Donington Park is located in North West Leicestershire, England – just of the M1 motorway1. The site lies to the west of the East Midlands airport and south west of Castle Donington – a large village with a population of around seven thousand2.
The circuit last hosted an F1 Grand Prix in 1993 and since then has been hosting a variety of other motorsport events. The circuit contains approximately two and a half miles of track with existing facilities for spectators1. The surroundings area is largely open field with scattered dwellings and enterprises.
Project 2: New spectator stands.
Project 3: New pits and team garages.
Project 4: Extension and upgrading of the racetrack.
Donington Ventures Leisure Limited has engaged the services of Peter Marshall to advise on the best suited procurement options to pursue for the improvement of their race circuit. This report will provide argument for or against the design – build procurement route and a recommended alternative for the client use. The options listed on Table 13 (See Appendix I) was used as the back drop to assess the parameters associated with each procurement option that was recommended.
The report will also advise Donington Ventures Leisure Limited on ways Value for Money can be attained using a traditional procurement route under Item 4.0 – Asphalt works to Donington Park Race Track.
A design and build procurement route isn't best suited for the earthworks project. Although time is a critical factor in the completion of the earthworks – the focus shall be in the quality during its construction – where succeeding works will be built upon.
The consequences of probable quality failings stay within the context of the earthworks contract and will be unreasonable to extend the warranty to cover the successive works. These quality risks will not be in the best interest of the overall project and should be directly influenced by Donington ventures for assurance of the works done and avoidance of liabilities as the overall circuit development project evolves.
Earthworks designs are often altered as experience develops on site 4. Therefore the pre-construction cost certainty associated with a design and build procurement route is not certain – which will lead to change orders5 – both in time and cost.
Quality assurance and effective material management are the complexities associated with the earthwork projects. In acknowledgment of this – a two-stage tendering procurement route is recommended. This route will allow for the design team to select a contractor (see figure 1) at an early stage of the project. This will facilitate their understanding of the project complexities involved as well as have their inputs made before work commences6.
The contractor is selected via "pre-qualification" based on preliminary design information and geotechnical reports followed by their inputs into the design process and ongoing price negotiations as more information becomes obtainable.
Design, construction and monitoring will be linked in earthworks – where the selection and placement of fill onsite can lead to designs being altered4. As this is common in earthworks – the advantage of the two-stage route is that the design can be extended into the construction period6. Also, as far Quality assurance is concern – the monitoring as well as the control of the design and workmanship remain with the clients designers7. The contractor will be involved earlier in the contract negotiations can be shorter resulting in an earlier construction start time.
The early contractor selection will allow for the contractor to provide – material management, technical and practical skill inputs. Most notably – participation in the design and documentation preparation process7 will help in determining the final specification for the earthworks. This will cover the way for fewer disputes because the contractor will be involved in the final design preparation and is more in sync with the projects requirements and risks involved in balancing all sides of the cost – time – quality triangle7 associated with the earthworks project (see Fig. 3).
A design and build procurement route isn't best suited to for the new spectator stands project. There are features of the project that will need to be investigated and researched in order for the requirement is incorporated into the design9 – all resulting in a technically complex project.
A brief that usually conveys the projects general requirements to the contractor in a design and build route8 – will not be sufficient in this case. This all means that the details of the project will need to be fully developed as design excellence will weigh heavily for the new spectator stands in contrary to other standard building types where this route is best suited9.
This route allows for little flexibility for changes to be made8 which affects cost and in particular schedule – the primary reason owners select a design and build procurement route10. The route does not allow for an independent certification role11 – which leads to the project not being understood in-house by Donington Ventures Leisure Limited – and the design intent not being control12.
This route will allow for Donington Ventures Leisure Limited's brief to be fully developed by consultants as well as have the input of the contractor. The design process will remain under Donington Ventures Leisure Limited full control7 which will ensure that the design meets the approval and its intent is fulfilled – as contracts will be held directly with the design consultants.
The advantage of having the contractor on board earlier is to provide technical and managerial inputs into the project. This will allow the contractor to provide practical skill input into the project, avoid construction difficulties on site and ensure the buildability of the design7.
There can be the early procurement of materials as the contractor is on board – particularly those with long delivery times. This will go a long way in minimising delays on the schedule to complete the works as well it could bring about possible cost saving7. Then again; the contractor can bring in sight alternative construction resolutions as well as alternative materials which can also bring about time and cost savings7.
As discussed earlier there is a possibility that contract negotiations can be shorter resulting in an earlier construction start time – together with a overall cost certainty. The route will cover the way for fewer disputes because the contractor will be involved in the final design preparation and will be more in sync with the projects requirements and risks involved in balancing all sides of the cost – time – quality triangle7 associated with the new spectator stands project (see Fig. 3).
The new pits and team garages can be procured under design and build route because of its repetitive characteristics9. The works involved are not complex and can easily be developed into a comprehensive brief. There-on the contractor can fully understand the intent of the works and the FIA specifications that needs to be fulfilled. The cost and schedule will be known from the onset – as customary with this route.
This route will simplify this phase in the overall project in terms of communication, cost and schedule. An independent consultant representing Donington Ventures Leisure Limited will provide the quality assurances to ensure that the works will adhere to the required specifications as outlined in the brief and the contractor's proposal.
This project can be procured with a design and build route. Most of the works consists of the replacement of the kerbs, track run-off areas, gravel traps, barriers inclusive of the new crowd control – all considered repetitive work – that can be procured under this route9. These works are not complex and can easily be developed into a comprehensive brief with a stringent focus on the FIA specifications.
An appointed independent consultant will prepare the brief for the tracks and drainage and be retained to provide quality certification as the design and construction works progresses. The route also allows for the contractor's liabilities to be extended covering a fitness for purpose8 – which will serve as a surety that the works will be done to specifications and superb workmanship.
Under the circumstances described – Value for money success by Donington Ventures Leisure Limited (DVLL) places particular focus on the suppliers of the wearing course material. As all risks lies with the DVLL to ensure that the design is done right. The first step is to ensure that the material supplied for the wearing course material is to the right quality. This is achievable by sourcing competent suppliers to be nominated that are better able to understand and mange these risk13. DVLL consultants will advise on the selection criteria for supplier and the involvement of Terrific Tarmac Limited (TTL) is recommended in this process.
Provide the Managerial capacity to ensure that they can meet the demands specified by DVLL and co-ordinate with TTL.
Be technically verse on the wearing course material to ensure that it matches FIA specifications..
Provide a methodology that can fulfil all the needs to complete the project successfully – where it must incorporate co-ordination with TTL.
Have all the necessary plant and systems that will ensure that the product can be supplied within the contexts of the specifications and methodology to the project site.
Have worked on similar projects in the past where they can demonstrate they have fulfilled similar requirements.
Sourcing these suppliers will not only increase the pool of suppliers to choose from – it will also increase price competition13 – where a possible cost saving can be shared with DVLL and TTL. It will also aid DVLL in the assessment of the supplier's strengths and weaknesses as well as possible opportunities that may exist with regards to any innovation that can be applied. The early involvement of the supplier on the project will allow discussions with DVLL and TTL, so that there is a better understanding of the desired out come – facilitate the exchange of ideas – and avoidance of costly mistakes and variations13.
DVLL and TTL will need to establish with the supplier that the product will meet its "fitness for purpose" requirement – all towards value for money attainment14. This can be done by the consultant on board – an independent party that will vet the supplier's product and the contractor's (TTL) workmanship. The quality checks will span from the supplier's materials selection from there suppliers, the manufacture processing at the plant and the delivery – placement in the track. TTL will also be fall under the quality checks to ensure that there plants for paving is inspected for plant conformance – as well as the method employed in which the asphalt is set in place15. All this will add up to ensure the value for money is attained during the construction works.
Contractually – DVLL will need to ensure that the contract for both supplier and contractor (TTL) guarantees the track's reliability – a feature of value for money attainment14. This will provide some leverage to DVLL if any defects were to manifest after the works have been completed. This will also spill into maintainability14 – another value for money feature that will need to be discussed with both supplier and contractor for future maintenance issues on the track. These are services that can be retained by DVLL to ensure that maintenance support is available beyond the completion of the track.
This completes the evaluation of the procurement routes available. The table below provides the list of projects and the respective recommended procurement option.
Donington Park is located in North West Leicestershire, England - just of the M1 motorway1. The site lies to the west of the East Midlands airport and south west of Castle Donington - a large village with a population of around seven thousand2.


