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23 CFR Appendix A to Part 450 - Linking the Transportation Planning and NEPA Processes
This Appendix provides additional information to explain the linkage between the transportation planning and project development/National Environmental Policy Act (NEPA) processes. It is intended to be non-binding and should not be construed as a rule of general applicability.
For 40 years, the Congress has directed that federally funded highway and transit projects must flow from metropolitan and statewide transportation planning processes (pursuant to 23 U.S.C. 134-135 and 49 U.S.C. 5303-5306). Over the years, the Congress has refined and strengthened the transportation planning process as the foundation for project decisions, emphasizing public involvement, consideration of environmental and other factors, and a Federal role that oversees the transportation planning process but does not second-guess the content of transportation plans and programs.
Despite this statutory emphasis on transportation planning, the environmental analyses produced to meet the requirements of the NEPA of 1969 (42 U.S.C. 4231 et seq.) have often been conducted de novo, disconnected from the analyses used to develop long-range transportation plans, statewide and metropolitan Transportation Improvement Programs (STIPs/TIPs), or planning-level corridor/subarea/feasibility studies. When the NEPA and transportation planning processes are not well coordinated, the NEPA process may lead to the development of information that is more appropriately developed in the planning process, resulting in duplication of work and delays in transportation improvements.
The purpose of this Appendix is to change this culture, by supporting congressional intent that statewide and metropolitan transportation planning should be the foundation for highway and transit project decisions. This Appendix was crafted to recognize that transportation planning processes vary across the country. This document provides details on how information, analysis, and products from transportation planning can be incorporated into and relied upon in NEPA documents under existing laws, regardless of when the Notice of Intent has been published. This Appendix presents environmental review as a continuum of sequential study, refinement, and expansion performed in transportation planning and during project development/NEPA, with information developed and conclusions drawn in early stages utilized in subsequent (and more detailed) review stages.
The information below is intended for use by State departments of transportation (State DOTs), metropolitan planning organizations (MPOs), and public transportation operators to clarify the circumstances under which transportation planning level choices and analyses can be adopted or incorporated into the process required by NEPA. Additionally, the FHWA and the FTA will work with Federal environmental, regulatory, and resource agencies to incorporate the principles of this Appendix in their day-to-day NEPA policies and procedures related to their involvement in highway and transit projects.
This Appendix does not extend NEPA requirements to transportation plans and programs. The Transportation Efficiency Act for the 21st Century (TEA-21) and the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) specifically exempted transportation plans and programs from NEPA review. Therefore, initiating the NEPA process as part of, or concurrently with, a transportation planning study does not subject transportation plans and programs to NEPA.
Implementation of this Appendix by States, MPOs, and public transportation operators is voluntary. The degree to which studies, analyses, or conclusions from the transportation planning process can be incorporated into the project development/NEPA processes will depend upon how well they meet certain standards established by NEPA regulations and guidance. While some transportation planning processes already meet these standards, others will need some modification.
The remainder of this Appendix document utilizes a “Question and Answer” format, organized into three primary categories (“Procedural Issues,” “Substantive Issues,” and “Administrative Issues”).
To be included in the NEPA process, work from the transportation planning process must be documented in a form that can be appended to the NEPA document or incorporated by reference. Documents may be incorporated by reference if they are readily available so as to not impede agency or public review of the action. Any document incorporated by reference must be “reasonably available for inspection by potentially interested persons within the time allowed for comment.” Incorporated materials must be cited in the NEPA document and their contents briefly described, so that the reader understands why the document is cited and knows where to look for further information. To the extent possible, the documentation should be in a form such as official actions by the MPO, State DOT, or public transportation operator and/or correspondence within and among the organizations involved in the transportation planning process.
For purposes of transportation planning alone, a planning-level analysis does not need to rise to the level of detail required in the NEPA process. Rather, it needs to be accurate and up-to-date, and should adequately support recommended improvements in the statewide or metropolitan long-range transportation plan. The SAFETEA-LU requires transportation planning processes to focus on setting a context and following acceptable procedures. For example, the SAFETEA-LU requires a “discussion of the types of potential environmental mitigation activities” and potential areas for their implementation, rather than details on specific strategies. The SAFETEA-LU also emphasizes consultation with Federal, State, and Tribal land management, wildlife, and regulatory agencies.
However, the Environmental Assessment (EA) or Environmental Impact Statement (EIS) ultimately will be judged by the standards applicable under the NEPA regulations and guidance from the Council on Environmental Quality (CEQ). To the extent the information incorporated from the transportation planning process, standing alone, does not contain all of the information or analysis required by NEPA, then it will need to be supplemented by other information contained in the EIS or EA that would, in conjunction with the information from the plan, collectively meet the requirements of NEPA. The intent is not to require NEPA studies in the transportation planning process. As an option, the NEPA analyses prepared for project development can be integrated with transportation planning studies (see the response to Question 9 for additional information).
Sections 3005, 3006, and 6001 of the SAFETEA-LU established formal consultation requirements for MPOs and State DOTs to employ with environmental, regulatory, and resource agencies in the development of long-range transportation plans. For example, metropolitan transportation plans now “shall include a discussion of the types of potential environmental mitigation activities and potential areas to carry out these activities, including activities that may have the greatest potential to restore and maintain the environmental functions affected by the [transportation] plan,” and that these planning-level discussions “shall be developed in consultation with Federal, State, and Tribal land management, wildlife, and regulatory agencies.” In addition, MPOs “shall consult, as appropriate, with State and local agencies responsible for land use management, natural resources, environmental protection, conservation, and historic preservation concerning the development of a long-range transportation plan,” and that this consultation “shall involve, as appropriate, comparison of transportation plans with State conservation plans or maps, if available, or comparison of transportation plans to inventories of natural or historic resources, if available.” Similar SAFETEA-LU language addresses the development of the long-range statewide transportation plan, with the addition of Tribal conservation plans or maps to this planning-level “comparison.”
In addition, section 6002 of the SAFETEA-LU established several mechanisms for increased efficiency in environmental reviews for project decision-making. For example, the term “lead agency” collectively means the U.S. Department of Transportation and a State or local governmental entity serving as a joint lead agency for the NEPA process. In addition, the lead agency is responsible for inviting and designating “participating agencies” (i.e., other Federal or non-Federal agencies that may have an interest in the proposed project). Any Federal agency that is invited by the lead agency to participate in the environmental review process for a project shall be designated as a participating agency by the lead agency unless the invited agency informs the lead agency, in writing, by the deadline specified in the invitation that the invited agency:
(a) Has no jurisdiction or authority with respect to the project; (b) has no expertise or information relevant to the project; and (c) does not intend to submit comments on the project.
Past successful examples of using transportation planning products in NEPA analysis are based on early and continuous involvement of environmental, regulatory, and resource agencies. Without this early coordination, environmental, regulatory, and resource agencies are more likely to expect decisions made or analyses conducted in the transportation planning process to be revisited during the NEPA process. Early participation in transportation planning provides environmental, regulatory, and resource agencies better insight into the needs and objectives of the locality. Additionally, early participation provides an important opportunity for environmental, regulatory, and resource agency concerns to be identified and addressed early in the process, such as those related to permit applications. Moreover, Federal, Tribal, State, and local environmental, regulatory, and resource agencies are able to share data on particular resources, which can play a critical role in determining the feasibility of a transportation solution with respect to environmental impacts. The use of other agency planning outputs can result in a transportation project that could support multiple goals (transportation, environmental, and community). Further, planning decisions by these other agencies may have impacts on long-range transportation plans and/or the STIP/TIP, thereby providing important input to the transportation planning process and advancing integrated decision-making.
The lead agencies jointly decide, and must agree, on what processes and consultation techniques are used to determine the transportation planning products that will be incorporated into the NEPA process. At a minimum, a robust scoping/early coordination process (which explains to Federal and State environmental, regulatory, and resource agencies and the public the information and/or analyses utilized to develop the planning products, how the purpose and need was developed and refined, and how the design concept and scope were determined) should play a critical role in leading to informed decisions by the lead agencies on the suitability of the transportation planning information, analyses, documents, and decisions for use in the NEPA process. As part of a rigorous scoping/early coordination process, the FHWA and the FTA should ensure that the transportation planning results are appropriately documented, shared, and used.
There are no guarantees. However, the potential is greatly improved for transportation planning processes that address the “3-C” planning principles (comprehensive, cooperative, and continuous); incorporate the intent of NEPA through the consideration of natural, physical, and social effects; involve environmental, regulatory, and resource agencies; thoroughly document the transportation planning process information, analysis, and decision; and vet the planning results through the applicable public involvement processes.
The FHWA and the FTA will give deference to decisions resulting from the transportation planning process if the FHWA and FTA determine that the planning process is consistent with the “3-C” planning principles and when the planning study process, alternatives considered, and resulting decisions have a rational basis that is thoroughly documented and vetted through the applicable public involvement processes. Moreover, any applicable program-specific requirements (e.g., those of the Congestion Mitigation and Air Quality Improvement Program or the FTA's Capital Investment Grant program) also must be met.
The NEPA requires that the FHWA and the FTA be able to stand behind the overall soundness and credibility of analyses conducted and decisions made during the transportation planning process if they are incorporated into a NEPA document. For example, if systems-level or other broad objectives or choices from the transportation plan are incorporated into the purpose and need statement for a NEPA document, the FHWA and the FTA should not revisit whether these are the best objectives or choices among other options. Rather, the FHWA and the FTA review would include making sure that objectives or choices derived from the transportation plan were: Based on transportation planning factors established by Federal law; reflect a credible and articulated planning rationale; founded on reliable data; and developed through transportation planning processes meeting FHWA and FTA statutory and regulatory requirements. In addition, the basis for the goals and choices must be documented and included in the NEPA document. The FHWA/FTA reviewers do not need to review whether assumptions or analytical methods used in the studies are the best available, but, instead, need to assure that such assumptions or analytical methods are reasonable, scientifically acceptable, and consistent with goals, objectives, and policies set forth in long-range transportation plans. This review would include determining whether: (a) Assumptions have a rational basis and are up-to-date and (b) data, analytical methods, and modeling techniques are reliable, defensible, reasonably current, and meet data quality requirements.
The following questions should be answered prior to accepting studies conducted during the transportation planning process for use in NEPA. While not a “checklist,” these questions are intended to guide the practitioner's analysis of the planning products:
• How much time has passed since the planning studies and corresponding decisions were made?
• Were the future year policy assumptions used in the transportation planning process related to land use, economic development, transportation costs, and network expansion consistent with those to be used in the NEPA process?
• Is the information still relevant/valid?
• What changes have occurred in the area since the study was completed?
• Is the information in a format that can be appended to an environmental document or reformatted to do so?
• Are the analyses in a planning-level report or document based on data, analytical methods, and modeling techniques that are reliable, defensible, and consistent with those used in other regional transportation studies and project development activities?
• Were the FHWA and FTA, other agencies, and the public involved in the relevant planning analysis and the corresponding planning decisions?
• Were the planning products available to other agencies and the public during NEPA scoping?
• During NEPA scoping, was a clear connection between the decisions made in planning and those to be made during the project development stage explained to the public and others? What was the response?
• Are natural resource and land use plans being informed by transportation planning products, and vice versa?
A sound transportation planning process is the primary source of the project purpose and need. Through transportation planning, State and local governments, with involvement of stakeholders and the public, establish a vision for the region's future transportation system, define transportation goals and objectives for realizing that vision, decide which needs to address, and determine the timeframe for addressing these issues. The transportation planning process also provides a potential forum to define a project's purpose and need by framing the scope of the problem to be addressed by a proposed project. This scope may be further refined during the transportation planning process as more information about the transportation need is collected and consultation with the public and other stakeholders clarifies other issues and goals for the region.
23 U.S.C. 139(f), as amended by the SAFETEA-LU Section 6002, provides additional focus regarding the definition of the purpose and need and objectives. For example, the lead agency, as early as practicable during the environmental review process, shall provide an opportunity for involvement by participating agencies and the public in defining the purpose and need for a project. The statement of purpose and need shall include a clear statement of the objectives that the proposed action is intended to achieve, which may include: (a) Achieving a transportation objective identified in an applicable statewide or metropolitan transportation plan; (b) supporting land use, economic development, or growth objectives established in applicable Federal, State, local, or Tribal plans; and (c) serving national defense, national security, or other national objectives, as established in Federal laws, plans, or policies.
The transportation planning process can be utilized to develop the purpose and need in the following ways:
(a) Goals and objectives from the transportation planning process may be part of the project's purpose and need statement;
(b) A general travel corridor or general mode or modes (e.g., highway, transit, or a highway/transit combination) resulting from planning analyses may be part of the project's purpose and need statement;
(c) If the financial plan for a metropolitan transportation plan indicates that funding for a specific project will require special funding sources (e.g., tolls or public-private financing), such information may be included in the purpose and need statement; or
(d) The results of analyses from management systems (e.g., congestion, pavement, bridge, and/or safety) may shape the purpose and need statement.
The use of these planning-level goals and choices must be appropriately explained during NEPA scoping and in the NEPA document.
Consistent with NEPA, the purpose and need statement should be a statement of a transportation problem, not a specific solution. However, the purpose and need statement should be specific enough to generate alternatives that may potentially yield real solutions to the problem at-hand. A purpose and need statement that yields only one alternative may indicate a purpose and need that is too narrowly defined.
Short of a fully integrated transportation decision-making process, many State DOTs develop information for their purpose and need statements when implementing interagency NEPA/Section 404 process merger agreements. These agreements may need to be expanded to include commitments to share and utilize transportation planning products when developing a project's purpose and need.
