Voters Tuesday overwhelmingly approved spending $85 million to renovate and expand DePaolo and Kennedy middle schools.
The referendum question passed 4,697 to 2,215. Early in the voting, supporters of the projects were worried, as the numbers were running against the proposal. Democrats backing the school improvements attributed that to parents of children in the school system not voting until the late afternoon or at night, after dinner.
School Superintendent Joseph V. Erardi Jr. had been pushing hard for approval. Along with school board members, Erardi made 32 presentations over the past year on the project, many attended by the public.
"It's great news for us," said Erardi, on Tuesday night. "Southington continues to write a story for the state to pay attention to, for New England to pay attention to and for this country to pay attention. It speaks to our commitment to our children to pass with a margin of over 2-1 in these times. This is a very special community in regards to public schools and children."
The project is scheduled to start in June 2013 and be completed by June 2015.
Talk of renovating the middle schools started 13 years ago. The schools are more than 50 years old and do not meet the standards of the Americans with Disabilities Act. The renovation project would restore the schools to "like new" condition.
"Like new" refers to the stipulations of a Connecticut law that provides towns and school districts increased state-reimbursement eligibility if they choose to renovate a school rather than build a new one, according to literature distributed by the Southington Executive PTO Council.
"After nearly 60 years without renovations, it's time," said Al Natelli, a Republican re-elected to the Town Council Tuesday night, who spoke about the referendum before the results were in.
"There is technology that has emerged in the last 10 to 20 years that has to be implemented into the middle schools," he said. "We have these children that are coming from elementary schools that have all this technology and they are going to the middle schools without (it). We have to prepare them for the global economy."
The renovation plan for each school will increase the size of each from 107,450 square feet to 140,160 square feet. Each school's renovation will cost an estimated $42,450,000.
Each school will get 12 new classrooms, eight renovated science lab classrooms and new guidance and student service areas, computer labs, media centers, art rooms and music rooms.
New mechanical and electrical systems and technology and security systems are included in the plans, as well as enlarged health offices, additional parking and renovated graphics and tech labs.
According to the town, the cost of the project will not exceed $85 million. Southington is eligible for a maximum of $44.5 million in state reimbursement for both schools, which would result in a total potential cost to the taxpayer of $40.5 million with interest to be paid over 20 years.
"The bottom line is that I am grateful for the school board and elected officials that supported this during these tough times," said Erardi. "It's hats off to them."
2011年9月6日星期二
‘We Were All in It Together’
The late Sen. Edward Kennedy’s former press secretary, Jim Manley, had an inside view on how the attacks immediately diminished the importance of politics on the Hill. Then-first lady Laura Bush was scheduled to testify in front of the Senate Health, Education, Labor and Pensions Committee that morning. It was one of her first policy-related appearances, and preparation for the event had consumed her in recent weeks.
“I spent most of the morning going over the briefing I was supposed to give,” she said in a Smithsonian Channel documentary. “It was about nine months into George being president, and I was really just hitting my stride as first lady.”
An equal amount of preparation went into the event on the Democratic side.
“We had an ongoing skirmish with the White House about what to call it,” Manley said. “They didn’t want us to call it a hearing, so there was a lot of back-and-forth before we agreed to call it a roundtable discussion. Regardless, it was going to be a high-profile thing.”
The second plane struck the World Trade Center just before the first lady arrived, and she was escorted into Kennedy’s inner office as the chaos around them unfolded.
“It was just me, Sen. Kennedy, the first lady and Kennedy’s Portuguese water dog, Splash,” Manley said. “It was this calm space in contrast to what was going on with the staff in the conference room next door. Outside the office there were televisions blaring, the chief of staff was trying to get everyone on the phone, people were shouting and running around. But in there it was quiet. I will never forget it.”
The emotional intensity of that day, and sharing it in such a personal setting, created an unlikely but lasting connection between the first lady and the Senator.