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Category: Quarrymen
12th July 1958: John, Paul and George make their first record
Why Percy Phillips got there before George Martin did
The First record made by John, Paul and George
Percy Phillips' Studio was in the back room of his house
This small studio tucked inside a Victorian terraced house at number
38, Kensington is where The Quarrymen made their first and only
demo record. It was a disc that eventually became one of the most
historic recordings in popular music. John, Paul, George, Colin
Hanton and John Duff Lowe paid seventeen shillings and sixpence
(87.5 pence) and cut a two-sided disk made of shellac. They couldn't
afford to pay for a tape and so the recording was made straight to
disk.
McCartney/ Harrison Song
The five-piece ensemble recorded Buddy Holly's "That'll Be
The Day" and "In Spite Of All The Danger", an original McCartney-
Harrison tune. It was seen as Paul's song with George providing
the guitar solo.
Percy Phillips (right) in his studio
Percy Phillips owned the studio, which was on the ground floor.
His clients waited in the front parlour and recorded in the back room
studio. The studio consisted of two tape-recorders, a microphone
hanging from the ceiling, a piano and disc-cutter, which produced
these shellac discs.
Interview with Colin Hanton
Colin Hanton spoke about that famous first recording. "We met at a theatre and walked up there. All I remember was this back room with electronic equipment in the corner. We set up our equipment with me in the corner and the lads with their guitars: there were no amps, it was all-acoustic. John Lowe was over by the wall on the piano. I was hitting the drums and he said that they were too loud, so I tried again but there was still the same problem, which was finally fixed by putting a scarf over the snare to soften it and keep it as quiet as possible.
Colin Hanton of The Quarrymen
"John Duff Lowe reckons there was one microphone hanging down from the ceiling, which picked everything up. He was complaining because he said we should get the tape, which was a pound, but we just had enough each— three shillings and sixpence (17.5 pence). I always felt that was one of the reasons to invite John Lowe along to split it five ways. John and Paul went white at the thought of a pound. "Percy was fed up because we were taking too much time, and starting to look at the clock. 'In Spite Of All The Danger' was quite long, and he said to chop a verse off. John said no. John Lowe could see Phillips from where he was sitting and he was apparently telling John to finish. We kept going, so the record ended with the song going almost to the centre of the disc, right to the hole in the middle.
We had a record!
In Spite of all the Danger by The Quarrymen
"He gave us the disc and off we went. It was a big thing. How many people had records like popular crooner, Matt Monro? So we had a record too, and could listen to ourselves. We had heard our group before because the girl who lived next door to me, Geraldine Davies, had a Grundig tape recorder. She'd record us and then we'd all sit down and listen to it. It was a momentous day for us. I can still remember it so clearly".
The songs appeared on Anthology Disc 1.
This interview first appeared in "Liddypool". Read the full interview in the book – get your copy here.
Liddypool by David Bedford
David Bedford
Author David BedfordPosted on 12th July 2019 12th July 2020 Categories Quarrymen, The BeatlesTags Colin Hanton, David Bedford, George Harrison, John Duff Lowe, John Lennon, Liddypool, Paul McCartney, Percy Phillips, Percy Phillips Studio, The Beatles, The Quarry Men, The QuarrymenLeave a comment on 12th July 1958: John, Paul and George make their first record
6th July 1957 – Part 3: John Lennon meets Paul McCartney
Read Part 1 or Part 2 here
On the day John Lennon meets Paul McCartney, the meeting was about to happen. After the parade, and after Paul had watched John and The Quarrymen perform, the group was over in the church hall, preparing for the evening performance.
St Peter's Hall and Stage shortly before it was removed
Ivan Vaughan walked in with Paul McCartney, but what happened next?
Who did what? Who said what?
Since I started investigating these key moments in Beatles history, I have interviewed several people who were there at St. Peter's Church on 6th July 1957. These include: Quarrymen Rod Davis, Eric Griffiths, Colin Hanton and Len Garry, plus eyewitnesses Julia Baird and Ian James. I have also studied the comments made by John Lennon and Paul McCartney. And guess what? Not everyone agrees on 100% of what happened! I did mention to several of them that they should have been taking notes, as the most important meeting in music history was happening, but we can excuse them!
David playing with The Quarrymen at he 50th Anniversary
What we can agree, when collating and conflating the eyewitness accounts, is that most of The Quarrymen were in the hall: Colin Hanton had gone home for tea, and Rod Davis was in the toilet for some of the time! Ivan brought Paul over to meet John, and they were talking for a short while. Paul was intrigued by how John was playing guitar. John explained that he was playing banjo chords, as taught by his mother.
He's cack-handed!
Most of them agree that John handed Paul his guitar. The first thing Paul did was to alter the tuning, which was more than the other Quarrymen could do; tune a guitar! What astonished them, and must have looked impressive, was that Paul then turned John's guitar upside down, because he had learned to play a right-handed guitar upside down! This was verified during an interview I did for "The Fab one hundred and Four" with Ian. Paul was left-handed (or cack-handed as we call it. Just don't ask why!!)
Twenty Flight Rock
Paul then played "Twenty Flight Rock" by Eddie Cochran, and proved he could not only play a guitar upside-down, but he could sing too, and know a new song, including its lyrics. No wonder John was impressed! Paul also sang some of "Long Tall Sally", not knowing how important that song was to John (that will be a future blog post).
After a short time, Paul left to go home, and John was left with the decision; should he let Paul join, even though he was better than him, but would improve the group?
John made the right decision; Paul would be invited to join, thus creating the Lennon/McCartney partnership that would change modern music.
You can see photos from the parade in "The Fab one hundred and Four", as well as interviews and other photos too.
Author David BedfordPosted on 6th July 2019 6th July 2021 Categories QuarrymenTags John Lennon, Paul McCartney, St Peter's Fete, The Quarry Men, The QuarrymenLeave a comment on 6th July 1957 – Part 3: John Lennon meets Paul McCartney
6th July 1957 – Part 2: Without Ivan, there would be NO Beatles
Ivan Vaughan (left) with Pete Shotton
How did John Lennon and Paul McCartney Meet?
Read Part 1 here
The story of how John and Paul met for the first time on 6th July is a fascinating one, because it has the strangest of coincidences connected with it.
When John moved in with his Aunt Mimi and Uncle George in 1946, the first friend he made was Ivan Vaughan, who lived in Vale Road, just behind "Mendips". When Ivan moved from Lidderdale Infants School to Dovedale Primary School at the age of 8, he and John became even closer, even though he was a year behind John.
"THAT Lennon!"
However, with John's reputation among the parents in Woolton, when it came for Ivan to go to Grammar School, Mr and Mrs Vaughan didn't want their son following John to Quarry Bank! Known by parents as "THAT Lennon!", they didn't want their precious son, who was very intelligent, being corrupted by Lennon. And so they took the decision to send him all the way into the city centre to the Liverpool Institute.
John Lennon (second from left) and Ivan Vaughan (second from right) in the Isle of Man
The Same Birthday
At the Liverpool Institute, Ivan ended up in the same class as a lad born on exactly the same day as him; Paul McCartney. The two became friends, with a mutual interest in music, and so Ivan told Paul all about his friend's skiffle group called The Quarrymen, which Ivan occasionally played in. He told Paul that The Quarrymen were performing at the Woolton Fete on 6th July (1957) and invited him to come along. Paul was indecisive at first, but when Ivan told him it was a good place to meet girls, how could he refuse!
John, Meet Paul
And so, on 6th July 1957, Ivan brought Paul along to St. Peter's Church, and introduced him to John Lennon.
Without Ivan, the most important meeting in music history would never have taken place. John and Paul lived in different parts of Liverpool, went to different schools, and had different groups of friends, all apart from Ivan. And so, thanks to Mr and Mrs Vaughan wanting to keep their son away from John Lennon, they inadvertently connected John and Paul, and thus led to the birth of The Beatles.
Thank you Mr and Mrs Vaughan, and especially Ivan.
Find out more about Ivan in The Fab One Hundred and Four and in Liddypool
READ PART 3
Author David BedfordPosted on 6th July 2019 6th July 2021 Categories QuarrymenTags Ivan Vaughan, John Lennon, Paul McCartney, quarrymen, The Quarry Men, The Quarrymen4 Comments on 6th July 1957 – Part 2: Without Ivan, there would be NO Beatles
6th July 1957 – Part 1: The Quarrymen on Parade
The Quarrymen, including John, on the wagon during the parade
On 6th July 1957, the day John Lennon met Paul McCartney for the first time, there was a parade around the village of Woolton. At the front of the parade was a marching band, and at the back was The Quarrymen. In the above photo, you can see that John is singing, though nobody else is doing anything!
The Quarrymen (left to right) are: Pete Shotton, Eric Griffiths, Len Garry, John Lennon, Colin Hanton and Rod Davis. The photos of the parade were taken by Rod's father James Davis. This photo appeared in my first book, Liddypool, and was inserted at the last minute, when the book was on the printing press ready to go! We literally said; "Hold the presses!" It was the first time it had appeared in a book.
When I was working on my second book, "The Fab one hundred and Four: The Evolution of The Beatles", I gained permission from Rod Davis to reproduce all of the photos from the parade, the only book to include all of the photographs. These include the marching band, brownies and guides, the youth group, the Rose Queen and another of The Quarrymen. They are incredible. You can get your copy of the book here.
As the parade finished, everyone left the parade, as The Quarrymen clambered down from the wagon, and walked along the side of the church to the field behind the church. In that crowd watching closely was Ivan Vaughan, and his school friend Paul McCartney. Who could have predicted what would happen this day would still be talked about all these years later.
Author David BedfordPosted on 6th July 2019 6th July 2020 Categories Quarrymen, The BeatlesTags Colin Hanton, Eric Griffiths, Ivan Vaughan, John Lennon, John met Paul, Len Garry, Paul McCartney, pete shotton, quarrymen, Rod Davis, St Peter's Fete, St. Peters, The Quarry Men, The Quarrymen, Woolton Fete4 Comments on 6th July 1957 – Part 1: The Quarrymen on Parade
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The Beatles Venues – From First to Last!
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Quarrymen
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redpajama_set_name: RedPajamaCommonCrawl


