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This report provides an overview of federal planning and funding for freight transportation infrastructure, namely for trucks, railroads, and vessels. The report also discusses the relative performance of these modes in carrying the freight burden and examines the decline in the waterborne share. Congestion is a concern to different degrees for the three modes. freight, cargo, truck, rail, maritime, barge, shipping, port, congestion, infrastructure, RRIF, train, locks, inland waterways, army corps, dredging, harbor, surface transportation board, STB, jones act, cabotage, railroad, highway, longshore, marine highways, Title XI, shipyard, shipbuilding, ship construction, intermodal, Jones Act, FAST Act, P.L. 114-94.
The U.S. freight system is a complex network including four principal modes of transportation:
About two-fifths of freight within the United States, measured in ton-miles, moves by truck, and about a quarter moves by rail (Figure 1). About one-fifth moves by truck and rail in combination with each other. Trucking accounts for almost three-quarters of freight movement when measured in either tons or cargo value. Air freight has an exceptionally high value to weight ratio, and 30% of the nation's exports (by value) move this way. Waterborne freight accounts for 6% of domestic tonnage, but almost 20% of import and export tonnage.1
The U.S. Department of Transportation (DOT) has described freight transportation planning as "convoluted" and "de-centralized."2 This has both advantages and disadvantages. An advantage of decentralized planning, from the standpoint of a local government, is that it can advance local capacity building even if freight capacity is available in other localities. One disadvantage frequently cited by shippers is that freight projects do poorly in the public planning processes of state departments of transportation and metropolitan planning organizations (MPOs), the government entities that are largely responsible for deciding which road projects get built, because the general public values improvements to passenger travel more highly than improvement of freight movements. Planners in the public sector also can be uncomfortable advocating for projects with direct benefits to the private sector.3 Additionally, as the National Freight Advisory Committee claimed in 2014, freight projects may lose out "because their benefits spread nationally or regionally, beyond the boundaries of the funding entity."4
One of the freight policy goals stated in the 2015 surface transportation law, the Fixing America's Surface Transportation Act (FAST Act; P.L. 114-94), is "to improve the flexibility of States to support multi-State corridor planning and the creation of multi-State organizations to increase the ability of States to address multimodal freight connectivity." Addressing major freight bottlenecks with federal grants can be difficult politically because it entails allocating large sums to relatively few, narrowly defined geographic areas. Also, federal funding decisions in freight transportation have the potential to create winners and losers. For example, a federal expenditure to deepen one harbor but not another could shift the flow of freight and the location of business investments and jobs.
The important role of multi-modal transportation in freight movement creates a particular challenge in setting spending priorities. Federal transportation programs are typically focused on a single mode; surface transportation, aviation, and maritime programs are authorized in separate laws and overseen by separate agencies within and outside DOT, complicating assistance to multi-modal projects, which are common in freight infrastructure. Recent changes in law have sought to reduce this artificial separation of transportation modes by allowing limited funds raised by federal taxes paid by highway users to be spent on projects that benefit entities such as railroads and water carriers, but this raises questions about the equity of cross-subsidization.
Under current policy, reiterated in the FAST Act, state departments of transportation are encouraged to establish freight advisory committees including industry representatives, and to develop state freight plans that include lists of priority projects. To develop better plans, many state and city transportation planners seek more robust information on freight shipments through their districts. In the Moving Ahead for Progress in the 21st Century Act (MAP-21; P.L. 112-141, §1115(h)(1)(C)), and again in the FAST Act (§8001), Congress requested DOT to "consider any improvements to existing freight flow data collection efforts that could reduce identified freight data gaps and deficiencies." For the 2017 Commodity Flow Survey, DOT included information on temperature-controlled cargo. This may provide insights into the performance of the freight system, as this cargo has higher service demands.5
Figure 1. Modal Shares of U.S. Freight
Source: Commodity Flow Survey 2017 (preliminary data), Table 1a, U.S. Census Bureau and Bureau of Transportation Statistics. Survey covers U.S. based shippers' outbound freight; it therefore excludes imports, but includes exports up to the exit point from the United States.
Note: One ton-mile equals one ton of freight shipped one mile.
Trucks pay a federal diesel fuel tax of 24.3 cents per gallon, as well as taxes on trucks and tires. The proceeds of these taxes, along with revenue from taxes on fuel used by passenger vehicles and money from the U.S. Treasury general fund, are deposited into the Highway Trust Fund, which makes approximately $45 billion available annually for the Federal-Aid Highway Program.6 In the FAST Act, Congress set aside roughly 5% of this amount for projects to improve freight movements. This represents a significant change from previous law, which did not dedicate federal surface transportation funds to freight.7
The FAST Act requires DOT, in coordination with states and MPOs, to identify roadways that are heavily used by trucks. These roadways include a "Primary Highway Freight System" (PHFS) designated by the Federal Highway Administration (FHWA), "critical rural freight corridors" designated by state departments of transportation, and "critical urban freight corridors" designated by either states or MPOs (depending on the population size of an urban area). The PHFS currently comprises 41,518 miles of highway that FHWA has identified as critical to freight movement, but PHFS mileage could increase by 3% every five years, based on changes in truck movements.8
Congress directed that $1.2 billion per year of federal funds apportioned to the states by formula be used for projects on this designated freight network.9 It also specified that up to 10% of a state's apportionment may be directed toward projects "within the boundaries of public or private freight rail or water facilities (including ports); and that provide surface transportation infrastructure necessary to facilitate direct intermodal interchange, transfer, and access into or out of the facility."
In addition, the FAST Act created a competitive grant program for freight projects of about $900 million per year.10 Public entities, including states and groups of states, MPOs, local governments, port authorities, and tribal governments, may apply for these funds to build highway projects, railway-highway grade crossing projects, connections to ports and intermodal freight facilities, and elements of private freight rail projects that provide public benefits. Although these competitive grants may provide no more than 60% of a project's cost, other federal assistance can be used to provide up to a total of 80%.
The competitive grant program is designed primarily for relatively high-cost projects; each grant awarded must be at least $25 million and the project must have eligible costs amounting to at least $100 million or a significant share of a state's highway funding apportionment the previous fiscal year (at least 30% in the case of a project within a single state). However, 10% of grant funds are reserved for smaller projects, with a minimum grant size of $5 million. The Trump Administration has named this program Infrastructure for Rebuilding America (INFRA) Grants.11
Congress also specified that states bordering Canada or Mexico may use up to 5% of their Surface Transportation Block Grant Program funds (defined in §1109 of the FAST Act) for highway infrastructure supporting cross-border movements.12
Railroads rely primarily on their own revenues and borrowings to maintain and improve their facilities. The large Class I railroads spend about $10 billion annually on their roadways and structures.13
Congress removed most federal oversight of railroad freight rates in the 1980s. While freight railroads publish rates that are available to any shipper, most railroad freight moves at rates agreed in confidential contracts between railroads and shippers. In those contract negotiations, railroads seek to charge rates that will cover the cost of maintaining and improving their infrastructure, pay for operations, and provide a profit.
The Surface Transportation Board (STB), an independent agency, judges the reasonableness of rail rates in markets where the railroad is determined to have "market dominance," generally where a shipper is served by only one railroad and cannot ship economically by truck or water. The STB is tasked with balancing the need for railroad revenues adequate for reinvestment with the need for competitive rail rates and service. When Congress reauthorized the STB in 2015, it expanded the board from three to five commissioners and modified procedures with the intent of making the rail rate review process faster and less costly.14 Some STB practices may be outdated, according to a study by the Transportation Research Board requested by Congress. The study found that a number of STB practices and procedures date back to the period before rate deregulation in 1980.15 A controversial petition before the Board is "reciprocal switching," requiring rail carriers to hand off cargo to competing railroads at more interchange points than they do currently.16 The petition was filed by shippers of bulk cargo, such as chemicals and coal, and is opposed by intermodal (containerized) shippers. Also controversial are proposed changes related to the STB's revenue adequacy determinations affecting railroad profitability.17
Congress has sought to encourage investment in rail infrastructure through the Rail Rehabilitation and Improvement Financing (RRIF) program, which provides loans and credit assistance to sponsors of public and private rail projects. Eligible projects include acquiring, improving, or rehabilitating rail equipment, refinancing existing debt for these purposes, or developing new rail facilities. Loans can be used to finance 100% of project costs with repayment periods up to 25 years. To date, almost all the recipients of freight-related loans have been shortline railroads, which typically own small pieces of track to serve local shippers, or regional railroads, which may own longer track segments but transfer most of their freight to or from the large "Class I" railroads.18
While Congress has largely left it to the states to determine which highway infrastructure projects will receive federal funding, it is closely involved in determining which navigation infrastructure projects will be funded. Project funding is controlled through authorizations of and appropriations to the U.S. Army Corps of Engineers' Civil Works program.19 The Army Corps builds, maintains, and operates locks, dredges channels, and builds and maintains breakwaters to support both inland and deepwater navigation. Federal funding is focused on the "waterside" portion of marine infrastructure; "landside" infrastructure—that is, terminal infrastructure on port grounds—is primarily funded by private terminal operators and publicly owned port authorities, and ultimately paid for by charges on carriers and shippers.
