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ARC Tunnel
The ghost of the ARC Tunnel haunts Christie as candidate
by Benjamin Kabak July 27, 2015
written by Benjamin Kabak on July 27, 2015
The ARC Tunnel as she could have been.
It's been a rough few weeks for New Jersey Transit and Garden State rail riders. Shortly after announcing yet another massive fare hike, the agency suffered through a week that saw rush hour delays pile up due to problems with Amtrak's North Hudson tubes. After commuters suffered through problems on four of five days last week, the agency has already announced that it does not anticipate a problem-free Monday. Riders are being asked to find alternate ways into the city, and PATH, ferries and buses will cross-honor tickets.
It's also been a rough few weeks for New Jersey Governor Chris Christie. With national polls placing him toward the bottom of the crowded field of GOP 2016 presidential hopefuls, Christie has engaged in something of a Hail Mary campaign to drum up any kind of enthusiasm for his run for the White House. At one point, he seemed like a clear front-runner before the Fort Lee traffic scandal and general voter anger toward his policy decisions grew louder and louder.
Faced with mounting frustration directed at him from his constituents over last week's New Jersey Transit delays, Christie at first ducked the question before his aides helped him correctly level the blame at Amtrak. He then let loose a stunning display of political arrogance. He would, he claimed, build the ARC Tunnel if elected president. The Times' Rick Rojas reported:
"If I am president of the United States, I call a meeting between the president, my secretary of transportation, the governor of New York and the governor of New Jersey and say, 'Listen, if we are all in this even Steven, if we are all going to put in an equal share, then let's go build these tunnels under the Hudson River,' " Mr. Christie said in an interview with the radio talk show host Larry Kudlow, which will be broadcast on Saturday on WABC-AM. "Then, everyone has an incentive to have the project run right, to run efficiently because everybody is on the hook."
The governor's comments — and his hypothetical phrasing — has attracted the attention of his critics, who say his statements emphasize how little he has done to help improve transportation. "This is not a hypothetical issue, this is a real issue, and he could be doing something about it," said Martin Robins, the founding director of the Alan M. Voorhees Transportation Center at Rutgers University, who was the director of the tunnel project during the mid-1990s. "The question is, what has he done, what will he do in the next 18 months as the governor of New Jersey?"
In his interview comments, Christie reiterated his own long-held belief that, as he said, "New Jersey was going to be responsible for every nickel of cost overruns, which at the time was estimated to be three to five billion dollars." He claims that he asked New York's leaders for fiscal assistance and that they turned him down. He did not mention that the Feds had pegged the cost overruns at $1 billion; that both the feds and New York were willing to work out a deal; and that instead of reserving the money for a better-designed and fairly-funded rail tunnel, he instead sunk into a series of road projects throughout the state, leaving rail riders with nothing.
Time and again, Christie has tried to paint his ARC decision as something it wasn't, and he even has supporters from the rail community who point to the design flaws in ARC as it was planned. The decision to send the tunnel to a dead end underneath Macy's was the wrong one, but it wasn't worth canceling the project and removing New Jersey's money from a rail expansion project. Christie may have backed into a decision that was, in part, defensible, but he did it for none of the right reasons.
The Times' editorial team wasn't buying what Christie was selling. In a piece that unfortunately ran on Saturday and not during a more well-read day of the week, they laid the blame for trans-Hudson woes squarely on Christie's shoulders. Their argument echoes mine:
Governor Christie originally said he stopped work on the new tunnel because it would cost his state too much money. Then, he got the Port Authority of New York and New Jersey to reroute $3 billion that had been allocated for the project. Instead of a tunnel to benefit the whole region, the money went to patch Mr. Christie's roads and bridges.
Normally, state gasoline taxes provide much of the revenue for local transportation needs. But Mr. Christie, a Republican aiming for the White House, has not wanted to raise any taxes. This refusal and his use of the tunnel funds for other purposes have kept the chokehold on transit in the Northeast. And without sufficient tax revenue, New Jersey Transit has added debt and been forced to squeeze more money from its customers. This month, it announced fares would go up an average of 9 percent on Oct. 1.
Even Mr. Christie's commissioner of transportation, Jamie Fox, has begun working hard to get a dedicated tax to fix the state's roads, bridges and mass transit. The governor, perhaps recognizing that he has a transportation crisis on his hands, has simply said that when it comes to revenue, "everything is on the table." If everything really is on the table, Mr. Christie should help legislators come up with a gas tax that starts to dig the state out of its transportation mess. At the same time, he should support Amtrak and others as they start over with new plans for a tunnel under the Hudson.
When he canceled ARC, Christie did it with an eye on the national stage. Ending an expensive government project bound to benefit the more liberal northeast played well with the Tea Party at a time when they were ascendant. But now aging infrastructure is in the news, and New Jerseyans know where to point their fingers over the current failures and future problems that await on the horizon. Instead of a rail tunnel in progress with a design that could have been improved five years ago, the region has nothing but problems — which is identical to Christie's presidential hopes. It's no coincidence that these two issues are going hand in hand, and if Christie the governor is serious about helping solve the trans-Hudson problems, he's not out of office yet.
ARC TunnelPANYNJ
A begrudging appreciation of Chris Christie's political smokescreens
by Benjamin Kabak January 8, 2015
written by Benjamin Kabak on January 8, 2015
As long-time readers of Second Ave. Sagas know, I'm not exactly a fan of the GOP presidential aspirant who occasionally visits New Jersey these days to remind that he is indeed still the governor. Outside of any red-and-blue ideological concerns or the way he chooses to face down those who disagree with him, his support of transit has been abysmal. From canceling the ARC Tunnel to moving the money for transit to various road-widening and repair initiatives to his games with the Port Authority, I'm eagerly looking forward to someone sitting in Trenton who has a better mind for the way PATH and NJ Transit feed the symbiotic relationship between New Jersey and New York.
But despite my dislike of the Governor, I am impressed with his grasp of political machinations and press malleability. Throughout his years as Governor, Christie has made some decisions that should, by any stretch, thoroughly anger his constituents, and sometimes, they do. But the real political impact of his actions are often ignored for the sideshow of the better story. Weather the temporary storm to escape permanent damage.
Let's take this PATH Train issue. It's a shared problem with Gov. Cuomo, but Gov. Cuomo's contempt for anyone who doesn't drive one of his muscle cars has been out in the open for decades. It's my strong belief that the hullabaloo over the Governor-endorsed report that mentions cutting overnight PATH service as a last resort is nothing but a smokescreen. In essence, reporters are barking up the wrong story because no one every planned or plans to cut overnight PATH service. But by leading with this one line in a 90-page report, the fact that Christie and Cuomo vetoed strong reform legislation for a report of recommendations is conveniently ignored.
It's now been nearly two weeks since the Christmas Saturday Veto and still New Jersey commentators are struggling with the PATH move. Steve Strunsky for NJ Advance Media penned a long piece analyzing the "real reason" he feels Port Authority may target PATH. He explored political in-fighting between the Democratic mayors of New Jersey's waterfront PATH communities and Christie; he pondered leverage over the unions; he opined on privatization or a transfer of PATH to NJ Transit (or maybe, as I think would make sense, the MTA). He didn't mention PATH as a cover for a veto even though Port Authority commissioners have all but said as much. They won't cut PATH service, but the media loves this story.
In a way, this is an echo of Christie's most costly move for the long-term mobility of the region: the decision to axe the ARC Tunnel. Christie established his conservative bona fides by canceling the project despite the fact that his cost overrun projections were based on spurious data and that New Jersey likely could have worked out a deal with the feds and even New York to split overruns. But while Christie faced some criticism for the move, it was muted especially from New Jersey transit advocates who never supported the deep cavern alignment for the tunnel and wanted the Alt G version instead. So while Christie sometimes faces irate commuters on Twitter, he gets a pass, and editorial writers who try to tell the full story face a Sisyphean task.
Ironically — or perhaps intentionally — the Port Authority reform report that Christie signed endorsed a new Hudson River crossing which allowed for another round of hand-wringing over Christie's duplicity. Again, though, the focus has been on the inconsistency of these statements rather than on the affect of Christie and Cuomo's veto of the reform measures. Pay no attention to the man behind the curtain.
Finally, as a Giants fan, I'd be remiss not to mention the New Jersey governor's love of the Cowboys. I don't begrudge anyone their sports fandom; I went to high school with Upper West Siders who were Braves fans in the early 1990s and know a bunch of people who subject themselves to Mets and Knicks games on a regular basis. Christie happens to be a Cowboys fan, but so what? While the press focuses on how that may play in Pennsylvania or anywhere during an election cycle, news breaks that Christie may have accepted gifts in violation of New Jersey ethics laws and may have funneled work to companies associated with Cowboys owner Jerry Jones. It doesn't get nearly the same press because the fandom has dominated the conversation. Yet again, the wrong story for the wrong reasons takes away from the problem.
Now I'm sure some of you will accuse me of focusing on Christie's negatives. From where I sit concerned with regional mobility, he hasn't done much good, but except for the unfolding stories with Jones, these aren't even scandals I've mentioned. They're simply news stories covered from angles pushed subtly by the Governor that miss the big long-term picture. I ultimately have to tip my hat to the way he runs the conversation and pits allies against allies while burying bad news behind smokescreens. That's a political force to be reckoned with, and his counterpart in New York has done the same thing a few times as well. Again, though, I'll say it: The PATH train cuts aren't the issue; the veto is. The ARC alignment wasn't the issue; the argument for the cancellation was. Dig deeper.
ARC TunnelGateway TunnelSuperstorm Sandy
Gateway, ARC, Sandy and the ticking clock
by Benjamin Kabak May 5, 2014
written by Benjamin Kabak on May 5, 2014
Right now, a new tunnel is nothing but a line on a map.
It's hard to believe that it's been over three and a half years since New Jersey Gov. Chris Christie unilaterally canceled the ARC Tunnel. Yet, it's a decision that keeps coming back to haunt the entire region. Amtrak has proposed picking up the slack with their Gateway Tunnel, but that's decades off. Now, questions have emerged concerning the region's ability to cope with aging infrastructure and no replacement plans in place.
The latest comes to us from Amtrak. As the two Hudson River tunnels creep up there in years, the national rail agency has warned that age will become a major issue sooner rather than later. Amtrak's chief put their life expectancy at "less than 20 years" and urged everyone involved to start funding — and then building — Gateway.
Dana Rubinstein had more:
The end may be near for the New York region's cross-harbor rail tunnels, with no good alternative in sight. "I'm being told we got something less than 20 years before we have to shut one or two down," said Amtrak C.E.O. Joseph Boardman at the Regional Plan Association's conference last week at the Waldorf Astoria. "Something less than 20. I don't know if that something less than 20 is seven, or some other number. But to build two new ones, you're talking seven to nine years to deliver, if we all decided today that we could do it."
Tom Wright, the Regional Plan Association's executive director, described Boardman's remarks as "a big shock." "I've been hearing abstractly people at Amtrak and other people at New Jersey Transit say for years the tunnels are over 100 years old and we have to be worried about them," he said. "To actually have Joe put something concrete on the table, less than 20 years … Within my office, there was a level of, 'Wow, this is really serious.'"
In addition to age, as Rubinstein notes, Sandy damage is going to play a big role in this tale. The Amtrak tunnels, by some accounts, suffered approximately half a billion dollars in damage during the storm surge, but unlike, say, the Montague St. Tunnel, Amtrak can't just take one of their cross-Hudson out of service for a few months to make repairs. That would reduce capacity from 24 trains per hour to just six, and as Amtrak owns them, the people who would suffer the most from single-tracking would be New Jersey Transit riders. Thus, it all comes back to ARC as without ARC, New Jersey Transit is beholden to Amtrak's whims.
An Amtrak spokesman later tried to walk back Boardman's comments. "As you know the Hudson River Tunnels are more than 100 years old and were filled with salt water during Super Storm Sandy, which can be very corrosive," Craig Schultz said. "Amtrak is working with an expert to assess the condition of the tunnel structures since the storm, and that work is ongoing. I think the point Mr. Boardman was making in his comments at the RPA Assembly is that damage from Sandy accelerated what was already an urgent need for additional tunnel capacity between New York and New Jersey. We expect that the tunnels are going to need major rehabilitation, which can only happen with prolonged service outages permitted by a new tunnel."
So where do we go from here? As with all of these major infrastructure projects, Gateway needs a champion, and right now, it doesn't have one. It needs money, and right now, it doesn't have it. Will we wait to fund it until it's too late or will someone come to their senses before we have to live in an era when six trains per hour can cross the Hudson River? The clock is ticking.
ARC TunnelAsides
ARC Report Fallout: How many years until Gateway?
by Benjamin Kabak April 11, 2012
written by Benjamin Kabak on April 11, 2012
In the aftermath of yesterday's GAO report criticizing the cancellation of the ARC Tunnel, the political air has been rife with acrimony. Christie, of course, has been defending his decision while his political opponents have renewed their attacks. A former New Jersey Governor accused Christie of playing the state for a short-term gain, but none of these reactions are unexpected.
If we step back and take a look at the larger picture, though, things are a bit gloomy. NJ Spotlight offers up a very thorough overview of the problems plaguing trans-Hudson rail access and the prospects for the future. Mark Magyar devotes quite a few inches in his piece to the goings-on involving Amtrak's proposed Gateway Tunnel. Although it would provide only around 65 percent the capacity of ARC, it seems to have the best future. However, with no real funding in place, Thomas Wright of the RPA said, "2022 is probably too ambitious a target date."
Without the 7 extension and without ARC, Gateway is indeed our best (and possibly last) hope for improved trans-Hudson rail access in this generation, and that fact is not lost on those paying attention. In an editorial today, The Star-Ledger urged Christie to provide "more than his moral support" for Gateway. That's an exhortation that runs both ways. Both New York and New Jersey will have to put their support behind Gateway, and politicians in New Jersey who have spent a few years pointing fingers over ARC will have to work together. The future of our region may depend upon it.
Gov. Christie and the ARC lies that bind
When New Jersey Gov. Chris Christie killed the flawed ARC Tunnel project in 2010, it came as a big surprise to people in the region and politicians in Washington, DC. With a major funding commitment from the feds, the project was among the largest public works in the nation, and despite its flaws, a trans-Hudson rail tunnel would have greatly improved access into and out of New York City.
Christie cut the cord over budget concerns. He claimed the project's cost could double. He claimed New Jersey would have to foot the entire bill for overruns. Now, a new report issued by the Government Accountability Office [PDF] accuses Christie of exaggerating, if not outright lying, in his highly political battle over the ARC Tunnel. This was, alleges the GAO, all about politics and gas taxes.
