Many people ask why about most things in their lives, especiallywhen it comes to a sacrifice that they must make. One of theseaspects in life includes work done for noble causes. Thisincludes donations, charity work and volunteer work for thegreater good. Many people need to see on paper why they shoulddo such a thing like donate their car. There are social reasonsas well as personal reasons that you will want to donate a car.Read below for more.
The Social Reasons for Donating a Vehicle
The social reasons for car donations are innumerable. There areso many services that are available to the community when carsare donated. Volunteers of America has a Vehicle DonationProgram that is dedicated to helping the community through thecharitable donation of cars.
Volunteers of America offers children and youth services thatare built for the purpose of protecting children, teenagers andfamilies. There are also elderly services that offer retirementcommunities, meal programs and assisted living programs.
In addition to these, there are also emergency services,homeless services, and housing services that benefit fromsomething as simple as donating a car. The goal is to reach outto the community and to keep the hungry fed and housed. Thehousing services help individuals who may never consider owninga home become first time homebuyers.
The Personal Reasons for Donating a Vehicle
There are many personal reasons to donate the car, boat, RV, SUVor other vehicle. The first is the sense that you have donesomething good for someone else. The feeling you have donesomething for the community will give you a greater sense ofconnection within the community.
Also, the process is much easier than trying to sell a carwhether through a car company or through for sell by owner.There is also the financial aspect. Donating a car can be a nicetax write off and you can often save more off of taxes than youcould actually sell the car for
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Wednesday, September 24, 2008
Advertising
Advertising
Revenue Science
Revenue Science offers the most powerful and flexible targeting platform for digital media worldwide, and has been connecting advertisers with engaged audiences on the Web since 2000.
DoubleClick.Net
DoubleClick enables agencies, marketers and publishers to work together successfully and profit from their digital marketing investments.
Advertising.com
Ad.com network reaches nearly 85% of all Internet users in the U.S., making us the biggest ad network in town.
Tacoda
TACODA®, Inc., a wholly owned division of AOL and a Platform-A company, runs one of the world’s largest and most advanced behavioral targeting advertising networks.
Revenue Science
Revenue Science offers the most powerful and flexible targeting platform for digital media worldwide, and has been connecting advertisers with engaged audiences on the Web since 2000.
DoubleClick.Net
DoubleClick enables agencies, marketers and publishers to work together successfully and profit from their digital marketing investments.
Advertising.com
Ad.com network reaches nearly 85% of all Internet users in the U.S., making us the biggest ad network in town.
Tacoda
TACODA®, Inc., a wholly owned division of AOL and a Platform-A company, runs one of the world’s largest and most advanced behavioral targeting advertising networks.
Cascading Style
Cascading Style Sheets
Cascading Style Sheets (CSS) is a stylesheet language used to describe the presentation of a document written in a markup language. Its most common application is to style web pages written in HTML
Javascript
JavaScript is a scripting language most often used for client-side web development. Its proper name is ECMAScript, though "JavaScript" is much more commonly used. aboutcar.com uses JavaScript.
Cascading Style Sheets (CSS) is a stylesheet language used to describe the presentation of a document written in a markup language. Its most common application is to style web pages written in HTML
Javascript
JavaScript is a scripting language most often used for client-side web development. Its proper name is ECMAScript, though "JavaScript" is much more commonly used. aboutcar.com uses JavaScript.
XHTML Transitional
XHTML Transitional
aboutcar.com claims XHTML Transitional status (). XHTML 1.0 Transitional is the same as HTML 4.01 Transitional, but follows XML syntax rules. It supports everything found in XHTML 1.0 Strict, but also permits the use of a number of elements and attributes that are judged presentational, in order to ease the transition from HTML 3.2 and earlier. These include center, u, strike, and applet.
aboutcar.com claims XHTML Transitional status (). XHTML 1.0 Transitional is the same as HTML 4.01 Transitional, but follows XML syntax rules. It supports everything found in XHTML 1.0 Strict, but also permits the use of a number of elements and attributes that are judged presentational, in order to ease the transition from HTML 3.2 and earlier. These include center, u, strike, and applet.
Canadian Arctic Railway
The Canadian Arctic Railway is a Canadian company committed to constructing a standard gauge heavy haul railway in the Canadian Arctic regions.
