REAL LEFT SOCIAL PROGRESSIVES discuss public policy PROACTIVELY------we were shouting several years ago that all this policy surrounding BIKES AND SCOOTERS----all this policy around making CURB SPACE for RENTAL CARS AND RIDE SHARE----were simply incrementally PRIVATIZING our public sidewalks, curbs, and streets.
Here we see why SCOOTERS needed to have sidewalk space-----PRIVATE DELIVERY ROBOTS ----cannot operate on an open street to be used by SELF-DRIVEN TRUCKS AND BUSES. So, our US 99% of WE THE PEOPLE need to GET OUT OF THE WAY of these industrial zones that are being called COMMUNITY REDEVELOPMENT.
Once we allow these policies to be installed---we know very soon that PEOPLE will yield way to MACHINES
'The machines have to yield the right of way to pedestrians and bicycles'.
Delivery Robots Cleared To Drive On Washington Sidewalks
by Tom Banse Follow Northwest News Network May 1, 2019 7:15 a.m.
Wheeled autonomous robots to bring online orders to your door have the green light to enter commercial service in Washington.
Gov. Jay Inslee signed rules of the road into law Tuesday after a robotic delivery vehicle rolled into his office to deliver the bill.
‘The future is here right here right now,’ said Gov. Jay Inslee after the Starship robot delivered a bill to him for a ceremonial signature.
NW News Network, Tom Banse
The new rules limit the small, battery-powered robots to operating on sidewalks and crosswalks — unless there are no sidewalks. The machines have to yield the right of way to pedestrians and bicycles. Maximum speed cannot exceed 6 mph and a human remote operator must always be available to monitor the robot and take control if necessary.
“Hello, I’m a Starship delivery robot,” chirped the six-wheeled machine about the size of a picnic cooler during a demonstration at the foot of the state capitol steps in Olympia. The sensor-packed vehicle slowed to a stop when people got very close.
“Thank you, have a nice day,” it blurted from a hidden loudspeaker.
Starship Technologies senior vice president for business development Ryan Tuohy said food delivery to college students could be a good selling point in the Pacific Northwest.
“University campuses are a place where our technology is being accepted and adopted with enthusiasm that has exceeded our expectations,” Tuohy said in an interview. “We certainly hope to engage with universities here in Washington state.”
No one testified against authorizing autonomous delivery robots when the bill wended its way through the Washington Legislature. The vote count on final passage in the state House was 92-2. The bill passed the state Senate unanimously, 46-0. The new rules for sidewalk delivery robots take effect on July 1, 2019.
MAYBE NO ONE TESTIFIED AGAINST THIS BILL BECAUSE THEY DID NOT WANT TO BE----HIT.
Idaho authorized delivery robots on sidewalks in 2017, but no companies have taken advantage of the law there yet. Tuohy said he’s interested in expanding to Oregon, too, though robot delivery legislation has not yet been introduced in the Oregon Legislature.
During the bill signing ceremony at the state capitol, Inslee said he was pleased Washington was among “the first wave of states” to allow robots to begin delivering packages.
“These devices offer a convenient, fast and low-emissions option for people to have items delivered to their homes and businesses,” Inslee said. He gave particular emphasis to “low emissions.”
Various wheeled delivery robots demonstrated around the country have been battery-powered. Inslee is making combating climate change the central focus of a campaign for the 2020 Democratic nomination for president.
ROBOTICS IS ANTI-CLIMATE CHANGE---OH, REALLY???
“These robots are a welcome addition to the exciting new technologies helping us to move people and products safely and efficiently,” Inslee added.
A company rep (left) explains the Starship Technologies sidewalk delivery robot to Gov. Jay Inslee’s chief of staff David Postman (center) and curious state troopers in Olympia Tuesday.
NW News Network, Tom Banse
State Rep. Shelley Kloba sponsored the bill in the legislature at the request of Starship Technologies.
San Francisco-headquartered Starship Technologies began making robot deliveries of cafeteria orders on the George Mason University campus in Virginia and Northern Arizona University this winter and spring.
“We do packages, groceries, take-out food, anything that will fit in the bin,” Starship Technologies’ Courtney Edmonds explained during an earlier demonstration at the state capitol in late January. “We hold about 25 pounds of any goods.”
Tuesday’s outdoor demonstration immediately drew curious onlookers, including a trio of bicycle cops who asked about the security of deliveries. Tuohy explained that the product compartment is locked until it reaches its intended recipient. Sensors and a tracking beacon on the robot can alert its remote operator to sound an alarm if someone tries to steal the machine.
In January, Amazon announced it started a limited field trial of similar-looking delivery robots in an undisclosed neighborhood north of Seattle. This happened before the state’s authorizing legislation even got a vote. An Amazon spokesperson declined Tuesday to give any details about how the test is going.
In the blog post announcing its Scout delivery robot, Amazon said it worked with the Snohomish County Executive’s office to roll out its robot delivery service test.
“We’re starting with six Amazon Scout devices, delivering packages Monday through Friday, during daylight hours,” wrote Amazon vice president Sean Scott. “The devices will autonomously follow their delivery route but will initially be accompanied by an Amazon employee.”
Amazon is currently advertising multiple engineering job openings in the Scout project at its research and development lab in Seattle. No passersby or members of the general public have posted any pictures of the six-wheeled Amazon Scout robots making deliveries since the trial deployment in unincorporated Snohomish County was launched.
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The goal of global banking 1% will be to have DRONES delivering to robotics at sights that will then take all that inside buildings to be sorted and delivered so, today's policies tied to allowing delivery robots on sidewalks will give way to DRONES delivering ----but, the policies PRIVATIZING SIDEWALKS, CURBS, STREETS are already in place thanks to today's BALTIMORE CITY COUNCIL AND MAYOR----you know, those political machines as 5% freemason/Greek players/pols black, white, and brown players who HIT PEOPLE working against these policies----
HIT THEM HARD ---MAKE THEM STAY IN THAT APARTMENT AND BE SILENT
Today's policies of SCOOTERS AND ROBOTIC DELIVERY is simply tomorrow's privatized SIDEWALKS, CURBS, AND STREETS.
So, what transportation will our US 99% of WE THE PEOPLE and new to US immigrants have if we continue MOVING FORWARD?
THERE IS THAT ROYAL MILITARY AUXILLARY TANK BUS THEY ARE CALLING 'THE CIRCULATOR'. IT IS BASICALLY A MILITARY TROOP TRANSPORT.
That is what global militarized policing and security require in all industrial global FOREIGN ECONOMIC ZONES----like Baltimore.
Apr 10, 2018, 01:36am
Drone Deliveries Are No Longer Pie In The Sky
Amit Regev Contributor
Start-Up Nation Central Contributor Group
Innovation
Imagine ordering a pizza or toothpaste, and instead of it arriving in under an hour via moped or sedan (the pizza), or two days later via courier, they arrive in under 15 minutes, from the sky.? How long until that happens? In some places it already is.
For many of us, the idea of a swarm of drones buzzing overhead, delivering everything from sushi to groceries to phone cases still seems like pie in the sky. Indeed, the prospect of packages dropping on our heads or errant drones smashing into our homes, cars, or even commercial jets, are the reasons why strict regulations continue to remain in place throughout the world, holding back, to some extent, the burgeoning drone delivery industry (it’s still growing: in the U.S. alone from a $40 million industry in 2012 to $1 billion in 2017)
But that probably won’t last long. That’s because consumers have a swiftly growing appetite for faster and faster delivery – after all, it only takes the touch of a button to order an item, why shouldn’t delivery be equally instantaneous? While we customers crave almost instant deliveries, retailers are still bound by huge logistical costs and the enormous challenges of last mile delivery, including faraway fulfillment centers, prohibitive costs and traffic snarls. That’s why e-retailers are having such a tough time figuring out how to adapt to this on-demand revolution. Drone delivery then seems a faster, more environmentally friendly, cheaper and efficient future.
But will drone delivery solutions really fly?
The good news is that over the past several years, there has been a salient shift in regulatory attitudes towards drone delivery as an inevitability which needs to be facilitated rather than a dangerous, far-fetched idea which regulation should keep permanently grounded.
In the U.S., the Federal Aviation Authority (FAA) is launching its UAS Integration Pilot Program which invites governmental bodies in select cities to partner with private sector entities to jointly accelerate safe Unmanned Aerial Systems. The program aims to provide comprehensive solutions for a wide array of issues, including advanced Universal Traffic Management, security procedures, anti-hacking protection, medical supply deliveries, as well as general commercial use.
Why are U.S. regulators finally getting on board?
Aside from recognizing drones’ environmental benefits, it may just be that they don’t want to be left behind. My company’s recently launched autonomous on-demand drone delivery system in Reykjavik, Iceland, for example, may have broken the ice for other countries interested in adopting similar services. Projects in African countries such as Tanzania and Rwanda have demonstrated the life-saving benefits when drones deliver vital medicines and blood supplies, encouraging other countries to follow suit. The Chinese courier SF Holding says it won a license to operate drones, opening up the possibility of drone delivery in a huge market.
In the EU, countries such as Denmark, France and the Netherlands are currently working on a U-Space for commercial drones – “the European Commission’s vision for the safe, secure and efficient handling of drone traffic and a key enabler for the growing drone market to generate economic and societal benefits.” And the UK recently introduced its own automated drone tracking system in a bid to get its own program off the ground.
With on-demand delivery quickly becoming the norm rather than the exception (see Target’s $550million acquisition of on-demand delivery company Shipt), retailers are scrambling for airborne solutions. Amazon, predictably, has a seemingly constant stream of new patents, including ones for flying warehouses, with Walmart not far behind. Alphabet is also flying high, testing its own drone delivery program in Australia. Indeed, today’s advanced drone systems can already navigate tricky urban cityscapes including skyscrapers, utilizing advanced AI to communicate with fellow drones as an extra precaution to avoid collisions, and the technology continues to advance with leaps and bounds.
The public seems to be embracing it as well, with studies demonstrating growing public acceptance for speedier drone deliveries.
This is not to say challenges don’t exist. The technology still needs to be improved to demonstrate to skeptical consumers and regulators alike that UAVs represent a safer mode of transportation than road delivery. Drone companies are also investing heavily in cybersecurity to prevent hackers from turning innocent sushi deliveries into.
