If Bryan could be any superhero, he'd be Batman. Or Black Panther. They're smart, they think 10 steps ahead, and they're tough. Bryan's dad and his older sister, Ava, both say he should be tough: "don't be soft" they tell him, but his mom keeps him cool and level-headed. She also introduces him to Mike, who is in 7th grade – one year older than him in school – and Bryan thinks he's pretty tight. Mike loves comics and drawing superheroes just like Bryan, and he doesn't let school get in the way of having fun.
Slowly, Mike starts asking Bryan to take more and more risks: climbing up to the rooftop of a neighborhood building, ducking the subway turnstiles to take the train for free, skipping school to get the newest Luke Cage comic. Bryan doesn't feel so good about lying to his parents, especially his mom, but he loves the feeling of freedom that comes with hanging out with Mike.
Bryan's internal struggle to make the right choices is grounded in Tight's contemporary Brooklyn setting and in his genuine interactions with strong secondary characters. He genuinely wants to do the right thing, while also wanting to give his friend a chance to choose better as well. Maldonado's dialogues present a variety of perspectives on peer pressure and the difficulties of navigating friendships as a young person, making it easy to empathize with Bryan.
In the spirit of Halloween, we'd like to share two new picture books with characters who rethink their requests for scary stories.
Little Monster is confident he wants to be in a scary story, until he's stuck in the middle of one. Witches, ghosts, and spooky houses? "Golly Gosh!" and "Jeepers Creepers!" he says. Little Monster doesn't want to be scared; he wants to do the scaring! The narrator (indicated on the page with black text, where Little Monster's words are purple) acquiesces, putting Little Monster in charge of the upcoming frights. Is Little Monster ready to scare? With charming dialogue and just enough forewarning for what the next page holds, I Want to Be in a Scary Story will delight any child who wants to be in a story – on their own terms.
Parents who've struggled to satisfy competing requests will recognize Papa's burden in The Too-Scary Story. Grace and Walter settle in for a bedtime story, but they can't agree on how scary it should be. The dark forest setting is "too scary" for Walter, so Papa introduces the "twinkling lights" of fireflies. But that's not scary enough for Grace! Back and forth the story goes, scary to safe, until Walter and Grace agree – the story is too scary! Luckily, Grace has her magic wand, and Papa is never too far away to bring the story back to safety. Murguia's mixed media illustrations follow the alternating moods of the text and complete this bedtime adventure.
Posted in 1-2, Candlewick, courage, Pre-K, Scholastic, Uncategorized.
This is one of the most remarkably affecting books I have ever read. When a baby is born, he or she doesn't know s/he is deaf, autistic, or any different from anyone else; it is positively heartbreaking to read about this one's introduction to a world that was almost unfailingly cruel.
Born in in 1899 in rural Idaho, James Castle was deaf, unable to speak, and autistic. Through straightforward narration, his nephew attempts to show the world through baby James' eyes: "James opened his eyes to the world and saw things that moved and things that were still. Anything that moved seemed to scare him. He cried as his parents bobbed around him with darting eyes and flapping mouths. But James couldn't hear himself shrieking. For him the world would always be silent." It is truly the stuff of nightmares, interpreted hauntingly by Say's mixed-media art, some in smudgy grayscale and some in color. Images of young James engaged by various scraps of paper, charcoal, and other "found" art materials are almost peaceful; they are juxtaposed by harrowing scenes of him holding his arms around his ears while other children scream taunts at him.
James' own parents were no doubt as terrified and perplexed by their son as he was by the world; unfortunately, they were ill-equipped, or unable or unwilling, to figure out how best to rear him. At first, they gave him old paper or other throwaway items, since those things seemed to keep him entertained or at least occupied. They sent him to a school where he appears to have found some level of engagement: looking books and printed materials in the library, although he could not read; watching teachers sew books together; and doing "well in shoe repair class." But the school considered him a failure because he could not learn to speak. There is no judgement made explicit in the text on the principal who advised James' parents "…not to give James and drawing materials at home. He said James should learn to read and write and not waste time on drawings." Readers will come to their own conclusions about the humanity, or lack thereof, in this approach.
As an adult, James became extremely isolated, essentially living in a barn where he had his "studio" and a mattress on the floor. Continually tormented by kids stealing his artwork, and called names such as "Dummy" and "Crazy Jimmy," he nonetheless persisted in doing the only thing that seemed to give him any pleasure: using whatever he could find (soot with spit, charred sticks, and the like) to create art. Say's portrayal of the type of illustrations James was creating at this time show eerie pictures of people with boxes or blank circles where faces should be, as well as quotidian images of small wooden houses and little puppets of dolls, farm animals and birds. We'll never really know, but it's possible James was expressing his wishes, desires, and silent dreams for home and companionship in the only way he knew how.
An author's note, bibliography, and photos of some of the found materials Say used to create the art round out this haunting picture book biography for older readers.
Posted in 3-4, 5-6, 7-8, courage, empathy, Scholastic.
Opening the pages of one of Doug TenNapel's book is a bit like pressing play for a David Lynch film: you feel the certainty in your gut that it's going to be a surprising and unique experience, an hour or two of bizarre, sometimes even disturbing images you'll never forget seeing. The difference is, with Lynch's work, I'd usually prefer to look away; with TenNapel, I can't tear my eyes from the page.
Before the warped worlds of Bad Island and Ghostopolis, before the philosophical minefield of Cardboard, Doug TenNapel wrote Tommysaurus Rex, now beautifully republished in full color (contributed by Katherine Garner). In this middle grade graphic novel, a boy named Ely loses a pet dog and gains a pet dinosaur. Ely knows in his heart that the tyrannosaurus – playful, good-natured, and in need of training – is some manifestation of his old dog Tommy, despite its also having memories of Cretaceous life (and death). The mechanisms for the dinosaur's rebirth and reincarnation are largely unstated, and blissfully so; TenNapel's masterful storytelling presents a confident, fantastical logic that shrugs off the dull necessities of reality. The reader is happy to shrug them off, too.
In Tommysaurus Rex, TenNapel nods to fellow monster creators: Ray Harryhausen, visual effects artist who innovated new stop-motion animation techniques in the 1950s and '60s, makes a cameo appearance in Ely's story. Bill Watterson was a clear influence on the artist; like Calvin and Hobbes, Ely and his fellow humans are drawn with occasionally zany stylistic expressions, while Tommysaurus is almost frighteningly realistic. Yet despite its allusions and tributes, the style and story stand alone. Calvin and Hobbes cuts with wit and cynicism, but through its perfectly messy imagery and fantastical conceit, Tommysaurus Rex rings loudly and truly with heart. One moment you might recoil from the image of a tyrannosaurus digging into a bloody feast of a cow carcass; the next, you're holding back tears as a bully expresses regret or a friend says good-bye forever. TenNapel always surprises me somehow, except I always know I need to hold on for dear life (and keep the tissues within reach).


