Bernie Sanders Just Scored a Powerful Endorsement in NY City

Bernie Sanders receives the endorsement of Transit Workers Union Local 100 in Brooklyn.

In the social media age, where everyone has the power to endorse or denounce a presidential candidate online, traditional endorsements tend not to matter all that much.

This one might.

Today, less than a week before the New York primary, the Transit Workers Union Local 100 endorsed Bernie Sanders at a press conference in Brooklyn. The meeting was attended by hundreds of New York City transit workers, all dressed in matching T-shirts and baseball hats, carrying signs that read, “TWU says Feel the Bern.”

The reason this endorsement matters so much is because it’s not just coming from a single powerful individual or publication. The Local 100 is 42,000-members strong. With immediate family included, their reach stretches to roughly 100,000 people. They’re already organized, and they understand full well the importance of turning out the vote, as they’ve done so many times before to protect transit workers’ interests in New York City.

As union president John Samuelsen says, “It’s tens of thousands of dependable votes.”

This is the second major endorsement Sanders has gotten today in the lead up to the New York primary on Tuesday. Earlier this morning, in an op-ed for The New York Times, Senator Jeff Merkley also threw his support behind Sanders, becoming the first sitting Senator to back Sanders over Democratic rival and former New York Senator Hillary Clinton. OOOhhhhhh Hillary just lost one of her “SUPER DELEGATES”

Wonder what will happen with VERIZON strike in New York today???

Bernie was marching with them!

Advertisements

“A ‘CENTURY’, Late by Daybreak”: NYC Niagara #6024 races ‘Lake Effect’‏

(From an original 11″ x 17″ Pen & Ink drawing I created on December 11, 1982
for my personal Christmas cards that year, three decades ago.   —Nate Clark)


Before the waters of Lake Erie freeze in winter, there is a dramatic bit of Mother Nature’s meteorological mischief that that great body of water can trigger. People residing along Erie’s southern perimeter refer to these regional storms — less than affectionately — as “Lake Effect”. Dry, arctic winds sweeping across the open expanses between Erie’s shores draw up massive quantities of moisture from the warmer lake. This great burden is transplanted inland in dark, brooding clouds and then dumped onto the Snow Belt Region stretching from New York State through northern Pennsylvania and into Ohio.

The New York Central Railroad frequently had to contend with such wintry conditions on its main line along Lake Erie’s southern shore. On this route, the Central’s famous Twentieth Century Limited was, for many decades, the flagship of the company’s renowned passenger train fleet.  It ranked high as the preferred conveyance between New York and Chicago for business leaders, movie stars, dignitaries and other famous people in the days before jetliners.

A premier train required premium power, and during the mid-1940s, the NYC acquired a fleet of 27 ultra-modern steam locomotives to propel ‘The Century’ and other important trains. Named for the powerful waterfalls they emulated, each of the the 411-ton NYC Niagara-class locomotives produced more than 6,000 horsepower and could gallop at speeds into the triple digits, when necessary.

Nighttime in Lake Erie’s basin is giving way to a feeble winter dawn east of Conneaut, OH in 1949 as one of those mighty Niagaras has her “ears pinned back” like a racehorse, leaning through a gentle curve with exhaust steam raking sharply back over the train. Rugged, yet fine-tuned machinery is straining heroically to ‘make up’ lost time on the train’s schedule in the approaching face of a howling Lake Effect snow squall near the Pennsylvania-Ohio state line.

Though the holiday travelers aboard the Pullman cars chasing the engine’s tender may have little hope of being into Chicago’s LaSalle Street Station on time on this trip, the crew members in the cab of engine #6024 are still doing their utmost to make the schedule shortfall “off the advertised” as small as possible.  You can bet that urgent messages have been sent down the adjacent telegraph lines toward Cleveland and Toledo to have the route along the four-track, water-level main line cleared of slower trains to let the tardy westbound Century flash by.