Kate Zernicke of The Times has the scoop:
The report by the Government Accountability Office, to be released this week, found that while Mr. Christie said that state transportation officials had revised cost estimates for the tunnel to at least $11 billion and potentially more than $14 billion, the range of estimates had in fact remained unchanged in the two years before he announced in 2010 that he was shutting down the project. And state transportation officials, the report says, had said the cost would be no more than $10 billion.
Mr. Christie also misstated New Jersey's share of the costs: he said the state would pay 70 percent of the project; the report found that New Jersey was paying 14.4 percent. And while the governor said that an agreement with the federal government would require the state to pay all cost overruns, the report found that there was no final agreement, and that the federal government had made several offers to share those costs.
Canceling the tunnel, then the largest public works project in the nation, helped shape Mr. Christie's profile as a rising Republican star, an enforcer of fiscal discipline in a country drunk on debt. But the report is likely to revive criticism that his decision, which he said was about "hard choices" in tough economic times, was more about avoiding the need to raise the state's gasoline tax, which would have violated a campaign promise. The governor subsequently steered $4 billion earmarked for the tunnel to the state's near-bankrupt transportation trust fund, traditionally financed by the gasoline tax.
Somehow, Christie's office claims that the GAO report backs up their position. After admitting that Christie fudged some numbers, spokesman Michael Drewniak defended the controversial decision. "The bottom line is that the GAO report simply bears out what we said in the fall of 2010 and say to this day: the ARC project was a very, very bad deal for New Jersey," he said. It's tough to make such a sweeping generalization when the final deal hadn't been completed.
The Times has a bit more:
Mr. Christie further explained his decision by saying that the financing agreement with the federal government required him to declare that New Jersey would pay any costs above the $8.7 billion. That is the standard procedure for full-financing agreements, but the report found that there was no agreement when Mr. Christie canceled the project, and that the federal government, which was already paying 51 percent of the costs, had offered to help with any cost overruns, pledging additional money, low-interest railroad loans and public-private financing.
Before Mr. Christie declared the tunnel dead, his transportation advisers told state legislators that they had discussed taking money from the project to fill the transportation trust fund, which was almost empty. Since then, the governor has steered $4 billion in tunnel money to the trust fund, avoiding an increase in the state's gasoline tax, the second lowest in the nation.
One of ARC's earliest supporters, Martin Robins, now with the Alan M. Voorhees Transportation Center at Rutgers, slammed Christie. "In hindsight, it's apparent that he had a highly important political objective: to cannibalize the project so he could find an alternate way of keeping the transportation trust fund program moving, and he went ahead and did it," he said to The Times.
This is ultimately a lesson in national politics and local elections. Christie the Candidate vowed support for the ARC Tunnel, but then Christie the Governor gained national prominence in a political party searching for leaders. He canceled the ARC Tunnel near the height of the Tea Party movement as a statement on spending and taxes. He played fast and loose with numbers, and he stretched the truth. The New York/New Jersey region is worse off for it, and it may yet be decades longer, and billions of dollars more, before we see the need for a new trans-Hudson tunnel realized.
DOT, New Jersey come to terms on ARC dollars
by Benjamin Kabak September 30, 2011
written by Benjamin Kabak on September 30, 2011
It's been almost a year since New Jersey Gov. Chris Christie canceled the ARC Tunnel and made a move to keep the federal dollars explicitly earmarked for the project. After months of wrangling between the government and Christie's high-dollar attorneys, the two sides have come to an agreement, U.S. Transportation Secretary Ray LaHood said this afternoon. In the final settlement, New Jersey will return $95 million to feds while spending a significant portion of the rest on DOT-approved projects.
Per the DOT press release, the federal government will recover all of the $51 million in New Starts money provided to New Jersey for the ARC Project, and those funds will be made available to other areas for transit projects. The other $44 million were provided to New Jersey via the American Recovery and Reinvestment Act, and it will be returned to the U.S. Treasury. Furthermore, New Jersey must spent around $128 million it has from the Congestion Mitigation and Air Quality project funds on transit-related projects that DOT approved and reviewed. I guess the remaining funds — approximately $48 million — will remain with the Garden State.
"We appreciate the support and encouragement of Senators Lautenberg and Menendez in reaching an agreement that is good for the taxpayers of New Jersey, but also helps to improve infrastructure in the state," Secretary LaHood said. "I thank the governor and his legal team for reaching this agreement." Now how about that Gateway tunnel or the 7 train to Secaucus?
ARC dollars officially moved to NJ's Transportation Trust Fund
by Benjamin Kabak September 9, 2011
written by Benjamin Kabak on September 9, 2011
It was but a mere formality, but the New Jersey Turnpike Authority voted this Wednesday to redirect $1.25 billion originally slated for the ARC Tunnel to the state's ailing Transportation Trust Fund. Instead of support rail expansion, the money will now go toward a turnpike widening project, various road maintenance plans and, if any is left over, New Jersey Transit's capital plan.
As Mike Frassinelli from The Star-Ledger noted, "The move allows Gov. Chris Christie to boost the state's Transportation Trust Fund that pays for road and bridge repairs and transit services, while at the same time keeping his pledge not to raise the state's comparatively low gas tax."
While the move had been announced by Christie some months ago, the state's pro-rail contingent were none too pleased. "This toll revenue was supposed to be used to build a desperately needed trans-Hudson tunnel for New Jersey commuters," Sen. Frank Lautenberg said in a statement. "Using this money as a slush fund for other transportation projects is a disservice to New Jersey residents facing congestion on our roads and seeking access to more jobs and more trains in and out of New York." The trans-Hudson future — whether it be the Gateway Tunnel or an extension of the 7 to Secaucus — remains to be seen.
ARC TunnelPublic Transit Policy
In NJ, proximity to rail becomes alluring
by Benjamin Kabak June 13, 2011
written by Benjamin Kabak on June 13, 2011
A few days ago, UBS made headlines when it announced its interest in moving back to Manhattan. While the cynical among us wondered if this was just a ploy to gain more favorable tax breaks by playing Connecticut off of New York, company sources claimed the move is necessary in order to attract young talent. Stamford, after all, isn't exactly a happening city for good minds right out of college.
In New Jersey, a different story is unfolding: Transit-oriented development has become all the rage. Dana Rubinstein reports in The Journal today:
As New Jersey slowly emerges from the economic downturn, its office market is beginning to transform into one concentrated around train stations. Businesses have been leasing space in areas served by train stations at a higher rate than those only accessible by car, according to real-estate firms. The trend reflects demographic shifts and higher gasoline prices as well as changes in worker priorities.
For example, businesses are beginning to recognize that many employees care less about living in sprawling estates and more about living in diverse areas with restaurants and entertainment within walking distance, notes Robert Puentes, a senior fellow at the Brookings Institution Metropolitan Policy Program. "All these things are starting to add up and companies are very attuned to it," he says…
The average vacancy rate in so-called transit hubs in New Jersey was 14.7% in the first quarter of this year, compared with 29.7% in areas not considered transit hubs, according to real-estate brokerage Jones Lang LaSalle. The report defines transit hubs as the 40 million square feet comprising office space in Newark, Elizabeth, Jersey City, Hoboken, Paterson, East Orange, New Brunswick, Trenton and Camden, Morristown and Metropark, all cities with rail service.
At the same time, asking rents in transit hubs were higher, averaging $27.43 compared with the rest of the suburban market's $23.51, according to the Jones Lang LaSalle report. Since 2009, more than 20% of all leasing has occurred in the transit hubs, compared with 15 percent before 2009. Further, of the 52 leases larger than 100,000 square feet signed in New Jersey since 2008, 22 of them were in transit hubs.
Panasonic recently made headlines when it decided to move from Secaucus to Newark. While the decision has been driven, in part, by a generous tax credit, company officials say accessibility played a role in the move as well. "We have literally 1,000 people driving cars every day," Peter Fannon, a company VP, said. "The key element for us, which really brought the focus back to Newark, were the environmental benefits, specifically the ability to be in an urban center where there are housing, restaurants, hotels, and most importantly, mass transit facilities, all within a three- or four-block radius of our new location."
With these trends emerging and with policies in place to encourage hub-based growth and transit-oriented development, it would be an ideal time for New Jersey to move forward with a plan that will greatly improve trans-Hudson commuter rail access while cutting down travel time. Unfortunately, private businesses and state leaders aren't seeing eye-to-eye. As development policies and economic realities push TOD, the ARC Tunnel plans, which will look more and more necessary as time passes, remain dearly departed.
The rising costs of disputing ARC dollars
by Benjamin Kabak June 3, 2011
written by Benjamin Kabak on June 3, 2011
The fight for ARC dollars has long outlasted the project.
It's been nearly nine months since the ARC Tunnel met its untimely demise, and still New Jersey and the Feds are fighting over the money. Gov. Chris Christie wants to keep the earmarked dollars and apply them to the state's other underfunded transportation projects while the Feds, unhappy that the Garden State unilaterally pulled the plug on the largest public works project in the country, just want the dollars back.
The legal fight, which isn't over yet, is starting to cost the state, and while the numbers are ticking ever upward, there is a rationale behind the battle. In a fairly nuanced piece from The Star-Ledger, Salvador Rizzo looks at the economics behind the legal challenges. Of the costs, he writes:
Gov. Chris Christie's fight with the federal government over abandoning a train tunnel under the Hudson has already cost New Jerseyans more than $1 million in legal fees and interest, records show.
For a month, Christie has been vowing to appeal a decision from the Obama administration ordering the state to repay $271 million for abruptly pulling out of what was the largest public works project in the country.
In the meantime, interest on New Jersey's debt is adding up at the rate of $225,000 a month. In addition, bills from Patton Boggs, the Washington law firm hired by Christie in December to fight his battle, have averaged another $300,000 a month, invoices obtained by The Star-Ledger show. The interest on the $271 million, which began accruing on April 29, could be frozen by a federal judge once an appeal is filed, but neither the governor nor Patton Boggs has said when the case will be brought to court.
New Jersey's transit advocates aren't quite sure what to say about the expenses and mounting interest. "Christie is not arguing about dollars and cents. He's saying they don't owe anything, and he's on unsound ground," ARC advocate Martin Robins said. "I suggest we should be talking in terms of collaboration and reduction in the debt that he owes and that he caused by the stomping of this project."
Yet, even if there's a small chance — say ten percent — that New Jersey could keep the money, it's a fight worth pursuing for some time. As with the MTA's dispute over the TWU raises, if New Jersey believes it has a fighting chance, it could spend dollars on lawyers up to the point of recovery. So if there's a 10 percent chance of keeping the entire $271 million, legal economics would dictate expenses of $27.1 million.
In fact, some advocates think the state may be able to keep some of the money. As the former head of the Tri-State Transportation Campaign said to The Star-Ledger, attorneys from Patton Boggs are making "some persuasive arguments." Some — but not all — of the stimulus money going into the tunnel project had been awarded before the ARC-specific grants were signed, and Christie might be able to keep those funds.
Ultimately, though, this still feels like wrangling over a missed opportunity, and as one former Port Authority official said, Christie was awfully quick to cut bait. "Only the governor felt that the entire burden would have fallen on the state of New Jersey," David Widawsky, the PA's one-time lead on the ARC Tunnel, said. "Over the course of the many years of construction ahead, these kinds of things could have been worked out."
FTA: NJ owes ARC millions and interest
A schematic of the ARC Tunnel's Manhattan terminal. (Click to enlarge)
In a 52-page decision released on Friday, the Federal Transit Administration has determined that New Jersey must repay all of the $271 million the state had spent on the ARC Tunnel project before Gov. Chris Christie canceled the project this fall. Furthermore, if the state fails to pay the money soon, the FTA will begin to charge interest on amounts due at a steep rate. To fight this ruling, Gov. Christie, who has already spent close to $1 million on legal fees, could appeal the ruling in federal court.
Both The Record and The Times reported on the ruling this past weekend, and I've embedded the document along with a letter from Ray LaHood, the Secretary of Transportation, below. The ruling explores why New Jersey is legally obligated to return the funds and is appealable. The federal courts would have jurisdiction over the matter. Essentially, though, this move raises the stakes in the fight over what was to be the country's largest public works project.
Patrick McGeehan from The Times had more:
In a letter to New Jersey's senators and representatives in Congress, Ray LaHood, the transportation secretary, warned that his department had "many tools under the Debt Collection Act to recoup the lost federal taxpayer funds, including withholding future state funding from a wide variety of sources." But "in consideration of the current economic challenges burdening New Jersey," Mr. LaHood added, he hoped to "develop a workable payment schedule" and avoid having to resort to those collection methods.
Mr. LaHood should not expect to find a check in the mail any time soon. Mr. Christie, who was in Massachusetts on Friday to speak at Harvard University, declared in January that "we are not paying the money back." Kevin Roberts, a spokesman for Mr. Christie, said the governor's staff would "review the decision before determining next steps moving forward." One option is to sue the department to try to stop it from seeking to collect, but Mr. Roberts would not say if a lawsuit was being considered.
In the meantime, interest on the debt will pile up quickly. The federal government currently charges interest at a rate of 1 percent a year, which in this case amounts to more than $50,000 a week.
According to LaHood's letter to Senator Frank Lautenberg, the crux of the matter concerns Christie's representations to the FTA in previous years. Despite rising cost estimates in early 2010, the Governor pledged full support for the ARC Tunnel in meetings with LaHood in February, March and April of last year. Six months later, the project was off, and LaHood could not convince Christie to change his mind, and LaHood took a hard line against Christie in the letter.
"Any notion that the potential for cost growth constituted new and emergent information when the Governor made his decision is simply not accurate," he wrote.
For now, the FTA is still willing to work with New Jersey to make the repayment process as painless as possible, but Washington's patience is limited. "In consideration of the current economic challenges burdening New Jersey and all other states, I am not pursuing these collection methods at this time in the hope that we and the state of New Jersey can develop a workable payment schedule," the secretary said.
Despite taking a hard line, LaHood bemoaned the fate of the ARC Tunnel, and right now, its legacy is one of a legal fight that isn't over yet. "The purpose of my efforts," LaHood said of his meetings this past fall, "was to avoid the very circumstances in which we now find ourselves: no jobs, no congestion relief, and an enduring debt whereby New Jersey must return $271 million to the Nation's taxpayers."
After the jump, read the letter and FTA decision.


