Ned Hamson's News from the Second Line

Is Work Making You Sick?

2007-10-30T13:52:16Z

Some colleagues of mine are involved in doing ongoing research on what makes work, work well and what makes it contribute to mental and physical ill health, as well as to lack of productivity or satisfaction.

Here is how they describe their current research and the link to the survey (http://www.processinteractive.ca/survey/): We are researching the prevention of mental health problems. Mental health problems are increasing and we need better ways of measuring and preventing them. In particular we need to know how mental health is related to the various emotions people feel when they are at work, studying or engaging in other major activities.

These questions are part of a larger study of mental health in workplaces that was initiated by Professor Don deGuerre, Department of Applied Human Sciences, Concordia University. That larger study covers more factors and includes:

* A short online organisational survey that will determine the level of employee engagement in a participating organisation and will provide measures of any mental health problems that may be developing in the organisation. * A more in depth organisational survey, which identifies the organisational factors that do and don’t lead to, improved motivation, innovation, employee mental health, and productivity.

* An intervention designed to prevent mental health problems in the workplace and significantly improve productivity.

If you or your organization are interested in participating in, or want information about the larger study, contact Peter Aughton in Australia (melboffice@amerin.com.au) or Don deGuerre in Canada (don.deguerre@sympatico.ca).

http://www.processinteractive.ca/survey/ text

Food for Thought - Is your fish or shrimp going to give you long life or end it?

2007-09-03T15:29:59Z

The global market for fish now means that the shrimp, salmon, sea bass, or cat fish could have begun life on in an Indian, European, or Chinese "farm." Since seafood farming is actually farming of both fresh and salt water species, it's referred to as aquaculture.

How much seafood is produced by aquaculture? < http://www.aquaculture.co.il/Markets/world_output.html>

In 2003, World aquaculture seafood production contributed about 40 million tons, or about 30% of total World fisheries production of about 130 million tons. A decade ago, aquaculture contributed merely 17 million tons, making it the fastest growing food production branch Worldwide.

Where is aquaculture conducted? Almost everywhere, in cold climate developed countries, as well as in tropical climate less-developed countries, over all continents:

Asia 37.0 million tons, mostly in China Europe 2.0 million tons Americas 1.2 million tons Africa 0.28 million tons, mostly in Egypt.

Fresh water aquaculture: contributes about 58% of World aquaculture output. Marine aquaculture: contributes about 42% of World aquaculture output.

What is produced in aquaculture? In developed countries: Salmon, Sea bream, Sea bass, Catfish, etc. In less-developed countries: Marine aquatic plant Kelp, various Carps, Nile Tilapia, oysters various Shrimp species, mostly produced in extensive, low grade systems.

OK - sounds good - so what's the problem?

1. Remember the recent rounds of problems with Chinese exports to the US? Now, the Chinese are just as good a people as any other... but just as bad too.

2. Raw and greed-based capitalism could well lead Chinese producers of much of the shrimp now being sold in the US to be as unethical as those who poisened pet foods and slipped lead into the paint of children's toys.

3. Seemingly beneficial traditional integrated farming methods of the Chinese may become the source of mutating a new flu pandemic or other animal to human pandemic disease transfer.

Integrated farming of fish and livestock: http://www.fao.org/docrep/X5686E/x5686e07.htm

Integrated farming of fish and livestock is an old practice consisting of the culture of fish (or shrimp) associated with the husbandry of domesticated animals such as pigs, ducks, chicken, etc. The aim of integrated farming is the recycling of animal wastes (faeces, urine and spoiled feeds) to serve as fertilizers, and sometimes as food for fish raised in ponds, enclosures and cages.

Food for thought eh?

Deadly Fish Virus in Great Lakes... no threat to people or animals?

2007-08-19T17:05:10Z

Welcome to the Global Marketplace from which many benefits and negaitves flow freely since the short term dollar is what really counts and not long term human or planetary health.

Cornell researchers have found that a deadly fish virus detected in the northeastern United States for the first time in June in two species has probably spread to at least two more. But they have yet to determine whether the virus is responsible for the death of hundreds of fish in Lake Ontario and the St. Lawrence River in recent weeks.

Viral hemorrhagic septicemia virus (VHSV) was detected and confirmed for the first time in the Northeast.

VHSV causes fatal anemia and hemorrhaging in many fish species but poses no threat to humans or other animals.

