text:
October 3, 2007
Association of American Railroads
50 F Street NW
Washington, DC 20001
The Association of American Railroads submits this testimony to express its opposition to S. 772, the "Railroad Antitrust Enforcement Act of 2007."
In short, this legislation is a solution looking for a problem. It is premised on the incorrect assumption that a gap exists between the scope of economic regulation and the antitrust laws where rail competition and market conduct are subject to neither antitrust scrutiny nor government oversight. In fact, there is no such gap. All aspects of railroad conduct that are exempt from the antitrust laws are subject to the regulatory jurisdiction of the Surface Transportation Board (STB). Rather than filling any void in the law, this legislation would only provide a dual remedy to shippers and interfere with STB's implementation of national transportation policy.
S.772 would effect a number of changes to current law. It would remove the prohibition against private injunctions against railroad common carriers subject to the STB's jurisdiction, while retaining the prohibition with respect to other common carriers (amending 15 U.S.C. §26). It subjects certain STB-approved railroad transactions to section 7 of the Clayton Act relating to corporate acquisitions, while leaving intact an exemption from the reach of section 7 for several other industries (amending 15 U.S.C. §18). In certain types of antitrust actions against railroads, it curtails the judicial doctrine of primary jurisdiction, under which courts typically defer to the expertise of the regulatory agency, in this case the STB, questions within the agency's expertise. While retaining STB's jurisdiction over rail mergers, consolidations, acquisitions and rate agreements, it eliminates the STB's existing authority to enforce certain provisions of the antitrust laws with respect to STB-approved agreements in those areas, conferring that authority on the Federal Trade Commission (FTC) (or DOJ) (amending 15 U.S.C. §21(a)). It confers the FTC with authority over railroads, but not other types of common carriers (amending 15 U.S.C. §45(a)(2)). It eliminates the filed rate doctrine with respect to railroads only. It eliminates the current exemption from the antitrust laws that applies to certain STB-approved agreements under 49 U.S.C. §10706 and STBapproved transactions under 49 U.S.C. §11321. Finally, by virtue of its effective date provision, the bill would subject to antitrust scrutiny railroad agreements approved by the STB (or its predecessor, the Interstate Commerce Commission (ICC)) before the bill was enacted that remain in effect more than 180 days afterwards.
In sum, while leaving intact the STB's regulatory regime, S. 772 eliminates antitrust exemptions and carve-outs that apply to railroads, but retains those same exemptions to the extent they apply to other parties.
Long-standing statutory schemes should be altered only if there is an identified problem calling for remedial legislation, and only if the proposed legislation would be effective in remedying the perceived problem. Neither condition exists with respect to S.772. To the contrary, the legislation is built on several faulty premises. Railroads generally are subject to the antitrust laws and do not enjoy broad antitrust immunities; the existing immunities are limited and apply to conduct over which there remains close regulatory oversight. Moreover, while the bill's proponents argue otherwise, S.772 is unlikely to provide avenues of relief to shippers that are foreclosed today. Finally, S.772 does not simply "level the playing field" -- it is built on top of, not as a replacement to, regulation by the STB. In short, the case for S.772 does not hold up under examination.
1. Background
Certainly, the antitrust immunities that apply to railroads were not created in a vacuum. In the years since passage of the Sherman Act, Congress has enacted a host of antitrust exemptions applying to a wide array of industries and conduct, typically in order to promote a public policy that might not be realized under full exposure to the antitrust laws. The exemptions that apply to railroads came about as a complement to the comprehensive regulatory regime that governs the railroad industry. And, as that regime has evolved overtime, so too has the role of the antitrust laws in the railroad industry.
In 1887, before the first antitrust laws were enacted, Congress undertook comprehensively to regulate the economic, operational, and safety aspects of the railroad industry. This policy first was effected with enactment of the Interstate Commerce Act of 1887, c.104, 24 Stat. 379 (1887), under which the ICC, an independent federal agency, was given broad authority to regulate practically every aspect of railroad operations. The railroads were the first U.S. industry subject to such a comprehensive scheme of regulation. This regulatory scheme developed against the backdrop of a common law common carrier obligation, which required a common carrier to carry for all persons who applied, at reasonable charges. See I.C.C. v. Baltimore & Ohio R.R., 145 U.S. 263 (1892). Today, that common carrier obligation is carried forward in the statutory requirement in the Interstate Commerce Act, as it has been amended, that railroads provide transportation or service on reasonable request. 49 U.S.C. §11101(a).
