Vermont Business Magazine Vermont hospital executives and surgeons make the most money, not surprisingly, with Dr John Brumsted, the CEO of the University of Vermont Health Network, the top earner in the region at over $2 million a year. More than half of his income was from bonuses and other compensation. Dr James Weinstein, who recently stepped down as CEO of Dartmouth-Hitchcock Medical Center in West Lebanon, NH, has the highest salary at $1.2 million, with a total compensation of $1.5 million. Brumsted leads a consortium of hospitals (including CVMC) in Vermont and in upstate New York.Nonprofit hospitals are required to submit information about their mission, programs and finances, including the salaries of their highest-compensated employees, annually to the IRS on Form 990. To help make this information more transparent for Vermonters, the Green Mountain Care Board had requested the Form 990s from each of Vermont’s 14 non-profit hospitals.In addition, Dartmouth Hitchcock Medical Center in New Hampshire, which provides care to many Vermonters, voluntarily provided its Form 990 to the Board.The Board requested comparable salary information from HealthFirst, which represents Vermont independent health care practitioners. HealthFirst declined the Board’s request.The hospital CEO was usually, but not always, the top earner at individual hospitals.For instance at Rutland Regional Medical Center, CEO Thomas Huebner made a total of $565,038, while seven doctors made more, including Dr Melbourne Boynton, Chief Medical Director, who made $1.1 million. Boynton was the highest paid non-executive doctor on the list. Most of the people on the list were physicians.Executive registered nurses were also represented, with Eileen Whalen, president and COO of UVMMC at $866,692 and Sandra Fells, chief nurse at UVMMC at $493,159.FULL COMPENSATION TABLE CLICK HERE(link is external)Source: Green Mountain Care Board 8.21.2017
The vision of a vast public park on the grounds of the shuttered Meadowbrook Country Club took a significant step toward becoming a reality Monday as the Prairie Village City Council approved a Memorandum of Understanding that outlines the commitments required of all the parties involved in the negotiations.Johnson County Park and Recreation District and Johnson County Government are expected to take up the outline agreement at their meetings in the coming weeks. Assuming those two entities approve the MOU as well, the government entities and VanTrust Real Estate, the property owner and project developer, would begin work on the official development agreements that will lead to the issuance of bonds and the closing of the deal.The MOU passed the Prairie Village Council on an 11-1 vote. Councilor Sheila Myers, the lone dissenting vote, peppered both City Administrator Quinn Bennion and Rich Mueller of VanTrust with questions, saying she didn’t understand why the city would be issuing bonds to pay for parkland that it wouldn’t end up owning. (You can find background on the TIF deals that will fund purchase of the parkland here and here).At one point Myers suggested VanTrust should donate the parkland to the city, saying that the appraised value of the property today far surpassed what VanTrust paid for it in 2010.Mueller countered that VanTrust had sunk a considerable amount of money into both purchasing the club and operating it for the subsequent several years — as was part of their purchase agreement with the club’s membership — and that it would need to commit millions more to get its proposed projects for the site, including a multifamily housing structure, a senior living community and a boutique inn, out of the ground.“Our interests are very much aligned with the city’s,” Mueller said of the TIF agreement. “The value that’s being created by the project is what’s funding [the park purchase].”Bennion noted that VanTrust had agreed to sell the parkland to the city at a price below the appraised value.Myers also questioned Mueller about rumors that the Meadowbrook clubhouse, which will be used by JCPRD as an administration and community center, contained asbestos. Mueller said VanTrust had conducted an assessment of the building when the company bought the club and that there was no asbestos in the building.Councilor Eric Mikkelson asked that the agreement include a provision that JCPRD bring its concepts for the programming at the park to the council for review before they are finalized. Director of Parks & Recreation Jill Geller said the district was agreeable to that provision, and that they expected to begin the programming process after all parties had signed off on the MOU.Here’s our story on the sequence of events that will have to take place to create the new park. An overview of the public funds to be used in the purchase of the parkland and their sources follows:
