VISIT LANE BRYANT STORE HERE FOR MEN WHO STAND BEHIND GREAT BUTTS.
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1933 Chrysler Imperial Check Jay Leno Garage for More information
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Newly renovated High end tile 1 exam room with granite counters Sunset park Bay ridge Large waiting room Fully furnished waiting room and exam rooms […]
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Blondedy Ferdinand was only 16 years old in 2003 when she had a big success in her first important role through the feature film I LOVE YOU ANNE, by Richard Sénécal. The best Haitian movie that ever made. Since then, other doors have opened for Blondedy and she earned several other great roles in Haitian movies and advertising. Her exceptional talent has put her in the top of the game that is why everyone is talking about her, in the Social-Media Plateformes she is the indisputable queen.
In 2004, she received the Golden Ticket, her first prize for Best actress for the colors of the Dignitė. She is crowned Best actress again in 2006 for the film Tragic Fate, Her most recent role is “Ashley” in Dancing in the Shadow of Love. For all these accomplishments, she has earned the reputation of “Haitian Limena” or (A woman that speaks her mind, rich and glamorous, attractive or having an exciting quality that makes certain people or things seem appealing in some special ways toward others, a woman every man wants or negatively a woman is fascinating every man’s mind). For me, Blondedy his a dream girl.
Now, she associates with her friend Florence Dure a young and successful entrepreneur in Miami,to build Sirèt cosmetics to create more “Limana” in a Good Way. As well as uplighting women about their beauty, character, and achievements. According to Blonding and her partner, their products “create a larger than life smile; lavish your lips in this creamy matte liquid lipstick! Satisfy your senses while you light up lips with dazzling, light-reflecting color”.
I invite you guys to visit these two websites below for your beauty products for your wife and girlfriends. To be honest with you women, Blondedy and Florence make it OK to be called “limena” because the “Siret” would make you look rich, glamorous, attractive and have some appealing in special ways toward others. Also, remember we need more entrepreneurs like Blondy and Florence because more entrepreneurship creates more Jobs, more economic development, and Less Jobless Especially for Haiti.
Max B Trezil, BS/MPA ,GLobal Alternative Market/GAMA llc
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Visit www.Gamapages.com put your ads for free. Publier gratuitement votre publicite sur Gamapages.com
Posted by Global Alternative Market/ GAMA LLC on Tuesday, June 20, 2017
Global alternative market/ GAMA LLC, a digital marketing company, and Business Consulting and incorporated as Domestic Liability Company LLC on October 3, 2016, in the State of New York. GAMA is operating by a global network professional to promote alternative ways of doing business, empowering business owner with the Knowledge of E-commerce and digital marketing. Our objective as an organization is to make E-market information accessible and affordable to everyone. We also provide an effective way to advertise small business through www.Gamapages.com for free. A website application where you can advertise anything, managing all ads from your personalized dashboard as well as enabling information of economic opportunity and sustainable solution for small business owner around the world.
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Conseils Pratiques sur Marketing Numérique: Pour les Entrepreneurs et les Propriétaires de Petites Entreprises.(Version Française)
Conseils Pratiques Sur Marketing Numérique: Pour les entrepreneurs et les propriétaires de petites entreprises.
Le marketing numérique n’est pas un nouveau concept, mais les ressources des médias sociaux l’ont rendu plus facile que jamais. C’est pourquoi, de nombreux experts en marketing numérique passent du temps à construire une présence sur les plates-formes qui leurs représentent le mieux et leurs entreprises. Il existe de nombreuses plates-formes ses jours-ci, mais les meilleurs sont Youtube, Facebook, Twitter, LinkedIn, Yelp, Instagram, WhatsApp et Reddit. Pour profiter de ces plates-formes, voici des suggestions que tous les entrepreneurs et les propriétaires de petites entreprises devraient suivre.
