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Testimony Documents
Office of the Assistant Secretary for Governmental Affairs
Email: OSTGovAffairs@dot.gov
Joseph C. Szabo
Federal Railroad Administrator
Before The
Subcommittee on Railroads, Pipelines and Hazardous Materials
Committee on Transportation and Infrastructure
Chairwoman Brown, Ranking Member Shuster and members of the Subcommittee: I am honored to appear before you today to discuss one of the most significant new initiatives of President Obama, Vice President Biden, and Secretary of Transportation LaHood – the development of high-speed rail transportation in America, which builds upon the solid foundation laid by Congress last year in the Passenger Rail Investment and Improvement Act of 2008 (PRIIA). In this statement I will touch on the opportunities and challenges we, the Administration, the Congress and a diverse group of stakeholders, face in creating a sustainable program to improve intercity passenger mobility in the United States and what FRA is doing today to make the vision for high-speed rail a reality.
Discussions of high-speed rail tend to begin with the fundamental question: "What is high-speed rail?" Some prefer to define high-speed by peak speed –say 200 miles-per-hour (mph). Some will say high-speed is average speed or trip time. The Federal Railroad Administration (FRA), in its 1997 report "High-Speed Ground Transportation for America" used a more market oriented definition – that is service that can cost effectively be the preferred option for intercity travel in a specific transportation market. Using that definition, high-speed rail is service that is superior from a time-competitive stand point than air and/or auto on a door-to-door basis. In other words, if I leave my home in Chicago and travel to a meeting in St. Louis and the total trip time by rail is better than flying or driving, then that rail service is high-speed. What that means is that the peak speeds and average speeds of high-speed rail are not one set number but can and should vary by the market served. The speeds needed to effectively serve the Los Angeles to San Francisco market, a distance of 450 miles is different from the speeds needed to effectively serve the market between Washington, D.C. and Richmond, VA., a distance of 90 miles.
In the Administration's Vision for High-Speed Rail in America we used four definitions for the multiple types of intercity passenger rail that we will see in the future:
Conventional Rail – Traditional intercity passenger rail services of more than 100 miles with peak speeds in the 79 mph to 90 mph range.
Emerging High-Speed Rail – Developing corridors of 100-500 miles in length with top speeds in the 90-110 mph range
High-Speed Rail-Regional – Relatively frequent service between major and moderate population centers 100-500 miles apart with top speeds in the 110-150 mph range
High-Speed Rail –Express with frequent service between major population centers 200-600 miles apart with few intermediate stops and top speeds in excess of 150 mph.
Ensure safe and efficient transportation choices. Promote the safest possible movement of goods and people, and optimize the use of existing and new transportation infrastructure.
Promote energy efficiency and environmental quality. Reinforce efforts to foster energy independence and renewable energy, and reduce pollutants and greenhouse gas emissions.
Build a foundation for economic competitiveness. Lay the groundwork for near-term and ongoing economic growth by facilitating efficient movement of people and goods, while renewing critical domestic manufacturing and supply industries. This strengthening of domestic manufacturing is particularly critical today as evidenced by the severe atrophy affecting the U.S. rail supply industry. A long-term market for railroad equipment, infrastructure and supplies will help rebuild this once proud part of the American economy.
Support interconnected livable communities. Improve quality of life in local communities by promoting affordable, convenient, and sustainable housing, energy, and transportation options.
Thus, in discussing how we make high-speed rail a reality we need to be talking about a range of technologies and a range of investment options that each have their own sets of opportunities and challenges.
That is not to say that high-speed rail is preferable in all situations to air and/or auto. Indeed each has and will have an important place in the transportation system of our future. High-speed rail will only be successful as part of an integrated, intermodal transportation system that includes effective connections to our transit, highway and aviation systems.
High-Speed Rail – the Opportunities
President Obama proposes to help address the Nation's transportation challenges by investing in an efficient, high-speed passenger rail network of 100-600 mile intercity corridors that connect communities across America. The vision for high-speed rail aligns well with the Department's strategic goals:
I wish to offer one of many possible examples where these opportunities come together. FRA has been working with the California High-Speed Rail Authority since 2001 on the planning and environmental review of California's State-wide high-speed rail initiative. The Final Environmental Impact Statement/Report for the California High-Speed Rail Program has been completed and is available for review[1]. This document is one of the most comprehensive environmental analyses of a new transportation system ever undertaken and helps crystallize the opportunities offered by the development of high-speed rail. Among the benefits of high-speed rail investment when compared to alternatives for meeting the identified travel demand are:
Transportation Investment requirements Avoided
2,970 lane-miles of highway construction no longer needed.
Five runways and 90 gates at airports
Annual Energy/oil consumption saved
6 – 12 million barrels per day
Annual Air Pollution avoided
3.4 – 5.5 million tons of carbon emissions
730 tons of PM10
1,095 tons of PM2.5
3,650 tons of NOx
2,190 tons of TOG
168,000 job-years during construction
450,000 permanent jobs created from economic effect.
Access to Service
Major cities in California will be served through downtown intermodal terminals, integrated in the city and region's public transportation systems.
California happens to be the most recent EIS that FRA has completed on high-speed rail and is used as an illustrative example and should not be construed as an indication we favor one project over another. Such benefits can be realized from proposed high-speed rail projects across the country.
High-Speed Rail – the Challenges
While the potential for high-speed rail is great, so too are the challenges we face in delivering on that potential. FRA sees a number of pressing challenges in developing a successful high-speed rail program:
FRA's first and foremost mission is Safety. If high-speed rail is to be successful, it must be safe. Newton's second law of motion, that force equals mass times acceleration (f=ma) has significant implications for the safety of high-speed rail. When things go wrong at high speed, a derailment as an example, the repercussions can be very significant. Many point to the strong safety record of foreign systems operating primarily on purpose-built infrastructure to draw a conclusion that high-speed rail is inherently safe. That is just not the case. Safety comes from superior design, superior manufacturing, superior operating practices, superior maintenance and above all superior vigilance. At FRA, we call this a strong safety culture. This will be particularly needed in the U.S. where, in most instances, high-speed rail will not begin operations on dedicated right-of-way and infrastructure. Instead, most proposed systems will involve the use of rights-of-way and perhaps infrastructure owned and operated by America's freight railroads. The co-location of high-speed rail and freight operations raises significant safety issues, not the least of which is determining what point high-speed passenger rail operations need to be separated from freight rail and the nature of that separation. Ultimately this will likely not be a "one size fits all" type determination but reflect such issues as volume of freight and passenger traffic, train, infrastructure condition, etc.