The Florida Bar is willing to work with state agencies to stem abuses by private, for-profit lawyer referral services, according to Bar President Scott Hawkins. Hawkins on November 22 sent a letter to Florida Chief Financial Officer Jeff Atwater promising Bar cooperation on state efforts to rein in for-profit lawyer referral services. Atwater, a week before, had called on the Bar to ban the services. (See story in the December 1 Bar News. )Hawkins in his letter noted that the Bar’s Special Committee on Lawyer Referral Services has been working since January on the issue and is beginning to formulate its recom-mendations.“Most of the services and practices you comment upon are owned, operated, and control-led by non-lawyers,” Hawkins noted. “In fact, we believe that these nonlawyers have created the current environment involving physicians, chiropractors, other health services providers, and lawyers. It is also important to distinguish that there are nonprofit lawyer referral services administered by local bar associations in Florida operated to help consumers who need legal assistance. . . . ”The Bar’s jurisdiction is to regulate lawyer conduct, and Hawkins told Atwater that the Bar will do what is necessary, adding, “I can assure you that the Bar will pursue appropriate measures to address violations of our rules and will endeavor to change our rules to deal with these issues if necessary.“While it is not in our jurisdiction to ban private, for-profit referral services or to regulate non-lawyer conduct, we would be very happy to collaborate with your office, appropriate state agencies, and the Legislature to curtail any improprieties these services commit against our fellow Floridians,” Hawkins continued.In his letter, Atwater said individuals “disguised as legitimate referral services have been able to prey on society for so long” and perpetuate fraud, particularly related to medical and legal claims stemming from auto accidents.“This must stop, and I believe the Bar is in the best position to expeditiously institute a permanent ban against lawyer referral services,” Atwater wrote to Hawkins.Board of Governors member Grier Wells, who chairs the special LRS committee, noted the Bar cannot regulate nonlawyers who own referral services, but it can regulate attorneys who join referral services and prohibit belonging to services that don’t follow Bar rules.Atwater said his department is investigating private services and “has received many confidential tips regarding the incestuous interactions among the participants in these referral services. It is intolerable for a quid pro quo relationship to exist between or among lawyers and healthcare professionals where the physical well-being of Florida’s citizens is concerned; not to mention the impact these improper relationships have on the cost of insurance premiums.”Rep. Rick Kriseman, R-St. Petersburg, and Sen. Gwen Margolis, D-Miami, have introduced bills to regulate private legal and medical referral services and Kriseman has expressed optimism it will be considered as part of a larger overhaul of the state’s PIP insurance system. December 15, 2011 Regular News Hawkins supports reining in private referral service abuses Hawkins supports reining in private referral service abuses
Results from a randomized controlled trial of patients with bloodstream infections indicate that treatment with a 7-day course of antibiotics is non-inferior to a 14-day course, a finding that could have important implications for antibiotic stewardship.The findings, published yesterday in Clinical Infectious Diseases, are significant because shortening antibiotic therapy is seen as an important tool for reducing unnecessary antibiotic use, and the potential hazards of excess antibiotic treatment, in hospitals. Several randomized clinical trials in recent years have found that shorter antibiotic treatments are as effective as longer treatments for a variety of bacterial infections.But patients with bloodstream infections, which are typically more severe and deadly than other bacterial infections, are rarely included in these studies. Current treatment guidelines recommend a range of treatment duration from 7 to 14 days for bacteremia, but the lack of data on appropriate antibiotic treatment for bloodstream infections means patients tend to receive prolonged treatment.This study, led by a team of Israeli and Italian clinicians and researchers, is the first randomized clinical trial to explore whether a shorter course of antibiotics is appropriate for patients who have gram-negative bacteremia.Study establishes non-inferiorityIn the study, 604 adult patients hospitalized with gram-negative bacteremia at two academic health centers in Israel and one in Italy from January 2013 through August 2017 were randomly assigned in a 1:1 ratio to receive either 7 days or 14 days of antibiotic therapy. The study was limited to patients who had survived to day 7 and were hemodynamically stable and afebrile for at least 48 hours.The primary outcome at 90 days from randomization was a composite of all-cause mortality, clinical failure, and readmission or extended