SAP Integrated Business Planning – Configuration for Control Tower

Skills Gained

  • Overview of Supply Chain Control Tower

  • How Control Tower fits into the S&OP process

  • Required Attributes and Key figures

  • Master Data Setup

  • How to integrate orders

  • How to setup a visualization

Who Can Benefit

  • Application Consultants and Support Consultants

  • Key Users

  • Project Manager

Prerequisites

  • Essential:
    -SOP200

  • Recommended:
    -SAPSCM

Course Content

  • Introduction to Supply Chain Control Tower (SCCT) Ÿ
    -Supply Chain Control Tower Overview Ÿ
    -Analytics Ÿ
    -Dashboards Ÿ
    -Planning View, Simulation, Scenarios and Version Ÿ
    -Custom Alerts

  • SAP Supply Chain Control Tower SAP5 Model Overview Ÿ
    -SAP5: General Remarks Ÿ
    -SAP5: Master Data Overview Ÿ
    -SAP5: Planning Area Overview Ÿ
    -SAP5: Key Figure Overview Ÿ
    -SAP5: Planning Level Overview Ÿ
    -Exercise: Prerequisites for Master Data Upload

  • Supply Chain Control Tower KPIs Ÿ
    -KPIs in Supply Chain Control Tower Ÿ
    -KPI definition Ÿ
    -Inputs Ÿ
    -Logic Ÿ
    -Other features

  • Sales Order Model

  • SAP Supply Chain Control Tower

  • Overview – Analytics Ÿ
    -Analytics Overview Ÿ
    -Dashboards Ÿ
    -Planning View, Simulation, Scenarios and Version Ÿ
    -Custom Alerts Ÿ

DAVID MURRAY INFINITY QUARTET: Spooning

Jazz You Too

David Murray has recorded more than a hundred records, he was born in Oakland, California, studied at Ponoma College in LA and left for New York in 1975. There he met Cecil Taylor and Dewey Redman, together with many others such as Sunny Murray, Tony Braxton, Oliver Lake, Don Cherry, they gave him the encouragement to express himself freely and broaden his horizons. He was co-founder of the World Saxophone Quartet along with Julius Hemphill, Oliver Lake and Hamiet Bluiett, one of the most uncommon and brilliant small combos in jazz history.

His sound is harsh and extreme, according to his bio at All About Jazz “his style is rooted in, but not confined to, a soulful blend of R&B, John Coltrane, Ben Webster and Sonny Rollins”, influenced by the post-free movement he is innovative, combining it with the New Orleans jazz tradition.

The tenor saxophonist David Murray and his group…

View original post 37 more words

Metro-North plans for ‘aggressive’ track improvement program in 2016

By late June, MTA Metro-North Railroad plans to install 16,200 new ties on its New Haven Line.

Additionally, the commuter railroad will renew 12 switches/crossover panels in the Stamford Yard on the same line by early July. Work on both projects is part of Metro-North’s “aggressive” right-of-way improvement program for 2016, according to the railroad’s April “Mileposts” newsletter.

Crews will replace 44,800 ties on the Hudson and New Haven lines as part of Metro-North’s 2016 right-of-way improvement program.
Photo: MTA Metro-North Railroad

As part of that program, Metro-North’s crews will replace 44,800 ties and resurface 91 miles of track bed on the Hudson and New Haven lines.

Across all three of the commuter railroad’s lines, crews will conduct 8.24 miles of rail renewal work, replace 52 switches, weld 1,600 rail joints and restore 24 grade crossings.

Due to a mild winter, Metro-North already has surfaced 8,750 feet of track bed and welded 73 rail joints on the New Haven Line, according to the April newsletter. On the Harlem Line, crews have surfaced 5,300 feet of track, welded 62 rail joints and replaced 42 ties.

Learn more about freight and passenger railroads’ maintenance-of-way projects throughout North America in Progressive Railroading‘s 2016 MOW Spending Report.

Our “Anti-Clinton” Bias (Explained)

’m not giving you a dime until you treat Hillary Clinton fairly, and admit what a phony Bernie Sanders is!”

We get at least five of those every day now. So why don’t we shift our editorial position?