Privacy issues must also be solved (e.g. how can we prevent delivery drones from gathering information about your home from above). But ultimately, the real challenge will be one of perception, public acceptance of the inevitable fleets of drones overhead. The biggest psychological barriers we have to overcome are similar to the ones our society will have to accept before autonomous, driverless cars take over our streets: autonomous systems can have accidents, yet they can continue and improve, while we can't. Thus they're the best option we have. Who's to blame for an accident? Which insurer should pay? I'm pretty sure these are questions we'll see more and more often, and solutions will follow.
But with the clear advantages on-demand drone delivery presents – almost instantaneous fulfillment at lower costs, less congested roads, fewer accidents and cleaner skies to name just a few – don’t be surprised if that pizza arrives via the friendly skies far sooner than you might expect
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If the goal is having DRONES delivering our PIZZA and groceries---then why not wait until technology is there rather than sending in ROBOTS TO DELIVER ON OUR SIDEWALKS?
THE NETWORK likes to say----WE DON'T WANT YOU ON OUR STREETS------OUR STREETS mean corporate campuses which already are claiming streets, curbs, and sidewalks as PRIVATELY OWNED.
They are still being rebuilt with PUBLIC TAXPAYER MONEY----but MOVING FORWARD your taxes are not for building or creating PUBLIC SERVICES.
'don’t be surprised if that pizza arrives via the friendly skies far sooner than you might expect'
The entire Baltimore downtown, midtown, and uptown are part of GREATER BALTIMORE slated to be extensions of SUPER-DUPER GLOBAL CARGO SHIP PORT OF BALTIMORE. No community---just SELF-DRIVEN vehicles tied to moving CARGO from here to there. WAREHOUSES fill SUPER-DUPER PORTS in FOREIGN ECONOMIC ZONES----not communities filled with happy, healthy PEOPLE.
Here are what today's policies on transportation in BALTIMORE lead to. SELF DRIVING ROBOTICS tied to SUPER-DUPER PORT CARGO movement to warehouses---to RAIL ----to TRUCK. What is today in Baltimore a DUNDALK, LOCUST POINT, CANTON, CITY CENTER-----will tomorrow be industrial warehouse districts.
As more and more of these WATERFRONT structures are built----then these industrial sites extend into communities further from waterfront. What is today MID-TOWN UPTOWN whether WEST OR EAST BALTIMORE will be global factory campuses filled with ROBOTICS having no PUBLIC SIDEWALKS, CURBS, OR STREETS.
This is what Baltimore City Council and mayor have been passing as policy PRETENDING it is about being GREEN/HEALTHY/ AND FAMILY COMMUNITY.
The WEST COAST ----CAL, OREGON, WASHINGTON has been busier in installing these GLOBAL PORTS and extensions----no doubt using this same HITTING----MAKING PEOPLE victim of illegal streaming video and PORN to get people to move out of areas to be CORPORATE DEVELOPMENTS.
The NOSY NEIGHBORS AND THE GANG HITTING me for example LOVE making life miserable -----love seeing people scared and not knowing what to do.
Self-driving robots are the new longshoremen on L.A. waterfront
Originally published May 14, 2016 at 1:00 am Updated May 14, 2016 at 11:18 am
A Los Angeles marine-cargo facility demonstrates how autonomous technology could revolutionize freight transport as much as personal travel. Backers say it doubles the speed of loading and unloading ships, saving money, boosting profits and potentially reducing emissions.
By
John Lippert
Bloomberg News
On one end of a dock at America’s busiest port, tractor-trailers haul containers through dense, stop-and-go traffic. Sometimes they collide. Sometimes the drivers must wait, diesel engines idling, as piles are unstacked to find the specific container they need.
A few hundred yards away, advanced algorithms select the most efficient pathway for autonomous carriers to move containers across the wharf.
The four-story-high orange machines cradle their cargo, passing quietly within inches of each other, at speeds as fast as 18 miles an hour, but never touching. Self-driving cranes on tracks stack the containers and then deliver them to waiting trucks and trains with minimal human intervention.
TraPac’s Los Angeles marine-cargo facility demonstrates how autonomous technology could revolutionize freight transport as much as or more than personal travel. TraPac’s equipment doubles the speed of loading and unloading ships, saving money and boosting profits. Its impact is rivaling that of containerization, which eliminated most manual sorting and warehousing on docks after World War II.
“Self-driving won’t just rebuild the current freight system, it will create a whole new way of thinking about it,’’ said Larry Burns, a former research and development chief at General Motors and now a consultant at Alphabet’s Google unit.
“It will happen sooner with goods movements than with personal transportation, because the economics are crystal clear.’’
In Seattle and Tacoma, port officials are planning a new operations center that includes a goal of clean-energy productivity, but none of the companies working there have plans to introduce automated carriers anytime soon.
“I think the industry is probably moving in that direction, but we have yet to see any of that up here,” said Tara Mattina, a spokeswoman for the Northwest Seaport Alliance, which manages the Seattle and Tacoma ports. “At this point it’s still done by humans — really highly skilled humans, I would say.”
At the L.A. port, more automation also could help Gov. Jerry Brown achieve his goal of zero-emission freight movement in California. Commercial shipments currently produce half the state’s toxic diesel-soot emissions and 45 percent of the nitrogen oxide that plague Los Angeles with the nation’s worst smog.
In Long Beach, where most residents are Hispanic, black or Asian, an estimated 15 percent of the children have asthma, 6 percentage points higher than the national average, according to a community report.
Brown wants 100,000 zero-emission freight-hauling machines in California by 2030, according to presentations at a recent workshop of the state’s Air Resources Board (ARB). These could include self-driving cranes and carriers like those at TraPac.
Brown also could subsidize fuel-saving alternatives, such as semiautonomous trucks, which were recently tested in Europe. If they’re clean enough, he may give them preferential access to freeways and docks. He also may promote Uber-like services to find loads for empty or half-empty trucks and is considering a per-container cap on pollutants and greenhouse gases at each terminal.
“This may be the most difficult and complex challenge we’ve ever undertaken,’’ said Dan Sperling, a member of the ARB and professor of civil engineering and environmental science at the University of California, Davis. “We’re trying to change the entire freight system.’’
The ports of Long Beach, Los Angeles and Oakland handle 40 percent of U.S. container traffic and converting them to all-electric equipment that’s often self-driving will cost $35 billion in the next 30 years, compared with $7 billion to replace existing technologies, according to a study for the Pacific Merchant Shipping Association (PMSA).
Many terminal operators — plagued by plunging freight rates — won’t be able to afford the transition without government help, said Mike Jacob, a PMSA vice president.
“We potentially are talking about tens of billions to hundreds of billions of dollars.’’
“I’m cautiously optimistic that so far, the administration has shown a willingness to address the question of how to creatively fund and finance these future technologies,’’ he said.
Nichols said she knows where to look for money. For the first time ever, she says, Brown is insisting that the state government bring all its purchasing power to bear on the single goal of Sustainable Freight. The California Department of Transportation won’t approve state and federally funded highway projects, for example, without checking with the ARB on the air-quality impact.
“We potentially are talking about tens of billions to hundreds of billions of dollars,’’ Nichols said.
The state has already contributed grants for battery-powered tractor-trailers at a new automated facility in the Long Beach Container Terminal, which began receiving cargo earlier this month. The port is sharing the $2 billion redevelopment cost with the shipper, Orient Overseas Container Line, a subsidiary of Hong Kong-based Orient Overseas International. It will recover its investment as the shipper makes payments on its 40-year terminal lease, according to Art Wong, spokesman for the Port of Long Beach.
The new facility will use electric, self-driving cranes and carriers that follow the path of transponders buried in the cement on the dock. The new equipment will double the volume of containers the terminal handles while cutting emissions in half, Wong said.
The Port of Los Angeles and TraPac, a unit of Mitsui O.S.K. Lines, are investing $693 million in four dozen self-driving cranes and automated carriers, plus related infrastructure. Of this amount, $63 million comes from the state of California. As the carriers scamper back and forth across the dock, each device changes direction independently from the rest — without apparent human help. A few dozen people monitor in control rooms. On the wharf itself, TraPac uses people only to run the cranes that unload ships and to drop containers the last few feet onto waiting trucks and trains.
To take full advantage of the new equipment, TraPac President Frank Pisano needs to help speed containers away from the docks, so he’s implementing an appointment system for truckers. They often arrive unannounced and then wait as port employees scout around for their container. This waiting is becoming intolerable for drivers as congestion grows. By 2040, regional container traffic could almost triple to 41.1 million 20-foot equivalent units from 15.3 million last year, according to a recent forecast commissioned by the ports.
As they grapple with this onslaught, the California facilities lag far behind some counterparts in adopting autonomous technology. Since 1993, Rotterdam has used precursors to the self-driving equipment Pisano is installing. Europe’s largest facility, it now has five automated deep-sea terminals.
At Los Angeles and Long Beach, the International Longshore and Warehouse Union refused to formally accept self-driving and automated technologies until 2008. Since then, none of the ILWU’s 14,000 full-time West Coast dock members have lost jobs, but 10,000 contingent workers are called less often, said Jim McKenna, president of the Pacific Maritime Association, an employer group.
He declined to say how much less. But it’s enough that ILWU leaders are no more enthusiastic about having Jerry Brown promote autonomous driving in the name of clean air today, as they were about having corporations promote containerization in the name of efficiency half a century ago.
“If I have to lose a year or two at the end of my time in this world so I can send my kid to school, I have no problem with that,’’ said Mondo Porras, vice president of ILWU Local 13 in San Pedro.
If Brown wants to clean the air by making ports more efficient, Porras said, he should stop Wal-Mart Stores and other retailers from using them as rent-free storage lots.
Such finger-pointing is inevitable, said Jon Slangerup, chief executive of the Port of Long Beach, because no single entity has door-to-door responsibility for freight that’s passing through — like an airport with no air-traffic control system.
With his Sustainable Freight plan, Brown is offering himself as the controller the ports need. And he’s trying to harness the increased efficiency of self-driving to encourage everyone — shippers, terminal operators, union workers and truckers — to go along.
