The 19th annual Cops Cycling for Survivors will be slightly different than past years. The annual event that raises funds and awareness of the sacrifices made by Hoosier law enforcement families, which normally has participants riding over 1000 miles over a 13 day period will have a one-day public ride on September 5 at the Indiana Law Enforcement Academy in Plainfield starting at 8:30a. The general public is invited throughout the day and is open to riders of all abilities. This year’s ride will honor Chief David Hewitt, of the Rising Su Police Department and Trooper Peter Bo Stephan, of the Indiana State Police who both gave the ultimate sacrifice in 2019.A stationary Ride for Chief Hewitt will take place on September 14 at the Rising Sun Police Department and on September 18 at the Indiana State Police Lafayette Post. For more information, click here.
Los Angeles Mayor and Chair of the Metropolitan Transportation Authority Antonio Villaraigosa announced Friday that Phase I of the Expo Line will open on Saturday, April 28.All aboard · Phase I of the Expo Line is scheduled to open on April 28. The line will run from Downtown Los Angeles to Culver City. Phase II, expected to completed in 2015, will offer service to Santa Monica. – Phoebe Pan | Daily TrojanThe Expo Line runs adjacent to the University Park Campus on Exposition Boulevard and connects Culver City and Downtown Los Angeles. The line is 8.6 miles long and it will serve 12 stations, two of which are shared with the Blue Line, which runs between Downtown Los Angeles and Long Beach. The Expo line is expected to transport 27,000 passengers daily, according to Metro.“The opening of Expo Line Phase I is a critical step towards creating the multi-faceted transit network that Angelenos deserve,” Villaraigosa said in a press release.The line will run seven days a week and is expected to operate from 5 a.m. to 12:30 a.m.Rick Jager, a Metro media relations representative, said it is likely that Metro will offer free rides on the new Expo Line during its opening weekend, April 28 and April 29.“It will take board approval but in years past, every time we open up a line, we offer free rides on the weekend. [Villaraigosa] indicated that it looked like we would give free rides away on the opening weekend of the Expo Line,” Jager said.To prepare for regular service when the line opens and integration with Blue Line service, Metro has begun testing the trains along the Expo Line seven days a week from 4:30 a.m. to 1:30 a.m., an increase from previous tests, which ran from approximately 11 a.m. to 1 a.m.USC students need to be cautious when crossing the train tracks with the increase in testing, Jager said.“Students need to be aware that from now until April 28 there will be testing,” Jager said.Phase II of the Expo Line is expected to be completed in 2015, according to Metro. This addition will extend the Expo Line from Culver City to Santa Monica.
Natural Resources CommitteeExxonMobil’s appearance before the Parliamentary Natural Resources Committee on Friday saw the oil company being grilled about local content and corporate social responsibilities. However, while the company has been doing work in this regard, it was a Government Member of Parliament who noted that the state must take the initiative on providing a local content framework.ExxonMobil Country Manager Rod Henson related that, during the first quarter of 2018, Exxon used 227 local companies, with US$14.1 million going into the economy. He stressed that regardless of the size of the companies Exxon used, the services they provide are all important.Henson also revealed that, in the first quarter, the company grew by 40 persons, of whom 28 were of Guyanese nationality. Henson noted that Exxon has hired several engineers of Guyanese nationality, including engineering graduates from the University of Guyana and the University of the West Indies.He revealed that they received additional training opportunities, and that their expertise would be used by the time first oil is produced in 2020.In addition, Henson noted that those Exxon had hired are also being promoted after being afforded training opportunities. Here he cited examples of drivers who were promoted upwards into senior positions in the company’s operations.But when suggestions were fielded to Henson that Exxon had a role to play in helping Government to formulate local content legislation, Government Member of Parliament Jermaine Figueira intervened.Figueria noted that rather than Exxon providing a blueprint of what local content it would initiate, it’s the other way around. He pointed out that Government has the responsibility to lead the way on local content and laying out a frame work.