Where’s Your Recovery Plan?

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When the norm for computer operations was locating all computing resources within a single location IT concentrated on maintaining frequent and accessible backups to the company data. Copies of the backup were moved offsite. Some organizations even created replication sites where they installed duplicate (but usually smaller) systems that could be brought online by restoring the offsite backup in the case of a local disaster that rendered the main facilities unavailable. For a lot of companies, the process and practice has changed… mostly for the better.

For those of us involved in the supply chain, the definition of disaster is very different from what many companies consider to be disasters. When problems occur with our trading partners in different parts of the world they cause a ripple effect that can be just as damaging to business as can a local flood or power outage. So even if our company has migrated its operations to cloud based infrastructure in which little if any computing infrastructure is located within our physical walls, disasters that are more like flash-floods can surprise us and cause significant problems for our businesses.

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Gov. Cuomo proposes $4.9 billion plan to harden New York’s transportation network against future storms

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New York Gov. Andrew Cuomo recently unveiled a coordinated transportation resiliency program designed to help prepare the state for future emergencies, reduce the impact of future storms on vital transportation infrastructure, and improve the long-term reliability and resiliency of the public transportation network.

The governor plans to submit the plan to the Federal Transit Administration, which has made $3 billion available for resiliency programs in regions affected by Hurricane Sandy. The New York plan includes projects worth $4.9 billion. The state’s applications exceed available federal funding because the projects represent the extensive need New York faces in trying to protect its vital infrastructure, said Cuomo in a press release.

At Cuomo’s direction, the Metropolitan Transportation Authority (MTA), Port Authority of New York and New Jersey, and Moynihan Station Development Corp. jointly prepared a plan that considered transportation needs and priorities on a regional level to protect against stronger and more frequent storms in the future.

A key element of the plan is protecting commuter-rail access into Manhattan, by hardening Penn Station’s existing rail service and providing alternate service to Penn Station for MTA Metro-North Railroad riders in the event of a single-point failure along its network through upper Manhattan and the Bronx.

“Our response to the billions in damage Superstorm Sandy caused our transportation system is to build back stronger, better and smarter than before,” Cuomo said in a press release. “These projects build on the state’s commitment to transforming our infrastructure, transportation networks, energy supply, and coastal protections to better protect New Yorkers from future disaster.”

The Penn Station access would give Metro-North an alternate means to enter midtown Manhattan if its four-track mainline through the Bronx or the Harlem River Lift Bridge were disrupted for a prolonged period. An outage would halt commuter-rail service in New York’s northern suburbs and southeastern Connecticut, with a devastating impact on the regional economy, said Cuomo. The project’s estimated cost is $516 million, of which $387 million is eligible for federal funding.

The River-to-River Rail Resiliency project  would protect the East River Tunnels and Penn Station, which are used by MTA Long Island Rail Road, Amtrak and New Jersey Transit. The project’s estimated cost is $321 million, of which $241 million is eligible for federal funding.

The plan also proposes to harden other infrastructure and improve network resiliency for all forms of transit in New York. Other projects would mitigate flood risk at MTA New York City Transit subway yards and bus depots by hardening structures; seal entrances to subway tunnels and ventilation plants; and make the World Trade Center site more resilient against water intrusion. 

In addition, the governor’s plan includes projects designed to improve the PATH rapid transit line through Manhattan, the John F. Kennedy International Airport AirTrain station at Howard Beach in Queens and the Staten Island Railway.

Electronic Invoicing Laws In Latin America Are Ever Evolving

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The rules regarding electronic invoicing (e-invoicing) in Latin America are both constantly changing and different than anywhere else in the world. Brazil utilizes Nota Fiscal, Mexico mandates CFDI, Argentina elects for eFactura while Chile count on DTE. While the laws pertaining to e-invoicing in those four nations share similarities, each country tweaks their e-invoicing laws on a regular basis.

Utica Comets Players in World Championships

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Utica Comets goalie Joacim Eriksson of Sweden, winger Nicklas Jensen of Denmark and defenseman Yannick Weber of Switzerland are playing in the International Ice Hockey Federation champions that began Friday in Minsk, Belarus.

Eriksson played in 52 games for the Comets, an American Hockey League high, and had a 24-20-2 record with a 2.61 goals-against average and 0.911 save percentage. He had five shutouts.