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New Flyer, BC Transit celebrate 25 CNG bus delivery
December 22, 2017 • by MET Staff
The purchase, supporting scheduled vehicle replacement, builds sustainability in transportation as mandated by BC Transit's Strategic Plan 2030.
New Flyer Industries Canada ULC, the Canadian subsidiary of New Flyer Industries Inc. (NFI Group), congratulated Whistler Transit on the delivery of 25 compressed natural gas (CNG) 40-foot, heavy-duty transit buses to the community of Whistler via BC Transit Corporation (BC Transit).
The event, which took place at the Whistler Transit Office, celebrated the arrival of new CNG buses and pending completion of CNG fueling infrastructure. It welcomed representatives from BC Transit, the Government of Canada, the Province of British Columbia, the Resort Municipality of Whistler, and FortisBC, including Pamela Goldsmith-Jones, MP for West Vancouver; Nancy Wilhelm-Morden, Mayor of Whistler; and Manuel Achadinha, BC Transit president/CEO.
"This project is a result of partnerships with all three levels of government and FortisBC to improve the effectiveness and efficiency of transit in Whistler," said Achadinha. "I look forward to seeing the New Flyer CNG buses on the road connecting people and communities in Whistler."
RELATED: New Flyer to invest $28M in Kentucky facility
The purchase, supporting scheduled vehicle replacement, also builds sustainability in transportation as mandated by BC Transit's Strategic Plan 2030. It also supports Whistler's growing presence of low-emission transit. In 2010, Whistler Transit housed the world's largest single location hydrogen fuel-cell fleet implemented in regular service.
"We are proud to provide Whistler with an environmentally sustainable, low-emission transit solution," said Wayne Joseph, president of the Transit Bus Business at New Flyer. "New Flyer is committed to advancing innovation in public transportation, and to preserving the environment through improved technology and low-emission options. As a leader in sustainability, Whistler has set the standard to support its growth through low-emission transit, and to help the community to thrive as a four-season playground."
BC Transit provides services to over 130 communities across British Columbia in collaboration with local government partners, and transports 52.3 million passengers annually.
RELATED: BC Transit to rollout camera systems across bus fleet
The NFI Group has over 85 years of experience manufacturing buses in Canada and is focused on advancing vehicle innovation through development of Canadian-based intellectual property and removal of barriers to adopting zero-emission vehicles and autonomous driving technologies.
Read more about BC Transit CNG delivery New Flyer vehicle purchase


Adjustment of Status applicants can apply for an EAD concurrently with, or after filing of the I-485 application. H-4, O-3, and TD dependant family members, who are not legally eligible to be employed in the United States, may apply for employment authorization as Adjustment of Status applicants. EAD holders are eligible for employment with any employer, and there is no restriction in regard to the employment or the employer they choose. These EAD cards are issued for a period of one year at a time and are renewable till the Adjustment of Status application is adjudicated.
J-2 dependants and L-2 dependants are eligible to obtain EAD cards for the validity of the principal foreign national's J-1 or L-1 period of authorized stay.


A new survey by Consensus Research and the U.S. Travel Association has found that overseas travelers are avoiding the United States due to "embarrassingly" lengthy and inefficient Customs and entry procedures at the nation's gateway airports. By experience and word-of-mouth, at least 100 million overseas travelers are receiving the message to avoid travel to the United States -- costing the economy at least $95 billion in total output and 518,900 jobs across the economy.
"Too many visitors to our country -- one in three -- report that they have experienced a Customs process that they believe is inconsistent, confusing or embarrassing," said Roger Dow, president and CEO of the U.S. Travel. "As the United States spends millions to recapture the world's interest and inspire international travelers to visit, we are failing to address a galling entry experience that is driving 43 percent of our guests to tell others to avoid travel to our country."
Prior to sequestration budget cuts, prominent gateway airports reported two-to-three hour waits to clear Customs and Border Protection (CBP). Homeland Security Secretary Janet Napolitano has stated publicly that those waits are likely to grow as CBP eliminates overtime and furloughs agents.
The survey, conducted by Consensus Research Group, of overseas travelers who have visited or considered visiting the United States in the last five years found that 43 percent of travelers who have visited say they will recommend to others to avoid a trip to the U.S. because of the entry process. Visitors to the U.S. also report that they tell on average eight others about their travel experiences -- good or bad -- creating a multiplying effect to the potential impact of their experiences. One in three travelers thought that the United States is "falling behind other countries" or was even the "worst" they have ever seen in their Customs process.
Forty-four percent of business travelers say that they will not visit in the next five years because of the entry process. Two-thirds of travelers said the U.S. would be a more attractive destination if Customs lines and wait times were shorter. Eighty-four percent believe the U.S. government could fix the process. One in seven international travelers report that they have missed a connection because of delays at Customs, causing them to cancel hotel reservations, car rentals and other activities.
Two in three travelers surveyed said that eliminating long lines and wait times was their top priority for making the U.S. a more attractive travel destination. An investment in 1,000 additional CBP officers -- at a cost of approximately $150 million -- could help to meet a 30-minute standard for processing guests and realize tens of billions in new traveler spending.