“Efficiency and the environment go hand in hand,’’ Slangerup said. “They’re two sides of the same coin.’’
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REMEMBER, UBER and ride share was never created to HELP PEOPLE----they were created as a stage to building these SELF-DRIVEN CORPORATE VEHICLE platforms to be used by SUPER-DUPER GLOBAL CARGO PORTS AND TRANSPORT INFRASTRUCTURE.
If a PIZZA DELIVERY is made by DRONE to your door ---where does the DRONE LAND? On the sidewalk near your house or residential building. People walking the sidewalk must watch for and yield to these delivery DRONES.
The goal of using these DRONES for delivery is to create a structure of moving CARGO---PRODUCTS to and from the SUPER-DUPER PORT. It has nothing to do with delivering FOOD to our 99% of WE THE PEOPLE. Global banking 1% will use US Federal taxpayer money to build what will be AMAZON/UNDERARMOUR MILITARIZED DRONE PLATFORMS and call them FOOD DELIVERY DRONES.
Uber will start testing Eats drone delivery
Megan Rose Dickey@meganrosedickey / 2 months ago
Uber is gearing up to start testing drone delivery for Uber Eats in dense urban environments. This comes after the Federal Aviation Administration awarded Uber and San Diego, Calif. the right to test commercial food delivery via drone.
The company completed the initial phase of testing at San Diego State University in partnership with McDonald’s. Later this year, Uber plans to include others Eats restaurant partners.
But Uber isn’t using drones for the full delivery, just a part of it. Once a customer orders food, the restaurant will prepare the meal and then load it onto a drone. That drone will then take off, fly and land at a pre-determined drop-off location. Behind the scenes, Uber’s Elevate Cloud Systems will track and guide the drone, as well as notify an Eats delivery driver when and where to pick up their food. Down the road, Uber envisions landing the drones on top of parked Uber vehicles located near the delivery locations. From there, the Eats delivery driver will complete the last mile to hand-deliver the food to the customer.
“We’ve been working closely with the FAA to ensure that we’re meeting requirements and prioritizing safety,” Uber Elevate Head of Flight Operations Luke Fischer said in a statement. “From there, our goal is to expand Uber Eats drone delivery so we can provide more options to more people at the tap of a button. We believe that Uber is uniquely positioned to take on this challenge as we’re able to leverage the Uber Eats network of restaurant partners and delivery partners as well as the aviation experience and technology of Uber Elevate.”
Uber is focusing on drone delivery in dense, urban environments, so it’s not as feasible to be able to drop the food into someone’s front yard or doorstep. That’s why Uber says it’s focused on leveraging its existing resources and fleet of Uber Eats delivery partners.
“We don’t need to get the drone direct to our customers or consumers,” Fischer said at Uber Elevate this morning. “We just have to get it close enough.”
Ultimately, drone delivery means Uber will be able to get meals to customers faster and enable restaurants to reach more customers. Eats is a very important business for Uber — one that is growing more than its core ride-hailing platform. In Q1 2019, Eats saw gross bookings growth of 108%, to $3.07 billion.
The announcement comes shortly after Amazon announced it would begin drone deliveries “within months.”
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What we are seeing in BALTIMORE which is ending PUBLIC TRANSIT------ending PUBLIC BUS structures is the BLACK CAR/BUS fleet tied to global transportation corporations having used them globally especially in HOT SPOTS with civil unrest civil wars-----
THEY LOOK LIKE TROOP TRANSPORT VEHICLES because they operated in WAR ZONES.
Black Car News
'RMA’s extensive fleet includes new executive sedans, SUVs, deluxe touring vans, and more than 100 late model mini and coach buses that service its more than 30 charter and shuttle contracts with colleges/universities, private schools, municipalities, and building owners'.
Almost all global corporate campuses here in Baltimore have their own BLACK CAR/BUS FLEET as Baltimore's PUBLIC TRANSIT/BUSES are eliminated.
The feeling on THE NETWORK here in Baltimore creating a scenario of 'US' VS 'THEM' is seen in where these BLACK VEHICLES are deployed. COLLEGE TOWN UNIVERSITIES which are being made into APPRENTICESHIP K-CAREER CORPORATE SCHOOLS------replacing all-AMERICAN public and private universities----and private BUILDING OWNERS---as high-rise residential and/or global corporate campuses.
At this point, people living or working on these campuses are coming and going as if they were living in a normal American fashion. They tend to be sold on the idea they are WINNERS------they are US------but very soon they will be LOSERS---and they will be THEM.
All these global private military TRANSIT structures tied to SUPER-DUPER GLOBAL CARGO PORTS AND INDUSTRIALIZATION will morph into a very far-right authoritarian management of all MOVEMENT OF WORKERS.
What we are seeing in BALTIMORE which is ending PUBLIC TRANSIT------ending PUBLIC BUS structures is the BLACK CAR/BUS fleet tied to global transportation corporations having used them globally especially in HOT SPOTS with civil unrest civil wars-----
THEY LOOK LIKE TROOP TRANSPORT VEHICLES because they operated in WAR ZONES.
RMA Worldwide Acquires Kane International
Founded in 1988 with one sedan, RMA Worldwide has grown to become the region’s largest chauffeured transportation provider. It has been recognized for exceptional client service, including awards from Bethesda Magazine and industry trade magazines. Today, RMA Worldwide provides chauffeured transportation for Fortune 500 executives, as well as individuals working in finance, media, entertainment, sports, university athletics, and destination management companies.
RMA’s extensive fleet includes new executive sedans, SUVs, deluxe touring vans, and more than 100 late model mini and coach buses that service its more than 30 charter and shuttle contracts with colleges/universities, private schools, municipalities, and building owners.
“The combination of RMA and International Limousine Service creates a strong transportation option for businesses, associations, and individuals in the Greater Baltimore-Washington region,” said Robert M. Alexander, CEO of RMA Worldwide. “In combination, we can provide a premium quality service for every client’s transportation needs – whether its operating shuttles, providing executive transportation, or motor coaches.”
International Limousine Service grew from five vehicles in 1980 to more than 120, also providing executive sedan, limousine, bus, and shuttle services.
“The strategic merging of our two companies creates an incredibly strong portfolio,” explained Richard P. Kane, CEO of International Limousine Service. “It means that our clients will benefit from a more diverse product offering and high-levels of customer service, something which is being lost with the ride sharing model.”
The combined business will serve more than 6,000 clients and transport nearly 12 million passengers in more than 400 vehicles each year. The privately-held company will employ more than 550 people in the region and will operate facilities in Baltimore, North Bethesda, Washington, DC, and will soon open additional facilities in Richmond, Va. RMA projects more than $65 million in revenue in 2019, and will continue to provide customers with worldwide service through its affiliate network in 600 cities around the globe.
“The market for chauffeured transportation has grown tremendously over the last few years,” added Alexander. “We realized that with the expanded market there is an incredible opportunity for a provider who is focused on service quality and safety. We want to be the first choice for chauffeured services, whether it’s running shuttles between campuses or driving executives to the airport. We can now deploy vehicles more quickly, provide more transportation choices, and do it with white-glove service.”
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When our local 'PUBLIC FORUMS' on transportation made to look GREEN/SUSTAINABLE talk about STAKE HOLDERS they are about what see below........shippers, terminal operators, union workers, and truckers. In US-----the only STAKE HOLDERS tied to being a US 99% WE THE PEOPLE are what WAS a strong US LABOR UNION working to hold corporations accountable to provide fair and safe work conditions. Today, those LABOR UNIONS are led by far-right wing global banking 5% freemason/Greek players knowing these policies MOVING FORWARD will kill jobs---kill community---kill freedom, liberty, and developed nation quality of life----
INCLUDING ABILITY TO ACCESS TRANSPORTATION.
'With his Sustainable Freight plan, Brown is offering himself as the controller the ports need. And he’s trying to harness the increased efficiency of self-driving to encourage everyone — shippers, terminal operators, union workers and truckers — to go along'.
Today in PORT OF BALTIMORE as others in US----PORT OPERATORS are almost all ASIAN GLOBAL CORPORATIONS------SHIPPERS are almost all global corporations------truckers as TEAMSTERS are a DYING BREED-----these TRUCKING CORPORATIONS are global and the goal is SELF-DRIVING TRUCK minus those TEAMSTERS/UNIONS
Below we see CALIF which is ahead of East Coast US FOREIGN ECONOMIC ZONES------telling its 99% of citizens ---we intend to minimize community impacts from SUPER-DUPER GLOBAL CARGO SHIP PORTS. These is the POLICIES being installed to HELP US CITIZENS.
'Minimizing Community Health Impacts from Freight
At the March 2018 CARB Board Meeting, staff provided an informational update on potential concepts for minimizing community health impacts from large freight facilities including seaports, railyards, warehouses, and distribution centers. This is per Board direction from the March 2017 meeting and the addendum to Resolutions 17-7 and 17-8'.
We have discussed in detail how global corporate campuses will have DRIVERLESS VEHICLES that will allow WORKERS to move around or between corporate facilities ----and that is IT. WORKERS will be monitored via THE NETWORK -------rather than having MTA bus drivers telling NOSY NEIGHBORS where that person being HIT is at any point-----the AUTOMATED structures will monitor each worker's every movement.
CORPORATE SUSTAINABILITY IS THE OPPOSITE OF REAL LEFT SOCIAL PROGRESSIVE CITIZEN AND ENVIRONMENTAL SUSTAINABILITY.
No matter how hard global banking 5% freemason/Greek players PRETEND our citizens living in communities are STAKEHOLDERS----they are not. Not even those today thinking they are 'US' AND 'WINNERS'
Sustainable Freight Transport
This page last reviewed July 24, 2019
CARB is working with agency partners and stakeholders to implement a broad program that includes regulations, incentives, and policies designed to support the transformation to a more sustainable freight system and reduce community impacts from freight operations in California. This page summarizes CARB’s sustainable freight activities and provides links to more detailed information on our specific freight-related programs.
New!
Minimizing Community Health Impacts from Freight
At the March 2018 CARB Board Meeting, staff provided an informational update on potential concepts for minimizing community health impacts from large freight facilities including seaports, railyards, warehouses, and distribution centers. This is per Board direction from the March 2017 meeting and the addendum to Resolutions 17-7 and 17-8.