“She was in there with Sen. Kennedy, amidst all of the Senator’s stuff — his dog tags, his personal memorabilia, the pictures on the wall,” Manley said. “She later praised the Senator for his calm demeanor and level head. It probably bonded them for the rest of their lives.”
Jeff Donahue
“The news reported that there had been explosions down at the Mall.”
There have been so many changes in disaster response on the Hill in the 10 years since the attacks that the pre-9/11 Capitol would scarcely be recognizable to an incoming Member today. Jeff Donahue was an electrician working for the Architect of the Capitol, and he remembered how quaint the response systems were back then.
“When news came that the Pentagon had been hit, there was a big rush to evacuate,” he said. “But the fire alarm system wasn’t set to go off for something like that, and the emergency broadcast system wasn’t prepared for something of that scale either — all of that came later. We just knew that we had to get out of the building, so that’s what we did.”
The confusion surrounding the evacuation continued on the streets outside.
“The news reported that there had been explosions down at the Mall,” Donahue said. “As soon as I hit the parking lot I heard it, too — there was this loud boom, and I saw the Capitol Hill police hit the deck, that’s how loud it was. Turns out it was just a sonic boom from the jets overhead.”
Despite the panic and uncertainty, Donahue said the masses of people evacuating the District acted selflessly throughout.
“I live in Maryland about 30 miles south of the Potomac, and I remember thinking about what a long drive it was going to be,” he said. “I thought for sure it would be every man for himself on the roads — at the time we thought Washington was under attack. But I’ll never forget how people were letting others into the traffic; all the way out of town people were letting people in or letting them across lanes so they could exit. People had their windows open and everyone had the news on, and even though everyone wanted out of the city as quickly as possible, everyone was calm and there was this feeling that we were all in it together.”
This is perhaps even more remarkable considering that the devastation at the Pentagon was visible from the Capitol.
“I was going down [Interstate] 295 south of Washington,” Donahue said. “When you cross over the hill you can see the Pentagon off in the distance. There was smoke coming across, and it was really low, going from the west to the east. You had to drive through that smoke, smelling the debris from the plane crash and knowing in your mind that people had died in it.”
“I spent most of the morning going over the briefing I was supposed to give,” she said in a Smithsonian Channel documentary. “It was about nine months into George being president, and I was really just hitting my stride as first lady.”
An equal amount of preparation went into the event on the Democratic side.
“We had an ongoing skirmish with the White House about what to call it,” Manley said. “They didn’t want us to call it a hearing, so there was a lot of back-and-forth before we agreed to call it a roundtable discussion. Regardless, it was going to be a high-profile thing.”
The second plane struck the World Trade Center just before the first lady arrived, and she was escorted into Kennedy’s inner office as the chaos around them unfolded.
“It was just me, Sen. Kennedy, the first lady and Kennedy’s Portuguese water dog, Splash,” Manley said. “It was this calm space in contrast to what was going on with the staff in the conference room next door. Outside the office there were televisions blaring, the chief of staff was trying to get everyone on the phone, people were shouting and running around. But in there it was quiet. I will never forget it.”
The emotional intensity of that day, and sharing it in such a personal setting, created an unlikely but lasting connection between the first lady and the Senator.
“She was in there with Sen. Kennedy, amidst all of the Senator’s stuff — his dog tags, his personal memorabilia, the pictures on the wall,” Manley said. “She later praised the Senator for his calm demeanor and level head. It probably bonded them for the rest of their lives.”
Jeff Donahue
“The news reported that there had been explosions down at the Mall.”
There have been so many changes in disaster response on the Hill in the 10 years since the attacks that the pre-9/11 Capitol would scarcely be recognizable to an incoming Member today. Jeff Donahue was an electrician working for the Architect of the Capitol, and he remembered how quaint the response systems were back then.
“When news came that the Pentagon had been hit, there was a big rush to evacuate,” he said. “But the fire alarm system wasn’t set to go off for something like that, and the emergency broadcast system wasn’t prepared for something of that scale either — all of that came later. We just knew that we had to get out of the building, so that’s what we did.”