Source: Cornell University
Date: July 20, 2006

News not found at Captain D's or Red Lobster - grin - VHS is viral hemorrhagic septicemia, a viral fish disease that has. caused large scale mortalities in rainbow trout and turbot aquaculture operations ...
www.michigan.gov/documents/dnr/Viral-Hemorrhagic-Septicemia-Fact-Sheet-11-9-2006_178081_7.pdf

But what about? "Hemorrhagic septicemia is a highly fatal disease of cattle and water buffalo."
www.cfsph.iastate.edu/Factsheets/pdfs/hemorrhagic_septicemia.pdf

And then there is:

Hemorrhagic Fevers

Also called: VHFs

Viral hemorrhagic fevers (VHFs) are a group of illnesses caused by four families of viruses. These include the Ebola and Marburg viruses and Lassa fever virus. VHFs have common features: they affect many organs, they damage the blood vessels and they affect the body's ability to regulate itself. Some VHFs cause mild disease, but some, like Ebola or Marburg, cause severe disease and death.

When taken with...

Hanta virus are parasitic to rodents all over the world, but most of the Hanta virus are not causing disease to human being.

After infection, two kinds of acute syndromes may occur to human. One of them is Hantavirus pulmonary syndrome, HPS, and the other is hemorrhagic fever with renal syndrome, HFRS.

Infection is caused by contacting urine, excrement or saliva of virus borne mouse. The major transmission manner is human inhaled particles in the air generated from the excrement or secretion of Hanta virus-borne mice. Normally, people would not have contact with Hanta virus directly from mice, as Hanta virus is existed in the saliva, urine and other excrement of mice. The most common path is inhaling the particle bearing Hanta virus and acquired Hanta Virus Pulmonary Syndrome.

Hanta Virus Pulmonary Syndrome is a contagion transmitted through air. Virus is transmitted through inhaling of contaminated, dried particles floating in the air (especially in sweeping or over turning carpet. When people inhales these particles, it is likely for them to be infected.

Other possible ways of Hanta Virus Pulmonary Syndrome infection include: (1) Bitten by Hanta Virus carrying mouse, (2) ingest food or drink having been in contact with person carrying Hanta Virus, (3) nose, eye or mouth in contact with particle carrying Hanta Virus (such as slicking hand).

Moth, flea or other insect that may bite people have not been found of able to transmit Hanta Virus Pulmonary Syndrome from mouse to human. In fact, no other animal has been found of relating with the transmission of Hanta Virus Pulmonary Syndrome from mouse to human. However, it is still possible to be infected through dog or cat having in contact with mouse.

http://www.cdc.gov.tw/WebSite_En/Health%20topics/Communicable%20Diseases%20&%20Prevention/Hantavirus%20Syndrome/General%20information1.htm

Hemorrhagic with Renal Syndrome will cause hemorrhage and serious kidney failure, but Hanta Virus Pulmonary Syndrome will not.

but from Hanta Virus Pulmonary Syndrome...
The main cause of death is excessive protein containing fluid in lungs.

Global markets can be the source for good or ill for people, profit, and the planet - which end we get will depend on our collective and individual intent and daily actions.

I hope you and I choose well.

How Much Does It Cost To Buy a Light Bulb in Bagdad?

2007-03-22T03:48:13Z

$56 billion - That's how much! Or at least that's how much the US alone has spent on Iraq "reconstruction" between 2004 and 2006.

There is no electricity, clean water, sewers, fuel, or safety 24/7 in Iraq but the FOB - Friends of Bush - companies have pocketed $56 billion and more than 3,000 brave men and women of our military have died.

How many died because the reconstruction did not show the Iraqi people that the US was bringing them peace, freedom, and prosperity.

$56 Billion and no light, no water, sewers, safety! $56 billion to enrich the Bush League businesses.

Smells like corruption, high crimes and misdemeanors to me - how about you?

How many Americans can't afford healthcare or insurance but we can give Bush Leaguers $56 billion?

I am not sure how much more saddened I can feel about the waste, the lies, and the smiling faces in Washington that don't seems to have the courage or honor to do anything about saving American lives, Iraqi lives or our collective future.

I am mad as can be and will not take it any more! Every day until we have fixed this mess, I am writing to our Senators and Representatives and asking them what does it cost to get you to do something about saving our nation and sending the Bush League to the showers!

Walk Away from Global Warming!