The Inland Waterway Trust Fund, funded via a tax of 29 cents per gallon on barge fuel, is used to fund half the cost of new construction/major rehabilitation on inland rivers.20 General Treasury funds provide the other half, and fund 100% of inland waterway operations and maintenance. A handful of waterway segments generate negligible traffic but consume about a third of the operating and maintenance budget.21 A study by an expert panel assembled by the Transportation Research Board suggested using revenue from the barge fuel tax for operation and maintenance in addition to capital expenditures in order to protect the value of existing waterway assets.22 Inland waterway shippers are concerned that the level of user fees not divert cargo from the waterways. Barge traffic patterns have changed in recent years, potentially affecting the need for proposed improvements at various locks.23
The Harbor Maintenance Trust Fund (HMTF), funded via a tax of $1.25 per $1,000 of cargo moving through coastal and Great Lakes ports, provides half of federal expenditures on harbor maintenance, such as dredging to maintain a harbor's depth, with the general fund covering the other half. The general fund also pays 100% of the federal share of harbor improvements, such as deepening a harbor. Projects to deepen harbors with federal funds require specific congressional approval and, in many cases, a state or local financial contribution. About a third of HMTF expenditures is used for cargo ports, with the remainder spent to maintain recreational and fishing harbors or on other government activities.24
Enlargement of the Panama Canal has spurred interest in deepening ports on the Atlantic and Gulf coasts to accommodate larger ships, as has lifting of the crude oil export ban for some Texas ports. Since ship operators pay none of the cost of dredging, they do not consider this cost when calculating the costs and benefits of larger ships. Yet only a handful of "load center" ports can realistically expect to see larger container ships or tankers.25 Under the present financing method and planning process, each port deepening project is initiated at the local level and evaluated in isolation from other port projects, potentially leading to excess port capacity in a region or nationally. However, this approach allows communities to determine their harbor's development.
As mentioned above, "landside" port infrastructure has traditionally not been a federally funded undertaking. However, in FY2019 and FY2020, Congress appropriated $293 million and $225 million, respectively, for the Port Infrastructure Development Program, authorized at 46 U.S.C. §50302. This is a discretionary program with grants awarded by the DOT's Maritime Administration (MARAD) on a competitive basis to ports for improving the safety, efficiency, or reliability of cargo handling and throughput.26
An important law influencing U.S. freight patterns is the requirement that any vessel transporting cargo between U.S. points be built in the United States. This requirement originates from the Merchant Marine Act of 1920 (§27), and is commonly referred to as the Jones Act.27 The act's supporters contend it helps preserve U.S. shipbuilding capability that is necessary for national security reasons. Shippers claim this requirement severely limits the availability of ships and raises the cost of coastal shipping. A U.S.-built coastal oil tanker, for instance, might cost $135 million, while a foreign-built tanker of similar size might cost $35 million.28
In addition to banning foreign-built ships in domestic waterborne commerce, the federal government supports domestic shipbuilding with loan guarantees and grants. The Title XI program (46 U.S.C. §53702) provides loan guarantees to vessel operators for the purpose of financing the construction of vessels in U.S. shipyards. Loan guarantees cannot exceed 87.5% of the project's cost, and the repayment period cannot exceed 25 years from vessel delivery. A 2015 DOT Inspector General audit found $644 million in default under this program.29 Congress requested an additional audit in the National Defense Authorization Act for FY2019 (P.L. 115-232, §3516), which the DOT Inspector General commenced in December 2018.
The National Defense Authorization Act for FY2009 (P.L. 110-417) established the Assistance to Small Shipyards Grant Program. U.S. shipyards with less than 1,200 production employees are eligible to receive matching grants from MARAD to finance capital improvements and equipment purchases. About $5 million to $15 million a year has typically been made available for this program annually, except that the American Recovery and Reinvestment Act of 2009 provided $100 million.
The Capital Construction Fund (CCF; 46 U.S.C. §53501) enables U.S. vessel owners to defer federal taxes by depositing their income in a CCF. Amounts held in a CCF may be used only to finance the construction, reconstruction, or acquisition of a vessel built or rebuilt in a U.S. shipyard. The fund is established by the ship owner subject to MARAD regulations and reporting requirements.30 About 180 domestic ship owners have established a CCF.
Under the Smoot-Hawley Act of 1930, U.S. vessel operators are liable for a 50% duty on maintenance and repairs performed on their vessels at overseas shipyards (19 U.S.C. §1466). The duty is intended to encourage U.S.-flag operators to perform repairs in domestic shipyards.
While not dedicated to freight transportation, a grant program that originated in the American Recovery and Reinvestment Act of 2009 (ARRA; P.L. 111-5), and since renamed the Better Utilizing Investments to Leverage Development (BUILD) program, has funded various freight-oriented projects related to highway, rail, and maritime modes.31
Congestion has been a prominent policy concern for truckers and truck shippers. Port congestion has been an issue for some international maritime shippers and periodically for rail shippers; congestion on some rail routes was severe in 2014, but has since abated. Coastal shipping has experienced a decades-long trend of declining volume.
Highway congestion frustrates trucking's ability to provide precise and reliable scheduling. Unreliability is costly because it requires manufacturers and retailers to carry buffer stock, reducing an efficient "just-in-time" logistics strategy to a "just-in-case" strategy.32 Highway congestion is particularly pronounced in major urban areas that contain important freight hubs such as ports, airports, border crossings, and rail yards. As identified by DOT, the 25 most congested segments for trucks are generally urban Interstate Highway interchanges.33 Five of the 25 most congested segments are in Houston. A trucking industry study estimates that 87% of the total costs of congestion for trucks is concentrated on 17% of the National Highway System.34 One difficulty in addressing infrastructure pinchpoints is that much of the benefit may flow to distributors and manufacturers located outside the state where the congestion occurs.
Diverting truck freight to rail and water modes is one possible means of mitigating congestion. While some long-distance truck freight has been shifted to rail, there are economic and policy obstacles to diverting truck freight to water, and short-distance rail freight is relatively costly. Although some industrial plants and warehouses continue to have direct rail service, in general railroads have shaped their networks to provide high-frequency service between rail yards, relying on trucks to move the freight between the rail yard and customer premises.
In corridors with sufficient cargo volume, railroads are cost-competitive with trucks in moving trailers and containers for distances exceeding 500 miles. Freight rail congestion has been episodic. In 2014, a boom in movements of crude oil from North Dakota, combined with a bumper harvest and a residual backlog of shipments stemming from the severe winter of 2013-2014, caused delays in rail service in the Upper Midwest that reverberated across the nation.35 As a result of this experience, the STB requires railroads to report weekly on their performance nationally, and in Chicago particularly, so that service levels can be monitored.36
Railroads generally have room to increase capacity and reduce congestion by adding parallel tracks over much of their networks in rural areas. However, they face constraints in expanding their terminals in urban areas. The increasing popularity of intercity and commuter passenger rail services has placed additional demands on rail infrastructure. Some railroad operators have received federal, state, or local government support for infrastructure improvements that also benefit freight service in return for hosting more passenger trains.
As Figure 2 indicates, domestic waterborne ton-miles have decreased by nearly 50% from 1980 through 2016. As the figure indicates, the decline is mostly in coastal shipping, which, in terms of ton-miles, is now about a quarter of what it was in 1980. Shipping on the Great Lakes and the inland rivers has been comparatively stable. At least a third of the decline in coastal shipping can be explained by a decrease in the amount of Alaska crude oil shipped to Washington and California refineries.37 However, excluding Alaska oil, coastwise shipping tonnage today is about 45% less than it was in the mid-1970s, before shipments of Alaska oil began. The decline of waterborne shipping shown in Figure 2 pertains only to domestic commerce. Waterborne shipping has maintained its market share relative to truck and rail in moving freight to and from Canada and Mexico. The volume of U.S. overseas commerce carried by ship has increased 60% since 1980. Very little U.S. international maritime trade is carried out by U.S.-built or U.S.-crewed vessels.38
Source: Bureau of Transportation Statistics, National Transportation Statistics, Table 1-50.
Notes: Lakewise is shipping on the Great Lakes. Internal is shipping on inland rivers. More recent data not available.
Ships are a transportation mode capable of providing lower-cost alternatives to overland transport. Their inherent economy stems from being able to carry more cargo per trip, not incurring the cost of maintaining rights-of-way,39 and having fewer limitations on cargo dimensions and weight. Despite these cost advantages, coastal shipping is typically not price-competitive with railroads and trucks in the United States. Most coastal shipping services link the U.S. mainland with Alaska, Hawaii, and Puerto Rico on routes where land modes are not an option, or deliver fuel to Florida and New England on routes where pipeline service is not available.40
The requirement that coastal shipping be conducted in vessels that meet Jones Act requirements, including U.S. construction, at least 75% ownership by U.S. citizens, and crews comprising mainly U.S. citizens, may be waived if deemed "necessary in the interest of national defense." Such waivers were granted temporarily after hurricanes Harvey, Irma, and Maria in September 2017. In May 2018, the Office of Management and Budget sought public comment "on how existing agency requirements affecting the maritime sector can be modified or repealed to increase efficiency, reduce or eliminate unnecessary or unjustified regulatory burdens, or simplify regulatory compliance while continuing to meet statutory missions."41 No further information has been issued since the comment period closed in July 2018.
Seagoing barges are more prevalent than ships in U.S. coastal service because they cost less to build and, due to Coast Guard regulations governing manning of vessels, require one-third to one-half the number of crew. Due to such cost differences, some domestic routes are served by barges instead of ships. In the 1980s, ships carried about 70% of domestic coastwise tonnage and barges carried 30%, but since then there has been a steady decline in coastwise ship tonnage, while coastwise barge tonnage has remained relatively stable (Figure 3).
Operating at slower speeds than ships, barges can operate economically only over shorter distances. As a result, the average haul in coastwise service has declined from around 2,000 miles in the 1980s to less than 1,000 miles today. Barges are also more limited than ships by sea conditions.