Hello everyone! Thank you to all my beauTIFFul readers and followers out there for being so patient with me these past couple of months while I prepared for my wedding. Means so much to read all your well wishes and support while I was MIA. I am finally back and will be posting on a regularly basis. I will be posting a weekly YouTube tutorial starting next month featuring a MOTD and makeup reviews on some products that I want to share with all of you!
Here's a little sneak peak of my wedding from my friend Cindy!
The day went by so quickly! I was such a DIY bride and I enjoyed everything about it. Will post some of my favorite details once I get all the pictures from our professional photographer. Can't wait to share with all of you! Stay tuned!


Rated 9.5 of 10 in 32 reviews. 6 rooms.
Situated 300 metres from De Waal Park, on the outskirts of the Cape Town City Bowl, Cactusberry Lodge features free WiFi access and free private parking. Each room comes with a private bathroom. For your comfort, you will find free toiletries and a hairdryer. You will find a kettle in the room. You will find a shared lounge offering a TV with satellite channels at the property. The bed and breakfast can assist with arranging car hire and restaurant reservations. Gardens Shopping Centre is 300 metres from Cactusberry Lodge, while Yeoville Sport Field is 400 metres away. The nearest airport is Cape Town International Airport, 17 km from the property.
Amazing amenities, gorgeous rooms, service that goes the extra mile and more. They think of everything!