Jensen had 15 goals and six assists in 54 games with Utica, and added three goals and three assists in 17 games with the Vancouver Canucks. Weber played just seven early-season games for the Comets before being recalled to Vancouver. He had two goals and five assists in seven games in Utica.

 

Tonic for Utica Comets Fans with Hockey Withdrawl

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Above is our really great picture of Donovan Stadium at Murnane Field

Been a great hockey season. A brand new team, new coach, recently renovated Aud, full house at games. Better than 50% record.
But the season is over. What to do all summer?
Great idea from Don Liable:  It’s baseball season, and the Utica Brewers http://www.uticabrewers.com are closing in on Murnane Field, real soon, for another great season of Perfect Game Collegiate Baseball League play.

 

Monaco Grand Prix Historique

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From Friday May the 9th to Sunday May the 11th, the excitement of Historic Car Racing returns to the streets of the Principality for the 9th ‘Monaco Grand Prix Historique’.

Enjoy the sights and sounds of the most beautiful Historic Racing Cars in 7 action-packed races, featuring Bugattis from the Twenties up to Formula One cars from the Seventies and Eighties. World Champions Alain Prost and Damon Hill are returning with Jean-Pierre Jabouille to demonstrate the powerful Renault F1 Turbos.

Go to acm.mc for event information and to get your tickets from just 20 Euros

The Historic Grand Prix of Monaco exists since 1997. It’s organised 2 weeks before the F1 Grand Prix of Monaco.

It takes place on the same circuit as the Formula 1 Grand Prix with the charming old cars that propose a travel back in time.

Organised every two years by the Automobile Club of Monaco (ACM), it’s a success for the spectators that come more and more each year.

Cars are distributed into 7 races for the 9th edition of the Grand Prix Historique :

Series A : Pre-war “Voiturettes” and Grand-Prix Cars, from 1939 maximum

Series B : Formula 1 and Formula 2 Grand Prix Cars, manufactured before 1961

Series C : Sports Cars that ran from 1952 to 1955 (included)

Series D : F1 Grand Prix Cars ? 1500cc, from 1961 to 1965 (included)

Series E : F1 Grand Prix Cars ? from 1966 to 1972 (included)

Series F : F1 Grand Prix Cars ? from 1973 to 1978 included)

Series G : Formula 3 Cars, 2 liters – from 1974 to 1978 included)

 

Can’t get there? Check out some historic photos from Riviera Radio 106.5 FM

APPLE as an Automotive Supplier

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Apple‘s business plans always call for grand scale market penetration, but they quietly got into the car “infotainment” (buzz word for broadcast material which is intended both to entertain and to inform) sector. Now they are attracting the of attention of the automotive world — especially from Tier-1 suppliers that would directly compete against Apple.

 

Right now, CarPlay, Apple‘s proprietary “iOS” (operating system for mobile devices for automotive infotainment), is already showing up in cars. The “available as an option” list includes Ferrari, Honda, Hyundai, Jaguar, Mercedes-Benz, and Volvo. Other major carmakers are expected to put their toes in the water.

Users get to sync their iPhones with their dashboards in cars that offer CarPlay. The dashboard touchscreen has the CarPlay iOS interface so that users can email, check Facebook, navigate the car with an iPhone app; stream music, and probably other things before they are through.

Read more: http://www.ec-bp.com/index.php/articles/industry-updates/10507-apple-as-an-automotive-supplier#ixzz318kN0guN

Those Great Pictures On Our Blog Header

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PICTURE ABOVE: At left is KC Jones, who authors the Global Highway. In the middle is Penney Vanderbilt, World’s Greatest Blogger. At the right is the Promenade des Anglais in Nice France.

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PICTURE ABOVE:At left is a great picture of the goalie for the Utica Comets, a new American Hockey League team we follow. In the middle, is a drawing of David and Goliath out of the Bible. We use this drawing to publicize Loren Data, a small EDI and Electronic Commerce company that fights the giants of the industry. At the right is Brewster, New York, besides being the birthplace of Penney Vanderbilt, it was an important station on the New York Central Railroad.

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PICTURE ABOVE:At left is the “Albany Night Boat”. We also talk a lot about the Livingston Avenue Bridge in the background. In the Center is a replica of the Statue of Liberty in Nice, France. At the right is a picture of the New York Central Harmon Shops.