While coastwise services today are less efficient than in the 1980s, carrying less cargo tonnage but using more vessels and trips to do so, their modal competitors have been improving efficiency. Railroads carry 40% more tons per train today than they did in the 1980s by using larger railcars and longer trains, and pipelines carry more petroleum with less mileage by increasing pipe diameters.
Source: U.S. Army Corps of Engineers, Waterborne Commerce Statistics, National Summaries, Table 1-12.
The domestic ship fleet is significantly older, on average, than the world fleet, because high construction costs discourage replacement of older U.S.-built vessels. Older ships are more costly to operate because they are less fuel-efficient, have less automation and therefore require more crew, and have higher maintenance costs. A statutory requirement affecting crew size dates back to 1915, when vessels were powered by steam boilers and turbines that required round-the-clock attention.42 This law requires at least three crew shifts per 24-hour period (i.e., three mariners per position), and prohibits mariners from working in both the deck and engine departments, which may discourage the adoption of new technology.43
In 2007, Congress authorized an initiative called "Marine Highways" that seeks to divert truck or rail freight from congested corridors to water routes by providing federal grants for terminal equipment and vessel upgrades.44 Initially, this program was limited to only those projects that intended to divert freight from a congested parallel highway or railway, but Congress expanded it in 2012 to include routes between all U.S. ports (including ports with no contiguous landside connection).45
Marine highway operations involving transfer of containers from ships to barges or from large oceangoing ships to smaller ones are common abroad, but they face a number of financial obstacles in the United States. These include the need to use U.S.-built vessels for the domestic leg, relatively high crewing costs, unattractive port labor arrangements, and collection of the 0.125% cargo tax to fund the HMTF twice on transshipped cargo. A study of the feasibility of a marine highway along the East Coast found it was uneconomical unless the two largest cost components, labor cargo-handling costs and vessel capital costs, could be reduced.46
A labor-management dispute that slowed container throughput at West Coast ports in late 2014 drew congressional attention to the efficiency of U.S. ports. At a congressional hearing examining the labor-management dispute, one railroad official testified that "Improving efficiency will be as important as infrastructure expansion, and certainly less costly, in achieving the throughput that the nation requires from its ports. U.S. port efficiency is among the lowest of world trading partners."47
In the FAST Act (§6018), Congress directed DOT to establish a port performance statistics program that would report annually on capacity and throughput at the nation's leading ports. Shippers of containerized cargo suggest that port performance be measured by the amount of time it takes to process conveyances, including the average time needed to unload and load a vessel (adjusted for its size), the average time trucks wait outside terminal gates, and the average time required to pick up or drop off a container once a truck has entered the port.48 Such metrics may be more useful for monitoring performance at individual facilities over time rather than comparing ports, as port characteristics vary considerably. Port and terminal operators point out that some metrics widely used to compare ports internationally, such as the average number of container crane movements per hour, may be affected by factors beyond their control, such as the average size of vessels serving a port. DOT's annual report measures the dwell time of container ships at the busiest U.S. ports.49
The introduction of significantly larger container ships calling at the busiest U.S. ports has increased pressure for further automation and more rapid distribution of containers in and out of the ports. A handful of terminals have been redesigned around driverless cranes for sorting containers within the terminal. Longshore unions have been concerned about the potential reduction in workforce and change in the required skills as fewer workers are needed to operate equipment but terminals' demand for equipment mechanics and software engineers increases.
Congestion at truck gates has been a persistent problem at some container ports. Unlike truck distribution centers and rail terminals that typically operate 24/7, port terminal truck gates typically operate 8-5 on weekdays only (and close during lunch hour), charging significantly higher rates for work requested outside these hours. In many cases, import containers awaiting truck pickup are stacked in the terminal yard in random sequence, because the terminal operator does not know when a particular container will be collected. This situation requires inefficient reshuffling of container stacks. Ports are seeking to move to more organized truck pickup, but the prevalence of independent truckers, typically paid by the trip to the port, frustrates coordinated information processing and contributes to long truck waiting times. The Federal Maritime Commission, which regulates international ocean shipping, held a series of forums at ports around the country in 2014 examining the causes and proposed solutions to truck gate congestion.50 The agency recommends that ports develop a nationwide information portal system that would help truckers and shippers better plan container movements.51
Author Contact Information
For additional freight statistics, see U.S. Department of Transportation, Office of Freight Management and Operations, Freight Facts and Figures, issued annually.
U.S. DOT, Draft National Freight Strategic Plan, 2015; https://www.transportation.gov/freight. See also 84 Federal Register 71529, December 27, 2019.
Government Accountability Office, Freight Transportation: Developing National Strategy Would Benefit from Added Focus on Community Congestion Impacts, September 2014, GAO-14-740, pp. 41-42, http://www.gao.gov/assets/670/665972.pdf.
National Freight Advisory Committee, Recommendations to U.S. Department of Transportation for the Development of the National Freight Strategic Plan, June 12, 2014, p. 8, http://www.dot.gov/sites/dot.gov/files/docs/NFAC%20Task%201-Recommendations%20for%20NFSP-Final%286-12-14%29.pdf.
Final results of the survey are expected to be published in July 2020.
Some have proposed replacing the tax on truck fuel with a tax per vehicle mile. Congressional Budget Office, Issues and Options for a Tax on Vehicle Miles Travelled by Commercial Trucks, October 17, 2019.
For further information on existing highway funding programs, see CRS Report R44332, Federal-Aid Highway Program (FAHP): In Brief, by Robert S. Kirk. For a summary of proposed changes in Senate-reported S. 2302, including those related to freight, see CRS In Focus IF11300, Surface Transportation Reauthorization and the America's Transportation Infrastructure Act (S. 2302), by Robert S. Kirk.
FHWA, "Designation of the Primary Freight Network," 78 Federal Register 69520, November 19, 2013.
National Highway Freight Program, §1116 of the FAST Act.
Nationally Significant Freight and Highway Projects, §1105 of the FAST Act.
82 Federal Register 31135, July 5, 2017. Grant awards are shown at https://www.transportation.gov/buildamerica/infragrants.
§1437 of the FAST Act.
Association of American Railroads, Railroad Facts, 2017 edition, p. 15.
Surface Transportation Board Reauthorization Act of 2015, P.L. 114-110.
TRB Special Report 318, Modernizing Freight Rail Regulation, Washington, DC, 2015; http://onlinepubs.trb.org/onlinepubs/sr/sr318.pdf. The study was authorized in 2005 by P.L. 109-59 (§9007) and funded in FY2012.
Docket no. EP 711; https://prod.stb.gov/proceedings-actions/.
Docket nos. EP 722 and 761.
For further information on the RRIF program, see CRS Report R44028, The Railroad Rehabilitation and Improvement Financing (RRIF) Program, by David Randall Peterman.
CRS Report R45185, Army Corps of Engineers: Water Resource Authorization and Project Delivery Processes, by Nicole T. Carter.
CRS In Focus IF10020, Inland Waterways Trust Fund, by Charles V. Stern and Nicole T. Carter.
CRS Report R41430, Inland Waterways: Recent Proposals and Issues for Congress, by Charles V. Stern.
Transportation Research Board, Funding and Managing the U.S. Inland Waterways System: What Policymakers Need to Know, Special Report 315, National Academy of Sciences, 2015.
CRS Report R45211, Prioritizing Waterway Lock Projects: Barge Traffic Changes, by John Frittelli.
For further information, see CRS Report R43222, Harbor Maintenance Finance and Funding, by John Frittelli, and CRS Insight IN11133, Harbor Dredging: Issues and Historical Funding, by John Frittelli.
Load center ports refers to the practice of ocean carriers consolidating port calls at a limited number of ports because of the cost of terminal infrastructure.
84 Federal Register 28386, June 18, 2019.
Title 46, U.S. Code, chapters 81, 121, 551. There are certain exceptions to the requirements.
CRS Report R43653, Shipping U.S. Crude Oil by Water: Vessel Flag Requirements and Safety Issues, by John Frittelli.
DOT IG, "Weak Internal Controls For Collecting Delinquent Debt Put Millions Of DOT Dollars At Risk," Report No. FI-2015-065, July 9, 2015; https://www.oig.dot.gov/sites/default/files/DOT%20Delinquent%20Debt%20Final%20Report%5E7-9-15.pdf.
46 C.F.R. Parts 390-391.
CRS Report R45916, The TIGER/BUILD Program at 10 Years: An Overview, by David Randall Peterman.
Just-in-time is a strategy of reducing inventory costs by increasing the timeliness of deliveries.
U.S. DOT, Freight Facts and Figures 2017, Table 4-2, p. 4-3; https://www.bts.gov/bts-publications/freight-facts-and-figures/freight-facts-figures-2017.
Transport Topics, "Congestion Creates $74.5 billion Burden for Trucking," October 18, 2018.
See testimony of BNSF and Canadian Pacific railroads at STB hearing on U.S. rail service issues, April 10, 2014; http://www.stb.dot.gov/TransAndStatements.nsf/8740c718e33d774e85256dd500572ae5/a3e019b85169e49285257d27006bc689/$FILE/final%20transcript%20for%20April%2010%202014-%20EP-724.pdf.
According to one analyst, this decline is due to a combination of lower well production, Alaska state taxes, and the cost of ocean transportation; John M. Miller, The Last Alaskan Barrel, An Arctic Oil Bonanza That Never Was (Anchorage: Caseman Publishing, 2010).
North American Transportation Statistics Interchange (NATS), http://nats.sct.gob.mx/language/en/; USACE, Waterborne Commerce Statistics, http://www.navigationdatacenter.us/wcsc/wcsc.htm.
Private owners of railroads and pipelines also must pay property taxes on their rights-of-way, in addition to paying directly for their maintenance costs.
CRS Report R44831, Revitalizing Coastal Shipping for Domestic Commerce, by John Frittelli.
83 Federal Register 22993, May 17, 2018.
46 U.S.C. §8104(d) and (e)(1).
National Research Council, Crew Size and Maritime Safety (Washington, DC: National Academy Press, 1990), pp. 39-40, 77-78.
See the Energy Independence and Security Act of 2007 (P.L. 110-140) and the National Defense Authorization Act for FY2010 (P.L. 111-84). MARAD's marine highways website, https://www.maritime.dot.gov/grants/marine-highways/marine-highway.
§405 of the Coast Guard and Maritime Transportation Act of 2012 (P.L. 112-213).
Parsons Brinckerhoff, "East Coast Marine Highway Initiative M-95 Study," October 2013.
Written testimony of Katie Farmer, BNSF Railway Co., Senate Committee on Commerce, Science, and Transportation, Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety, and Security, Hearing on "Keeping Goods Moving," February 10, 2015.
A metric for measuring truck wait times can be difficult, as truckers have disputed the accuracy of Customs and Border Protection's wait times at land border crossings.
FMC Supply Chain Innovation Team Final Report; https://www.fmc.gov/supplychain.aspx.


