National Anthem: Follow Robert Merrill


Have heard some TERRIBLE renditions of the “Star Spangled Banner” on ESPN and other places.

Maybe Congress should pass a law that anyone singing the American National Anthem, must FIRST review a film, DVD, CD or whatever of opera star Robert Merrill singing the National Anthem (much at New York Yankees games). This is what Francis Scott Key envisioned in what he wrote that was adopted as the American National Anthem, first by an Executive Order from President Woodrow Wilson in 1916 (which had little effect beyond requiring military bands to play it) and then by a Congressional resolution in 1931, signed by President Herbert Hoover.
Some singers know they cannot do it right. They fudge it poorly or substitute “God Bless America”. I love Kate Smith and I love Saranac Lake, New York  where she lived, but save it for the “7th Inning Stretch”.
Because of the close affinity of the US with Canada for sporting events, especially hockey, some Canadian singers mess it up too. Only guy I know that does both right, is a guy named Art. He is an “Irish Tenor” from Québec (Rosemere, Ste Therese or Broisbiand?). A retiree (like thousands of others) from the General Motors now-closed Sainte-Thérèse Assembly Plant, he is also well known for “Oh Danny Boy” including verses you might never have heard .
Pictured above is our flag (a GIANT version) at the Rhone American Cemetery in Draguignan, France where I spent Memorial Day. Amy Malone sang both the Star Spangled Banner AND La Marseillaise PERFECTLY.


Passengers to Tahawus

Here is a reprint from a YAHOO Group

I agree and I don’t

They plan to start hauling aggregate stone from the old titanium mine in Tahawus. There is a huge pile of tailings (millions of tons) which were left over from the mining operation. As for passenger operations, there really isn’t a destination up there that tourists would want to travel to, other than enjoying the ride itself.

 It is interesting to hear that SNCRR has already run equipment up to Tahawus. Work has been consuming so much of my time I have little free time to keep up to date on things.As for passanger service the only real destination is Newcomb, NY and SNCRR would have to provide some sort of shuttle service from the tracks into town. As there is little to do in North Creek for a 1 day round trip for someone there is even less to do in Newcomb. I would imagine that passanger service would interest some people, but I doubt it would be a large number of people.The biggest question on my mind is if Iowa Pacific will bring newer equipment in to operate these train to and from Tahawus? Their current fleet has broken down several times last year and with an aged fleet will it be dependable enough for the task?
 Yesterday, June 1st, I was up in Tahawus and near the mines. I was curious to see how far the Saratoga & North Creek Railway (Iowa Pacific) had gotten in their work to open the rail line from North Creek to the Tahawus Mines. I pulled off of N.Y. Rt. 28-N at the Boreas River crossing onto Moose Pond Road and drove in to where the rail line crosses Moose Pond Road. From this point all the way into Tahawus the right of way has been cleared of all trees and vegetation, but as the picture in my file will illustrate plenty of MOW is still required before a train will travel down these tracks. From what I see Iowa Pacific will be rebuilding this line from scratch.
> Here is the link to the file I created (D&H Adk Div (SNCRR) 6-1-13) containing the pictures I took at the Moose Pond Road crossing;
http://groups. group/dandh/ files/D%26H% 20Adik%20Div% 20%28SNCRR% 29%206-1- 13/
 What about a history trip twice a month ?I’m sure that they could get enough people who would want to go and see the town and the old mine.Also, isn’t that the trail head for a bunch of the hiking trails ?Maybe they could get people interested in hiking, drop them off for a weekend and let them hike.If they are running trains out of there every day, it should not be a big deal to put a passenger car on the end of train, or behind the engine.

I agree that they will need reliable engines, and I would think they are going to need to keep a schedule.

Where are they dropping the cars once they bring them down ?

Is CPR taking them from the Mohawk Yard to their final destination ?

How many cars are they planning on taking each trip ? 50, 100 ?

How are they going to load the cars at the mine ? Is NL still running the mine ? Or is IP going to have to buy heavy equipment to load the rail cars ?

What is the timeline for getting the operation running and the first load out of the mine ?