For more information, please visit the website: https://www.arb.ca.gov/gmp/sfti/FreightFacility.htm
Freight Facility and Regulation Information:
Seaports
Railyards
Warehouses and Distribution Centers
Stakeholder Engagement-
Sign up for our email listserve to receive notices of meetings, document availability, and other relevant information.
- Request a CARB speaker through CARB’s Ombudsman office by completing the Request for CARB Speaker form and selecting "Freight Movement" from the topic list.
ContactsFor more information on CARB's Sustainable Freight Transport Initiative, please contact the Freight Transport Branch at (916) 322-8267.
Contact freight@arb.ca.gov with any additional questions or comments.
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For those global banking 5% freemason/Greek players tied to taking our US WEST COAST cities to FOREIGN ECONOMIC ZONES these few decades having now moved to MID AND EAST COAST mid-size cities to do the same------
THEY ALWAYS LOOK AFTER US say those on THE NETWORK------
These same structures tied to making all of WESTERN EUROPE, EASTERN EUROPE and THE AMERICAS to looking and operating as ASIAN FOREIGN ECONOMIC ZONES with nothing left of our WESTERN CULTURE------where do players go after taking our EAST COAST to these colonial structures. They won't go to Western Europe as we see here these nations are captured to being COLONIAL FOREIGN ECONOMIC ZONES as well. So, too RUSSIA RUSSIA RUSSIA as PUTIN is simply the same CLINTON/BUSH/OBAMA---working for global 1% OLD WORLD KINGS KNIGHTS OF MALTA TRIBE OF JUDAH.
Sustainable transport
What do we want to achieve ?
With growing freight and passenger transport, the risk of pollution and congestion risk is increasing. The European Commission is working towards a form of mobility that is sustainable, energy-efficient and respectful of the environment.
Our aim is to reduce the adverse effects connected to mobility. This means, above all, promoting co-modality, i.e. optimally combining various modes of transport within the same transport chain, which looking forward, is the solution in the case of freight. Technical innovations and a shift towards the least polluting and most energy efficient modes of transport — especially in the case of long distance and urban travel — will also contribute to more sustainable mobility.
European Sustainable Shipping Forum
The European Sustainable Shipping Forum (ESSF) provides a platform for structural dialogue, exchange of technical knowledge, cooperation and coordination between the Commission, Member States’ authorities and maritime transport stakeholders on issues pertaining to the sustainability and the competitiveness of EU maritime transport.
THIS IS WHERE WE SEE THAT THE STAKEHOLDERS ARE THE GLOBAL 1% AND THE 2%----ABSOLUTELY NO 99% OF WE THE PEOPLE NEED APPLY.
The ESSF operates since 2013 and has become a effective tool to engage and exchange views on a wide range of environmental issues in maritime transport, such as air pollution and greenhouse gas emissions.
The ESSF has been used to prepare the ground for numerous coordinated submissions to the International Maritime Organization (IMO) or the International Organization for Standardization (ISO). It also has been at the origin of the concept of the Green Shipping Guarantee Programme. More recently, on an initiative of the ESSF, the European Maritime Safety Agency (EMSA), has developed and published LNG bunkering guidance for port authorities and administrations, which will support the use of LNG throughout Europe.
On 27 July 2018, a renewal of the ESSF’s mandate was adopted aiming to (a) further promote the environmentally sustainable initiatives such as alternative fuels (b) decarbonisation (c) increase the efficiency of maritime transport in Europe as part of the overall supply chain (d) maintain the competitiveness of EU shipping.
The relevant call for applications for the selection of ESSF members is launched. Interested individuals and organisations are invited to submit their application.
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Imagine living in global factory WORKER DORMS----AKA today's high-rise residential buildings------AND having the only way to get FOOD is a DRONE DELIVERY------since as 99% GLOBAL LABOR POOL WORKERS you cannot leave that dorm except to go to work. They will HIT YOU---HIT YOU HARD-----YOU WILL STAY IN THAT APARTMENT AND BE SILENT-----and they will send a DRONE with a few groceries.
International and national media are pushing PROPAGANDA---FAKE NEWS----pretending CHINA is bringing its FOREIGN ECONOMIC ZONE structures to a BETTER PLACE......they are being more environmental---they are caring more for their workers-----they are allowing more DEMOCRACY -----when of course NONE OF THIS IS HAPPENING.
Labor rights groups said they believed that Foxconn’s military-style management system and the company’s highly regimented and even abusive working conditions were contributing factors in the deaths.
Global banking 1% are simply taking what was several decades of building and operating FOREIGN ECONOMIC ZONES overseas and designing this current building to be more CORPORATE SUSTAINABLE---meaning-----even more repressive, regressive, brutal---total absence of morality or ethics-----you know.
STANFORD TOTAL PRISON MODEL WITH LEWIN SOCIAL PSYCHOLOGY BEING THAT NOSY NEIGHBOR AND THE GANG HITTING PEOPLE INTO SUBMISSION WITH THE NETWORK TELLING US WHAT CHINESE SOCIAL CREDIT SCORE SYSTEM REQUIRES US TO DO.
Global banking 1% like to use FAKE DATA to say only 1/4 of population is subjected to this stuff----but that would be FAKE NEWS. These structures have goals of capturing all 99% of WE THE PEOPLE black, white, and brown citizens.
BUT THERE IS GOING TO BE SO MANY TRANSPORTATION OPTIONS-----IT WILL ALL BE SO GREEN AND ENVIRONMENTAL----IT WILL BE SO PUBLIC HEALTH ORIENTED------oh, really??????
But they deliver pizza with a DRONE----how cool is that?
A Chinese Factory Outsources Worker Dorms
By DAVID BARBOZAJUNE 25, 2010
SHANGHAI — Under intense scrutiny after several suicides at its factories in southern China this year, Foxconn Technology, a major supplier to Apple, Dell and Hewlett-Packard, has decided to stop operating its own dormitories for workers.
On Friday, the company said that it was essentially outsourcing its living arrangements to two Chinese real estate companies. The firms will take over the operations of 153 dormitories that house half of its 420,000 workers in Shenzhen.
HMMMM. NOW GLOBAL BANKING 1% ARE OUTSOURCING THEM TO IKEA----AMAZON-----THAT WILL BE MUCH BETTER.
The decision is the first time one of China’s biggest exporters has pledged to abandon what most manufacturers say is an integral part of China’s factory model -- a system that depends on housing migrant workers near factories that specialize in low-cost, around-the-clock assembly line operations.
Some of the world’s leading electronics brands are investigating the circumstances surrounding the spate of suicides at Foxconn, one of the world’s largest contract electronics manufacturers. Many companies are pressing Foxconn to improve living and working conditions at its huge operations in Shenzhen.
Health experts say the suicide rate at Foxconn is not above the national average of 14 suicides per 100,000 people this year, but the 10 deaths were a sharp increase from each of the last few years, when there were only one or two suicides. Labor rights groups said they believed that Foxconn’s military-style management system and the company’s highly regimented and even abusive working conditions were contributing factors in the deaths.
A group of prominent Chinese sociologists released an open letter this month calling for China to “put an immediate end to a development model that sacrifices basic human dignity.” The letter was written in response to the suicides at Foxconn.
Whether Foxconn is really abandoning worker dormitories, however, is unclear. Some analysts are skeptical that Foxconn, a division of the Hon Hai Group of Taiwan, can afford to surrender control of its dormitories. They say the company may simply be trying to evade responsibility for poor living conditions by outsourcing the dorms to other companies.
PhotoLike many Chinese manufacturers, Foxconn housed its migrant workers in company-owned buildings. Credit Ym Yik/European Pressphoto Agency
“That’s the logic apparel companies relied on 15 years ago when they said ‘it’s not our manufacturing plant so it’s not our problem’ if working conditions are poor,’ ” said Pietra Rivoli, a professor of international business at Georgetown University and the author of “The Travels of a T-Shirt in the Global Economy.”
“But it didn’t work then,” she said. “And I don’t see how this is going to absolve Foxconn of responsibility in the eyes of most observers of the supply chain.”
In the aftermath of the suicides, Foxconn has been forced to cope with a wave of bad publicity at home and overseas. Since then, the company has hired sociologists, psychiatrists and Buddhist monks to advise the company’s managers and counsel its assembly line workers. The company has also announced three separate wage increases and promised radical reforms. The company’s chairman promised to do everything possible to stop the suicides, and Foxconn even placed safety nets on tall buildings at its two Shenzhen campuses to prevent workers from taking their own lives.
You will receive emails containing news content, updates and promotions from The New York Times. You may opt-out at any time.In recent weeks, Foxconn executives have repeatedly said the company was ill equipped to manage such huge factory towns or the social lives of so many young migrant workers. Many of them are between the ages of 18 and 25 years old and have come from some of the country’s poorest provinces.
In its announcement Friday, Foxconn went even further, saying it would give up its “college campus style” dormitory system in Shenzhen in the hope that outside management companies could better integrate its workers into the local community and relieve some of the pressures of factory life.
“Providing employees with basic necessities including a safe and convenient place to live at the work site might have been sufficient in the past,” Terry Cheng, an executive vice president said in a statement released late Friday. “But this arrangement no longer satisfies the needs of the young migrant workers of today.”
The decision is a sharp turnabout for Foxconn, which has an extensive one-square mile campus in Shenzhen with high-rise dormitories, restaurants, banks, recreational facilities and a hospital.
Professor Rivoli at Georgetown said she would be surprised to see factories in China move away from control over their factories because, despite poor conditions, it was considered a highly effective and efficient way to lower costs and meet export production controls.
“It’s the command and control model that has been very effective for China,” she said in a telephone interview Friday. “In this low-end, export-oriented assembly, there’s this idea that between the company and the workers, there’s this 24-hour relationship and that this is how things get done.”
Here we see why SCOOTERS needed to have sidewalk space-----PRIVATE DELIVERY ROBOTS ----cannot operate on an open street to be used by SELF-DRIVEN TRUCKS AND BUSES. So, our US 99% of WE THE PEOPLE need to GET OUT OF THE WAY of these industrial zones that are being called COMMUNITY REDEVELOPMENT.