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Rajpoot Taunton restaurant is a signature restaurant representing the taste of Indian food with a twist of excellent offering and the perfect service for the perfect dining experience.
Whether it is an evening with your loved one or a night out with a group of friends, the Rajpoot Taunton offers the best Indian cuisine in town. Enjoy a takeaway or come for a sit-down meal at our fully air-conditioned restaurant. We have food to cater for all tastes - from our beautifully creamy korma to the fiery phall. Wash it down with drinks from our fully licensed bar, where we serve your favourite Indian beers and other excellent quality wines.
We are open in the evening, from 6 pm to midnight. Booking is recommended for parties, as we do get very busy. If you can't see us in the evening, why not come in for lunch between noon to 2 pm, and choose 2 courses from our lunchtime menu.
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Important Notice
It's with a heavy heart that we notify you that our restaurant has temporarily closed seating areas and will temporarily move to being a collection and home delivery service only. In correspondence to government mandates, we understand that we all must do our part to protect our communities and prevent the spread of COVID-19. The wellbeing of our staff and customers is always our highest priority.
We'll continue to keep our restaurant open for as long as it's safe to do so and have decided to reduce our store opening times to 6 pm-10 pm. We apologise for any inconvenience and will keep you updated on the situation.
The Rajpoot Team

subset: commoncrawl


text: Dr. Forrest was most recently Chief Strategy Officer of Cidara Therapeutics (Nasdaq: CDTX) an infectious disease company he co-founded in 2013 and helped take public as COO/CFO in 2015. At Cidara he was responsible for the acquisition of rezafungin, a preclinical stage novel long acting echinocandin antifungal currently in late stage clinical studies. He is also a co-inventor of the company's Cloudbreak™ antimicrobial immunotherapy platform. From 2005 to 2014, Dr. Forrest held positions of increasing responsibility at 5AM Ventures, an early stage life science venture capital firm. While at 5AM, Dr. Forrest supported the spin-out of Relypsa (acquired by Galenica) from Ilypsa/Amgen and led or supported investments in Semprus Biosciences (acquired by Teleflex), Marcadia Biotechnologies (acquired by Roche), Flexion Therapeutics (Nasdaq: FLXN), among others. Dr. Forrest serves as a review member of the Princeton University IP Accelerator Fund, and co-leads organization of the rEvolution Symposium, a leading meeting for heads of life science R&D. Dr. Forrest holds a B.S. in biology from Boston College and Ph.D. in molecular biology from Princeton University where he developed novel in vivo imaging tools to examine RNA localization and translational control.


text: This is an exclusive business profile of Chennai Auxiliaries located in Anakaputhur, Anakaputhur. From this Page, you can directly contact Chennai Auxiliaries from the enquiry form provided on the right. On the left you can get the Verified Mobile Number of Chennai Auxiliaries – feel free to call us to know more about our products & services. We will soon update our Catalog which you can download to get latest information about all our products & services and latest deals & offers by Chennai Auxiliaries. Do check out our Job Openings section to know about all the vacancies in Chennai Auxiliaries. You can also check out our Photo Gallery section to see latest photos of Chennai Auxiliaries. Before leaving, do not forget to give us your review and rating if you have been a customer of Chennai Auxiliaries in the past.


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[002680] [Ticket to View Still Life Pictures]. Mr Fisher Has the Honor to Invite … & Friends to View the Exquisite Still Life Pictures and Other Works of Art, Painted By James Miller Esqr. W.S.A. For a Short Time [at] Fine Art Saloon, 19 Gordon Street. Glasgow: Allan & Ferguson, First Edition. 48mo (Oblong). Unbound. Ticket. Good+. Single sided lithographic ticket, approximately 125mm x 90mm in size, n.d. c.1850?
Very minor soiling, corners of reverse lightly glue stained, but generally quite bright.
There are several James Millers in McEwan's Dictionary of Scottish Art & Architecture, but only one seems to work with the probable date of the card, but he is known as a portrait painter rather than still life. Described as fl. 1853, the SNPG has The Duke of Wellington on a panel (McEwan, pg 404). He is offered as the best option with very little confidence.
For the printers [David] Allan and [William] Ferguson, see SBTI and Worms and Baynton-Williams, pages 14-15


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Get an estimated 27 hwy mpg in the new Toyota Sienna available in Albuquerque, NM. Add to that the available dual moonroof, available leather seats and Dual-View Blu-ray Disc Entertainment Center which includes a 16.4-inch color screen, RCA Jacks, two 120V AC power outlets, a remote and two wireless headphones, you and the whole family can enjoy comfortable travel at little expense. The entertainment center can also play two movies at once so everyone watching can be satisfied. Visit us or give us a call today at Larry H. Miller Toyota in Albuquerque today to test drive your future Sienna today!
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The defendant in the In re Collecto, Inc. multidistrict litigation proceeding brought an ill-considered and ill-fated motion for summary judgment, arguing that the FCC did not have authority to construe the definition of an "automatic telephone dialing system" under 47 U.S.C. § 227(a)(1).
Arguing against an administrative agency's interpretation of a statute is usually an uphill battle, but arguing against the FCC's decisions before a district court inevitably runs afoul of the Hobbes Act, which provides the "court of appeals . . .has exclusive jurisdiction to enjoin, set aside, suspend (in whole or in part), or to determine the validity of . . . all final orders of the Federal Communication Commission[.]" 28 U.S.C. § 2342(1). The defendant had some other arguments as to why the Court should not enforce the Hobbs Act (notwithstanding its categorical language) but those argument were not well-taken either. On February 10, the Court denied the defendant's motion.