We received a notice regarding the deprecation of the href value on JSON responses - we are using the remote-pay-cloud node.js library, do these changes affect the library?
I would like to know if the REST API is used by the report-pay-cloud node.js library at all, just for future reference when we get notices regarding the REST API.
The depreciation of the href value only affects those who are directly using our REST API. If you're not using the href value at all, then you are unaffected.


The review by McInnes et al (McInnes, Friesen et al. 2017) and other data support the conclusion that the majority of patients with mild TBI who go to the ER have persistent neuropsychiatric symptoms. For example, based on their scoping review of the literature, McInnes et al (McInnes, Friesen et al. 2017) found that 55% of individuals with a single mild traumatic brain injury (TBI) have chronic cognitive impairment. The large majority of the samples they reviewed were drawn from emergency room settings. This proportion was much higher than the often-quoted 15% rate reported in older studies (Rutherford, Merrett et al. 1979, Sterr, Herron et al. 2006 , Spinos, Sakellaropoulos et al. 2010). Consistent with these ideas, a recent well-designed study of mild TBI patients who presented to the ED found that, one year after injury, 59% had persistent postconcussive syndrome (PCS), which includes cognitive impairment (Waljas, Iverson et al. 2015); although postconcussive symptoms are notoriously nonspecific, the rate of postconcussive syndrome was higher in mTBI patients than in normal controls. Furthermore, several studies have found that the risk of PCS at 1 year was increased for patients who had symptoms at 1 month compared to those who did not have PCS at 1 month. Taken together, these findings suggest that, for the important subset of patients who present to the ED, the incidence of persistent neuropsychiatric symptoms more likely than not is greater than 50%.


In the past several weeks, I've been working on implementing two new blocks which I think are important for the multiplayer- and singleplayer-gameplay.
Like shown in the video, the market is used to trade resources. I planned to implement it for quite some time now but I really felt that it was missing when I tested the multiplayer about a month ago. It was annoying if you had for example much wood but no stone and you had to wait until more stone was produced. At the market, each material can be traded in for the one above and below (always at a ratio of 2:1).
Each upgrade requires a specific level of the research center so you have to upgrade it too.
I think there isn't much more to say about the blocks. They are actually quite simple, nevertheless the research center was hard to implement since I didn't plan that the production speed and other values could be changed for each player. Therefore, I had to change some of the core systems of the game, which took some time.
The market and the research center are also the last two blocks I have planned to implement before I release the game. I will implement other blocks after the game is released.
With all blocks in the game, another huge milestone is reached. There are some more things to do like more game-modes, maps and singleplayer levels. Now that the core system of the game is finished, it should be rather easy to implement them so I hope it won't be that long until it is done. Besides changes to the game I will create more videos in the following weeks which will showcase the game better than the usual update videos I've done for almost a year now. For those who are wondering about the "behind the scenes" videos I made a survey about on this blog some time ago - I haven't forgotten them and they are comming.
However, that's not all - there will also be a playable demo of the game soon.


