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Safety Recall No. 983 Brake Booster Vacuum Hose

Safety Recall No. 983 Brake Booster Vacuum Hose Models 2000-2001 (PL) Dodge and Plymouth Neon NOTE: This recall applies only to the above vehicles equipped with a: Ø 2.0L engine (“C” in the 8th VIN Position) built through March 21, 2001 (MDH 0321XX) or a Ø 2.0L High Output engine (“F” in the 8th VIN Position) built through April 11, 2001 (MDH 0411XX). IMPORTANT: Some of the involved vehicles may be in dealer new vehicle inventory. Federal law requires you to stop sale and complete this recall service on these vehicles before retail delivery. Dealers should also consider this requirement to apply to used vehicle inventory and should perform this recall on vehicles in for service. Involved vehicles can be determined by using the DIAL VIP System. Subject The brake booster vacuum hose on about 350,000 of the above vehicles may swell due to oil contamination and become disconnected. A disconnected hose could cause a loss of power brake assist and an increase in engine idle speed. This can increase stopping distance and cause an accident without warning. Repair The brake booster vacuum hose must be replaced. © Copyright 2001, DaimlerChrysler Corporation, All Rights Reserved Safety Recall No. 983 -- Brake Booster Vacuum Hose Page 2 Parts Information Each dealer to whom vehicles in the recall were invoiced (or the current dealer at the same street address) will receive enough Brake Booster Vacuum Hoses to service about 10% of those vehicles. Dealers should determine which brake booster vacuum hose is required for each vehicle at the time appointments are scheduled to assure that the correct part is available when the customer arrives. The vacuum hose for the vehicle to be serviced may be determined by: Ø Using the part code in the third column of the VIN list along with the following table (involved dealers); Ø Using the VIN and part number list electronically transmitted to DIAL System Function 53 (involved dealers); or...

TRAVELING WITH DISABILITIES - Delta
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WELCOME ABOARD DELTA! Delta – the airline of choice for customers with disabilities. This brochure outlines Delta’s Disability Program and commitment to making your travel experience safe, convenient and accessible with trained personnel and a wide range of services. As many disabilities are invisible, we depend on you to tell us your needs so we can offer appropriate services. We do not ask about your disability but ask about services that make travel possible for you as a customer with a disability. Services for a customer with a disability are free of charge*. An explanation of services can be found at www.delta.com/disability or by calling Delta at 1-800-221-1212. *  Services for oxygen or other services that require medical screening will incur ( charges based on segments flown or equipment used)  Questions or problems while traveling? Contact a Compliant Resolution Official Delta has specially trained personnel called, Complaint Resolution Officials (CROs) at every airport who are empowered to address concerns of any customer with a disability. CROs ensure federal regulations and Delta policies and procedures are properly implemented. You may ask to speak to a CRO and a representative will come to you while at the airport. In the event you need to speak to a CRO after you leave the airport, we have Complaint Resolution Officials in our Reservations Offices. You may ask to speak to a CRO and one will be brought to you in person or by phone.

Abney Associates Tech Blog, Zeus Malware   A Continuing Threat

The indictment of nine alleged participants in a fraud scheme that involved infecting thousands of business computers with Zeus malware to steal millions of dollars shows that the malware remains a formidable ongoing threat, financial services security experts say. The victims in the case included a Nebraska bank and a Nebraska company, according to an announcement of the indictment from federal prosecutors. The indictment was unsealed in connection with the April 11 arraignment of two Ukrainian nationals, who were recently extradited from the United Kingdom. Three other Ukrainians and a Russian have not yet been arrested; the indictment also names three other "John Doe" defendants.

SAMPLE RESUME FORMAT Although the Federal Government ...