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We specialise in waxing and have over 26 years of experience in the industry.
Please read carefully before making an appointment
We are fully trained with AXIOM, one of the UK's only accredited trainers in intimate male waxing.
We offer male grooming treatments and waxing only. If you are having any type of intimate waxing you will be required to remove ALL clothing from the waist down for a perfect wax. Please do not make a complete fool of yourself by asking for 'extra's'.
We are fully qualified waxing therapists and we remove hair only. ANY inappropriate behaviour will NOT be tolerated, and if at any time the therapist feels uncomfortable you will be asked to leave and you may be reported to the police.
On your first visit to The Mens Grooming Room you will be asked to fill in a medical questionnaire during your consultation. This is to ensure suitability for the waxing treatment. We ask you to be completely honest when filling this out as some medical issues can affect the treatment.
Please ensure you are nice and clean and smelling sweet, have a shower before coming in to see us. We smell nice and we also expect you to do so too.
Proprietor: Ellie Sharp
Upper Body Waxing
Eyebrows - £9
Chest - £20
Stomach - £20
Chest & stomach - £38
Full back (inc neck & shoulders) - £30
Neck - £10
Shoulders - £15
Upper back & shoulders - £20
Lower back - £15
Full back, shoulders & upper arms - £40
Forearm - £20
Full arm (inc shoulders & hands) - £25
Upper arms - £15
Hands & fingers - £8
Underarm - £10
Lower Body Waxing
Full leg and speedo (inc feet) - £40
Lower leg (inc knees and feet) - £24
Thigh - £26
Feet & Toes - £10
Intimate Waxing
Buttocks - £20
Buttocks (inc crack) - £35
Crack - £20
Sac - £35
Speedo line - £15
The Bemuda Triangle - £20
(Pubic triangle removed)
The Baseball wax - bat, ball & dugout - £60
(Penis, sac & crack)
The Tropicana - banana & coconut smoothie - £55
(Penis & sac)
The Aussie Outback - everything off from down under - £70
(Triangle, penis, sac, crack & buttocks)
Body clippering
Want a neat and tidy look but are too chicken for a wax… then maybe this is the answer for you.
We can trim and edge you to perfection.
Chest - £10
Back & shoulders - £10
Full arms - £10
Full legs - £15
Frequently asked questions
Why do men get waxed?
For lots of reasons , hygiene being the main one. Sportsmen find it more comfortable having a smooth, hair free body.
Strippers, body builders and models would say for appearance sake and some people just don't like hair in certain places... simple.
How long does the hair need to be?
About 1⁄2 an inch long, Too long can make for a painful wax and any shorter than this doesn't allow the wax to grab onto the hairs.
How Long will I be smooth and hair free?
Generally you will be hair free for a couple of weeks and then you will notice some re-growth, although this varies from person to person.
In the warm summer months hair tends to grow quicker. (a bit like grass or weeds) With regular wax treatments most people see slower, sparser, finer re-growth.
How often should I be waxed?
This is entirely your choice. Some clients have a wax just before going on a holiday, others like to maintain a hair free body all year round.
We would recommend a treatment every 4 – 6 weeks depending on your hair growth.
Is it painful?
Guys….. Was it not a man who said 'no pain no gain'.. ??? Seriously…..everyones pain threshold is different, so if you are worried pop a couple of painkillers prior to your appointment.
PLEASE NOTE... General anaesthetics are currently not available for waxing. Sorry.
What will my skin look like afterwards?
Usually there is some redness and the 'plucked turkey' look is quite common and should last no longer than a few hours.
Aftercare Advice
For the next 24hrs after a wax avoid;
Hot baths & showers
Sauna's, hot tubs & steam rooms
Sunbathing, sunbeds & fake tans
Gym work & exercise
Swimming pools (chlorine can irritate)
Tight clothing
Deodorant, body sprays, lotions
Sexual activity (intimate waxing only)
Remember to:
Apply after wax lotion (using clean hands) to the waxed area once a day for the first couple of days, this will reduce redness and helps with the healing process.
From day 4, exfoliate 3 times a week using either a salt scrub or exfoliating mitts to prevent ingrown hairs.
Redness, bumpy skin and soreness are all completely normal skin reactions so don't worry, if the aftercare advice is followed your skin will return to normal very quickly.
If however you have any concerns please don't hesitate to contact us.
Please note
We do not answer with-held numbers.
If it is difficult to talk because you are at work for example, either send us a voicemail or text and we will respond as soon as we can.
24 hrs notice is required for cancellations otherwise a fee of 50% of the treatment cost will be charged.
Payment by cash only.


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Jacqueline VanGorder
Calling Hours
Service Event Information
Jacqueline VanGorder
Newark—Jacqueline VanGorder, 73 died on Saturday (August 31, 2019) at F.F. Thompson Hospital in Canandaigua.
Family and friends may call on Friday (September 6, 2019) from 4 to 7 PM at the Paul L. Murphy & Sons Funeral Home, 127 East Miller Street, Newark. A funeral service will be held at 11 AM on Saturday (September 7th) at the funeral home with burial following at the Newark Cemetery.
Memorials, in her name, may be made to the Americian Lung Assoc.,1595 Elmwood Avenue, Rochester, New York 14620.
Jackie was born on August 30, 1946 in Newark, the daughter of late Kenneth and Alice Smith Craver. She graduated from Newark High School, with the Class of 1964. Jackie was a stay at home Mom till her husband died at the age of 45. She then started working at the Deli in the Newark Big M and when they closed, she went to Loson's Big M in Lyons. Jackie was active with TOPS in Phelps. She loved doing activities with her children, grandchildren and great grandchildren. She also enjoyed baking and working in her garden.
She is survived by three children William, Jr. (Jennifer) of Kansas City, Keith and Kimberly (Robert Gay) VanGorder both of Newark; nine grandchildren and five great grandchildren; three sisters, her twin Joyce (Larry) Downey of Clifton Springs, Susan (Dick Sapp) Farabell, and Cheryl (John) Robson both of Newark; sister-in-law June Craver of Sodus; several nieces and nephews. Jackie was predeceased by her husband William, Sr. in 1984 and her brother Kenneth Craver.


text:
Home > Railroads > Former Railroads > Milwaukee Road - Milwaukee to Minneapolis > Lake City
The Lake City station was likely in this area.
Welcome Page | Railroads | Former Railroads | Site Map
If you have any questions / comments / corrections for this website or find a broken link, please e-mail me.
Copyright 2014-2015 by Robert Mortell


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MCRA at Gateway Motorsports Park-MAY 25-26, 2019
Registration closed May 26, 2019 5:00 PM on May 26, 2019 5:00 PM CDT Registration ends May 26, 2019 5:00 PM on May 26, 2019 5:00 PM CDT Registration opens February 3, 2019 1:00 AM on February 3, 2019 1:00 AM CST Registration runs from February 3, 2019 1:00 AM to May 26, 2019 5:00 PM
Join us for our season opener for 2019 at MCRA's home track! The MCRA events held at Gateway Motorsports Park have been growing throughout the years and its always a great time for the entire family! Bring your family and friends to come join in the fun!
Camping IS allowed at this facility and SO IS Friday entry. Come down Friday afternoon to help setup air fence and hay bales, and your name will be entered in a drawing for a free track day! Time to be determined.
Gates open Friday afternoon TBD
Early Registration will take place on Friday: 6:00 pm - 8:00 pm
Registration and Tech open on Saturday at 7:15 am
See you at the track!!
Entry Fees:
Track Day (Advanced Registration Discount applied at check out) $170.00/day
Track Day (Two weeks prior) $195.00/day
Race Fees (GT-EX, GT-AM, 600EX, 600AM, Lightweight, Ultralight) $65.00
MCRA 2019 Schedule:
May 25-26 Gateway Motorsports Park
Aug 3-4 Gateway Motorsports Park
September 21-22 Gateway Motorsports Park
***Schedule is subject to change


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From September 1 to 30, Macy's will be giving away a prize a day to ten winners as part of the Gift-A-Day Sweepstakes. One lucky person will also have the chance to win the grand prize at the end of the sweepstakes: a bundle containing every prize gifted for the entire month! All you have to do is create a Macy's registry totaling over $500 worth of items to enter.
Once you've created your qualifying registry, entering is easy. Make sure you have your registry ID on hand and go to the Macy's Sweepstakes website. Click on the item of the day, and press "Get Started" to bring up a quick form to fill out. Double-check everything is correct then just press the button on the bottom of the page to submit your entry. Doing so will automatically enter you into the drawing for the grand prize giveaway at the end of the month as well, so there's no need to look for a separate contest entry page. It is important to note that you will not be entered into the rest of the daily drawings automatically, so be sure to come back to the sweepstakes page every day for another chance to win.
The prizes themselves are a range of items for the home from Macy's own catalog. Kitchen supplies like a Calphalon bakeware set or a Noritake Colorwave dinnerware set could be yours, or even something as pricey as a Vitamix blender! Big or small, there's something for everyone so create your registry today and enter before you miss your chance!