hospitalization. Secondary outcomes included individual components of the primary outcome. The non-inferiority margin was 10%.Among the 604 patients (306 in the intervention group, 298 in the control group), the main source of bacteremia was the urinary tract (411/604, 68%) and the main pathogens were Enterobacteriaceae (543/604, 89.9). The primary outcome occurred in 140 of 306 (45.8%) of the patients in the 7-day group versus 144 of 298 (48.3%) in the 14-day group, establishing non-inferiority (risk difference [RD], -2.6%; 95% confidence interval [CI], -10.5% to 5.3%).In addition, no significant differences between study groups were demonstrated for any of the individual components of the primary outcome, including 90-day all-cause mortality. Thirty-six patients (11.8%) died in the short-duration group, compared with 32 (10.7%) in the long-duration group (RD, 1.0%; 95% CI -10.4% to 6.2%). Non-inferiority criteria were met in most of the study subgroups, except for those who received inappropriate empiric antibiotic therapy and those with bacteremia cause by a multidrug-resistant pathogen.”In summary, among hospitalized patients with Gram-negative bacteremia, hemodynamically stable and afebrile for at least 48 hours without an ongoing focus of infection, 7 days of antibiotic therapy were non-inferior to 14 days,” the authors of the study write.The results also showed that duration of hospitalization and rates of super-infections were not significantly different between the two groups, and that there were fewer cumulative antibiotic days in the 7-day group.At the same time, however, there was no significant difference in the development of antibiotic resistance or occurrence of adverse events—including Clostridium difficile infection—between the two groups. This is noteworthy because the primary arguments for shortened antibiotic therapy are the belief that it will reduce adverse events and the selection pressure for resistant bacteria.Limitations of the study include the fact that the patients had a low severity of illness and that the vast majority of pathogens were Enterobacteriaceae. This suggests that the results may not be applicable to sicker patients or those with bacteremia caused by gram-positive pathogens or gram-negative non-fermenters such as Pseudomonas aeruginosa or Acinetobacter baumannii.Results suggest ‘paradigm shift’In an accompanying commentary, Nick Daneman, MD, and Robert Fowler, MD, of Sunnybrook Health Sciences Centre in Toronto write that shortening antibiotic treatment for bacteremia from 14 to 7 days would represent a major change in practice in North America. Recent surveys of Canadian intensive care and infectious diseases clinicians indicate that 14 days is the most common recommendation, and a multicenter study found that actual treatment durations were even longer, they note.”The results of Dr. Yahav et al’s study suggest that we are heading towards a paradigm shift in the recommended treatment durations for patients with bloodstream infection,” they write.Such a shift would also save money, they add, cutting drug costs by an estimated CAD $678 million to $798 million a year in North America. “If shorter treatment durations are associated with reductions in C. difficile infections and antimicrobial-resistant pathogens, the cost saving would be greater,” they write.Daneman and Fowler say they hope to extend the knowledge base on appropriate treatment for bloodstream infections through the Bacteremia Antibiotic Length Actually Needed for Clinical Effectiveness (BALANCE) trial, which will compare 7 versus 14 days of treatment for critically ill patients with bacteremia.See also:Dec 11 Clin Infect Dis abstractDec 11 Clin Infect Dis commentary
RANCHO SANTA FE, Calif. – Elite Worldwide has announced that Brian Bowersock has joined the company as its newest business development coach. In this new role, Bowersock will utilize his years of experience as a shop owner in San Diego, Calif., along with the information he attained as a board member for AAIA’s Car Care Professionals Network, to provide one-on-one guidance to shop owners throughout the U.S. to help them build more successful businesses. Bowersock owns an extremely successful AAA-approved auto repair shop, and has built his business without ever using any form of price advertising. Through his brand-awareness marketing campaigns, Bowersock’s name and the name of his shop are household names throughout San Diego County, and he now serves as the Fox News Auto Expert on local Fox television channels. “Brian is a longtime friend and a truly a remarkable shop owner, so it’s an absolute honor to have him join the Elite team. He is a guy who never puts money ahead of people, so I know he’ll fit in well with the culture of Elite, and will be very successful in helping shop owners build more profitable businesses,” said Bob Cooper, president of Elite Worldwide. AdvertisementClick Here to Read MoreAdvertisement