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in: Articles containing Japanese-language text, Articles incorporating text from Wikipedia, World War II tank destroyers,
World War II tanks of Japan
Type 5 Na-To
Type 5 Na-To tank destroyer
Empire of Japan
5.80 meters
2.4 meters
12 mm max
Type 5 75mm gun
Type 97 7.7mm machine gun
diesel 165 PS/2000 rpm
bell crank
The Type 5 Na-To (五式砲戦車, Go-shiki hōsensha?) was the penultimate tank destroyer developed by the Imperial Japanese Army in the closing stages of World War II.
1 History and development
3 Combat record
Towards the end of the Pacific War, Japanese field commanders realized that nothing in the inventory of the Japanese army would be able to withstand the increasingly advanced tanks and armored vehicles fielded by the Allies, and that a more powerful version of the Type 3 Ho-Ni III was necessary. Development was rushed through on a new design, which was completed in 1945. The Japanese army immediately issued an order for 200 units to be completed in 1945. However, by that time production was impossible due to material shortages, and by the bombing of Japan in World War II, and testing was not yet completed by the end of the war.[1]
The Type 5 Na-To made use of the chassis of the Type 4 Chi-So medium tracked carrier. The superstructure had an open top and rear, with an enclosed armored drivers cab. Its main anti-tank armament consisted of a Type 5 75 mm Tank Gun which was the same gun that was used on the Type 4 Chi-To tank; a variant of the Japanese Type 4 75mm AA Gun.[2][3][4]
Combat record
Although the Type 5 Na-To tank destroyer was intended to become part of the defenses of the Japanese home islands against the projected Allied Invasion, only two units were completed by the surrender of Japan. Neither one was used in combat.
↑ Zaloga, Japanese Tanks
↑ Tomczyk, Japanese Armor Vol. 4, pp. 19, 22, 30.
↑ Tomczyk, Japanese Armor Vol. 5, pp. 10, 12-13.
↑ Taki's Imperial Japanese Army HP Taki's Imperial Japanese Army
Tomczyk, Andrzej (2005). Japanese Armor Vol. 4. AJ Press. ISBN 83-7237-167-9.
Zaloga, Steven J. (2007). Japanese Tanks 1939-45. Osprey. ISBN 978-1-8460-3091-8.
Taki's Imperial Japanese Army HP
ww2incolor
Japanese armored fighting vehicles of World War II
Tankettes
Type 6 Kijusha
Type 92 Jyu-Sokosha
Type 94 tankette
Type 97 Te-Ke
Light tanks
Ko-Gata Sensha
Otsu-Gata Sensha
Type 95 Ha-Go
Type 98 Ke-Ni
Type 2 Ke-To
Type 4 Ke-Nu
Medium tanks
Type 89 I-Go
Type 97 Chi-Ha
Type 97 ShinHoTo
Type 1 Chi-He
Type 3 Chi-Nu
Amphibious tanks
Type 2 Ka-Mi
Type 3 Ka-Chi
Type 4 Ka-Tsu
(including tank destroyers)
Type 98 20 mm
Type 98 20 mm AA Half-Track
Type 1 Ho-Ni I
Type 2 Ho-I
Type 3 Ho-Ni III
Type 4 Ho-Ro
Type 4 Ha-To
Type 93 Armoured Car
Type 98 So-Da
Type 1 Ho-Ha
Type 1 Ho-Ki
Type 5 Ke-Ho
Special Number 3 Ku-Ro
Type 97 Chi-Ni
Type 98 Chi-Ho
Type 95 Heavy Tank
O-I
Type 3 Ke-Ri
Type 4 Chi-To
Type 5 Chi-Ri
Type 5 To-Ku
Articles containing Japanese-language text
World War II tank destroyers

redpajama_set_name: RedPajamaCommonCrawl


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Anthrax and Slayer at Comfort Dental Amphitheatre, Mayhem Festival, 7/8/12
Brad Lopez
| Concert Reviews |
Brad Lopez | July 9, 2012 | 7:00am
ANTHRAX @ COMFORT DENTAL AMPHITHEATRE | 7.09.12
See Also: Mayhem in the mosh pit: The best crowd surfing photos from Mayhem Charlie Benante is looking ahead rather than reflecting on Anthrax's thirtieth anniversary Joey Belladonna talks about Married...With Children and rejoining the band Scott Ian on Worship Music, comic books, Doctor Who and interviewing Ozzy
Mayhem Festival at Red Rocks
Organizers of this year's Mayhem Fest made fans work hard for their chance to see Anthrax or any other band on the second stage: Narrow doorways, closed gates and rows of tents created a human traffic jam that tested the patience of everyone making their way to the Jägermeister stage set up on the corner of Greenwood Plaza Boulevard and Fiddler's Green Circle. Anthrax's mosh pit spanned from the street onto the sidewalk, placing the curb directly in the center of the pit, threatening catastrophe for nearby ankles.
Anthrax made fans forget about the inconvenient floor plan with a show more energetic than you'd expect from a band that has been active for three decades. Frontman Joey Belladonna commanded the stage with the exuberance of a 25 year old despite being twice that age, and even though guitarist Scott Ian's famous beard has turned gray, he hasn't lost a step since 1981.
Younger fans who stayed for Anthrax after Asking Alexandria were increasingly fist pumping and headbanging, starting with "Caught in a Mosh" through "Antisocial" and "I am the Law." Belladonna asked the crowd how many of them were seeing Anthax for the first time, and half the fans raised their hands. Older fans were in disbelief that Anthrax wasn't actually opening on the main stage, an honor that went to the Devil Wears Prada instead. Anthrax did suffer a mishap in the middle of "Indians," but Ian told fans the band only stopped to compliment the audience for having so much fun.
Page down for some photos from Slayer's set.
SLAYER @ COMFORT DENTAL AMPHITHEATRE | 7.09.12
See Also: Slay Ride: Still reigning in blood, Slayer gives the devil his due Behold this seizure-inducing Christmas display soundtracked by Slayer The 20 bands that inspire tattoos like no other
People in Colorado prayed for rain to fight the state's wildfires, but the rain during Slayer's set was definitely not heaven sent. If it were up to Slayer, the skies would have poured blood instead of water, and that would have been perfectly fitting, as Slayer's staging was dependably Slaytanic, from the projected pentagrams that danced on the floor to the band's guitar cabinets, which were stacked in the form of two upside-down crosses and licked by flames that billowed out of every side. A fire also burned behind Slayer's iconic pentagram eagle logo which dangling over the stage.
Fans, meanwhile, moshed anywhere they could find room, including on the sloped, now slick grass. Moshing on an incline was impressive, as even climbing the wet grass seemed like an exercise unto itself. One group even formed a mosh pit slip-and-slide, diving into the waiting arms of other metalheads.
Fans cheered as one man made the slide with his preschool-aged son in the colored mohawk. One man, clearly craving some truth in advertising from the festival, shouted, "I want to see some goddamn bloodshed!" just minutes before a man was carried out of the mosh pit with a leg injury. If one deity was watching over Slayer's set it certainly wasn't Jesus. Frontman Tom Araya stared straight ahead, seemingly unblinking through the entire set, which included "Disciple," "Mandatory Suicide," "Angel of Death," and, of course, the classics "South of Heaven" and "Raining Blood."
On the next page, Motörhead photos from Sunday
On the next page, Slipknot photos from Sunday
On the next page, The Devil Wears Prada photos from Sunday
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Traveling Tech Guy Blog: Set Your Dark Data Free!
Set Your Dark Data Free!
A small article in the Wall Street Journal last week reminded me of an issue that bothered me since my university days: Dark Data.
The term "Dark Data" refers to results of failed experiments, usually discarded by scientists and researchers, on their way to prove their new theory or invent a new revolutionary product.
During my thesis-writing days, a quote, supposedly funny, made the circles: "If the facts don't support your theory, hide the facts". Even then, I didn't find this notion funny. First, it reeks of deception. If an experiment exists that negates your theory, bring it out to the open and intelligently discuss the ramifications and how you intend to overcome them. (A similar issue can be taken with car makers, who may know things are wrong with their cars, but will not disclose it until a certain number of accidents has been reached - I refer you the the movie "Fight Club").
But the second, more important issue I take with Dark Data is that what you consider a failed experiment, a fellow scientist, maybe in a different discipline, might consider a treasure trove.
Consider the following: let's say you're a scientist, on your path to discover a new cancer cure. In one of your experiments, your drug fails to kill the cancerous cells, but hits the cells responsible for, let's say, the common cold. You will consider this a failure, but another scientist, on the other side of the world, toiling in vain to find a cure for the common cold, could use this data.
Add to that the fact that many experiments are extremely expensive to run, preventing certain researchers access to them. So if you've already "wasted your money" on a failed experiment, why not share the results with the community?
In the past, one of the excuses for not keeping this data round was the cost of storage. But since everything nowadays is computerized and since the price of storage is constantly dropping, this excuse is invalid.
So, here's my humble call to the researchers of the world: bring your Dark Data into the light. Publish your failed experiments and let other people play with the results. The world will become a better place for it - and you would still get your credit.
More on the subject can be found in this Wired article.