just what I need right before the wedding.
Who gets sick in the Summer anyways?
Cats have the life... #wishthatwasme!
2. I love that my parents have a Jacuzzi tub. It's becoming my new best friend.
3. I love that our house is coming together perfectly! Justin and my dad worked on installing our new chandelier and I absolutely triple LOVE it!
4. I love that I got to spend the evening with my wonderful fiance tonight eating at my favorite restaurant in the entire world. Olive Garden and spending quality time with my love made my night complete.
Don't get me wrong, I love everything about planning our wedding but now I'm just ready to enjoy it and send the headaches packing!
Thanks guys for the tips!!! :) I'm feeling a little better today!
Sorry you are sick. I love jacuzzi tubs, they are the best!
OH yea, we are still 8 months out and I am already tired of the stress..I just want it to be here already. Downfall to a long engagement!! But 22 days...YEAY!
You are getting so close! Good luck...I am sure it will all go well. Enjoy it...it's such a special time.


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Posts Tagged 'PHMSA'
Representatives protest PHMSA's granting of special LNG transport permit
The Pipeline and Hazardous Materials Safety Administration (PHMSA) has granted Energy Transport Solutions LLC of Doral, Fla., a special permit that allows for the transport of liquid natural gas (LNG) on a route from Wyalusing, Pa., to Gibbstown, N.J.
U.S. Rep. Peter DeFazio of Oregon and U.S. Rep. Tom Malinowski of New Jersey, both members of the House Committee on Transportation and Infrastructure, responded with disappointment to the PHMSA announcement Dec. 6.
"News of PHMSA's decision to jump ahead of its notice of proposed rulemaking on moving LNG by rail and grant a special permit to Energy Transport Solutions, LLC to move LNG by rail tank car is deeply disturbing," DeFazio said. "This reckless move by the Administration puts communities in harm's way. For months I have been sounding the alarm on this dangerous plan. Not only has PHMSA failed to take the proper steps of testing, analyzing or reviewing this unprecedented plan, it failed to provide Congress and the public the opportunity to consider whether the permit's operating conditions sufficiently address the potential safety implications — an opportunity that's required by law. The agency rushed its job, spending a measly six months considering this petition and the nearly 3,000 public comments it received.
"In June, Congress passed my amendment to prohibit DOT from finalizing the LNG by rail rule that President Trump intends to rush through in 13 months. I urge the Senate to work with us to put a stop to these irresponsible actions."
Malinowski said the agency has ignored safety concerns expressed by multiple groups.
"The movement of LNG by rail tank car presents unique and substantial risks to public safety and the environment. This decision by the Department of Transportation to allow LNG to move in large volumes without adequate safeguards is irresponsible, and yet another example of the Administration putting corporate interests over the safety of the American public," he said.
The north-to-south route is about 175 miles. It runs from fracking shale wells in northern Pennsylvania to a port in New Jersey and likely will be served by Norfolk Southern, the Philadelphia Inquirer reported. The permit expires in November 2021 and allows for no intermediate stops on the route when the LNG is being transported.
Read an article about the permit from the Philadelphia Inquirer.
Read the special permit issued by PHMSA.
SMART TD submits comments to PHMSA regarding rail transportation of LNG
On August 8, SMART Transportation Division submitted comments to the Pipeline and Hazardous Materials Safety Administration (PHMSA) regarding the proposal of transporting liquid natural gas (LNG) by rail.
In our comments, National Legislative Director John Risch recognizes the potential safety hazards associated with the transportation of LNG by rail, but also points out that the Federal Railroad Administration (FRA) has established safety protocols and procedures to transport it safely.
"Recognizing the safety hazards involved and the work FRA safety experts have already done on this issue, we support the transport of LNG by rail provided the conditions imposed by FRA in their November 2, 2015, letter of authority to the Alaska Railroad, and the restrictions contained in the March 3, 2016, letter to the Florida East Coast Railway are imposed," Risch wrote.
Click here to read our full comments as well as the FRA letters mentioned above.
U.S. House acts to block LNG transport by rail
The U.S. House of Representatives on Monday, June 24, passed an amendment that would block President Donald Trump's Executive Order in April to the Department of Transportation to fast-track the allowance of liquid natural gas (LNG) to be transported by rail.
"In its never-ending quest to put profit ahead of people, the Trump administration is now trying to bypass long-standing requirements for transportation of LNG by putting it into 100-car trains that roll through densely-populated areas at upwards of 50 miles per hour," said U.S. Rep. Peter DeFazio (D – Ore.), chair of the House Committee on Transportation and Infrastructure, who introduced the amendment. "This plan is beyond absurd. Should even one tank car get punctured, the results could be devastating. My amendment blocks this brazen attempt by the administration. I urge the Senate to follow suit and stop a massive catastrophe before it's too late."
The Pipeline and Hazardous Materials Safety Administration (PHMSA) moved ahead earlier this month with a plan to authorize six trains, of 100 or more rail tank cars, to move LNG for export through densely populated areas. DeFazio's amendment would block this special permit as well, which currently is open for comment until July 8.
Read more on this story at Freightwaves.com.
Read an earlier story about the executive order.
DOT repeals ECP brake installation rule leaving people worried
Friday, October 5th, 2018
The Bellingham Herald reports that last week the Department of Transportation's Pipeline and Hazardous Material Safety Administration (PHMSA) decided to repeal a rule that required electronically controlled pneumatic (ECP) braking systems be installed on all oil trains.
The original rule was intended to increase safety and help prevent the derailment and puncturing of cars. DOT's original analysis of ECP brakes found that they "can reduce the number of cars in a derailment that puncture and release their contents by almost 20 percent compared to other braking technologies."
With conventional air brakes, the braking message must go through each car individually before moving on to the next car; this process can take up to two minutes for the brake application to reach the back of a freight train. ECP braking uses electronic controls that applies the brakes to all cars consistently and at the same time, providing more control and shortening the stopping distance, which leads to a lower risk of derailment or coupling breakage.
Washington state Governor Jay Inslee criticized the repeal, saying in a press release that the decision to repeal is a "reckless disregard for the life and property of all who live or work along the rail tracks."
"I fear the day we witness a destructive or deadly derailment that could have been prevented with readily available technology," he said.
The PHMSA cited a reduction in benefits to the rail carriers from $254 million in benefits to businesses and $215 to $358 million in savings related to safety when the first analysis of ECP braking was done, down to $131 to $198 million in total benefits, as the reason for their repeal of the rule. PHMSA said the lower estimates stem from a decrease in the amount of oil being transported by rail.
The Association of American Railroad (AAR), an organization representing rail carriers, praised the repeal, while Inslee, environmental groups and unions protest this reduction in safety.
Click here to read the full story from the Bellingham Herald.
SMART TD comments favor Electronically Controlled Pneumatic (ECP) brake systems
Wednesday, November 1st, 2017
