megumitheultimateteacherspet

[greenpanel-fibreboard]

Looking for the best ply board price? Plywood is a versatile building material known for its strength and durability. The cost of ply board varies based on factors such as thickness, grade, and brand. Typically, standard plywood prices range from $10 to $50 per sheet. Hardwood plywoods tend to be more expensive than softwood options. Premium brands or specialty plywoods may command higher prices. Local factors also influence ply board prices, with regional variations and availability impacting overall costs. To get the most accurate pricing, visit local suppliers or check online platforms you can also Keep an eye out for promotions or bulk discounts that can help you save on your plywood purchase. Before making a decision, factor in transportation costs if purchasing from a distant supplier. In conclusion, when searching for ply board, consider your specific requirements, local market conditions, and the intended use of the plywood. With careful research and price comparison, you can find the best ply board price that meets both your budget and project needs.

[sylvanply123]

Navigating the World of Plywood Doors: Costs, Options, and Benefits

When it comes to choosing doors for your home or project, plywood doors have emerged as a popular and versatile option. At SylvanPly, we're passionate about providing high-quality plywood for doors that meet diverse needs and budgets. In this blog post, we'll delve into the factors influencing plywood door cost, explore the range of ply board door options available, and highlight the benefits of incorporating door ply into your spaces.

Understanding Plywood Door Costs

The cost of a plywood door can vary depending on several factors, including:

1. Thickness of the Plywood

Thicker plywood for doors generally means a higher cost but offers greater durability and soundproofing.

2. Type of Plywood

The specific type of plywood used, such as MR (Moisture Resistant) or BWR (Boiling Water Resistant), influences the overall price of the door.

3. Design and Finish

More intricate designs or premium finishes tend to increase the plywood door cost. Contact us for more information.

[sylvanply]

Which plywood is best for wardrobe

When it comes to selecting the best plywood for wardrobes, it's essential to consider factors such as durability, moisture resistance, and overall quality. Sylvan Ply offers a range of premium plywood products that are meticulously designed to meet the diverse needs of customers, ensuring longevity and performance that surpass industry standards.

[milkweedman]

Fiber Sale (need money for moving; also trying to destash) !! Only shipping to the US. All prices include shipping.

Would also really appreciate donations if you want to help support me but can't buy something for whatever reason.

Check the original post to see what's been sold and what hasn't (I will cross out sold items). First come first serve.

https://ko-fi.com/kolyenka

Prepared Fiber--all of this is prepared by me :) the following 4 are cheaper as I can ship them in normal envelopes

A: 0.14 oz, combed top. Blend of bfl, tencel, tussah silk, corriedale, merino. Very soft and shiny. $8.

B: 0.11 oz, combed top. Blend of tussah silk (black) and mohair locks (green). $8

C: 0.22 oz, combed top. Same blend as A, just a lot more of it and in different combos. Distinct gradient from one end to the other. $10

D: 0.4 oz, rolag (made on blending board). Tussah silk, mohair, and bfl. Very squishy and fine. $13

E: 0.29 oz. Rolag, wool and cotton blend. Even more stripes of color under the surface. $13

F: 0.51 oz. Rolag, wool blend with some Angelina. Purple underneath. $15

G: 4.75 ounces. Rolags (many many rolags). Blend of various wools; some fibers are not quite next to skin soft, but overall it's a soft blend. Mix of red, orange, white, purple, and black. $45

H: 1 ounce. Washed longwool fleece (breed unknown). Dyed by myself with onion skin. $10

I: 1.2 ounces. Southdown flax blend, predrafted from rolags. Could potentially make up to 6 ounces total of this. $18

FLEECE

J: 6 ounces. Washed jacob lambsfleece. Very soft for a jacob, large bits of vm (was able to get it out with hand cards). $20

K: 5.5 ounces. Hampshire with 2+ years growth, washed fleece. Definitely an odd fleece, not like your usual down breed. Has vm; washed it multiple times but still looks gross--I've found its almost impossible to get totally clean before it's yarn. Recommend combing, spinning, then washing. Nice and soft. $25

L: 7.5 ounces BFL cross. Very soft and with good luster. Some vm, was able to remove with hand cards. $25

M: 4.75 oz. Jacob x Border Leicester. Good luster, warm brown tips. Nicely soft. $20

SPINDLES:

1: thin spindle (7 inches long). Good for cobweb weight but can achieve thinner and thicker. Birch wood with woodburning. $80