2007-02-09T12:50:29Z

We Will Fail Trying to Stop Global Warming at a Dead Run -- But... We Can Walk Away from Global Warming Step by Step

People - all of us - will not and our governments will not make really big changes to alter the dismal future that Global Warming will bring. Why? Because we and our governments will not make really big changes in how we live unless the reason is as obvious as nightly bombing raids over London. So forget about really big changes - they will not happen until it is too late and we are gasping for air.

But we will individually and collectively can build small changes into our lives that visibly impact our local environment -- and collectively our global environment.

Most people know that they have collectively messed up their local environment - fouled the air,lakes, coastline, earth. Everyone knows it is hotter in the city because it is mostly paved over and is made up of thousands of heat sources not so present in the countryside. So making small changes that are easily fitted into daily life is possible. And if these small changes also benefit the individual in some way, all the better.

Walking away from Global Warming Step by Step 1. Find a place to park your car a half mile farther from where you usually park to go to work each day.

You burn less fuel and increase your energy output. One mile additional a day, five additional miles a week, 20 miles a month will not only reduce carbon in the atmosphere, it will help you lose about 10 pounds in a month or so without even thinking about it.

2. If you can find a place to park and walk a half mile to a bus or train that will take you to work - even better scores for the environment and you still lose weight, save money and clean the air.

3. After six months or so, you might increase the distance to one mile -- that adds 15 minutes to your travel time one way. Not a big deal and double the benefit to the environment and your health or fitness.

4. Find a square yard or two around where you live that is currently paved over with concrete or asphalt. Break it up, use it to make a small enclosure and plant something or create a grass walkway. Get a little exercise, find pleasure in growing something and add your very own two square yard oxygen cleaner and generator.

5. Convince, cajole, browbeat, invite at least one additional person to take the same four steps with you.

Start adding up the numbers and benefits if millions of people do this. Not a bad start, eh and no additional taxes, speeches, government inaction, etc. Just people making small changes to save their world.

Letter to Iraq - Is That Enki Laughing?

2007-01-12T17:15:57Z

Letter to Iraq

This morning, I dreamed that I was an Iraqi grandfather sipping my morning coffee and puzzling over the two dreams that came to me before the morning traffic awoke me.

In the first dream, I saw myself floating over the ancient land between the Tigris and Euphrates Rivers - Sumer and Akkad. In the time before Judaism, Islam, Christianity. The times of Gilgamesh, Sargon, when writing was developed, when the beginning stories were begun and before they were woven into the dreams of the sons and daughters of Abraham. Then floating over the court of Hammurabi, I saw mathematics being developed, records of trade, treaties being written down and the world's first laws based on the beliefs of Ur people that justice, mercy and humility held people together in peace.

I dreamed that all of Iraq's children dreamed that same dream with me and understood how great they had been and how great had their gifts been to humanity.

Then, I dreamed that the old trickster - Enki - is whispering in the shadows to two who claim to be friends of Iraq: Tell each one of these silly people that the other is a trap or a snare and that to escape, he must chew off his leg to be free and able to destroy the trap. Then when they have devoured each other and just one is left standing, you may easily divide their land among you and make their children and women your slaves.

Then I cried into my coffee, my tears made it even more bitter. I looked to heaven and wondered which dream would be Iraq's future - It's honorable and seed planting past, or a trickster's lies and plots?

Then I woke up - back in the USA - listening to American morning news experts claiming like Enki, they knew what was best for Iraq, The USA and the world.

And I hoped that my dream of Sumner, Ur, Akkad, and Hammurabi was dreaming itself again in the hearts of those who really hold the future of Iraq in their hands - the Iraqi's.

Jeb Bush Campaign to Look Good on Terror Begins

2006-12-10T18:23:50Z

Biometric IDs as Protection Against Turnpike Terror Undermined by, Greed, Politicization, & Lies

Special Notes: One way to raise Governor Bush’s national profile and a run in 2008 to keep Bush family in national power is to portray him as an effective fighter against potential terrorists.