Capability of the States
A handful of States have been actively engaged in railroad issues for many years. As an example, if you go on the North Carolina DOT website you will see a rail bureau with 60 positions. Unfortunately, States with a strong and experienced rail-oriented institutional structure capable of undertaking the planning, developing the complex relationships, and implementing a complex rail improvement program are the exception rather than the rule. This is understandable. Up until just recently, the Federal role in passenger rail investment was overwhelmingly a bi-polar relationship between FRA and Amtrak. Until enactment of the Passenger Rail Investment and Improvement Act last October, there was no statutory role for States in the planning and implementation of intercity passenger rail except for the occasional one-off grant contained in FRA's annual appropriation. Until February of this year, there was no real funding to go with this authorization. There is now a significant and pressing need to help the States develop and maintain the internal staff resources and capabilities to oversee the management of planning and program implementation of high-speed rail and to be effective negotiators and partners with the various stakeholders that will be essential to successful implementation. Over time, States have developed such resources for the highway and transit programs but rail is sufficiently different that it will take time and effort for many States to develop these skills for rail.
The Status of Planning
The Recovery Act has provided a stark contrast between the established highway and transit programs and the new high-speed rail initiative. States have a well established pipeline of highway and transit projects that have undergone years of planning, design and environmental review. Thus, when the opportunities were offered by the Recovery Act for additional funding, the States were able to turn to a list of highway and transit projects. While some States had undertaken planning and had some projects that could begin in the short-term, most States had not undertaken the development of a detailed service development plan with the accompanying service, or Tier 1 documentation required by the National Environmental Policy Act (NEPA) for the larger development of a high-speed rail corridor. Again this is understandable. While the surface transportation legislation has over the last several decades provided States and regions funding for planning, this planning has been primarily focused on those programs – highway and transit – that offered the potential of a Federal funding partner at the end of the planning process. The States that are better prepared today are those that decided that improved passenger rail was so important to meeting the State's future mobility needs that they invested substantial State funding in the planning for these new services. The challenge we face with the advent of the high-speed rail program is that there are many States playing catch-up. How can we bring them up to the point that they have a realistic high-speed program plan and implementation strategy so that they too can have the pipeline of rail projects like they have for other forms of transportation?
Freight Railroad Partnerships
America's freight railroad system is the envy of the world. The Obama Administration is committed to building a world class high-speed intercity passenger rail system but we will not do that at the expense of degrading our world class freight rail system. Until just a couple of years ago, America's freight railroads were hauling record levels of freight traffic on a system substantially smaller than half a century ago. In a number of critical areas, bottlenecks in rail infrastructure were creating congestion in freight movements. And, as this Subcommittee is well aware, the ability of Amtrak to maintain an on-time reliable service over this intensely used freight system left much to be desired. On a rail infrastructure designed primarily for freight train movements, fast passenger trains can use up more capacity than if those trains were replaced by freight trains. The challenge that we face is how to develop the infrastructure that permits emerging high-speed rail and freight rail to not only co-exist but to find the synergy to keep both world class. This will require a new level of partnerships between the freight railroads and the State promoters of high-speed rail. Several States have recognized the growing benefits that accrue from investment in privately-owned rights-of-way and infrastructure. For many States used to solely investing in publicly owned infrastructure, however, the shift to investing public funds in privately-owned assets may be a new and challenging experience.
The Intellectual Infrastructure
Once the rail industry was a major driving force of the U.S. economy. It employed thousands of planners, engineers and other experts in railroad engineering and sciences. After World War II, as the railroads first slipped into the financial abyss of the 1960s and 1970s and then went through a recovery period by slimming down, the demand for engineers and planners with rail expertise plummeted. A substantial percentage of the experienced people in these professions are approaching retirement. A major challenge that we face today at the advent of the new high-speed rail program is rebuilding this intellectual infrastructure in such diverse areas as track design, signal engineering, track-train dynamics, etc. This will require a new partnership among the Federal and State DOTs, the larger rail industry and the academic community.
Sustainability and Managing Expectations
There have been many efforts to promote development of high-speed rail over the years. Indeed, one of the entities that were merged in 1967 to form the Federal Railroad Administration was the Office of High-Speed Ground Transportation that had been established in the Department of Commerce. To date, however, with a very few notable exceptions, these efforts have not been successful. Secretary LaHood and I believe that if we spend the $8 billion in Recovery Act funds really well on terrific projects that produce real results but the program meets the fate of the previous efforts and does not continue, then we have not been successful. The challenge for us – the Administration and the Congress – is to find a way to make this program sustainable. The model I like to point to is the model developed by President Eisenhower and the Congress of the mid-1950s that led to the successful development of the National System of Interstate and Defense highways – a program that took over four decades to complete.
An integral part of developing a sustainable program will be managing expectations. The interest by the States in the high-speed program far exceeds the funds available today, or next year or over the next five years. But this was true of the Interstate Highway program at its beginning as well. The public support for the program did not wane, in part because our citizens could both see early successes and they knew that eventually the Interstate system would serve them as well. Of all of our challenges, this may be the most important to address.
What FRA is Doing to Make High-Speed Rail a Reality
This past June I had the opportunity to meet with the Subcommittee and review FRA's progress in implementing the Recovery Act including the "standing up" of the high-speed rail program. At that time I was able to report that we had met the deadlines set in the Recovery Act and published the Obama Administration's Vision for High-Speed Rail in America (April 2009) and High-Speed Intercity Passenger Rail (HSIPR) Program Notice of Funding Availability, Issuance of Interim Program Guidance (June 2009). Both documents are available on FRA's website: www.FRA.DOT.GOV.