The confusion surrounding the evacuation continued on the streets outside.
“The news reported that there had been explosions down at the Mall,” Donahue said. “As soon as I hit the parking lot I heard it, too — there was this loud boom, and I saw the Capitol Hill police hit the deck, that’s how loud it was. Turns out it was just a sonic boom from the jets overhead.”
Despite the panic and uncertainty, Donahue said the masses of people evacuating the District acted selflessly throughout.
“I live in Maryland about 30 miles south of the Potomac, and I remember thinking about what a long drive it was going to be,” he said. “I thought for sure it would be every man for himself on the roads — at the time we thought Washington was under attack. But I’ll never forget how people were letting others into the traffic; all the way out of town people were letting people in or letting them across lanes so they could exit. People had their windows open and everyone had the news on, and even though everyone wanted out of the city as quickly as possible, everyone was calm and there was this feeling that we were all in it together.”
This is perhaps even more remarkable considering that the devastation at the Pentagon was visible from the Capitol.
“I was going down [Interstate] 295 south of Washington,” Donahue said. “When you cross over the hill you can see the Pentagon off in the distance. There was smoke coming across, and it was really low, going from the west to the east. You had to drive through that smoke, smelling the debris from the plane crash and knowing in your mind that people had died in it.”
2011年6月22日星期三
Renault Fluence Z.E. Leads Electric Charge For Fleet And Family
Renault will be the first to offer Australian fleet and family car buyers a practical, feasible and viable all-electric option when the Fluence Z.E. five-seat sedan goes on sale here next year.
The Renault Fluence Z.E. (Zero Emission) is visually similar to the petrol-powered Fluence sedan launched in Australia late last year, and shares an identical interior architecture, but under the bonnet it is very different.
The Renault Fluence Z.E. is powered only by electricity stored on-board in a 48-module Lithium-ion battery mounted behind the rear seats, which can be recharged using a charge spot installed at home or work (6-8 hours for a full charge) or at a Better Place battery switch station where a depleted battery is exchanged for a fully charged one in less than four minutes.
The battery drives an advanced electric synchronous motor, which produces 70kW at 11,000rpm. Maximum torque is 226Nm. An energy recovery system enables the car to charge the battery under braking or deceleration. As with all electric motors, maximum torque is available almost instantly, giving the car excellent acceleration characteristics that are linear and satisfying. Top speed is electronically limited to 135km/h.
The electric motor is all but silent when running and, blessed with an almost perfect 50/50 weight distribution; the Renault Fluence Z.E. boasts neutral handling and exceptional ride comfort.
The Renault Fluence Z.E. runs on low rolling resistance Goodyear EfficientGrip tyres, which have special casings and sidewalls to help extend the driving range. The tread pattern is identical to that of a conventional tyre in order to ensure high-performance road holding and braking.
Compared with the petrol-powered Renault Fluence sedan, the 4748mm long Fluence Z.E. is 130mm longer to accommodate the battery, while the front and rear styling has been modified to provide enhanced cooling and aerodynamic efficiency, as well as present some visual differentiation and Z.E. identity.
Behind the wheel, drivers will notice the rev-counter is replaced by a gauge showing remaining range and battery charge, and a centre console display identifies the selected transmission mode: ‘forward’, ‘reverse’, ‘neutral’ and ‘parking’.
An ‘econo-meter’ uses a new colour-coded system to tell the driver how economically they are driving in terms of energy consumption: light blue for ‘normal’ vehicle use, dark blue for ‘optimal’ driving and red for ‘excessive’ energy consumption likely to reduce the vehicle's range.
Standard equipment will include Bluetooth telephony and automatic dual-zone climate control, plus automatic headlamp and windscreen wiper activation.
Also standard equipment is a smart Better Place designed navigation system, known as OSCAR, which not only offers traditional route guidance but can also pinpoint the closest charge spots and Battery Switch Stations. A range of 185km is promised, measured according to the NEDC industry standard for fuel efficiency, using the same methodology to measure consumption of internal combustion engine vehicles.