With the passage of the Interstate Commerce Act, the railroads became the first U.S. industry subject to regulatory oversight by an administrative agency. Over time, rigid and arcane regulation came to control nearly every aspect of railroad operations. By the 1970s, the cumulative effect of decades of stifling government control, combined with strong competition from other modes and changing shipping patterns, crippled the rail industry. Freight rates and accident levels were rising, rail infrastructure was deteriorating, much of the nation's rail mileage was in bankruptcy, and the industry's rate of return on investment averaged only 2.0 percent.
Because the status quo was untenable, Congress passed the Staggers Rail Act of 1980. Pub. L. 96-448, 94 Stat. 1895. In the Staggers Act, Congress recognized that railroads faced intense competition for most freight traffic, but prevailing regulation prevented railroads from earning adequate revenues and competing effectively. Accordingly, the Staggers Act allowed the railroads to establish their own routes, tailor rates and services to market conditions, and differentiate rates on the basis of demand. And, of course, rate regulation remains where effective competition is found to be absent.
The Staggers Act has been a tremendous success. Average inflation-adjusted rail rates have declined 55 percent since 1980. Rail safety has been improved as a direct result of more than $400 billion being invested in infrastructure and equipment since 1980. And rail industry financial performance has also been improved, although it continues to lag behind Fortune 500 average return on equity.
The Staggers Act did not completely deregulate railroads. In addition to retaining authority over a variety of non-rate areas, the ICC (now the STB) retained the authority to set maximum rates or take other actions if a railroad was found to have market dominance or to have engaged in anti-competitive behavior.1 The Staggers Act established a safety net, which still exists, to address the needs of rail customers for whose traffic there is no effective competition. In situations in which railroads have market dominance -- i.e., situations in which there is an absence of effective competition from other rail carriers or modes of transportation for the traffic at issue -- railroads must establish rates that are reasonable. The STB will award reparations and prescribe appropriate rates if a railroad's rates are determined to be unreasonably high.
The end result is that today, railroads are subject to the antitrust laws as well as extensive economic regulation by the STB. The STB has jurisdiction over rail service, market entry, and a wide range of rate-related conduct, including the level and structure of rates where there is no effective competition.
2. Railroads Are Subject to Both the Antitrust Laws and Regulatory Oversight:
The Antitrust Exemptions That Still Apply Are Limited in Scope
There is a perception that railroads enjoy broad exemptions from the antitrust laws and that those exemptions result in an anticompetitive market that harms consumers. In fact, railroads are subject to federal antitrust laws. The antitrust laws prohibit anticompetitive agreements to set rates, allocate markets, or otherwise unreasonably restrain trade in the railroad industry. None of the extant antitrust exemptions that apply to railroads would immunize such conduct if it were to take place. E.g., In re Lower Lake Erie Iron Ore Antitrust Litigation, 998 F.2d 1144 (3d Cir. 1993).
A few statutory antitrust exemptions apply to railroads, but they are very limited and narrowly applied. Moreover, railroad activities that are exempt from the antitrust laws are subject to regulation by the STB. When Congress has deregulated railroad activities, it has removed the corresponding antitrust exemptions. Railroads continue to be subject to the STB's regulatory jurisdiction with respect to certain rates and services, entry and exit, and mergers and other restructurings. The statutory antitrust exemptions that remain exist to avoid dual and potentially conflicting regulation by the courts and the STB. Moreover, they allow railroads to work together in a limited way to efficiently address some of the issues raised by the industry's network characteristics.
Section 10706 of Title 49, a target of S.772, provides that certain rate agreements that have been reviewed and approved by the STB are exempted from the antitrust laws. However, the scope of the exemption is severely limited (e.g., the exemption does not apply to collective discussions of or agreements upon single-line rates, nor does it apply to any joint-line rate discussions between railroads unless they can practicably participate in the movement underlying the rate). More importantly, railroads' pricing for their transportation services is not covered by this exemption as a practical matter because the so-called rate bureaus that once addressed such rates no longer exist. The exemption remains important, however, to foster coordination on matters that enhance network efficiency (and are not controversial), such as rules governing administration of compensation for rail car use.
A history of this provision can be illustrative to show that changes to the antitrust laws should be considered only in the context of the regulatory environment. As noted above, this provision exempts railroads from the antitrust laws with respect to making and carrying out certain agreements which have been approved by the STB. Agreements which are to be submitted for STB approval under this provision include agreements between at least two rail carriers which relate to rates (including charges between rail carriers and compensation paid or received for the use of facilities and equipment), classifications, divisions, or rules related to them .