Fudged data or outright distortions of the truth by former Bush employees may be used later to “prove” Jeb Bush is a tough, winning leader.”
TSA public relations officials point to successful tests of the biometric ID elements of the TWIC card in at least one location -- the state of Florida -- where Billy Dickson, a retired lieutenant colonel with the Florida State Highway Police, says his department conducted a “short-term test on the TWIC card a year ago at the Port of Canaveral and Port of Pensacola.” Dickson is now a senior management analyst with the Florida Department of Highway Safety.
“We proved to ourselves that the biometric piece worked,” said Dickson, explaining they set up enrollment centers at the ports using a General Electric-designed chip based on driver's fingerprints. Acknowledging initial bugs – not to mention the fact that two to four percent of the population (including truckers) didn’t have what he calls “usable fingerprints” – Dickson says the cards are about to go “operational” in Panama City and Fernandina Beach, Fla., north of Jacksonville.
Dickson has no numbers on truckers involved, but believes there are “a significant amount because Fernandina has big truck movement.” At Panama City, the 400 people issued TWIC cards with the GE technology for biometric IDs included seaport workers and truckers, with no breakout on truckers, says Dickson. They’re also looking at facial recognition and iris scans as “suitable alternatives” to fingerprints for any one coming and going from Florida ports.

The story below demonstrates that there is more disorder than order in the many ID systems which we hope will assure we know who is driving hazardous material around the country or has free access to port facilities nationwide.