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Posts Tagged 'high-speed rail'
SMART supports California high speed rail program
The International Association of Sheet Metal, Air, Rail and Transportation Workers announces support for California Gov. Jerry Brown's budget proposal to authorize funding for the state's high-speed rail program, utilizing $300 million of cap and trade revenue.
This investment includes upgrades to commuter and intercity rail systems that improve connectivity and modernize transportation between regions throughout the state. Without high-speed rail, California's existing transportation network cannot meet the demands of the projected population growth of 20 million new residents in the coming decades. Studies find that adding more highways and airports to what already exists would cost up to three times as much as high-speed rail.
According to SMART General President Joseph Nigro, "California's leadership in this effort will serve as a trailblazer for other states as the nation moves toward high-speed rail as a solution to solving present and future transportation challenges."
SMART, the International Association of Sheet Metal, Air, Rail and Transportation Workers, is one of North America's most dynamic and diverse unions with 216,000 members. SMART's members produce and provide the vital services that move products to market, passengers to their destinations and ensure the quality of the air we breathe. We are sheet metal workers, service technicians, bus operators, railroad engineers and conductors, sign workers, welders, production employees and more. With members in scores of different occupations, we advocate for fairness in the workplace, excellence at work and opportunity for all working families.
The future of trains is near
It may seem improbable, but the odds that faster trains are coming to the Northeast Corridor have jumped recently. That's because beginning in 2015, the Federal Railroad Administration (FRA) is expected to finally permit modern European designs on tracks throughout the country, running side by side with heavy freight, at all times of day. This decision could cut the weight of U.S. passenger trains in half, meaning trains can go faster, accelerate more quickly, cause less wear on tracks, and get passengers to their destination in less time.
How much time? The decision by the FRA to finally shelve regulatory requirements from the 1920s means that lighter replacement train sets for the Acela could cut the trip from Boston to New York by 30 minutes (the trains can maneuver the curvy tracks of New England at higher speeds) and the faster acceleration and braking could shave 5 to 10 minutes off the trip from New York to Washington.
Read the complete story at The Daily Beast.
Obama budget seeks $40B for passenger rail
The Obama Administration yesterday released its budget request for fiscal year 2014 and the President has once again put forth a plan for transforming and expanding train service in the United States.
The president is requesting $40 billion in passenger rail investment over the next five years, allocating $6.6 billion to the Federal Rail Administration for fiscal 2014, with increasing amounts each subsequent year through 2019.
"A well-functioning transportation system is critical to America's economic future. Whether it is by road, transit, air, rail, pipeline, or waterway, Americans rely on our transportation system to move people and goods safely, facilitate commerce, attract and retain businesses, and support jobs," the administration said in the budget request.
The request for $40 billion over five will fund the development of high-speed rail and other passenger rail programs as part of an integrated national transportation strategy.
This system will provide 80 percent of Americans with convenient access to a passenger rail system, featuring high-speed service, within 25 years.
The proposal also benefits freight rail and significantly restructures Federal support for Amtrak, to increase transparency, accountability, and performance.
The request will be a boost for Amtrak, coming a day before the House Committee on Transportation holds a hearing on the railroad's FY 2014 budget.
The hearing, Amtrak's Fiscal Year 2014 Budget: The Starting Point for Reauthorization [which will be streamed live], will address Amtrak's funding needs, as well as the coming rail reauthorization (the current law will expire at the end of this September).
Amtrak announced April 9 it had set a new ridership record during the first half of this fiscal year, and will be looking to translate its steady increase in popularity into an increase its funding for badly needed equipment purchases and infrastructure upgrades.
Passage of a reauthorization bill this year is uncertain, but the appropriations committees will determine how much federal funding each program gets.
Secretary LaHood is scheduled to appear before the House Appropriations transportation subcommittee on April 16.
President Obama's $6.6 billion request breaks down in the following ways:
• $2.7 billion for "Current Passenger Rail Service," including $800 million for Amtrak's long-distance routes, $300 million for state corridors, $675 million for the Northeast Corridor and $925 million for "national assets" (defined as positive train control for passenger rail, rail stations, and "backbone rail facilities)."
• $3.7 billion for "Rail Service Improvement Program." The budget request defines goals for the program as "Creating or improving passenger corridors, mitigating congestion bottlenecks in the rail system, improving intermodal freight rail capacity and comprehensive future planning."
President Obama has put forth similar proposals in the past, and the biggest obstacle to implementing the program remains identifying new sources of funding.
The Administration identifies the "peace dividend" — money saved from drawing down the wars in Afghanistan and Iraq — as a major source of funding. However, House Republicans have rejected this proposal in its previous iterations.
The Administration is proposing that rail funding become part of the Highway Trust Fund (it would be repurposed into a "Transportation Trust Fund"). This would eliminate Amtrak's dependence on the annual appropriations cycle, moving it a grant structure similar to highways and transit.
Rail passenger groups seeks federal aid
Friday, March 22nd, 2013
The National Association of Railroad Passengers, the U.S. High Speed Rail Association, Californians for High Speed Rail, and the Midwest High Speed Rail Association are urging Secretary of Transportation Ray LaHood to support XpressWest's creation of a Los Angeles to Las Vegas high-speed rail line.
XpressWest currently has loan application pending with the Federal Railroad Administration through the Railroad Rehabilitation & Improvement Financing program.
Congress established the RRIF loan program in 1998 to help support development of the U.S. rail system. Under the RRIF program, the Administrator of the Federal Railroad Administration (FRA) of the U.S. Department of Transportation (DOT) is authorized to provide direct loans and loan guarantees out of a $35 billion pool of revolving credit to help rail projects.
In a letter to LaHood, the four organizations cited the following factors in seeking his support:
•Los Angeles to Las Vegas is the second busiest end-point pair in the United States, trailing only Los Angeles to San Diego. The completion of XpressWest will be a critical step toward meeting the president's goal of connecting 80 percent of the American public to modern intercity passenger trains within 25 years.
•XpressWest will provide a convenient, energy-efficient alternative to the heavily traveled Interstate-15, a congested and dangerous highway. Mid-desert traffic back-ups are fairly common. The initial 185-mile segment would have the capacity to divert more than 2 million annual automobile trips, saving an estimated 440,000 barrels of oil each year. The train would also provide a safer travel alternative: the Las Vegas to Los Angeles segment of Interstate 15 has been found to be one of the most dangerous highways in America, and a 2010 study found that 1,069 people died in 834 automobile accidents on the road over a 15 year period.
•It will help speed up and enhance the California high speed rail project with extensions to Palmdale (70 miles from Los Angeles; currently served by Metrolink commuter trains) where the two systems will seamlessly integrate, significantly increasing ridership on both systems, and increasing private sector interest in the California system to help fund further extensions.
•It will expand the market for American high-speed rail manufacturing.
•It is consistent with the desire of Americans for good train travel. This is reflected in the fact that Amtrak has set ridership records in nine of the last 10 years. Moreover, as a recent Brookings Institution report noted, Amtrak ridership from 1997 to 2012 at 55 percent grew faster than domestic aviation ridership (20 percent), highway vehicle-miles traveled (16.5 percent), U.S. population (17 percent) and real gross domestic product (37 percent).
"XpressWest is well suited for this program. This project is ready to go today, having already gained environmental clearance and secured the needed rights-of-way. Private investors have already assembled $1.5 billion in funds to support the project.
"With leadership from the private sector, we can be confident the project will be delivered quickly and efficiently, and managed with strong business practices. Because the nation's high-speed rail network will be created through public-private partnership, this project offers the ideal model starter project to help move the nation's new rail program forward," the organizations' leadership said.
Szabo: Rail investment spurs manufacturers
The following message was sent to the UTU National Legislative Office from Federal Railroad Administrator Joe Szabo:
In his State of the Union Address last week, President Obama spoke about the importance of investing in our infrastructure as a path to create new jobs and lay a foundation for America's economic success.
Joe Szabo
In the last three years, American businesses have added 6 million new jobs, including a half-million in manufacturing. But there's more to be done. And while construction jobs are often the most visible, our investments can continue remaking America as a magnet for manufacturing.
In a new report, the Environmental Law and Policy Center highlights the scope of the railway supply industry in the Midwest.
The report found 122 suppliers in Ohio, 99 in Indiana, 49 in Michigan, 84 in Illinois, 73 in Wisconsin, 26 in Minnesota and seven in Iowa. The Midwest is not alone. Railway suppliers are located in 49 out of 50 states and employ 94,000 people.
Manufacturers like Cleveland Track Material in Ohio are benefiting from the $12 billion the U.S. DOT has invested in passenger rail over the last four years. Started by Vietnam Veteran Bill Willoughby in 1984 in an impoverished section of Cleveland, the company was one of 53 across 20 states that received an order from Maine's Downeaster service expansion project. Last year, Cleveland Track invested over $5 million in new production equipment at their plant. The company employs 300 people in Ohio, Tennessee and Pennsylvania.
Manufacturers are opening new plants in the United States. Recently, the state of California awarded the newly-opened Nippon Sharyo plant in Illinois with a contract to build 130 rail cars that will run on the state's existing corridors.
Amtrak and California High Speed Rail Authority have answered our call to work together to explore a bundled procurement for the next generation of high-speed rail equipment – equipment designed to reach up to 220 mph. Combining orders will provide incentives to high-speed rail manufacturers to build factories domestically, creating new high-quality jobs and tremendous opportunities for suppliers.
Investments in freight rail will also mean new jobs at suppliers. Last week, the Association of American Railroads announced the industry would invest more than $24 billion this year in its network.
President Obama also recently signed into law the Shortline and Regional Railroad 45G Tax Credit. The Railway Tie Association estimates that when the 45G credit is in effect, between 500,000 and 1,500,000 additional railroad ties will be installed each year.
For the first time in more than a decade, America is adding new manufacturing jobs. Continued investment in our rail network will put Americans to work in factories today, and lead to economic expansion over the next generation.
High-speed rail in Calif., Northeast moving forward
High-speed rail has been given an energy-boosting vitamin B-12 shot by the California legislature and Amtrak for separate projects on the West and East Coasts.
In California, the legislature agreed to spend $6 billion to build the first 130-mile leg of a 520-mile high-speed line – with an estimated cost of some $68 billion — that eventually will connect Sacramento with San Francisco and Los Angeles. Gov. Jerry Brown, who has staked his political reputation on high-speed rail for California, is expected to sign the spending bill into law.
In Washingotn, D.C., Amtrak announced a formal vision for 220-mph travel along the entire Northeast Corridor.
This first 130-mile leg of California high-speed rail, in California's Central Valley, will connect Madera with Bakersfield. Previously, California voters authorized a $9.95 billion bond measure as a down-payment on the projected $68 billion route, with the U.S. Department of Transportation providing $3.2 billion in federal grants. The funds voted by the state legislature will come from bond sales and be mated with already approved $3.2 billion in federal grants to total $5.8 billion for the Central Valley leg of the project.
The New York Times reported in November 2011:
"[While] for many Californians, struggling through a bleak era that has led some people to wonder if the state's golden days are behind it, this project goes to the heart of the state's pioneering spirit, recalling grand public investments in universities, water systems, roads and parks that once defined California as the leading edge of the nation.
"[Gov. Brown] has enthusiastically embraced the plan, no matter that at 73, he seems unlikely to be around for a ribbon-cutting ceremony that is projected to be more than 20 years away. 'California's high-speed rail project will create hundreds of thousands of jobs, linking California's population centers and avoiding the huge problems of massive airport and highway expansion,' Mr. Brown said."
President Obama has been the strongest proponent of high-speed rail advances in America, advocating a nationwide 17,000-mile network of high-speed and higher-speed trains that could provide 80 percent of the American population access to train travel by 2036.
Amtrak, meanwhile, unveiled its formal vision for 220-mile train travel – by 2040 – along the 438-mile Northeast Corridor linking Washington, D.C. with Baltimore, Philadelphia, New York and Boston.
The $151 billion improvement plan over the decades-long period of construction would require substantial federal and state financial support to assure – on "NextGen" named trains — 94 minute travel times between Washington, D.C., and New York and between New York and Boston. The Washington-New York trip current requires almost three-hours travel time and almost four hours between New York and Boston.
Some 40,000 new construction jobs annually, for 25 years, would result, says Amtrak.
Amtrak's vision includes direct rail links to airports at Baltimore, Philadelphia, Newark, N.J., and White Plains, N.Y.