I wrote an editorial in February titled, Dear Hillary, Do You Really Believe You Are “a Progressive?” The point of the piece was that not only were her positions clearly not progressive, in fact they were anathema to Progressives. Moreover, despite all evidence to the contrary, she seemed to actually believe in her own mind that she truly was a Progressive. The delusion being as significant as the actual positions themselves.

We at RSN are Progressives. Defining progressive politics begins with an understanding of a profound desire to achieve social progress. Not to be confused in any way with business as usual. The second component of the Progressive mindset is an impatience bordering on outrage with the totally unnecessary level of injustice that oppresses America and those its overlords view as their subjects.

Further, it should be noted that Progressives tend to be “high-information voters.” Progressives are by and large well educated, well read, and for the most part significantly more politically astute then the general electorate. That matters in the choice between Bernie Sanders and Hillary Clinton. Here’s a list of issues Clinton supporters do not even address as they are threatening to cut off their donations:

    • Global Empire: Yes the U.S. and its corporate overlords have one. What the corporate overlords want is a representative in the Oval Office who will be willing to use the U.S. military to enforce the objectives of the empire. The Clintons, Hillary specifically in this case, are seen as far more compliant with that agenda than Bernie Sanders.

 

    • TTP: It is impossible to imagine that the average Clinton supporter is in any way comfortable with Obama’s Trans-Pacific Partnership Agreement (TPP) or the manner in which it was negotiated in secret. Hillary Clinton was for it, before she was against it. But she’s leaving herself plenty of room to do whatever she feels like, should she become president, including accepting the agreement as ‘the work of the last administration that we’ll do the best we can with.’ Progressives are not at all okay with that.

 

    • Single Payer Healthcare: Nothing is more central to the Progressive domestic agenda than establishing a viable Single Payer healthcare system in the U.S. equivalent to what the rest of the Western World enjoys. Bernie Sanders is prepared to fight for it. Hillary Clinton has abandoned it entirely. It’s a flat-out no-brainer for Progressives.

 

  • Reclaiming America from Wall Street: Bernie Sanders wants to confront corruption and illegality by America’s financial elite head-on. Hillary Clinton is accepting huge sums of campaign financing from them. Again, there is no grey area here. For a Progressive, that will not cut it.

The list goes on and on, but if you care about progressive issues and meaningful social progress there is no comparison between the two candidates.

We do not have an “anti-Clinton bias.” We have a commitment to social justice, and progress. It’s not about a favorite candidate, it’s about a better world.

Is that what you believe?


Marc Ash is the founder and former Executive Director of Truthout, and is now founder and Editor of Reader Supported News.

By Marc Ash, Reader Supported News

Amtrak: STB’s proposed policy change would prioritize freight trains

Amtrak is objecting to the Surface Transportation Board’s (STB) proposed “policy statement” that the railroad says would reverse a current federal requirement that gives preference to passenger trains on tracks that are shared with freight trains.

In a Feb. 22 statement filed with the STB, Amtrak said that current preference law gives Amtrak trains the priority to travel first on shared track. But the STB’s proposed policy change would allow freight trains to have priority over passenger trains, Amtrak officials said in a statement.

Amtrak officials believe that if the policy change is adopted, passenger trains running on tracks owned by freight railroads will experience a substantial increase in delays. Nearly 97 percent of the passenger railroad’s route miles operate on host railroad tracks not owned by Amtrak.

In its Feb. 22 letter, Amtrak argues that the STB should withdraw its proposed policy statement in part because it “ignores the plain and unequivocal language of Amtrak’s statutory right to preference, creates a new definition that eviscerates the right to preference, and draws broad, erroneous conclusions about relevant evidence based on that fundamental misinterpretation.”

Also pending before the STB is a proposed rule on the definition of on-time performance of freight railroads with which Amtrak shares tracks. The proposed rule would measure OTP with freight trains only at the end points of train routes, which Amtrak has stated would result in delays at train stations along its routes operated on tracks hosted by freight railroads.