Go Mobile(Utilizer Cellphone): votre plate-forme de marketing devrait être “mobile-centric” au lieu de simplement “mobile-friendly.” parce que nous sommes toujours sur le Go( En Marche) et que vos appareils mobiles doivent être connectés aux plates-formes de médias sociaux accessibles à vos clients.
Créer des contenus convaincants: notre attention continue à baisser — maintenant seulement huit secondes, en moyenne, selon une étude Microsoft. Capter l’attention des lecteurs avec des informations adaptées à leurs besoins et ils vont revenir pour plus. «Mettez vos produits, services, affaires et employés dans votre contenu,» dit Christian Eberhardt, directeur des ventes chez Twitter. “utiliser l’imagerie et la vidéo pour conduire l’engagement.”
Basez vos résultats sur les données scientifiques: abonnez vous a un logiciel d’exploration de données à prix considérable, pour dénicher des ventes et d’autres informations sur les client ,pour calculer et des rapports, pour créer des idées que vous pouvez agir sur, pour personnaliser les offres et améliorer le service à la clientèle.
Pensez grand (sans dépenser grand): aucune entreprise n’est trop petite pour le marketing numérique. Ces ressources vous permettent de dépenser judicieusement, d’élever la visibilité et la réputation. Focus sur la recherche par mot-clé et l’optimisation des moteurs de recherche pour attirer plus d’attention.
Cherchez votre niche: En s’appuyant sur des moyens biologiques pour trouver votre public pile les chances contre vous. Amplifiez votre présence, impact et atteindre par la publicité payée sur les sites clés.
Construire un profil: Passer quelques minutes sur votre LinkedIn et d’autres profils de médias sociaux-et d’amplifier cette visibilité avec bien placé, rémunéré social messages médias-augmentera votre profil numérique et d’attirer de nouveaux clients mieux que le réseautage traditionnel serait.
Demande permission: personne ne veut pas de spam. Gagnez le respect de vos clients, prospects et influenceurs grâce au marketing permission, une approche de vente qui exige un accord explicite pour recevoir des courriels, des bulletins ou des textes. Envoyer le contenu “push” uniquement à ceux qui le veulent, et laisser tout le monde hors de vos listes de distribution.
Essayez “acheter” les boutons: les consommateurs peuvent faire des achats en un seul clic, sans même quitter Facebook, YouTube et d’autres sites de médias sociaux. Ces “boutons d’achat” gagnent en popularité et augmentent la probabilité d’un achat terminé, tout en vous libérant de l’investissement dans le développement coûteux d’application.
Regardez localement: une stratégie hyper-locale payée cible les clients par le code postal, le voisinage ou le nom de rue, en vous connectant avec le public dont vous vous souciez le plus. Email souvent: la soi-disant mort du marketing par courriel a été grandement exagérée. En fait, le courrier électronique continue d’être l’un des outils de marketing les plus utiles et les plus rentables: 78% des consommateurs âgés de 35 à 44 ans le classent comme la plate-forme de communication qu’ils préfèrent le plus, selon MarketingSherpa. Utilisé de façon appropriée, il peut être un outil de marketing puissant.
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Posted by Global Alternative Market/ GAMA LLC on Tuesday, June 20, 2017
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by David H. Freedman
Roman Mugriyev was driving his long-haul 18-wheeler down a two-lane Texas highway when he saw an oncoming car drift into his lane just a few hundred feet ahead. There was a ditch to his right and more oncoming cars to his left, so there was little for him to do but hit his horn and brake. “I could hear the man who taught me to drive telling me what he always said was rule number one: ‘Don’t hurt anybody,’” Mugriyev recalls.
But it wasn’t going to work out that way. The errant car collided with the front of Mugriyev’s truck. It shattered his front axle, and he struggled to keep his truck and the wrecked car now fused to it from hitting anyone else as it barreled down the road. After Mugriyev finally came to a stop, he learned that the woman driving the car had been killed in the collision.
Could a computer have done better at the wheel? Or would it have done worse?