FLS-KAA’s parent company Fleet Line Shipping (FLS) coordinated the shipment of the pipes, each of which measured 7.3 m long with a diameter of 1.2 m, from Antwerp to Jebel Ali onboard an Empros Lines breakbulk vessel.HLPFI reported on June 26 that FLS had been appointed as agent for Empros Lines in the Middle East. On arrival at Jebel Ali port, FLS-KAA customised wooden frames to facilitate the loading of eight pipes onto one 60 ft (18.2 m) trailer, which meant that delivering the consignment 200 km overland to Al Ain only required the use of 55 trailers.FLS-KAA is a member of the Worldwide Project Consortium (WWPC) in Iraq. www.fleetlineshipping.comwww.wwpc.eu.com
High levels of taxation and track access charges are making rail freight uncompetitive with other modes, even on long hauls where speed and volume should give rail a natural advantage.,Australia’s interstate rail freight operators are having a hard time at the moment, with volumes declining steadily as a result of unbridled competition from other modes. Recently released market share data has confirmed a worrying trend for those operating in the long-haul interstate market.The Australasian Railway Association has long argued that rail needs to play a greater role in meeting the country’s growing freight task, describing it as ‘one of the most significant challenges facing governments in Australia’. According to official figures, domestic freight tonne-km increased by 50% in the 10 years to 2016, and ARA anticipated that the freight task would grow by a further 26% in the decade to 2026.Insisting that ‘achieving modal shift to rail is critical to increasing economic growth, improving the liveability of our cities and supporting regional communities’, ARA has been working with governments and industry to get more freight on to rail, and to improve the efficiency and productivity of Australia’s rail freight supply chains. Unfortunately, however, the truth is that rail freight has been in decline for a number of years in some of the country’s most important corridors.North-south and east-westOperators have been warning for some time that freight volumes have been moving off the tracks, both along the eastern seaboard where the interstate market is dominated by road haulage and perhaps more surprisingly on the lengthy east-west corridor serving Western Australia where foreign shipping companies continue to erode rail’s historic dominance.To a large measure, it has been down to the policy of governments from both sides of politics that allows foreign ships to indulge in coastal cabotage, moving domestic traffic between Australian ports alongside their international lading. The lower rates offered by international shipping lines continue to attract new business that has traditionally moved by rail.Recent market share estimates published by ARTC unfortunately don’t match the reality for rail freight operators. In years gone by the rail industry touted its successful position on the east-west corridor with a market share of flows from Sydney, Melbourne and Adelaide to and from Perth running at close to 90%. But figures released by the Australian government’s Shipping Business Unit for traffic up to May 25 confirmed what rail operators have known for some time.The report confirmed that a staggering 70 000 TEUs were transported by ship to Western Australia in 2019, almost entirely on foreign-owned vessels. Alarmingly, shipping’s container volumes have increased by 48% since 2014. Over the same period, SCT saw its dry freight volumes decline by 8%. Conversely, SCT’s temperature-controlled volume increased by 22% in 2014-19, in a market which is not conducive to sea.ARTC suggested rail’s share on the east-west corridor was holding at 80%. This contrasts with Pacific National’s estimate that rail’s market share has dropped to 57% with sea increasing to 23%. Unfortunately the ARTC figures include return volumes and access revenue in WA from domestic flows where foreign ships don’t compete. One consequence of east to west volumes transferring to sea is that the historic freight imbalance is reversing, with eastbound traffic becoming the dominant flow.If you are looking for proof of what is happening look no further than the demise of Aurizon Intermodal. In the last decade, there used to be three rail operators competing on the east-west corridor — Pacific National, Aurizon and SCT. That has now declined to two, with Andrew Harding winding up Aurizon’s intermodal business shortly after taking over as CEO in 2017.According to Harding, closing the intermodal division was a fairly straightforward decision, with reported losses in excess of A$600m from less than 10 years of competing in the interstate rail market. The challenge of declining volumes faced by other operators including SCT ultimately proved insufficient for Aurizon to maintain its presence in the general freight market.The interstate rail sector handles traffic valued at around A$26bn a year, and contributes 1·2% of Australia’s national GDP. The national freight task has been growing overall as a result of increased economic activity, and rail’s productivity has improved with the introduction of double-stack container operation alongside the traditional wagonload business. It seems logical to attribute much of Aurizon’s demise to the continued strength and market share gain of international shipping.