The NEPA process may be initiated in conjunction with transportation planning studies in a number of ways. A common method is the “tiered EIS,” in which the first-tier EIS evaluates general travel corridors, modes, and/or packages of projects at a planning level of detail, leading to the refinement of purpose and need and, ideally, selection of the design concept and scope for a project or series of projects. Subsequently, second-tier NEPA review(s) of the resulting projects would be performed in the usual way. The first-tier EIS uses the NEPA process as a tool to involve environmental, regulatory, and resource agencies and the public in the planning decisions, as well as to ensure the appropriate consideration of environmental factors in these planning decisions.
Corridor or subarea analyses/studies are another option when the long-range transportation plan leaves open the possibility of multiple approaches to fulfill its goals and objectives. In such cases, the formal NEPA process could be initiated through publication of a NOI in conjunction with a corridor or subarea planning study.
This Appendix uses the term “alternatives” as specified in the NEPA regulations (40 CFR 1502.14), where it is defined in its broadest sense to include everything from major modal alternatives and location alternatives to minor design changes that would mitigate adverse impacts. This Appendix does not use the term as it is used in many other contexts (e.g., “prudent and feasible alternatives” under Section 4(f) of the Department of Transportation Act or the “Least Environmentally Damaging Practicable Alternative” under the Clean Water Act.
There are two ways in which the transportation planning process can begin limiting the alternative solutions to be evaluated during the NEPA process: (a) Shaping the purpose and need for the project; or (b) evaluating alternatives during planning studies and eliminating some of the alternatives from detailed study in the NEPA process prior to its start. Each approach requires careful attention, and is summarized below.
(a) Shaping the Purpose and Need for the Project: The transportation planning process should shape the purpose and need and, thereby, the range of reasonable alternatives. With proper documentation and public involvement, a purpose and need derived from the planning process can legitimately narrow the alternatives analyzed in the NEPA process. See the response to Question 8 for further discussion on how the planning process can shape the purpose and need used in the NEPA process.
For example, the purpose and need may be shaped by the transportation planning process in a manner that consequently narrows the range of alternatives that must be considered in detail in the NEPA document when:
(1) The transportation planning process has selected a general travel corridor as best addressing identified transportation problems and the rationale for the determination in the planning document is reflected in the purpose and need statement of the subsequent NEPA document;
(2) The transportation planning process has selected a general mode (e.g., highway, transit, or a highway/transit combination) that accomplishes its goals and objectives, and these documented determinations are reflected in the purpose and need statement of the subsequent NEPA document; or
(3) The transportation planning process determines that the project needs to be funded by tolls or other non-traditional funding sources in order for the long-range transportation plan to be fiscally constrained or identifies goals and objectives that can only be met by toll roads or other non-traditional funding sources, and that determination of those goals and objectives is reflected in the purpose and need statement of the subsequent NEPA document.
(b) Evaluating and Eliminating Alternatives During the Transportation Planning Process: The evaluation and elimination of alternatives during the transportation planning process can be incorporated by reference into a NEPA document under certain circumstances. In these cases, the planning study becomes part of the NEPA process and provides a basis for screening out alternatives. As with any part of the NEPA process, the analysis of alternatives to be incorporated from the process must have a rational basis that has been thoroughly documented (including documentation of the necessary and appropriate vetting through the applicable public involvement processes). This record should be made available for public review during the NEPA scoping process.
See responses to Questions 4, 5, 6, and 7 for additional elements to consider with respect to acceptance of planning products for NEPA documentation and the response to Question 12 on the information or analysis from the transportation planning process necessary for supporting the elimination of an alternative(s) from detailed consideration in the NEPA process.
Development of planning Alternatives Analysis studies, required prior to MAP-21 for projects seeking funds through FTA's Capital Investment Grant program, are now optional, but may still be used to narrow the alternatives prior to the NEPA review, just as other planning studies may be used. In fact, through planning studies, FTA may be able to narrow the alternatives considered in detail in the NEPA document to the No-Build (No Action) alternative and the Locally Preferred Alternative. If the planning process has included the analysis and stakeholder involvement that would be undertaken in a first tier NEPA process, then the alternatives screening conducted in the transportation planning process may be incorporated by reference, described, and relied upon in the project-level NEPA document. At that point, the project-level NEPA analysis can focus on the remaining alternatives.
The section of the EA or EIS that discusses alternatives considered but eliminated from detailed consideration should:
(a) Identify any alternatives eliminated during the transportation planning process (this could include broad categories of alternatives, as when a long-range transportation plan selects a general travel corridor based on a corridor study, thereby eliminating all alternatives along other alignments);
(b) Briefly summarize the reasons for eliminating the alternative; and
(c) Include a summary of the analysis process that supports the elimination of alternatives (the summary should reference the relevant sections or pages of the analysis or study) and incorporate it by reference or append it to the NEPA document.
Any analyses or studies used to eliminate alternatives from detailed consideration should be made available to the public and participating agencies during the NEPA scoping process and should be reasonably available during comment periods.
Alternatives passed over during the transportation planning process because they are infeasible or do not meet the NEPA “purpose and need” can be omitted from the detailed analysis of alternatives in the NEPA document, as long as the rationale for elimination is explained in the NEPA document. Alternatives that remain “reasonable” after the planning-level analysis must be addressed in the EIS, even when they are not the preferred alternative. When the proposed action evaluated in an EA involves unresolved conflicts concerning alternative uses of available resources, NEPA requires that appropriate alternatives be studied, developed, and described.
The following planning products are valuable inputs to the discussion of the affected environment and environmental consequences (both its current state and future state in the absence of the proposed action) in the project-level NEPA analysis and document:
• Regional development and growth analyses;
• Local land use, growth management, or development plans; and
• Population and employment projections.
The following are types of information, analysis, and other products from the transportation planning process that can be used in the discussion of the affected environment and environmental consequences in an EA or EIS:
(a) Geographic information system (GIS) overlays showing the past, current, or predicted future conditions of the natural and built environments;
(b) Environmental scans that identify environmental resources and environmentally sensitive areas;
(c) Descriptions of airsheds and watersheds;
(d) Demographic trends and forecasts;
(e) Projections of future land use, natural resource conservation areas, and development; and
(f) The outputs of natural resource planning efforts, such as wildlife conservation plans, watershed plans, special area management plans, and multiple species habitat conservation plans.
However, in most cases, the assessment of the affected environment and environmental consequences conducted during the transportation planning process will not be detailed or current enough to meet NEPA standards and, thus, the inventory and evaluation of affected resources and the analysis of consequences of the alternatives will need to be supplemented with more refined analysis and possibly site-specific details during the NEPA process.
Because the nature of the transportation planning process is to look broadly at future land use, development, population increases, and other growth factors, the planning analysis can provide the basis for the assessment of indirect and cumulative impacts required under NEPA. The consideration in the transportation planning process of development, growth, and consistency with local land use, growth management, or development plans, as well as population and employment projections, provides an overview of the multitude of factors in an area that are creating pressures not only on the transportation system, but on the natural ecosystem and important environmental and community resources. An analysis of all reasonably foreseeable actions in the area also should be a part of the transportation planning process. This planning-level information should be captured and utilized in the analysis of indirect and cumulative impacts during the NEPA process.
To be used in the analysis of indirect and cumulative impacts, such information should:
(a) Be sufficiently detailed that differences in consequences of alternatives can be readily identified;
(b) Be based on current data (e.g., data from the most recent Census) or be updated by additional information;
(c) Be based on reasonable assumptions that are clearly stated; and/or
(d) Rely on analytical methods and modeling techniques that are reliable, defensible, and reasonably current.
A lesson learned from efforts to establish mitigation banks and advance mitigation agreements and alternative mitigation options is the importance of beginning interagency discussions during the transportation planning process. Development pressures, habitat alteration, complicated real estate transactions, and competition for potential mitigation sites by public and private project proponents can encumber the already difficult task of mitigating for “like” value and function and reinforce the need to examine mitigation strategies as early as possible.
Robust use of remote sensing, GIS, and decision support systems for evaluating conservation strategies are all contributing to the advancement of natural resource and environmental planning. The outputs from environmental planning can now better inform transportation planning processes, including the development of mitigation strategies, so that transportation and conservation goals can be optimally met. For example, long-range transportation plans can be screened to assess the effect of general travel corridors or density, on the viability of sensitive plant and animal species or habitats. This type of screening provides a basis for early collaboration among transportation and environmental staffs, the public, and regulatory agencies to explore areas where impacts must be avoided and identify areas for mitigation investments. This can lead to mitigation strategies that are both more economical and more effective from an environmental stewardship perspective than traditional project-specific mitigation measures.
Yes. For example, the following FHWA and FTA funds may be utilized for conducting environmental studies and analyses within transportation planning:
• FHWA planning and research funds, as defined under 23 CFR part 420 (e.g., Metropolitan Planning (PL), Statewide Planning and Research (SPR), National Highway System (NHS), STP, and Equity Bonus); and
• FTA planning and research funds (49 U.S.C. 5303), urban formula funds (49 U.S.C. 5307), and (in limited circumstances) transit capital investment funds (49 U.S.C. 5309).
The eligible transportation planning-related uses of these funds may include: (a) Conducting feasibility or subarea/corridor needs studies and (b) developing system-wide environmental information/inventories (e.g., wetland banking inventories or standards to identify historically significant sites). Particularly in the case of PL and SPR funds, the proposed expenditure must be closely related to the development of transportation plans and programs under 23 U.S.C. 134-135 and 49 U.S.C. 5303-5306.
For FHWA funding programs, once a general travel corridor or specific project has progressed to a point in the preliminary engineering/NEPA phase that clearly extends beyond transportation planning, additional in-depth environmental studies must be funded through the program category for which the ultimate project qualifies (e.g., NHS, STP, Interstate Maintenance, and/or Bridge), rather than PL or SPR funds.
Another source of funding is FHWA's Transportation Enhancement program, which may be used for activities such as: conducting archeological planning and research; developing inventories such as those for historic bridges and highways, and other surface transportation-related structures; conducting studies to determine the extent of water pollution due to highway runoff; and conducting studies to reduce vehicle-caused wildlife mortality while maintaining habitat connectivity.
The FHWA and the FTA encourage State DOTs, MPOs, and public transportation operators to seek partners for some of these studies from environmental, regulatory, and resource agencies, non-government organizations, and other government and private sector entities with similar data needs, or environmental interests. In some cases, these partners may contribute data and expertise to the studies, as well as funding.
Certain organizational and staffing arrangements may support a more integrated approach to the planning/NEPA decision-making continuum. In many cases, planning organizations do not have environmental expertise on staff or readily accessible. Likewise, the review and regulatory responsibilities of many environmental, regulatory, and resource agencies make involvement in the transportation planning process a challenge for staff resources. These challenges may be partially met by improved use of the outputs of each agency's planning resources and by augmenting their capabilities through greater use of GIS and remote sensing technologies (see http://www.gis.fhwa.dot.gov/ for additional information on the use of GIS). Sharing databases and the planning products of local land use decision-makers and State and Federal environmental, regulatory, and resource agencies also provide efficiencies in acquiring and sharing the data and information needed for both transportation planning and NEPA work.
Additional opportunities such as shared staff, training across disciplines, and (in some cases) reorganizing to eliminate structural divisions between planning and NEPA practitioners may also need to be considered in order to better integrate NEPA considerations into transportation planning studies. The answers to the following two questions also contain useful information on training and staffing opportunities.
For several years, States have utilized Federal and State transportation funds to support focused and accelerated project review by a variety of local, State, Tribal, and Federal agencies. While Section 1309(e) of the TEA-21 and its successor in SAFETEA-LU section 6002 speak specifically to transportation project streamlining, there are other authorities that have been used to fund positions, such as the Intergovernmental Cooperation Act (31 U.S.C. 6505). In addition, long-term, on-call consultant contracts can provide backfill support for staff that are detailed to other parts of an agency for temporary assignments. At last count (as of 2015), over 200 positions were being funded. Additional information on interagency funding agreements is available at: http://environment.fhwa.dot.gov/strmlng/igdocs/index.htm.
Moreover, every State has advanced a variety of stewardship and streamlining initiatives that necessitate early involvement of environmental, regulatory, and resource agencies in the project development process. Such process improvements have: addressed the exchange of data to support avoidance and impact analysis; established formal and informal consultation and review schedules; advanced mitigation strategies; and resulted in a variety of programmatic reviews. Interagency agreements and work plans have evolved to describe performance objectives, as well as specific roles and responsibilities related to new streamlining initiatives. Some States have improved collaboration and efficiency by co-locating environmental, regulatory, and resource and transportation agency staff.
Both the FHWA and the FTA offer a variety of transportation planning, public involvement, and NEPA courses through the National Highway Institute and/or the National Transit Institute. Of particular note is the Linking Planning and NEPA Workshop, which provides a forum and facilitated group discussion among and between State DOT; MPO; Federal, Tribal, and State environmental, regulatory, and resource agencies; and FHWA/FTA representatives (at both the executive and program manager levels) to develop a State-specific action plan that will provide for strengthened linkages between the transportation planning and NEPA processes.
Moreover, the U.S. Fish and Wildlife Service offers Green Infrastructure Workshops that are focused on integrating planning for natural resources (“green infrastructure”) with the development, economic, and other infrastructure needs of society (“gray infrastructure”).
Robust planning and multi-issue environmental screening requires input from a wide variety of disciplines, including information technology; transportation planning; the NEPA process; and regulatory, permitting, and environmental specialty areas (e.g., noise, air quality, and biology). Senior managers at transportation and partner agencies can arrange a variety of individual training programs to support learning curves and skill development that contribute to a strengthened link of the transportation planning and NEPA processes. Formal and informal mentoring on an intra-agency basis can be arranged. Employee exchanges within and between agencies can be periodically scheduled, and persons involved with professional leadership programs can seek temporary assignments with partner agencies.
Valuable sources of information are FHWA's environment Web site (http://www.fhwa.dot.gov/environment/index.htm) and FTA's environmental streamlining Web site (http://www.environment.fta.dot.gov). Another source of information and case studies is NCHRP Report 8-38 (Consideration of Environmental Factors in Transportation Systems Planning), which is available at http://www4.trb.org/trb/crp.nsf/All??????38. In addition, AASHTO's Center for Environmental Excellence Web site is continuously updated with news and links to information of interest to transportation and environmental professionals (www.transportation.environment.org).