2: thick spindle (7 inches long). Good for laceweight but can achieve thinner and thicker. Wood type unknown (some sort of fruit tree iirc). No woodburning due to lots of wormholes and spalting which provide their own visual interest (they don't cause problems spinning don't worry). $60

3: thick spindle (6.5 in long). Good for laceweight, can spin thicker and thinner. No clue on wood type. Woodburned on most of the surface, the rest has wormholes again. $90

BAGS

4: handblended handspun handknit drawstring project bag, 20 inch circumference. Cord is handspun flax. It's folded in half in the bigger picture. $90

5: handblended handspun handknit pouch. Don't remember the circumference but you can compare to the other bag. Body is entirely southdown babydoll wool. Handle is handspun icord. $75

HANDSPUN YARN

6: 4 oz, 325 yards. Hand blended and handspun. Alpaca, wool, silk, silk noil, angelina. 2 ply fingering weight. Very textured. $65

7: 5.75 oz, 572 yds. Merino and silk blend, 2 ply, dk weight. Blended for a triangle shawl, stripes get longer as you go. Very soft, shines very beautiful in the light. $115

Please DM if you're interested--first come first serve. I take payment via ko-fi.

[upismediacenter]

OPINION: STOP THE E-JEEP! #NoToJeepneyPhaseout

Commuter or not, every Filipino is familiar with jeepneys. Once dubbed “King of the Roads”, jeepneys are a symbol of Philippine culture and resourcefulness, as they were made from converted jeeps left by American troops after World War II. As the most popular public transport vehicle in our country for decades, these jeepneys are now at risk of disappearing, causing public uproar.

The controversy surrounding the phasing out of jeepneys first sparked in 2017 when the government launched the Public Utility Vehicle Modernization Program (PUVMP). The program’s goal is to replace the old model jeepneys with modern electronic jeepneys (e-jeeps) that are claimed to guarantee cleaner emissions and improved safety. This has been met with several worries that could adversely affect the Filipino populace.

Public unrest over the jeepney phaseout has been going on for years. The consolidation deadline for Public Utility Vehicles (PUVs) which included jeepneys, UV Expresses, and Filcab units was extended three times. The first was due to the COVID-19 pandemic and multiple protests from transport groups, which affected the government’s original plan to consolidate PUVs in March 2020. As a result, it was rescheduled at the end of last year, December 31, 2023. The second extension was on January 31, 2024, to allow unconsolidated PUVs to ply their routes with the stipulation of being barred from joining cooperatives and corporations. The third and “final” deadline was on April 30, 2024—three months after the last deadline—to allow driver-operators one last time to consolidate, or else they would not be allowed to ply their routes. Amid these several deadlines, protests and strikes are unwavering as dissents push for the PUVMP to be suspended, arguing that imposing deadline extensions does not address the structural problems of the modernization program.

One day before the “final” deadline, the Land Transportation Franchising and Regulatory Board (LTFRB) declared that unconsolidated jeepneys have a 15-day leeway to continue their usual routes before they are impounded. Again, this is another smokescreen from the systemic issues brought by the modernization program. The PUVMP must be suspended, as it ostensibly presents more problems than solutions. If the PUVMP truly is for the people, why is there a persistent and contentious pushback by the public?

Enforcing deadlines and giving grace periods for jeepney drivers only delays—the government must suspend the PUVMP and reevaluate its effectiveness. Displacing and disenfranchising jeepney drivers from their livelihoods defeats the purpose of an inclusive and sustainable program as the PUVMP endorses itself to be.

Who are those affected?

Jeepney drivers are most affected by the modernization program. If they choose not to consolidate with cooperatives and corporations or cannot afford an e-jeep alone, their vehicles will be impounded, taking away their only source of income. Additionally, commuters, UP Diliman constituents, and other sectors also have to bear the cost of the PUVMP due to the policies and funds allocated to this program.

The transport group for jeepney drivers, Pagkakaisa ng mga Samahan ng Tsuper at Opereytor Nationwide, more commonly known as PISTON, is the leading opposition group against the PUVMP. First established in 1981, PISTON serves as an organization that aims to promote the welfare and democratic rights of jeepney drivers. In 2013, they launched a campaign against the oil price hike, directed at the country’s main petroleum companies, namely Petron, Shell, and Chevron. Since the government has revealed plans to phase out jeepneys over 15 years old, they have been organizing protests against the PUVMP, criticizing its anti-poor policies and prioritizing for-profit corporate consolidation.