3-Way Matching (3-Way Correlation)


I learned about the three-way match way before I ever heard about EDI. It was done in a large office that had many, many clerks with big stacks of paper all over their desks. I first heard of EDI when I was in Finance and got put on a team to study what we could do with EDI. You guessed right if you said our first and most important project should be the three-way match.
What is the three-way match (sometimes called three-way correlation)? For an expert accounting definition, I turned to the Accounting Coach for an explanation:

In accounting, the three-way match refers to a procedure used when processing an invoice received from a vendor or supplier. The purpose of the three-way match is to avoid paying incorrect and perhaps fraudulent invoices.

Where is Retailing Headed? If You Are In The Supply Chain, You Better Know


In April, 2013, Mike Martz wrote about “Omni-Channel“. It is all about the way we will be buying as a consumer. He sent an alert to eCommerce and the supply chain that it will have a BIG effect. To me, it sounded like a revolution was coming! I decided to learn more.
I took a look at an excerpt from a new book by Doug Stephens called “The Retail Revival: Reimagining Business for the New Age of Consumerism”. The retail that we know is going to change. Won’t be tomorrow; might take a decade or two. It is all about data, processing power and connectedness.

The word retail comes from the Old French word retaillier, meaning cut up or divided up. Thus a merchant who bought a large quantity of one or more products, then divided it up into smaller quantities for resale to consumers, was called a retailer. Doesn’t say anything about the retailer requiring a “brick and mortar” store. Consumers have always had to go SOMEWHERE to shop (store, internet, telephone, catalog, etc) because the manufacturers, wholesalers and retailers controlled the show.

Read More


Utica, New York ….. The COMETS Are Back


UTICA New York

The Comets are back.

After more than a decade without professional hockey — and 30 years before that of teams coming and going — the game is returning to the Utica Memorial Auditorium.

After months of rumors and speculation, it was announced Friday that the Utica Comets will play in the American Hockey League beginning this fall as the minor league affiliate of the Vancouver Canucks of the NHL.

And the team will be skating in a refurbished Aud.

Utica Mayor Robert Palmieri, who feels the AHL fits in with his vision of a revitalized Bagg’s Square and Harbor Point development, was passionate in his welcome to the team.

“What a great day for the city of Utica,” he said. “The emotion is overwhelming. … Welcome Vancouver to Utica.”

A key draw for Vancouver was that the state will be pumping $5 million into the Utica Aud — inside and out.

Enhancements include:

  • Infrastructure improvements, including repairing the arena’s façade, updates to the heating and air conditioning systems and electrical upgrades.
  • A 400-car parking lot on Whitesboro Street.
  • New locker rooms.
  • Workout and medical facilities.
  • A players’ lounge.
  • Upgrades to food service areas.
  • A new video scoreboard and luxury boxes.

Additionally, the move to Utica will create 54 jobs, including front office positions, coaches, players, trainers and equipment managers. An additional 34 part-time positions also will be created for the days of games and events.

The new team was introduced with great fanfare at a jam-packed Aqua Vino Restaurant owned by Rob Esche. The former NHL goalie is president of Mohawk Valley Garden, which will operate the team.

The team revives the name of the hugely popular Eastern Hockey League Clinton Comets of the 1950s and ’60s and is the latest in a long succession of pro hockey organizations that have operated in the area since the EHL closed up shop in 1973.

Frank DuRoss of New Hartford — another of the owners of MVG and a long-time operator of minor league hockey, soccer and lacrosse franchises — said he is confident of success despite the troubles of teams over the last four decades.

“We have local ownership,” he said. “You have lifelong residents of Oneida County operating the team. … We have reasonable ticket prices. And we are working hand in hand with Utica College, which will help both teams.”

Esche, 35, an area native who lives in Westmoreland, played goalie for seven seasons in the NHL and five more in Russia before retiring last year. He also is a former USA Olympian. He said bringing a team here has been a long-time goal.

“The Utica Devils left town (in 1993) and I think the whole area felt down,” he said. “My dream was to bring an AHL team back here.”

The Comets will share the building with a number of hockey programs, including Utica College but Esche does not see a conflict.

“UC hockey is what started this,” he said. “Scheduling will not be an issue.”

Laurance Gilman, the Canucks’ vice president for hockey operations, was asked if Utica might be a stop-gap site for the Canucks, who according to reports in Vancouver media are deeply interested in Abbotsford, British Columbia, the current home of the Calgary Flames’ AHL affiliate.

MVG’s contract with the Canucks is for six years.