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Purpose of the position:
The coach has a solid and clear vision on Talent development and is responsible for the program, team, individuals, results and for talent- and coach development in youth classes within the Watersportverbond (RNYU) Talentplan.
• Guidance of the sports technical development of the sailors;
• Training of the sailors;
• Coaching during high performance events;
• Lead and manage a team of specialists and supporting staff;
• Collect, develop and share sport technical knowledge;
• Develop and support the long term sport technical educational plan;
• Implement new coaching/ sailing skills;
• Work on and develop talent tracking system;
• Stimulate the development of competences of sport technical staff;
• Work in the team of Talent coaches and RNYU staff
• Organise training clinics and courses for youth coaches within the Talentplan;
• Guide youth coaches within the Talentplan;
• Scout talent
• Experience in high performance racing or coaching (Dutch trainer 4/ 5 or comparable certificate)
• Inspiring, smart, creative and strong communicator.
• Good verbal and writing skills.
• Realising results.
• Analytic abilities.
• Professional performance and attitude.
• Good cooperative and social skills.
• Willing to develop own skills and be trained to the Dutch Topcoach 5 level.
• Ability to speak or willing to learn to speak Dutch
Earnings and benefits:
Depending on age and experience. We strive to set up a service level agreement based on performance preferably with an independent coach / company.
Applications and inquiries::
Further information: Mr. Koen Verhart, coordinator of the Watersportverbond Talentplan (+31 6113 60 807). Applications can be senT in until the 10th of january 2011 to: firstname.lastname@example.org
About the RNYU and the Watersportverbond Talentplan
The WATERSPORTVERBOND (RNYU) is a typical sports organisation managed by professionals assisted by volunteers and assisted by a professional office. More than 25 employees work here and support the board, committees, regions, classes and more than 400 clubs and over 100.000 members. The High Performance department of the RNYU runs an ambitious World Class Performance Program for most Olympic Classes. The objectives of this program can be summarised in 'HIGHER and FASTER'. This high performance department operates from its International Sailing Centres in Medemblik and The Hague.
The Watersportverbond Talentplan is the practical outcome of the Long Term Athlete Development Plan. Since 2006, started as project 2012, a growing talent development program has been build around a few core Olympic Classes. This program has been developed into a program in which young talents can grow to top athletes inside the Deltalloyd Olympic Team. Talent trains together in few classes to secure competition. A development process that is always coordinated by the RNYU and the Talent coaches in specific. The highest level within the Talentplan, the Talentteam (Laser, Laser Radial, 470, RS:X) is based in The Hague, where study, living and top sailing are combined in the National Training Center Sailing The Hague.