These comments are on behalf of the Transportation Division of the International Association of Sheet Metal, Air, Rail and Transportation Workers (SMART). The SMART Transportation Division, formerly the United Transportation Union, is an organization representing approximately 125,000 transportation employees with active rail members in all operating crafts, including engineers, conductors, trainmen, switchmen and yardmasters.
This is in response to the PHMSA's request for additional information regarding its current regulations on Electronically Controlled Pneumatic (ECP) braking systems.
As a locomotive train engineer for 30 years who has operated trains with ECP brakes, I can attest that ECP brakes are the greatest safety advancement I have seen in my 40 years in the railroad industry. ECP brakes slow and stop trains up to 70 percent faster than conventional brakes and are the safest, most-advanced train braking system in the world.
The most recent analysis of ECP braking systems has focused almost exclusively on comparing ECP brakes with conventional braking systems during emergency brake applications. The analysis also evaluated conventional brakes with distributed power, which is a small aid to conventional brake systems. I readily admit that ECP brakes are only slightly better than conventional brake systems during emergency brake applications. But reviewing ECP brakes only as they apply to emergency applications is a mistake because emergency brake applications on freight trains are a rare event. PHMSA needs to consider other very significant safety benefits that ECP brakes provide in the safe movement of trains.
The most recent ECP review was unnecessary and was a response by Congress to demands from the nation's railroads to repeal the rule. ECP brakes have been studied and analyzed for years, and the jury is in — if we truly want to take rail safety to a higher level, ECP brakes are the means by which to do so.
The latest study focused on one aspect of ECP brakes because in emergency applications ECP brakes are only slightly better than conventional brakes and would not justify the entire costs of their installation. The real failure will be if PHMSA does not look at comprehensive analyses of ECP brakes that have already been done on freight train operations. This can be corrected by reviewing past studies, including FRA's final report titled ECP Brake System for Freight Service that was produced by Booz Allen Hamilton and released in August 2006.
Conventional train air brake systems are a 140-year-old technology that has evolved to its maximum capabilities. You can add dynamic braking, which has been around since the 1930s, and you can add distributive power, which has been around since the 1990s, to conventional air brakes, and you gain slightly in improved braking. But the only dramatic advancement to improve a freight train's braking ability and safety is from ECP brakes. As a locomotive engineer, operating a train with ECP brakes is like driving the new top-of-the-line Tesla while operating a freight train with outdated conventional brakes is like driving a 1974 Ford Galaxie 500. The differences are that significant and substantial.
Below are 11 key reasons why ECP brakes are better than conventional air brakes:
ECP brakes maintain a train's brake pipe pressure 100 percent of the time, conventional brakes do not.The colder the weather, the thinner the air, the more crucial maintaining brake pressure is.
ECP brakes allow for a "graduated" release. An engineer can partially release the train's brakes without having to fully release them. This is vitally important because once a train's brakes are released, it takes time to recharge the train's brake pipe pressure in order for the brakes to work again. The graduated release feature allows an engineer to maintain the speed of his/her train down steep grades with a partial application of the brakes and without fully releasing and reapplying the train's brakes repeatedly.The graduated release feature all but eliminates the possibility of a runaway train.
When the engineer makes an emergency application of the brakes, every car with ECP brakes applies its brakes 100 percent of the time.This is not always true with conventional brakes.
ECP brakes would have prevented the terrible Lac-Megantic oil train tragedy that killed 47 people and destroyed the town, a factor cited in Transport Canada's report on the accident.These brakes would have prevented the accident because when air pressure on a car equipped with ECP brakes drops below 50 psi, the car automatically goes into emergency. Therefore, even an improperly secured train will not roll away.
ECP brakes allow the crew to monitor every car in the train in real timeto determine if the brakes are applied or released. Conventional brakes do not.
ECP brakes record retrievable data associated with brake failures.There is no such review for conventional brakes. Trains are inspected every 1,000-1,800 miles, and if the brakes are working during the inspection, the car moves on. If a car has brakes that fail to apply during that inspection, the car is taken to a repair facility. Often, that facility is a heated shop where the car warms up. The brakes are then tested, and if they work at that point, the car is not repaired and instead placed back in the train.
ECP brakes all but eliminate in-train forces because all the cars apply and release at once.Conventional brakes create a multitude of in-train forces, some of which damage couplers, knuckles, draft rigging and merchandise. These in-train forces also cause break-in-twos and derailments.
ECP brakes cause all cars to brake evenly, which dramatically reduces damage to wheels and brake shoes, saving a great deal of money in maintenance and repair.Conventional brakes do not. The modest cost of installing ECP brakes, approximately $3,000 per car on a new DOT 117 tank car that costs $144,000 to build, and about $60,000 per locomotive, will be more than paid for in the savings in car repairs, let alone reduced train derailments.
ECP brakes can be modified to apply hand brakes to a railcar automatically from the locomotive, allowing the crew to apply a hand brake on every car in the train in seconds.Conventional brakes must be applied by hand, and it can take an hour or more to properly secure a train.
ECP brakes are required by the American Association of Railroads (AAR) for the movement of nuclear waste trains because they are the safest braking system available.
ECP brakes can be modified and will evolve to do everything sophisticated wayside train detectors do nowand will do it in real time, eventually eliminating the need for wayside detectors.
For the safety of rail workers and the residents in surrounding cities and towns that trains run through, it is vital that ECP brakes be phased in on freight trains. We ask that PHMSA retain the final rule so we can gradually and cost effectively evolve our antiquated, outdated freight train braking systems into the best they can be.
In addition, we request that PHMSA hold a public hearing where I can explain in detail the benefits of ECP brakes and answer any questions the agency might have.
Thank you for the opportunity to comment.
John Risch
National Legislative Director
SMART- Transportation Division
House Appropriations Committee releases details of 2018 transportation funding bill
On July 10, the House Appropriations Committee released the fiscal year 2018 Transportation, Housing and Urban Development funding bill, which includes funding for the Department of Transportation (DOT), the Department of Housing and Urban Development and other related agencies.
Although the bill will fund many important transportation projects and agencies, including Amtrak, at the same time it eliminates funding for DOT's TIGER grant program and prohibits any funding for the ongoing California high-speed rail project.
Tiger grant defunded
In effect since 2009, the Transportation Investment Generating Economic Recovery (TIGER) grant program provides funding to improve safety and economic opportunity. It has supported innovative projects including multi-modal and multi-jurisdictional projects and has improved access to reliable, safe and affordable transportation for communities.
Since the program's inception, the TIGER grant program has provided a combined $5.1 billion to 421 projects in all 50 states and U.S. territories. Demand is high in the TIGER grant program and 2016 saw requests that far exceeded the available funds allotted to the program.