On August 24, we received applications for projects that are "ready to go", including some projects for preliminary engineering and environmental review, and would be funded from the funds made available under the Recovery Act; projects for high-speed intercity passenger rail planning funded from FRA's FY 2009 appropriation; and projects for capital improvements funded from FRA's FY 2009 appropriation. There were a total of 214 applications received, representing projects proposed in 34 States and totaling approximately $7 billion. Those projects have been through a very intense period of first level reviews by staff of FRA along with volunteers from the Federal Transit Administration (FTA) and the Research and Innovative Technology Administration (RIITA) to whom we are grateful for their help. The results of these reviews are presently being evaluated at the senior leadership levels of FRA and the Department.
On September 16 we received expressions of interest for private sector participation in the development of high-speed intercity passenger service pursuant to a notice FRA published last December to implement the provisions of Section 502 of the PRIIA. These applications are currently under review, consistent with the statutory requirement that initial reviews be completed by the Department by mid-November.
On October 2, we received applications for what will amount to commitments to develop specific high-speed rail corridors. Our preliminary analysis shows that we received 45 applications representing 24 States totaling approximately $50 billion. FRA is currently undertaking a triage of these applications to eliminate duplicates and ineligible applicants and projects. Our preliminary review shows that the numbers presented above should be close to the final. Detailed review of applications by panels of FRA staff and volunteers from other modes of the Department will begin in earnest next week.
Our overriding goal in evaluating these applications is the development of a sustainable and truly national high-speed intercity passenger rail investment program. Due to the overwhelming response, our need to assure coordination among the various FRA programs and between the FRA programs and the Tiger Grant program being managed in the Secretary's immediate office, we will be announcing all awards this winter. Our selections will be merit based and reflect President Obama's vision to remake America's transportation landscape.
FRA is also moving forward to addressing the other challenges important to developing a sustainable high-speed intercity passenger rail investment program.
Safety: FRA has recently made available for comment a draft High-Speed Passenger Rail Safety Strategy which is appended to this testimony. The goal of this strategy is to lay out how FRA will: establish safety standards and program guidance for high-speed rail; apply a system safety approach to address safety concerns on specific rail lines; and, ensure that railroads involved in passenger train operations can effectively and efficiently manage train emergencies. This strategy endeavors to achieve uniformly safe rail passenger service, regardless of speed.
Capability of the States: FRA is lucky to have someone like Karen Rae, who has had a long and distinguished career in transportation program management in several States, to play a leadership role in the design of the new high-speed program. Under her leadership we have engaged the States early and often and have committed to a continuing effort on the part of FRA in developing and enhancing the ability of the States to get involved in high-speed rail. Attached to my statement are two unsolicited statements concerning FRA's outreach activities. I would take particular note of the statement from the chair of the Capitol Corridor (CA) Joint Power Authority that says "We know of no other federal agency that has asked its customers (the states and intercity passenger rail agencies) for comments, suggestions and even criticisms on the HSIPR Program funding applications and award criteria BEFORE (emphasis in original) any awards were made or applications received. This is an excellent example of how government should work …."
Status of Planning: FRA has on our website a "how to" manual for the development of service development or transportation investment plans. This is based upon FRA's previous experience in the planning of specific corridors in which all interested parties came to the table to work cooperatively in identifying investment needs. While FRA cannot and should not plan every corridor, we are a resource to facilitate the development of processes that can lead to successful completion of corridor wide service development plan and related environmental documents.
Freight Railroads: Freight railroads will be key to the successful development of high-speed intercity passenger rail in many corridors. Indeed, FRA's grant guidance requires that applications demonstrate the stakeholders' commitments, including that of the host railroad/infrastructure owner, to advance the high-speed intercity passenger rail program. FRA believes that there are opportunities to develop constructive partnerships between the freight railroads and States that can address areas of common interest including statutory requirements for positive train control and the safety at highway rail grade crossings. By placing a premium on such cooperative relationships FRA believes that we can facilitate their development. We also see our safety and research activities as complementary parts of this effort.
Intellectual Infrastructure: FRA is very concerned that this Nation has the people that can deliver on a successful high-speed rail program for the foreseeable future. As part of the President's FY 2010 budget request, FRA proposed that 1% of the high-speed intercity passenger rail funds be available for research. Our first and highest priority for the use of these funds is the establishment of the Rail Cooperative Research Program (RCRP) at the Transportation Research Board of the National Academy of Sciences. The RCRP was authorized in PRIIA as a necessary counterpart to the National Cooperative Highway Research Program (NCHRP) and the Transit Cooperative Research Program (TCRP). These programs have helped these modes of transportation develop the corps of trained professionals they rely on. We are also exploring other opportunities of using research, including the use of University Transportation Centers managed by RITA to help in this effort.
FRA's short term needs
As I said in a hearing before you this past June, FRA's financial assistance staff today is sized for that earlier, quieter era. Even though the PRIIA added a number of responsibilities in the areas of passenger rail and financial assistance to FRA, that Act did not authorize an expansion of FRA's financial assistance staff. That they have produced high quality products in response to the aggressive schedule in the Recovery Act, is a testament to knowledge, skill and dedication of that small staff. Having said that, we cannot successfully manage the high-speed rail program envisioned by the President and implement the provisions of PRIIA and undertake our other new and expanded financial assistance functions contained in other recent Acts with the present levels of staff and other resources. The President's FY 2010 budget begins to address FRA's financial assistance staff and resource needs. I urge members of this Committee to support this request. I will also note that successful implementation of the Recovery Act including oversight of the expenditure of $8 billion, will require that the amount of these funds available for use by the Secretary in project oversight be consistent with the 1% authorized in 49 U.S.C. 24403(b)(1) and not the one quarter of one percent authorized in the Recovery Act.
The FRA of two years from now will be a significantly different agency than you see today. Safety will always be our most important mission, but we will also be playing a leading role in making the investments that position this country's transportation system for the future. I am incredibly proud to be at FRA today and have an opportunity to lead the dedicated team at FRA through this transformation.
[1] Available on the CAHSR website at CAHighSpeed Rail.ca.
Joseph C. Szabo, Federal Railroad Administrator
Testimony Date
Testimony Mode