domain: sports


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The Blantyre Magistrate Court has adjourned to today a case involving an alleged child trafficker, 40-year-old Mateyu Kuchepa from Mangochi, so that he should get legal representation.
Kuchepa is answering nine charges of child trafficking following his arrest at Wenela Bus Depot in Blantyre on Wednesday when he allegedly, together with his unidentified friend who is currently on the run, wanted to take 21 children from Mozambique to work in a tobacco field in Mangochi.
The court is charging Kuchepa with nine counts for nine children as 12 of them did not qualify to be part of the case as they are above 16 years old; hence, they are defined as adults by the Constitution of the Republic of Malawi.
He has since pleaded not guilty to all the nine charges.
Presiding over the case yesterday, senior resident magistrate Viva Nyimba said a child trafficking charge is not an ordinary one as the maximum sentence life imprisonment and it will only be right for Kuchepa to have legal representation.
The court gave Kuchepa two options which are to hire a private lawyer or to let the court help him have a lawyer from the Legal Aid Bureau or if it fails, from the Malawi Law Society (MLS) on pro bono basis, to which the accused opted for the former.
However, State prosecutor Moja Phiri asked for a speedy trial, saying the children are being kept at Chisomo Orphanage on charity basis.

domain: law


text:
Monika Mitkute (@dream2bapencil)
My name is Monika Mitkute, A.K.A Dream2bapencil.
I was born in Lithuania, and I have lived in Dublin, Ireland since 2006. Nature and whimsy are the main themes which influence my intricate artwork, a mix of memories and fragments from long lost folktales. The hand drawn pieces form surreal worlds populated by unique characters. The detailed drawings invite the viewer to explore the artwork, to be intimate and perhaps experience emotions and memories. The mediums I mostly use are fine tipped pens and pencils on smooth watercolour paper. I finally made the decision to become a full time artist in 2016.
More of my work can be seen in the link: https://www.ins
Location: Ireland, Dublin
1356 Total post views

domain: artistic


PSICO® N80 Hilux Custom Airbox
Introducing PSICO® Performance Air Box kit to suit the Hilux Gun126R N80
The all Australian Fabricated Air Box is packed with features ensuring it is your first choice when you a looking to upgrade your vehicles intake system.
- The High quality Australian made Air Box is fabricated from 2.5 mm aluminium sheet metal ensuring high strength and no rust ever.
- PSICO® Performance Air Boxes feature a 10 mm thick Acrylic lid engraved with PSICO® Performance logo. This lid allows easy inspection and maintenance of your air filter. It is also simple to tell if any water has ingress into the system requiring drainage. Being a simple to check system ensures you will never have to worry about possible engine failure or premature wear due to an excessively blocked air filter or possibly water in the inlet system.
- The Air Box mounts into the factory location.
- The Air Box comes standard with a 4” inlet ready to install to any factory fitted snorkels and also 4” Stainless Steel Snorkels.
- The Air Box comes standard in a durable satin black powder coat finish.
- The Air Box features an easy to access billet drain port fitted with a quarter turn drain valve. This valve can be left open during normal conditions or easily closed to completely seal your air box when travelling through water crossings.
- Utilizing large conical PSICO® Performance clamp on filters ensures that no air or dust can bypass the air filter. This can be a common problem associated with compression sealed cylinder or panel type filters.
- Proven service history. These Air Box kits have been installed on numerous vehicles, they have been proven to be very durable as well as very effective and efficient in increasing inlet flow. This Air Box kit has been installed on many vehicles that with additional modifications are supporting high horsepower applications.
- All Australian Fabricated construction. Your money stays in Australia and supports Australian businesses, jobs and families.
- Available with a range of long life cleanable/washable PSICO® Performance air filters to suit your specific needs.


At least now we know we'll get to see some great shows before the world ends in 2012, right? The venerable Noise Pop just announced their 20th festival lineup slated for next February. While there are still some names to be added, the list of confirmed performers definitely isn't a blinged-out roster of earth-shattering indie artists, it'll definitely be six days worthy of the big 2-0.
It's light on the locals so far (only two, Imperial Teen and oOoOO), and heavy on elder statesmen of indie rock matched with up-and-comers. Nineties alt heroes Archers Of Loaf are coming back in a big way (their excellent debut Icky Mettle was just reissued this year) as the headliners, and stalwarts Built To Spill will likely steal hearts with their penchant for heady sets. Taking over the spaceship to weirdland that Kimya Dawson and Aesop Rock captained last year is Die Antwoord.
If you're looking to shake the February cold from your bones and sweat to some down and dirty rock 'n roll, may we suggest Bleached and Veronica Falls. As for bands of the more tripped-out persuasion, take a listen to SF's own oOoOO or kinetic experimental pop outifit Born Gold.
The rest of this year's lineup, so far:
Christie Front Drive
Craig Finn (frontman of The Hold Steady)
Laura Veirs & The Tumble Bees
Laura Veirs & The Hall of Flames
Early bird badges are available here


1/32 De Havilland Mosquito Mk IV
1/32 Plastic kit from Revell.
Get it while you can!
The Mosquito was one of the fastest and most powerful RAF bombers of the Second World War. Up until 1945 a total of 5500 of these aircraft were built. The lightweight Mosquito owes its success to the use of special materials for the basic airframe and the outer wing covering where mainly wood was used instead of aluminum.