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LeRoy Collins and the Brown Decision
Posted on May 16, 2014 by Josh
Saturday, May 17th marks the 60th anniversary of the landmark decision of the United States Supreme Court in the case of Brown vs. Board of Education of Topeka, Kansas. The unanimous ruling overturned the Court's 1896 decision in Plessy vs. Ferguson, which had served as the legal basis for Jim Crow segregation in public facilities across the South, especially in the public schools. The court argued that "separate educational facilities are inherently unequal," and that African American children attending segregated schools were deprived of equal protection under the Fourteenth Amendment to the Constitution.
Headline from the Tallahassee Democrat reporting the Supreme Court's decision in the Brown case (May 17, 1954).
Most elected officials in Florida, as in other Southern states, recoiled from the Supreme Court's decision and explored their options for keeping Jim Crow firmly in place. The state first responded by asking the Supreme Court to stay its ruling while it studied the potential effects of desegregation with the help of social scientists.
Governor LeRoy Collins in his library at "The Grove" in Tallahassee. "The Grove," built around 1840 by Florida's territorial governor Richard Keith Call, is currently being restored and repurposed as a museum by the Florida Department of State, Division of Historical Resources (1954).
Governor LeRoy Collins, who took office in January 1955, faced a difficult situation. On the one hand, he recognized that extremism on the segregation issue could cost Florida in terms of tourism and business growth. On the other hand, state legislators favoring complete retention of Jim Crow without compromise were powerful and vocal. Collins attempted to chart a middle course that would preserve school segregation while also retaining Florida's image as a progressive state. In 1957, he asked the Legislature to approve a committee on race relations that would help maintain domestic order and improve living standards for African Americans. Florida lawmakers responded by passing a resolution alleging that the U.S. Supreme Court had overstepped its mandate in ruling school segregation illegal. The resolution called on the State (in essence, Collins) to "interpose its powers between its people and the effort of the said Court to assert an unlawful dominion over them." The full text of the resolution is available as part of our Significant Documents exhibit.
First page of the Florida Legislature's "interposition" resolution (May 1957).
Collins was infuriated by the measure because it was exactly the kind of extreme reaction he feared would hurt Florida in the long run. Because the legislation was merely a resolution and not a bill designed to become law, the governor could not veto it. He did, however, have the opportunity to sign the resolution when it came to his office as a matter of procedure. In place of his signature, Collins filled the middle of the page with a lengthy and dramatic protest against the resolution, calling it an "evil thing, whipped up by the demagogues and carried on the hot and erratic winds of passion, prejudice, and hysteria."
The final page of the Florida Legislature's "interposition" resolution, with Governor Collins' protest written around the space for his signature (May 1957).
The full text of Governor Collins' statement:
This concurrent resolution of 'Interposition' crosses the Governor's desk as a matter of routine. I have no authority to veto it. I take this means however to advise the student of government, who may examine this document in the archives of the state in the years to come that the Governor of Florida expressed open and vigorous opposition thereto. I feel that the U. S. Supreme Court has improperly usurped powers reserved to the states under the constitution. I have joined in protesting such and in seeking legal means of avoidance. But if this resolution declaring the decisions of the court to be 'null and void' is to be taken seriously, it is anarchy and rebellion against the nation which must remain 'indivisible under God' if it is to survive. Not only will I not condone 'interposition' as so many have sought me to do, I decry it as an evil thing, whipped up by the demagogues and carried on the hot and erratic winds of passion, prejudice, and hysteria. If history judges me right this day, I want it known that I did my best to avert this blot. If I am judged wrong, then here in my own handwriting and over my signature is the proof of guilt to support my conviction.
Although Collins' statement captured a great deal of attention, the Legislature was unmoved. In the same session, it passed a law allowing schools to be closed in the event the federal government used force to desegregate them. Florida's public schools remained almost completely segregated until after 1960.
Teachers, for information on how to use the resources of Florida Memory pertaining to the Civil Rights Movement in your classroom, visit our Black History Month resource page and the Civil Rights Movement in Florida learning unit.
Tags: Brown decision, Brown v Board of Education, desegregation, education, Jim Crow, LeRoy Collins, public schools, segregation, United States Supreme Court
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Driving deep into the heart of the winding country lanes but knowing that somehow you are still close to the ocean, it's almost possible to completely overlook the contemporary chic of Rio do Prado. It is so well assimilated into its surroundings that it would be easy to keep on cruising by this experiential eco-chic hotel – and what a shame that would be! Just the warm hospitality and efficiency of the owners makes the journey well worth the while.
Rio do Prado offers 18 eco-friendly individual suites with en-suite bathrooms and fireplaces, a full-service restaurant and catering facilities, a holistic spa, communal gardens with ponds, birds and local wildlife… basically, the best that nature has on offer.
Maria Batata Restaurant featuring home-grown vegetables, fruits, jams, breads, herbs etc.


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Contributor.
Andrea Bare
William Davidson Institute at the University of Michigan
Andrea Bare is a Senior Advisor with the William Davidson Institute at the University of Michigan (WDI), where she partners with donor, consulting and implementing organizations to analyze global health markets and advance private sector solutions. During her tenure with WDI, she has worked with Gavi, the Bill and Melinda Gates Foundation, the Reproductive Health Supplies Coalition and USAID on market dynamics projects and advisory assignments. Prior to joining WDI, she led payer-focused consultancies to inform pharmaceutical product development and commercialization. She holds an MBA from the Ross School at the University of Michigan and a BS from Cornell University.
Contact Andrea via email at abare@umich.edu.
Articles by Andrea Bare
Andrea Bare / Erika Beidelman
Delivering Family Planning to Rural Customers: Are Mobile Pharmacies 'Just What the Doctor Ordered'?
Pharmacies serve as key access points for family planning products in many emerging markets. In countries like Malawi, the number of pharmacies has ballooned by nearly 100% in the past 10 years. Yet it can be difficult to run a sustainable pharmacy business, especially in rural areas. Andrea Bare and Erika Beidelman at the William Davidson Institute discuss potential solutions – including an innovative mobile pharmacy – based on conversations with Malawian entrepreneurs.
Entrepreneurship, Health Care
business development, entrepreneurship, family planning, global health, health care, health care delivery, pharmaceutical industry, William Davidson Institute
Still Waiting for a Seat at the Table: When Will Global Family Planning Focus on Smaller Private Providers?
The family planning community is not on track to reach its goal of 120 million new contraception users by 2020. And though millions of women in the world's poorest countries rely on private providers for contraception, Andrea Bare at the William Davidson Institute notes that the private sector lacks a major presence in global family planning discussions. She says this needs to change, arguing that small, for-profit providers in particular can help close the gap.
business, family planning, global development, global health, LMICs, private health providers, reproductive health, William Davidson Institute, Women
The Donor-Funded Dilemma: What's Stopping Emerging Countries from Developing Private Markets for Contraceptives?
In sub-Saharan Africa, the private sector provides family planning solutions to almost 40 percent of women. But that isn't the case in Malawi, a country that's long been dominated by donor-funded commodities. Erika Beidelman and Andrea Bare at the William Davidson Institute explore Malawi's family planning landscape, highlighting five factors that may be limiting the private sector's involvement – issues that may apply to other countries with histories of donor-funded healthcare.
emerging markets, family planning, global health, health care, health insurance, LMICs, maternal health, pharmaceutical industry, public health, public policy, reproductive health
Erika Beidelman / Andrea Bare
Six Ways MarketBookshelf.com Can Improve How We Share Global Health Market Research
Preventing research duplication in the global health arena is critically important – but it's also beyond challenging, given the large number of organizations working at country, regional and global levels. It's with these challenges in mind that organizers have launched MarketBookshelf.com, a new, one-stop platform for sharing global health market literature. The site aims to consolidate market literature across donors, sectors and health areas to improve – and ultimately change – how the global health market community disseminates its research.
Health Care, Technology
big data, global health, health care, healthcare, healthcare innovation, healthcare technology, Market Dynamics, research, USAID, William Davidson Institute
How USAID is Capitalizing on New Trends in Development Finance by Attracting Impact Investors
As the funding landscape for global health evolves, new financing models for the development and commercialization of medicines and diagnostics are needed. Priya Sharma of USAID's Center for Accelerating Innovation and Impact discusses the agency's forays into impact investing, and its recent report, "Investing for Impact: Capitalizing on the emerging landscape for global health financing" in this Q&A.
Health Care, Investing
global health, health care, impact investing, maternal health, medical devices, USAID, William Davidson Institute
Prashant Yadav / Andrea Bare
Business Models, Best Practices and Measures in Access to Medicine: Index to be released Monday ranks pharmaceutical companies' efforts to improve availability in developing countries
The Access to Medicine Index, which is published every two years and independently ranks pharmaceutical companies' efforts to improve access to medicine in developing countries, will be released on Monday.
health care, infectious diseases, Market Dynamics, multinational corporation, pharmaceutical industry, vaccines, William Davidson Institute