For the last 20 years, experts have touted biometrics as a method to safeguard the trucking industry from theft, fraud and, more recently, terrorism, yet today only a handful of states are using biometric technology in commercial drivers licenses (CDL) while use of biometrics at the nation’s ports and borders appears largely stalled.
Biometrics involves the use of human characteristics such as fingerprints, irises or facial scans to identify an individual. When embedded in a computer chip, individual human characteristics can be embedded in an ID card as part of credentialing or for security processes.
What’s happened to biometrics and the CDL is a long story of many failed bureaucratic initiatives to embrace biometrics for CDLs (see timeline box). Experts and officials nationwide cite a variety of reasons -- from lack of standardized data bases for fingerprinting to problems with technology and lack of biometric standards for trucking -- not to mention the redirection of biometrics for homeland security measures after 9/11.
One problem in applying biometrics for CDLs is the fact that the FBI's enormous fingerprint database can't be tapped for civilian use, says Michael Yura, senior vice president for the West Virginia Operations for the Washington, D.C.-based National Biometric Security Project. This slows access of information and means that various federal agencies, along with the states, have to collect their own fingerprints – none of which can communicate with the FBI's database, he said..
Then there's the lack of a federally-mandated standard for a biometric ID card so no one card operates across all security or risk-related programs -- whether at seaports, airports and border crossings – and for CDLs. A national standard for the Transportation Security Agency (TSA) scanning equipment exists, but not for biometric technologies that relate to trucking industry security, says Dominique Harrington, deputy director of testing services for the National Biometric Security Project. She agrees that without a national standard vendors are free to manufacture to whatever standard they believe works best for the marketplace, and biometric ID technology manufactured by one vendor may not work with technology made by another.
"If the trucking world wants a national standard for biometrics technology to be used in trucking they need to attend the M1 ANSI Insights Committee for Biometrics," she said. M1 is a private industry standards committee hosted by the Information Technology Industry Council (ITIC) based in Washington, D.C.
Despite bureaucratic nightmares, cranky technology and what appears to be general confusion, biometrics are being tested in the field and are eking out there under the auspices of a number of state initiatives. Since the 1990s, use of biometrics in CDLs has grown to include the states of Illinois, Georgia, Oklahoma, California, Hawaii, Colorado, Texas, Massachusetts, Oregon, Kansas and Alabama, and possibly a handful of others, though information on exactly what states are utilizing biometrics was not available from federal agencies or associations like the American Association of Motor Vehicle Administrators (AAMVA) in Alexandria, Va.
Information on state-wide efforts to utilize either digitized fingerprints or facial features came largely from press releases from vendors such as Digimarc Corp. in Beaverton, Ore., which flatly declined to comment for this article. Digimarc is reportedly working with the Oregon Driver and Motor Vehicles Services (DMV) to apply facial recognition technology to CDLs. The company also announced this summer it had a contract to work with the Massachusetts DMV and state police applying facial recognition technology to state CDLs.
SAGEM Morpho, Inc. of Tacoma, Wash. has been working with Viisage, a Nashville, Tenn. provider of advanced technology solutions to provide finger imaging in CDLs in Oklahoma. And Viisage's IBT Division, which manufactures biometric-related technologies, reported in July that it had signed a contract with the state of Illinois to develop the biometrics for the state's commercial driver's licenses. According to Viisage officials, they were planning to “extend hazardous fingerprinting capabilities both for the Illinois Department of Motor Vehicles (DMV) Commercial HazMat Drivers” with the aim of eventually providing biometric-based driver’s licenses to the state’s estimated 465,000 commercial drivers.
The national effort to embed security technology in driver’s licenses is called REAL ID. Jason King, vice president of public relations and information services of AAMVA says no specific technology has been mandated at this time for REAL ID. “AAMVA has not seen sufficient evidence that any one biometric or combination of biometrics could satisfy the requirement for interstate usage. But several states have had success with biometrics on a single jurisdiction basis, mostly with facial recognition. Bottom line: biometrics have proven useful as a tool for DMVs, but AAMVA is not yet convinced that we could use them at an interstate level,” King said.
Elaine Dezenski, senior vice president for global movement at Cross Match Technologies in Arlington, Va. – developer of ID management solutions for the federal government and commercial sector -- explains that the Department of Homeland Security (DHS) “is trying to get their hands around what the regulations should look like for a driver’s license standard. There are lots of issues, including what card looks like, what technology to put in it -- swiping or magnetic – and whether to go biometric or not,” she said.
Agencies that deal with hazardous materials -- also known as hazmat – are reportedly collecting truck driver fingerprints to eventually apply to biometric IDs. Although agencies like the Department of Homeland Security are working on ensuring that terrorists don’t infiltrate the trucking industry, and are obtaining fingerprints on hazmat drivers, Dezenski says she doesn’t think the fingerprints are yet embedded in an ID card that can be read electronically. “This is a huge subject,” Dezenski said of hazmat. “It’s kind of the litmus test to see how things would be rolled out and made accessible to a large population of workers spread out throughout the country.”
There are also roadblocks to utilizing a CDL with embedded biometrics for security clearances. Dan Murray, vice president of research for the American Transportation Research Institute (ATRI), based in the St. Paul, Minn. office, cites layers of jurisdiction over security matters "without a central blue print" as a stumbling block in developing biometric IDs that would include CDLs. "Even within TSA, multiple systems and vendors are contracted to develop unique pieces of the Transportation Worker Identification Credential (TWIC) ID for ports, for example. Some of the most basic questions -- that should have been answered early in the architecture design -- are still unanswered," he said.