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Kiva Lending Team: Sisterhood Smarts
We loan because...
We want to support and empower women globally.
A team of great people who believe in sharing and helping our sisters. By doing so, we know that through our collective effort, our families and communities will thrive.
Sisterhood Smarts Team
1 messages. Join the team to get in on the action!
Have feedback on lending teams? Click here.

domain: sociology


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On Twitter, artist Tony S. Daniel unveiled the completed version of his cover for the upcoming Batman #800, with colors by Tomeu Morey.
He had previously shown off an unfinished inked version of the cover on Monday, before following up with the final version.
Daniel's variant cover features an image of Batman in his Rebirth costume, standing in a pile of rubble. Etched in stone, the number 800 looms behind him, as bats fly towards the top of the page.
As it was previously reported, DC Comics will renumber several of their titles in order to celebrate the history of their biggest characters with Legacy-style variant covers drawn by Daniel. Each title will be renumbered according to the anniversary issue it is celebrating.
Superman #34 will be #800, Wonder Woman #34 will be #700, The Flash #39 will be #700 and Batman #35 will be #800. Batman #800 and Superman #800 will hit shelves on November 1. Wonder Woman #700 will be out on November 8, and The Flash #700 will see release on January 24, 2018.
This celebration of history and legacy will all lead up to the landmark Action Comics #1000, expected out in March 2018.

domain: news


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以下为航运咨询公司德路里Drewry近期在外媒发表的一篇对于港口联盟现状调查评析的文章《Drewry: ‘Key ingredients’ for strong terminal alliances》，原文如下：
Terminal alliances at container shipping ports sound good in theory, but they have to overcome various hurdles in order to actually be successful, which is why the progress for their establishment has been quite minimal, Neil Davidson, senior analyst for ports and terminals at Drewry, explained during a webinar last week.
Davidson said containerships are homogenous and terminals are not, so “like-for-like sharing of assets doesn’t necessarily prove to be the case in the terminal industry in the same way that it does for liner shipping.”
He added, “Terminal alliances can’t work on an ad hoc basis. You have to have certainty and predictability of what ships and services will call where.”
The sharing of yard equipment is another challenge and is dependent on proximity and whether the terminals have a common mode of operation, Davidson said.
He noted that it’s hard to find a win-win with terminal alliances as the more likely outcome is that one operator is happy while the other is not. Davidson said that since all terminals in a particular port will most likely suffer the same peaks and troughs, terminal mergers and acquisitions may end up being a better solution.
In regard to the “key ingredients” for successful terminal alliances, Davidson said a big plus is if the terminals are physically adjacent, with contiguous berthing lines.
Another key to success is if the terminals are similar in nature (size, draft, crane capability and yard equipment), he said, adding that it’s also better if the number of operators in the potential alliance is low.
“In general, the more parties that are involved, the harder it will be to find a workable terminal alliance,” Davidson said. “In fact, the ideal number really is just two operators. More parties mean more interests, greater complexity and additional challenges in finding a workable solution.”
It also helps if average terminal utilization is high and there’s a regulatory environment that is supportive of terminal alliances, he explained.
“Alliances and mergers between port authorities/port companies have been much more prevalent and successful,” Davidson said. “This may be because port authorities have less operational and commercial constraints to deal with. In general, they’re not operating cargo-handling terminals, and this is where the biggest challenges lie for the concept of alliances.”
Davidson said that to date, only three ports have announced plans to form terminal alliances: Miami, Colombo and Hong Kong.
In 2016, the two operators of specialized container terminals at Port Miami received approval from the Federal Maritime Commission for an alliance. “The Miami alliance is particularly logical as the two terminals are located adjacent to each other in the port,” Davidson said. “To date, the two operators have yet to fully implement the agreement and discussions remain underway.”
The Sri Lanka Ports Authority signed a memorandum of understanding in 2018 covering three terminals at the Port of Colombo, in which the Sri Lanka Ports Authority is the owner and operator of one and a minority shareholder of the other two.
“The intention is for the terminals to work together to coordinate operations and reduce waiting times for container vessels by allocating them to whichever terminal is available,” Davidson said. “Anecdotal evidence suggests that the alliance remains under development, although some progress has been made. For example, the three terminals are working closely together now to reduce inter-terminal truck transfers of containers.”
On Jan. 8, four terminal operators at the Port of Hong Kong — Hong Kong International Terminals Ltd., Modern Terminals Ltd., COSCO-HIT Terminals (Hong Kong) Ltd. and Asia Container Terminals Ltd. — announced their intention to form the Hong Kong Seaport Alliance (HKSPA) to enhance the competitiveness of the Port of Hong Kong, which has been losing business to nearby container ports over the last several years.
However, the Hong Kong Shippers’ Council lashed out against its formation. “The four terminal operators account for over 95 percent of container terminal business in Hong Kong,” the council said in a Jan. 9 press release. “The council is extremely worried about overwhelming market position of the alliance.”
On Jan. 10, the Hong Kong Competition Commission issued a statement saying it was conducting an investigation into the planned alliance.
The HKSPA issued a statement March 29 saying it had finalized its berth and yard planning strategies and its joint operating agreement was expected to be “progressively implemented” from April 1.
“The 23 berths of the members of HKSPA will be divided into three terminal zones to provide greater efficiency to shipping alliances and individual carriers. Under the new arrangement, a number of efficiency enhancements will be introduced,” HKSPA said. “Among them, inter-terminal trucking will be significantly reduced, and in many cases eliminated, which will be an important step in bringing cost savings to customers.”
The Hong Kong Competition Commission has not released an updated statement on the HKSPA, and at the time of reporting, the commission, HKSPA and the Hong Kong Shippers’ Council had yet to respond in regard to whether the alliance had been officially cleared by the commission.

domain: economics


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Viva Mexican food!
In response to "Vegan in a Mexican Household" in Issue 1, 2011, of Vegetarian Journal: Thank you for exploring how easy it is to veganize my favorite cuisine, Mexican food! I went vegan in 2002, and the very first dishes I sought to make with plant-based ingredients were tacos, enchiladas, and burritos. It was surprisingly simple, and Veronica Lizaola's article offers some new recipes I know I'll be trying soon.
In addition to your magazine, a resource your readers will find very useful is <www.veganmexican food.com>, a website devoted to making delicious, satisfying south-of-the-border meals without meat, eggs, or dairy.
Mark H., via e-mail
|Printer friendly Cite/link Email Feedback|
|Article Type:||Letter to the editor|
|Date:||Jul 1, 2011|
|Previous Article:||Giving vegetarians credit where credit is due.|
|Next Article:||Hey, VRG! Did you know that link isn't working anymore?|

domain: food


text:
A Perfect Space
Washington-state homeowners craft a light-filled potting shed to preside over their colorful container garden.
Filled with family keepsakes and treasured collections, the living quarters above their business provides a cozy home for two Georgia antiques dealers.
Green Scene: Ways to incorporate a signature color throughout your home. Click here to read a sneak preview.
For an Ohio couple, a 1927 Dutch Colonial with loads of character proves the perfect backdrop for showcasing their heirlooms and cherished antiques.
Painted with Personality: Tips for using paint to add creative touches to your rooms.
Living in the Light
An Illinois home and lifestyle blogger inventively incorporates salvaged finds and vintage goods throughout her ranch-style home.
Attention to Detail: How to repurpose items and use materials in unexpected ways to give spaces more character.
A Missouri couple with an affection for primitives build their dream retirement home around a renovated and relocated log cabin.
Lighten Up: A guide to making a log home feel bright and airy.
Restoring an abandoned 19th-century home and updating it for modern living brought a New York resident a sense of accomplishment.
Stenciled Touch: Ideas for adding style through stenciling.
Find out what's new with fellow Country Sampler readers, our social media sites, current contests and more. This month, we're giving you great ideas for sowing interesting touches in your garden, patio or other outdoor spaces with our Outdoor Decor Pinterest board, a fan photo from Facebook and a how-to decorating video.
Our expert assesses country collectibles, from a spice cabinet to a cut-glass toothpick holder.
Discover display ideas for must-have decorative accessories.
Matthew Mead offers inspiration for employing interesting containers to hold springtime plantings.
Decorate with Crafts
Country Sampler stylists share how to bring garden-fresh style into your kitchen. Click here for a sneak preview.
Win a $750 Gift Card
If you’re ready to spruce up your style for spring, you’ll want to enter for your chance to win a $750 Visa® gift card.
Country Marketplace Online
Our Country Marketplace offers you simple, one-stop shopping for unique home accessories, furnishings and patterns. Click here to find out more information on our crafters and their products.