The PUVMP pressures jeepney drivers to switch to e-jeeps or new combustion engine vehicles that meet Euro IV emission standards which only permit carbon monoxide (CO) emissions of 1.0g/km for gasoline and 0.5g/km for diesel vehicles. Units and parts that make up the e-jeep are imported from other countries, which is why they are priced as high as PHP 3 million. While the modernization program offers subsidies of PHP 160 thousand through loan programs by the Development Bank of the Philippines (DBP) and the Land Bank of the Philippines (LBP) to help offset the costs, this amount is only 5.7% of the total cost of a modern jeepney. Jeepney drivers state that they will need to make around PHP 3.5 thousand each day to pay off the debt from switching to an e-jeep, but at the moment, they only make around PHP 2 thousand a day.

The large amount of money that needs to be spent transitioning to modern e-jeeps is the main concern of dissent to this program. Replacing a huge fleet of jeepneys requires massive resources, taking away from vital sectors such as education and healthcare. Additionally, the PUVMP disproportionately affects low-income citizens—specifically, jeepney drivers who mostly come from low-income families and struggle to meet the high e-jeep cost. The debt burden forces them to work longer hours just to break even, negatively impacting their livelihood. Jeepney drivers worry that the transition to e-jeeps or new combustion engine vehicles will exacerbate their financial burdens and force them to work longer hours just to break even.

Furthermore, units from local manufacturing companies such as eFrancisco Motor Corporation and Sarao Jeepneys are still priced at around PHP 2.5 million, further putting jeepney drivers at odds with the financial burden of the PUVMP. With large corporations dominating the market and the PUVMP’s policy to consolidate driver-operators to cooperative-led fleets, this raises concerns of corporate takeover and the economic marginalization of jeepney drivers. Since large companies are the ones who have the capacity to fully adhere to the program, jeepney drivers are left disenfranchised because of their financial disadvantage.

Commuters are also affected heavily by this program. Modern jeeps usually charge higher fares because, aside from the initial cost of modernization, their maintenance and repair costs are higher than the traditional jeepneys’. This adds more financial problems to Filipinos already facing higher living expenses as a result of inflation rates. Moreover, unfamiliar technology could present a significant challenge for traditional drivers transitioning to modern jeepneys, leading to potential operational difficulties and increased maintenance expenses.

Constituents of UP Diliman (UPD) share similar concerns. The UP Transport Group (UPTG), which consists of jeepney drivers from all routes around the campus such as Ikot, Toki, UP-Pantranco, UP-Philcoa, and UP-Katipunan, organized a silent strike on December 13, 2023, in protest of the earlier December 31 deadline. Based on interviews with the UPD Vice Chancellor for Community Affairs Roehl Jamon, UP jeepney drivers may have to comply with the modernization. According to Jamon, the only two options they have are for the university to pay for the units themselves, which cost about PHP 1.4 to 3 million each, or for the university to partner with transport cooperatives that already own modernized units and invite them to service the campus, which is the less expensive option between the two. Although the latter is cheaper, this still gives way for corporations to take advantage of the modernization program.

Jeepneys are extensively used by UP college students and students of UP Integrated School (UPIS) for commuting to and from the university campus because they charge less than other PUVs. However, these fares could be completely changed by the PUVMP’s effect on jeepney availability and rates, possibly altering their daily commutes by making them spend more on transport alternatives or by forcing them to look for different routes. This might put additional financial burden as well as longer hours of travel in their everyday life, affecting not only their academic performance but also their general welfare.

Moreover, the PUVMP is taking attention and funding from other sectors that have more pressing needs. In particular, the Department of Education (DepEd) is significantly impacted by lack of funding. Classroom and teacher shortages have been notable areas of concern with an estimated 165,444 classrooms and nearly 90,000 teachers needed. According to DepEd, PHP 105 billion would be needed each year up until 2030 to address the classroom shortage, while PHP 5.6 billion would be needed to hire 20,000 teachers in the upcoming school year, as discussed in the Senate plenary deliberations on the proposed 2024 national budget. Aside from the education sector, the Department of Health (DOH) has been grappling with vaccine shortages, namely pertussis, which has led to 54 infant deaths since the beginning of the year. According to the United Nations Children’s Fund (UNICEF), in 2022, the Philippines was among the top 5 contributors to the 18 million zero-dose children in the world. Despite this and multiple warnings from health authorities, the Philippines still hasn’t fully addressed this vaccine gap, leaving one million unvaccinated Filipino children vulnerable and susceptible to life-threatening diseases such as polio, measles, and tuberculosis. In light of these issues, resources should be prioritized in these matters instead of the PUVMP. Action must be taken immediately to address these pressing concerns and ensure the well-being of the Filipino people.