In its original form, 49 U.S.C. §10706 goes back to 1948, a period of far more active and comprehensive regulation of the railroad industry than exists today.2 Initially, when enacted, this provision granted antitrust immunity for the railroads to meet together in rate bureaus and collectively set rates with antitrust immunity. However, when Congress passed the Staggers Act and provided a level of regulatory relief for the railroads, it also severely limited the scope of the statutory exemption under this provision. As noted above, the exemption does not apply to collective discussions or agreements upon single-line rates. Nor does it apply to any joint-line rate discussions between railroads unless they can "practicably participate" in the movement underlying the rate. 49 U.S.C. §10706(a)(3)(A)(i) &(ii).
There is currently in effect an industry agreement approved under §10706 that permits joint consideration and establishment of rates of compensation for both railroad and shipper furnished freight cars and other transportation equipment, and rules and regulations pertaining thereto. This agreement, which is administered by the AAR, was first approved by the ICC in 1950 (Section 5a Application, Association of American Railroads, per Diem, Mileage, Demurrage and Storage -- Agreement, 277 I.C.C. 413 (1950).3 Any common carrier by railroad subject to the jurisdiction of the Interstate Commerce Act may become a party to the agreement.
Today, this Agreement provides a framework for the rail industry only to establish rules and regulations that pertain to the charges, known as car hire, that railroads pay each other when using the equipment of other railroads.4 These rules, known as the AAR Code of Car Hire, establish procedures for the administration and accounting of car hire payments. Virtually all railroads, including many non-AAR members, subscribe to the Code. The Agreement sets forth the procedures to be utilized for consideration and establishment of the rules that make up the Code.
Again, it is important to note that under the Code, the railroads do not collectively establish the rates that users of freight cars pay to the car owners. These rates are established through bilateral negotiations between the owners and users of the equipment, or through binding arbitration if agreement cannot be reached, pursuant to the ICC's deprescription orders. Ex Parte No. 334 (Sub-No. 8) Joint Petition for Rulemaking on Railroad Car Hire Compensation, 9 I.C.C.2d 80 (1992); 9 I.C.C.2d 582 (1993); 9 I.C.C.2d 1090 (1993). The car hire rules are promulgated, amended, and enforced through the actions of committees, designated by the approved Agreement, which are composed of representatives of AAR member railroads and small railroads (which generally are not AAR members). Committee meetings where substantive discussions occur are open to all interested parties, typically are attended by representatives of several non-railroad car owners and lessors, and serve as a forum for all parties to express their views and concerns on matters related to the rules.
This process works effectively to assure that there is a uniform set of rules -- not rates -- pertaining to the payment of car hire. Given the large number of railroads and car owners, the rules, and the process under which they are promulgated, administered, and enforced, provide an orderly and accepted system for (1) apportioning financial responsibility for making payment in various situations; (2) governing collection; (3) adjustment of accounts; and (4) handling of claims. While not all parties always favor all proposed rule changes, the process is well-accepted, not controversial, and is seen as beneficial by all participants.
AAR believes the conduct undertaken today pursuant to the industry §10706 agreement would pass muster under a rule of reason analysis. Nonetheless, the statutory immunity is beneficial because it enables railroads collectively to address matters that arguably relate to rates without fear that they will be subject to antitrust lawsuits aimed at disrupting that conduct. STB oversight pursuant to the statute, 49 U.S.C. §10706(a)(3)(C), as well as the fact that all meetings are sound recorded or transcribed and are available to the STB, assures that the conduct under §10706 remains within the confines of the Agreement and is consistent with transportation policy. Eliminating the exemption that immunizes the making and implementing of car hire rules from antitrust challenge would discourage the railroads' efficiency-enhancing coordination activities without providing any conceivable relief with respect to any alleged deficiencies in the rail transportation market.5
3. The Purported Benefits of the System of Dual Regulation That S.772 Would
Bring About Are Dubious and Illusory
A. Railroad Consolidations
In amending both section 7 of the Clayton Act and The Federal Trade Commission
Act, S.772 does not so much eliminate an antitrust exemption as establish a system of dual regulation. Though the STB's authority over rail mergers is not eliminated by S.772, the bill would also make applicable the Clayton Act standards and permit antitrust enforcement agencies to challenge rail mergers -- even, it appears, those that were approved by the STB (or ICC) long ago. There is little reason to believe that this change in the law will provide the relief some shippers insist they need. In fact, we fail to understand how subjecting a major rail merger to the less stringent DOJ standard to only preserve competition gives shippers more protection than the STB standard of enhancing competition.
Under existing law, the STB closely regulates railroad consolidations and cannot approve them without considering any potential adverse effect on competition and ensuring that they are consistent with the public interest. Since Staggers, the STB and its predecessor, the ICC, have consistently used their statutory authority to impose conditions on railroad consolidations to ensure that no customer has lost two-railroad service due to a consolidation. The STB regulatory process for assessing mergers, consolidations, and pooling agreements provides for the development of a detailed record, with affected parties (including DOJ) having the opportunity to participate. Where rail customers are served by only one railroad today, it is not the result of consolidations permitted since 1980, it is because the market cannot support the presence of more than one carrier.