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Северная и Южная Америка: от США до Бразилии и Парагвая.

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redpajama_set_name: RedPajamaWikipedia


text:
Higher Ed, Higher Salaries
by Jeremy Alford
Most of the highest paid state employees can be found in Louisiana's colleges and universities. But are they worth what they're being paid?
There are 185 state employees being paid annual salaries of $200,000 or more, based on Louisiana's public payroll from early June. Of that head count, 149 of them are employed in some kind of educational role, chiefly higher education with a handful from the state Department of Education and related agencies.
While one might argue that education should be Louisiana's top priority, and thus at the top of the pay scale, half of the top 10 highest paid state employees are connected to collegiate athletics, not the classroom. Moreover, the top three play important roles with LSU's football program. And according to BusinessCollegeSports.com, LSU's athletic department is 12th in the nation in terms of profit, clearing $10.4 million last year, so these salaries do not come as a surprise in the world of big-time college sports.
"We are one of the highest in the nation, and I'm not sure that's where we should be."
- State Rep. Simone Champagne on administrative salaries at Louisiana's public universities
But the issue of higher education salaries has caught the attention of state Rep. Simone Champagne, R-Erath. She passed a resolution during this year's regular session requesting that the Board of Regents "study executive compensation at the university system offices and boards." The final report is due to lawmakers in early February 2013.
Champagne says the situation is more urgent than ever, especially after the Legislature was forced to address shortfalls in the state's $25.6 billion budget. Of that amount, public post-secondary education takes up about $3 billion worth of room. What could be more telling, though, is how much is dedicated to salaries, she says.
The need for "transparency with respect to the expenditure of public funds is self-evident," Champagne adds, and the issue has been ignored for too long. "I've been bringing up questions for the past few years about our system and university presidents," she says.
Supporters rightly argue that the money helps lure qualified candidates to Louisiana. However, it's not exactly clear that the cash is helping keep them here. John Lombardi, who was fired from his position as LSU system president in May, was making a base salary of $450,000 before his departure. He was the state's fourth highest paid employee. LSU Chancellor Michael Martin, No. 5 on the list in early June with a $400,000 state salary, has since accepted the job of chancellor at Colorado State University.
More to the point, how do these salaries stack up nationally? A recently released survey by the Chronicle of Higher Education found that the median base pay at 190 public research universities for chancellors and system presidents has increased 1.3 percent, from $379,000 in 2010 to $383,800 in 2011. Another survey that was completed this year by the College and University Professional Association, based on responses from 1,240 institutions, found that the average salary of a CEO of a system or district is $326,250.
As for university presidents, the Southern Regional Education Board's "Fact Book on Higher Education for 2011" reports that the average annual salary for a CEO at a single institution in a Southern state is $299,796. Meanwhile, the survey conducted by the CUPA found that the average salary of a CEO at a single institution among the 1,240 it analyzed is $255,849.
The base pay of the remaining university and system presidents in the top 100 list of state employees can be found above and below this salary window. Just consider the following, from the Civil Service list released to us in early June:
University of Louisiana System President Randy Moffett, $375,000 (announced in mid-July that he will retire this fall)
Southern University System President Ronald Mason, $374,000
Louisiana Tech President Daniel Reneau, $350,000
University of Louisiana at Lafayette President Joe Savoie, $350,000
University of New Orleans President Peter J. Fos, $325,000
University of Louisiana at Monroe President Nick Bruno, $252,886
Southeastern Louisiana University President John Crain, $248,000
To be certain, the Louisiana Legislature isn't alone in its skepticism. In the Sunshine State, a coalition known as "Save UF, Spend the Reserves" pushed the University of Florida this year to dip into its reserves to address budget cuts - and it's pointing to high administrative salaries as an abuse of financial resources.
In the Golden State, the Legislative Analyst's Office and others dropped the proverbial hammer on California State University officials recently because they tried to explain away their salaries with some whacky comparisons: like the pay at Temple University in Pennsylvania versus the salaries at San Diego State University. Up near the Twin Cities, the University of Minnesota has been considering giving its governing board greater oversight of executive and administrative salaries.
If you want more drama on this front from back home, look no further than The Daily Reveille, LSU's student-run newspaper that continues, like it has done for generations, to pump out occasional stories that are mainstream-worthy. In a story published this past spring, reporter Xerxes A. Wilson uncovered how the LSU System Office is paying more than $650,000 in salaries to six administrators who are also receiving state retirement pensions. It's perfectly legal, thanks to a loophole long ago created by the Legislature.
Here's more: "On the LSU Baton Rouge campus itself, some 50 employees with previous retirement history collect salaries ranging from $4,800 to $165,000. In total, the campus pays about $2.4 million in salaries to employees who have previously retired, according to the same records provided by the System Office. This double-dipping, as it is known, is legal and fairly common within state government, particularly in higher education. In some cases, it can even become triple-dipping."
And that brings us back to Champagne, the author of House Concurrent Resolution 92 - the only instrument filed during this year's regular session addressing university salaries. The measure made it through the House and Senate without an opposing vote. It's an indication that the Legislature may be ready to take a closer look at the issue.
During a time when budget cuts, midyear reductions and fiscal year deficits are becoming the norm, Champagne says it's time that the state take this issue more seriously. After all, just a cursory glance at available comparison surveys reveals a trend that's worth questioning. "We are one of the highest in the nation," she pleaded with lawmakers in the recent session, "and I'm not sure that's where we should be."
Tue, Jul 24, 2012, 5:22 PM