text: Nagaland RESTAURANT - KOHIMA Local Food Gutouch Cafe Kohima Amenla Jamir Local Food This cafe stands out as one of the coziest places... Korean The Meet Up Kohima Tia Jamir Korean Timings: Mon to Sat, 9:00 am - 7:00 pm Cuisine:... Asian Sorshia & Co. Cafe Kohima Tia Jamir Asian A cafe filled with love for culture, food and design,... Coffee Shop Été Coffee Kohima Tia Jamir Coffee Shop Été Coffee is the first coffee roasting company in Nagaland... Fast Food Big Bite Kohima Tia Jamir Fast Food A place that welcomes you with a warm "Hello" and... Dine In Restaurant Amaris Kohima Tia Jamir Dine In Restaurant Cuisines : Chinese, Asian, Contemporary Timings - Mon - Sat , 11:00am... Coffee Shop D' Cafe Kohima admin Coffee Shop Timings : Mon - Sat , 9:30am : 8:30pm, Sun 1pm... RESTAURANT - DIMAPUR Indian The Rice Hotel Dimapur Tia Jamir Indian Thali special, Indian & Chinese cuisines Timings - Mon- Sat,... Local Food Asükhu Dimapur Tia Jamir Local Food What We Love: Authentic Sumi naga dish. Local Food Fry 'N' Dry Dimapur Tia Jamir Local Food What We Love: Try the galho. It is delicious! Timings... Coffee Shop Muffet's Pantry Dimapur Tia Jamir Coffee Shop Timings - Mon - Sat, 12:00 - 8:00 pm Tibetan Himalayan Bean Dimapur Tia Jamir Tibetan Serves a variety of espresso based coffee and Funky Buddha... Fast Food Funky Buddha Dimapur Tia Jamir Fast Food Cuisine: Chinese, Tibetan, Contemporary Timings - Tue- Sun, 11:00 am... Dine In Restaurant Herbs & Spices Dimapur Tia Jamir Dine In Restaurant Timings - Mon-Sat, 11:00 am- 8:30 pm, Sun: 1pm -... Local Food King Chilli Dimapur Tia Jamir Local Food A family restaurant serving Naga Thali and Chinese Cuisines. Timings... Chinese Just Noodles Dimapur Tia Jamir Chinese If you are in the mood for ramen, head over... Fast Food Cafe Bae Dimapur Tia Jamir Fast Food Timings - Mon - Sat , 11:00am : 8:00pm, Sun 2:00pm... Fast Food Ambrosia Dimapur Tia Jamir Fast Food Japanese anime themed café which has become the talk of... Cafe & Bakery Hope Cafe Dimapur Tia Jamir Cafe & Bakery This place is more than what meets the eye. It... Tibetan Momobar Dimapur Tia Jamir Tibetan The next time you're out on a hunt to satiate... Chinese Sweet Rush Cafe Dimapur Tia Jamir Chinese The perfect place to unwind and have a hearty meal.... Chinese Lerina's Cafe Dimapur Tia Jamir Chinese A cafe that's got both – a cosy aesthetic and... All Categories Asian Bakery Cafe & Bakery Chinese Coffee Shop Continental Dine In Restaurant Fast Food Indian Korean Local Food Lounge Pub Shop Thai Food Tibetan Search Airport Basement Breakfast Brunch Cash Only Delivery Dine In Elevator Kid Friendly Wifi


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Home -> Cell Biology -> Oxidative Stress -> Fluorescent in vivo Detectors for intracellular hydrogen peroxide
Fluorescent in vivo Detectors for intracellular hydrogen peroxide
HyPer - a novel fluorescent indicator for hydrogen peroxide
• Ratiometric measurement of intracellular hydrogen peroxide
• Direct expression in cells
• No exogenous chemical compounds or cofactors required
• High selectivity and sensitivity
• No artifactual ROS generation
HyPer is a unique genetically engineered fluorescent protein allowing ratiometric measurement of hydrogen peroxide. HyPer can be directly expressed in a cell or a cell comparment and demonstrates high specific submicromolar sensitivity to H2O2.
Reactive oxygen species (ROS) are tightly involved in normal cell function as well as development of a wide variety of pathologies. Up to date the most widely used sensors for intercellular ROS generation were dichlorofluorescein (DCF) derivatives. DCF derivatives fluoresce after oxidation by ROS, however they have several serious disadvantages: they are not specific, i.e. are sensitive to multiple types of ROS; they cannot be targeted to specific intracellular compartments; and, most importantly, they can produce ROS upon exposure to light, which results in artifactual ROS generation and signal amplification.
HyPer is the first fully genetically encoded fluorescent sensor capable for high specific detection of intracellular hydrogen peroxide (H2O2) [1], one of the main ROS generated by cells. Developed on the basis of yellow fluorescent protein inserted into the regulatory domain of Escherichia coli protein OxyR (OxyR-RD) [2], HyPer demonstrates submicromolar affinity to H2O2 and at the same time is insensitive to other oxidants. HyPer does not cause artifactual ROS generation and can be used for detection of fast changes of H2O2 concentration in different cell compartments.
HyPer features
HyPer is a fluorescent protein which has two excitation peaks with maxima at 420nm and 500 nm, and one emission peak with maximum at 516 nm.
HyPer allows ratiometric measurement of hydrogen peroxide: upon exposure to H2O2, the excitation peak at 420 nm decreases proportionally to the increase in the peak at 500 nm.
Similarly to wild-type OxyR, oxidized HyPer is able to be reduced inside cells.
Isolated HyPer demonstrates submicromolar sensitivity to H2O2, at the same time it is insensitive to the other oxidants tested: superoxide, oxidized glutathione, nitric oxide and peroxinitrite.
HyPer is a 52 kDa protein comprising 478 amino acids. It can be directly expressed by target cells, both individually and in fusion with a specific localization signal. HyPer successfully folds and retains high sensitivity to hydrogen peroxide both in bacteria and in mammalian cells.
HyPer Use
HyPer can be used for monitoring hydrogen peroxide production inside living cells during various physiological and pathological conditions. HyPer can be expressed in cells or cell organelles of interest from HyPer expression vector. If required, stable HyPer transformants can be selected using G418 [3].
Monitoring of changes in green emission of HyPer during intracellular H2O2 production should be carried out by excitation by violet or blue light. Intensity of excitation light must be individually determined for particular biological system and instrumentation.
Important note: Yellow fluorescent core of HyPer undergo partial photoconversion to a dark state upon irradiation with blue light. It means that in the beginning of time series imaging of cells expressing HyPer apparent "bleaching" of green fluorescence occurs. But unlike real bleaching, in case of HyPer signal drops to the level of dynamic equilibrium between fluorescent and dark state of the chromophore, and then remains stable.
Confocal images of HeLa cells expressing cytosolic (A-C) or mitochondrial (D-F) form of HyPer during Apo2L/TRAIL-induced apoptosis. (A-C) Fluorescence of cytosolic HyPer (green) and TMRM (red) in Hela cells in 176 min (A), 200 min (B) and 240 min (C) after Apo2L/TRAIL addition. (D-F) Increase in the level of H2O2 in temporarily depolarized mitochondrion during apoptosis. The images were collected from a region of interest in a single cell.
Available Variants and Fusions
HyPer comprises fluorescent part which codon usage is optimized for high expression in mammalian cells and OxyR part from E. coli with autogenic codon usage. Effective expression of HyPer occures in both bacteria and mammalian cells.
HyPer-Cyto When expressed in mammalian cells, this variant is evenly distributed throughout the cytosol and the nucleus.
HyPer-dMito Two copies of mitochondrial targeting sequence derived from subunit VIII precursor of human cytochrome C oxidase are fused to HyPer N-terminus. When expressed in mammalian cells, this variant is localized in mitochondria.
HyPer-Nuc Three copies of the nuclear localization signal are fused to the HyPer C-terminus. When expressed in mammalian cells, this variant is localized in the nuclei.
HyPer-AS Variant HyPer-AS codon usage is optimized for high expression in Arabidopsis and Saccharomyces. This variant is available in Gateway® entry clone.
1. Belousov et al. Genetically encoded fluorescent indicator for intracellular hydrogen peroxide. Nat Meth. 2006, 3(4): 281-286.
2. Choi et al. Structural basis of the redox switch in the OxyR transcription factor. Cell 2001, 105: 103-113.
3. Gorman C. High efficiency gene transfer into mammalian cells. In DNA cloning: A Practical Approach, Vol. II. Ed. D. M. Glover. (IRL Press, Oxford, U.K.), 1985: 143–190.
Notice to Purchaser: This HyPer-related material (also referred to as "Product") is covered by Evrogen patent application pending. Some elements of this material may be also covered by third party patents issued and applicable in certain countries. Because obtaining of this material does not include any third party license, users of this product may be required to obtain a patent license depending upon the particular application and country in which the product is received or used.
The material is distributed for the purpose of compliance with Nature Publishing Group Editorial Policies on availability of published materials and data, and for a fee covering the costs of material development, producing and shipping/handling.
CMV Promoter: The CMV promoter is covered under U.S. Patents 5,168,062 and 5,385,839 and its use is permitted for research purposes only. Any other use of the CMV promoter requires a license from the University of Iowa Research Foundation, 214 Technology Innovation Center, Iowa City, IA 52242.
Related Links
|HyPer-Cyto Vector
|20 ug
|606 €
|Add to Cart
|HyPer-dMito Vector
|20 ug
|606 €
|Add to Cart
|HyPer-Nuc Vector
|20 ug
|606 €
|Add to Cart
|Gateway HyPer-AS entry vector (Arabidopsis and Saccharomyces optimized HyPer)
|20 ug
|606 €
|Add to Cart