SAMPLE RESUME FORMAT Although the Federal Government does not require a standard application form for most jobs, we do need certain information to evaluate your qualifications and determine if you meet legal requirements for Federal employment. If your resume or application does not provide all the information requested in the job vacancy announcement you may lose consideration for a job. WHAT TO INCLUDE Job Information  Announcement number, title and grade of the job you are applying for Personal Information Full name, mailing address (with Zip Code) Day and Evening phone numbers Email Country of Citizenship Veterans’ Preference Reinstatement eligibility (Proof of your career or career conditional status may be requested) Highest Federal civilian grade held (provide job series and dates held) Desired Location(s) Work Experience Provide information for your paid and nonpaid work experience related to the job you are applying for.  Job Title (include series and grade if Federal job)  Job Address  Duties and accomplishments  Employer’s name and address  Starting and ending dates (month and year)  Hours per week  Salary   Supervisor’s name and phone number Indicate if we may contact your current supervisor. Education  High School o Name, City, and State o Date of diploma or GED  Colleges or Universities o Majors o  Name, City, and State o Type and year of any degrees received o If no degree, show total credits earned and indicate whether semester or quarter hours.) A copy of your college transcript may be requested if you are using education to meet qualification requirements. An official transcript will be required prior to your appointment if selected.

Associate Director Metro North Regional Employment Board Basic ...

Metro North Regional Employment Board Basic Function Provide overall professional support to the Executive Director and members of the Metro North Regional Employment Board; work with the Executive Director, Board of Directors, and REB members to develop and foster relationships with key stakeholders and to implement REB policies, programs, and initiatives. Assist in the development and implementation of the Metro North strategic plan. Conduct data analysis, research, and evaluation as needed to support workforce development efforts in priority industries. Develop service plans and budgets to ensure successful grant performance. Act as a technical resource to workforce partners and other staff as needed. Assist in or lead efforts to identify and build career pathway tools corresponding to priority industries. Opportunity for growth within the organization for candidate with the right mix of skills and experience. Specific Duties 1. Assist in the development of industry sector partnership groups based on priority industries as identified in the strategic plan; engage partner organizations (employers, training providers/community colleges, career centers, community-based organizations) in these groups; prepare materials, facilitate meetings and provide staff support to industry groups, including preparing meeting summaries. 2. With other REB staff, identify key workforce development issues and opportunities, and research creative approaches/best practices within workforce development nationally, but also across disciplines, with a goal of potentially testing and implementing innovative solutions to workforce development problems. 3. Conduct supporting research, develop and write grant proposals in response to state and federal Requests for Proposals/SGAs; identify and apply for foundation grants to support REB initiatives/industry partnership activities. 4. Develop programmatic plans and budgets to support grant submissions; implement, manage, and track program and budgetary performance of successful submissions. 5. Work closely and effectively with funding sources and with Metro North employers, ...

Metro North Regional Employment Board Strategic Plan FY 2013 ...

In the context of today’s changing fiscal landscape on both the state and federal level, the Metro North REB is entering a stage of development that is guided by new opportunities as well as challenges. As it moves forward, the REB must identify creative new approaches, consider diverse sources of funding, and streamline existing systems to optimize efficiency. In addition, undertaking a renewed philosophy of continuous improvement and innovation in program implementation will be crucial to adjusting approaches in workforce development to align with the ever-changing economy. Historically, the education and workforce development systems have been only sporadically, marginally, or indirectly connected to business needs. Although some components of the workforce development system (notably community-based training and employment programs), have a long history of aligning their training with strong employer partnerships, the K-12 and college education systems have been grounded in a philosophy of preparing people for life, by providing a broad, general education, and only targeting training to specific occupations later in the post-secondary experience. In addition, education and workforce development have struggled to keep up with changing technologies and trends in industry, often lacking critical information about where career opportunities exist and what skills and abilities are necessary to take advantage of those options. As a result, education and training are often disconnected from real-time employer needs, and as a result, unemployed youth and adults often lack the necessary skills to enter those jobs that do exist, creating a growing class of disconnected or never connected workers.

FINAL Deep Dive Report (S10-140310-003)[1] - Federal Railroad ...