redpajama_set_name: RedPajamaCommonCrawl


This is a review about E 3lue Cobra gaming mouse. It is super cheap however does it means it is just a hunk of junk? Read this review till end to know if it is worth buying or you should look for something more expensive? last but not the least, would it useful for regular everyday use or it is just a gaming mouse.
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The mouse is pretty nice in looks, really shocking for a gadget that comes at such a lower price. You would not expect such a great build quality from mice that are cheap. Its blue LED light is a nice touch and are not very bright.
Its frame is very ling and about same width of a typical mouse that fits well in both smaller hand (for gals) and larger hands of guys. On both sides of the mouse there are indents that keep steady hold while you use. It has a soft nice grip on its top surface. It has a nice soft grip on top surface to make it more comfortable even during longer usage.
It has 6 mouse buttons that are enough for gaming beginners or anyone who only needs a replacement mouse better than stock unit.
Its left/right clicking buttons are responsive and easy to use, scrolling wheel is smooth. 2 side programming buttons can helps in all gaming purposes or just used for navigating on world wide web through back and forward buttons.
It has 1600 DPI. In honesty 1600 DPI is considered as a lower side when it is about gaming mice, however for gaming beginners and for general use it is more than enough. Never follow the hype that highest DPI mice are best for gaming purposes, however 1600 is not very low.
If you are fine at FPS or First Person Shooter games you can grow out as soon as your twitchy sense gets improved however for most if not all games this mice isn't adequate. In contrary higher DPI also have some problems, because not in real world most if not all the people have enough control to control higher DPI.
Fits well on both small or big hands and you feel no cramp or pain even after longer use.
It has right size and right curve. Its texture is soft velvety matte therefore it will not stick on hot days.
Its buttons are firm and responsive left/right click. Scroll wheel is also not slippery on finger.
Has 2 extra thumb buttons. You can download driver to program them.
Well built & do not break on dropping.
One of the cheapest gaming mouse yet highly effective & durable. Eblue Cobra high precision gaming mouse features optical sensor, 2 programmable buttons and DPI upto 2400. It's rated as one of the best wireless gaming mice by PCGamer. Basically it's a steal!


text:
Essential Tremor Cala Health
Kate Rosenbluth
Biodesign Innovation Fellow 2012-13
"I walked into the consultation room where a neurosurgeon was delivering a decision about surgical eligibility to a patient. On this day, it was unfortunate news -- Jim did not qualify for deep brain stimulation surgery. Jim had suffered from hand tremors for years. He had tried every known drug to treat tremors, including off-label seizure medications. Still, he was unable to use mobile phone buttons or write a simple note to his wife. He was embarrassed to meet with friends for coffee. He had stopped wearing shirts with buttons and eating soup and cereal. He even retired early from his career, hoping that reducing his stress would improve his symptoms. All of these life limitations led to a decision he couldn't have imagined making: electing to have electrodes implanted in his brain at the Stanford Neurosurgery center in an effort to eliminate the tremors in one hand. Now, the surgeon was explaining that brain surgery would be too risky because of his pre-existing blood condition. Jim sobbed when he heard the news. He was inconsolable. After taking some time to collect his emotions, he said he would call his wife to tell her their retirement plan would have to be re-written. Observing these interactions, I was distraught. How could it be that no one could help Jim? More than eight million Americans like him are unable to control their hands sufficiently to perform the essential daily tasks that most of us take for granted. We understand the neural networks in the body. We understand how to deliver patterned electrical signals. Why do we require brain surgery to deliver this type of therapy?
I founded Cala Health in the fall of 2014 to address this important challenge."
"More than eight million Americans like him are unable to control their hands sufficiently to perform the essential daily tasks that most of us take for granted."
Cala Health is a medical technology company pioneering a new class of electrical medicine to treat chronic disease non-invasively by stimulating peripheral nerves with body-worn electronics. Cala Health's first therapy is focused on essential tremor, which affects more than eight million Americans but currently has limited treatment options.
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President of SWEF Inc. Pastor of Ever Flourishing Ministries. Author of 'Oh God, Not Again', 'Love is Only Love When Chosen'. Conference speaker with dynamic teaching anointing and passion for revival. +233263117993.


The Annual Report seeks to provide a high level of transparency and accountability about Oxfam Hong Kong and its work. Alongside this report, we also publish a full list of projects and the Audited Financial Statement. The Statement complies with the Oxfam Confederation Financial Standards, the Hong Kong Financial Reporting Standards and the International Non-Governmental Organizations (INGO) Accountability Charter.
We worked together with poor communities in 32 countries to improve their lives.
We joined hands with 495 partner organisations around the world to positively change the lives of people living in poverty.
We supported 609 projects around the world, including 243 new ones.
Over 6,600 volunteers and interns generously gave their time and energy to support our work and make a difference in the world.
Globally, our poverty alleviation work reached 10,890,036 people.
Our Oxfam Partners donated HK$160,600,000 this year.
Thanks to your unwavering support, we raised HK$253,600,000 this year.
Please click here to learn how Oxfam Hong Kong accounts for the use of donations.