Esche acknowledged there is an escape clause but suggested it is heavily weighted in MVG’s favor and something the Canucks would be very reluctant to exercise.

“We signed a multi-year agreement,” said Gilman, who signed Esche to his first NHL contract with the Phoenix Coyotes. “We are deeply committed to be here, and we will ice as great a team as possible.”

Gilman said there is no clause in the deal that would call for the city of Utica to make up financially for any operating losses.

Gotta read this link below to see the whole story

More history…..Going way back

EDI VANs Are Undefined At Best


VAN (Value Added Network) has history but no formal defining document. It isn’t part of the X12 and isn’t anywhere required. There is a lack of an existing generally accepted definition of what a VAN is. We will tie this in with the notion that they exist for the purpose of promoting and enabling transfer of data between trading partners, but that they are not a requirement of the process or infrastructure.
Earlier this year, I wrote on “What Is EDI? – A Definition and History“. I concentrated more on the standardization of DOCUMENTS, not how to exchange them. I covered how the Transportation Data Coordinating Committee (TDCC) morphed into the American National Standards Institute (ANSI) and became the ANSI X12 Committee and how on the other side of the ocean, standards for documents used in international trade, called Tradacoms , were developed. These bodies adequately took care of controls for individual documents and multiple documents (mailbags, etc.), but nary a word about actual delivery to the trading partner. It was left up to the user, but the vendors jumped into the drivers seat.

Loren Data, GXS and Daisychaining


In the early 1970s MCI filed an antitrust suit against AT&T alleging that AT&T held a monopoly position in the telecommunications industry. A part of its claim was that MCI was unable to compete fairly against AT&T because of pricing and access control AT&T held. Consumers at that time had few choices in long distance carriers because AT&T restricted the ways that MCI was able to offer its services. All that changed in 1980 when MCI won $1.8 billion in damages from AT&T and the Department of Justice led the breakup of the Bell System. But what does that have to do with today’s supply chain?
In December 2010 Loren Data Corp filed an antitrust suit against GXS, Inc. alleging that GXS used its market position by denying Loren Data Corp competitive access to its network, while granting similar access to other competitors.

David versus Goliath Continues


As you may know, Todd Gould was notified on June 4, 2013 that GXS has begun notifying its customers of its intention to terminate connectivity to Loren Data’s ECGrid® EDI Network on March 4, 2014. Ever since then Todd has received a lot of support from individuals in EDI forums.

We are going to try and give you some of those comments (abbreviated). Going to keep the same picture, not only because it’s cool; but because we bought it. (Todd, you can buy us a cup of coffee the next time you are in Nice.)

June 5, 2013

Todd Gould replies to the faithful

I am overwhelmed by the letters of encouragement I have already received; however, I am also bitterly disappointed.
Everyone who has any concern over these actions by GXS needs to speak out publicly, now. If you cannot go on the record representing your company, then speak out for yourself. If you can’t do that, then make some noise at your company so they understand what is going on, so they can speak out. Remaining silent only supports GXS, tacitly, but support nonetheless.
If you are with a VAN and you currently have EDI Service Providers as customers, be ready for a letter from GXS in the very near future banning all EDI Service Provider traffic from transiting your TGMS and Inovis interconnects. GXS is going to make your customers pay and connect to GXS directly for all that traffic. Think about it.
If you work for an EDI Service Provider shouldn’t you be able to choose whichever VAN you wish to route your customers’ traffic? Very soon your VAN (if it is not GXS) will be told that your customers’ traffic can no longer go over the TGMS interconnect, you will need to pay for another account on GXS. And if you would rather have interconnects to each VAN, shouldn’t you be able to do that on the same terms as any other VAN? Why made GXS king of deciding who can play and who has to pay?

If you are an end user, make no mistake, GXS is willing to interfere with over 10,000 trading partnerships and all the commerce that represents in order to control the market. These are your relationships, representing your supply chain, your business. Do not let GXS use your business to harm competition in this market.
If you are a GXS customer affected by this, call your account rep and ask them why they are doing this. How is this serving me? Tell them you want your trading partners to use whatever systems they want, and if that requires interconnects to ECGrid or any other service provider, then GXS should put them in place.
Not since AT&T v. MCI have we seen anything like this. It was bad for the market then, it is bad for the market now.
If you don’t speak out, you are supporting GXS’s actions.
Now is the time. Make your voice heard. This is your market, not GXS’s.