The STB announced its “Policy Statement on Implementing Intercity Passenger Train On-Time Performance and Preference Provisions” on Dec. 28, 2015. The board is currently soliciting public comments on the proposals.

The National Association of Railroad Passengers (NARP) also advocated for the STB to withdraw its new policy statement on the preference change, saying the statement “overreaches federal law” and would cause passenger rail-line delays, hinder on-time performance and lead to a costly toll on the rail-riding public.

“The STB issued this ‘policy statement’ behind closed doors and without any input from any outside parties and outside the formal rule-making process that is required,” said NARP President and Chief Executive Officer Jim Mathews in a press release. “As a result, regulators will change how intercity passenger services like Amtrak will be treated by host railroads which have legal obligations to give passenger trains right of way.”

NARP filed its objections with the STB on Feb. 22.

The Association of American Railroads (AAR) filed its response to the STB rule and policy statement in favor of the freight railroads.

Bernie and the Big Banks

he recent kerfluffle about Bernie Sanders purportedly not knowing how to bust up the big banks says far more about the threat Sanders poses to the Democratic establishment and its Wall Street wing than it does about the candidate himself.

Of course Sanders knows how to bust up the big banks. He’s already introduced legislation to do just that. And even without new legislation a president has the power under the Dodd-Frank reform act to initiate such a breakup.

But Sanders threatens the Democratic establishment and Wall Street, not least because he’s intent on doing exactly what he says he’ll do: breaking up the biggest banks.

The biggest are far larger today than they were in 2008 when they were deemed “too big to fail.” Then, the five largest held around 30 percent of all U.S. banking assets. Today they have 44 percent.

According to a recent analysis by Thomas Hoenig, vice chairman of the Federal Deposit Insurance Corporation, the assets of just four giant banks – JPMorgan Chase, Citibank, Bank of America, and Wells Fargo – amount to 97 percent of our the nation’s entire gross domestic product in 2012.

Which means they’re now way too big to fail. The danger to the economy isn’t just their indebtedness. It’s their dominance over the entire financial and economic system.

Bernie Sanders isn’t the only one urging the big banks be broken up. Neel Kashkari, the new president of the Federal Reserve bank of Minneapolis – a Republican who used to be at Goldman Sachs – is also pushing to break them up, as has the former head of the Dallas Federal Reserve, among others.

Recall that just eight years ago the biggest banks were up to their ears in fraudulent practices – lending money to mortgage originators to make risky home loans laced with false claims, buying back those loans and repackaging them for investors without revealing their risks, and then participating in a wave of fraudulent foreclosures.

Dodd-Frank addressed these sorts of abuses in broad strokes but left the most important decisions to regulatory agencies.

Since then, platoons of Wall Street lobbyists, lawyers and litigators have been watering down and delaying those regulations.

For example, Dodd-Frank instructed the Commodity Futures Trading Commission to reduce certain risks, but the Street has sabotaged the process.

In its first major rule under Dodd-Frank, the CFTC considered 1,500 comments, largely generated by and from the Street. After several years the commission issued a proposed rule, including some of the loopholes and exceptions the Street sought.

Wall Street still wasn’t satisfied. So the CFTC agreed to delay enforcement of the rule, allowing the Street more time to voice its objections. Even this wasn’t enough for the big banks, whose lawyers then filed a lawsuit in the federal courts, arguing that the commission’s cost-benefit analysis wasn’t adequate.

As of now, only 249 of the 390 regulations required by Dodd-Frank have been finalized. And those final versions are shot through with loopholes big enough for Wall Street’s top brass to drive their Ferrari’s through.

The biggest banks still haven’t even come up with acceptable “living wills,” required under Dodd-Frank to show how they’d maintain important functions while going through bankruptcy.

Meanwhile they continue to gamble with depositor’s money. Many of their operations are global, making it even harder for U.S. regulators to rein them in – as evidenced by JPMorgan Chase’s $6.2 billion loss in its “London Whale” operation in 2012.

The bottom line: Regulation won’t end the Street’s abuses. The Street has too much firepower. And because it continues to be a major source of campaign funding, no set of regulations will be tough enough.