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Government plans for new agricultural policy welcomed by Green Alliance
A report from the environmental think-tank has argued that environment secretary Michael Gove's proposals to replace EU agriculture subsidies with a scheme that pays for public goods is "absolutely right".
Last month, Gove launched the post-Brexit farming consultation, proposing a system of "public money for public goods" that would pay farmers based on their work to enhance the environment and sustainable food production.
However, the Green Alliance has argued the government needs to be clearer on how regulation and incentives would support all farmers to improve sustainability as a "step change" was needed.
Angela Francis, chief economist at Green Alliance, said: "To be a success the new agriculture scheme needs to be clear it will reward all these public goods, put high environmental standards at the heart of British farming and not undercut them with cheap imports."
The National Farmers Union (NFU) said it had started a consultation of the plans with its members.
NFU president Minette Batters said: "The creation of a new domestic agricultural policy is the most significant step-change for the food and farming industry in decades.
"We know for certain that a new policy needs to be fair to all active farm businesses – irrespective of size or system – providing enough time and certainty to plan, adapt and invest.
"It is vital that government looks at farming as the bedrock of the UK's largest manufacturing sector – food and drink – and harnesses the whole food supply chain in its policy-making. If farmers and growers can thrive, they can continue to produce safe, traceable and affordable food for the public."
Meanwhile, Welsh minister Lesley Griffiths, cabinet secretary for energy, planning and rural affairs, has called for a redesign of the current farming system in the wake of Brexit.
She said: "Brexit brings significant and swift changes. The combination of leaving the Common Agricultural Policy and new trading arrangements mean simply maintaining the status quo is untenable."
She called for devolution, as she claimed the composition of the farming sector in Wales was very different to the rest of the UK, particularly to England.
"We have a once-in-a-generation chance to redesign our policies in a manner consistent with Wales' unique integrated approach, delivering for our economy, society and natural environment," she said.
The Farmers Union of Wales warned that plans needed to be developed cautiously if devastation for rural communities is to be avoided.
President Glyn Roberts said: "We welcome the cabinet secretary's acknowledgement that 'farming is a vital part of the rural economy'.
"Plans need to be developed very carefully, based on detailed analysis of the possible consequences of different policies for individual businesses, different regions of Wales, supply chains and industries as a whole."


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Flex Treasurer: Who needs a treasurer?
| 05-10-2017 | Olivier Werlingshoff |
Do all international companies need a Treasurer or a Cash Manager? Yes and No would be my answer. In this article I will give my opinion on the reasons (not) to hire a Treasurer or Cash Manager.
First we have to focus on the definition of a Treasurer. Wikipedia: "he or she is responsible for liquidity risk management, cash management, issuing debt, foreign exchange and interest rate risk hedging, securitization, oversight of pension investment management, and capital structure (including share issuance and repurchase)."
Activities are Cash Management, Risk Management. Corporate Finance and Treasury operations & control. In a lot of companies all these activities and processes are part of the job of a controller and a finance manager.
When the company has financial problems the cash management activities, especially the cash flow forecast and the (inter)national banking environment, will come into the spotlight. A reliable cash flow forecast is built up on the right information about the cash position and the planning for the period to come. The problem is how accurate are the predictions for the future in the ERP systems? The right information can be obtained by asking not colleagues of the finance department but the sales colleague and procurement. This can be a time-consuming exercise.
There are a few new fintech companies who focus on the optimization of cash management processes. It is possible to manage all your bank accounts with one single system, where different ERP and company systems can be connected to each other which make it easier to set up a cash flow forecast. The search for the right information can be facilitated.
If you focus on the corporate finance activities such as an IPO or a refinancing, specific and knowledge is needed. This does not happen often.
My suggestion is to hire a Flex Treasurer and let him make a scan of all the treasury processes in the company. The Flex Treasurer can also implement improvements on the cash management and risk management activities. When all improvements are done see if the activities can be integrated in the existing jobs or you could hire a cash manager.
If a company decides to do an IPO or a refinancing there are plenty of companies specialized in this field. Therefore it would be smarter to use an interim consultant till the job is done.
Owner of Werfiad


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Susan Eandi is the head of Baker McKenzie's Global Employment and Labor Law practice group for North America, and chair of the California Labor & Employment practice group. She speaks regularly for organizations including ACC, Bloomberg, and M&A Counsel. Susan has been published extensively in various external legal publications in addition to handbooks/magazines published by the Firm. Susan has been recognized as a leader in employment law by The Daily Journal, Legal 500, PLC and is a Chambers ranked attorney.
Practice Focus
Representative Legal Matters
- Advised on employment matters in numerous US and cross-border transactions and post-acquisition integrations covering up to 60 jurisdictions and ranging in value from USD2 million to USD7 billion.
- Advised both publicly traded and private US multinational corporations across various industries —technology/software, fashion/retail, as well as banking and finance — on global cost-cutting strategies including salary reductions, temporary shutdowns and reductions in force across more than 40 jurisdictions; also advised on employment law comparative analyses involving more than 50 jurisdictions.
- Advised US multinationals on employment considerations in entering new jurisdictions and various potential business models including direct hire by foreign employers, third party agencies and contractor models across up to 30 jurisdictions.
Professional Honors
- Recognized as a Super Lawyer in Northern California, Super Lawyers
- Recommended for US Workplace and Employment Counseling, Legal 500
- Recognized for Labor & Employment, Chambers USA, 2016
- Recognized as a leading employment lawyer in California, The San Francisco and Los Angeles Daily Journal
- Ranked among the top 100 women lawyers in California, The San Francisco and Los Angeles Daily Journal
- Ranked one of the top 20 lawyers under the age of 40 in California, The San Francisco and Los Angeles Daily Journal
- Recognized as one of California's top women leaders in tech law, The Recorder
Professional Associations and Memberships
- San Mateo County Bar Association
- International Bar Association - Employment Section
- Bar Association of San Francisco - Labor and Employment Section
- American Bar Association - Employment Section
- Santa Clara County Bar Association
- California~United States (1997)
- University of California, Hastings College of the Law (J.D.) (1997)
- University of California at Davis (B.A.) (1993)
- English
Frequent speaker on US and global employment issues for various organizations including Baker McKenzie, SHRM, Argyle Executive (HR) Forum, Deloitte & Touche LLP, Information Technology Association of America, Clearpoint LP, Tax Executive's Institute, National Foreign Trade Council and California Continuing Education of the Bar