domain: hobby


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Canada’s largest and leading communications group has launched an ambitious workplace and industry Diversity, Equity & Inclusion mandate under four pillars: Education, Outreach, Talent Management and Giving Back
TORONTO, Jan. 21, 2022 /CNW/ – As part of a commitment to diversity, equity and inclusion not only in its offices but the communications industry more broadly, Publicis Groupe Canada has launched a series of new DE&I initiatives for 2022, including an educational outreach program for young, racialized Canadians, and bold partnerships that aim to have a meaningful impact on the wellbeing of its people, communities, and business.
A Groupe task force developed the mandate under four key pillars: Education, Outreach, Talent Management and Giving Back, each with its own partners and programs to foster growth, support and understanding within and outside the Groupe. Formed as a myriad of industries reckon with the state of work, mental health and racial inequality, the Groupe mandate boldly sets a new standard for human resources and professional development.
“As we reflected on the state of our industry, and so many others, it became clear that more needed to be done internally, but also that our actions could serve as a catalyst for the wider advertising industry,” said Stephanie McRae, Head of Diversity & Inclusion for Publicis Groupe Canada, and Vice-President Human Resources for Leo Burnett and Saatchi & Saatchi. “Since the preliminary launch of the mandate, our efforts have already proven successful, with exciting new long-term partnerships in development and positive feedback related to swift policy changes and updates that speak to the needs of our people today when they need it.”
Support for Publicis Groupe Canada Employees
Among the range of pressing needs addressed by the Groupe mandate is enhanced mental health supports, as the risk of burnout during the pandemic restrictions has been well documented over the last two years. In 2021, the Groupe increased access to mental health benefits to $5,000 annually across the board. Plus, to acknowledge the diverse health needs of our employees, the Groupe added more targeted supports, including up to $50,000 per lifetime in support of gender affirmation care for transgender employees, and increased fertility treatment supports.
As families across Canada navigate shifting safety protocols that have closed, reopened and re-closed schools and daycares, the Groupe continued to enhance its commitment to supporting parents at home. In 2021, the Groupe audited its health benefits policies to include a 100 per cent salary top up for the first six weeks of parental and instituted flexible meeting policies that factor in the varying responsibilities of employees’ home lives. In coordination with the U.S. team, the Groupe ran “Publicis School” sessions, including after-school programming, featuring video sessions with families to read stories, cook, dance, learn magic and participate in science workshops to allow a pause for Groupe parents.
“As part of our Talent Management pillar, support for employees through boosted mental health policies was a no-brainer,” added McRae. “Managing talent cannot be a siloed effort, but instead has to account for the needs of employees in their roles and in their homes – especially today. We’re proud to have made industry-leading mental health progress over the last year, from education and training to access to vital supports.”
Support for Young, Black, Indigenous and Racialized Canadians
Among the Groupe’s boldest new programs is This Is The Job (thisisthejob.org), an outreach initiative for Black, Indigenous and racialized teens and young adults to educate, inspire and encourage them to consider a career in advertising. During the development process, the Groupe and its partners identified a lack of diversity within the industry, marked by an absence of diverse decision-makers, plus a knowledge gap among leadership and among underrepresented racialized groups. Through This Is The Job, the Groupe aims to close that gap.
“These jobs are invisible to so many racialized Canadians, especially first-generation Canadians whose career options can often feel limited by circumstance,” said Scott Pinkney, Vice-President, Executive Creative Director of Publicis Hawkeye and one of the founders of This Is The Job. “Without proper education and awareness, the advertising industry risks falling short on being a diverse and inclusive workforce unless we ourselves take action to improve it. This Is The Job is not about recruitment, it’s about outreach, knowledge sharing, and changing the complexion of the industry.”
Officially launched in Dec. 2021, This Is The Job leverages the designing, writing, and programming talents of the Groupe to highlight 25 possible job types within the industry, and match students to the optimal opportunity for them based on a questionnaire. The Groupe has already partnered with multiple school boards in Ontario to bring This Is The Job into focus with a planned series of career sessions for Ontario students, and the goal of launching a robust mentorship program.
“This isn’t a momentary campaign, it’s a long-term platform for change and we can’t wait to see where This Is The Job takes us,” added Pinkney. Since launch, several other organizations have reached out to bring the outreach program to their communities.
Support via Education, Giving Back
The broader mandate seeks to educate and enrich the Groupe network through a speaker series and educational programs, building on the success of the more than 20 sessions in 2021, including a talk with the Hon. Dr. Jean Augustine, the first Black Canadian woman to serve as a federal Minister of the Crown and Member of Parliament in Canada. Other guests included: Agapi Gessesse, Executive Director at the Careers Education Empowerment (CEE) Centre For Young Black Professionals; Dr. David S. Goldbloom, Senior Medical Advisor at the Centre for Addiction and Mental Health; and Chrystal Tabobandung, founder of RAISE, an Indigenous cultural awareness and competency training program.
Efforts to make real change must also go beyond the walls of the Groupe, as demonstrated by This Is The Job as well as the mandate’s Giving Back endeavours that focus on charitable partnerships. In 2021, the Groupe offered its services pro bono to the aforementioned CEE, which will continue in 2022, and instituted an employee volunteer day policy. Next, the Groupe will launch an innovative skills development program for young BIPOC creatives interested in the advertising industry in collaboration with the key training partners POV, and the Miami Ad School Canada.
“This mandate is about the Groupe holding ourselves accountable for systemic failures, encouraging transparency, and inspiring our colleagues in the industry to do the same,” said Andrew Bruce, CEO of Publicis Groupe Canada. “An inclusive workplace is not only more inviting and supportive, but it encourages diversity of perspective and stimulate new ideas. In an industry that thrives on new ideas and innovation, that’s an exciting prospect. I’m thrilled to back our bold mandate and inspiring team as we move forward to strengthen support and create opportunities for all.”
To learn more about Publicis Groupe Canada or This Is The Job, visit publicis.ca and thisisthejob.org.
SOURCE Publicis Groupe Canada


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Whoomp! There it is.
I know where I'm going after work.
Went to Midtown and got some. $6.98 on sale from $7.99. They had two in the fridge and a couple sitting out to the left of the fridge.
Hey Chimpo, that sale on it was a nice touch. I knew I should have grabbed more than one sixer.
I can't wait to try the Single Wide! 1 week and I am back in KC for a few days. Boulevard in my tummy..
I'm new to this blog, and we were looking for the Torpedo and the Single Wide and stopped by Berbiglia on 75th and State Line...what a waste of time. They had neither, I guess Gomer's will be the only place for me. Does Gomer's have some sort of "in" with Boulevard and they can get the bottles of Single Wide. The dude at Berbiglia said bottles weren't to be out until late March.
Berbiglia pretty much sucks, especially for beer. IMHO.

domain: geography


Secretary of State Rex Tillerson says the U.S. still wants Syrian President Bashar al-Assad's regime out of power — but warned that change might not happen for a while.
The U.S. still has a military presence in Syria, but that force is focusing on fighting terror groups like ISIS. Tillerson said he wants more cooperation with pro-Assad Russian forces in Syria to avoid violence in "de-escalation zones."
As for Assad, Tillerson said the U.S. would "discourage economic relationships" between Syria and other countries until Assad is no longer in power. He also noted the U.S. would work to diminish Iran's influence in the country, accusing Iran of financially propping up Assad's government.
The U.S. is also funding a Kurdish fighting force in Syria to combat ISIS, although U.S. ally Turkey considers those fighters terrorists. Part of Turkey's concern is that fighters will create a Kurdish proto-state on the Syria-Turkey border. Addressing that fear, Tillerson said plans for the region "must not threaten any neighboring states."


Progressive Conservative leader Karla MacFarlane says more awareness is needed about Nova Scotia’s ‘move over’ law.
Today, she will introduce a Bill in the Legislature that would place signage highlighting the ‘move over’ law on all 100-series highways in Nova Scotia and mark September 12 as First Responder Road Safety Awareness Day. She also wants to see that the law be renamed Frankie’s Law.
MacFarlane will be joined in the Legislature today by Savannah Deschênes and many members of the RCMP. Deschênes is the widow of Nova Scotia RCMP Const. Francis (Frankie) Deschênes. On September 12, 2017, Const. Deschênes pulled over on the Trans-Canada Highway in New Brunswick to help two people in an SUV. He was killed after a cargo van collided with his parked police cruiser and an SUV.
MacFarlane says the ‘move over’ law is great but we need to make sure people are aware what to do when they come upon flashing lights parked on the side of the highway.
“First responders put their lives on the line every day to protect our communities. This is a practical step to help make sure the public is more aware of this important lifesaving law,” says MacFarlane. “We want to see that September 12 be recognized annually to bring awareness to first responder road safety. We want to see the Liberal government support this important measure to raise awareness about the ‘move over’ law.”
Deschênes says she is grateful to Ms. MacFarlane for raising awareness about this important issue and would welcome this recognition for first responders.
“Frankie dedicated his life to keeping people safe,” says Deschênes. “Renaming and improving this law will keep even more people safe and we are so proud of that. We miss him every day.”
The bill also adds tow trucks and recovery vehicles that are stopped with flashing lights to the law that already covers emergency vehicles. It requires passing vehicles to reduce their speed below 60 km/hour and if possible, safely move over into another available lane for traffic moving in the same direction.