Overall U.S. Benefits. The Trans-Pacific Partnership (TPP) is a new, high-standard trade agreement that levels the playing field for American workers and American businesses, supporting more Made-in-America exports and higher-paying American jobs. Negotiating the Pacific century epub download The Asia and Pacific collections represent the close relationship of California to the Pacific Rim, through exploration, trade, immigration, and tourism. USAWC STRATEGY RESEARCH PROJECT 21ST CENTURY UNITED STATES MILITARY STRATEGY FOR EAST ASIA: COUNTERING AN EMERGING CHINA by Lieutenant Colonel(P) Lee D. LeBlanc United States Army Dr. Robert M. Murphy Project Advisor This SRP is submitted in partial fulfillment of the requirements of the Master of Strategic Studies Degree. download Negotiating the Pacific century azw download Flickan på hotellet Chéri The Fall of Paris: The Siege and the Commune, 1870-71 [Easton Press] The USS Constitution, launched on October 21, 1797, is the oldest commissioned warship still afloat. The United States was a small new country. Regardless, it found itself in the midst of the dramatic escalation of political and military conflicts brought on by the French Revolution. President ... Negotiating the Pacific century word download Reflections of an American political prisoner Negotiating the Pacific century ePub download download Negotiating the Pacific century read online The U.S. fought two very different wars in WWII: The war in Europe against Germany and the war in the Pacific against Japan, using vastly different military tactics. The war in the Pacific was defined by island-hopping, as the Americans slowly moved westward across the Pacific toward Japan. Fused (Rockstar Romance) (Lost in Oblivion, 4.5) Press Disclaimer Links to third-party websites and information on this site are provided solely as a convenience to you. We, Bosa Development California II, Inc., are not responsible for the content of any of the suggested sites and your decision to view or use … Asia-Pacific Economic Cooperation (APEC) is an inter-governmental forum for 21 Pacific Rim member economies that promotes free trade throughout the Asia-Pacific region. Inspired from the success of Association of Southeast Asian Nations (ASEAN)'s series of post-ministerial conferences launched in the mid-1980s, the APEC was established in 1989 in response to the growing interdependence of ... ebook Negotiating the Pacific century epub download download Negotiating the Pacific century ePub The Exploits of the Patent Leather Kid (Lost Classics (Paperback)) Negotiating Culture through Comics At the Interface Series Editors Dr Robert Fisher Lisa Howard Dr Ken Monteith Advisory Board James Arvanitakis Simon Bacon Katarzyna Bronk Stephen Morris Jo Chipperfield John Parry Ann-Marie Cook Karl Spracklen Peter Mario Kreuter Peter Twohig S Ram Vemuri Kenneth Wilson An At the Interface research and publications project. Reflections of an American political prisoner Den foranderlige hjerne og den forunderlige bevidsthed Flickan på hotellet Chéri Håndbog for solo-iværksættere The Exploits of the Patent Leather Kid (Lost Classics (Paperback)) Fused (Rockstar Romance) (Lost in Oblivion, 4.5) The Fall of Paris: The Siege and the Commune, 1870-71 [Easton Press] Negotiating the Pacific century read online Den foranderlige hjerne og den forunderlige bevidsthed Håndbog for solo-iværksættere download Negotiating the Pacific century ePub download The Pacific War, sometimes called the Asia–Pacific War, was the theater of World War II that was fought in the Pacific and Asia.It was fought over a vast area that included the Pacific Ocean and islands, the South West Pacific, South-East Asia, and in China (including the 1945 Soviet–Japanese conflict).. The Second Sino-Japanese War between the Empire of Japan and the Republic of China had ... SPI has sold some land holdings north of the Sacramento River. The Southern Pacific Railroad Land Grant. Between 1850 and 1870, during the homestead era, the federal government passed dozens of public lands laws which allowed railroad corporations to sell federal lands in order to raise the capital necessary for the construction of the nation's railroad system.


The Internal Revenue Service has continued to delay issuing tax refunds for nonresident alien/foreign taxpayers upon the filing of applicable Form 1040NR. The true reason behind the delay is up for speculation, with the IRS stating that additional "verification and related processes/procedures" are being performed prior to their issuing any tax refund/credits.
The relatively high withholding rate (30%-plus in some cases) coupled with the extended processing time can be summed up as a real problem with no clear resolution in sight – excessively tying up funds associated with income earned by foreign taxpayers.
Starting in July 2014, and absent any existing Form W-8BEN that would allow for reduced tax withholding due to treaty benefits, withholding agents were required to withhold 30% of the payments made to certain foreign entities.
However, in many cases, additional time is required to review/verify the refund request, which could extend up to an additional 180 days. In those instances, the IRS will issue tentative refunds and release and interest owed to the taxpayer. The IRS has indicated that the taxpayers in question should receive correspondence from the IRS to verify their information (and presumably issue the refund).
As previously mentioned, the true reasons behind the IRS's delay in processing these refunds are all speculative. With that said, taxpayers should not expect to receive anticipated refunds in an expedited fashion and therefore should plan accordingly. U.S. citizens living abroad should also be wary – likely due to similar issues.
Contact us if you have questions about tax reporting and refunds for alien/foreign taxpayers and visit our International Tax Services page to learn about services that we offer.


All the mamas need their rest. Hand this Dream Balm over to your partner so they can get some too.
This hand crafted aromatic formula brings sweet sleep.
Historically, mugwort has been used to ease nervous tension and remember dreams. Chamomile, hops, damiana, and lavender are relaxing and bring easier rest. Rub it into your temples or onto the soles of your feet for a calming ritual before you go to bed, wear it as a perfume, or use it as a balm for chapped skin.
Made with: organic hops, rose, lavender, mugwort, and damiana, organic olive oil and local beeswax.
Vegan version: organic hops, organic rose, organic lavender, organic mugwort, organic chamomile, olive oil, and candelilla wax.


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Trailers of the Week: 'The Gentlemen,' 'Star Trek: Picard,' and More
Natalli Amato
Chris Watts: Confessions of a Killer
Just because we already know the story doesn't mean it's any less disturbing. Lifetime's latest ripped-from-the-headlines movie revisits the crimes of Chris Watts (portrayed by Sean Kleier), who killed his pregnant wife and two young daughters. The clip opens with Watts' chilling attempt at fooling the lie detector test while flashbacks interrupt, revealing more and more of the truth. As the scenes progress, we learn about his double life and are left with Lifetime's dramatic musing, "maybe we never really know anyone." (Jan. 25)
"There once was a young and foolish dragon," declares an American drug kingpin (Matthew McConaughey) living in London, "who came to ask a wise and cunning lion about acquiring his territory. The lion took the little dragon for a walk and put five bullets in his little dragon head." There's no shortage of gunfire in the latest movie from Lock, Stock and Two Smoking Barrels' Guy Ritchie — or stars. Hugh Grant, Charlie Hunnam, Henry Golding, Michelle Dockery, Jeremy Strong, Eddie Marsan, and Colin Farrell are all swept up in this smooth criminal's schemes. (Jan. 24)
25 Best Movie Performances of 2019
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Trailers of the Week: Aretha Biopic 'Respect,' 'Downhill', 'Tenet'
The classic American folk tale is getting a modern update, trading the old railroad tracks for the streets of Los Angeles. Terry Crews plays John Henry, who left behind his violent past for a try at a normal life. However, the past creeps back up on him when Henry decides to protect two kids who have been involved in a gang shooting and are now wanted by the gang's ruthless leader (Ludacris). Judging by the number of clips showing Henry with a sledgehammer in hand, he'll give the gang members something to be afraid of. (2020)
Patrick Stewart makes his return as Jean-Luc Picard in the new follow-up series to Star Trek: The Next Generation. The latest teaser gives us only thirty seconds but packs in many glimpses of action-filled scenes. Picard isn't the only one making a return, either. Seven of Nine (Jeri Ryan) is back, with questions about Picard's mission. When she asks him who he's looking for, he says, "Someone who has no one else to help out." The mission won't be under wraps for much longer. (Jan. 23)
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10 Best Movies of 2019
Unhappy and Preoccupied, the President Tries in Vain to Change the Subject
Alan: A copycat document... ~ "There was very little new to announce, and the American Civil Liberties Union called the guidance issued Thursday a "copycat document" almost identical to one released by the George W. Bush administration in 2003, which reinforces *existing* legal parameters for schools that receive federal funding to allow students to pray individually and in groups. But Trump framed the new guidelines as a landmark, saying that there was a "growing totalitarian impulse on the far left that seeks to punish, restrict and even prohibit religious expression" and said that the new guidance ensures the "right to pray."" ~ t-Rump's staff (you KNOW that t-Rump couldn't perform 'research' on his own) comes up with the Bush administration from 2003 and t-Rump announces it as "Brand New". Gee, where have we heard that kind of "first" or "biggest in history", BS before? Oh, yeah, from t-Rump, of course.
American Couple Is Missing in Mexico After Traveling There to Collect Rent from Tenants