We will probably find out in the next few years, because multiple companies are now testing self-driving trucks. Although many technical problems are still unresolved, proponents claim that self-driving trucks will be safer and less costly. “This system often drives better than I do,” says Greg Murphy, who’s been a professional truck driver for 40 years. He now serves as a safety backup driver during tests of self-driving trucks by Otto, a San Francisco company that outfits trucks with the equipment needed to drive themselves.
At first glance, the opportunities and challenges posed by self-driving trucks might seem to merely echo those associated with self-driving cars. But trucks aren’t just long cars. For one thing, the economic rationale for self-driving trucks might be even stronger than the one for driverless cars. Autonomous trucks can coördinate their movements to platoon closely together over long stretches of highway, cutting down on wind drag and saving on fuel. And letting the truck drive itself part of the time figures to help truckers complete their routes sooner.
But the technological obstacles facing autonomous trucks are higher than the ones for self-driving cars. Otto and other companies will need to demonstrate that sensors and code can match the situational awareness of a professional trucker—skills honed by years of experience and training in piloting an easily destabilized juggernaut, with the momentum of 25 Honda Accords, in the face of confusing road hazards, poor surface conditions, and unpredictable car drivers.
And perhaps most important, if self-driving trucks do take hold, they figure to be more controversial than self-driving cars. At a time when our politics and economy are already being upended by the threats that automation poses to jobs (see “The Relentless Pace of Automation”), self-driving trucks will affect an enormous number of blue-collar workers. There are 1.7 million trucking jobs in the U.S., according to the Bureau of Labor Statistics. Technology is unlikely to replace truckers entirely anytime soon. But it will almost certainly alter the nature of the job, and not necessarily in ways that all would welcome.
“We’re not waiting”
Otto’s headquarters, in the once-seedy South of Market section of San Francisco, isn’t much like many of the other tech startups that have transformed the area. Proudly oblivious to that neighborhood upgrade, it’s a barely renovated former furniture warehouse converted to a garage and machine shop, with semi trucks in various states of dismantlement hulking over benches of tools and computers. “No fancy, shiny offices here,” brags Eric Berdinis, Otto’s young and clean-cut-looking product manager.
Berdinis shows off the latest generation of the company’s fast-evolving technology, which is currently installed on Volvo semis. Unlike the bolted-on, kludgy-looking hardware that’s been on testing runs for the past year, the newer versions of the company’s sensor and processing arrays are more sleekly integrated throughout the Volvo cab. The equipment includes four forward-facing video cameras, radar, and a box of accelerometers that Berdinis boasts is “as close as the government allows you to get to missile-guidance quality.”
Particularly key to Otto’s technology is a lidar system, which uses a pulsed laser to amass detailed data about the truck’s surroundings. The current third-party lidar box costs Otto in the vicinity of $100,000 each. But the company has a team designing a proprietary version that could cost less than $10,000.
Inside the cab is a custom-built, liquid-cooled, breadbox-size micro-supercomputer that, Berdinis claims, provides the most computing muscle ever crammed into so small a package. It is needed to crunch the vast stream of sensor data and shepherd it through the guidance algorithms that adjust braking and steering commands to compensate for the truck’s load weight. Rounding out the hardware lineup is a drive-by-wire box to turn the computer’s output into physical truck-control signals. It does this through electromechanical actuators mounted to the truck’s mechanical steering, throttling, and braking systems. Two big red buttons in the cab—Otto calls them the Big Red Buttons—can cut off all self-driving activity. But even without them, the system is designed to yield to any urgent tugs on the steering wheel or heavy pumps of the pedals from anyone in the driver’s seat.
Greg Murphy, left,a longtime long-haul trucker, keeps an eye on things during tests of Otto trucks.
Roman Mugriyev, right, wonders how well self-driving trucks would handle dangerous situations.
Last October an Otto-outfitted self-driving truck carried 2,000 cases of Budweiser beer 200 kilometers down Interstate 25 in Colorado from Fort Collins to Colorado Springs—while the truck’s only human driver sat in the sleeper berth at the back of the cab without touching the vehicle’s controls.