So the biggest banks must be busted up.

When I debated former Rep. Barney Frank about this on television recently, he kept asking, rhetorically, what limit I’d put on their size.

A good rule of thumb might be to cap the assets of any bank at about 2 percent of the nation’s Gross Domestic Product – or roughly $330 billion. (To put this in perspective, by the end of 2015, Goldman Sachs’s assets exceeded $860 billion.)

That cap wouldn’t harm America’s financial competitiveness and it wouldn’t cause bank employees to lose their jobs (at worst, they’ll just become employees of a smaller bank).

But it would ensure the safety of the American economy. Extra bonus: It would also reduce the power of Wall Street over our democracy.

By Robert Reich, Robert Reich’s Blog

Former Clinton labor secretary Robert Reich.

How You Should be Using Analytics

Business owners have been using analytics to analyze their business data for many years. The real question is, what do we do with that data? Up until recently, there really hasn’t been much guidance when it comes to interpreting and utilizing that data to meet your business needs. However, in today’s highly competitive supply chain it is more important than ever to know how to utilize those analytics to solve problems in your supply chain. Think about it: If you can’t use that analytical data to solve real world problems for your business, what is the point of the analytics in the first place?
Some of the most common supply chain problems that most businesses will face at some point in time are inventory problems. Most business owners are blindsided by these inventory problems when a customer places an order for products that are no longer available, or when business owners are unable to get a certain product from a supplier, causing a domino effect. According to MoreBusiness, one of the best ways that business owners can prevent these problems is by using both past and present analytics to predict patterns in sales volumes , so you can anticipate when a problem might arise and be prepared for it. Of course, an inventory management program can go a long way to solve these problems as well.

Of course, keeping costs in control is always a common problem, no matter which industry you are in. According to Supply Chain, one of the best ways to keep costs under control is to utilize your analytics. If you know how to utilize and interpret analytics properly, you can see exactly which processes are running up your costs, and what you need to cut back on in order to see some savings. By taking a close look at your analytics, you can see precisely which areas are causing you problems financially, and which areas you might need to rethink your financial strategy in.

“A ‘CENTURY’, Late by Daybreak”: NYC Niagara #6024 races ‘Lake Effect’‏

Merger could challenge SAP and JDA in supply chain control-tower market.

Supply chain planning software vendor E2open Inc. has acquired Terra Technology in a major move to challenge SAP SE and JDA Software Group Inc. at the top of the fast-growing control-tower sector.

Terms of the deal were not disclosed.

The move combines Terra’s demand-forecasting capabilities with E2open’s network of production and distribution planning to offer a single source for end-to-end visibility, as well as the ability to adjust to changing market conditions on the fly, the company said.

Norwalk, Conn.-based Terra provides logistics algorithms in the areas of demand sensing, inventory optimization, and transportation forecasting. By combining data from point-of-sale terminals, weather reports, and other sources, the software can help its users make more accurate market predictions.

E2open, headquartered in Austin, Texas, provides collaborative planning and execution software that supports supply chain visibility across users’ global trading networks.

In a global economy where e-commerce has accelerated market volatility, consumer packaged good (CPG) companies have been demanding software tools that allow them to run a demand-driven supply chain that can react to sudden changes in real time, said James Cooke, a principal analyst with Nucleus Research in Boston.

“Companies want better supply chain visibility in order to make course corrections,” Cooke said. “They want a control tower; SAP is doing this now, and JDA has one. But E2open just vaulted over everybody by buying the guy who makes the best algorithm.”

Now that E2open and Terra Technology have the ingredients to build a better control tower, their next challenge will be integrating the two complex software platforms.

“If they can pull this off, they would be very well positioned to become the top vendor in this marketplace,” Cooke said. “This is a major shakeup.”

E2open will also gain access to Terra Technology’s long list of clients, including many leaders of the CPG field, such as Procter & Gamble, Unilever, Mondel?z International Inc., Kimberly-Clark Corp., ConAgra Foods Inc., and Kellogg Co.

By Ben Ames