Once we allow these policies to be installed---we know very soon that PEOPLE will yield way to MACHINES
'The machines have to yield the right of way to pedestrians and bicycles'.
Delivery Robots Cleared To Drive On Washington Sidewalks
by Tom Banse Follow Northwest News Network May 1, 2019 7:15 a.m.
Wheeled autonomous robots to bring online orders to your door have the green light to enter commercial service in Washington.
Gov. Jay Inslee signed rules of the road into law Tuesday after a robotic delivery vehicle rolled into his office to deliver the bill.
‘The future is here right here right now,’ said Gov. Jay Inslee after the Starship robot delivered a bill to him for a ceremonial signature.
NW News Network, Tom Banse
The new rules limit the small, battery-powered robots to operating on sidewalks and crosswalks — unless there are no sidewalks. The machines have to yield the right of way to pedestrians and bicycles. Maximum speed cannot exceed 6 mph and a human remote operator must always be available to monitor the robot and take control if necessary.
“Hello, I’m a Starship delivery robot,” chirped the six-wheeled machine about the size of a picnic cooler during a demonstration at the foot of the state capitol steps in Olympia. The sensor-packed vehicle slowed to a stop when people got very close.
“Thank you, have a nice day,” it blurted from a hidden loudspeaker.
Starship Technologies senior vice president for business development Ryan Tuohy said food delivery to college students could be a good selling point in the Pacific Northwest.
“University campuses are a place where our technology is being accepted and adopted with enthusiasm that has exceeded our expectations,” Tuohy said in an interview. “We certainly hope to engage with universities here in Washington state.”
No one testified against authorizing autonomous delivery robots when the bill wended its way through the Washington Legislature. The vote count on final passage in the state House was 92-2. The bill passed the state Senate unanimously, 46-0. The new rules for sidewalk delivery robots take effect on July 1, 2019.
MAYBE NO ONE TESTIFIED AGAINST THIS BILL BECAUSE THEY DID NOT WANT TO BE----HIT.
Idaho authorized delivery robots on sidewalks in 2017, but no companies have taken advantage of the law there yet. Tuohy said he’s interested in expanding to Oregon, too, though robot delivery legislation has not yet been introduced in the Oregon Legislature.
During the bill signing ceremony at the state capitol, Inslee said he was pleased Washington was among “the first wave of states” to allow robots to begin delivering packages.
“These devices offer a convenient, fast and low-emissions option for people to have items delivered to their homes and businesses,” Inslee said. He gave particular emphasis to “low emissions.”
Various wheeled delivery robots demonstrated around the country have been battery-powered. Inslee is making combating climate change the central focus of a campaign for the 2020 Democratic nomination for president.
ROBOTICS IS ANTI-CLIMATE CHANGE---OH, REALLY???
“These robots are a welcome addition to the exciting new technologies helping us to move people and products safely and efficiently,” Inslee added.
A company rep (left) explains the Starship Technologies sidewalk delivery robot to Gov. Jay Inslee’s chief of staff David Postman (center) and curious state troopers in Olympia Tuesday.
NW News Network, Tom Banse
State Rep. Shelley Kloba sponsored the bill in the legislature at the request of Starship Technologies.
San Francisco-headquartered Starship Technologies began making robot deliveries of cafeteria orders on the George Mason University campus in Virginia and Northern Arizona University this winter and spring.
“We do packages, groceries, take-out food, anything that will fit in the bin,” Starship Technologies’ Courtney Edmonds explained during an earlier demonstration at the state capitol in late January. “We hold about 25 pounds of any goods.”
Tuesday’s outdoor demonstration immediately drew curious onlookers, including a trio of bicycle cops who asked about the security of deliveries. Tuohy explained that the product compartment is locked until it reaches its intended recipient. Sensors and a tracking beacon on the robot can alert its remote operator to sound an alarm if someone tries to steal the machine.
In January, Amazon announced it started a limited field trial of similar-looking delivery robots in an undisclosed neighborhood north of Seattle. This happened before the state’s authorizing legislation even got a vote. An Amazon spokesperson declined Tuesday to give any details about how the test is going.
In the blog post announcing its Scout delivery robot, Amazon said it worked with the Snohomish County Executive’s office to roll out its robot delivery service test.
“We’re starting with six Amazon Scout devices, delivering packages Monday through Friday, during daylight hours,” wrote Amazon vice president Sean Scott. “The devices will autonomously follow their delivery route but will initially be accompanied by an Amazon employee.”
Amazon is currently advertising multiple engineering job openings in the Scout project at its research and development lab in Seattle. No passersby or members of the general public have posted any pictures of the six-wheeled Amazon Scout robots making deliveries since the trial deployment in unincorporated Snohomish County was launched.
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The goal of global banking 1% will be to have DRONES delivering to robotics at sights that will then take all that inside buildings to be sorted and delivered so, today's policies tied to allowing delivery robots on sidewalks will give way to DRONES delivering ----but, the policies PRIVATIZING SIDEWALKS, CURBS, STREETS are already in place thanks to today's BALTIMORE CITY COUNCIL AND MAYOR----you know, those political machines as 5% freemason/Greek players/pols black, white, and brown players who HIT PEOPLE working against these policies----
HIT THEM HARD ---MAKE THEM STAY IN THAT APARTMENT AND BE SILENT
Today's policies of SCOOTERS AND ROBOTIC DELIVERY is simply tomorrow's privatized SIDEWALKS, CURBS, AND STREETS.
So, what transportation will our US 99% of WE THE PEOPLE and new to US immigrants have if we continue MOVING FORWARD?
THERE IS THAT ROYAL MILITARY AUXILLARY TANK BUS THEY ARE CALLING 'THE CIRCULATOR'. IT IS BASICALLY A MILITARY TROOP TRANSPORT.
That is what global militarized policing and security require in all industrial global FOREIGN ECONOMIC ZONES----like Baltimore.
Apr 10, 2018, 01:36am
Drone Deliveries Are No Longer Pie In The Sky
Amit Regev Contributor
Start-Up Nation Central Contributor Group
Innovation
Imagine ordering a pizza or toothpaste, and instead of it arriving in under an hour via moped or sedan (the pizza), or two days later via courier, they arrive in under 15 minutes, from the sky.? How long until that happens? In some places it already is.
For many of us, the idea of a swarm of drones buzzing overhead, delivering everything from sushi to groceries to phone cases still seems like pie in the sky. Indeed, the prospect of packages dropping on our heads or errant drones smashing into our homes, cars, or even commercial jets, are the reasons why strict regulations continue to remain in place throughout the world, holding back, to some extent, the burgeoning drone delivery industry (it’s still growing: in the U.S. alone from a $40 million industry in 2012 to $1 billion in 2017)
But that probably won’t last long. That’s because consumers have a swiftly growing appetite for faster and faster delivery – after all, it only takes the touch of a button to order an item, why shouldn’t delivery be equally instantaneous? While we customers crave almost instant deliveries, retailers are still bound by huge logistical costs and the enormous challenges of last mile delivery, including faraway fulfillment centers, prohibitive costs and traffic snarls. That’s why e-retailers are having such a tough time figuring out how to adapt to this on-demand revolution. Drone delivery then seems a faster, more environmentally friendly, cheaper and efficient future.
But will drone delivery solutions really fly?
The good news is that over the past several years, there has been a salient shift in regulatory attitudes towards drone delivery as an inevitability which needs to be facilitated rather than a dangerous, far-fetched idea which regulation should keep permanently grounded.
In the U.S., the Federal Aviation Authority (FAA) is launching its UAS Integration Pilot Program which invites governmental bodies in select cities to partner with private sector entities to jointly accelerate safe Unmanned Aerial Systems. The program aims to provide comprehensive solutions for a wide array of issues, including advanced Universal Traffic Management, security procedures, anti-hacking protection, medical supply deliveries, as well as general commercial use.
Why are U.S. regulators finally getting on board?
Aside from recognizing drones’ environmental benefits, it may just be that they don’t want to be left behind. My company’s recently launched autonomous on-demand drone delivery system in Reykjavik, Iceland, for example, may have broken the ice for other countries interested in adopting similar services. Projects in African countries such as Tanzania and Rwanda have demonstrated the life-saving benefits when drones deliver vital medicines and blood supplies, encouraging other countries to follow suit. The Chinese courier SF Holding says it won a license to operate drones, opening up the possibility of drone delivery in a huge market.
In the EU, countries such as Denmark, France and the Netherlands are currently working on a U-Space for commercial drones – “the European Commission’s vision for the safe, secure and efficient handling of drone traffic and a key enabler for the growing drone market to generate economic and societal benefits.” And the UK recently introduced its own automated drone tracking system in a bid to get its own program off the ground.
With on-demand delivery quickly becoming the norm rather than the exception (see Target’s $550million acquisition of on-demand delivery company Shipt), retailers are scrambling for airborne solutions. Amazon, predictably, has a seemingly constant stream of new patents, including ones for flying warehouses, with Walmart not far behind. Alphabet is also flying high, testing its own drone delivery program in Australia. Indeed, today’s advanced drone systems can already navigate tricky urban cityscapes including skyscrapers, utilizing advanced AI to communicate with fellow drones as an extra precaution to avoid collisions, and the technology continues to advance with leaps and bounds.
The public seems to be embracing it as well, with studies demonstrating growing public acceptance for speedier drone deliveries.
This is not to say challenges don’t exist. The technology still needs to be improved to demonstrate to skeptical consumers and regulators alike that UAVs represent a safer mode of transportation than road delivery. Drone companies are also investing heavily in cybersecurity to prevent hackers from turning innocent sushi deliveries into.
Privacy issues must also be solved (e.g. how can we prevent delivery drones from gathering information about your home from above). But ultimately, the real challenge will be one of perception, public acceptance of the inevitable fleets of drones overhead. The biggest psychological barriers we have to overcome are similar to the ones our society will have to accept before autonomous, driverless cars take over our streets: autonomous systems can have accidents, yet they can continue and improve, while we can't. Thus they're the best option we have. Who's to blame for an accident? Which insurer should pay? I'm pretty sure these are questions we'll see more and more often, and solutions will follow.