Are E-jeeps really the “better option”?

According to a study by the Center for Energy, Ecology, and Development (CEED), jeepneys only make up about 2% of the total registered vehicles in the nation and PUVs only contribute about 15% of the total particulate matter emissions in Metro Manila. If the PUVMP aims to transform our public transportation into becoming more sustainable and environmentally friendly, this number does not justify the relentless pressure on jeepney drivers to consolidate. The PUVMP will only contribute 2% to the country’s vehicles that cause pollution. This raises the question of the significance of its impact on saving the environment and reducing emissions in the long run. Additionally, modern jeepneys still run on fossil fuels, such as petroleum oil, defeating the purpose of the program’s goal of creating a more environmentally friendly public transport system. In the same study by CEED, it was argued that solely focusing modernization efforts on jeepneys to reduce air pollution would be negligible. Taking this into account, the government should instead consider upgrading traditional jeepneys to meet the proposed emission standards which would be cheaper for the program.

Furthermore, as said in a paper by the UP Center for Integrative and Developmental Studies, drawing from the current rate of assembly of modern jeepneys, it will take an estimated 270 years before all traditional jeepneys in the country are replaced. This begs the question of why the government keeps enforcing deadlines when it will take almost three centuries before all jeepneys are replaced with e-jeeps.

The PUVMP, while well-intentioned, presents a flawed solution. The environmental costs being too high, the unjust burden on the poor, and the uncertain consequences of such a drastic transition are strong arguments for reconsideration. The government should consider other options like rehabilitating existing jeepneys and using cleaner-burning fuels. One example that can be improved with the government’s help is the rehabilitated jeepney proposed by the Libmanan Transport Service Cooperative (LIBTRASCO). This model includes all government-specified features of the modernized jeepney—such as a side door, a higher ceiling, bigger windows, and even stabilizers to account for the increased height. Compared to e-jeeps, these rehabilitated models only cost around PHP 400 thousand to PHP 500 thousand, making them more affordable for jeepney drivers. Though the rehabilitated jeepney still uses the jeepney’s diesel engine, it can still be adapted to use a Euro 4 engine and even include air conditioning. If the government chooses to work with LIBTRASCO and retrofit the rehabilitated jeepney as an alternative, the Philippines can then improve its transport system while keeping its traditional jeepneys and people’s livelihoods by prioritizing affordability, inclusiveness, and a sustainable future.

Modernization shouldn’t be at the expense of the workers. The primary reason why many are aggressively opposing the program is that the welfare of jeepney drivers was not carefully considered when they should be the center of the solution. For the past years that the modernization program has been implemented, instead of listening to the pleas and concerns of jeepney drivers, commuters, and other constituents, the government has kept imposing the jeepney consolidation and resisting any demands by the public.

Taking all of this into account, we must request the government to prioritize policies that consider the money and power of all citizens, especially those from poor backgrounds. This includes subsidizing the move towards modern vehicles or examining other options that do not oppress marginalized communities. Instead of pushing jeepney drivers to consolidate and buy e-jeeps, the government should consider exploring and supporting initiatives that use cleaner-burning fuels and retrofitting existing jeepneys to meet emission standards to help maintain the environment in its sustainable state without overhauling the iconic jeepney fleet.

Above all else, this transition must be led by the workers—jeepney drivers whom the public has relied on for decades. Development must be made with the public in mind, not without.

// by Kela Alcantara & Xia Mentes

References:

Abarca, C. (2024, March 21). Calabarzon, Metro Manila top classroom shortage list – DepEd. INQUIRER.net. https://newsinfo.inquirer.net/1921036/fwd-on-public-classroom-shortage#:~:text=The%20estimated%20total%20number%20of,country’s%20classroom%20shortage%20by%202030

Ansis, JC (December 14, 2015). "Piston: Continuing to fight for the transport sector". CNN Philippines. https://web.archive.org/web/20190131083905/http://cnnphilippines.com/news/2015/12/14/piston-protests-continuing-to-fight-for-transport-sector.html

Bautista, P., Moya, R. (2023, September 3). Jeepney modernization program: Drivers have a steep price to pay. Philstar.com. https://www.philstar.com/headlines/2023/09/03/2293549/jeepney-modernization-program-drivers-have-steep-price-pay

CEED Office. (2018, November). Just Transition in the Philippines. CEED. https://ceedphilippines.com/just-transition-in-the-philippines/

Conde, M. (2019, November 16). Transport coop makes pitch for ‘affordable, safe’ rehabilitated jeepney. RAPPLER. https://www.rappler.com/nation/244909-camarines-sur-transport-cooperative-rehabilitated-jeepney/

Dimalanta, R. Atienza, J. Samonte E. (2023). Putting Transport Workers and Commuters First: The Route to Just Transition in Public Transport Modernization. UP CIDS Policy Brief. ISSN 2619-7286.