If the House Appropriations bill passes as is, this valuable and much sought after program will be eliminated.
SMART TD reaction to bill
"These levels of funding for Amtrak are significant compared to the White House's disastrous plan to eliminate long distance trains," said John Risch, SMART TD national legislative director. "There is still a long ways to go in the process. We will continue to work with the entire House and Senate to strike the awful language regarding California high speed rail and try to get increased funding for both transit and passenger rail.
"In North Dakota, there is a nasty big-truck provision in the bill that would increase allowable truck weights to 129,000 lbs. – that needs to be removed," Risch continued. "North Dakota's roads and bridges are already being pounded by oil industry trucks and this terrible idea makes it final that passage road conditions will get far worse."
Transportation Funding Highlights
Department of Transportation (DOT) – The bill includes $17.8 billion in discretionary appropriations for the Department of Transportation for fiscal year 2018. This is $646 million below the fiscal year 2017 enacted level and $1.5 billion above the President's request. In total budgetary resources, including offsetting collections, the bill provides $76.7 billion to improve and maintain our nation's transportation infrastructure.
The bill targets funding to programs and projects that will increase efficiency, safety, reliability and quality of life for the traveling public, and that will help improve commerce and economic growth.
Air – Included in the legislation is $16.6 billion in total budgetary resources for the Federal Aviation Administration (FAA) – $153 million above the fiscal year 2017 enacted level and $435 million above the request. This will provide full funding for all air traffic control personnel, including 14,500 air traffic controllers, 7,400 safety inspectors and operational support personnel. The bill also builds on several years of increased funding by providing over $1 billion for the FAA's Next Generation Air Transportation Systems (NextGen), and funds Contract Towers at $162 million. These investments will help ease future congestion and help reduce delays for travelers in U.S. airspace. In addition, the bill does not include new passenger facility and general aviation fees.
Highways – The bill allows $45 billion from the Highway Trust Fund to be spent on the Federal-aid Highways Program, which is $968 million above the fiscal year 2017 level. This funding mirrors the authorized levels and will provide much needed growth and improvements within America's highway system.
Rail – The Federal Railroad Administration (FRA) is funded at $2.2 billion, $360 million over the fiscal year 2017 enacted level and $1.1 billion above the request. The bill provides a total of $1.4 billion for Amtrak, of which $328 million is for the Northeast Corridor grants, and $1.1 billion is to support the national network. The bill also continues to require overtime limits for Amtrak employees to reduce unnecessary costs. Rail safety and research programs are funded at $258.3 million, equal to the fiscal year 2017 enacted level. This will fund inspectors and training, plus maintenance and safety investments to the physical rail infrastructure, to help ensure the safety of passengers and local communities. The bill also provides funding for two authorized grant programs. It funds the Federal-State Partnership for State of Good Repair grants at $500 million, which will address some of the $38 billion backlog on the Northeast Corridor – needs that must be addressed simply to sustain current rail services. In addition, the Consolidated Rail Infrastructure and Safety Improvements Grants are funded at $25 million, a reduction of $43 million from the fiscal year 2017 enacted level. Eligible activities include capital and safety improvements, planning, environmental work and research. The bill prohibits funding for high speed rail in California, the California High Speed Rail Authority, and for FRA to administer a grant agreement with the Authority that contains a tapered match. The bill prohibits the Surface Transportation Board from taking action regarding the construction of high-speed rail in California unless the Board has jurisdiction over the entire project.
Transit – The bill provides $11.75 billion in total budgetary resources for the Federal Transit Administration (FTA) – $662 million below the fiscal year 2017 enacted level and $526 million above the request. Transit formula grants total $9.7 billion – consistent with the authorization level – to help local communities build, maintain and ensure the safety of their mass transit systems. Within this amount, $1.75 billion is included for Capital Investment Grants, and $1 billion for "Full Funding Grant Agreement" (FFGA) transit projects. Core capacity projects receive $145 million in the bill, $182 million is included to fund all state and local "Small Starts" projects, and $400 million is included for new projects that provide both public transportation and inner-city passenger rail service. These programs provide competitive grant funding for major transit capital investments – including rapid rail, light rail, bus rapid transit and commuter rail – that are planned and operated by local communities. Bill language limits the federal match for New Starts projects to 50 percent.
Maritime – The legislation includes $490.6 million for the Maritime Administration, $31.9 million below the fiscal year 2017 enacted level. This funding level will continue to increase the productivity, efficiency and safety of the nation's ports and intermodal water and land transportation. The Maritime Security Program is funded at the full authorized level of $300 million.
Safety – The legislation contains funding for the various transportation safety programs and agencies within the Department of Transportation. This includes $927 million in total budgetary resources for the National Highway Traffic Safety Administration (NHTSA) – an increase of $15 million over the fiscal year 2017 enacted level – and $758 million is included for the Federal Motor Carrier Safety Administration (FMCSA), $113.6 million above the fiscal year 2017 enacted level. Also included is $268 million for the Pipeline and Hazardous Materials Safety Administration (PHMSA), an increase of $3.7 million over the fiscal year 2017 enacted level.
Grants – The legislation eliminates National Infrastructure Investment grants (also known as TIGER grants), which were funded at $500 million in fiscal year 2017.
Click here to read the full press release from the House Appropriations Committee.
N.Y. tells PHMSA to close oil train safety loophole
Monday, December 7th, 2015
New York Attorney General Eric Schneiderman has called on the U.S. Pipeline and Hazardous Materials Safety Administration (PHMSA) to limit the vapor pressure of crude oil shipped by rail.
In a petition for rulemaking, Schneiderman asked the agency to require all crude transported by rail in the United States to achieve a vapor pressure of less than 9 pounds per square inch (psi).
Read more from Progressive Railroading.
CSX joins court appeals against ECP brakes
Monday, November 23rd, 2015
A week after railroads lost an appeal against the U.S. Department of Transportation's new brake requirements, CSX Corp. (NYSE: CSX) has reinforced its stance against the new program.
The new brake rules were issued by the DOT in May, and included phasing in tougher tank car standards and new electronically controlled pneumatic braking systems on any trains carrying more than 70 cars of crude oil by 2021. On November 11, the agency's Pipeline and Hazardous Materials Administration denied appeals against the rules.
Read more from Jacksonville Business Journal.
DOT denies appeals of high-hazard trains rule
On May 8, 2015, the Pipeline and Hazardous Materials Safety Administration, in coordination with the Federal Railroad Administration (FRA), published a final rule entitled, "Hazardous Materials: Enhanced Tank Car Standards and Operational Controls for High-Hazard Flammable Trains," which adopted requirements designed to reduce the consequences and, in some instances, reduce the probability of accidents involving trains transporting large quantities of Class 3 flammable liquids.