“With respect to asking (whether) Exxon has a local content (policy) that they are desirous of providing the Government, that (question) should be the other way around. Local content, of which Exxon will be implementing, should be heavily influenced by the Government,” Figueira said.“The local content policy should be of an indigenous nature. It must reflect the Guyanese significant input on what it is we want… I don’t believe you should lead the way on local content. I believe it is the other way around,” Figueira stressed.Government has faced much criticism for the draft local content policy it released to the public, with the political opposition referring to it as hollow, and even civil society criticising it.A criticism was that the document does not cater for issues such as how to avoid procurement fraud, conflict of interest and favouritism, among other (things). Instead, the draft Local Content Policy framework seeks to address the suite of opportunities that may arise, and the approaches to be taken in selecting and developing opportunities related to enhancing the capabilities of Guyanese nationals and businesses.Since the criticisms first emerged, Government has been holding consultations with different representative bodies. And when ExxonMobil was granted a production license, Minister of Natural Resources, Raphael Trotman, asked the company to submit its Local Content Plan to the Government.CLBDRegarding the Center for Local Business Development (CLBD), Henson spoke about outreaches that the Center has done with the Institute of Private Enterprise Development (IPED) in a bid to extend their reach beyond Georgetown.But questioning the rationale, Figueira referenced a particular instance when Exxon allegedly contracted a catering service from Trinidad, which then sub-contracted the work to a local company. The MP also probed how many contractors and sub-contractors were used, with Figueira noting that while companies may have been used and paid by Exxon, it is important that the money remains within the local economy.Initially, Henson appeared confused, and explained that making this distinction does not matter. Figueira, however, received support on this point from Committee Chairman Odinga Lumumba, with the end result being Henson promising to make this information available at a later date.The issue of the company’s corporate social responsibility was also raised, with Figueira noting that Exxon has spent millions in countries like Nigeria on such projects. In response, Henson revealed that the company gets thousands of requests from locals, including to construct buildings.“We do this all over the world! Seventy per cent cent of our employees are Guyanese. It’s where we live. But it’s not our role to fix every problem. But it’s something that we want to do… to the degree that we can,” Henson explained. “There’s a lot of need here, and we recognise we can’t meet all those needs.”That being said, Henson went on to reel off all the social projects Exxon has engaged in, including in the areas of science, technology engineering and mathematics (STEM) and outfitting learning resources centres. He made it clear that the company does see fulfilling requests from non-governmental organisations as part of their corporate responsibility.
GLENDALE – Nearly a year after a horrific Metrolink crash killed 11 people and injured nearly 200, a state Assembly committee on rail safety called Wednesday for a ban on the controversial “push-pull” running of trains – where the engine pushes trains from behind – which critics decry as unsafe. Flanked by families of victims from the Jan. 26 crash, Assemblyman Dario Frommer, D-Glendale, released the committee’s report and proposed a three-year phase-out of push-pull operations on Metrolink and three other commuter lines in California. Frommer said if the rail operators don’t voluntarily comply, he’ll seek legislation this session to impose the ban. “This is going to be a fight,” said Frommer, the safety committee chairman, after a morning press conference near the crash site in his Glendale district. But Metrolink attacked the proposals as unrealistic, while officials of other commuter lines said they cannot afford a $3 million locomotive for each train or to purchase land for a turn-around yard with the high cost of California real estate. Plus, they maintain, evidence shows push operations are safe. “We think he’s wrong. We don’t think he has the science behind him,” said Metrolink spokeswoman Denise Tyrrell. “These alternatives they mention are not rational alternatives. They’re not realistic financially. They’re not realistic physically. And they won’t deliver what’s promised.” Metrolink instead is focused on new technology to reduce the serious impact of