That commercial delivery, the first ever to be handled by an autonomous heavy truck, illustrated the potential of the technology. But it also demonstrated the current limitations. The human driver piloted the truck to and from the highway the old-fashioned way, because the technology doesn’t drive on small rural roads or in cities. Even after it was on the highway, a car drove ahead of the truck to make sure the far right lane remained clear. Otto’s system is programmed to stay in that lane, because on many roads trucks are restricted to the far right and are generally considered safer there. And the truck was surrounded by several cars carrying Otto personnel and Colorado State Patrol staff.
In all other testing of Otto-equipped trucks, a professional driver like Greg Murphy sits in the driver’s seat, constantly ready to take the controls at a moment’s notice, even on the highway. Another Otto employee is in the cab as well. Murphy hits the Big Red Buttons when there’s debris on the road, or construction. “My hands are always on the wheel, and I have to concentrate pretty hard to be ready,” says Murphy. “It’s actually harder than normal driving.” (I was invited to sit in on an Otto test ride, but shortly before I was due to show up I was told there had been a scheduling miscommunication and a truck wouldn’t be available. I suspect the cancellation had more to do with that morning’s heavy rain—which can throw off autonomous vehicles—but Otto stuck to its story.)
In fact, Otto insists it has no plans to release products intended to operate trucks without a driver in the cab. “We’re at least a decade away from having trucks with no driver in it,” says Berdinis. But Otto does expect to free up the driver during highway cruising to remain in the back of the cab relaxing, working, or even napping. And therein lies the strongest part of the economic case for self-driving trucks. Drivers are legally restricted to 11 hours of driving a day and 60 hours a week. Given that a new big rig goes for about $150,000, and taking into account the vast delays that pulling over to rest injects into the movement of goods, trucks that can cruise nearly 24/7 could dramatically lower freight costs.
There are other anticipated savings from having trucks drive themselves across America’s 230,000 miles of highway. Fuel is about a third of the cost of operating a long-haul truck, and while drivers are capable of wringing maximum miles per gallon from their trucks, many are too heavy-footed on the pedals. (Berdinis says the best drivers are 30 percent more fuel-efficient than the worst ones.) Otto’s equipment is programmed to keep trucks pegged to optimal speeds and acceleration.
Otto says it has no intention of getting drivers out of the cab entirely—at least for the next decade.
Then there’s the potential to cut down on accidents. Truck and bus crashes kill about 4,000 people a year in the U.S. and injure another 100,000. Driver fatigue is a factor in roughly one of seven fatal truck accidents. More than 90 percent of all accidents are caused at least in part by some form of driver error. We don’t yet know what fraction of those errors would be eliminated by autonomous technology—or what new errors might be introduced by it—but tests of self-driving cars suggest the technology will cut down on mistakes.
As long as self-driving trucks require a driver to remain on board, driving jobs seem safe. In some ways those jobs, which pay an average of about $40,000 a year, could even improve. For one thing, driving a truck 11 hours a day is stressful. “You get physically and mentally tired,” says Mugriyev, the driver in the Texas accident, which occurred in 2013. (He was not found to be at fault.) Besides being able to nap and relax in the cab while Otto does the driving, says Berdinis, drivers could use the time away from the wheel to catch up on trucking’s heavy paperwork, locate a “backhaul” load that would pay for the return trip, chat with family and friends, learn a second trade, or run a business. “And while they’re doing it, the drivers are still getting paid for driving,” he says.
These potential benefits could help with recruiting and training truck drivers—a key concern, because there’s actually a big shortage of drivers in both the U.S. and Europe. The American Trucking Associations pegs the current U.S. shortage at about 50,000 drivers and predicts that a total of nearly 900,000 new drivers will be needed over the next eight years. “We have customers calling us up saying they’ll buy 10 new trucks from us if we can provide the drivers, too,” says Carl Johan Almqvist, who heads product safety at Volvo Trucks.