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PICTURE ABOVE:At left is the Rutland Milk Train passing through the Troy Union Railroad‘s station in Troy, New York. Read the story to find out why it is “fabled”. In the center, is the Tramway, in Nice, France. At the right, is the railroad station in Ogdensburg, New York. Read more about the New York Central in the St. Lawrence region.

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PICTURE ABOVE:At the left is a Delaware & Hudson ore train leaving Tahawus, NY many years ago. At the center is golfer Graeme McDowell. See more about golf, including the US Open. At the right is an electric locomotive used by the New York Central. See why it is now in Glenmont.

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PICTURE ABOVE:This old trolley car at left is now at the Connecticut Trolley Museum. Before going to Montréal, it worked in Springfield, Mass. Number 2056 is a steel lightweight built by Wason in 1927 and acquired in 1959. In the center is a “leverman” working the switches in New York City’s Grand Central Terminal. At the right is La Canne A Sucre, our favorite restaurant. Said by many to be the “Friendliest Restaurant in Nice France.

Is Big Data Better?

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Below is a guest editorial from our friend Mike Martz

As a supply chain professional, you’re probably scratching your head about the whole Big Data thing, that is unless you’re an early adopter and have already reaped its benefits or suffered through start-up issues. I bet you’re questioning how and when you should stick your toe into the water.

 

In a previous article (read it HERE), I referenced ideas GXS’s Mark Morley expressed about leveraging Big Data for visibility, auto-replenishment, and preventive maintenance, but those are high level objectives that could require lots of planning and investment. What you should be asking at this point is whether Big Data is even needed to reach your goals.

 

With its massive datasets and the need to utilize special tools for analytic purposes, Big Data may well be overkill for much or all of your needs. But one real outcome of all the Big Data hype is the increasing expectation that solid information is the foundation of the best business decisions. The fact that Big Data is being so heavily discussed is in itself focusing attention on what’s required to turn data into usable information. You should think about your business needs and how to identify and obtain the data that can provide them.

Read more about what Mike has to say on Big Data:

Troy Union Railroad Towers

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In many of the short articles we have put out over the last few months on the “towers” of the Troy Union Railroad, all we refer to is one at each end of the station. Actually, this should be better explained. I found an old article from Gordon Davids that will give you a better perspective on the signal stations, bridges, telegraph calls etc. within the Troy Union Railroad.

The telegraph office at Troy was in the station. The office call was UN on the NYC Mohawk and Hudson Divisions, and the D&H. There were four dispatcher’s circuits into Troy – NYC Hudson Mohawk, D&H Saratoga, B&M Fitchburg, and Rutland. The Rutland dispatching ended at North Bennington, but they still had a wire to Troy. Tower 1 had a NYC dispatcher’s telephone. Tower 2 had NYC, B&M and Rutland dispatcher’s phones. Tower 3 had a phone to the D&H CTC operator at Albany ca. 1957. The positions in the Troy towers were “Telephoner Leverman,” and they were not required to be telegraphers. They were mostly instructed by the stationmaster, who communicated with dispatchers by telegraph through UN. The inbound and outbound D&H main tracks between WX Tower and George St., Green Island, and the single main track from George St. to River St., Troy (TURR boundary) were ABS. The exception was the “square-end blade signals at George St.” which governed movements from double to single track at a remote interlocking controlled by TURR Tower 3. The Green Island Bridge was also interlocked, so the bridge tender had to get an unlock from Tower 3 before he could raise the bridge. In 1959, the B&M CTC extended from the end of the TURR to Johnsonville, controlled by the operator at Johnsonville. There might have been some non-circuited main track through the B&M yard. There was a CTC home signal at the east (B&M) end of the yard. The earler B&M ABS system that was in place when their railroad was double track may have been more extensive. Another interesting division problem was the Troy and Greenbush Branch from Rensselaer to the Troy Union Railroad. In the 1920’s, when the Hudson and Mohawk Divisions were separate, it belonged to the Hudson Division and was dispatched from New York. When the Hudson and Mohawk Divisions were combined, the T&G was still dispatched by the Hudson dispatcher, at Albany, until sometime in the 1940’s. When the Hudson and Mohawk were split in the 1950’s, the T&G went to the Mohawk Division and was dispatched from Utica.

Again, thanks to Gordon Davids

Great place to see the stations on the New York Central side is the 1957 Employee Timetable

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