"The vision we will shape with the Northeastern states, Amtrak and all of our stakeholders will outlast the vagaries of politics, budgets and critics," said Federal Railroad Administrator Joe Szabo.
Passenger rail essential as population grows
By Joe Szabo –
Federal Railroad Administrator
It seems like just yesterday, as UTU Illinois state legislative director and mayor of Riverdale, Ill., that I joined other mayors to successfully advocate for more frequent rail service from Chicago to downstate Illinois communities.
At the time, even that modest goal seemed daunting, as conventional wisdom said Americans would no longer ride trains.
Fast forward to 2012, where 30 million people are riding Amtrak each year — more than ever before.
The future looks even brighter.
How did it happen? My brothers and sisters at the UTU worked with mayors, business owners, university presidents and environmental groups across the nation to show elected officials at all levels of government how better train service would transform local economies, provide Americans with more transportation options and create new jobs.
Decades of advocacy are finally paying dividends, as we finally have a president in Barack Obama who understands that our economy is dependent on the quality of our transportation system. President Obama invested more than $10 billion in regional rail networks that will provide a much needed alternative to congested highways and airports as our nation grows by 100 million people over the next 40 years.
As FRA administrator, I have visited communities across the country as they begin construction projects. Some include:
* New England, where service will reach new communities in Maine this year.
* The Pacific Northwest, where new construction will lead to more frequent service between Seattle and Portland.
* The Midwest, where trips from Chicago to Detroit and St. Louis will be more than an hour shorter by 2014, and feature next-generation American-made trains.
* The Southeast, where new construction will lead to more frequent and reliable service between Charlotte and Raleigh.
* California, where construction is underway to add capacity to existing corridors, while the state breaks ground on its high-speed train system later this year.
The Obama administration also invested more than $3 billion to improve reliability and order new locomotives for the Northeast Corridor, while Northeast states begin planning for the next generation of the service.
In communities I visit, I meet leaders of both political parties who are excited to explain how their town will benefit from a project. As a former mayor, I relate. At the local level, transportation investments are not about politics – they are about creating new jobs, attracting new investment, and making the lives of our friends and neighbors better.
Now is the time for Congress to make the investments we need in passenger rail to create jobs today and provide America with the world-class transportation network we need in the 21st century.
(Prior to his April 2009 Senate confirmation as FRA administrator, Joe Szabo was UTU Illinois state legislative director. He is a fifth generation railroader.)
Toward 150-mph Midwest rail passenger service
Thursday, May 3rd, 2012
SPRINGFIELD, Mo. – UTU Missouri State Legislative Director Ken Menges is halfway toward a goal of creating a public rail commission to study means of expanding and financing improved multi-modal passenger transportation in his state and throughout the Midwest, with an emphasis on creating a track network capable of supporting 150-mph rail passenger service.
In a show of bi-partisan support, the Missouri House of Representatives has voted 134-2 to create a 15-member commission to recommend best practices to "design, build, operate, maintain and finance an improved rail system for Missouri and the Midwest, including "specific recommendations for legislation, regulations, funding sources and way to integrate the improved rail system into existing and planned Amtrak expansions, airports and public transportation systems."
The House bill is specific that the improved rail system be designed for 150-mph rail passenger service.
The focus now shifts to the state senate.
Menges said he has been working with representatives of the Brotherhood of Locomotive Engineers and Trainmen and the Brotherhood of Maintenance of Way Employes, as well as Missouri railroads and the state DOT, to gather bi-partisan legislative support.
Patience, persistence will ensure HSR
In 2008, California voters authorized a $9.95 billion bond measure as a down-payment for a high-speed rail project linking the Sacramento (in northern California), the San Francisco Bay area and Los Angeles.
The projected $98 billion route subsequently won $3.3 billion in federal grants.
But with California in the midst of a severe budget shortfall, voter opinion has turned negative. A recent public opinion poll found that 64 percent of registered California voters (73 percent of Republicans and 49 percent of Democrats) would reject the project if given a second chance to vote on it — most citing the escalating costs and long-term completion date.
But don't assume the California project – or, for that matter, other high-speed rail projects — are down for the count.
While the dramatic increase in cost has imposed sticker-shock on Californians, and while Congress has cut-off further federal funding for this and other high-speed rail projects, California Gov. Jerry Brown remains an ardent cheerleader, observing:
"California's high-speed rail project will create hundreds of thousands of jobs, linking California's population centers and avoiding the huge problems of massive airport and highway expansion."
The former chairman of the House Transportation & Infastructure Committee, Jim Oberstar, now a private citizen, but still quite active politically, told The Washington Post:
"The financial uncertainties facing California's high-speed rail project should not be read as an indictment of such rail development in America.
"High-speed, inter-city passenger rail can be successful, even profitable — as proven in France. The French national passenger rail system, wrote a check for $299 million to the national government just before Christmas, and has returned $780 million to the government over the last five years.
"Massive congestion is choking our major metropolitan areas, costing Americans $110 billion a year in lost productivity and wasted fuel. We must invest in a passenger rail alternative. The longer we wait, the less livable our cities will become and the more expensive the alternatives will be. The French have proven that the concept can succeed. We should follow their lead and not give up on inter-city passenger rail.
Moreover, the The New York Times observed:
The UTU's National Legislative Office is among those educating members of Congress to the long-term benefits of high-speed rail investment. For example, the UTU is reminding lawmakers that that construction of America's Interstate Highway system began slowly and had to overcome substantial initial opposition.
While legislation to begin construction of Interstate Highways was passed by Congress in 1956, it was the culmination of two-decades of effort – with President Roosevelt the catalyst, much as President Obama is seeking to be the catalyst for nationwide high-speed rail.
As one historian recounted, "The plan had to be sold and sold again," culminating with President Eisenhower providing the final push – convincing Congress that a $50 billion investment ($421 billion in 2011 dollars) was absolutely essential to ensure American mobility in the future.
"Patience and persistence achieved the goal of building Interstate Highways," says National Legislative Director James Stem. "Patience and persistence will achieve the 21st century goal of President Obama for a nationwide 17,000-mile network of high-speed and higher-speed trains to provide 80 percent of the American population access to train travel by 2036.
Door reopened slightly on high-speed rail funding
Thursday, September 22nd, 2011
WASHINGTON – Just when federal funding for high-speed rail appeared dead as a rusted rail spike, Senate Democratic Leader Dick Durbin of Illinois exercised his clout and reopened the door – if only slightly.
On Sept. 20, the Senate Transportation Appropriations Committee voted to zero-out all federal funds for high-speed rail. Coming on the heels of a similar House Transportation Appropriations Subcommittee vote, Sen. Frank Lautenberg (D-N.J.) – one of the most ardent congressional supporters of high-speed rail – declared that elimination of high-speed rail funding is "a casualty of the cuts mandated in the debt-limit deal."
But when the entire Senate Appropriations Committee met Sept. 21, Durbin was successful in having the entire committee overrule the transportation subcommittee and, instead, approve $100 million for high-speed funding for fiscal year 2012.
True, the $100 million, while seeming a large sum, is relatively small given the hundreds of billions of dollars required to build a series of high-speed rail lines in America. Consider that President Obama, earlier in the year, had urged $8 billion for high-speed rail in FY 2012, on top of $10.1 billion previously approved by Congress – with $7 billion of that $10.1 billion already allocated to numerous high-speed rail proposals nationwide.
With the door for high-speed rail funding reopened, the battle now turns to the House and Senate floors, where more money might be appropriated when the final votes are cast for FY 2012 high-speed rail funding.
Amtrak funding also faces a tough battle in the House and Senate.
In the Senate, appropriators are recommending $544 million in Amtrak operating subsidies for FY 2012 ($18 million less than FY 2011 funding) plus $937 million toward capital spending and debt service (an increase of $15 million from the FY 2011 appropriation).
But In the House, appropriators are recommending considerably less for Amtrak in FY 2012 — $227 million for operating subsidies and $899 for capital and debt service.
Also awaiting further House action is a House Transportation Appropriations Subcommittee recommendation to eliminate all federal funding for state-supported Amtrak service in FY 2012. No action on that anti-Amtrak initiative has surfaced in the Senate.
It is unlikely that the House and Senate will reach agreement on FY 2012 Amtrak funding prior to the start of the new fiscal year Oct. 1. More likely is a continuing resolution that will extend FY 2011 funding levels into FY 2012 while lawmakers continue debating FY 2012 funding levels.
UTU to congressional audience: 'HSR is jobs machine'
Thursday, August 4th, 2011
Risch
WASHINGTON — New jobs building and operating high-speed rail "are American jobs that can't be shipped overseas and would be a Godsend in this economic downturn," UTU Alternate National Legislative Director John Risch told a congressionally sponsored forum here Aug. 3.
"Railroad operating jobs are not just good paying jobs; they are great careers," Risch told his audience, which included a bi-partisan group of lawmakers and their staff interested in advancing high-speed passenger railroading, as well as officials of the American High Speed Rail Alliance.
"Amtrak and its workforce should be the backbone for high-speed rail in America," Risch said. "Amtrak, by law, is America's national intercity rail passenger network and the nation's only provider of high-speed rail with its Acela Express service in the Northeast Corridor."
Risch told the forum the UTU supports Amtrak's Next Generation Plan for development of high-speed rail in the Northeast Corridor, which would include speeds as fast as 220-mph and significantly reduced travel times.
"Amtrak's plan would support 44,000 jobs annually over the 25-year construction period and some 120,000 permanent jobs," Risch said.
"If we were instead to build more highways, we would have to build eight new lanes of Interstate between Washington, D.C., and Boston to accommodate the same number of travelers Amtrak will carry on the Northeast Corridor upon completion of the Next Generation Plan," Risch said.
"Amtrak," said Risch, "has extensive experience operating passenger trains in America, has long-standing relationships with the freight railroads and has a proven track-record partnering with state and local governments to provide passenger rail service," Risch said.
"Most importantly, Amtrak employs the experienced conductors, engineers, on-board service workers, machinists, signalmen, train dispatchers, and others who know how to run a railroad," Risch said. "These are the best trained passenger-rail workers in the nation, and Amtrak is the best choice to implement any high-speed rail program."
House bill would slash Amtrak, transit funding
WASHINGTON – The Republican leadership of the House Transportation & Infrastructure Committee will introduce legislation July 8 to slash Amtrak's federal subsidy by 25 percent, prevent federal funds from being used to create additional rail passenger services unless they are high-speed projects, and cut federal transit funding by 30 percent.
Committee Chairman John Mica (R-Fla.), and Rail Subcommittee Chairman Bill Shuster (R-Pa.) have previously made known their dislike for Amtrak and intention to destroy the national intercity rail passenger network through funding cuts and privatization of Amtrak's Northeast Corridor.
The senior Democrat on the Transportation & Infrastructure Committee, Rep. Nick Rahall of West Virginia, put the Mica/Shuster legislation in perspective: "The bill, as we have seen so far, cannot pass the [Democratic-controlled Senate]."
Opposition to the bill also is being voiced by the U.S. Chamber of Commerce, which has joined with the AFL-CIO to lobby against it. The UTU's National Legislative Office already is working with members in the House and Senate against Amtrak and transit funding cuts.
Amtrak funding has previously and regularly been in the crosshairs of its detractors, and another tough fight is brewing. On Amtrak's — and transit's — side are tens of millions of Americans who continue to make clear to their elected congressional lawmakers that they want more, not less, rail passenger and transit service.
The proposed cuts for Amtrak and transit are contained in a six-year bill entitled, "The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users, or SAFETEA-LU." Senate Democratic leaders are pushing for a two-year bill that would be more generous toward Amtrak and transit – although at lower spending levels than sought by the Obama administration.
The House bill would also extend the deadline beyond 2015 for implementation of positive train control (PTC).
The bill also would remove a federal requirement that states use Highway Trust Fund revenue for non-highway transportation purposes, such as mass transit; but would allow states to make such decisions unilaterally.
There are, however, provisions in the House bill that have been sought by the UTU – and those provisions are expected to survive. They include:
Increasing a low-interest loan program for state transportation projects.
Encouraging states to create and capitalize state infrastructure banks to provide loans for transportation projects.
Improving transit options for the elderly and disabled.
Insulating motor carrier safety programs from any spending cuts.
Requiring federal regulators to keep unsafe buses off the road.
Improving access to the Railroad Rehabilitation and Improvement Financing (RRIF) program; and making high-speed rail projects eligible for RRIF loans.
Strengthening the rail transit safety oversight program.
Establishing annual inspection programs for buses.
Requiring regulations to establish minimum training requirements for commercial drivers.