The Hazardous Materials Regulations provide a person the opportunity to appeal a PHMSA action, including a final rule. PHMSA received six appeals regarding the final rule, one of which was withdrawn.
The five remaining appeals were submitted by the Dangerous Goods Advisory Council (DGAC), American Chemistry Council (ACC), Association of American Railroads (AAR), American Fuel & Petrochemical Manufacturers (AFPM), and jointly the Umatilla, Yakama, Warm Springs, and Nez Perce tribes (Columbia River Treaty Tribes) and the Quinault Indian Nation (Northwest Treaty Tribes).
Dangerous Goods Advisory Council
The DGAC contends that the applicability of the final rule should be limited to the transportation of crude oil and ethanol trains, which, it says, was the stated intention of the rule. DGAC argues that, if the Department wishes to pursue enhanced tank car standards and operational requirements for other Class 3 (flammable liquid) materials, it should do so in a separate rulemaking.
American Chemistry Council
ACC believes that the scope of the final rule will inadvertently affect nearly 40,000 legacy DOT-111 tank cars that transport Class 3 flammable liquids that were not accounted for in the accompanying RIA. ACC states that because a shipper cannot know how a carrier will assemble a train, the possibility that a shipper's tank car will be placed into an HHFT will force all shippers of Class 3 materials to retrofit or purchase tank cars to meet the DOT-117R or DOT-117 specification. ACC believes that, coupled with a retrofit timeline that does not match the Canadian timeline, the final rule will fail to properly address the risks associated with hazardous materials offered and transported in unit trains.
Association of American Railroads
AAR contests the scope of the final rule because it permits shippers to continue to package Class 3 flammable liquid materials in tank cars that do not meet the new DOT-117 tank car standard. AAR states that PHMSA has created two pools of tank cars, those that meet the heightened standard for HHFTs and those that do not. As a result, AAR asserts, shippers may continue to offer Class 3 flammable liquid materials in DOT-111 tank cars as long as the DOT-111 is not placed in an HHFT. According to AAR, this places an unjustified burden on the railroads to continuously analyze the composition of each train transporting Class 3 flammable liquid materials in DOT-111 tank cars. AAR claims that PHMSA's argument, that through fleet management the railroads can avoid this issue, is baseless. AAR believes that PHMSA should harmonize with Canada by banning the use of DOT-111 tank cars for transporting any Class 3 flammable liquid materials. By failing to harmonize with Canada in this respect, AAR contends that the U.S. market will become flooded with legacy DOT-111 tank cars, which will further exacerbate the fleet management challenges U.S. railroads will face to construct trains to avoid meeting the definition of an HHFT. To support its appeal, AAR submitted waybill data from its subsidiary Railinc showing numbers of flammable liquid shipments tendered in smaller groups of cars that do not by themselves meet the definition of an HHFT. Data from the first quarter of 2015 illustrate that 37,000 cars of flammable liquids (other than crude oil and ethanol) were tendered in blocks of 20 cars or fewer. During the same period, 37,576 tank cars of other flammable liquids (other than the 25,009 tank cars of crude oil or 39,956 tank cars of ethanol) were tendered in groups of fewer than 35 cars. According to AAR, had the final rule been in effect, a total of 102,541 cars of flammable liquids could have moved in existing DOT-111s. AAR contends that PHMSA should specify a sunset date for discontinuing the use of DOT-111 tank cars for hazardous materials not in an HHFT.
Summary of PHMSA and FRA response
PHMSA denies the appellants' (DGAC, ACC, AAR, AFPM, and Treaty Tribes) appeals on Scope of Rulemaking, Tribal Impacts and Consultation, Retrofit Timeline and Tank Car Reporting Requirements, Thermal Protection for Tank Cars, and Advanced Brake Signal Propagation Systems. We conclude we reasonably determined how to apply new regulations and provided the regulatory analysis to support those decisions. While we understand that shippers, carriers, and tank car manufacturers for Class 3 flammable liquids will face new challenges in the wake of these regulations, we maintain that they are capable of complying with the final rule. We also deny DGAC's appeal to eliminate or provide further guidance for the Sampling and Testing program. The sampling and testing program is reasonable, justified, necessary and clear as written. Additionally, we disagree that a delayed compliance date of March 31, 2016 should be provided for implementation of the requirements in § 173.41 for shippers to implement changes for training and documentation.
With respect to Information Sharing/Notification, PHMSA announced in a May 28, 2015, notice that it would extend the Emergency Order applicable to the topic of Information Sharing/Notification indefinitely, while it considered options for codifying the disclosure requirement permanently. Furthermore, on July 22, 2015, FRA issued a public letter instructing railroads transporting crude oil that they must continue to notify SERCs of the expected movement of Bakken crude oil trains through individual States. While the treaty tribes and other stakeholders will have the opportunity to comment on these future regulatory proposals in the course of that rulemaking proceeding, PHMSA will continue to seek opportunities to reach out to the tribes and consultation from tribal leaders.
Click here to read the full ruling.
DOT unveils grants to protect towns from accidents
The Consolidated and Further Continuing Appropriations Act of 2015 (P.L. 113-235) allowed PHMSA to use money recovered from prior year Hazardous Materials Emergency Preparedness (HMEP) grants to fund the ALERT grants.
"Safety is our top priority and the ALERT grants will help first responders, especially volunteer firefighters in rural or remote parts of the country, prepare for and respond to incidents involving flammable liquids," said U.S. Transportation Secretary Anthony Foxx. "It's critical that first responders have the information and training they need to respond to these types of incidents, and is one of more than a dozen actions the Department has taken in recent months to strengthen the safe transportation of crude oil, ethanol and other flammable liquids by rail."
Grants from PHMSA are funded by annual user registration fees paid by shippers and carriers of certain hazardous materials in commerce. During grant period 2013-14, HMEP grants funded more than 91,000 first responders in initial or refresher hazardous materials response training, over 1,300 new or revised hazardous materials emergency response plans, and over 950 hazardous materials exercises.
"Nearly 25,000 additional firefighters, police and other first responders are expected to benefit from this one-year realignment of hazmat training grants," said PHMSA Administrator Marie Therese Dominguez.
Awardee Funding Distribution
ALERT Grants
Nonprofit Grantees
Total Awarded
1. University of Findlay (All Hazards Training Center), Findlay, OH
2. International Association of Fire Chiefs, Fairfax, VA
3. Center for Rural Development, Somerset, KY
The Pipeline and Hazardous Materials Safety Administration develops and enforces regulations for the safe, reliable, and environmentally sound operation of the nation's 2.6 million mile pipeline transportation system and the nearly 1 million daily shipments of hazardous materials by land, sea, and air. Please visit http://phmsa.dot.gov or https://twitter.com/PHMSA_DOT for more information.
Senators call for permanent director of PHMSA
WASHINGTON, D.C. – U.S. Senators concerned about the potential dangers of oil being transported via rail sent a letter calling on President Obama to nominate a permanent administrator to head the Pipeline and Hazardous Materials Safety Administration, the agency responsible for overseeing pipeline and crude-by-rail safety.