This morning, I found one of my 2009 reflections about competition in the workplace. In it, I wrote about my insecurities as an Assistant Professor. I mentioned that I didn't want to gain access to resources by kissing up to others and didn't want to network in an insincere way. I also wrote about how I thought that the playing field within higher education was unfair to women, particularly those with assertive personalities. At the time, I felt lost and somewhat hopeless about how to play a political higher education game with rules that I was never taught.
My concerns were recently confirmed in a study and report by Joan Williams, Katherine Phillips, and Erika Hall, Double Jeopardy: Gender Bias Against Women of Color in Science. In it, black women were reported to be penalized for being self-promoters but were encouraged to be assertive when they were promoters for a larger group. For years, I did not realize that people had empirically studied topics that I know about based on my everyday professional experiences. I am glad that many of these thoughts are not just floating around in my head.
Over six years later, when I stopped fixating on the higher education game and on the competitive nature of the academy, I began to succeed in my own skin, and I found my scholarly identity. A person who served on a departmental committee with me years ago recalls my having to apologize to people in our group prior to making points so that they would receive what I had to say. Now, when I make statements that others may misinterpret, I consciously allow myself to remain quiet and let the statement hit in the way that I intend it to hit. Yes, there are potential consequences; nevertheless, I'm learning to be okay with those consequences. This year, I refuse to apologize for being confident. Below are three tips that I believe will guide people, particularly those working in academia, as they explore ways to overcome their professional insecurities.
(1) Surround yourself with people who celebrate you and don't tolerate you.
I like the Merriam-Webster definition of celebrate: to praise (someone or something) : to say that (someone or something) is great or important. This means that although you may have weaknesses, the people who around you spend most of their time highlighting the positive aspects of your life and your unique skills and gifts. They don't learn of your weaknesses and then expose them in ways that embarrass you or place you at a professional disadvantage. In the same way, tolerating someone sounds like a burden. You want to connect to people who look forward to engaging with you and seek ways to strengthen your relationship. If you aren't around these people, seek them now. We each have talents, and people should be drawn to the lights that radiate from us. Believe that these people exist, and you will soon connect to them. To learn more about ways to attract quality people to you, watch this video from leadership guru John Maxwell.
(2) Identify what you do well and perfect that.
Malcolm Gladwell's book, Outliers, offers great insight about how people become experts in their respective areas. After approximately 10,000 hours of consistent engagement within an area, people have acquired the skills to become masters of their craft.
Many of us look for shortcuts to success and for ways to push ourselves into personal and professional circles that grant us access to resources reserved for only a select few. Instead of spending most of our time looking for these opportunities and being disappointing when we do not gain the recognition that we seek, we should put our hands to the plow and work. While others are sleeping, we should read about advances in our fields. We should connect to people who advise us of courses and resources that shed light on ways for us to become better people. When we do this, competition is not as important as the crafts that we seek to perfect.
(3) Realize that you have one life to live and competition should not be the focus of that one life.
One hundred years from now, we will all be dead. This means that our insecurities will no longer matter to anyone, especially us. We are given one life to live, and how awful would it be to draw your final breaths wishing that you had living life on your own terms- free and not caring about what others thought of you? One of the best legacies that we can leave is the knowledge that we lived our lives with no regrets.
Lewis Carroll, author of Alice in Wonderland presents this well when he writes, "In the end…we only regret the chances we didn't take, the relationships we were afraid to have, and the decisions we waited too long to make." When we think of life this way, competition should not intimidate us since we should give no one the power to make use feel insecure or unsure of our futures.


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If you are looking for a comprehensive way to track your income, expenses, debt, and investments then this budget template is definitely worth trying! My husband and I have been tracking our spending and saving with various versions of this budget template in a shared Google sheets document for years and it has helped us save close to 20% of our income NET of taxes, benefits, and 401k contributions.
NOTE: There are TWO versions of this budget document!
Why use a budget spreadsheet instead of a service like Mint or YNAB?
With that said, I now choose to use Mint as a tool in tandem with my budget spreadsheet. I link all of our credit cards, debt, and investments to our Mint account so that all of our expenses can be consolidated into one report.
Once I have the Excel report, I sort and copy/paste into the income and expenses sections of my budget template in Google Sheets and review all at once!
How does this budget spreadsheet work?
This budget spreadsheet will organize and track expense categories and subcategories, allow you to view your spending as a comparison to the previous month, track investment growth and progress on any debt you might be paying off (mortgage, student loans, credit card, etc.).
If you are interested in a step-by-step tutorial for how to use and customize this budget template, I recommend watching this tutorial video. It walks you through how to access the Google Spreadsheet template, how it works, how to make customizations, and also how to track investments/debt/net worth.
How can I access the budget template?
To get a copy of this budget template spreadsheet, input your email in the form below. By doing so, you will also be opting in to start receiving my weekly newsletter (which you can of course unsubscribe from at ANY time if it isn't something you're into). Weekly newsletters include behind the scenes anecdotes, quick tips for living a cleaner/greener/more organized lifestyle, and links to my most recent blog posts.
Remember, what you will receive is a READ-ONLY copy of the template. You must click File > Make a Copy and save it to your own Google Drive before you can start to use it. All of this is explained in detail in the tutorial video.
Already subscribed to my newsletter? That's awesome! If you still want a copy of this budget template go ahead and input your email and you'll receive a link directly in your inbox with instructions for how to get started.
In 2017, I created a simplified version of this budget document. This version is also formula driven and all you have to do is input your expense and income line items each month then the spreadsheet will populate the charts and summary tabs automatically for you!
If you want a simpler budgeting spreadsheet that doesn't track debt, investments, or net worth then check out the video tutorial below to learn more! To access a read-only version of this simplified spreadsheet, sign up with your email below to receive a link directly in your inbox.
2017 Budget Spreadsheet + Weekly Newsletter!
Subscribe for access to the 2017 budget spreadsheet and receive exclusive content delivered to your inbox weekly!
Just like with the more advanced google sheets budget document, by entering your email above you will also be opting in to start receiving my weekly newsletter (which you can of course unsubscribe from at ANY time if it isn't something you're into). Weekly newsletters include behind the scenes anecdotes, quick tips for living a cleaner/greener/more organized lifestyle, and links to my most recent blog posts.
Remember, what you will receive is a READ-ONLY copy of the template. You must click File > Make a Copy and save it to your own Google Drive before you can start to use it. All of this is explained in detail in the video tutorial below.
Hello, the spreadsheet seems really great, I'd love to try it but it looks like the registration process doesn't work anymore, I didn't receive the email 🙁 Is it possible to get the google spreadsheet somewhere else ? Thank you !
Hello Kait – My daughter and I are getting started on your great 2019 Google Budget Template for the New Year. We were noticing the Categories are in a different order than on the video tutorial, and there are no color/shaded areas to differentiate the planned/previous from the actual. Is there a reason for this? And how can we get the categories to be in the order that they appear on the tutorial example? I assume the tutorial is using the 2017 or 2018 version. We like the added investment portion on the 2019 version. How do we get the best of both worlds? Thank you for your help!
Hi Tom, thanks for your comment! Sounds like you are comparing the 2019 spreadsheet against my 2017 tutorial video. I recommend taking some time to watch the tutorial video in this post (linked again here: https://www.youtube.com/watch?v=cH4gkkpxZEk) – this should help provide some clarity!
To your point about the order of categories and some of the shading, yes the two documents are different but if you watch the tutorial video you will be walked through how to customize categories 🙂 Hope this helps!
Hi! I downloaded the simple 2017 sheet and I'm seeing a problem with the summary tab. All the other tabs seem to be functioning fine, but the summary tab has a bunch of #REF! errors and when I hover over them, it says "Function INDIRECT parameter 1 value is '2017 Expenses!D3:Q3'. It is not a valid cell/range reference." Not sure how to fix this. Would appreciate your help! Thanks!