One endorsement of the potential benefits of autonomous trucks to both trucking companies and drivers has come from the state government of Ohio, a trucking hub that’s home to more than 70,000 drivers. The state has committed $15 million to set up a 35-mile stretch of highway outside Columbus for testing self-driving trucks. The heads of both the American Trucking Associations and the Ohio Trucking Association have publicly suggested that autonomous trucks will be good for truckers.
However, the technology is not just a way to make the job more attractive to human drivers; it’s potentially a way for trucking companies to fill in for drivers who aren’t available. And if self-driving systems someday become accepted as capable of standing in for drivers, why keep human drivers on at all? After all, drivers account for a third of the per-mile costs of operating a truck.
Even if, as is likely for the foreseeable future, drivers stay on in the cab of self-driving trucks, it’s not clear the economics will work out in their favor. That’s because there’s currently no regulation that would require companies to pay drivers for the time they spend in the back of the cab. What’s more, freight companies are likely to be forced to convert the cost savings from always-rolling trucks into lower hauling charges in order to compete. Those dropping fees could put pressure on truckers’ pay. “If load prices get pushed down with this technology, the company will say, ‘You didn’t do as much driving, so you don’t make as much,’” says Mugriyev.
Is Otto’s technology up to safely piloting 80,000 pounds of truck down a busy highway? Having a driver in the cab won’t do much to make up for any shortcomings in the system, given that by Otto’s own reckoning it can take up to 30 seconds for a driver resting in the back to fully orient to the driver’s seat.
The extensive history racked up by Google’s self-driving cars is encouraging, with only 20 crashes over seven years and millions of miles. Only one of the crashes was found to be the fault of the car: a traffic merging situation of the sort that Otto hands off to the driver.
But that record doesn’t easily translate into a prediction for the safety of self-driving trucks. As Berdinis notes, trucks can’t swerve to avoid a hazard the way cars can. A fast, hard turn of the steering wheel at high speed would set the truck to fishtailing and possibly jackknifing. From the moment the brakes are applied in a truck going 55 miles per hour, it takes well over the length of a football field for the vehicle to stop. There are only six inches of lane on either side of a truck, meaning even small hazards at the side of the lane can’t be avoided without leaving the lane. “Many avoidance algorithms for self-driving cars just don’t apply to trucks,” says Berdinis.
A key detail not seen in most images of the Budweiser delivery: Otto staff and police riding nearby in cars to ensure safety.
One advantage for trucks is that some of the sensors can be mounted at the top of the cab, providing a high-up view that can see over traffic far ahead. But even state-of-the-art sensors can struggle to provide accurate, unambiguous data. Bright sunlight can briefly blind cameras, computers can’t always differentiate between a car by the side of the road and a big sign, and systems can be thrown off by snow, ice, and sand. They also can’t interpret facial expressions and gestures of nearby drivers to predict the driving behavior of other vehicles. And few systems would be able to differentiate between a hitchhiker and a construction worker gesturing to pull over.
Self-driving cars have managed to do well in mostly city driving in spite of these limitations, but at highway speeds and with limited maneuverability, trucks may come up short more often. “We’re still having problems with these challenges,” says Volvo Trucks’ Almqvist. Heavy-truck drivers typically spend months in driving school, and go through thousands of miles of supervised driving, before taking full charge of a big rig. Thus, matching a human driver’s skill is harder for a self-driving truck than it is for a self-driving car. Mugriyev wonders, for example, if an autonomous system would be able to do what he did: wrestle to a safe stop a truck with a blown front axle and a smashed-up car pasted to its front.
Because of such safety concerns, Volvo has no current plans to field its autonomous trucks on public roads. Instead, it intends to limit them to private locations such as mines and ports. “On public roads, we’ll use the technology to support the driver, not to replace the driver,” says Almqvist. Volvo is still unsure about social acceptance of the technology. The company sometimes identifies the license plates of passing cars when testing its autonomous trucks, and then tracks the car owners down and surveys them about their perceptions.
