Can you OD on caffeine?
- 200 to 300 milligrams of caffeine a day — about two to four cups of coffee — is safe
- Energy drinks usually contain around 80 milligrams of caffeine in an eight-ounce can
- Caffeine acts as a stimulant in humans and can be found in seeds, leaves and fruit of plants
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(upwave) – The rumor: It’s possible to get caffeine poisoning
As he was driving down an Ohio freeway minutes after swallowing five Magnum 357 caffeine pills, Christian Brenner started to vibrate — and the cars in his rearview mirror did as well. Fortunately, Brenner pulled over and walked around in an effort to try and come down.
Today, he swears off caffeine, even coffee — the mental aftereffect of what he says was straight-up caffeine poisoning.
The verdict: Yes, you can OD on caffeine. The trick is to know your body, pay attention to what else you’ve ingested and do your homework on energy drinks
Caffeine acts as a stimulant in humans. It can be found in the seeds, leaves and fruit of plants like coffee or kola nuts.
“Safe doses of caffeine are usually quoted at around 200 to 300 milligrams, or two to four cups of coffee per day,” says Dr. David Seres, associate professor of clinical medicine at Columbia University.
There’s no doubt: Electronic media is changing our lives. Kids between 8 and 18 have upped the amount of time spent with electronic media by an hour and 17 minutes each day over the past five years, according to the Kaiser Family Foundation.
Today’s kids will grow into the most technologically savvy yet technologically dependent generation of adults ever. So: How does instant text talk impact people’s ability to communicate face-to-face? Will the way we make individual and group decisions devolve down to tweets, likes and LOLs?
Increasingly relaxed credit underwriting standards in the subprime auto world are helping lift auto sales across the country, according to a report today from Bloomberg News.
Bloomberg checks in on Houston auto dealer Alan Helfman, who tells the story of a customer who drove away with a new Dodge Dart-despite a credit score south of 500.
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NEW YORK — Subway trains arrive at stations late at night too crowded to board. A train that usually travels express often runs local after a certain hour, and some routes have been remapped entirely thanks to Superstorm Sandy repairs or other long-term upkeep. Scores of the city’s bridges and highway overpasses are considered structurally deficient and fixes have been progressing at a snail’s pace. When construction happens, cars sit on highways for upwards of an hour, waiting to get from point A to B.
The city’s mass transit is groaning under the weight of age and use. A labyrinth of governmental agencies that govern and fund construction, operating costs and daily repairs all share the same problem: they are either broke, in debt and set to sink further, and not one of them has figured out how they will get necessary funding.
Yet if the city and state fail to maintain or expand mass transit, there is a possibility that the entire mess of it all could choke on its own congestion.
Figuring out where new transit money might come from is perhaps one of the biggest challenges facing policymakers — and the next mayor — in the years ahead. Transit advocates say there are workable solutions, from levying “impact fees” on new development to a “toll swap” proposed by “Gridlock” Sam Schwartz.
What Stories Do Those Subway Benches Hold?
There’s a special place in Hell that’s the spitting image of New York City subway platforms on hot and humid summer nights. After hours, when MTA’s capital construction efforts translate into fewer trains, the wet air, acrid stench are relieved only by napkins or towels, used to wipe sweat. In New York City, anything can happen and the misery of heat has been known to contribute to all manner of misbehavior-or not.
Complete strangers on a wooden bench waiting for uptown trains. One, a graying thin gentleman with porcelain skin, beige khakis, a blue button down, a reusable shopping bag filled with books in his lap. His right hand holds a cane; The other, a lady with short salt & pepper hair, solid black pants, V-neck T shirt, a firm and full body, she’s wearing black modern glasses and sensible flats.’
STORIES FROM UPWAVE at TURNER BROADCASTING by CODY LYON
by Cody Lyon
NEW YORK — Nearly six months after Superstorm Sandy paralyzed subways and buses across the city, water transit advocates and politicians are saying it is time to expand ferry service into a robust, five-borough system that can operate in good times and after disasters.
They also see it as a means for providing affordable public transit to areas underserved by existing transit infrastructure — including, for example, the Rockaways, where the subway linking the peninsula was taken out of commission by the storm and a new ferry service was started up to connect the isolated community to Manhattan.
Yet, as policymakers look to expand ferry service, they are reminded of similar efforts over the past 20 years that have drowned in costs. Around 30 regional ferry services have come and gone, despite the investment of close to $700 million in capital investments.
Today’s ferry system is balkanized, with about half a dozen private operators carrying passengers across the Hudson and East rivers, as well as other parts of the metro area. The Staten Island Ferry, which accounts for the largest share of waterway ridership, is run by the Department of Transportation.
One on One with Mayoral Candidate Bill De Blasio
GG: I have to ask this. There’s been some press and a lot of talk, in particular the mayor himself, about what some are calling New York’s coming fiscal cliff. Some have put the figure owed at around $7.8 billion, and one of you is going to inherit that. Unions in the city haven’t gotten any new raises in over four years [Editor's Note: Clarifies that there have been no new raises. Union members have received incremental salary increases under old contracts]. How do you foresee handling that?
DE BLASIO: Look, I have confidence that we can work our way through it. I think everyone knows they’re going to have to make compromises in this process. The Bloomberg approach had two features that I think we really need to move away from. One was the irresponsibility of not dealing with the contracts as they came up. As mayor, well, I’m watching the Bloomberg example carefully to know what not to do. You have to deal with these things in real time. It’s like any household budget, when you let stuff build and build it becomes insurmountable. But, two, is the mayor has often used his bully pulpit to attack municipal labor. And, interestingly, that has correlated with his inability to get realistic agreements including some of the productivity changes we need because the attacks have just hardened the position of municipal labor.
What’s more American than being able to name your brand “gay” (UPSTART)/G train story/ MTA releases Open Data Plan (Gotham Gazette)
UPSTART- (Business Journals)
What’s more American than coffee shops and ice cream? The freedom to have a ‘gay’ brand
NEW YORK — New Yorkers love to complain about their subway system: It’s too slow, too expensive, too dirty. And, worst of all, it’s too difficult to understand why.
That part — the why — is gradually being answered as the Metropolitan Transportation Authority embraces and promotes the public dissemination of the massive amounts of data that the agency generates on everything from train delays to its budget.
A group that works to keep the MTA accountable is set to release findings on Tuesday from a long-term study titled “The MTA in the Age of Big Data,” which looks at the state of the agency’s efforts to make data accessible to the public.
Butt Of Jokes G Train Gets Some Serious Attention
by Cody Lyon, Mar 04, 2013
NEW YORK — It was once known as the venerable train to the 1939 New York World’s Fair and was a critical transit artery for workers at industrial plants churning out materials for World War II.
Today the G train is the object of jokes and rants each day, both for its small number of cars and its spotty service.
“It’s a wild card as far as when I’ll get to work or back home,” said freelance theater director and Greenpoint resident Josh Hecht, who takes the G train daily and says he leaves home an extra twenty minutes or so early to get to work appointments.
A number of factors are coming together to bring change to the long-neglected G train, which has seen ridership grow because of the popularity of neighborhoods served by the subway line, including fashionable Williamsburg, Greenpoint, Fort Green, Clinton Hill and Bedford-Stuyvesant in Brooklyn.
The Metropolitan Transportation Agency, in response to calls from state lawmakers and a new transit advocacy organization for improvements like increased frequency of trains and communication with riders on the line, has announced that it will do a so-called “full line review” of the line by June. That review could result in major upgrades to one of the city’s most neglected lines.