This is the end of the first half of chapter 1. We hope you've enjoyed the story thus far!
ALICE You didn't know her. None of you knew her.
ALICE I'm not bitter. I just want to tell my side of things.
Everything they don't want people to know.
Panel 3: Alice looks resigned, and tired, as if she'd been fighting something that barely even feels her efforts.
product. That's all she is to you.
So we can't have that, can we?


text:
El JK Dünamo Tallinn es un equipo de fútbol fundado en 1940 en Tallin, Estonia. Actualmente juega en la II Liiga North/East, una de las ligas que conforman la cuarta división de fútbol en Estonia.

Historia
Fue fundado en el año 1940 en la capital Tallinn originalmente como un equipo de Bandy, aunque posteriormente nació el de fútbol. Durante la etapa de la Estonia Soviética, el club fue uno de los más fuertes, logrando ganar 10 títulos de liga y 7 de copa, aunque uno de ellos bajo el nombre Dünamo Kopli.

Luego de la caída de la Unión Soviética, el club pasó entre la segunda y tercera categoría hasta que lograron el ascenso a la Meistriliiga en la temporada de 2005 al vencer en la fase de playoff al FC Lootus Alutaguse. Lamentablemente, el equipo solo duró una temporada en la máxima categoría y sufrió dos descensos consecutivos.

Palmarés
Estonian SSR Championship: 10
 1945, 1947, 1949, 1950, 1953, 1954, 1978, 1980, 1981, 1983.

Estonian SSR Cup: 7
 1946, 1947, 1949, 1953, 1972, 1979, 1983.

Jugadores

Jugadores destacados
 Mati Gilden

Equipo 2016

Números retirados

21 -  Ilya Chistyakov

Referencias

Enlaces externos

 Infobetting entry
 Lista de Campeones
 Lista de Copas
 Tabla Histórica de Estonia

Equipos de fútbol de Estonia
Equipos de fútbol fundados en 1940
Deporte en Tallin
Unión Soviética en 1940
Sociedad Deportiva Dinamo

redpajama_set_name: RedPajamaWikipedia


As a "natural beauty", Country Star awakens the desire for a carefree life in the countryside. The planters with their organic shape feature a natural surface and a distinctive, broad rim that has practical advantages for everyday handling. No matter which size you choose, all of these high quality plastic planters offer a secure grip and can be easily moved before and after planting. Circular grooves which taper towards the base of Country Star, give the pots a clear, hand-made look, and depending on the play of light, the lines create contrasts of light and shade.
Be it countryside garden design inspired by Scandinavian styles, or Mediterranean oases of retreat, the colours of Terracotta, Living Taupe and Metallic Grey meet any creative wish. The thoughtfully designed base is constructed with three drainage holes and a small water reservoir, this gives Country Star an added convenience and enables healthy plant growth.
Country Star can be combined really well with all country garden classics, like Leucanthemum, Helenium, sunflowers and others. Additionally, all green plants and shrubs such as boxwood are ideal companions. Arrange them in groups to best complete the popular country garden look.
Country Star is available in the colours Living Taupe, Terracotta and Metallic Grey, available sizes Ø 25, 30, 35, 40 and 48 cm.