An Arctic Railway with connections to Alaska could have far-reaching positive economic benefits for British Columbia, Alberta, Alaska and the Canadian Arctic as a whole. It is proposed to establish a 15,000km to 25,000km standard gauge railway network, in the Canadian Arctic, to be completed in three phases over the next 25 to 35 years. The first phase proposes to acquire or negotiate operating rights over approximately 1,500km of existing railway in B.C., Alberta and the Yukon, as well as construct approximately 3,000km of new railway in B.C., the Yukon and Alaska. This phase could be completed within approximately 10 years and would include connections to Alaska. The second and third phases would extend the network into the rest of the Western Canadian Arctic and then the Eastern Canadian Arctic consecutively, at approximately 10-year intervals.
Presently work is being carried out to define a single route through the Yukon with a connection to Alaska. This route would require the construction of approximately 1800kms of new line and could be completed in 3 to 5 years depending on the approval process. Once startup funding is in place economic and environmental overviews of the total project will have to be carried out so efforts can be focused on the most appropriate startup route.
It is envisioned that the funding for the project definition would come primarily from the private sector. By the completion of the project definition for the first phase, construction permits will have been obtained, a formula for first nation involvement will have been finalized, the proposed existing lines will have been acquired and/or operating rights negotiated and construction of new lines would start.
The project definition will require the establishment of approximately a 100-person development team in Whitehorse, Yukon. Department heads have already been recruited to set scope and goals for the project definition phase. Recruiting for the full development team will commence on obtaining initial startup funding. It is also intended to negotiate rail acquisitions and/or operating rights over some existing railways or segments immediately upon obtaining startup funding.
Depending on the construction standard selected, railway lines in Arctic regions could be built for an average of between $500,000 & $600,000 per mile for developmental standard and between $2,000,000 & $3,000,000 per mile for mainline standard including bridges but not including any major tunnel work. If developmental standard were used at first, the route would have a planned upgrade program based on projected increases in traffic and revenues.
Not to be taken lightly, this would be a massive undertaking, with potential positive effects for the whole of the Canadian and American economies. It is envisioned at this stage to involve primarily private sector financing for acquisitions and new construction. We are pursuing involvement of the governments through potential issuance of land grants from unused or undeveloped government crown lands as well as assistance facilitating the environmental and aboriginal approval process.
An Arctic Railway with connections to Alaska could have far-reaching positive economic benefits for British Columbia, Alberta, Alaska and the Canadian Arctic as a whole. It is proposed to establish a 15,000km to 25,000km standard gauge railway network, in the Canadian Arctic, to be completed in three phases over the next 25 to 35 years. The first phase proposes to acquire or negotiate operating rights over approximately 1,500km of existing railway in B.C., Alberta and the Yukon, as well as construct approximately 3,000km of new railway in B.C., the Yukon and Alaska. This phase could be completed within approximately 10 years and would include connections to Alaska. The second and third phases would extend the network into the rest of the Western Canadian Arctic and then the Eastern Canadian Arctic consecutively, at approximately 10-year intervals.
Presently work is being carried out to define a single route through the Yukon with a connection to Alaska. This route would require the construction of approximately 1800kms of new line and could be completed in 3 to 5 years depending on the approval process. Once startup funding is in place economic and environmental overviews of the total project will have to be carried out so efforts can be focused on the most appropriate startup route.
It is envisioned that the funding for the project definition would come primarily from the private sector. By the completion of the project definition for the first phase, construction permits will have been obtained, a formula for first nation involvement will have been finalized, the proposed existing lines will have been acquired and/or operating rights negotiated and construction of new lines would start.
The project definition will require the establishment of approximately a 100-person development team in Whitehorse, Yukon. Department heads have already been recruited to set scope and goals for the project definition phase. Recruiting for the full development team will commence on obtaining initial startup funding. It is also intended to negotiate rail acquisitions and/or operating rights over some existing railways or segments immediately upon obtaining startup funding.
Depending on the construction standard selected, railway lines in Arctic regions could be built for an average of between $500,000 & $600,000 per mile for developmental standard and between $2,000,000 & $3,000,000 per mile for mainline standard including bridges but not including any major tunnel work. If developmental standard were used at first, the route would have a planned upgrade program based on projected increases in traffic and revenues.
Not to be taken lightly, this would be a massive undertaking, with potential positive effects for the whole of the Canadian and American economies. It is envisioned at this stage to involve primarily private sector financing for acquisitions and new construction. We are pursuing involvement of the governments through potential issuance of land grants from unused or undeveloped government crown lands as well as assistance facilitating the environmental and aboriginal approval process.
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