crashes, and will be the first in the nation to outfit its cab cars – the lead car when the train is in the push mode – under a massive procurement being carried out to replace its 40 cab cars this year. “We’ve operated in the push-pull mode from our inception,” Tyrrell said. “We have faith in it, believe in it, ride it ourselves.” Along with Metrolink, the proposed ban would apply to Caltrain, the Coaster train in northern San Diego County and the Altamont Commuter Express. “The expense is egregious,” said Jonah Weinberg, a spokesman for Caltrain, which operates between San Jose and San Francisco. “The millions of millions of dollars that would be spent on putting in two engines would not allow us to pursue these other things like grade separation, fencing off the corridors.” The report from the Assembly Special Committee on Rail Safety also called for additional safety measures, such as better crossing gates, a track warning system to alert conductors of problems on the tracks and immediate action to prevent passengers from sitting in the cab cars. Metrolink and other lines have roped off some rows of the cab cars already. Frommer also said he would try to get $500 million for grade-separation projects statewide into Gov. Arnold Schwarzenegger’s vast infrastructure proposal that is being considered this year in Sacramento. He blasted the state for funding grade separations at the same low level for the past 30 years, saying that at that rate it would take 2,500 years to grade-separate the most dangerous crossings. But the prohibition against push-pull was the committee’s key finding, and came after months of investigation and a public hearing after last year’s crash. Banning push-pull could face legal obstacles because the Federal Railroad Administration historically has authority over train operations nationwide, and it believes push-pull is safe. However, Frommer was confident that the state has the authority to prohibit the operation, and the report cites several legal cases in which local powers have been able to pre-empt the federal regulation. A spokesman for the FRA said Wednesday that commuter lines are welcome to do away with push-pull, but that the federal government is not stepping in to mandate it. “The data that has been accumulated does not suggest the need for us, the federal government, to take action in that regard,” said FRA spokesman Steve Kulm. “It has been safe, and it is safe, and we’re working to make it safer.” But family members of those lost in the crash say the authorities have not done enough to protect passengers, and they want an end to what they see as a dangerous push-pull operation. Lien Wiley, whose husband, Don, was on the southbound train headed to work that morning, hopes the practice will be changed. She said the past year has been difficult as she still can’t believe her husband of 12 years is gone. “I still cry every day,” said the Simi Valley resident. “Every day, every afternoon, I still listen to the garage door and wait for him to come home. I still can’t believe he’s never coming home again. “The government fell asleep at the wheel. The government’s supposed to regulate them and monitor them,” she said. “I will never forgive myself if I don’t do something.” Lisa Mascaro, (818) 713-3761 firstname.lastname@example.org 160Want local news?Sign up for the Localist and stay informed Something went wrong. Please try again.subscribeCongratulations! You’re all set! AD Quality Auto 360p 720p 1080p Top articles1/5READ MORESanta Anita opens winter meet Saturday with loaded card “There is no doubt in my mind that the push-pull configuration is a killer and one that needs to be outlawed in California,” he said. Injured passengers have filed lawsuits claiming Metrolink was negligent for operating the push-pull system, in which a locomotive pushes lighter cars ahead of it one way and pulls them on the return. “There are allegations that pushed trains are more likely to derail because the lighter passenger cabs in the front can be pushed off the tracks more easily,” the state report said. The practice has come under increased scrutiny since last year’s crash, the worst in Metrolink’s history, when a train in the push mode crashed into a sport utility vehicle parked on the tracks, then collided with an oncoming train and a parked train. A despondent handyman who parked his SUV on the tracks has pleaded not guilty to murder charges. Frommer said it’s up to train operators to determine an alternative mode, but the report suggested using a second locomotive, a turn-around yard at the end of each line or a so-called “cabbage car” – a locomotive filled with heavy materials such as lead or ballast to make it less susceptible to derailing or crushing.