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China’s central bankers tame the Yuan for now
November 3, 2015
China has stabilized the Renminbi (also known as Yuan) almost three months after the central bank shocked global markets with a devaluation of its currency. In a surprise decision on August 11th, the China’s authorities aggressively implemented measurers to devalue the Yuan, causing it to drop 4.4 percent against the US Dollar within a few days. Since then, the focus of the China’s central bank has been maintaining stability and assuring the market that intentional manipulation will be kept at a minimum. Thus, the promise of letting market forces play a greater role in setting the exchange rate remains an unlikely possibility in the near future.
As of November 1, 2015, the Chinese currency reached its strongest level against the U.S. Dollar since the People’s Bank of China (PBOC, China’s central bank) first steered the Yuan into devaluation in mid-August. This newfound stability has been funded from the country’s foreign exchange reserves, which fell by a record number of up to $181 billion in the third quarter alone. Nervous central bank officials have also tightened rules on outbound remittance in order to prevent an exodus of cash from mainland China.
This constant currency fluctuation phenomenon was nothing special in China back in the 1980s and early 1990s, when China’s economy saw a hard landing back then, but is a rare scene during the past decade or so. For the community that keeps a close eye on China’s investment moves, this devaluation phenomenon could kill a lot of contemplated outbound investment deals that the market has hoped for. For Chinese citizens who now opt for a diversified investment portfolio by making investments in offshore assets (real estate in particular), this could translate into more foreign exchange control or restrictions on outflow of funds from China.
The biggest concern among business owners in China is now how they can be sure to strike deals globally in a sensible way. While anticipating more devaluation of the Yuan, one logic move of the business community is probably converting the RMB cash into US Dollars, and using such US Dollars to do some deals. As a result, we will probably see more acquisitions of US based assets by Chinese businesses. One market sector that will be favored by Chinese investors will be no doubt real estate.
FuJae will be monitoring the Yuan devaluation situation as it develops.


Yesterday’s – still playing back in my head
If you love – the way you move
I’m pretty sure…
I don’t know – what this means
Feelings now – and the in-betweens
What I want – and what you need
How do we…
Baby I don’t mind
You’re still in my mind
I don’t know
But I know just how you fee-eel
And what I fee-eel
Resting here – beside you now
Things unsaid – and things unknowable
We’ve just arrived – in this new life
Take me in…
There is nothing here to be afraid of
There is no one else as close as you
There is all this wanting we’ve been hiding
There is me now, there is you
This is the initial capture of the idea as it’s being formed. I came up with a chorus and bridge part without even knowing it. Once you have your capture, the songwriting part begins. Words. Recording the full pass of the song so you can teach it to yourself and others. — buzzie
I don’t have any expectations that this experiment with get a huge response. BUT… If you don’t put these things out to the universe, you never know. Here goes:
I wrote a song progression yesterday. I’d like you to help me finish it. I have no expectations about what you send me, lyrics, recordings, your own videos. Whatever you have in mind, let’s collaborate. If we do end up joining forces on a song you will get songwriting credits and (heh heh) royalties when the track goes viral on Apple Music.
Let’s do this.
Feel free to send me your content here john.mcelhenney at gmail dot com, or post things in the comments here.
The Head Radio Tribute CD has been a nice awakening of just how powerful the In Rainbows disc was to me during my recent divorce. The cover of Last Flowers was a less than hopeful play to get my leaving lover to reconsider her decision. I’m sure she heard it, once. She never commented on it.
As part of my Songwriter’s Notebook, Here are the tracks in progress.
1. Nude (vocal over existing RH tracks, will be re-recorded)
John McElhenney (www.buzzie.com) does a simple rendition of For the Summer by Ray LaMontagne.
“I’m falling in love with the idea of falling in love. The Ray LaMontagne song For the Summer just kicked my ass all day. I had to learn and record it. Sometimes music just touches me that way. You?” 2-17-13
I used to sing this NO TIME by the Guess Who at the top of my lungs back in middle school days. I’m not sure who I was leavin or where I was going. I most distinctly recall, a pool party, at the end of a six week summer camp excursion in New Mexico, and this entire album was playing. It was a boys and girls at the pool mixer. And this song always reminds me of that feeling. I guess I was saying goodbye to all the cuties, in my mind. Or being the rockstar, in my mind. Either way, this song IS SUMMER and LONGING for me.
Picking up the guitar, clipping the fingernails, and figuring out how to record again. All to give this song as a gift to a friend who’s birthday is TODAY. While he won’t want you to say hello directly, if you are a blipper, you can find him under the alias @adamofdallas.
The next video you see, or mp3 file depending on the day’s work, will be for you and your son. Have a great day today AC!
A few more shots of the studio space in the waining moments of a Sunday afternoon.
And with props to my friends on blip.fm @adamofdallas and @ladypn for continuing to push me back into creation mode. Thank you!
And an inspirational song I heard last week during #sxsw. I could not recall the name of the band or the song. But today I found it, thanks to a blip from someone else. Not the correct song, but the name of the band. The THERMALS. Here’s the song Let It Go.


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CITY OF KAWARTHA LAKES, Ont. – Several Ontario communities were on high alert Sunday as they worked to contain rising water levels that drowned out roads and forced dozens of residents from their homes.
The City of Kawartha Lakes and the towns of Bracebridge and Huntsville — all part of the province’s cottage country — remained under a state of emergency as they grappled with floods following heavy rain in recent days.
Huntsville was hit by flooding in 2008 and the community usually faces rising waters at least once every seven years, said Mayor Claude Doughty.
“It’s not a stranger to us in one sense, but it’s certainly unsettling especially to the people affected,” Doughty said in a phone interview Sunday night.
Doughty estimated 125 people from 70 homes were forced from their residences, but he expressed optimism that the floodwaters reached their crest Sunday night and no more evacuations would be needed.
”My take is that everybody that is going to be displaced has been displaced, I think we’re done,” he said.
Other communities that declared emergencies included Markstay-Warren, Minden Hills, South Algonquin and Bancroft according to the provincial government.
The province’s Ministry of Natural Resources also issued flood warnings for parts of northern Ontario, including the areas of North Bay and Parry Sound.
It’s unclear when the water will recede and the ministry’s statement warned snowmelt and runoff may cause waterways to continue to swell.
Brenda Stonehouse, a spokeswoman for the City of Kawartha Lakes, said her community’s last major flood was in 1998 and this year’s water levels have already matched it.
“We’re not sure whether the water level is going to rise at this point anymore but it’s already at a significantly high level,” Stonehouse said.
The city issued a statement advising residents to leave the flood area, which includes the Burnt River, Black River and Gull River watersheds.
City and Red Cross officials said 14 people were put up in hotels while up to roughly three dozen others found refuge with relatives.
Volunteers were sandbagging high-risk areas throughout the weekend and firefighters Sunday checked in on residents within the affected zone, helping at least three families trapped in their homes to leave by boat, Stonehouse said.
In Bracebridge, the worst was expected to hit late Sunday or early Monday, officials said.
While the weekend’s cool, dry weather has helped limit the swell, “the main flood flow, or the peak flow, is not anticipated to make its way through the system and hit Bracebridge until late tonight,” deputy mayor Rick Maloney said.
Low-lying areas near the junction of the Muskoka River’s north and south branches have suffered the most, beyond the light flooding typically expected in the region at this time of year, he said.
In some areas, the water has made roads “impassable,” and a bridge over the Black River has been washed out, leaving residents stranded on the other side, he said.
People in all affected communities were being warned to stay clear of open waters, creeks and rivers.
Ontario’s minister of community safety said on Sunday she had spoken to a number of mayors of communities affected and offered government support.
“Emergency Management Ontario field officers have been in contact with these communities, and, in the hardest hit areas, field officers have been deployed and are working to ensure municipalities have the support they need,” Madeleine Meilleur said in a statement.


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Murkowski Statement on U.S. Counterterrorism Operation against ISIS-K
U.S. Senator Lisa Murkowski (R-AK) released the following statement after the U.S-launched airstrike against ISIS-K, the Islamic State affiliate that claimed responsibility for the suicide bombing outside Kabul airport, which killed 13 U.S. service members.
“This week, the world has watched in horror as the situation in Afghanistan continues to escalate. Thirteen American military members were tragically killed in the support of evacuation efforts. America is taking direct and necessary action to retaliate against ISIS-K’s ruthless attack and sending a clear message that we will not tolerate the targeting and killing of Americans and innocent Afghans. I continue to pray for our troops and the many civilians who are caught in the middle of this crisis and look forward to the safe return of all Americans to U.S. soil.” said Senator Murkowski. “I have made clear that I believe the withdrawal of troops from Afghanistan was hasty and poorly planned, and stand ready to fully investigate the disastrous failure of this administration’s planning and execution of the evacuation.”

domain: politics


The leader of Republican Party, Fatmir Mediu summoned a meeting of party's structures on Friday ahead of the forewarned protest by the opposition on February 18. In his speech Mediu underlined that free and fair elections are the opposition's main objective, adding that this process should realized even through technical executive.
"We should join forces for an organized political action against the left wing executive which has plunged the country into a spiral of corruption and criminality, giving the power to the gangs and kicking off the citizens. We should seek and implement an electoral reform that will guarantee a fair electoral process, restore citizens' trust on the free vote, prevent vote's trafficking and election's capture by the organized crime," said Mediu.
Speaking over the opposition's protest he expressed the certitude that this will be a coordinated action between right wing parties and the citizens.
"The society is not destroyed by the people's action but the indifference of decent men. I call on every citizen to take the reins of their fate by joining February 18 protest," said Mediu.