As a result, he says an airline pilot's TWIC card wouldn't work at the Port of LA/Long Beach. "Maybe that's OK, but what about a truck driver that serves both the Port and LAX airport?"
For those who argue that industry standards for biometrics exist and should suffice, Murray says "that's patently incorrect." He says the biometric algorithms used by each vendor "are different enough – which is what gives them their unique selling proposition -- that the various systems proposed today will not talk to each other. Applying the smart card 'GSA standard' and saying the TWIC card is standardized and interoperable is patently incorrect. It would be very simple to take a west coast port card walk it over to an east coast port and see if the gate opens. Why hasn't anyone done that yet?"
According to James L. Wayman, director, U.S. National Biometric Test Center, College of Engineering at San Jose State University, and one of the country's leading experts on biometrics, says "some states claim to be using biometrics, but the claims are dicey. California admits that their 22-year-old system isn't really being used: fingerprints are collected as required by law, but not used. There is a new RFP out from the CaliforniaDMV proposing to use both facial recognition and fingerprinting for all DLs.
Wayman adds that the following states require fingerprinting for all driver's licenses, including CDLS: California, Texas, Georgia, Hawaii and Colorado. Colorado and Illinois claim to be using facial recognition for all driver's licenses. Michigan and Delaware have outlawed the use of biometrics with driver's licenses, he says, adding that "the problem with all of these projects is that there have been no audits of any of these systems except for California, which isn't being used except for the collection of prints."
Officials at the California DMV could not comment, saying they were in the "procurement process."
The REAL ID Act, signed into law in 2005 to address driver's licenses, "does not mention biometrics. It gives the DOT (or maybe the Department of Homeland Security) the power to set requirements. Those requirements have not yet been set, but will certainly not include biometrics. As you know, the states are upset with the 'unfunded mandate' nature of the Real ID Act to begin with. They may revolt anyway, with or without a biometrics requirement," Wayman added.
TSA and DHS public relations officials were still trying to answer these questions at deadline time for this article. But from the perspective of fleet owners like Philip Byrd, the lack of standardization has become a mish-mash that could result in truck drivers carrying large numbers of biometric IDs to enter various facilities. Owner of Bulldog Hiway Express, a regional full truckload carrier based in North Charleston, S.C., Byrd spoke on behalf of the ATA at the Oct. 10 U.S. House Small Business Committee hearings on the TWIC ID card, which is supposed to utilize biometrics for trucker clearance at the nation’s ports.
Byrd echoed the committee chair’s assertions that the government’s TWIC security process for port workers was too cumbersome and costly for America's small businesses and needs to be revamped and strengthened to be effective. According to a report posted on the ATA Web site, Byrd advised the committee that the TWIC rules, as proposed, place a significant burden on commerce and small intermodal trucking companies without commensurate security benefits. He particularly identified the costly, inefficient and duplicative nature of the pending credentialing proposal and its failure to preempt state and local background checks and access requirements that would unduly burden truckers entering individual port facilities around the country, according to this report.
Reached after his Washington, D.C. appearance, Byrd emphasized that he had no problem with TWIC “in concept,” but complained about lack of a national standard to create one technology that would translate into one biometric-based ID for multiple purposes from entering ports to airports and border crossings – all governed by different government agencies and or security
and/or supply chain related programs.
Regarding TWIC, Byrd said “every port is doing it’s own thing when we should have the same process for TWIC as hazmat,” or border crossings. Without a national standard for biometric technology, he said drivers would have to carry “20 to 15 plastic cards. How do you carry all that around and how does a driver keep up?” he asked.
According to Byrd, “There should be a system in place across America where one universal card screens drivers properly so commerce takes place uninterrupted and at the same time secure our gates and borders. The trucking industry wants a good, thorough system and doesn’t want to go through this process of being credentialed for biometric IDs more than once.”
Martin Rojas, Executive director of Safety Security of Operations, ATA echoes Byrd’s concern about the rise of multiple programs utilizing biometrics that will require drivers to carry multiple cards because the technology may not be interoperable – meaning functional from one system or program to another. While supporting the use of background checks for drivers, he says that these be based on risk.
“Each screening represents a separate cost and process, and some drivers that operate at ports, transport hazardous materials or move C-TPAT cargo across the border undergo three separate, yet equal, screenings. One screening process should suffice, and that is why we support the concept of the TWIC. But the way it is being implemented now, the TWIC is simply an additional screening process, with a high cost, that is not universal in nature as it was originally intended. TSA has stated that it is its intent to make the TWIC a single process for all screenings, but we need to get to implementing it as such."
Despite their concerns, most interviewed for this article are true believers in biometrics as a concept and want to see biometric technologies embedded in one universal ID card to thwart theft and terrorism. "I think biometrics is still a phenomenal opportunity and a sound concept, but we seem to have a difficult time moving from concept to operational reality," said ATRI's Murray. "I think unfortunately there's a range of issues (in this field) from policy and programs to technology applications and interoperability."
Basically, the question isn't technology, which Murray says "is feasible." But with TWIC, for example, he says "when you move quickly to various environments and go to interoperability -- trying to apply TWIC to provide facility access, whether that's getting into my own back gate, port or airport, that's when we seem to be running into brick wall."