It’s still possible, though there are challenges.Most electric vehicles are charged at home within the secure confines of a garage. But what can you do if you park in a carport or on a driveway, instead? What if you live in a condominium or an apartment building and at best have an assigned parking space?While either of these situations can be challenging to EV ownership, as you’ll find out they don’t necessarily have to be a deterrent.More EV News 10 Reasons Why You Should Buy An Electric Car 10 Questions To Ask Yourself Before Buying An Electric Car Author Liberty Access TechnologiesPosted on April 14, 2019Categories Electric Vehicle News What, No Garage?Not having a garage on your property doesn’t mean you can’t home-charge an EV, as long as you have electric service and a dedicated area in which to park. Unfortunately, charging an electric car outdoors requires more than just an external electric outlet. You’ll want to have an electrician install a hardwired charging station, which is also called electric vehicle service equipment (EVSE). You’ll need to have it attached to either an external wall or a freestanding pole. Outdoor-rated units are safe to use in all weather conditions, but their installation is likely pursuant to your area’s building codes, which means you or your electrician will have to secure a permit before work proceeds.The Ultimate Buyer’s Guide To Home EV Chargers: Plus Top 5 PicksAn outdoor-rated EVSE can cost between $500 and around $1,200 depending on features and how it’s configured. Make sure any charger you choose comes with enough cord to reach your car’s charging port easily. Expect to pay several hundred dollars to have a hardwired EVSE installed, based on how and where it will be placed, local labor rates, and permit costs. On the plus side, you may be able to take advantage of state and/or local power company-provided incentives for having a charger installed. MyEV.com is offering a choice of outdoor-rated hardwired charging units from supplier ClipperCreek that start at $499. You can find them via a link embedded in any of our used EV listings under the “Home Charging Options” section.While you’re at it, have the electrician install 240-volt service for the charger so you can take advantage of what’s called Level 2 charging. Depending on the model, it can take between eight and perhaps as long as 24 hours to replenish a fully drained EV battery via standard 110-volt house current (that’s Level 1 charging). Level 2 charging can fully replenish an EV’s power cells in as little as four hours.What About Apartment And Condo Dwellers?City dwellers stand to benefit the most from driving an EV – they tend to take shorter trips at slower speeds and live where the environment is already subjected to tailpipe emissions from cars and trucks with internal combustion engines. However, those living in apartment and condominium buildings rarely have access to onsite charging stations.One solution here would be to petition your landlord or condo board to have an EVSE installed in the building’s parking lot or garage, either at your assigned space or in a common area for residents’ use. For its part, the ChargePoint company says it will work with your building’s property manager or condo board to have this accomplished. Since this can be a long shot at best, you can have one installed yourself, but you’ll wind up leaving it and however much money you’ve invested for the unit and installation behind if you move. And unless you have an assigned parking space, there’s a chance someone else’s car might be parked in front of the charger at any given time.You may be able to take advantage of charging an EV at your workplace. Some companies have installed electric car chargers in their garages and parking lots for their employees’ use. Workplace charging is still not particularly common, however, though some states now offer an incentive for having onsite stations installed.Charging In PublicBeyond the above options, you would have to rely exclusively on public charging stations. You’ll most often find them installed in parking garages, retail parking lots, at hotels, new-car dealerships, and even curbside in areas having a higher concentration of EV ownership. Tesla Motors has established an extensive “Supercharger” network of stations at its dealerships and other locations that’s exclusively for its own EV owners.If public charging is your only viable option, it’s wise to determine where public chargers are installed near where you live, work, and shop before buying one. Websites like PlugShare.com and PlugInAmerica.org feature interactive maps that show the locations of public charging stations.While most public units deliver Level 2 service, some provide what’s called Level 3 charging. Also known as DC Fast Charging, it can bring a given EV’s battery up to 80 percent of its capacity in around 30 minutes. But while many Level 2 chargers remain free to use, you’ll have to pay for DC Fast Charging. Some states allow pricing based on the kilowatt-hours (kWh) of electricity used, while others only allow providers to charge on a per-minute basis. We recently paid $0.29 a minute for Level 3 Charging via a unit located just outside Chicago, IL.You’ll also want to join a charging network like Blink, ChargePoint, or EVgo. You can usually sign up online and will be issued a card to initiate charging. Depending on the network, charging can either be pre-paid or linked to a credit-card account. You can usually use a mobile phone app to locate the nearest public charging stations, determine what type of charging they support, and even whether or not they’re currently in use or are out of order. Source: Electric Vehicle News Which Electric Cars Are The Cheapest To Lease?