But with the clear advantages on-demand drone delivery presents – almost instantaneous fulfillment at lower costs, less congested roads, fewer accidents and cleaner skies to name just a few – don’t be surprised if that pizza arrives via the friendly skies far sooner than you might expect
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If the goal is having DRONES delivering our PIZZA and groceries---then why not wait until technology is there rather than sending in ROBOTS TO DELIVER ON OUR SIDEWALKS?
THE NETWORK likes to say----WE DON'T WANT YOU ON OUR STREETS------OUR STREETS mean corporate campuses which already are claiming streets, curbs, and sidewalks as PRIVATELY OWNED.
They are still being rebuilt with PUBLIC TAXPAYER MONEY----but MOVING FORWARD your taxes are not for building or creating PUBLIC SERVICES.
'don’t be surprised if that pizza arrives via the friendly skies far sooner than you might expect'
The entire Baltimore downtown, midtown, and uptown are part of GREATER BALTIMORE slated to be extensions of SUPER-DUPER GLOBAL CARGO SHIP PORT OF BALTIMORE. No community---just SELF-DRIVEN vehicles tied to moving CARGO from here to there. WAREHOUSES fill SUPER-DUPER PORTS in FOREIGN ECONOMIC ZONES----not communities filled with happy, healthy PEOPLE.
Here are what today's policies on transportation in BALTIMORE lead to. SELF DRIVING ROBOTICS tied to SUPER-DUPER PORT CARGO movement to warehouses---to RAIL ----to TRUCK. What is today in Baltimore a DUNDALK, LOCUST POINT, CANTON, CITY CENTER-----will tomorrow be industrial warehouse districts.
As more and more of these WATERFRONT structures are built----then these industrial sites extend into communities further from waterfront. What is today MID-TOWN UPTOWN whether WEST OR EAST BALTIMORE will be global factory campuses filled with ROBOTICS having no PUBLIC SIDEWALKS, CURBS, OR STREETS.
This is what Baltimore City Council and mayor have been passing as policy PRETENDING it is about being GREEN/HEALTHY/ AND FAMILY COMMUNITY.
The WEST COAST ----CAL, OREGON, WASHINGTON has been busier in installing these GLOBAL PORTS and extensions----no doubt using this same HITTING----MAKING PEOPLE victim of illegal streaming video and PORN to get people to move out of areas to be CORPORATE DEVELOPMENTS.
The NOSY NEIGHBORS AND THE GANG HITTING me for example LOVE making life miserable -----love seeing people scared and not knowing what to do.
Self-driving robots are the new longshoremen on L.A. waterfront
Originally published May 14, 2016 at 1:00 am Updated May 14, 2016 at 11:18 am
A Los Angeles marine-cargo facility demonstrates how autonomous technology could revolutionize freight transport as much as personal travel. Backers say it doubles the speed of loading and unloading ships, saving money, boosting profits and potentially reducing emissions.
By
John Lippert
Bloomberg News
On one end of a dock at America’s busiest port, tractor-trailers haul containers through dense, stop-and-go traffic. Sometimes they collide. Sometimes the drivers must wait, diesel engines idling, as piles are unstacked to find the specific container they need.
A few hundred yards away, advanced algorithms select the most efficient pathway for autonomous carriers to move containers across the wharf.
The four-story-high orange machines cradle their cargo, passing quietly within inches of each other, at speeds as fast as 18 miles an hour, but never touching. Self-driving cranes on tracks stack the containers and then deliver them to waiting trucks and trains with minimal human intervention.
TraPac’s Los Angeles marine-cargo facility demonstrates how autonomous technology could revolutionize freight transport as much as or more than personal travel. TraPac’s equipment doubles the speed of loading and unloading ships, saving money and boosting profits. Its impact is rivaling that of containerization, which eliminated most manual sorting and warehousing on docks after World War II.
“Self-driving won’t just rebuild the current freight system, it will create a whole new way of thinking about it,’’ said Larry Burns, a former research and development chief at General Motors and now a consultant at Alphabet’s Google unit.
“It will happen sooner with goods movements than with personal transportation, because the economics are crystal clear.’’
In Seattle and Tacoma, port officials are planning a new operations center that includes a goal of clean-energy productivity, but none of the companies working there have plans to introduce automated carriers anytime soon.
“I think the industry is probably moving in that direction, but we have yet to see any of that up here,” said Tara Mattina, a spokeswoman for the Northwest Seaport Alliance, which manages the Seattle and Tacoma ports. “At this point it’s still done by humans — really highly skilled humans, I would say.”
At the L.A. port, more automation also could help Gov. Jerry Brown achieve his goal of zero-emission freight movement in California. Commercial shipments currently produce half the state’s toxic diesel-soot emissions and 45 percent of the nitrogen oxide that plague Los Angeles with the nation’s worst smog.
In Long Beach, where most residents are Hispanic, black or Asian, an estimated 15 percent of the children have asthma, 6 percentage points higher than the national average, according to a community report.
Brown wants 100,000 zero-emission freight-hauling machines in California by 2030, according to presentations at a recent workshop of the state’s Air Resources Board (ARB). These could include self-driving cranes and carriers like those at TraPac.
Brown also could subsidize fuel-saving alternatives, such as semiautonomous trucks, which were recently tested in Europe. If they’re clean enough, he may give them preferential access to freeways and docks. He also may promote Uber-like services to find loads for empty or half-empty trucks and is considering a per-container cap on pollutants and greenhouse gases at each terminal.
“This may be the most difficult and complex challenge we’ve ever undertaken,’’ said Dan Sperling, a member of the ARB and professor of civil engineering and environmental science at the University of California, Davis. “We’re trying to change the entire freight system.’’
The ports of Long Beach, Los Angeles and Oakland handle 40 percent of U.S. container traffic and converting them to all-electric equipment that’s often self-driving will cost $35 billion in the next 30 years, compared with $7 billion to replace existing technologies, according to a study for the Pacific Merchant Shipping Association (PMSA).
Many terminal operators — plagued by plunging freight rates — won’t be able to afford the transition without government help, said Mike Jacob, a PMSA vice president.
“We potentially are talking about tens of billions to hundreds of billions of dollars.’’
“I’m cautiously optimistic that so far, the administration has shown a willingness to address the question of how to creatively fund and finance these future technologies,’’ he said.
Nichols said she knows where to look for money. For the first time ever, she says, Brown is insisting that the state government bring all its purchasing power to bear on the single goal of Sustainable Freight. The California Department of Transportation won’t approve state and federally funded highway projects, for example, without checking with the ARB on the air-quality impact.
“We potentially are talking about tens of billions to hundreds of billions of dollars,’’ Nichols said.
The state has already contributed grants for battery-powered tractor-trailers at a new automated facility in the Long Beach Container Terminal, which began receiving cargo earlier this month. The port is sharing the $2 billion redevelopment cost with the shipper, Orient Overseas Container Line, a subsidiary of Hong Kong-based Orient Overseas International. It will recover its investment as the shipper makes payments on its 40-year terminal lease, according to Art Wong, spokesman for the Port of Long Beach.
The new facility will use electric, self-driving cranes and carriers that follow the path of transponders buried in the cement on the dock. The new equipment will double the volume of containers the terminal handles while cutting emissions in half, Wong said.
The Port of Los Angeles and TraPac, a unit of Mitsui O.S.K. Lines, are investing $693 million in four dozen self-driving cranes and automated carriers, plus related infrastructure. Of this amount, $63 million comes from the state of California. As the carriers scamper back and forth across the dock, each device changes direction independently from the rest — without apparent human help. A few dozen people monitor in control rooms. On the wharf itself, TraPac uses people only to run the cranes that unload ships and to drop containers the last few feet onto waiting trucks and trains.
To take full advantage of the new equipment, TraPac President Frank Pisano needs to help speed containers away from the docks, so he’s implementing an appointment system for truckers. They often arrive unannounced and then wait as port employees scout around for their container. This waiting is becoming intolerable for drivers as congestion grows. By 2040, regional container traffic could almost triple to 41.1 million 20-foot equivalent units from 15.3 million last year, according to a recent forecast commissioned by the ports.
As they grapple with this onslaught, the California facilities lag far behind some counterparts in adopting autonomous technology. Since 1993, Rotterdam has used precursors to the self-driving equipment Pisano is installing. Europe’s largest facility, it now has five automated deep-sea terminals.
At Los Angeles and Long Beach, the International Longshore and Warehouse Union refused to formally accept self-driving and automated technologies until 2008. Since then, none of the ILWU’s 14,000 full-time West Coast dock members have lost jobs, but 10,000 contingent workers are called less often, said Jim McKenna, president of the Pacific Maritime Association, an employer group.
He declined to say how much less. But it’s enough that ILWU leaders are no more enthusiastic about having Jerry Brown promote autonomous driving in the name of clean air today, as they were about having corporations promote containerization in the name of efficiency half a century ago.
“If I have to lose a year or two at the end of my time in this world so I can send my kid to school, I have no problem with that,’’ said Mondo Porras, vice president of ILWU Local 13 in San Pedro.
If Brown wants to clean the air by making ports more efficient, Porras said, he should stop Wal-Mart Stores and other retailers from using them as rent-free storage lots.
Such finger-pointing is inevitable, said Jon Slangerup, chief executive of the Port of Long Beach, because no single entity has door-to-door responsibility for freight that’s passing through — like an airport with no air-traffic control system.
With his Sustainable Freight plan, Brown is offering himself as the controller the ports need. And he’s trying to harness the increased efficiency of self-driving to encourage everyone — shippers, terminal operators, union workers and truckers — to go along.
“Efficiency and the environment go hand in hand,’’ Slangerup said. “They’re two sides of the same coin.’’
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REMEMBER, UBER and ride share was never created to HELP PEOPLE----they were created as a stage to building these SELF-DRIVEN CORPORATE VEHICLE platforms to be used by SUPER-DUPER GLOBAL CARGO PORTS AND TRANSPORT INFRASTRUCTURE.
If a PIZZA DELIVERY is made by DRONE to your door ---where does the DRONE LAND? On the sidewalk near your house or residential building. People walking the sidewalk must watch for and yield to these delivery DRONES.