Berdinis acknowledges the challenges, but he insists Otto’s technology is rapidly evolving to meet them. “We won’t ship until we’re confident there are no situations where we’d need a human to immediately take control of the truck,” he says.
Otto will also have to convince regulators its systems are ready for the highway. Unlike Uber, which has relied on the consumer popularity of its passenger service to take to the roads first and wrestle with regulations later, Otto will do everything strictly by the book, notes Berdinis.
Even Volvo’s Almqvist thinks the technology will make it to public roads in the not-too-distant future. But timing will be crucial, he adds: “If we do it too soon and have an accident, we’ll hurt the industry. And if you lose the public’s trust, it’s very difficult to regain it.”
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London is a huge city with several district articles containing sightseeing, restaurant, nightlife and accommodation listings – consider printing them all.
Noisy, vibrant and truly multicultural, London is a megalopolis of people, ideas and energy. The capital and largest city of both the United Kingdom and of England, it is also the largest city in Western Europe and the European Union. Situated on the River Thames in South-East England, Greater London has an official population of nearly 8 million people – although the figure of over 14 million for the city’s total metropolitan area more accurately reflects London’s size and importance. London is one of the great “world cities,” and remains a global capital of culture, fashion, finance, politics and trade.
The name London originally referred only to the once-walled “Square Mile” of the original Roman (and later medieval) city (confusingly called the “City of London” or just “The City”). Today, London has taken on a much larger meaning to include all of the vast central parts of the modern metropolis, with the city having absorbed numerous surrounding towns and villages over the centuries. The term Greater London embraces Central London together with all the outlying suburbs that lie in one continuous urban sprawl within the lower Thames valley. Though densely populated by New World standards, London retains large swathes of green parkland and open space, even within the city centre.
Greater-London consists of 32 London boroughs and the City of London that, together with the office of the Mayor of London, form the basis for London’s local government. The Mayor of London is elected by London residents and should not be confused with the Lord Mayor of the City of London. The names of several boroughs, such as Westminster or Camden, are well-known, others less so, such as Wandsworth or Lewisham.
1 -London Bridge is the favorite for those that are seeking a quiet spot to enjoy their lunch, exploring the water and meeting with joyful visitors.
2 -The absolute stand-out date location in London has to be Wilton’s Music Hall, near Shadwell. It’s one of the last surviving music halls of nineteenth-century London and manages to blend the moods of a WWII French Resistance hideout, a Prohibition-era speakeasy and a cheap student hangout.
3-London is loyal to its alternative entertainment, and and people has fallen in love with the burlesque scene.
Share your experience or put your comments below and give us the reasons why Londoners love London and why it is one of the most attractive places in the world.
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Trump care is finally dead, assasinated by his own children the Senate Republican . They have stripped-down the skinny Trump version. These are the killers Sen. John McCain, R-Ariz., who voted ‘no.’ Rep. Susan Collins of Maine and Rep. Lisa Murkowski of Alaska who voted no as well.
Before killing the Trump Care, Senator John McCain gave the reasons why Trump care must be killed and buried. These are the reasons… In a statement released following the vote, McCain said, “From the beginning, I have believed that Obamacare should be repealed and replaced with a solution that increases competition, lowers costs, and improves care for the American people. The so-called ‘skinny repeal’ amendment the Senate voted on today would not accomplish those goals.”
McCain added, “While the amendment would have repealed some of Obamacare’s most burdensome regulations, it offered no replacement to actually reform our health care system and deliver affordable, quality health care to our citizens.”
McCain offered a plan going forward, saying, “We must now return to the correct way of legislating and send the bill back to committee, hold hearings, receive input from both sides of aisle, heed the recommendations of nation’s governors, and produce a bill that finally delivers affordable health care for the American people. We must do the hard work our citizens expect of us and deserve.