Michael Buckley’s Dublin Standard Time - Pendulum
Michael Buckley’s Dublin Standard Time
Here’s a proposition for you. Ireland’s finest ever saxophonist in good company with the best of his own generation, playing the greatest of the songs that have reverberated through jazz and popular music over the last century. You might be forgiven for thinking this will be an ad hoc affair, but think again. With Dublin Standard Time, Buckley is offering a forensic and fully committed approach to the jazz standard, and the band, which also features Myles Drennan on fender Rhodes along with bassist Michael Coady and drummer Sean Carpio will exhaust all the possibilities offered by its current set list, before moving on to other songs from the standard canon. First up in a regular series of band encounters are evergreens like Sophisticated Lady, Everything I Love and Without a Song, tunes that will be the catalyst for invigorating blowing, deep grooving and the pursuit of a real band signature.


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By Libya Herald reporter.
Tripoli, 4 July 2016:
Clashes broke out in central Zawia this evening after iftar (the breaking of the fast: breakfast) between the Khadrawi and Ahneish families.
The two prominent families, who control controlling adjoining areas of the town with their own militias, are long-standing, bitter foes. The last gunfight they had was in March, over the killing of a Moroccan women involved with a man from each of the two families. On that occasion, several residents were forced to leave the town.
It is not known what has caused this latest outbreak of neighbourly violence.


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I am a Technical Designer based out of Ontario Canada.
I create engaging and immersive experiences by using iterative design principles, low-detail 3D modelling, and efficient scripting techniques for quick prototyping.
I am currently studying rendering techniques, custom shaders, and visual effects, to enhance the aesthetics of my projects.
A fully interactable TV modelled in an exaggerated style.
Created with 3DS Max, Substance Painter, and Unity Shader Graph.


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Interview with Rebecca Rook, Author of The Penance of Valentine Cash
16 Jan 2024
What’s the story behind the story? What inspired you to write The Penance of Valentine Cash?
The Penance of Valentine Cash follows a magical and arduous journey into the afterlife. When she dies in an accidental collision she caused on the cusp of musical fame, Valentine Cash is offered a deal: Complete a series of difficult tasks to get her life back. Fail, and she dies a final, everlasting death.
Guided by Route 66 the Mother Road of America on her quest, she tackles one herculean task after another, giving up a piece of herself with each trial. Since Valentine is a young alternate country musician, it’s very appropriate that the idea for this novel was inspired by a lyric from a country song. The phrase, “The sharp knife of a short life,” prompted me to explore what would happen after a young woman’s untimely death – and what she would do to regain her life.
Eventually, the story truly took shape when I realized that the novel was a retelling of The Twelve Labors of Hercules, which recounts the trials and tribulations Hercules must face after committing an accidental offense. I also imbued this novel with my love for adventure, folklore, and road trips, all of which are deeply embedded in the characters and the setting.
If you had to pick theme songs for the main characters of The Penance of Valentine Cash, what would they be?
I create playlists for each of my novels, which means The Penance of Valentine Cash has its own soundtrack! You can find the playlist listed in the front matter of the novel and through Spotify.
What’s your favorite genre to read? Is it the same as your favorite genre to write?
I love genre fiction. If the novel has horror, science fiction, fantasy, or mystery, I will likely want to read it. So it’s no surprise that I now write in these genres. As a storyteller, I love the possibilities and scope of imagination afforded by these genres.
What books are on your TBR pile right now?
Never Whistle at Night (an anthology), System Collapse by Martha Wells, A House with Good Bones by T. Kingfisher, and the Scholomance Series by Naomi Novik.
What scene in your book was your favorite to write?
I especially loved writing two scenes in The Penance of Valentine Cash: When Valentine is forced to undergo The Wild Hunt and when she battles the Bell Witch. I had so much fun finding North American legends and tall tales to include in her adventures.
Do you have any quirky writing habits? (lucky mugs, cats on laps, etc.)
I don’t have any quirky writing habits and I try not to accumulate them. I worry that fixating on a writing ritual or a habit would quickly become an excuse to avoid writing altogether if I lack the lucky pen, the right eucalyptus candle, etc. So I try to focus on having a solid outline of the novel and working, bit by bit, on whatever stage I’m currently in.
Do you have a motto, quote, or philosophy you live by?
The right time to do something is now.
If you could choose one thing for readers to remember after reading your book, what would it be?
After reading The Penance of Valentine Cash, I want readers to remember that they are far more capable than they realize. It’s important to have faith in yourself.
Rebecca Rook is the author of the new book The Penance of Valentine Cash
Connect with Rebecca RookAuthor Site
Sign up for our email and we’ll send you the best new books in your favorite genres weekly.

domain: library


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We are Authorized Dealers for Perth Pewter, Rawcliffe and the Phoenix Collection
and are NOT the manufacturer of these figurines.
All figurines are done in a museum-quality satin buff finish.
Many are done by the Old Masters who still design fantasy pieces today which are sold worldwide.
Some may increase in value.
Just over 3 1/4" high
This fairy's wings are accented with clear crsytals. Another larger clear
crsytal accents the base. "Surprise" is etched into the base. Maybe a
gnome just jumped out from behind a toadstool and caught her off guard!

domain: design


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Gemstones have been cherished for their beauty and significance for centuries. Beyond their aesthetic appeal, each gemstone carries unique meanings and symbolism, making them a popular choice for jewelry. In this article, we will delve into the world of gemstone meanings and their role in jewelry, helping you choose the perfect piece that resonates with your personality and beliefs.
Understanding Gemstone Meanings:
Amethyst: Often associated with clarity and calmness, amethyst is believed to promote mental clarity and inner peace. It’s a popular choice for those seeking balance and tranquility in their lives.
Aquamarine: Known as the “stone of courage,” aquamarine is thought to enhance communication and soothe fears. It’s a symbol of youth, health, and hope.
Emerald: Emeralds are associated with rebirth, fertility, and love. They symbolize growth and abundance and are often exchanged as tokens of love and loyalty.
Ruby: The deep red color of rubies represents love, passion, and energy. Rubies are said to bring good fortune and protect against negative energy.
Sapphire: Often linked to wisdom and royalty, sapphires symbolize loyalty and truth. They are believed to bring peace of mind and spiritual enlightenment.
Pearl: Pearls represent purity and innocence. They are often associated with new beginnings and are a classic choice for bridal jewelry.
Opal: Opals symbolize creativity, inspiration, and spontaneity. They are believed to enhance the imagination and spark creativity.
Topaz: Topaz is associated with strength and wisdom. It’s thought to bring self-confidence and balance to the wearer.
Choosing Gemstone Jewelry:
When selecting gemstone jewelry, consider the following factors:
Personal Meaning: Choose a gemstone that resonates with your personality, beliefs, or intentions. The meanings of gemstones can vary, so find one that aligns with your goals.
Color: Gemstones come in a wide range of colors. Consider the color that complements your skin tone and wardrobe.
Birthstone: Many people choose their birthstone as a personal and meaningful gemstone for jewelry. Birthstones are associated with specific months.
Occasion: Think about where and when you’ll wear the jewelry. Some gemstones are better suited for casual wear, while others are perfect for formal occasions.
Setting: The design and setting of the jewelry can also impact its overall look and meaning. A vintage setting may carry different symbolism than a modern one.
Caring for Gemstones: Different gemstones have different care requirements. Some are more delicate and may need extra attention to maintain their beauty.
Gemstone jewelry is a beautiful and meaningful way to express yourself and connect with the deeper significance of these precious stones. Whether you choose a gemstone for its color, meaning, or simply its aesthetic appeal, your jewelry will tell a unique story about you. So, explore the world of gemstones, and let them adorn you with their beauty and significance.
Remember, the meanings and symbolism associated with gemstones may vary across different cultures and belief systems. It’s essential to choose the gemstone that resonates with your individual beliefs and intentions.


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Delicious french food, fresh and always generous. Lovely hosts who will welcome you.
Go have a seat above a river, beside a typical small bridge made in Laos.
If you are hungry, don't hesitate, it's the place to be. The beef stew was really awesome...!More
As a resident i definitely recommend this authentic French restaurant. First, for the food. Mr Dom the owner-cook knows his job by heart and is very picky on the selection and quality of what will be served to guests. A large range of original recipes...from france are offered without any mistakes...meat of quality, hand made spaetzles, selected cheeses and cold cuts. Second, for the welcoming attitude of both the cook and his partner Miss Nini, always smiling and dedicated to guests' satisfaction. They will even help you to organise your activities during your stay in vangvieng. well, one of the must visit places in Vangvieng! go go go!More
We walked into this place after a long walk one night because I had been past it a couple of times and had looked at their chalkboard menus. When we walked in the owners were sitting and drinking wine with friends, they thought we might...have come to the wrong place. They asked if French food was fine because it was all they served. We were looking for a break from our Asian meals so we were excited to try this place. The owners are from France and I would describe the meal we had as French countryside. We ordered a meal for two which had charcuterie, baguettes, french cheeses, roasted potatoes, and an amazing salad with homemade dressing. The whole thing was probably actually enough for 3-4 people but we ate until we hurt. Of course we had some wine with dinner. The owners were so nice as were some of their friends, checking on the silly Americans who stumbled into their restaurant. This was one of the best meals that we had in Laos and we would definitely go back here again, you should try it out!More
Date of visit: January 2020
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