Todd Gould
Loren Data Corp.

June 5, 2013

Response to Todd

First they came for the communists,
and I didn’t speak out because I wasn’t a communist.
Then they came for the socialists,
and I didn’t speak out because I wasn’t a socialist.
Then they came for the trade unionists,
and I didn’t speak out because I wasn’t a trade unionist.
Then they came for me,
and there was no one left to speak for me.
– Martin Niemöller

June 8, 2013

Letter to Todd from
Earl Wertheimer

(reprinted in entirety because it is really cool)

I read both documents and wanted a better understanding of the following:

“Daisy chaining is a practice of having one EDI service provider enabling
downstream EDI providers which all become dependent on one connection.”

If I understand this correctly, you (EDI service provider) can enable me
(downstream EDI provider) to setup my own EDI VAN.

Essentially, if I want to create an EarlVAN, you (Loren) can set me up.

All traffic flows from my clients, through EarlVAN, across to Loren then
out to other VANs. I would assume that EarlVAN is a virtual entity,
connected to Loren.

Is this the practice they want to eliminate?


June 8, 2013

Response by Todd to Earl,

(reprinted in entirety because it is really cool)

The short answer is, yes, that is the practice that they want to eliminate or more specifically control and have sole authority over. This is the practice that SPS Commerce, DiCentral, CovalentWorks, NetEDI, and nearly every single other service provider (a VAN without interconnects) has been doing since EDI began, whether it is through ECGrid, Liaison, Easylink, etc.

You can call it EarlVAN or EarlTheServiceProvider (a la SPS, CovalentWorks, DiCentral). This has been how EDI has been operating since before the internet…we used to call them a VAN if they directly interconnected, and a VAS if they connected through a VAN.

GXS’s excuses about latency, lost data, etc. is pure fabrication. These virtual VANs or Service Providers provide multi-tenant systems as opposed to single-tenant end-user configurations. The data travels the exact same path over the same number of hops (or lack of them). In fact, using a service provider such as EarlVAN is frequently more reliable and responsive than one-system-per-vendor model because you know what you are doing and are getting paid to do it well, for many companies, in the same way.

GXS is taking the position that there can be service providers or virtual VANs in the market, but they must all connect directly and pay GXS to play. GXS then can exercise the right to not do business with any service provider they feel is a threat. By prohibiting that traffic over other other VANs, and refusing to connect directly (or making egregious demands to do so, such as in our case), GXS exercises the power prohibit any company it choses from competing in this market.

Additionally, GXS is now moving to enforce its “no third party/daisy-chaining” provision of their interconnect agreements, prohibiting all the other VANs from selling connectivity to GXS customers to EDI Service Providers. GXS now demands that all the traffic that goes to GXS customers is theirs alone to charge for, both ways, all sides. The other VANs should be quite concerned right now as that EDI Service Provider traffic is a sizeable chunk of billing they are about to lose.

Will the VANs lose their Interconnects to GXS for all traffic next?


June 9, 2013

By Ajay Sanghi, Managing Director
EDiSPHERE Software Private Limited

215, Congress Nagar, Nagpur 440012 | India

(reprinted in entirety because it is really cool)

We, at EDISPHERE Software Private Limited in India, are outraged by GXS plans to terminate interconnect agreement with Loren Data. This will adversely impact our business and that of thousands of companies.

We have launched India’s first indigenous self-service data integration network startup (, after several years of hard work, and significant investment in building the product, including native integration with Loren Data, as gateway, to our customer’s trading partners, who are spread across different EDI VANs.

The concerns highlighted by GXS in terminating the interconnect agreement with Loren Data states, “GXS will no longer process these transactions with Loren Data given concerns regarding tracking, latency, security and the daisy chaining of EDI data.” This is insincere and calculating for the following reasons:

The entire “daisy-chain” theory of GXS is a false premise for cancelling the interconnect agreement with Loren Data. Whether the data is processed by a third party service provider attached to ECGrid, or an end-users own mapping/translation software attached to ECGrid, the data moves with the same tracking, latency and security; as is being done by EDI VANs for several years.

