SAFE CASH INVESTMENTS - CASH INVESTMENTS

Safe Cash Investments - Multi Strategy Investing.

Safe Cash Investments


safe cash investments
    investments
  • (invest) endow: give qualities or abilities to
  • The action or process of investing money for profit or material result
  • A thing that is worth buying because it may be profitable or useful in the future
  • (invest) furnish with power or authority; of kings or emperors
  • An act of devoting time, effort, or energy to a particular undertaking with the expectation of a worthwhile result
  • (invest) make an investment; "Put money into bonds"
    safe
  • free from danger or the risk of harm; "a safe trip"; "you will be safe here"; "a safe place"; "a safe bet"
  • a ventilated or refrigerated cupboard for securing provisions from pests
  • A strong fireproof cabinet with a complex lock, used for the storage of valuables
  • A condom
  • strongbox where valuables can be safely kept
    cash
  • money in the form of bills or coins; "there is a desperate shortage of hard cash"
  • Money in coins or notes, as distinct from checks, money orders, or credit
  • prompt payment for goods or services in currency or by check
  • Money in any form, esp. that which is immediately available
  • exchange for cash; "I cashed the check as soon as it arrived in the mail"
safe cash investments - Conquer the
Conquer the Crash: You Can Survive and Prosper in a Deflationary Depression, Expanded and Updated Edition
Conquer the Crash: You Can Survive and Prosper in a Deflationary Depression, Expanded and Updated Edition
"The forecasts in Conquer the Crash continue to be uncannily accurate. Look out below as the rest become reality." Jim Puplava, host, financialsense.com ____________
A year after Conquer the Crash published, stock markets around the world fell precipitously. The rebound of the last six months has convinced some that we are leaving the bear market behind and entering a bull market and economic boom. In this expanded and updated Second Edition of the New York Times bestseller, Prechter returns to provide answers as to what lies ahead. He provides updated economic and market analysis, shows you how to take steps to protect, survive, and prosper and asks, contrary to what most market analysts believe, whether the depression is truly at an end? The expanded and updated edition includes a new 50 page supplement plus current Safety Sources. Written by a leading expert on investing in bear markets, this book is a timely and insightful guide for anyone looking to protect and make money in today's financial markets.
Praise for the first edition:
"...I am saying that this is 'must reading' for anyone who has even the slightest interest in the stock market and his or her own investing."
Richard Russel, Dow Theory Letters
"Prechter's understanding of technical, contrary and economic analysis is exceptional"
Lawrence G. MacMillan, The Option Strategist
"All investors imbued with the idea that stocks should be bought and held forever should read this book."
Charlie Minter and Marty Weiner, Comstock Partners, Inc.
"Conquer the Crash provides disciplined investors with a map, compass and survival guide. Don't leave home without it."
Henry Van der Eb, The P.Q. Wall Forecast
"A compelling exposition of how both the mechanics and the psychology of the business cycle can be encapsulated in market analysis."
Sean Corrigan, Capital-Insight.com
"Prechter knows the facts like few others. Read this forceful argument carefully. It can save you from financial loss."
James R. Cook, President, Investment Rarities
"...required reading for anyone who wants to enhance his or her prospects for the years ahead."
Timothy Bost, Editor, Financial Cycles