"It is important to states like ours that PHMSA have a permanent administrator to ensure accountability, to develop long-term plans for pipeline transport and crude-by-rail safety, and to respond quickly when things unfortunately go wrong," the Senators wrote.
Washington senators Maria Cantwell, D-WA, and Patty Murray, D-WA, joined by Senators Jon Tester, D-Mont., Barbara Boxer, D-Calif., Tammy Baldwin, D-Wis., Dianne Feinstein, D-Calif., Heidi Heitkamp, D-N.D., Joe Manchin, D-W.Va., Gary Peters, D-Mich., and Debbie Stabenow, D-Mich., all signed the letter.
Read more from the Central Kitsap Reporter.
DOT issues final rule for transporting liquids
Friday, May 1st, 2015
Rule will make significant and extensive changes to improve accident prevention, mitigation and emergency response
WASHINGTON – U.S. Transportation Secretary Anthony Foxx today announced a final rule for the safe transportation of flammable liquids by rail. The final rule, developed by the Pipeline and Hazardous Materials Safety Administration (PHMSA) and Federal Railroad Administration (FRA), in coordination with Canada, focuses on safety improvements that are designed to prevent accidents, mitigate consequences in the event of an accident, and support emergency response.
The rule:
Unveils a new, enhanced tank car standard and an aggressive, risk-based retrofitting schedule for older tank cars carrying crude oil and ethanol;
Requires a new braking standard for certain trains that will offer a superior level of safety by potentially reducing the severity of an accident, and the "pile-up effect";
Designates new operational protocols for trains transporting large volumes of flammable liquids, such as routing requirements, speed restrictions, and information for local government agencies; and
Provides new sampling and testing requirements to improve classification of energy products placed into transport.
Canada's Minister of Transport, Lisa Raitt, joined Secretary Foxx to announce Canada's new tank car standards, which align with the U.S. standard.
"Safety has been our top priority at every step in the process for finalizing this rule, which is a significant improvement over the current regulations and requirements and will make transporting flammable liquids safer," said U.S. Transportation Secretary Anthony Foxx. "Our close collaboration with Canada on new tank car standards is recognition that the trains moving unprecedented amounts of crude by rail are not U.S. or Canadian tank cars – they are part of a North American fleet and a shared safety challenge."
"This stronger, safer, more robust tank car will protect communities on both sides of our shared border," said Minister Raitt. "Through strong collaboration we have developed a harmonized solution for North America's tank car fleet. I am hopeful that this kind of cooperation will be a model for future Canada-U.S. partnership on transportation issues."
Other federal agencies are also working to make transporting flammable liquids safer. The Department of Homeland Security (DHS), including the Federal Emergency Management Agency (FEMA), the Environmental Protection Agency (EPA), and the Department of Energy (DOE), in coordination with the White House, are pursuing strategies to improve safety. DOE recently developed an initiative designed to research and characterize tight and conventional crude oils based on key chemical and physical properties, and to identify properties that may contribute to increased likelihood and/or severity of combustion events that can arise during handling and transport.
This final rule represents the latest, and most significant to date, in a series of nearly 30 actions that DOT has initiated over the last nineteen months, including additional emergency orders, safety advisories and other actions.
Additional information about the rule:
(Unless stated otherwise, the rule applies to "high-hazard flammable trains" (HHFTs)—a continuous block of 20 or more tank cars loaded with a flammable liquid or 35 or more tank cars loaded with a flammable liquid dispersed through a train.).
Enhanced Standards for New and Existing Tank Cars for use in an HHFT—New tank cars constructed after October 1, 2015, are required to meet the new DOT Specification 117 design or performance criteria. The prescribed car has a 9/16 inch tank shell, 11 gauge jacket, 1/2 inch full-height head shield, thermal protection, and improved pressure relief valves and bottom outlet valves. Existing tank cars must be retrofitted with the same key components based on a prescriptive, risk-based retrofit schedule (see table). As a result of the aggressive, risk-based approach, the final rule will require replacing the entire fleet of DOT-111 tank cars for Packing Group I, which covers most crude shipped by rail, within three years and all non-jacketed CPC-1232s, in the same service, within approximately five years.
Enhanced Braking to Mitigate Damage in Derailments—The rule requires HHFTs to have in place a functioning two-way end-of-train (EOT) device or a distributed power (DP) braking system. Trains meeting the definition of a "high-hazard flammable unit train," or HHFUT (a single train with 70 or more tank cars loaded with Class 3 flammable liquids), with at least one tank car with Packing Group I materials, must be operated with an electronically controlled pneumatic (ECP) braking system by January 1, 2021. All other HHFUTs must have ECP braking systems installed after 2023. This important, service-proven technology has been operated successfully for years in certain services in the United States, Australia, and elsewhere.
Reduced Operating Speeds—The rule restricts all HHFTs to 50 mph in all areas and HHFTs containing any tank cars not meeting the enhanced tank car standards required by this rule are restricted to operating at a 40 mph speed restriction in high-threat urban areas. The 40 mph restriction for HHFTs without new or retrofitted tank cars is also currently required under FRA's Emergency Order No. 30.
Rail Routing – More Robust Risk Assessment—Railroads operating HHFTs must perform a routing analysis that considers, at a minimum, 27 safety and security factors, including "track type, class, and maintenance schedule" and "track grade and curvature," and select a route based on its findings. These planning requirements are prescribed in 49 CFR §172.820.
Rail Routing – Improves Information Sharing—Ensures that railroads provide State and/or regional fusion centers, and State, local and tribal officials with a railroad point of contact for information related to the routing of hazardous materials through their jurisdictions. This replaces the proposed requirement for railroads to notify State Emergency Response Commissions (SERCs) or other appropriate state-designated entities about the operation of these trains through their States.
More Accurate Classification of Unrefined Petroleum-Based Products—Offerors must develop and carry out sampling and testing programs for all unrefined petroleum-based products, such as crude oil, to address the criteria and frequency of sampling to improve and ensure accuracy. Offerors must certify that hazardous materials subject to the program are packaged in accordance with the test results, document the testing and sampling program outcomes, and make that information available to DOT personnel upon request.
The actions taken today address several recommendations of the National Transportation Safety Board, including: requiring enhanced safety features for tank cars carrying ethanol and crude oil and an aggressive schedule to replace or retrofit existing tank cars; requiring thermal protection and high-capacity pressure relieve valves for tank cars in flammable liquid service, expanding hazardous materials route planning and selection requirements for trains transporting flammable liquids; inspecting shippers to ensure crude oil is properly classified and requiring shippers to sufficiently test and document both physical and chemical characteristics of hazardous materials; and providing a vehicle for reporting the number of cars retrofitted.
You can view a summary of the rule here and the entire rule here. For additional information on the steps the Department of Transportation has already taken to help strengthen the safe transport of crude oil by rail, please visit www.dot.gov/mission/safety/rail-chronology.