The Fluence Z.E. is a C segment vehicle that can comfortably accommodate a family and their luggage.
The first Renault Fluence Z.E. vehicles will arrive in Q2 2012, for select customers in Canberra. Vehicles will be available for general sale in Q4 2012 from selected Renault dealers.
Pricing and local specification will be confirmed closer to that date.
The Renault Fluence Z.E. (Zero Emission) is visually similar to the petrol-powered Fluence sedan launched in Australia late last year, and shares an identical interior architecture, but under the bonnet it is very different.
The Renault Fluence Z.E. is powered only by electricity stored on-board in a 48-module Lithium-ion battery mounted behind the rear seats, which can be recharged using a charge spot installed at home or work (6-8 hours for a full charge) or at a Better Place battery switch station where a depleted battery is exchanged for a fully charged one in less than four minutes.
The battery drives an advanced electric synchronous motor, which produces 70kW at 11,000rpm. Maximum torque is 226Nm. An energy recovery system enables the car to charge the battery under braking or deceleration. As with all electric motors, maximum torque is available almost instantly, giving the car excellent acceleration characteristics that are linear and satisfying. Top speed is electronically limited to 135km/h.
The electric motor is all but silent when running and, blessed with an almost perfect 50/50 weight distribution; the Renault Fluence Z.E. boasts neutral handling and exceptional ride comfort.
The Renault Fluence Z.E. runs on low rolling resistance Goodyear EfficientGrip tyres, which have special casings and sidewalls to help extend the driving range. The tread pattern is identical to that of a conventional tyre in order to ensure high-performance road holding and braking.
Compared with the petrol-powered Renault Fluence sedan, the 4748mm long Fluence Z.E. is 130mm longer to accommodate the battery, while the front and rear styling has been modified to provide enhanced cooling and aerodynamic efficiency, as well as present some visual differentiation and Z.E. identity.
Behind the wheel, drivers will notice the rev-counter is replaced by a gauge showing remaining range and battery charge, and a centre console display identifies the selected transmission mode: ‘forward’, ‘reverse’, ‘neutral’ and ‘parking’.
An ‘econo-meter’ uses a new colour-coded system to tell the driver how economically they are driving in terms of energy consumption: light blue for ‘normal’ vehicle use, dark blue for ‘optimal’ driving and red for ‘excessive’ energy consumption likely to reduce the vehicle's range.
Standard equipment will include Bluetooth telephony and automatic dual-zone climate control, plus automatic headlamp and windscreen wiper activation.
Also standard equipment is a smart Better Place designed navigation system, known as OSCAR, which not only offers traditional route guidance but can also pinpoint the closest charge spots and Battery Switch Stations. A range of 185km is promised, measured according to the NEDC industry standard for fuel efficiency, using the same methodology to measure consumption of internal combustion engine vehicles.
The Fluence Z.E. is a C segment vehicle that can comfortably accommodate a family and their luggage.
The first Renault Fluence Z.E. vehicles will arrive in Q2 2012, for select customers in Canberra. Vehicles will be available for general sale in Q4 2012 from selected Renault dealers.
Pricing and local specification will be confirmed closer to that date.
2011年3月20日星期日
S.C. unit helps polar pilots
It's a fair bet penguins don't pop up as an issue in most Lowcountry workplaces.
An exception would be the air traffic controllers who watch over the frigid runways of
Antarctica from a far-flung outpost in North Charleston. They speak delicately about the
penguin problem.
From a low-key perch on the Naval Weapons Station, workers at the Office of Polar Programs
help safely guide aircraft thousands of miles away that traverse the skies above the world's
most desolate continent.
Though the space has few daily flights, the locally based unit provides crucial information
and guidance to pilots who must fly into unforgiving winds and navigate other abnormally
harsh weather conditions.