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Psaki: 'Even after you're vaccinated, social distancing and wearing masks will be essential'
On Thursday, White House press secretary Jen Psaki told reporters that even after a person has received a vaccine, "social distancing and wearing masks will be essential."
A reporter had asked Psaki at Thursday's press briefing what the Biden administration will do to combat people refusing to wear masks beyond urging people to wear them, amid new strains of the coronavirus starting to reach the United States.
Psaki replied saying that the White House is trying to communicate about wearing masks "as frequently as possible" and she went on to say that she and all the reporters were listening to health experts by wearing masks. She also touted President Joe Biden mandating mask-wearing on public lands and airplanes as a step taken in enforcing masks.
"But part of what we are also trying to do is make our health and medical experts available to ensure people understand—and I'll reiterate it here today—it's not just a vaccine," which she called a "medical breakthrough" and said "we want every American to have one".
"But even after you're vaccinated," she added, "social distancing and wearing masks will be essential."
PSAKI: "Even after you're vaccinated, social distancing and wearing masks will be essential." pic.twitter.com/UpbtgGG1XG
— Daily Caller (@DailyCaller) February 4, 2021
As of Thursday afternoon, 35 million vaccine doses have been administered to Americans, according to state-by-state data compiled by the Bloomberg Vaccine Tracker. While the tracker says that 8.5% of Americans have received one dose of a COVID-19 vaccine, only 2.1% have received two doses. So far during the pandemic, over 450,000 Americans have died from the coronavirus and 26 million have tested positive, according to data from Johns Hopkins University.
RELATED: Michael Bloomberg: Pres. Biden needs to 'stand up' to teachers unions
RELATED: CDC Director: Vaccinating teachers 'not a prerequisite' for safely reopening schools
Related Topics:coronavirus vaccineJen PsakiJoe Bidenmask mandatesocial distancing


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Q: Left click released not detected last Saturday I got a new wireless usb mouse (initially I had a wired USB mouse). I realised as soon as I started using it that it wouldn't detect that the left click had been released so it kept dragging the text/scroll bar. So I thought the mouse was faulty and sent it back. Today I plug in my old mouse which worked fine (before the new mouse was plugged in) but then it began having the exact same issue (it only began when the new one arrived and was plugged in).
Here is a GIF of the issue
mark@mark-Inspiron-3847:~ $ xinput --query-state 8
2 classes :
ButtonClass
    button[1]=up
    button[2]=up
    button[3]=up
    button[4]=up
    button[5]=up
    button[6]=up
    button[7]=up
    button[8]=up
    button[9]=up
    button[10]=up
    button[11]=up
    button[12]=up
    button[13]=up
    button[14]=up
    button[15]=up
    button[16]=up
ValuatorClass Mode=Relative Proximity=In
    valuator[0]=748
    valuator[1]=269
    valuator[2]=-1647

redpajama_set_name: RedPajamaStackExchange


We have an inspection in our future new home this week. I have been a little excited and if you follow me on Pinterest you know I have been pinning home decor ideas like crazy! The new home has an actual laundry room, my first that isn't a closet or outside, and I am excited about all of the fun ideas. Ideas like this DIY polka dot washing machine.
Five Days 5 Ways has a tutorial for painting a washing machine. This is a fun fix if you happen to have a mismatched washer dryer set or if you are really in love with polkadots.
How cute!! The polka dots made me smile!