The goal of using these DRONES for delivery is to create a structure of moving CARGO---PRODUCTS to and from the SUPER-DUPER PORT. It has nothing to do with delivering FOOD to our 99% of WE THE PEOPLE. Global banking 1% will use US Federal taxpayer money to build what will be AMAZON/UNDERARMOUR MILITARIZED DRONE PLATFORMS and call them FOOD DELIVERY DRONES.
Uber will start testing Eats drone delivery
Megan Rose Dickey@meganrosedickey / 2 months ago
Uber is gearing up to start testing drone delivery for Uber Eats in dense urban environments. This comes after the Federal Aviation Administration awarded Uber and San Diego, Calif. the right to test commercial food delivery via drone.
The company completed the initial phase of testing at San Diego State University in partnership with McDonald’s. Later this year, Uber plans to include others Eats restaurant partners.
But Uber isn’t using drones for the full delivery, just a part of it. Once a customer orders food, the restaurant will prepare the meal and then load it onto a drone. That drone will then take off, fly and land at a pre-determined drop-off location. Behind the scenes, Uber’s Elevate Cloud Systems will track and guide the drone, as well as notify an Eats delivery driver when and where to pick up their food. Down the road, Uber envisions landing the drones on top of parked Uber vehicles located near the delivery locations. From there, the Eats delivery driver will complete the last mile to hand-deliver the food to the customer.
“We’ve been working closely with the FAA to ensure that we’re meeting requirements and prioritizing safety,” Uber Elevate Head of Flight Operations Luke Fischer said in a statement. “From there, our goal is to expand Uber Eats drone delivery so we can provide more options to more people at the tap of a button. We believe that Uber is uniquely positioned to take on this challenge as we’re able to leverage the Uber Eats network of restaurant partners and delivery partners as well as the aviation experience and technology of Uber Elevate.”
Uber is focusing on drone delivery in dense, urban environments, so it’s not as feasible to be able to drop the food into someone’s front yard or doorstep. That’s why Uber says it’s focused on leveraging its existing resources and fleet of Uber Eats delivery partners.
“We don’t need to get the drone direct to our customers or consumers,” Fischer said at Uber Elevate this morning. “We just have to get it close enough.”
Ultimately, drone delivery means Uber will be able to get meals to customers faster and enable restaurants to reach more customers. Eats is a very important business for Uber — one that is growing more than its core ride-hailing platform. In Q1 2019, Eats saw gross bookings growth of 108%, to $3.07 billion.
The announcement comes shortly after Amazon announced it would begin drone deliveries “within months.”
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What we are seeing in BALTIMORE which is ending PUBLIC TRANSIT------ending PUBLIC BUS structures is the BLACK CAR/BUS fleet tied to global transportation corporations having used them globally especially in HOT SPOTS with civil unrest civil wars-----
THEY LOOK LIKE TROOP TRANSPORT VEHICLES because they operated in WAR ZONES.
Black Car News
'RMA’s extensive fleet includes new executive sedans, SUVs, deluxe touring vans, and more than 100 late model mini and coach buses that service its more than 30 charter and shuttle contracts with colleges/universities, private schools, municipalities, and building owners'.
Almost all global corporate campuses here in Baltimore have their own BLACK CAR/BUS FLEET as Baltimore's PUBLIC TRANSIT/BUSES are eliminated.
The feeling on THE NETWORK here in Baltimore creating a scenario of 'US' VS 'THEM' is seen in where these BLACK VEHICLES are deployed. COLLEGE TOWN UNIVERSITIES which are being made into APPRENTICESHIP K-CAREER CORPORATE SCHOOLS------replacing all-AMERICAN public and private universities----and private BUILDING OWNERS---as high-rise residential and/or global corporate campuses.
At this point, people living or working on these campuses are coming and going as if they were living in a normal American fashion. They tend to be sold on the idea they are WINNERS------they are US------but very soon they will be LOSERS---and they will be THEM.
All these global private military TRANSIT structures tied to SUPER-DUPER GLOBAL CARGO PORTS AND INDUSTRIALIZATION will morph into a very far-right authoritarian management of all MOVEMENT OF WORKERS.
What we are seeing in BALTIMORE which is ending PUBLIC TRANSIT------ending PUBLIC BUS structures is the BLACK CAR/BUS fleet tied to global transportation corporations having used them globally especially in HOT SPOTS with civil unrest civil wars-----
THEY LOOK LIKE TROOP TRANSPORT VEHICLES because they operated in WAR ZONES.
RMA Worldwide Acquires Kane International
- June 26, 2019
- Black Car News
Founded in 1988 with one sedan, RMA Worldwide has grown to become the region’s largest chauffeured transportation provider. It has been recognized for exceptional client service, including awards from Bethesda Magazine and industry trade magazines. Today, RMA Worldwide provides chauffeured transportation for Fortune 500 executives, as well as individuals working in finance, media, entertainment, sports, university athletics, and destination management companies.
RMA’s extensive fleet includes new executive sedans, SUVs, deluxe touring vans, and more than 100 late model mini and coach buses that service its more than 30 charter and shuttle contracts with colleges/universities, private schools, municipalities, and building owners.
“The combination of RMA and International Limousine Service creates a strong transportation option for businesses, associations, and individuals in the Greater Baltimore-Washington region,” said Robert M. Alexander, CEO of RMA Worldwide. “In combination, we can provide a premium quality service for every client’s transportation needs – whether its operating shuttles, providing executive transportation, or motor coaches.”
International Limousine Service grew from five vehicles in 1980 to more than 120, also providing executive sedan, limousine, bus, and shuttle services.
“The strategic merging of our two companies creates an incredibly strong portfolio,” explained Richard P. Kane, CEO of International Limousine Service. “It means that our clients will benefit from a more diverse product offering and high-levels of customer service, something which is being lost with the ride sharing model.”
The combined business will serve more than 6,000 clients and transport nearly 12 million passengers in more than 400 vehicles each year. The privately-held company will employ more than 550 people in the region and will operate facilities in Baltimore, North Bethesda, Washington, DC, and will soon open additional facilities in Richmond, Va. RMA projects more than $65 million in revenue in 2019, and will continue to provide customers with worldwide service through its affiliate network in 600 cities around the globe.
“The market for chauffeured transportation has grown tremendously over the last few years,” added Alexander. “We realized that with the expanded market there is an incredible opportunity for a provider who is focused on service quality and safety. We want to be the first choice for chauffeured services, whether it’s running shuttles between campuses or driving executives to the airport. We can now deploy vehicles more quickly, provide more transportation choices, and do it with white-glove service.”
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When our local 'PUBLIC FORUMS' on transportation made to look GREEN/SUSTAINABLE talk about STAKE HOLDERS they are about what see below........shippers, terminal operators, union workers, and truckers. In US-----the only STAKE HOLDERS tied to being a US 99% WE THE PEOPLE are what WAS a strong US LABOR UNION working to hold corporations accountable to provide fair and safe work conditions. Today, those LABOR UNIONS are led by far-right wing global banking 5% freemason/Greek players knowing these policies MOVING FORWARD will kill jobs---kill community---kill freedom, liberty, and developed nation quality of life----
INCLUDING ABILITY TO ACCESS TRANSPORTATION.
'With his Sustainable Freight plan, Brown is offering himself as the controller the ports need. And he’s trying to harness the increased efficiency of self-driving to encourage everyone — shippers, terminal operators, union workers and truckers — to go along'.
Today in PORT OF BALTIMORE as others in US----PORT OPERATORS are almost all ASIAN GLOBAL CORPORATIONS------SHIPPERS are almost all global corporations------truckers as TEAMSTERS are a DYING BREED-----these TRUCKING CORPORATIONS are global and the goal is SELF-DRIVING TRUCK minus those TEAMSTERS/UNIONS
Below we see CALIF which is ahead of East Coast US FOREIGN ECONOMIC ZONES------telling its 99% of citizens ---we intend to minimize community impacts from SUPER-DUPER GLOBAL CARGO SHIP PORTS. These is the POLICIES being installed to HELP US CITIZENS.
'Minimizing Community Health Impacts from Freight
At the March 2018 CARB Board Meeting, staff provided an informational update on potential concepts for minimizing community health impacts from large freight facilities including seaports, railyards, warehouses, and distribution centers. This is per Board direction from the March 2017 meeting and the addendum to Resolutions 17-7 and 17-8'.
We have discussed in detail how global corporate campuses will have DRIVERLESS VEHICLES that will allow WORKERS to move around or between corporate facilities ----and that is IT. WORKERS will be monitored via THE NETWORK -------rather than having MTA bus drivers telling NOSY NEIGHBORS where that person being HIT is at any point-----the AUTOMATED structures will monitor each worker's every movement.
CORPORATE SUSTAINABILITY IS THE OPPOSITE OF REAL LEFT SOCIAL PROGRESSIVE CITIZEN AND ENVIRONMENTAL SUSTAINABILITY.
No matter how hard global banking 5% freemason/Greek players PRETEND our citizens living in communities are STAKEHOLDERS----they are not. Not even those today thinking they are 'US' AND 'WINNERS'
Sustainable Freight Transport
This page last reviewed July 24, 2019
CARB is working with agency partners and stakeholders to implement a broad program that includes regulations, incentives, and policies designed to support the transformation to a more sustainable freight system and reduce community impacts from freight operations in California. This page summarizes CARB’s sustainable freight activities and provides links to more detailed information on our specific freight-related programs.
New!
Minimizing Community Health Impacts from Freight
At the March 2018 CARB Board Meeting, staff provided an informational update on potential concepts for minimizing community health impacts from large freight facilities including seaports, railyards, warehouses, and distribution centers. This is per Board direction from the March 2017 meeting and the addendum to Resolutions 17-7 and 17-8.