Teaching Matters is delighted to launch a podcast to accompany and complement the Teaching Matters blog, adding another space for conversations and debates around learning and teaching at the University of Edinburgh. The podcast invites students and staff to engage in topical conversations. In general, the podcast topics will align with the Teaching Matters' mini-series, but will also aim to capture other important discussions across the University around learning and teaching.
Podcasts episodes will be shared via a blog post when they are released and you can stream the episode directly. Previous episodes are also linked to below.
The podcast is also available on a variety of apps (and so you don't miss a new episode, you can subscribe to the podcast via your chosen app). Click on any of the links above to access the podcast via your preferred app. You can also download episodes when connected to wifi so that you won't use up data while listening on the go.
In the first three episodes, University of Edinburgh staff and students debate how sustainability and environmental concerns are being tackled in today's university. They discuss emotionally-charged issues around climate change, asking if they are facing climate optimism or climate fatalism in the classroom (full blog post here).


text:
Q: Identify moss features from GUID We are using a site definition and it has 3 feature dependencies that we are struggling to identify:
<ActivationDependency FeatureId="7EDD3C9C-8AC6-4ab5-A209-30B5DC422464" />
<ActivationDependency FeatureId="63FDC6AC-DBB4-4247-B46E-A091AEFC866F" />
<ActivationDependency FeatureId="22A9EF51-737B-4ff2-9346-694633FE4416" />

Can anyone identify what these features or give me an idea as to how to identify them?
I think they are out of the box moss features but they are not installed on the farm currently.
Thanks for any suggestions

A: What i usually do is very lo-tech: i use NotePad++ or UltraSeek's "Search In Files" functionality to search for the GUID in question in the FEATURES folder in the 12 hive.
That gives me both where it is defined and where it is used.

A: If you have SP2 installed in your environment you could run the preupgradecheck via STSADM e.g. STSADM -o preupgradecheck
This will generate a report for you which among other things will list all the features in your environment and give you the feature name and GUID.
http://technet.microsoft.com/en-us/library/dd789638.aspx

A: I recommend Anders' approach. If the features still can't be found then there are tools by Stefan Gossner that will help you clean them up:

*

*WssAnalyzeFeatures: verifies that the feature definition files for all installed features are present on the file system

*WssRemoveFeatureFromSite: removes the feature from the site or site collection completely if stsadm -o deactivatefeature does not work

A: I ended up running one sp-getfeatureid | Format-Table DisplayName per missing feature. I wrote up my solution put it online with some screenshots from my experience trying to do the same. The post also shows why enumsolutions doesn't work.
I've also found Powershell like below can help:
get-childitem -filter *.xml . -recurse | Select-String -pattern "aebe3546-9675-458d-b818-a3a412ad1546"|format-list filename, path

A: The easiest way is to query the Configuration database:
SELECT Properties FROM MOSS_CONFIG_DB_NAME.[dbo].[Objects] where id='GUID'

The XML in the properties column is XML that should have a path to the feature.xml for more information. The content alone tells you the name.

A: In SharePoint 2007 you can use the stsadm.exe enumsolutions command which will spit out not only their names, but also what scope they are set for and whether they are deployed.
In SharePoint 2010 'there's a Powershell cmdlet for that'.

redpajama_set_name: RedPajamaStackExchange


text:
Philippine Supreme Court Jurisprudence > Year 1908 > March 1908 Decisions > G.R. No. L-4376 March 26, 1908 - UNITED STATES v. LIM SIP
THE UNITED STATES, Plaintiff-Appellee, v. LIM SIP, (alias TANQUI) ET AL., Defendants-Appellants.
Thos D. Aitken, for Appellants.
1. CIRCUMSTANTIAL EVIDENCE; PRESUMPTION OF INNOCENCE; ACQUITTAL. — In order to establish the criminal liability of the presumed author of a fully proven crime, and in order to convict him by circumstantial evidence, it is indispensable that the evidence be derived from interrelated facts and duly proven in the case in a manner that will lead to the logical and rational conclusion, beyond all reasonable doubt, that the accused is the author of the crime; because if his guilt is not satisfactorily established, there always arises a presumption of his innocence until the contrary is proved, and in such a case he is unquestionably entitled to be acquitted.
TORRES, J. :
On the morning of the 16th of May, 1907, when Juan Mauricio, the man in charge of the warehouse, went to said warehouse, he noticed that the padlocks that secured the door of the same had disappeared; the door was closed and the bolt was in its place but the padlocks were missing. He further noticed that the hole at the end of the bolt was covered with oil, and one of the padlocks was put in it showing sings of having been forced. On entering the warehouse he saw that twenty bolts of merino, which had been taken out of the cases on the previous evening, were missing, and close to the cases he found a bag and a candle; on the previous evening which was a Wednesday, he had left the warehouse closed and the door properly secured. Upon the matter having been reported to the police authorities, a member thereof, George W. Walker, went to the warehouse and inspected the place where the robbery was committed, and as the result of his investigations the accused were arrested.
A complaint was filed charging the three Chinamen with the crime of robbery, and on the 6th of June, 1907, the court below sentenced Chan Sin to the penalty of four years nine months and ten days' imprisonment with hard labor, and to indemnify the copartnership of Behn, Meyer & Co, in the sum of P600, or in case of insolvency to suffer the corresponding subsidiary imprisonment; Lim Sip was sentenced to one year and eight months imprisonment, and each of them to pay one-half of the costs. By an order of court of July 2 following, the charge against Go Tui was dismissed with the costs de oficio. From this judgment the counsel for the accused Chan Sin and Lim Slip has appealed.
The record shows the existence and reality of the robbery of about twenty bolts of black merino, the property of the copartnership Behn, Meyer & Co., of the value of P608, or 3,040 pesetas, all of which is fully proven, the same having been committed in a warehouse, an uninhabited place, the door of which, although properly closed and secured, the thieves managed to open after breaking the to padlocks that secured it. This crime is defined and punished by article 512 of the Penal Code.
Notwithstanding the fact that the crime has been clearly proven, the case, however, offers no sufficient proof of the guilt of the accused Lim Sip (alias Tan Qui) and Chan Sin (alias Chan Chi), the charges of the prosecution, such as the finding of a crowbar at the house of the latter, Chan Sin, where several other Chinamen lived, which has not been proven to belong to either of the two accused; the statements made by Chan Sin to the policeman Walker not confirmed by the interpreter, William Compton, or by any other person and the circumstantial evidence in the case are not sufficient to demonstrate the guilt of the said accused, inasmuch as, in order to established the liability of the criminal, and to convict him by circumstantial evidence, it is necessary that the evidence be derived from interrelated facts and properly proven in such manner that they definitely lead to the logical and rational conclusion, beyond all reasonable doubt, that the accused is the author of the crime, because where his guilt has not been satisfactory established, there always arises the presumption of his innocence; and until the contrary is proven he is unquestionable entitled to an acquittal. As to Go Tui, upon request of the prosecuting attorney his case was dismissed on the 2d of July, 1907, with the costs de oficio.
In view of the foregoing it is our opinion that the judgment appealed from should be reserved, as we do hereby reverse the same, and that the accused Lim Sip (alias Tan Qui) and Chan Sin (alias Chan Chi) should be acquitted with the costs de oficio. So ordered.
Arellano, C.J., Mapa, Johnson, Willard and Tracey, JJ., concur.