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ELAC event conveys importance of voting
Posted By Online Editor on November 8, 2018
Rock the vote—Adelante FYE student ambassador Golden Sheard, left, facilitated a discussion on shifting voter demographics with professors Rogelio Garcia and Dr. Kenneth Chaipraset during the "Stakes are High: The Impact of Midterm Elections" workshop in F5-201. Photo by Joe Dargan. Photo Illustration By Steven Adamo
By Kaleen Luu
The East Los Angeles College Adelante First-Year Experience and Social Science department encouraged students to vote in the midterm election yesterday.
The workshop, "Stakes are High: The Impact of Midterm Elections," ran from noon to 1 p.m. in multipurpose room F5-201. ELAC Political Science Professors Dr. Kenneth Chaiprasert and Rogelio Garcia took the stage as the featured speakers and the event stressed the power of democracy.
A PowerPoint presentation accompanied the duo and showcased the demographics of past voter participation and previous election turn out.
"It's an important day, election day. It's incredibly important for you to have your voices heard in the midterm elections. This determines how our country functions," said Chaiprasert, who has a doctorate in political science from the University of California, Irvine. "Make your voices heard, do something that makes a difference. This is more than just on the federal level; we are voting on California."
Highlights from the event included the pair emphasizing the importance of voting and how necessary it was to turn in ballots for the midterm election and not just the presidential election.
"In some ways, the midterm election is more important than the presidential election. This is when we make decisions on propositions," Garcia said. "With the midterm elections, we can measure the temperature of politics and get an idea of where things are going.… if we don't go out and vote, then things may not turn out ideally."
The workshop explained the critical details of the election and went over the big question, "What are we voting for?"
Chaiprasert took the lead on this question and said, "The media keeps focusing on this president, but we must remember it's Congress and our senators that are the ones writing these laws."
The significance of this midterm election is rooted in the belief that the House of Representatives may flip from Republican to Democrat control. This is based on the increased voter registration from the youth population.
"We've had record breaking registration this election period from the younger generation and we're hoping this gets reflected in the voter turnout," Chaiprasert said.
Historically, according to the U.S. Election Project, the youngest voting bracket, ages 18 to 29, have the lowest voter turnout. In addition, the Hispanic demographic is also the lowest.
"We need to go out and vote. We need to elect more diversity. More young people, more women, more people of color," Garcia said.
Attention to the 2008 and 2012 presidential election voter turnout was raised by Chaiprasert, who noted that it was the only two times in history that the white demographic was surpassed in turnout.
"This is proof that we can do it. We must mobilize together to get what we want. It can happen, and it will happen," Chaiprasert said.
The issue of California passing Proposition 187 in 1994, "Save our state S.O.S.," was brought up by Chaiprasert as a scenario of what could happen if people didn't exercise their right to vote. Prop 187 was controversial because it tried to deny public services like access to health and education to unauthorized immigrants in the state. It was ultimately ruled unconstitutional however by the federal courts as a violation of due process.
"We need your voices heard.Otherwise, it's like giving Trump a carte blanche, a blank check, to continue with his policies. It would embolden him to do the things he's been doing for the past two years." Garcia said. "This time, we can let him know with our vote that we are not happy. Your vote is critical at this time— make your voice heard."
Another topic touched on was the controversial U.S. and Mexico border wall, and what the midterm election could do to affect it.
"That wall costs money. If we don't flip the House and it stays red, then they'll think we're saying to go along with Trump's program. We can't let this go on any further. This is one of the most corrupt administrations in modern history. This is embarrassing and we must take control back. The youth enthusiasm is key," Garcia said. "You can bring the government to its knees. Remember, the government works for you."
The idea that Prop 187 had been passed to an overwhelming majority vote as recently as 1994 and the current issue of the border wall was emphasized during the event. The two pushed the importance of the younger generation exercising their right to vote.
"If you don't vote, your voice is silenced. Our government caters to people who vote. The baby boomer generation are consistently the ones who have the highest voter turnout, so they have been walking all over on you. If you vote, then the government will start thinking about what your generation cares about, like education and global warming," Chaiprasert said. "Be united. You can come together to create so much change."
The two closed the event by fielding questions from the audience and urging students to pre-register to vote in the next election.
OPINION: Voting affects the future of all
Voting empowers citizens
Don't protest if you don't vote
ASU elections not publicized enough
Posted in News Tagged Adelante, Electionm, Kaleen Luu, voting
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Yoga. We've all heard the word and seen the mats everyone seems to carry around with them these days. But can yoga really help improve your health and fitness levels?
The answer is yes, definitely - provided that you start safely and sensibly and know what to expect.
Yoga can help you get fit quickly and safely because it uses the weight of your body to tone and trim. It is low impact, and good for people of all ages and body types who want to build their strength and stay fix and flexible.
Yoga is ideal even for seniors because it can improve range of motion, balance and stability. It also relieves stiffness. The long lean muscle built through yoga can protect bones and aging joints in order to keep you mobile and injury-free. Those muscles can also help boost your metabolism so you will burn more calories, which is ideal if you wish to lose weight.
Yoga has been used for thousands of years for health, healing and fitness. It may seem weird or "New Age" to us in the West, but the truth is that Hatha yoga has been practiced for thousands of years in the Far East.
Before you start to twist yourself into a pretzel, it is important to put safety first. If you have any underlying health issues, check with your doctor before starting yoga. Choose a yoga that is low impact, such as Hatha, Kundalini or Vinyasa, compared to the more demanding forms such as Bikram (hot yoga) or Ashtanga.
Be aware of any old or recent injuries and protect your back and knees. Start with yoga poses that can work your core muscles, such as Mountain, Tree, and the Warrior series of poses, and Plank pose. A good set of abdominal and back muscles will give your practice stability and help keep you safe.
Don't believe the myth of "no pain, no gain" in reference to yoga. That is the surest way to sideline yourself with a potentially serious injury. After a workout, it is natural to feel a little sore the next day, but if this persists, rest those muscles until the strain in healed.
Practice on a level surface and use a non-skid mat so you do not slip. It will cushion your joints as well when doing your poses. Warm up before and cool down after with some gentle stretching. Stay warm but not too hot. Cold muscles will tense can be injured more easily.
If you are using a DVD, work at your own pace. Pause it as needed. If you are confused, look up the poses online at a reliable site like Yoga Journal.
Enjoy your meditations. Think of them as a mini-break from your daily life even if some of them seem weird. Chanting mantras such as OM might also seem a bit odd, but you will soon notice your body, mind and spirit all becoming in tune with each other.
Don't skip deep relaxation at the end. This is usually done lying down in Corpse pose and is a great way to de-stress.
Now that you know what to expect, start a daily yoga practice and see what a difference it can make to your health.
Excellent post. I was checking continuously this blog and I am impressed! Extremely useful information specifically the last part 🙂 I care for such info much. I was looking for this particular info for a very long time. Thank you and good luck.


Handler designed the 32SHLD to provide adjustable protection against flying debris. This is a must for OSHA compliance. It's clear acrylic 6" X 8" shield is attached to a 13" adjustable arm. A strong magnetic base is supplied with each unit to allow the unit to adhere to magnetic surfaces. The magnetic of the 32SHLD base may be removed for the adjustable arm to be attached to a non-magnetic surface using a wood screw or a machine bolt. The shield should be located at Model Trimmers, Polishing Motors and any other work station where dust and debris are present.
* 26SHLD is supplied without magnetic base.


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Q: Linking online databases to a project for iOS I'm working on an iOS app for having a list of top 10 of everything.
So the problem I'm facing is how do I update the list every week ?
I thought of linking it to external links but then I was unable to format the webpage according to the interface of my app.
Lastly I want the app not only to display the top 10 list but also to be able to interact. For example if the user enters into top 10 songs then he should be able to play the tracks as well ! So for this I guess I'll be needing a database which I could update weekly. I don't know how to go about this. Please help !

A: You need a remote server, running with an application that handles the list generation/updates, and you will probably need also to manage a remote database, if you expect that the number of item will be reasonably large.
Your ios application will have to interact with your remote server using an API that you will have to define as well.
I'm sorry to be that generic, but the hard truth is that there is no quick or easy way to do it: you will need to learn and possibly develop every part of your system and then integrate them.
You have nearly an infinite number of options in terms of platforms/languages/databases to choose from, for the backend part.
Over the last few years, there have been services that should make handling the remote backend  easier (Stackmob, cloudbase...) but it really depends on much control you want to have on the "lists" you want to manage.