deliver substantial improvements to riders as the upgrade cycle gains momentum. Deep skepticism has greeted just about every major rail project in the country over the past twenty years. But a virtuous circle, in which riders are persuaded to reduce car-miles driven, has started to unfold as heavier demand comes online for rail services. This has been especially true in cities such as Los Angeles which started its light-rail project twenty years ago, greeted initially greeted by a fearful public. Now however, L.A. is laying track down along many of the same routes from its pre-war light-rail system. It is finally becoming possible to live in Los Angeles without a car. Continuing the Virtuous Circle Various trends are already coming together that will support the resurrection of rail and possibly strengthen it as we move out towards 2025. In Part II, Reducing Your Exposure to Oil , we explore ways to take part in the U.S. rail renaissance. I also offer a case study how much savings a household can capture by moving to a city that is served by extensive rail transport. Finally, I give a brief update on energy transition, as the developed world continues to move away from high-priced oil and pursues economic development along the contours of the powergrid. Click here to read Part II of this report ( free executive summary; paid enrollment required for full access ). Average: 3.2 Your rating: None Average: 3.2 ( 20 votes) Tweet Login or register to post comments 6940 reads Printer-friendly version Send to friend Similar Articles You Might Enjoy: “The Great Train Robbery,” California Version CBO on Electric Cars - Don't Buy Them! Bleeding the Taxpayer: An Old Technology Dolled Up As New Cash Strapped California Votes For $68 Billion Monorail To Get Federal Bailout Guest Post: The Demise Of The Car
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