Trump’s health care Timeline
Trump called for the Affordable Care Act, Obama’s landmark health care legislation, to be repealed and replaced throughout the campaign and carried that concept through his transition but began to suggest that the sweeping changes he proposed may not affect every part of the law.
Throughout the campaign, he had regularly called for an “immediate” effort to “repeal and replace” Obamacare.
March 6, 2017: House Republicans unveiled the American Health Care Act and were met with criticism from some conservative groups who complained that it fell short of a campaign pledge to repeal and replace Obamacare, while liberals blasted it as potentially leaving too many people uninsured.
March 7, 2017: The day after the bill was introduced, House Freedom Caucus member Rep. Jim Jordan, R-Ohio, slammed the bill as “Obamacare in a different form.”
House Speaker Paul Ryan, House Majority Leader Kevin McCarthy and Health and Human Services Secretary Tom Price worked to defend the bill, with Speaker Ryan even holding a PowerPoint presentation to explain the AHCA.
March 13, 2017: The Congressional Budget Committee released its report estimating that about 14 million more people would be uninsured next year if the original AHCA were enacted. In the next nine years or so, the number of uninsured would jump to 24 million more, according to the CBO.
After the release of the CBO report, several moderate House Republicans announced opposition to the bill because of the increase in Americans without health care coverage.
Despite the CBO report, the bill seemed to be on course as it cleared two hurdles, moving forward with approval from the Ways and Means Committee and the House Budget Committee.
March 20, 2017: A number of tweaks were made to the original legislation in an effort to muster votes. The amendments included changes to Medicaid funding, an optional work requirement for Medicaid and instructions for the Senate to construct a $75 billion fund that would provide additional tax credits to help people buy insurance.
March 24, 2017: At Trump’s request, House Speaker Paul Ryan pulled the American Health Care Act (AHCA) off the floor moments before a scheduled vote.
Divisions within the Republican Party ultimately led to the bill’s being yanked as lawmakers failed wrangle enough votes on their side of the aisle for passage in the House. Members of the conservative House Freedom Caucus, along with a few moderate Republican lawmakers, planned on opposing the bill if it went to a vote.
“Obamacare is the law of the land… and we’re going to be living with Obamacare for the foreseeable future,” Ryan conceded a short time after the bill was dropped.
A spokesman for Ryan released a statement March 26 making it clear that the intention is to move on.
“The speaker and president talked for an hour yesterday about moving forward on the agenda and their relationship is stronger than ever right now,” the spokesman said.
May 4, 2017: Republicans in the House of Representatives passed what they said was their plan to repeal and replace Obamacare, after several fits and starts, sending the measure to the Senate, where it is expected to be significantly revised.
The bill passed the House in a narrow 217-213 vote. All Democrats opposed the bill.
“What we have is something very, very incredibly well-crafted,” Trump said of the bill.
“As much as we’ve come up with a really incredible health care plan, this has brought the Republican Party together. We’re going to get this finished.”
May 24, 2017: The nonpartisan Congressional Budget Office released a report on the House Republicans’ health care plan, saying that it would reduce the federal deficit by $119 billion over 10 years and leave 23 million more Americans without health insurance, compared with the current law under the Affordable Care Act.
The bill, known as the American Health Care Act, had narrowly passed the House and the Senate planned to rewrite the measure before holding a vote.
House Republicans dismissed some of the CBO report’s conclusions, while touting the proposed savings.
“This CBO report again confirms that the American Health Care Act achieves our mission: lowering premiums and lowering the deficit. It is another positive step toward keeping our promise to repeal and replace Obamacare,” House Speaker Ryan said in a statement.
June 13, 2017: Even though the House bill passed, Trump made it clear to Senators that he wasn’t thrilled about it.
During a meeting with Senators at the White House, Trump lamented the saga that took place on the House side, and said the bill that had passed in the lower chamber was “mean” and the Senate bill should be more “generous.”