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. . . gives me more time for knitting and some time to catch you up on the latest.
I knit a new, better Pilot's Cap for one of the baby girls who will soon make an entrance. I like it so much better than the one I showed you in my last post. This hat will definitely sit on a baby's head the right way and will make the baby's face look like a little ball of cuteness. This pattern is from Little Turtle Knits and although I hesitated before spending $8 on one little tiny hat pattern, I think it was worth it. I'll make lots of these and the pattern is sized from newborn to child. Good stuff.
Since I didn't have a real baby head to model it on, a ball of gray yarn had to act as a stand-in.
The construction of the hat is really clever. It starts from the bottom/back and increases to form the top and sides. Very cool.
Instead of i-cord (pure laziness), I crocheted a chain, attached it to the bottom of the hat, single crocheted across, and then continued the chain.
The hat was knit with Lion Brand Cotton Ease in Berry. Love the yarn and I'm happy with the hat.
I'm also happy with the Manly Slipper Socks I knit for a manly man.
I stuck with Lion Brand again, this time using Wool Ease in Grey Heather. These socks are meant for a man with really cold feet who can't stand ankle socks. They had to be mid-calf and super warm. I knit them with two strands of yarn held together, so they knit up fast and they're going to keep his piggies nice and toasty. I really love them. The socks, I mean. Not the piggies.
Another love of mine . . . my new Kindle 2! Love! I treated myself with a little (well, not so little) chunk of my tax refund. I'm really in awe of it. It downloads books wirelessly (don't even need a computer) and the cost of the books is much lower than the actually paper and ink book. Because I'm a dork who wanted to read a book on her Kindle as soon as it arrived on the doorstep, the first book I bought was the same book I'd just taken out of the library and started the night before. Dumb when the actual book was right on my bed, but I really wanted to test out my new piece of technological goodness.
It's easy to use and it's so great to be able to read in bed while laying on my side and not having to struggle with propping up the book and turning pages. Just press a button with my thumb while the Kindle rests against my hand and voila – the page turns.
Another cool thing – when shopping for books, Amazon will give you a free sample. They'll send you a few chapters to read, so you can decide if you're interested before you purchase. I've gotten samples of Revolutionary Road and The Reader. Look at this other feature:
A built-in dictionary. You can move the cursor to any word and the dictionary definition pops up on the bottom of the screen. Now I know what an architrave is – and you do, too. (Well, Yankee, if you're reading this, I'm sure you already knew that. This benefits only those of us who aren't archidorks.)
Off I go now to, as my sister Kathy calls it, K and K. Knit and Kindle. Knelley Knits 'n Knindles?


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As quoted rightly "People never learn anything by being told, they have to find out (experience) for themselves." ― Paulo Coelho.
Indeed the Same Quote applies to the AR games, as well. Recent developments in mobile augmented reality (AR) games have been remarkable with prospecting millions of users/Gamers in the near future. I am sure if you have paid heed to the Gaming Industry in recent years you must be aware of augmented reality games. The roaring success of augmented reality games shows that the nature of the industry is rapidly changing to include players' real world.
Augmented reality (AR) technology has been used in a few games, most of which provide thrilling and Immersive Experience. AR games have the potential to overwhelm as well as surpass the players' expectations.
Immersion is the only way for players to enjoy any game. For the purpose of explaining the experience of AR in gaming, we can categorize the experience of playing games as four aspects: physical, emotional, social, and mental. AR game is fully immersive and dynamic video game experience we have been waiting for.
Following are the few points that explain how the experience of playing an AR game is:
Realistic & immersive Feel: The Augmented reality (AR) game appears splendid and feels realistic due to the augmented reality technology. The success of augmented reality games shows that AR gaming industry is quickly changing to incorporate players' actual environments. With the onset of the augmented reality video game revolution, imagery pops right up on the screen and into your room.
Spatial presence is defined as existing when "media contents are perceived as 'real' and media users experience a perception of being spatially located in the mediated environment. The idea is just that a game creates a spatial presence when the user starts to feel like he/she is "there" in the world that the game creates. Gamers who experience immersion tend to only consider choices that make sense in the context of the imaginary world. People immersed in media also tend to enjoy it more thus giving them a realistic feel.
3D Effect: This technology allows games to be displayed in stereoscopic 3-Dimension. It creates the illusion of three-dimensional depth from given 2-Dimensional contents/images. With 3D effects, Games gained increasing fidelity, and additional features were added with the development of Graphics processing units (GPUs). Players form a portrayal in their minds of the 3D space or the world which the game presents them. So, the process starts with players forming a mental model of the game's make-believe space by looking at various cues (images, movement, sounds etc) as well as assumptions about the world brought forth. As that mental model of the gaming environment is created, the player experiences 3-Dimensional view, either consciously or unconsciously, of the imagined world. Hence it's time we consider video games as 'experiences,' not mere products.
Avatar Influence: Avatar is an icon or figure representing a particular person in a video game, Internet forum, etc. Avatars used in AR games can have an impact on the physical activity of the gamer, suggests a new study conducted by researchers.
The player's persona in an AR game can be an avatar, usually depicted as a tiny person or creature. The player directs his/her avatar in the game, somewhat like manipulating the strings of a puppet. The player is encouraged to project him/herself into the persona of the avatar, resulting in a direct connection with personal identity.
Thus the ability to create idealized versions of ourselves is directly proportional to how much we enjoy the game, how immersed we become, and how much we identify with the avatar.
The player is engaged more deeply and effectively with the game world, including the social interaction of that experience. I believe this is because the Gamer feel more closely tied to the actions in the game and what happens to their avatar strongly affects their own feelings that moment. The connection with the Avatar extends even after we quit the game.
AugRay will soon be launching its first AR based Avatar game.
Challenging & Motivating: The game designers often provide very less instruction about how to solve in-game problems, providing players with almost a blank palette from which to explore a huge range of possible solutions based on past experience and intuitions.
Game designers are wizards of engagement. They master the art of attracting people of all ages into virtual environments, motivating them to work toward meaningful goals, persevere instead multiple failures, and celebrate the moments of triumph after successfully completing challenging tasks. This motivates the players to take up the challenge time and again in order to win or either learn from the wrong technique used previously and retries.
Stress Buster: Playing augmented reality games promotes a wide range of cognitive skills. This is particularly true for shooter AR video games (often called "action" games), many of which are violent in nature. It acts as a stress buster- relieving the player from negativity & stress. AR game condition shows faster and more accurate attention allocation, higher spatial and enhanced mental rotation abilities.
Gaming may be among the most efficient and effective means by which children and youth generate positive feelings. Several studies have shown a relation between playing preferred video games and enhanced mood or increases in positive emotions.
Recently, research conducted by Australian researchers examined the use of video games as a treatment option for traumatic brain injury (TBI) patients. The team found that playing video games improves problem-solving and attention in such patients, reports Medical Daily.
Augmented Reality games are now gaining more momentum and users. It has its place in various sectors and industries and quite soon will be of regular use in your everyday actions, as well. Anticipating such a future, AugRay provides cutting edge and personalized AR/VR solutions to all types of businesses helping them gain better brand recognition, customer engagement and increased sales.


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Donald Trump ripped Rosie O'Donnell during the first Republican presidential debate in 2015, saying that she was the only woman about whom he had ever made disparaging comments.
Now, with less than 10 days until Trump takes the oath of office, O'Donnell says that she'd support "martial law" in order to delay his inauguration.
"FULLY SUPPORT IMPOSING MARTIAL LAW – DELAYING THE INAUGURATION – UNTIL TRUMP IS 'CLEARED' OF ALL CHARGES," O'Donnell wrote in response to a Twitter user who suggested the U.S. military take control of the government until the president-elect can prove he has no financial ties to Russia.
I FULLY SUPPORT IMPOSING MARTIAL LAW – DELAYING THE INAUGURATION – UNTIL TRUMP IS "CLEARED" OF ALL CHARGES https://t.co/fUn8FZ8RTj
— ROSIE (@Rosie) January 12, 2017
@CBSNews @luvauntyruth @Elaine_Quijano how about imposition of Martial Law until Trump is cleared of all allegations? pic.twitter.com/PhHcNcT9vX
— Karim Marquette (@MasterMarquette) January 12, 2017
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What is Live4It?
The Live4It Program is designed to focus on the often-overlooked elements of lifestyle and environment. Lifestyle and environment can influence more than 70% of our lifespan!
The name Live4It says it all: the "It" is positioned at the end of the phrase because "It" is the end goal. "It" is the prize that makes the lifestyle and environment change worthwhile. The "It" looks different from one individual to the next, as are the changes that each of us is willing to make in order to live a longer, healthier life.
Live4It begins by encouraging you to "LIVE" using 4 focus areas:
Lifestyle (Mind, Body, Spirit)
Find ways to slow life's pace and control stress – yoga, meditation, deep breathing all work.
Regular physical activity – start slowly with what you can do and build from there.
People who attend religious services tend to live longer.
Invest in One Another
Strong bonds between family and friends lead to a longer life. Healthy habits are contagious – invest in healthy friends and give some of your time to help others.
Value Preventive Health
Regular checkups can help you live a longer and healthier life. Early detection of a disease means more effective treatment. Begin to plan how you can get to your healthiest weight, and if you smoke, how to add years to your life by quitting.
Eat, Drink, and Be Merry
It's about the types of food you eat – not a set diet. Whole-foods, less meat and more color (fruits and veggies) on your plate can result in a healthier you. More water and alcohol in moderation are very important. Most of all – don't forget to laugh!
Live4It is for everyone! It's about what is right for the individual. It's about what is right for YOU. We also want to lessen and overcome the hurdles that stand between you and your ability to attain your goal of living a longer and healthier life. That's why Live4It provides resources like competitions, inspirations, social events, outreach opportunities and mental health tools to assist you in making the changes you want – at your pace.
What are you living 4? Answer that question and begin the journey to changing your lifestyle and your environment…If not for you, for "It".