On May 17, 2013, in Bridgeport, Connecticut, an accident occurred on Metro-North’s New Haven Line, when an eastbound Metro-North train of 8 cars, traveling 74 mph, derailed and came to rest on an adjacent track. Approximately 20 seconds later, a westbound Metro-North train on that adjacent track struck the derailed train. As a result of the accident, more than 50 people, some seriously injured, were hospitalized, rail operations were suspended, and millions in property damage occurred. • On May 28, 2013, a second accident occurred when a Metro-North train in West Haven, Connecticut, that was traveling 70 mph, struck and killed a Metro-North maintenance-ofway (MOW) employee who was part of a roadway work group performing railroad maintenance on a construction project. • On July 18, 2013, a third accident occurred when a CSX Transportation freight train derailed while traveling over Metro-North’s system. No one was injured, but property damage was significant. • On December 1, 2013, the fourth accident occurred when a Metro-North train of 7 cars traveling south from Poughkeepsie, New York, to Grand Central Terminal in New York City, derailed as it approached the Spuyten Duyvil Station. All cars derailed and the front cab came to rest close to the Harlem River. Four passengers were killed, and more than 70 were injured. Rail operations were suspended, and millions of dollars in property damage alone was sustained. On December 3, 2013, 2 days after the fourth and most serious of these accidents, FRA sent a letter to MTA expressing support for Governor Andrew Cuomo’s directive that MTA hold a safety stand-down, and directing Metro-North to implement a Confidential Close Call Reporting System (C3RS) (Appendix 2). Additionally, FRA issued Emergency Order 29 and Safety Advisory 2013-08. • Emergency Order 29, issued on December 6, 2013, required Metro-North to take immediate action to prevent excessive train speeds by identifying and prioritizing highrisk areas, modifying its existing signal system to ensure speed limits are obeyed, and 1 requiring a higher level of engagement and communication among operating crewmembers in areas in which major speed restrictions are in place. • Safety Advisory 2013-08, issued on December 10, 2013, urged railroads to provide additional training, increase the frequency of operational testing, and reinforced the importance of communication between crew members. The purpose was to ensure that all railroads adhere to Federal regulations and railroad operating rules regarding maximum authorized train speed limits. On December 16, 2013, FRA launched Operation Deep Dive, an assessment of Metro-North’s operations and safety compliance. More than 60 technical and human factor experts comprising 14 teams, conducted a 60-day comprehensive safety assessment of Metro-North. With assistance from the Federal Transit Administration, these experts reviewed and assessed Metro-North’s safety-related processes and procedures, its compliance with safety regulations and requirements, and its overall safety culture. In assessing Metro-North, the Deep Dive team evaluated:...

Accident No.: DCA14MR002 Accident Type: Railroad Train ...

course of the investigation. On December 1, 2013, about 0719 eastern standard time, southbound Metro-North Railroad (Metro-North) passenger train number 8808 derailed at milepost 11.35 on track number 2 of the Metro-North Hudson Line in The Bronx, New York. Train movements on this line are governed by a traffic control system. The train originated in Poughkeepsie, New York with a destination of Grand Central Station in New York City. It consisted of seven passenger cars and one locomotive at the rear pushing the train. As a result of the derailment, 4 passengers died and 59 persons were transported to local hospitals for injuries. Metro-North estimated there were about 115 passengers on the train at the time of the derailment. Damage was estimated by Metro-North to be in excess of $9 million. The weather at the time of the accident was reported as 39° F with cloudy skies. Figure: Aerial view of accident scene National Transportation Safety Board (NTSB) investigators have completed the on-scene work in The Bronx. The investigation will continue at the NTSB headquarters in Washington, D.C. Preliminary results of the investigation include: The derailment occurred in a 6 degree left hand curve where speed was limited to 30 mph. Estimated train speed at the time of the derailment was at 82 mph. Detailed inspection and testing of the signal system, train brakes, and other mechanical equipment did not identify any anomalies. An inspection of the track in the derailment area did not identify any pre-accident anomalies. All cars on the train and the locomotive derailed. Between December 1 and 11, 2013, investigators completed interviews of train crews and first responders. Interview transcripts will be included in the public docket upon release. Locomotive event recorders were sent to the NTSB laboratory in Washington, D.C. for further analysis. The parties to the investigation include the Federal Railroad Administration, Metro-North Railroad, New York Public Transportation Safety Board, Teamsters Local 808, New York Police Department, New York Fire Department, and Bombardier Transportation. The Association of Commuter Rail Employees (ACRE) was initially designated as a party. However, because one of ACRE’s senior officials made unauthorized comments on the investigation to the media, ACRE was removed as a party on December 3, 2013.