redpajama_set_name: RedPajamaCommonCrawl


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Select Categories Dept of Defence News Prime Defence News
General Atomics MQ-9B 'Sky Guardian' downselected for AIR 7003
by ANZDD on 29-Nov-2019
The Australian Government's $1.3 billion program to deliver a cutting-edge armed remotely-piloted aircraft system is a step closer with the down-selection of the General Atomics MQ-9B 'Sky Guardian'.
The next phase will focus on developing the MQ-9B acquisition proposal, which is scheduled for government consideration in 2021-22.
Minister for Defence, Senator the Hon Linda Reynolds CSC said this project will deliver Australia's first armed Medium Altitude Long Endurance Remotely Piloted Aircraft System.
"Cutting-edge technology of this kind, with advanced sensors and systems, would complement advanced aircraft such as the F-35 Joint Strike Fighter and ensure that Australian Defence Force maintains state-of-the-art capability," Minister Reynolds said.
Minister for Defence Industry, the Hon Melissa Price MP encouraged Australian industry to become involved in this billion dollar project.
"Local companies that provide a range of innovative sensor, communication, manufacturing and life-cycle support capabilities will have the opportunity to showcase their capabilities throughout this development process," Minister Price said.
"Australian defence industries are world-class and are extremely well-placed to be involved in projects like this."
Source: Defence Media
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No longer employed at Accenture. Darius has extensive experience in operational strategy, planning, and process improvement work. He has worked on a number of engagements with leading banks and financial institutions, analysing their Target Operating Models, and providing strategic recommendations that will reduce costs and improve customer service levels, whilst adhering to regulatory requirements.


text:
John Jacob Loud (November 2, 1844 – August 10, 1916) was an American inventor known for designing the first ballpoint pen.

