Without Super Delegates Clinton Can’t Win Nomination

e keep hearing about how the Republicans plan to attempt to stop Donald Trump by keeping him from getting enough delegates to win on the first ballot. The only reason we are not hearing that Hillary Clinton can’t get the 2,383 delegates she needs to get across the finish line is that superdelegates can put her over the top. Nobody is pointing out that she can’t get there with just pledged delegates.

Bernie Sanders had a good night on “Western Tuesday” and should have an even bigger day on Saturday. Large margins in Idaho and Utah could be a sign of things to come. His campaign has always said the calendar would favor him after March 15th.

While it is true that if Sanders won the rest of the states 55-45 he wouldn’t catch Clinton, it is also true that if Clinton ran the table she wouldn’t get to 2382 without superdelegates. Sanders’s campaign manager Jeff Weaver said on Tuesday that they see a path to the nomination without winning every state. Weaver said they will win some states bigger than others, but there are enough delegates out there and they have models that chart the path to victory.

So let’s look at the bigger picture: After last night 53% of the pledged delegates have been chosen on the Democratic side. Clinton has 1,214 delegates and Sanders has 901. Of course, it won’t be an easy road for Sanders, but it is not impossible.

While Western Tuesday was a good night for Sanders, things have to start getting better. Bernie gained only six delegates, despite his blowout wins in Idaho and Utah. He has to start winning big in big states and not lose the biggest prize of the night in the future.

That can start to happen Saturday. Washington State is a must. He can’t afford to win 2 out of 3 again. Bernie will also need to start winning states like Wisconsin, New York, and Pennsylvania if he plans to get within striking distance to catch Clinton on June 7th. California and New Jersey are on June 7th, and if Bernie Sanders has the momentum it could be a game-changing day.

Presidential elections are about the narrative. If people on the fence believe one side can win, they can make it happen. If the narrative is that a candidate can’t win, it is hard to overcome. That is why the establishment media is attempting to sell the story that Bernie can’t win.

47% of the delegates are still up for grabs. Let’s let the people vote before we declare a winner.

Scott Galindez, Reader Supported News

Link Montreal to Chicago with Ontario’s high speed rail

Oh What A Dream. Commuted Montréal to Chicago long time.  HATE TO FLY. Amtrak slow over freight railroads. VIA Rail a miniature Amtrak. Long drive. After 9/11 took “The Hound” home. Never again.

The provincial government should consider linking any potential high-speed rail in Ontario to cities in the midwest United States, according to president and CEO of the Windsor-Essex Regional Chamber of Commerce.

Matt Marchand is part of a group that met with provincial officials in Windsor on Wednesday to discuss what such a rail project could look like. The plan, so far, is to link Toronto to Windsor with some sort of high-speed rail.

“I think what we’re talking [about] here is the 160 km/h train ride to Toronto, that’s where we’re at,” Marchand told CBC Radio’s Windsor Morning. “The real high-speed stuff with electrification and the 300 km/h just may be a little too expensive, although it depends what the government wants to do and how far it wants to go.”

Matt Marchand

(University of Windsor)

But Marchand’s vision is to one day link high-speed rail all the way to the Windy City by partnering with rail companies in the United States as well as Via Rail in Quebec and Ontario. Such a network would connect Montreal, Toronto, Windsor, Detroit and Chicago.

“That market has really not been unlocked,” Marchand said. “One of the discussion points today will be to look at whether there is an opportunity to unlock that marketplace.”

Growing interest

The details on the proposed project are scarce, but it appears the provincial government is serious about making it a reality.

The Ontario government appointed David Collenette as a special advisor for high-speed rail and participated in Wednesday’s meeting. According to Marchand, Windsor city councillor Jo-Anne Gignac, NDP MP Cheryl Hardcastle, and NDP MPP Lisa Gretzky were there as well.

“I did detect a level of seriousness, which was good to see,” Marchand said. “We’ve talked about high-speed rail before, but it seems, in this circumstance, there is a strong will behind it.”

Karen Vecchio, the Conservative MP from Elgin-Middlesex-London participated in discussions in London and believes a proposal will be completed by October.

“From what I understand, they want to have this studied and they want to have a proposal given to the government,” she said Tuesday.

Marchand believes high-speed rail would use existing track between Windsor and Toronto and would cut down the trip to about three hours, down from the four it currently takes.

In order to do this, the signaling system needs to be upgraded and there need to be separate tracks exclusively for passenger trains. Right now tracks are shared between passenger and freight trains, Marchand said.

“There is an opportunity here and we’re looking forward to having that discussion today,” Marchand said.

New York’s Subway System Can’t Keep Pace With Growing Number of Riders

Officials point to old equipment, fleet size and maintenance demands

Last year, New York City’s system carried 1.76 billion passengers and ran 345.4 million miles in passenger service.