83% (11)
Crosville Bristol Lowdekka Bus
Crosville Bristol Lowdekka Bus
Seen at the Welshpool and Llanfair Railway's Raven Square station in Welshpool, this lovingly restored Crosville Bus brings back memories of Scout Camps in Llangollen and Dolgellau. The Crosville Motor Company Limited was founded on 27 October 1906 in Chester, by George Crosland Taylor and his French business associate Georges de Ville, with the intention of building motor cars. The company name was an amalgam of 'Crosland' and 'de Ville'. In 1909 Crosville had commenced its first bus service, between Chester and Ellesmere Port. By 1929 Crosville had consolidated an operating area covering the Wirral and parts of Lancashire, Cheshire and Flintshire. The Railways (Road Transport) Act, 1928 gave the four railway companies the opportunity to provide bus services. But rather than run in competition they bought into or purchase outright existing bus companies. In February 1929, the London, Midland and Scottish Railway made an offer of ?400,000 to purchase Crosville, which was completed in November 1929. The new LMS (Crosville) company then in the next few months purchased Holyhead Motors, and UNU Motor Services of Caernarfon. Shortly afterwards, the four railway companies reached an agreement with the Tilling and British Automobile Traction (T&BAT) to complete a cross-holding deal, where by each organisation held a 50% share in a series of jointly-held and consolidated regional bus companies. LMS (Crosville) was therefore merged with T&BAT's Royal Blue of Llandudno, and renamed Crosville Motor Services Ltd. on 15 May 1930, after only nine months of outright LMS ownership. In the next few months the company consolidated its majority share of the North Wales coastal services, buying up various smaller private companies that operated in the Crosville area, including: White Rose Motor Services of Rhyl; Red Dragon of Denbigh; Burton of Tarporley; North Wales Silver Motors; and Llangoed Red Motors. On 1 May 1933, the Great Western Railways northern Welsh service Western Transport was amalgamated with Crosville. Although the start of World War II brought about cuts in the company timetable, by the end of the war the company had increased passengers by 50% and revenues by 90%. This was through North Wales being seen as a safe area from Luftwaffe bombing, resulting in a number of Shadow factories and Munitions factories being built in the area. This resulted in the expansion of a number of formerly quiet villages, and hence the route map changed quite dramatically. In example, ROF Wrexham at Marchwiel needed over 200 buses daily. This passenger demand brought about a change in fleet policy, with double deckers appearing in the fleet for the first time, albeit second-hand as war time production was give over to the war effort. This changed on 3 December 1942, when Crosville became a subsidiary of the Tilling Group, resulting in a change from maroon to Tilling-green livery, and Bristol-chassised buses replacing Leyland as the manufacturer of choice. Crosville emerged from the war far stronger in many ways, with healthy cash reserves in the bank or accumulating nicely in property assets, unable to replace their fleet at their normal renewal rate. However, although Crosville focused on replacing its single-deck fleet with double deckers, Tilling had a group policy against investment in coaches, resulting in a rise across the geography of a number of new coach operators. By the time that the post-war government of Clement Attlee merged both Tilling and the railway companies into the British Transport Commission on 1 January 1948, and Crosville was nationalised, the coach operators were a sustainable competitive entity. New Bristol double-deckers had become the standard fleet purchase for all Tilling/BET fleets, which allowed the company to service the post-war boom until 1950, when traffic began to fall again thanks to the increase in the number of private cars. The combiantion of this, plus the Suez Crisis of 1956 and a lack of staff due to low wages, lead to a general contraction of the network out of countryside routes and to reduce operations by at least half on a Sunday. The network continued to decline, except in the provision of new service to replace railways removed by the Beeching Axe, with the 1965 introduced "Cymru Coastliner," between Chester and Caernarfon anticipating the closure of that British Rail route and the intermediate stations. The 1968 Transport Act created the National Bus Company, and the principle that rural bus services needed to be subsidised by councils. Although having reduced costs through the introduction of one-man operation, Crosville submitted a list of 196 routes that required financial assistance. With the transfer of routes within Greater Manchester to the local Passenger Transport Executive in 1971, NBC spilt the residual service between Trent and Crosville, with the company taking over 119 vehicles and depots in Northwich, Macclesfield and Biddulph in M
UNHCR News Story: Protracted Refugee Situation: The continuing struggle of Europe's forgotten refugees
UNHCR News Story: Protracted Refugee Situation: The continuing struggle of Europe's forgotten refugees
Miljo Miljic and his family left their hometown of Tuzla with almost nothing. © UNHCR/M.Jankovic Protracted Refugee Situation: The continuing struggle of Europe's forgotten refugees RIPANJ, Serbia, January 12 (2009 UNHCR) – Miljo Miljic and his family live in a spartan apartment in the Serbian village of Ripanj. There are no family photos, no paintings, no book collection, no heirlooms – no possessions recalling their former lives in their hometown of Tuzla in Bosnia and Herzegovina. "We didn't take anything with us because we didn't have time. We had to run for our lives. The only thing that comes to mind in such a situation is to save your children and your own life," says Miljo. "You don't think about the photographs, you don't think about personal documents, clothes, whatever." Miljo, his wife Milica, son Milutin and daughter Stanislava are refugees, forced to flee Tuzla in 1992. All they have as proof of their past and their identity is a refugee card. Their belongings were left behind as Miljo and his wife, clutching their then infant children, rushed to escape. More than half-a-million civilians fled to Serbia from Bosnia and Herzegovina and from Croatia in the 1990s conflicts. Considerable success has been achieved on local integration, with over 200,000 former refugees now holding Serbian citizenship. But some 96,000 refugees remain – the remnants of Europe's largest protracted refugee situation. Many live in desperate conditions and face a bleak future. The experience of the Miljic family is quite common. On arrival in Serbia, they were accommodated with 350 other refugees in the Suplja Stena Collective Centre just south of the Serbian capital, Belgrade. It was effectively a refugee camp where they slept in a single room with 27 other people and shared the bathroom, lavatory and kitchen. Milica says this was the worst period of her life. "It was horrible when we arrived at the collective centre. I thought I'd kill myself, but then we had to look after these two small children," she recalls. Things got a little bit better when the family were given their own room. They stayed in Suplja Stena until 2003, when the collective centre was privatized and sold. Although the centre was only meant to be a temporary solution for Serbia's refugees, it was still a shock for the Miljic's to be cast out into the street and forced to fend for themselves. In nearby Ripanj, they found someone willing to rent two rooms and a bathroom. They have been there ever since, but life is still a struggle. "We live from what we earn day-by-day; we never know when the next job will come. It's very difficult to take care of two children and to put them through school," says Miljo. Life is easier in the summer when they find work cleaning holiday homes and gardening, but in the winter it is really difficult to make ends meet. Miljo and Milica thought about going back to Tuzla, but their old home had been trashed and looted and they did not feel safe. They considered selling the property, but they would never make enough from the sale to build a new place. What's more, their children had grown used to Serbia. So repatriation is not an option; nor is resettlement. That leaves local integration. But taking Serbian nationality will not guarantee them employment or a new house, while the cash-strapped government cannot afford to give too much under its social welfare programmes. So they are holding onto their refugee cards, which entitle them to basic medical care and occasional humanitarian assistance from UNHCR and its partners. But Miljo and Milica are aware that one day their refugee status will be revoked because they are no longer deemed to be in danger and the root causes of the Balkan refugee problem have almost ceased to exist. That won't end the problem of finding employment and paying for food, rent and medical bills at a time when they will be near retirement age. At least they have managed, despite the difficulties, to provide their children with a decent education. This has been their investment in the future. Milutin is still in high school, but Stanislava, who has applied for Serbian citizenship, is doing an internship in a Belgrade hospital after finishing nursing school. The parents are pinning their hopes on Stanislava finding a decent job, even though unemployment is high in Serbia and the economic outlook is grim. "We only want for our children to complete their schooling, find employment and be better off than we are. I don't think about us anymore," says Miljo. UNHCR helps where it can, but the refugee agency also has limited resources and the situation is unlikely to improve during the current recession. "I don't think that we'll be able to help everybody," says Lennart Kotsalainen, UNHCR's representative in Serbia, while adding that the government and the international community should at least help the most vulnerable. The UN refuge

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