“If unchecked, this policy could eventually disadvantage Australian freight trains out of existence”Peter Smith, Chairman, SCT Group Levelling the playing fieldThere is generally a positive narrative around interstate rail in most forums I attend, as moving freight by rail is safer and more environmentally friendly compared to road. Most rail freight networks operate at or near full cost recovery, yet the industry is in decline. The road sector is far more effective and outspoken in demanding and achieving better outcomes, as exemplified by the process by which larger trucks are approved so seamlessly. More equitable road pricing reform is often discussed, yet rarely addressed.Now rail’s heartland on the east-west interstate corridor is under threat. We don’t allow international airlines to decimate our domestic markets so why aren’t our rail companies afforded the same protection? We pay full tote odds in track access, corporate and personal taxes, and employ tens of thousands of people. Where was the outrage when so many jobs were lost when Aurizon closed its interstate business at the hands of foreign shipping? It’s hard to see the road or construction industries readily accepting that situation.Around A$50m of track access revenue and an additional A$45m in wages and taxes that should be in government hands is being lost to foreign shipping. Effectively our government subsidises the rates offered by sea through this lost revenue and the avoidance of paying Australian taxes and labour rates. At a time when job creation and preservation has never been more important, maybe it is time for Australia to revisit its foreign shipping policy.This article first appeared in the July 2020 issue of Railway Gazette International Stark warningAs founder and owner of Australia’s largest privately owned rail freight operator, SCT Chairman Peter Smith says he is not surprised by the latest numbers. ‘We’ve been advising rail authorities and government for a number of years of the threat posed by Australia’s coastal shipping policy. No other country in the world allows international ships to decimate their domestic landside logistics companies. If unchecked, this policy could eventually disadvantage Australian freight trains out of existence.‘International ships certainly weren’t there to assist with filling our supermarkets and replenishing supplies through the Covid-19 pandemic. Foreign ships stopped coming and dropped the ball on moving our domestic freight. God help us if our nation’s supply chains are reliant on international shipping companies when the next crisis presents itself, which it will.‘The illogical part of all this is that the majority — if not all — of the price advantage that foreign shipping companies have over rail is achieved through avoidance of the track access charges and tax revenues that we pay to the government. It is difficult to see the logic in that for Australia.’East Coast battleInterstate rail freight faces a similar battle for north-south business along Australia’s eastern seaboard, where it has always had a much weaker position in the face of intense competition from road haulage benefiting from substantial public investment in new and upgraded highways. Coastal shipping is also eating into that market, with foreign-owned ships operating on shorter hauls such as Melbourne to Port Kembla or Sydney to Brisbane. The latest market share analysis confirms that 87% of freight volumes on this corridor now travel by road, with rail and shipping sharing the balance.‘The movement of freight by rail between our two major capitals, Melbourne and Sydney, has all but ceased, as larger High Productivity road trucks offer ever-increasing fuel efficiency’, reports Pacific National CEO Dean Della Valle. ‘Credit to the road industry, their regulation process allows them to streamline the approval process for larger trucks and increase their productivity and competitiveness year on year.‘Ultimately our cost position increases each and every year while the road industry effectively gets cheaper’, says Della Valle. ‘Charges for access to the rail network constitute around 30% of our total cost base, and the rates are adjusted upwards annually. The reality is that we pay around two or three times more to the government in access charges than the road hauliers on a per-tonne basis. The gap is growing, and our market share is declining.’Pacific National is ‘holding out for the completion of the Inland Rail project’, he says, as that will provide a productivity gain in increasing train sizes over the longer Melbourne – Brisbane route, but that is still several years away .