The first of two days of sketching. I began by drawing the geese. It's essential for me to draw a site to gain familiarity with it and a kind of foothold. The movements of the geese seem to be a good place to start, or at least, they're a good warm-up exercise. Animals are never the subject-matter of my work, not figuratively – ever, but I do enjoy the form of geese. Their bodies are so full and firm and smooth and strong. They stand on such wonderful big feet with a graceful weightiness.Momentarily, they often pause and look to one side, just long enough for me to draw the poise of their full chests and the fold and flow of their stored wings. So, a bit of whimsy is expended on some drawings of geese and then I'm away, sufficiently warmed up to begin my sketchbook.
The last couple of days I've been in the stream in waders. Such a great aspect of the working process. Climbing into the water is enjoyable, feeling the weight of the water compress against the waders and my body is a weird but exciting sensation, very different from getting into water in other ways. The stream comes up to my waist, which is really exhilarating. I actually want to walk from this side of the stream to the other, but it gets a bit soft in the middle of the stream bed and I chicken out. Being able to weave the sticks into the water (and crucially, under the water) is great and means that I have to crouch down in the stream. Thankfully the heavy rain of recent days has stopped and today my arms are free of heavy waterproofs.
From 12 -17 April 2016, I found myself in the fortunate position of creating an artwork for Milan Design Week with award-winning furniture maker, Sebastian Cox for the American Hardwood Export Council (AHEC). My previous experiences of working in public proved valuable, as Sebastian and I, together with his team, were a deliberate live attraction at the Milan Design Week, purposefully constructing our work in front of hundreds of circling visitors. Creating work in public sometimes becomes an essential element of my practice and although rarely happening intentionally, it is a happy realisation that the process potentially offers something of value to viewers.
It was such a unique atmosphere to work in, with Italian voices drifting past and warm light streaming into the portico. Our individual viewpoints were of the materials, the growing structure and the sun falling on the ancient stonework; but our working line of sight always included glimpses of the colour and gloss of shoes, shoulders sculptured in fabric, and intrigued, quizzical eyes suddenly appearing between the wooden curves. We became accustomed to this quite quickly and viewers seemed genuinely refreshed to see something actually being made by hand in front of them.
Our huge structure was immediately visible as viewers turned a corner into the long portico, but they also saw the dust on our knees from kneeling and the secateurs in our pockets. They saw the look of concentration on our faces as the strands of oak were twisted into flowing form and the working drawings on our workbench. The gentle creak of the twisting wood was sometimes audible beside the 'clack clack' of the fanning, loose strands as they were handled into shape. We were open for all to see and the lack of barriers brought a freedom that was widely felt.


The Quarter Two results of the Third Sector Index were launched on Monday 4 July 2016. Published by Ulster Bank & CO3, the survey reveals that there was been an increase in demand for third sector services despite funding pressures.
29 percent have experienced a decrease in government funding, with just 12 percent securing an increase.
13 percent have secured an increase in public donations in the last quarter. However, it should be noted that 19 percent have seen a decrease in donations from the public.
The number of employees in the sector has remained constant for most third sector organisations over the past quarter (59 percent). However, 23 percent have increased their headcount while 18 percent experienced a reduction in employee number. This comes at a time when 65 percent of third sector organisations report an increase in demand for their services.
The majority (74 percent) describe their cash flow situation as stable, while around one quarter (24 percent) are vulnerable to cash flow issues at this current time. An additional 2 percent report that they are unsure.
One in five (20 percent) report that their cash flow situation has worsened since last quarter.
Most third sector leaders are aware of the draft Programme for Government Framework Based on what they have seen so far, there is broad agreement with framework approach.
Although the Social Value Act is not applicable in Northern Ireland at present, there is high support for its implementation in the region, with 81 percent confirming that they think that Northern Ireland should introduce the act.
The outlook for the next twelve months has improved compared to Q1 2016.
Just under half (46 percent) believe that political stability in Northern Ireland will improve. This is an increase from 27 percent in Q1 2016.
On balance, expectations for the NI economy are that it will worsen. However, the percentage saying this has decreased from 50 percent in Q1 2016 to 37 percent this quarter.


Gaining and sharing knowledge is the key to the success of our clients and their teams. We firmly believe that the more people understand about our industry and its technologies, the more exciting our work will become.
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Talbots Simply Flattering 5-pocket jeans. Baby blue in color. Zip fly, button closure at waist, and classic 5 pocket. 66% Cotton, 16% Polyester, 16% Rayon, 2% Spandex. Machine Wash. 40" Length.
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See Pictures for all details. I try to take very descriptive pictures. Pictures are taken of any imperfections.
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New pair of Talbot blue jeans, Signature, straight leg in size 18WP. The inseam is approximately 28" and the waist 38". Please look closely at the pictures as they are part of the description. We only ship to the continental United States or through the Ebay global shipping program. Thank you for looking.
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they fight for their dreams – and steal yours.
The corridor was long and dark, and at the end of it, Alix heard voices that she knew weren't supposed to be there.
If she hadn't been able to make out what they were saying, she would have assumed that it was just wind, coming through the hole in the roof. Her master was a miser, and he only repaired things when not doing so would inconvenience him. But she'd heard words – "dream", "hurry", "quiet!" Someone was there. Question was, who?
Alix balanced the tray carefully, and crept forward. There was a board at the end of the hall that creaked; she edged around it. A funny smell hung in the air- like boiling water, but with a kick to it.
She slid open the door.
The window gaped, spilling moonlight into the room. Someone stood in front of the window, but it wasn't her master- long horns curled from the top of their head, and they held a knife. In front of them, someone else squatted on the floor. They wore a pair of goggles and night-black gloves that reached their elbows. The stranger's mouth hung open, and they gazed into nothing.
Alix dropped the tray. Her master's glass smashed. Pills scattered on the ground. She took a step back. Her breath stuck in the back of her throat.
The horned person flinched and shook the one in the goggles.
Alix felt like her bones had turned to ice. Svelen wasn't a common name, but— there was no way it was him. He'd disappeared months ago, he was probably dead.
The boy in the goggles blinked, stripped them off, and stood up. The horned person grabbed him by the wrist and dragged him to the window, then through it.
She could hear the strangers on the roof, running like starved dogs were at their heels.
Alix swung herself up, and followed them. The loose tiles skidded under her feet. She aimed for the gap in the roof just ahead of her, over the slave quarters.
There! At the edge of the street, running into an alley. She clambered down onto the lower roof and slid down the drainpipe.
She'd lost her best friend once before. She couldn't lose him again.
It started to snow, but Alix barely noticed. She squinted, picking out the shape of the person's horns through the gloom.
He was short, with wildly curly hair, and his dark skin was covered in bright orange freckles. It was him. She didn't know anyone else, human or thoughtform, who looked like him.
The horned man's eyes flicked from Alix to Svelen. He growled from the back of his throat.
"You know her?" he asked Svelen.
He started off, Svelen following him.
"I'm really sorry, Alix." Svelen untied a bandage from around his wrist and tied it over her eyes. He pulled it so tight it tugged on her hair.
He grabbed her hand. His was more calloused than the last time she'd held it. What had he been doing while he was gone?
"Get moving," the horned man said.
And so they did. Alix had no idea where they were. She could barely see lights and shadows through the bandage. She knew that they passed under the belltower of the Cathedral of Industry- the mournful bells tolled midnight- but other than that, she hadn't a clue.
All she could do was trust Svelen.
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RUNNING WITH RATS is a dieselpunk fantasy web serial that updates weekly on Fridays.
A group of good-hearted thieves steal dreams from their masters. Can they build the future they need- or will they destroy it?
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At some point in the last month, my Freeview signal went all crappy. As it occasionally does (grr). I was lazy for a few days and just ignored it, hoping it might magically fix itself. It didn't. So I powercycled the box a few times. Nope. Unplugged and re-plugged all the cables. Nope.
So I retuned the box. Analogue switch off soon, blah blah, so I thought maybe things had moved a bit in preparation.