Gatarin, G. (2024), Modernising the ‘king of the road’: Pathways for just transitions for the Filipino jeepney. Urban Governance. 4(1). 37-46. https://doi.org/10.1016/j.ugj.2023.11.002

Golez, P. (2024, January 24). Marcos extends jeepney consolidation deadline til April 30. POLITIKO. https://politiko.com.ph/2024/01/24/marcos-extends-jeepney-consolidation-deadline-til-april-30/daily-feed/

Latoza, G. (2023, December 15). What are UP’s plans for commuters amid PUVMP? Tinig ng Plaridel. https://www.tinigngplaridel.net/up-transport-puvmp/

Magramo, K. (2024, January 16). Philippines jeepneys: Will the loud, colorful vehicles soon disappear from the roads?. CNN. https://edition.cnn.com/2024/01/16/asia/philippines-jeepney-phase-out-strikes-intl-hnk/index.html

Mendoza, T. C. (2021, February). Addressing the “blind side” of the government’s jeepney “modernization” program. University of the Philippines Center for Integrative and Developmental Studies. 1-69. ISSN 2619-7456.

Mondoñedo-Ynot, L. (2024, April 10). April 30 is final deadline for Puv Consolidation. SunStar Publishing Inc. https://www.sunstar.com.ph/manila/april-30-is-final-deadline-for-puv-consolidation

Ombay, G. (2023, November 9). DepEd lacks nearly 90,000 teachers - Pia Cayetano. GMA News Online. https://www.gmanetwork.com/news/topstories/nation/887851/deped-lacks-nearly-90-000-teachers-pia-cayetano/story/

Pabustan, D. (2017, September 21). Euro 4, what does it mean and why do we need it?. AutoDeal.https://www.autodeal.com.ph/articles/car-features/euro-4-what-does-it-mean-and-why-do-we-need-it

Philippine Daily Inquirer. (2024, April 14). DOH’s Lack of Vaccine Urgency. INQUIRER.net. https://opinion.inquirer.net/172935/dohs-lack-of-vaccine-urgency

Presidential Communications Office. (2024, January 24). PBBM approves three-month extension of PUV Consolidation. https://pco.gov.ph/news_releases/pbbm-approves-three-month-extension-of-puv-consolidation/

RAC. (n.d.). Euro 1 to Euro 6 guide – find out your vehicle’s emissions standard. https://www.rac.co.uk/drive/advice/emissions/euro-emissions-standards/

Relativo, J. (2023, December 28). Unconsolidated jeepneys, UV Express “allowed to operate” until Jan. 31, 2024. Philstar.com. https://www.philstar.com/headlines/2023/12/28/2321963/unconsolidated-jeepneys-uv-express-allowed-operate-until-jan-31-2024

Relativo, J. (2024, April 30). Unconsolidated jeepneys given “15-day leeway” after consolidation deadline. Philstar.com. https://www.philstar.com/headlines/2024/04/30/2351543/unconsolidated-jeepneys-given-15-day-leeway-after-consolidation-deadline

Reyes, R. O. (2024, January 29). Jeepney drivers rejoice “partial victory” for phaseout extension. SunStar Publishing Inc. https://www.sunstar.com.ph/tacloban/jeepney-drivers-rejoice-partial-victory-for-phaseout-extension#:~:text=approved%20the%20extension%20for%20franchise

Rivas, R. (2023, March 7). In numbers: Why jeepney phaseout is anti-poor, will do little for environment. RAPPLER. https://www.rappler.com/business/numbers-why-government-phaseout-jeepneys-anti-poor-do-little-environment/

Santos, J. (2024, February 7). Consolidation extension is not what the protest demands. Philippine Collegian.https://phkule.org/article/1106/consolidation-extension-is-not-what-the-protest-demands

[mariacallous]

When turbine blades for the United States’ first offshore wind project left port in September 2023, headed for the Vineyard Wind 1 project off Massachusetts, they were traveling on a barge instead of a wind turbine installation vessel, or WTIV. These purpose-built vessels are common in other parts of the world and make the job much, much easier. A WTIV is a transportation and construction rig in one. Frequently equipped with a big crane, deployable legs, and a dynamic positioning system, WTIVs can support the installation of several humongous turbines per trip.