“He wasn’t prescribing deadlines, because I think he recognized what happened in the House wasn’t good and he wants to make sure that we have a process that proceeds in an orderly way,” said Sen. John Thune, R-SD, who attended the meeting at the White House.
Thune acknowledged that Trump was “open to suggestions and didn’t make any pronouncements one way or the other.”
“I think he was just sort of conveying that he thinks it’s really important that we get this done and it’s OK that the Senate is going its own direction,” Thune said. “I think he was happy to hear that we’re making good progress and is hopeful that we’ll be able to get this done soon because I think there is a sense of urgency.”
Republicans were initially hoping to have a bill passed or at least ready by the July 4 recess.
June 26, 2017: A draft of the Senate revision to the House bill was reviewed by the CBO. In another report, the office estimated that 22 million more people would be uninsured by 2026 under the Senate Republican health care plan, called the Better Care Reconciliation Act, than under current law, with 15 million more uninsured people in the next year alone.
The number was only a slight improvement from the CBO’s estimate of the health care bill passed by the House of Representatives in May.
June 27, 2017: Senate Majority Leader Mitch McConnell told Republican senators he was delaying a vote on the GOP health care bill until after the Fourth of July recess because he did not have the votes to move it to debate, two senior Senate Republican aides told ABC News.
McConnell confirmed the delay, saying, “We’re going to continue the discussions within our conference on the differences that we have.”
Sen. John Thune, R-S.D., stressed that the goal was to still replace Obamacare.
“While the schedule may have slipped a little bit, we are intent on rescuing Americans from a failed system that has driven up their cost and made it more difficult for them to find coverage,” he said.
Before the delay was announced, Republicans senators were invited to the White House for a meeting with President Trump, who suggested that a delay was not a problem.
“This will be great if we get it done, and if we don’t get it done it’s just going to be something that we’re not going to like, and that’s OK,” he said while Republican senators were at the White House. “I understand that very well.”
July 13, 2017: Republicans unveiled an updated version of their bill in the hopes of addressing some earlier concerns and gaining more support from within their party.
The revised version held on to some Obamacare taxes on the wealthy. It would also allow people to pay for insurance with pre-tax money, and would provide financial support to help low-income people purchase healthcare. It also includes a $45 billion dollar sweetener to fight the opioid epidemic to appease moderates.
In order to appease conservatives, the updated version would allow insurers to offer cheaper bare-bones plans that don’t cover essential health benefits. It could bring down costs for some. but it has also faced serious contention among some moderate senators because it could hurt those with pre-existing conditions.
July 15, 2017: The Senate health care procedural vote was been delayed in light of the announcement that Sen. John McCain, R-Ariz., would be out recovering from surgery to remove a blood clot from above his eye.
Before the delay was announced, two Republican senators had already publicly stated that they would vote against the procedural bill, and Republicans could not afford to lose another vote.
July 17, 2017: Republican Sens. Mike Lee of Utah and Jerry Moran of Kansas effectively killed the Senate healthcare bill when they announced they would not support the plan.
There were already two Republicans publicly against the bill — Sens. Rand Paul and Susan Collins — and in order for the bill to pass, no one else could come out against the bill. Lee and Moran added two more names to the “no” column, making it clear that it would not pass the threshold.
That evening, McConnell announced that they would be moving forward with the goal of repealing Obamacare, but would give themselves more time to come up with the replacement plan. Regretfully, it is now apparent that the effort to repeal and immediately replace the failure of Obamacare will not be successful,” he said in a statement.
July 28, 2017,” We tried really hard,” Majority Leader Mitch McConnell, R-Ky., said on the Senate floor following the vote. “A disappointment indeed … I regret that our efforts were simply not enough this time.
RIP Trump Care.
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All of the built-in apps on iPad were designed from the ground up to take advantage of the large Multi-Touch screen and advanced capabilities of iPad. And they work in any orientation. So you can do things with these apps that you can’t do on any other device.
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