For more information, please visit the website: https://www.arb.ca.gov/gmp/sfti/FreightFacility.htm
Freight Facility and Regulation Information:
Seaports
- Ocean-Going Vessels Webpage
- Commercial Harbor Craft Webpage
- Cargo Handling Equipment Webpage
- Drayage Trucks Webpage
Railyards
Warehouses and Distribution Centers
- Large Spark Ignition (Forklifts) Webpage
- Transportation Refrigeration Unit Webpage
- Drayage Trucks Webpage
- Advanced Clean Local Trucks Webpage
- Board Resolutions with Addendums
- Mobile Source Strategy
- State Implementation Plan
- CARB Technology and Fuel Assessments
- South Coast Air Quality Management Plan Facility-Based Mobile Source Measures
- Proposition 1B: Goods Movement Emission Reduction Program
- Low Carbon Transportation Investments
- California Environmental Quality Act - The Transportation and Toxics Division provided comments to the California Department of Transportation on the Recirculated Draft Environmental Impact Report/Environmental Impact Statement for the I-710 Corridor Project on October 23, 2017. (Check back soon to view additional freight related CEQA comment letters.)
Stakeholder Engagement-
Sign up for our email listserve to receive notices of meetings, document availability, and other relevant information.
- Request a CARB speaker through CARB’s Ombudsman office by completing the Request for CARB Speaker form and selecting "Freight Movement" from the topic list.
ContactsFor more information on CARB's Sustainable Freight Transport Initiative, please contact the Freight Transport Branch at (916) 322-8267.
Contact freight@arb.ca.gov with any additional questions or comments.
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For those global banking 5% freemason/Greek players tied to taking our US WEST COAST cities to FOREIGN ECONOMIC ZONES these few decades having now moved to MID AND EAST COAST mid-size cities to do the same------
THEY ALWAYS LOOK AFTER US say those on THE NETWORK------
These same structures tied to making all of WESTERN EUROPE, EASTERN EUROPE and THE AMERICAS to looking and operating as ASIAN FOREIGN ECONOMIC ZONES with nothing left of our WESTERN CULTURE------where do players go after taking our EAST COAST to these colonial structures. They won't go to Western Europe as we see here these nations are captured to being COLONIAL FOREIGN ECONOMIC ZONES as well. So, too RUSSIA RUSSIA RUSSIA as PUTIN is simply the same CLINTON/BUSH/OBAMA---working for global 1% OLD WORLD KINGS KNIGHTS OF MALTA TRIBE OF JUDAH.
Sustainable transport
What do we want to achieve ?
With growing freight and passenger transport, the risk of pollution and congestion risk is increasing. The European Commission is working towards a form of mobility that is sustainable, energy-efficient and respectful of the environment.
Our aim is to reduce the adverse effects connected to mobility. This means, above all, promoting co-modality, i.e. optimally combining various modes of transport within the same transport chain, which looking forward, is the solution in the case of freight. Technical innovations and a shift towards the least polluting and most energy efficient modes of transport — especially in the case of long distance and urban travel — will also contribute to more sustainable mobility.
European Sustainable Shipping Forum
The European Sustainable Shipping Forum (ESSF) provides a platform for structural dialogue, exchange of technical knowledge, cooperation and coordination between the Commission, Member States’ authorities and maritime transport stakeholders on issues pertaining to the sustainability and the competitiveness of EU maritime transport.
THIS IS WHERE WE SEE THAT THE STAKEHOLDERS ARE THE GLOBAL 1% AND THE 2%----ABSOLUTELY NO 99% OF WE THE PEOPLE NEED APPLY.
The ESSF operates since 2013 and has become a effective tool to engage and exchange views on a wide range of environmental issues in maritime transport, such as air pollution and greenhouse gas emissions.
The ESSF has been used to prepare the ground for numerous coordinated submissions to the International Maritime Organization (IMO) or the International Organization for Standardization (ISO). It also has been at the origin of the concept of the Green Shipping Guarantee Programme. More recently, on an initiative of the ESSF, the European Maritime Safety Agency (EMSA), has developed and published LNG bunkering guidance for port authorities and administrations, which will support the use of LNG throughout Europe.
On 27 July 2018, a renewal of the ESSF’s mandate was adopted aiming to (a) further promote the environmentally sustainable initiatives such as alternative fuels (b) decarbonisation (c) increase the efficiency of maritime transport in Europe as part of the overall supply chain (d) maintain the competitiveness of EU shipping.
The relevant call for applications for the selection of ESSF members is launched. Interested individuals and organisations are invited to submit their application.
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Imagine living in global factory WORKER DORMS----AKA today's high-rise residential buildings------AND having the only way to get FOOD is a DRONE DELIVERY------since as 99% GLOBAL LABOR POOL WORKERS you cannot leave that dorm except to go to work. They will HIT YOU---HIT YOU HARD-----YOU WILL STAY IN THAT APARTMENT AND BE SILENT-----and they will send a DRONE with a few groceries.
International and national media are pushing PROPAGANDA---FAKE NEWS----pretending CHINA is bringing its FOREIGN ECONOMIC ZONE structures to a BETTER PLACE......they are being more environmental---they are caring more for their workers-----they are allowing more DEMOCRACY -----when of course NONE OF THIS IS HAPPENING.
Labor rights groups said they believed that Foxconn’s military-style management system and the company’s highly regimented and even abusive working conditions were contributing factors in the deaths.
Global banking 1% are simply taking what was several decades of building and operating FOREIGN ECONOMIC ZONES overseas and designing this current building to be more CORPORATE SUSTAINABLE---meaning-----even more repressive, regressive, brutal---total absence of morality or ethics-----you know.
STANFORD TOTAL PRISON MODEL WITH LEWIN SOCIAL PSYCHOLOGY BEING THAT NOSY NEIGHBOR AND THE GANG HITTING PEOPLE INTO SUBMISSION WITH THE NETWORK TELLING US WHAT CHINESE SOCIAL CREDIT SCORE SYSTEM REQUIRES US TO DO.
Global banking 1% like to use FAKE DATA to say only 1/4 of population is subjected to this stuff----but that would be FAKE NEWS. These structures have goals of capturing all 99% of WE THE PEOPLE black, white, and brown citizens.
BUT THERE IS GOING TO BE SO MANY TRANSPORTATION OPTIONS-----IT WILL ALL BE SO GREEN AND ENVIRONMENTAL----IT WILL BE SO PUBLIC HEALTH ORIENTED------oh, really??????
But they deliver pizza with a DRONE----how cool is that?
A Chinese Factory Outsources Worker Dorms
By DAVID BARBOZAJUNE 25, 2010
SHANGHAI — Under intense scrutiny after several suicides at its factories in southern China this year, Foxconn Technology, a major supplier to Apple, Dell and Hewlett-Packard, has decided to stop operating its own dormitories for workers.
On Friday, the company said that it was essentially outsourcing its living arrangements to two Chinese real estate companies. The firms will take over the operations of 153 dormitories that house half of its 420,000 workers in Shenzhen.
HMMMM. NOW GLOBAL BANKING 1% ARE OUTSOURCING THEM TO IKEA----AMAZON-----THAT WILL BE MUCH BETTER.
The decision is the first time one of China’s biggest exporters has pledged to abandon what most manufacturers say is an integral part of China’s factory model -- a system that depends on housing migrant workers near factories that specialize in low-cost, around-the-clock assembly line operations.
Some of the world’s leading electronics brands are investigating the circumstances surrounding the spate of suicides at Foxconn, one of the world’s largest contract electronics manufacturers. Many companies are pressing Foxconn to improve living and working conditions at its huge operations in Shenzhen.
Health experts say the suicide rate at Foxconn is not above the national average of 14 suicides per 100,000 people this year, but the 10 deaths were a sharp increase from each of the last few years, when there were only one or two suicides. Labor rights groups said they believed that Foxconn’s military-style management system and the company’s highly regimented and even abusive working conditions were contributing factors in the deaths.
A group of prominent Chinese sociologists released an open letter this month calling for China to “put an immediate end to a development model that sacrifices basic human dignity.” The letter was written in response to the suicides at Foxconn.
Whether Foxconn is really abandoning worker dormitories, however, is unclear. Some analysts are skeptical that Foxconn, a division of the Hon Hai Group of Taiwan, can afford to surrender control of its dormitories. They say the company may simply be trying to evade responsibility for poor living conditions by outsourcing the dorms to other companies.
PhotoLike many Chinese manufacturers, Foxconn housed its migrant workers in company-owned buildings. Credit Ym Yik/European Pressphoto Agency
“That’s the logic apparel companies relied on 15 years ago when they said ‘it’s not our manufacturing plant so it’s not our problem’ if working conditions are poor,’ ” said Pietra Rivoli, a professor of international business at Georgetown University and the author of “The Travels of a T-Shirt in the Global Economy.”
“But it didn’t work then,” she said. “And I don’t see how this is going to absolve Foxconn of responsibility in the eyes of most observers of the supply chain.”
In the aftermath of the suicides, Foxconn has been forced to cope with a wave of bad publicity at home and overseas. Since then, the company has hired sociologists, psychiatrists and Buddhist monks to advise the company’s managers and counsel its assembly line workers. The company has also announced three separate wage increases and promised radical reforms. The company’s chairman promised to do everything possible to stop the suicides, and Foxconn even placed safety nets on tall buildings at its two Shenzhen campuses to prevent workers from taking their own lives.
You will receive emails containing news content, updates and promotions from The New York Times. You may opt-out at any time.In recent weeks, Foxconn executives have repeatedly said the company was ill equipped to manage such huge factory towns or the social lives of so many young migrant workers. Many of them are between the ages of 18 and 25 years old and have come from some of the country’s poorest provinces.
In its announcement Friday, Foxconn went even further, saying it would give up its “college campus style” dormitory system in Shenzhen in the hope that outside management companies could better integrate its workers into the local community and relieve some of the pressures of factory life.
“Providing employees with basic necessities including a safe and convenient place to live at the work site might have been sufficient in the past,” Terry Cheng, an executive vice president said in a statement released late Friday. “But this arrangement no longer satisfies the needs of the young migrant workers of today.”
The decision is a sharp turnabout for Foxconn, which has an extensive one-square mile campus in Shenzhen with high-rise dormitories, restaurants, banks, recreational facilities and a hospital.
Professor Rivoli at Georgetown said she would be surprised to see factories in China move away from control over their factories because, despite poor conditions, it was considered a highly effective and efficient way to lower costs and meet export production controls.
“It’s the command and control model that has been very effective for China,” she said in a telephone interview Friday. “In this low-end, export-oriented assembly, there’s this idea that between the company and the workers, there’s this 24-hour relationship and that this is how things get done.”
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