There are dozens of WTIVs plying the world’s waters. So, why were the Vineyard Wind 1 blades delivered on a barge? This expensive, inefficient workaround was necessary because of a century-old law known as the Jones Act.

Also known as the Merchant Marine Act of 1920, the Jones Act requires anyone transporting goods from one point in the United States to another to use an American ship. And by a modern interpretation of the old law, an offshore turbine counts as a point in the United States. The trouble is, the United States doesn’t have any WTIVs. And without the appropriate equipment, the country’s offshore wind efforts are being plagued by the need for repeated, smaller-capacity barge trips that have added costs to projects already beset by financial difficulties. Danish energy company Ørsted, for example, cited vessel delays when it canceled two planned projects off the New Jersey coast: Ocean Wind 1 and 2.

The country’s first Jones Act–compliant WTIV, the Charybdis, is currently under construction in Texas. While originally planned for completion in 2023, labor constraints have pushed the Charybdis’s launch back at least a year, possibly into 2025, says Dominion Energy, the vessel’s owner.

The Biden administration’s goal is to deploy offshore wind turbines capable of generating 30 gigawatts of power by 2030. That’s more than 2,000 turbines. To meet this target, the National Renewable Energy Laboratory (NREL), part of the US Department of Energy, says there’s a need for four to six WTIVs. But as 2030 draws ever closer, the incomplete Charybdis remains the only one.

The Jones Act is tricky to navigate. For a vessel to be compliant, it must not only be built in the United States and running the country’s flag but also be owned and crewed by Americans. Consequently, US shipyards enjoy a monopoly, which allows them to demand massively inflated prices.

When finished, the 144-meter-long Charybdis will boast over 5,000 square meters of main deck area and accommodate up to 119 people, supported by on-board cabins, mess rooms, and shops, as well as a cinema, gym, and hospital. But the WTIV’s cost has climbed from US $500 million to $625 million. Meanwhile, the major shipyards in South Korea could have built a similar vessel in less time, for less money, and with a more powerful crane.

The reason for the Jones Act’s longevity, says Colin Grabow, a research fellow at the Cato Institute, a libertarian think tank, is that while it tends to benefit only a few people and businesses, the act goes unnoticed because there are many payers sharing the increased costs.

The Jones Act is one in a string of protectionist laws—dating back to the Tariff Act of 1789—designed to bolster US marine industries. The Jones Act’s existence was meant to ensure a ready supply of ships and mariners in case of war. Its authors reasoned that protection from foreign competition would foster that.

“Your average American has no idea that the Jones Act even exists,” Grabow says. “It’s not life-changing for very many people,” he adds. But “all Americans are hurt by the Jones Act.” In this case, that’s by slowing down the United States’ ability to hit its own wind power targets.

Grabow says those most vocal about the law—the people who build, operate, or serve on compliant ships—usually want to keep it in place.

Of course, there’s more going on with the country’s slow rollout of offshore wind power than just a century-old shipping law. It took a slew of factors to sink New Jersey’s planned Ocean Wind installations, says Abraham Silverman, an expert on renewable energy at Columbia University in New York.

Ultimately, says Silverman, rising interest rates, inflation, and other macroeconomic factors caught New Jersey’s projects at their most vulnerable stage, inflating the construction costs after Ørsted had already locked in its financing.

Despite the setbacks, the potential for offshore wind power generation in the United States is massive. The NREL estimates that fixed-bottom offshore wind farms in the country could theoretically generate some 1,500 gigawatts of power—more than the United States is capable of generating today.

There’s a lot the United States can do to make its expansion into offshore wind more efficient. And that’s where the focus needs to be right now, says Matthew Shields, an engineer at NREL specializing in the economics and technology of wind energy.

“Whether we build 15 or 20 or 25 gigawatts of offshore wind by 2030, that probably doesn’t move the needle that much from a climate perspective,” says Shields. But if building those first few turbines sets the country up to then build 100 or 200 gigawatts of offshore wind capacity by 2050, he says, then that makes a difference. “If we have ironed out all these issues and we feel good about our sustainable development moving forward, to me, I think that’s a real win.”

But today, some of the offshore wind industry’s issues stem, inescapably, from the Jones Act. Those inefficiencies mean lost dollars and, perhaps more importantly in the rush toward carbon neutrality, lost time.