Further, this looks like a classic CLEC vs. ILEC battle in telecom space a decade back! To me it’s a clear case of GXS (ILEC), an 800lb gorilla, muscling it’s way into crushing not just competition but also innovation, as it’s only on account of Loren Data (CLEC) that a small service provider like us can think of providing global connectivity. Loren Data is a great innovation in commoditizing the VAN business and we urge the US Supreme Court to bar GXS from cancelling Loren Data’s interconnect agreement, as the cancellation of the agreement is neither in the interest of end customer or small the service provider businesses like ours.

We will explore our options in India of stopping GXS disconnect Loren Data as our business gets directly affected by it.

I hope others also join in voicing against GXS!

Thank you for your consideration.


Ajay Sanghi

June 10, 2013

By Michael Kotoyan – Founder & Instructor EDI Academy –

(reprinted in entirety because it is really cool)

The daisy chain excuse by GXS is the most ridiculous one that I have ever heard, GXS does not even have the guts to tell the real reason (revenge for the retail catalog issue). Read more below.

When GXS bought a good EDI company called Inovis, EDI folks hoped for the best, some where sure that GSX would change their name considering how much bad publicity there is with it.  A once well-known TrustedLink translator or a  BizManager communication tool has been polluted with GXS’s brand. When GXS acquired Inovis they monopolized the retail EDI Catalog industry.

Loren Data stood up against the monopolization strategies of GXS in regards to the retail cataloging after the Inovis acquisition and  now GXS is punishing them for speaking out. After the GXS acquisition of Inovis, InterTrade (a good VAN / catalog company based out of Canada) is now there to offer an alternative to the retail EDI catalog. If Loren Data had not
spoken out about this, GXS would have a close to 100% of the retail EDI catalog business in the USA.

I am going to make sure that hundreds of EDI Academy class attendees that are confirmed to attend our classes rest of this year alone will know about this issue. When I was an EDI manager at a national retail chain back in the early 2000s I was disgusted with what GXS did to ICC.NET/EasyLink by cutting them out of the interconnect.  It was disruptive to the supply chain to thousands of vendors and there was outrage in the industry. They let ICC return to the interconnect several months later after industry outrage and a complaint filed with the department of justice

EDI Academy has been providing EDI Fundamentals & Best Practices Trainingfor over 6 years to thousands of EDI Professionals worldwide. Some of these attendees are GXS Customers.

As an EDI Academy instructor I have been teaching against bad EDI practices (e.g. issues caused by poor quality testing in on-retail boarding programs and testing fees) for years and always mention the ICC / GXS saga of the early 2000s in all of my classes. I tell the story of how ICC was brave enough to stand up against GXS and Sterling and route its traffic temporarily through the IBM. I am not shocked that they have now done this to Loren Data.

GXS bullies its ways to the top executives of organizations that are not as aware of what’s going in the industry. I praise Loren Data Corp for standing up against their monopolizing antitrust-like business practices.

By the way, GXS executives, in case you are actually reading this email, please note the fact that most GXS customers that take an EDI Academy class constantly complain about your outages. The tendency is that they are in a way simply “stuck” with your service because it has “just been there for years”. I know the GXS bottom line looks strong and your sales are doing well so you may not really care. However, if you think you do not have any industry-wide reputation issues you are being ignorant and living in a bubble.

Hopefully if the industry again puts enough pressure on GXS they will let Loren Data back in, just like they let ICC.NET back into the network over 10 years ago.

What Is CargoCap?


CargoCap is the fifth transportation alternative to the conventional systems of road, rail, air and water. It is a safe and economical way to carry goods quickly and on time in congested urban areas by underground transportation pipelines.
This innovative concept is a joint project of the German State of North Rhine-Westphalia and the Ruhr University of Bochum. The proposed underground transportation uses individual, intelligent vehicles called Caps. The system is independent of above ground traffic congestion and weather conditions. Each Cap is designed for the transportation of two euro-pallets (the European standard for pallets) and travels through pipelines with a diameter of about 6 and a half feet.

It is not just a “futures” problem they are trying to solve. About 10% of Germany’s highways are at or above capacity with traffic jams costing the economy around 130 billion dollars a year. Bearing the brunt are parts suppliers, raw materials suppliers and finished goods customers. Then there is the impact on the ecology: petroleum consumption, noise (cities as well as highways), pollution, accidents, demand for land.

Water, gas, electricity, cable TV and even building heat travel underground in the city. Why not refrigerators, car parts, bottles, etc rolling along at about 22 mph to factories and stores?