Word Count: 1900

_____________________________
TWIC SIDEBAR

Today it’s possible to find IDs at a handful of ports -- mainly in Florida -- under the auspices of the federal TWIC (Transportation Worker Identification Credential) program. TWIC's purpose is to identify and then clear truck drivers to enter ports.
However, Lisa Himber, vice president of the Maritime Exchange in Philadelphia., Pa. – with offices at the Port of Wilmington, Del. – also raised concerns about the lack of a national standard for biometric ID technology. But Himber is equally concerned about the fact that although TWIC enrollment readers were installed as early at August 2002 for pilot programs at Delaware River, Dela.; Long Beach, Calif. and a number of Florida ports --pilots completed in June of 2005 – the readers aren't activated today to identify truckers coming and going from port facilities.
And this despite the fact that each site had to laboriously enroll truckers and take their fingerprints to be embedded in the card. Moreover, she says although all pilot sites tested the magnetic strip and smart chip portions of the IDs, “testing of the biometric part of the card wasn’t completed at all at any port facilities.” Her office did test the biometric ID features, but not at the port facilities. Himber says they arranged a test as a means of entering their computer room and the technology worked under those conditions, though as not verified in the field.
She doesn’t know what’s happened to the biometric-embedded TWIC cards issued to close to 3,000 truckers who enrolled in the TWIC program pilot site in Delaware. As for why the biometrics weren’t tested, Himber says “only TSA can say. “We expected it would be, but why we don't know. The biometrics wasn't tested sufficiently for the pilots, but the TSA is saying that biometrics were successfully tested.”
Greg Owen supports the concept behind TWIC, which he says emerged as part of the Graham/Hollings legislation introduced two years before 9/11 to curb theft at the nation's ports. CEO and Head Coach of Tri-Modal Transportation Services, Carson, Calif., and an active member of ATA, Owens is so security conscious that he offered his facility as a TWIC ID card test site for the Port of Long Beach/San Pedro this year.
"The problem was we never got to test the product live,” said Owen, offering no explanation. "There were the normal startup problems with computers, applications, pre-process, initial card and final card problems, along with the separation of drivers for Hazmat and TWIC, but everyone (agencies involved) was protecting their turf. I'd wanted one card -- in our case, the commercial drivers license – working for all three purposes -- the state driver's license, Hazmat and TWIC for security."
He believes the "biggest stumbling block behind TWIC is organized labor. They just don't want it. The idea of a good background check threatens their livelihood. Personally I hope we get the chance to be a model for industry. I believe TWIC has merit and needs to move forward," he said.
TSA public relations officials point to successful tests of the biometric ID elements of the TWIC card in at least one location -- the state of Florida -- where Billy Dickson, a retired lieutenant colonel with the Florida State Highway Police, says his department conducted a “short-term test on the TWIC card a year ago at the Port of Canaveral and Port of Pensacola.” Dickson is now a senior management analyst with the Florida Department of Highway Safety.
“We proved to ourselves that the biometric piece worked,” said Dickson, explaining they set up enrollment centers at the ports using a General Electric-designed chip based on driver's fingerprints. Acknowledging initial bugs – not to mention the fact that two to four percent of the population (including truckers) didn’t have what he calls “usable fingerprints” – Dickson says the cards are about to go “operational” in Panama City and Fernandina Beach, Fla., north of Jacksonville.
Dickson has no numbers on truckers involved, but believes there are “a significant amount because Fernandina has big truck movement.” At Panama City, the 400 people issued TWIC cards with the GE technology for biometric IDs included seaport workers and truckers, with no breakout on truckers, says Dickson. They’re also looking at facial recognition and iris scans as “suitable alternatives” to fingerprints for any one coming and going from Florida ports.

TIMELINE BOX – ________________

Editor’s Note: This material is culled from the archive of “Transport Topics,” “MOVE Magazine” (Biometric Applications – Big Boon or Big Brother, 1997) and Web searches.

∑ 1986 – The Commercial Vehicle Safety Act makes it illegal for commercial drivers to have more than one license. At this time the Federal Highway Safety Administration (FHSA) commissioned a study of the use of biometrics for commercial driver licenses (CDL). It’s determined the technology isn’t up to the job.

∑ August 1988 – FHWA officials say they are committed to developing a “unique identifier” for CDLs, but it’s too early to mandate a specific technology. ATA officials called this decision “a major failing in the CDL rulemaking” and then ATA President Thomas J. Donoghue said FHWA was “sabotaging” it’s own rules by not including “the key element that would ensure the integrity of the commercial driver licensing system.”

∑ May 1989 – FHWA announces it will test two forms of biometric ID technologies in California in an effort to set standards. They planned to test a retinal and9 a fingerprint system.

∑ March 1991 – FHWA suspends the rulemaking on biometrics because current technology (then current) didn’t meet their standards. But officials say they will keep their eye on developments that indicate technology had matured to meet appropriate requirements.

∑ Mid-1990s – late 1990s - The FHWA revisited the issue, commissioning Jim Wayman of San Jose State University to conduct a study on the use of biometrics for CDLs. Wayman determines the American Association of Motor Vehicle Administrators (AAMVA) should establish standards for biometrics and CDLs.

Shortly, after being awarded the CDL applications study, the university was designated as the U.S. National Biometric Test Center and Wayman offers to teach the first course on biometrics in the United States. The California Department of Motor Vehicles (DMV) forms a biometric subcommittee under the auspices of AAMVA.

California leads the country in capturing finger images and its DMV announces that it hopes to have a full file of digitized electronic thumbprints by the end of 1999. Around the same time the states of Colorado start collecting digitized thumbprints and Texas starts the conversion to scanned images in 1995.

∑ October 1995 – FHWA commissions San Jose State University to develop biometric identification standards for possible use with CDLs. Electronic fingerprinting is designated as the key biometric technology meeting requirements at that time, though FHWA officials believe this situation could change over time.