[basmathgirl]

All right, you got me...what model train are they trying to advertise to you? I'll admit, I loved model trains as a kid. Though I don't have many these days, as it turns out I need money for other things in life and I have no room, I always get a kick out of looking at new ones.

So while we're on random topics (you threw one out earlier today, so I'll put one out too!) do you happen to know what sandals Catherine Tate is wearing in the videos/pictures from the past two cons? Those brown heeled sandals? They look comfy and super cute! Good sandals like that are hard to come by these days. Though knowing my luck they're either years old and you can't find them anymore or they're priced well out of my league 😂

Hello kind Anon

Sorry it took so long to come back and answer, but I've been trawling through websites to find those specific sandals. *sigh*

Didn't find them, btw, but the nearest I got was these Clark ones

They were £10 cheaper on the Clarks website but the screenshot is from Marks & Spencers. Clarks shoes are normally very comfortable and worth the money, should you be tempted.

These ones are available but it would seem that Catherine's sandals aren't. Unless anyone knows otherwise....?

Okay. You asked to see some of our model trains. Our finished steam engine is this:

Not exactly diddy because you can ride on it (hubby has built a carriage to ride on since this photo was taken:

However, we do also have smaller ones that run on a board:

That's the Flying Scotsman in the foreground; might be the Hogwarts Express on the top left.

And of course we have smaller ones still, to play with:

Obviously, it helps if you are wearing your train drivers' hat too!

We used to have all the available Thomas the Tank Engine locos when my sons were small, but they gave them all away (to a younger cousin).

The model train they tried to lure me onto a builders website with, was made of wood and ply sheets, presumably sitting on block bricks - I tried to get a screenshot but my tablet failed me. Sorry. It was impressive and looked like the steam engine up top; except with more red parts.

[christinebrailsford]

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[if-you-fan-a-fire]

"STREET RAILWAY CO. TO LAY NEW TRACKS," Weekly British Whig (Kingston, Ont.). February 20, 1913. Page 3. --- And Enable Princess Street to Be Paved. ---- WILL SIGN AGREEMENT ---- TO PAY FOR ALL TRACK MATERIALS. ---- City Council Endorses Draft Agreement - Expected That The Work of Paving Princess Street Will Be the Spring The paving of Princess street this year is practically assured. With the verbal assurance that the street railway company would agree to the terms, the Board of Works on Monday evening presented to the City Council a draft agreement to be drawn between the city and the company, providing that the former construct the concrete base for the tracks, and the latter would bear the cost of the rest of the track work. Hitherto the company refused to enter into such an agreement. Ald. Fair, chairman of the Board of Works, took up the matter with the railway officials, and succeeded in coming to a more amicable basis of agreement.

After two hours' discussion, the council adopted the basis, which has to be submitted to the company to be ratified. Then it will be again passed upon by council, and formally signed. The work of double-tracking and preparing the street for paving paving will be commenced, it is expected, before the first of April. The recommendations of the Board of Works, which were adopted, were:

Basis of Agreement. That the agreement between the street railway company and the city, dated the 10th day of November, 1897, be annulled.

That the city solicitor be instructed to draw up an agreement between. the corporation of the city of Kingston and the street railway company in regard to the permanent paving of that part of King street and that part of Princess street hereafter set forth, and the double-tracking of the said parts of said streets by the said company; said agreement to contain the following terms and conditions, and such others as may be necessary to complete said agreement:

The corporation will excavate, grade, drain and lay the base on King street, from Brock street to Princess street, thence along Princess street from King street to Clergy street, for the double-tracking of that portion of the said company's road.

The said company will remove the present track and provide for its own traffic, while it is engaged in doing that work, and in laying the doubletracks, The company will also furnish seven-inch, eighty-pound T rails oak ties, and other track material, and will relay the track in the base furnished by the corporation, on condition that the corporation will sup ply the said company with power at 1.20 cents per kilowatt hour for a period of five years from the 29th day of November, 1914.

If the Hydro-Electric power be obtained by the city, the contract for power at 1.20 cents per kilowatt-hour, is to be terminable by either party on six months notice, and when so terminated the corporation is to furnish the said company Hydro power at cost, and the said company to accept power as received by the corporation from the Hydro-Electric power commission, at the price paid by the corporation.

All poles along said parts of said streets are to be removed, and that all wires of the Bell Telephone company and of the civic light and power plant are to be put in conduits under round.