If the New York City subway seems more crowded than ever, there is a good reason: The Metropolitan Transportation Authority hasn’t been able to run enough trains to keep up with a growing number of riders.

The subway carried 1.76 billion riders last year, a 12% increase since 2009, when the last recession ended, according to the MTA. At the same time, Federal Transit Administration data show subway trains ran 345.4 million miles in passenger service last year, down 2% from 2009.

“You can’t really add anything anywhere,” said Peter Cafiero, chief of operations planning for the MTA’s New York City Transit division. “There is something constraining us everywhere at all times of day, at this point, on every line.”

During rush hours, many lines run at capacity. The subway system’s antiquated signals, which prevent collisions by keeping trains from running too closely together, won’t allow for additional trains.

Commuters often avoid the rush to escape crowding and delays.

“You have people shifting not because they really want to but because they’re being forced to,” said Rich Barone, a transportation expert at the Regional Plan Association, an urban-planning and advocacy organization.

Upgrading to an advanced signal system that MTA officials want to install will likely take decades and cost billions of dollars. Such a system would allow the MTA to safely run more trains an hour.

Even on the L train, where the system known as communications-based train control is in place, the potential for more service has limits. The line would need a beefed-up electrical system to power more trains, and added space for them to turn around at its Manhattan terminus, at West 14th Street and Eighth Avenue.

Some lines have capacity for additional trains during peak times. But Mr. Cafiero said the MTA couldn’t run more trains if it wanted to—the agency’s fleet of about 6,400 cars is too small.

“Right now we’re using every car that we have,” excluding those undergoing maintenance and inspections, Mr. Cafiero said.

Delivery of a new batch of about 300 subway cars has been delayed. The MTA’s $26 billion capital budget includes purchasing about 1,000 more subway cars, but the 2015-19 spending plan’s funding remains uncertain.

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Comets Drop Fourth Straight

The Utica Comets extended their losing streak to four game after losing 3-1 to rival Syracuse Crunch, in a chippy affair Wednesday night at the Utica Memorial Auditorium. The regulation to the Crunch was the Comets first of its kind on home ice to their Galaxy Cup rivals. The Galaxy Cup series now rests at 4-3-0-0, in Utica’s favor.

Alex Freisen (1-0-1), Ashton Sautner (0-1-1), and Ronalds Kenins (0-1-1) each recorded a point for the Comets, while Joe Cannata made 15 saves in his first regulation loss in 10 games.

After a scoreless first period that saw the teams combine for just 11 shots on goal and six penalty minutes, the second period got off to a raucous start.

The Comets found the game’s first goal just 4:12 into the second period. Kenins dug the puck out of a scuffle and poked it to Sautner, who was stationed at the point. Sautner wound up and unleashed a heavy slap shot on net that Friesen redirected past Gudlevskis for his 10th goal of the season.

Five minutes later the Crunch came back to tie it with 9:23 left in the second. Adam Erne came down the right side of the ice and put a wrist shot past Cannata’s stick to make it 1-1.

On the power play due to a controversial goaltender’s interference call on Brandon Marino, Syracuse came up with the game-winning goal with 59 seconds left in the period. After the Crunch worked the puck around, Matthew Peca sent a pass across the slot to Joel Vermin, who quickly tapped the puck into the open net.

The teams collected 33 combined penalty minutes, with most of them coming in a skirmish that saw Greger Hanson and Cameron Darcy drop the gloves. The fight alone resulted in 27 of the period’s 33 penalty minutes.

The Comets dominated the third period with an 18-3 shots advantage, but could not find the equalizer. In the game’s waning seconds Matthew Peca scored an empty-net goal to seal the deal.

The Comets finished with 29 shots on goal, while the Crunch had 18 shots. Kristers Gudlevskis made 28 saves in net for Syracuse.

The loss drops the Comets to 31-23-6-4 on the season, while Syracuse improves to 28-25-10-3.

The Comets will look to snap their losing streak Friday night, as they take on the Hershey Bears at the Utica Memorial Auditorium. Puck drop is scheduled for 7 p.m.


Moving EDI data around the globe is old hat to most of the folks reading this ec-bp newsletter. Managing the connections and translations can get complex and picky when it comes to the details of the files and the changes that need to be incorporated into translators to make processes flow properly. For most EDI practitioners, their roles are fairly well defined and fit well with established concepts. But as mobile devices take over I think the line between what is EDI and what is associated with end user interaction is changing.

The majority of enterprise workers carry some kind of smart phone or tablet with them. That means that folks have at least the capacity to access their data and applications if it’s important to do so.

But fewer people that have mobile devices connect to their supply chain systems using these devices. It could be that they never found it necessary to do so, or that they don’t want to be bothered with work issues while they are away. But I believe the issue has more to do with having the proper applications in place to easily and quickly connect to their systems. For most, I think the issue is the availability of the appropriate app.