∑ On May 11, 2005, President Bush signed into law the "REAL ID Act of 2005," which was attached to the "Emergency Supplemental Appropriation for Defense, the Global War on Terror, and Tsunami Relief, 2005" (H.R. 1268, P.L. 109-13). Title II of REAL ID-"Improved Security for Driver's License' and Personal Identification Cards"-repeals the provisions of a December 2004 law that established a cooperative state-federal process to create federal standards for driver's licenses and instead directly imposes prescriptive federal driver's license standards. The following table summarizes the act's driver's license title.

Update on Mac Computers for Mayan Kids

2006-08-17T02:25:29Z

Now I understand why there is more talk about computers for every child than action -- it takes time and many steps whether you are getting computers for use here in US or overseas.

We are blessed with some bulldogs though, so we are moving forward. 400 plus Macs are in Guatemala. Funds are being sought for to build 15 small computer outbuildings at each school.

Will Blessing in Massachusetts is still helping by getting an updated wish/need list up on MacInTouch. This is one of the dozens of difficulties you run into. Eighty-five of the Macs need USB keyboards and mice or converters and we are in need of Dram batteries, as well as OS 9 education related software in Spanish, if possible.

Will it all come together? Yes! I'll probably be able to share photographs and messages from the kids, teachers and families in 6 months or so.

Until then, wish us the best and don't hesitate to help if you find a similar opportunity.

Which reminds me. A lot of folks think that projects like MIT's of inventing a laptop for under $100 for every kid in the world sounds really great... until...

Who's going to put up say $90 for one billion laptops, the software to go on it, people to train kids on how to use them, and the cost for access to the internet?

It's a nice idea but why invent a wind up, solar computer, except to get - sorry for the cynicism - press for MIT?

Only a small fraction of computers that could be recycled and donated for use here in the US, ever get recycled and donated. An even smaller fraction of just US computers ever make it overseas for donation.

The probable truth? There are enough computers tossed out and not recycled every year in the "first" world to provide a computer to every needful student in the second and third world section of the first world, as well as make a huge dent in the second and third world's needs for computers. Will it happen? It could but it's unlikely... unless people such as you decide to personally do something to at least see that one, two or three computers are recycled to needful students.

How about this for a really nutty idea? If you are getting ready to get new computers, find someone who can use the ones you now have. Then deliver it yourself, set it up, and volunteer to do a little start up training. How's that for being really radical? After all, who can you really count on to deliver the goods except yourself. What do you think?

I am not bragging but I have recycled four Macs that way - right here in river city - Cincinnati. Why don't you join up in taking action yourself?

Only 89 more years to shop to celebrate the 1000 Year Crusade!

2006-08-01T15:37:14Z

Europe had it's 100 year war, the US had it's 70 year War Against the Evil Empire, and now with just 89 years to go for the "Christians" (and their allies) and the Muslims (and their allies) to celebrate their 1000 Year Crusade. You disagree?

Just think 100 or so years in the future, if there is one, and it's easy to see how future historians will see that these two side have been in an off and on struggle for 1000 years easy.

And now, since there are Muslims and Christians all over the globe, we have the potential for a real WWIII.

The real question is: How many times will the mass of people in both camps let their "leaders" con them into another era of senseless bloodletting as a means to keep them from noticing that their pockets and future are feeding those on top?

I for one, would like this to be the time when people finally wake up and see that the people we are trained to hate, fear, and kill are pretty much the same as us - people we should be one with rather than divided from each other.

What's Going On? The AfghanIraqiIranianIsrailiLebanon War

2006-07-15T00:46:19Z

Bush League Does as Bush League is Afghanistan keeps going on, and on and on. Iraqi's snatching each other and US soldiers off the street - Where's Robocop when you need him? In an undisclosed location guarding the Vice President? Israel gets Bush league endorsement for overreacting and launching a pre-emptive war that will guarantee at least 20 years more hatred for America - long live the wart against terrorism!

Marvin, Marvin... We could use you now! What's Going On (excerpt)

Mother, mother, there's too many of you crying Brother, brother, brother, there's far too many of you dying You know we've got to find a way To bring some lovin' here today, hey

Father, father, we don't need to escalate You see, war is not the answer, for only love can conquer hate You know we've got to find a way To bring some lovin' here today, oh (M. Gaye/A. Cleveland/R. Benson) 1971