The Agreement of 1897. Ald. Fair stated that the railway company had shown sire to treat with the city in as fair a way as possible. He hoped that the report would be adopted at once.

Ald. Ross wanted to know if there was any necessity of annulling agreement of 1897.

Ald. Fair said there was. The proposed agreement could not be made. without the abrogation of the older one.

Ald. Harrison could see по reason for hurry in rushing the matter through. A delay of two weeks for consideration could not hurt.

Ald. Couper moved in amendment to the resolution to adopt the report that the matter be held over till next meeting of council and that copies of the proposed agreement and that of 1897 be placed in the hands of each alderman.

The agreement of 1897 was rend and found that it provided double-tracking and paving of Princess street. By it the company given the right, after 1899, of double tracking Princess street from the Orange Hall to Bagot street. In the event of the city paving Princess street the company agrees to pay one-fifth of the cost of pavement. It would not think of doing that today.

Superintendent Nickle. Superintendent H. C. Nickle, of the street railway company, was in council chamber, and Ald. Fair requested that he make some explanations. Mr. Nickle stated that if the agreement of 1897 was nullified the company would apply all track material from St. Andrew's church corner down to King street. While the Agreement of 1897 was in force the company would not change its rails.

Ald. Graham was of the opinion that Ald. Harrison and some others were blocking the proposition. What was the use of a postponement, he asked. Ald. Harrison was not to be here when council would meet again, and would not have a chance. to give his opinion.

Ald. Harrison - "I rise to a point of order, Mr. Mayor. I don't think Ald. Graham has any right to make the statement he has just made."

Mayor Kigney - "I'm afraid I have to rule against you."

Ald. Harrison - "All right."

Ald. Graham - "Now I'll go ahead."

And he did so.

Ald. Hoag was anxious to have Princess street paved, just as well as Ald. Graham was, but he did not care to put his head in a halter and not be able to get it out. He did not favor railroading this matter through without more consideration.

Ald. Shaw asked Superintendent Nickle if a delay of two weeks would make any material effect upon the agreement.

Ald. Fair pointed out that the city could not proceed with the paving of Princess street without coming to the terms of the street railway company. It was necessary to nullify the agreement of 1897. The members of the Board of Works were seized of the facts, and knew what was in the agreements with the company. At some future meeting of the council some aldermen might still wish to turn up the old agreements, and thus delay the paving of Princess street. Men who are not constructive may get up and criticize, but it was necessary to do something at once that would enable some definite arrangements to be arrived at. Ald. Fair deprecated the suggestions of postponing action.

Ald. Harrison said he objected to Ald. Fair's type of discussion by saying that an alderman was a knocker because he wants to look into matter and have the opinion of the city solicitor, who had stated that he was not ready to discuss the question. Personally, he wanted the street paved, and was willing to pay his share, but there would be no harm in a few days' delay. He we satisfied that the street railway superintendent would agree with him.

Ald. Ross said that at first he had refused to vote at once on the report, as he did not want to do so in the dark. He had heard the agreement of 1897, and was satisfied that there was no objection in nullifying it. A good bargain had been made with the company by the Board of Works, and it was wise to get ahead with it. The city was gainer in every way by the agreement reported to council. Immediate action was wise. Ald. Ross congratulated the chairman, Ald. Fair, upon what he had done. He saw nothing that should stand in the way the report.

Ald. Fair asked that Superintendent Nickle be allowed to make another statement.

Mr. Nickle stated that there no other agreement in existence other than that of 1897, that has reference to Princess street. The company, he said, had intended double-tracking Princess street, from the Orange hall to Bagot street, at a cost of $3,400 or $3,500, if the city paved to the end of the ties, but after further consideration, had decided to lay better rails. The cost to the company would be between $9,000 and $10,000; or, in other words, the company would be paying two dollars for every one expended by the city.

Ald. Bennett held that the agreement was a good one for both city and company, and nothing should be thrown in the way of its immediate acceptance.

Ald. Couper called for the yea and nays on his amendment, and the vote resulted:

Yeas - Alds. Couper, Clugston, Harrison - 3

Nays - Mayor Rigney, and Alds. Bennett, Bews, Fair, Graham, Gillespie, Hoag, Kent, Litton, O'Connor, Ross, Shaw, Stroud, Stroud, Sutherland, White - 15.

There was some further discussion as to the power agreement clause, and also as to the conduits. Finally the whole report was adopted, this clause added, on motion of Alds. Kent and Ross: -"Provided, that the Board of Works submit said agreement to council for its approval at the next regular meeting or at a special meeting."

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