Miners rescued from the Sibanye Gold mine: Photo AFPSouth Africa’s Sibanye Gold mine owners on Friday confirmed that all 955 mine workers trapped underground for more than a day following a power cut resurfaced unharmed.Local online newspaper, Mail & Guardian quotes the mine’s spokesman, James Wellsted say, “Everybody’s out, there were cases of dehydration and high blood pressure but nothing serious.”The miners were stuck in the Beatrix gold mine after a storm caused a massive power outage.But on Friday morning electricity was finally restored to a lift, enabling the workers’ release.They are being taken for food and showers upon their release, before having medical health checks.Beatrix is in the small town of Theunissen near the city of Welkom.
Share By ANTONIO VINDELLJose Martinez, a gate attendant at Isla Blanca Park, tells a visitor about the daily fee to enter the park. (Staff photo by Antonio Vindell) The year 2010 is coming to an end and 2011 is about to start. For the perennial beachgoer, that could bring new changes such as change in fees to enjoy the sun and the surf on the Texas Gulf Coast. The Cameron County Parks System is in the process of changing its park fee structures, which will be implemented once the board gets the seal of approval from the Texas General Land Office. One such fee is the daily fee to enter Isla Blanca and Andy Bowie parks. The other is the current annual $38 pass which expires in 2010. The daily fee is $4 a day per vehicle, but under a proposed recommendation, that could go up to $6 a day, while the annual pass could up to $50. For more on this story, pick up a copy of the Dec. 30 edition of the Port Isabel South Padre Press. RelatedCounty raises user fee, approves Access 5 improvementsBy DINA ARÉVALO Port Isabel-South Padre Press firstname.lastname@example.org The Cameron County Commissioners Court approved a $5 increase to the beach user fee for County beach accesses this week. The County plans to use the increased fees to help fund facility improvements, including a massive overhaul of E.K. Atwood Park located at…December 6, 2015In “News”Island parking talks heat upBy AARIN HARTWELL Special to the PRESS Parking issues on the Island dominated the City Council meeting last Wednesday, March 15, at City Hall on South Padre Island. Discussion of the city’s convention center renovation and expansion and proposed seasonal parking permit brought many spectators to the audience of the…May 23, 2013In “News”Changing tides: As COVID-19 positivity rates decrease, county beaches reopenBy Gaige Davila email@example.com Cameron County beach accesses and beach parks reopened this past Tuesday, as Texas sees its COVID-19 positivity rate dipping below 10 percent for the first time since late June. On Sept. 8, families and anglers came to the reopened Isla Blanca park, distancing themselves from others…September 11, 2020In “News”
Related TopicsCavsCedi OsmanClevelandCleveland Cavaliersfeatured Cleveland- It was reported this evening by Marc Stein of the New York Times that the Cleveland Cavaliers and forward Cedi Osman have agreed to an extension.The new contract will kick in at the start of next season at $8.75 million and descend each season with the 2023-24 season being non-guaranteed.The Cavaliers made Osman their starting small-forward last season after LeBron James departed for Los Angeles. In his first season as a starter, Osman averaged 13 points and 4.1 rebounds per game. He progressed throughout the season and earned himself a new contract.With Cleveland resigning him now they will avoid seeing their starting small-forward hit restricted free agency next off-season. Corey Perez