But on occasion, the focus on assisting air crews, who are usually ferrying researchers or
hauling supplies to the South Pole Station, is disrupted by gathering clusters of indigenous
penguins.
On their home turf, it seems, these flightless birds have no regard for flight safety.
"One of the biggest problems we have is penguins walking out onto the air field," said
program director Mike Peebles.
It's just one of the daily challenges for an expanding government agency that's charged with
working in and around one of the most extreme environments on the planet.
On the ice
The Office of Polar Programs is an arm of the federal National Science Foundation. Peebles'
office operates from a windowless building within the Space and Naval Warfare System Center
Atlantic's secured, chain-linked borders.
Inside, he and his crew toil amid a glowing backdrop of two wall-projected screens: One
illustrates the flight paths that crisscross in straight lines over Antarctica. The other
shows the radar-based weather pattern, helping the office monitor conditions and develop
forecasts.
The atmosphere is dark and subdued. Crackling with static, a voice from a distant cockpit
breaks the silence as a newly airborne crew checks in to report their progress. The aircraft
had taken off from McMurdo Station, a permanent U.S. research center on Ross Island. It looks
like a dusty mining town when it's not covered in snow.
With the help of technology, the air traffic control side of the program has gradually been
able to accomplish more and save the government more from North Charleston as opposed to
paying to shuttle personnel in and out of Antarctica. U.S. Navy officials first moved part of
the polar operation locally in 1986, and more functions have gradually relocated to the
region.
SPAWAR's top local military officer, Navy Capt. Bruce Urbon said he spent a week "on the ice"
three years ago to learn more about the operations there. He said the program is a departure
from the high-tech engineering projects that Systems Center Atlantic primarily focuses on.
"It's more a way to support the research community," Urbon said.
An exception would be the air traffic controllers who watch over the frigid runways of
Antarctica from a far-flung outpost in North Charleston. They speak delicately about the
penguin problem.
From a low-key perch on the Naval Weapons Station, workers at the Office of Polar Programs
help safely guide aircraft thousands of miles away that traverse the skies above the world's
most desolate continent.
Though the space has few daily flights, the locally based unit provides crucial information
and guidance to pilots who must fly into unforgiving winds and navigate other abnormally
harsh weather conditions.
But on occasion, the focus on assisting air crews, who are usually ferrying researchers or
hauling supplies to the South Pole Station, is disrupted by gathering clusters of indigenous
penguins.
On their home turf, it seems, these flightless birds have no regard for flight safety.
"One of the biggest problems we have is penguins walking out onto the air field," said
program director Mike Peebles.
It's just one of the daily challenges for an expanding government agency that's charged with
working in and around one of the most extreme environments on the planet.
On the ice
The Office of Polar Programs is an arm of the federal National Science Foundation. Peebles'
office operates from a windowless building within the Space and Naval Warfare System Center
Atlantic's secured, chain-linked borders.
Inside, he and his crew toil amid a glowing backdrop of two wall-projected screens: One
illustrates the flight paths that crisscross in straight lines over Antarctica. The other
shows the radar-based weather pattern, helping the office monitor conditions and develop
forecasts.
The atmosphere is dark and subdued. Crackling with static, a voice from a distant cockpit
breaks the silence as a newly airborne crew checks in to report their progress. The aircraft
had taken off from McMurdo Station, a permanent U.S. research center on Ross Island. It looks
like a dusty mining town when it's not covered in snow.
With the help of technology, the air traffic control side of the program has gradually been
able to accomplish more and save the government more from North Charleston as opposed to
paying to shuttle personnel in and out of Antarctica. U.S. Navy officials first moved part of
the polar operation locally in 1986, and more functions have gradually relocated to the
region.
SPAWAR's top local military officer, Navy Capt. Bruce Urbon said he spent a week "on the ice"
three years ago to learn more about the operations there. He said the program is a departure
from the high-tech engineering projects that Systems Center Atlantic primarily focuses on.
"It's more a way to support the research community," Urbon said.
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