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Supporting Crew Change For Cargo Ships In Singapore
In Port Marine Circular No. 27 of 2020 issued by the Maritime and Port Authority of Singapore (MPA) announced that telemedicine consultations are allowed for use to facilitate crew change and crew sign-offs.
Since June, Speedoc has done over 2,000 successful crew changes, helping seafarers who were previously stranded at sea return home safely, as soon as possible. If you're a shipping agent looking for a medical provider who can help with crew change 24/7, look no further than Speedoc!
Fit-to-travel certification
As a 24/7 medical service provider, Speedoc can conduct fit-to-travel assessments and issue certificates at any time of the day. This can be done either through telemedicine (done via WhatsApp) or at anchorage. Our fit-to-travel certificates are recognised by the Immigrations and Checkpoints Authority (ICA).
The completed fit-to-travel certificates will be sent to you via email in PDF format within 1 hour after the end of the teleconsultation.
Telemedicine vs. anchorage
Here's a quick comparison of both methods to help you choose the most suitable one for your crew change:
Equipment needed for fit-to-travel certification via telemedicine
The crew will need to have the following items handy during the video call with the Speedoc doctor:
If thermometers and/or oximeters are not available onboard, they are available for purchase from Speedoc as well. Alternatively, you could also opt for anchorage, where our doctors will bring along the necessary equipment when they board the ship.
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Other medical services for seafarers
Aside from fit-to-travel certifications, Speedoc can also provide other medical services for your crew.
Treatment for both urgent and chronic medical conditions
Examples of urgent conditions that our doctors have treated include rashes, tooth aches, headaches, gastrointestinal issues, and more.
Medication delivery and refill can also be arranged to be sent to the pier OR to your office.
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How Hollywood Sexes Up the Inside Story of a Viagra Salesman
Okay, so author Jamie Reidy didn't have all the sex his character does in Thanksgiving film "Love and Other Drugs." And, all right, he's not quite a dead ringer for Jake Gyllenhaal. But this, babe, is how Tinseltown makes magic.
By Susan Karlin 4 minute Read
Having Jake Gyllenhaal play you in a movie based on your book doesn't exactly perpetuate a carefully cultivated slacker reputation. But Jamie Reidy (above, inset) now uses his trademark swagger to propel his writing instead of elude meetings in which he dealt Viagra.
Love and Other Drugs, which opens Nov. 24, is based on Reidy's 2005 tell-all Hard Sell: The Evolution of a Viagra Salesman (Andrews McMeel Publishing). The 20th Century Fox film, directed by Edward Zwick, stars Gyllenhaal as a roguish pharmaceutical salesman skating by on as little work as possible, and Anne Hathaway, as a patient-turned-love interest.
"It's surreal on so many levels–watching Jake Gyllenhaal as me, respond to being called Jamie, behaving the way I did, having the same conversations I had back in 1997," says Reidy, 40. "I was so distracted by those things, I had to see it again, just to catch everything I missed."
[video_twistage 1]
The R-rated movie focuses more on fictionalized sexual exploits and manipulations–sleeping with receptionist gatekeepers or wrangling dates for doctors–than the book, which is more of a guide to creative work dodging and making quotas.
"The book is the jumping off point for the movie, which captures the book's lighthearted, self-deprecating spirit," Reidy says. "But the slacker stuff is gone, and Jake's character has more depth than I have. He starts out where I was–selfish–and begins to change after he meets someone he really cares about."
Reidy did have his share of racy episodes. But putting them in print was another matter. "I had a boss who kept badgering me to date a pediatrician I wasn't interested in, but who liked me, so I could increase my sales," Reidy says. "But I kept thinking, 'My mom's going to read this book.' Of course, after the book came out, my buddies would call and say, 'Hey, why didn't you write about that nurse…?' So I missed a lot of opportunities to tell those kinds of stories."
Not to mention the product sampling. "How could I sell a drug and not have tried it?" he teases. "Though I'm surprised it's still the market leader compared to Cialis. One pill for 36 hours–seems like a no-brainer to me!"
Reidy grew up in what is now Chestnut Ridge, New York, just outside of Manhattan, programmed by a financial planner dad and computer systems analyst mom for a more conventional existence. Graduating from the University of Notre Dame in 1992 on an ROTC scholarship, Reidy spent two years on a U.S. Army base in Japan chaffing under the military system, before stumbling into a job as a Pfizer pharmaceutical salesman in 1995. There, he quickly learned to circumvent the expected nine-hour days.
Bored, he left in 2000, two months shy of learning he was the country's top salesman in his drug division, intending to move to Los Angeles and write screenplays. Four months later, he'd landed a more lucrative position with Eli Lilly selling oncology medication, and later training sales personnel in LA. He spent his free time writing Hard Sell, weathering 26 agent rejections before getting the manuscript to a publisher through a college connection. "It was the best day job in whole world, although it's gotten a lot harder since my book came out," he says. "A lot of companies have cracked down. Plus, now with GPS in cars and PDAs, they can track you to make sure you're actually going on sales calls."
Finally, Hard Sell came out–and Reidy was promptly fired. "They were just so pissed!" he laughs. "I'd been number one in the country working 15 hours a week. Pfizer put out a press release saying, 'We don't know if it belongs in the fiction or non-fiction section.' But Eli Lilly wouldn't stop disparaging me. It was embarrassing for them to have a sales trainer teaching their staff how not to do their job and succeed. I finally threatened to write a book called Hard Feelings about my time there to get them to back down. Now that Hard Sell is in paperback, I have a new epilogue thanking Eli Lilly for driving book sales."
His movie deal has enabled him to write full-time from his Manhattan Beach, California, home. Earlier this year, he self-published Bachelor 101: Cooking + Cleaning = Closing, which features recipes and tips for hopeless bachelors who want to win over the girl. He is also shopping screenplays and working on a collection of humorous essays about his dad, who he laughingly describes as "torn between rooting for or against me." Though the movie coming out has removed any lingering parental doubt or bitterness.
"I always knew I wanted to be a writer," he adds. "It just took a long time to get my head out of my ass–from talking about it to doing it. It even got to a point when my mom said, 'Dear, I think writers … well … write.'"
The movie deal was less of a surprise. "You already had Viagra. Now just throw in a love interest and that's a movie."
Susan Karlin is an award-winning journalist in Los Angeles, covering the nexus of science, technology, and arts, with a fondness for sci-fi and comics. She's a regular contributor to Fast Company, NPR, and IEEE Spectrum, and has written for Newsweek, Forbes, Wired, Scientific American, Discover, NY and London Times, and BBC Radio
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Saga Music presents Devotional song Dadi De Laal in the voice of Rupinder Handa. Listen to this heart touching song in which music is given by JB & lyrics by Deepa Bandala.
Lets learn about the history of Shri Guru Gobind Singh Ji and his four sons, Sahibzada Ajit Singh, Sahibzada Jujhar Singh, Sahibzada Zorawar Singh and Sahibzada Fateh Singh, the world must know about their bravery and never defeated dedication to fight against the evil.
Enjoy & stay connected with us for trending Punjabi songs!


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Studio 54 (Blu-ray)
Directed by Matt Tyrnauer
Running Time: 98
Color Type:
Genres: Documentary, Culture, Music & Dance, RT Certified Fresh
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For 33 months, from 1977 to 1980, the nightclub Studio 54 was the place to be seen in Manhattan. A haven of hedonism, tolerance, glitz and glamor, Studio was very hard to gain entrance to and impossible to ignore, with news of who was there filling the gossip columns daily. Steve Rubell and Ian Schrager, two college friends from Brooklyn, succeeded in creating the ultimate escapist fantasy in the heart of the theater district. Rubell was the bon vivant who wanted to be everybody's friend and was photographed with every celebrity du jour who entered the club and Schrager was the behind-the-scenes creative mastermind who shunned the limelight. Studio 54 was an instant success and a cash cow, but the drug-and-sex-fueled dream soon imploded in financial scandal and the club's demise. With unprecedented access to Schrager, who tells the whole unvarnished story for the first time, and a treasure-trove of rare footage, director Matt Tyrnauer (Valentino: The Last Emperor, Scotty and the Secret History of Hollywood) constructs a vivid, glorious portrait of a disco-era phenomenon, and tells the story of two friends who stuck together through an incredible series of highs and lows.
Blu-ray Extras Include:
5.1 Surround and 2.0 Stereo.
Optional English SDH Subtitles.
"Thrilling and definitive. Studio 54 was like a slice of ancient Rome on 54th St., so bedazzled by its delirium that it now looks almost innocent."
Owen Gleiberman, Variety
"Immersive and Entertaining"
Gary Goldstein, The Los Angeles Times
"Compelling" - New York Times Critics Pick!
"Captures the comet-like excitement of the disco run by Steve Rubell and Ian Schrager for under three years in the late 1970s."
John DeFore, Hollywood Reporter
"A glorious picture of a kind of hedonism and egalitarianism we may never see again."
Les Fabian Brathwaite, OUT Magazine
"Nuanced and compelling."
Mark Yarm, WSJ Magazine
"A treasure trove of archival videos and a dynamite soundtrack."
"Ace documentarian Matt Tyrnauer...understands and conveys exactly why the club connected, at that particular moment – how it was fueled by the ying/yang, introvert/extrovert dynamic of its co-owners, and how its potent dance floor cocktail of personalities, classes, and sexualities offered up to its patrons escapism, inclusion, acceptance, and access. A bewitching story, briskly and wittily told. "
Jason Bailey, Flavorwire