Trained as a lawyer at Harvard College, Loud worked at the Union National Bank in Weymouth, Massachusetts as a cashier. He was also active in his community as a member of his church, a trustee of many local organizations, and a member of local historical societies. Loud invented and obtained a patent for what is considered to be the first ballpoint pen in 1888; however, his invention was not commercialized and the patent would eventually lapse. The modern ballpoint pen would be patented later in 1938 by László Bíró, 22 years after Loud's death.

Early life and career
Loud was born in Weymouth, Massachusetts in 1844, the son of  John White Loud and Sarah Humphrey Blanchard. He attended school in Weymouth, graduating from Weymouth High School, and later attended Harvard College, graduating from the latter in law in the class of 1866. Appointed to the Suffolk County Bar on February 2, 1872, he later furthered his studies in law in the office of Jewell, Gaston & Field, but later opted to join his father in the banking profession. In 1871 he joined his father in working for the Union National Bank as an assistant cashier. Upon his father's death in 1874, Loud assumed his position as a cashier and remained in that post until his resignation in 1895 for health reasons.

Inventions

Keenly interested in inventing, on October 30, 1888, Loud obtained the first patent (US #392,046) for a ballpoint pen when attempting to make a writing instrument that would be able to write on leather products, which then-common fountain pens could not. Loud's pen had a small rotating steel ball, held in place by a socket. In the patent, he noted:

Although his invention could be used to mark rough surfaces such as leather, as he had originally intended, it proved to be too coarse for letter-writing. With no commercial viability, its potential went unexploited and the patent eventually lapsed.

Loud had also registered patents for a firecracker cannon (1888) and a "toy cannon" (1887).

Personal life, death
Residing in Weymouth, Loud was a member of the Union Congregational Church. He was an active genealogist, and an active member of the Maine Genealogical Society, New Hampshire Genealogical Society, New England Historic Genealogical Society, and Weymouth Historical Society (of which he was a founding member). He was a descendant of Francis Loud, originally of Ipswich, Massachusetts, and Mayflower passengers William Brewster and John Alden. Loud also was a trustee of the Weymouth Savings Banks, Tufts Library and the Derby Academy, and a conductor of the Union Religious Society choir at Weymouth and in Braintree. A noted orator, he spoke at many local events, including delivering an address upon the building of the first warship at the Fore River Shipyard in 1900. He also wrote poetry and songs in his spare time. One of his sisters, Annie Frances Loud, was a locally noted composer of "sacred music".

He was married to Emily Keith Vickery from November 7, 1872, until her death in November 1911. The couple had eight children. He died at his home in Weymouth on August 10, 1916, and was buried at Village Cemetery in Weymouth.

Notes

Though contemporary sources state he may have been a leather tanner at the time, biographical accounts do not support this.

References

1844 births
1916 deaths
People from Weymouth, Massachusetts
Harvard College alumni
19th-century American inventors

redpajama_set_name: RedPajamaWikipedia


Beautiful Unicorn Mug for all those who believe in magic and love unicorns.
Dominique said: My favorite mug!
I bought a few mugs from Jimmo, but this one is probably my favorite. I love the unicorn and the message. I love the fact the the mug is made in America. Very good quality. Beautiful artwork.


The Attraction Safety Department undertake the thorough examination of all of the roller coasters and devices at Gold Reef City on an annual basis and have done so since 2005. Our longstanding relationship with the Client is testament to the results and services we offer. We work with the Client to provide recommendations on safety improvements using our knowledge and expertise gained throughout the world as well as offering detailed examination results down to the ride components and functional testing.
Gold Reef City has further cemented its position of one of the leading theme parks in South Africa and is a willing Client to make Changes where recommended.


The French author and poet Victor Hugo described the Channel Islands as 'fragments of France which fell into the sea and were gathered up by England'. I discovered and fell in love with this quotation during our recent holiday.
When planning our trip, one of our bucket list must-dos was to visit Sark, a tiny 'fragment' of these beautiful islands.
It's about 40 minutes on the ferry from Guernsey. We were lucky to have a clear, sunny day to enjoy the ride.
Once on the island, we took a tractor (yes, really!) from the harbour to the village, hired bikes and set off to explore.
I'm not sure I've seen sea that blue before in the British Isles!
On the return journey, we left our bikes (no locks needed here!) and climbed down the steep path to the beach (above). What a place ~ wow! The whole island was alive and teeming with wild garlic, you could smell it everywhere.
Not sandy, admittedly, but natural, fresh and oh so photo-worthy!
We had lunch at Stocks Hotel ~ a good tip we were given by fellow passengers on the tractor who had arrived to run a week's photography course on the island and were staying at the hotel.
After lunch we explored around and about the village, the two churches and the school, before making our way back down the hill for our return ferry ~ another wild flower treat.
Sark is definitely worth a day's visit if you're in the Channel Islands, or stay longer if you like ~ Stocks Hotel certainly is a great option. We'd recommend bikes if you're just over for a day, that way you can really make the most of your time and get to some of the most beautiful parts.
Sark looks so beautiful and that cove with the turquoise coloured sea is just gorgeous! I've never visited this island, but I did work on the island of Jersey for a seasonal job one summer and celebrated my 21st birthday there!
It's a lovely place Sandra and really worth a visit, but only if the weather is good, I think it might be quite a different experience in the winter or if it was raining a lot!