The Global Climate Change Initiative - Federation of American ...

The United States supports international financial assistance for global climate change initiatives in developing countries. Under the Obama Administration, this assistance has been articulated primarily as the Global Climate Change Initiative (GCCI), a platform within the President’s 2010 Policy Directive on Global Development. The GCCI aims to integrate climate change considerations into U.S. foreign assistance through a range of bilateral, multilateral, and private sector mechanisms to promote sustainable and climate-resilient societies, foster low-carbon growth, and reduce emissions from deforestation and land degradation. The GCCI is implemented through programs at three “core” agencies: the Department of State, the Department of the Treasury, and the U.S. Agency for International Development (USAID). Most GCCI activities at USAID are implemented through the agency’s bilateral development assistance programs. Many of the GCCI activities at the Department of State and the Department of the Treasury are implemented through international organizations, including the United Nations Framework Convention on Climate Change’s Least Developed Country Fund and Special Climate Change Fund, as well as multilateral financial institutions such as the Global Environment Facility, the Clean Technology Fund, and the Strategic Climate Fund. The GCCI is funded through the Administration’s Executive Budget, Function 150 account, for State, Foreign Operations, and Related Programs. Congress is responsible for several activities in regard to the GCCI, including (1) authorizing periodic appropriations for federal agency programs and multilateral fund contributions, (2) enacting those appropriations, (3) providing guidance to the agencies, and (4) overseeing U.S. interests in the programs and the multilateral funds. Recent budget authority for the GCCI was $323 million in FY2009, $945 million in FY2010, $819 million in FY2011, and $858 million in FY2012, and has been enacted through legislation including the Omnibus Appropriations Act, 2009 (H.R. 1105; P.L. 111-8); the Consolidated Appropriations Act, 2010 (H.R. 3288; P.L. 111117); the Supplemental Appropriations Act, 2010 (H.R. 4899; P.L. 111-212); the Department of Defense and Full-Year Continuing Appropriations Act, 2011 (H.R. 1473; P.L. 112-10); and the Consolidated Appropriations Act, 2012 (H.R. 2055; P.L. 112-74). FY2013 contributions to GCCI...

Global Climate Change Impacts in the United States (Report)

This report was produced by an advisory committee chartered under the Federal Advisory Committee Act, for the Subcommittee on Global Change Research, and at the request of the U.S. Government. Therefore, the report is in the public domain. Some materials used in the report are copyrighted and permission was granted to the U.S. government for their publication in this report. For subsequent uses that include such copyrighted materials, permission for reproduction must be sought from the copyright holder. In all cases, credit must be given for copyrighted materials. First published 2009 Printed in the United States of America A catalog record for this publication is available from the British Library. ISBN 978-0-521-14407-0 paperback Cambridge University Press has no responsibility for the persistence or accuracy of URLs for external or third-party Internet Web sites referred to in this publication and does not guarantee that any content on such Web sites is, or will remain, accurate or appropriate. Information regarding prices, travel timetables, and other factual information given in this work are correct at the time of first printing, but Cambridge University Press does not guarantee the accuracy of such information thereafter. Recommended Citation: Global Climate Change Impacts in the United States, Thomas R. Karl, Jerry M. Melillo, and Thomas C. Peterson, (eds.). Cambridge University Press, 2009.

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