CargoCap is a computer-controlled transport system of the future: environment-friendly, fast, flexible and competitive. Customers and companies get their goods delivered on time. Deliveries could be between single business sites (workbench to workbench) or between warehouses and sales locations. In supply chain terminology, it could be called the optimization between e-commerce and logistics.

Todd Gould and GXS a.k.a. David and Goliath


Well the David and Goliath battle continues. See the letter below. We all hope David can find a stone for his slingshot and get the giant between his you-know-whats.

GXS to Terminate Loren Data Interconnects

Marina del Rey, California – June 4, 2013 – GXS has begun notifying its customers of its intention to terminate connectivity to Loren Data’s ECGrid® EDI Network on March 4, 2014. GXS has posted this notice on its website: Interconnect Service Announcements ( — if that link is broken, another copy of the notice can be found at Additionally, Steven Scala, Senior Vice President Corporate Strategy and Development, has informed Loren Data that its ECGrid Service Provider customers must negotiate new connections directly with GXS and will not be allowed to move their accounts to any other VAN.

Loren Data disputes all allegations of that notice, including the misinformation claiming any part of this egregious act was negotiated with Loren Data. Any service issues mentioned in the GXS advisory are self-serving and falsely attributed to ECGrid. The uptime, visibility, accuracy and reliability of ECGrid are among the top in the industry. GXS’s refusal to establish industry standard interconnects between the competing networks since 2001 has forced excessive and unnecessary support burdens and expenses on Loren Data and on trading partners of both systems. GXS’s attempt to frame this as anything other than an anticompetitive attack on Loren Data and its customers is disingenuous.

Todd Gould, President of Loren Data, comments, “Far greater than the termination of the ICC interconnect by GXS in 2002, this is an unprecedented act of monopolistic power to control and eliminate competition in this market. The fundamental premise of EDI is to allow each trading partner to pick the solution provider and system that best suits its needs, not the one that best suits GXS.

“The list of actions taken by GXS against all EDI service providers, and Loren Data as a VAN for service providers, demonstrates a long and concerted effort to prevent new competition from entering the industry by controlling interconnects. These are the same interconnects that GXS enjoyed for its own benefit, and could not live without, through the early years of EDI.

“The acquisitions of both the IBM and Inovis VANs allowed GXS to acquire enough subscribers on its system to become an essential facility to connect to for all other EDI providers. GXS is now exploiting this purchased monopoly position to knock competition out of the market, rather than competing with better-valued products to win customers. How the GXS-Inovis merger survived a Hart-Scott-Rodino review in 2010 will always puzzle me, but with 20/20 hindsight it is clear that the merger should never have been allowed.”

Gould continues, “With over 1,000,000 mailbags successfully processed between GXS and Loren Data in May 2013 alone, it is unconscionable the amount of chaos and instability this latest move by GXS will create in the market.”

In response to GXS’s newest attempt to coerce its customers’ trading partners to sign up with “GXS-approved” providers or GXS directly, Loren Data is now offering end-users unprecedented direct access to ECGrid. This will insure continuity to the more than 12,000 trading partnerships that GXS is determined to disrupt. Any companies interested in taking advantage of this offer should contact Loren Data at

Loren Data continues to pursue all legal and administrative avenues available in addition to industry outreach. A Petition for Writ of Certiorari was submitted to the U.S. Supreme Court (No. 12-1273) on April 23, 2013 for the antitrust case of Loren Data Corp. v. GXS, Inc. Please contact Thomas Kettenmann ( for access to the entire case history and any legal inquiries.

Loren Data’s ECGrid system is the preferred network for more than 10,000 trading partners, the majority of which are on major service providers such as SPS Commerce, CovalentWorks, NetEDI, EC InfoSystems, Radley Corporation, Pinnacle Data Systems, DiCentral and others. ECGrid currently services their customers’ 30,000+ trading partners on over 100 different systems including VANs, X.400 networks and direct connections. ECGrid is the only system developed specifically to meet the needs of EDI service providers, delivering the tools, visibility and reliability necessary to be a backbone EDI routing network. The industry leading ECGridOSSM web services API allows developers to deeply integrate EDI applications on top of the powerful ECGrid infrastructure. See and for more information.

ECGrid is a registered service mark and ECGridOS is a service mark of Loren Data Corp.


Kristine Finlay
Ph: +1-310-491-0380