When the STB considers a proposed merger of two or more Class I railroads, it must consider, among other things, (1) the effect of the proposed transaction on the adequacy of transportation to the public; (2) the effect on the public interest, and (3) whether the proposed transaction would have an adverse effect on competition among rail carriers in the affected region or in the national rail system. In that regard, the STB is guided by traditional Clayton Act Section 7 analysis. See Santa Fe Southern Pac. - Control - Southern Pac. Transp. Co., 2 I.C.C. 2d 709, 727 (1986). In fact, since 1980, the ICC/STB has approved only one rail merger that the Justice Department opposed. In an order approving a transaction, the STB may impose conditions on the applicants, including divestiture of tracks, the granting of trackage rights,6 or access to other facilities.
The STB having exclusive jurisdiction over approval of consolidations is an outgrowth of Congress' decision to have rail consolidations considered in the context of the national transportation policy which, while most certainly including the interest of promoting competition, also includes other important considerations. The railroad consolidation provisions originated in the Transportation Act of 1920, 41 Stat. 456. Under that law, Congress sought to balance the policies embodied in the antitrust laws with those embodied in the national transportation policy. Given the context in which railroad consolidations are to be considered, Congress determined that the regulatory agency with substantive expertise and responsibility for implementing national transportation policy is in the best position to evaluate proposed consolidations in the railroad industry.
In recent years, with the competitive environment in which the railroads operate, the focus of the national transportation policy has reflected a greater reliance on competition and market forces. See 49 U.S.C. §10101(1) & (2). As a result, STB oversight of the railroad industry permits railroads far greater flexibility with respect to their rates and services than was the case in the past. This change has also been recognized by the STB with respect to its consolidation policy.
In 2001, the STB revised its regulations pertaining to railroad mergers to elevate the importance of preserving competition as a condition for approval of a transaction. See generally 49 C.F.R. Part 1180. The STB's stated policy is to ensure "balanced and sustainable competition in the railroad industry." 49 C.F.R. §1180.1(a). The regulations further state that the STB does not favor consolidations that reduce the transportation alternatives available to shippers unless there are substantial and demonstrable public benefits to the transaction that cannot otherwise be achieved. Id. The STB requires that major merger applications include provisions for enhanced competition. §1180.1(c). Moreover, the STB is prepared to use its authority to "preserve and/or enhance competition." Id. Applicants seeking approval of a transaction are required to explain how they would, at a minimum, preserve competition and market options and to propose remedies to mitigate and offset competitive harms. §1180.1(c)(2)(I). Thus, while the STB retains exclusive jurisdiction to approve rail mergers, the agency continues to take into account -- indeed, now emphasizes -- policies embodied in the antitrust laws along with other public interest factors.
The STB has authority, which it has frequently exercised in the past and maintains today, to impose conditions on merging railroads and to exercise significant oversight when it approved rail consolidations. See 49 U.S.C. §11324(c). The Board may impose conditions governing the transaction, including the divestiture of parallel tracks or requiring the granting of trackage rights and access to other facilities. At least since 1980, the Board has consistently imposed merger conditions to preserve two-railroad service where it existed. E.g., Union Pac. Corp., Union Pac. R.R. Co., and Missouri Pac. R.R. Co. Control and Merger Southern Pac. Rail Corp., Southern Pac. Transp. Co., St. Louis Southwestern Ry. Co., SPCSL Corp., and Denver and Rio Grande Western R.R. Co. [General Oversight], STB Finance Docket No. 32760 (Sub-No. 21), Decision 13 (1998).
In addition, the Board has exercised its authority by maintaining oversight of transactions for a period of time after approval. For example, a five-year oversight period was made a condition of approval of the acquisition of Conrail by CSX and Norfolk Southern. See CSX Corp. And CSX Transp., Inc., Norfolk Southern Corp. and Norfolk Southern Ry. Co. Control and Operating Leases/Agreements Conrail, Inc., and Consolidated Rail Corp., Decision No. 89, Finance Docket No. 33388 (3 S.T.B. 196) (1998). aff'd., Erie-Niagara Rail Steering Comm. v. Surface Transp. Bd., 247 F.3d 437 (2nd Cir. 2001).
Because of STB's imposition of conditions on mergers and its emphasis on preserving competition, there is probably more effective price competition today than there was in the "idyllic" days of long ago. The greater number of Class I railroads that existed then were subject to heavy-handed ICC rate regulation which made it difficult for railroads to respond to changed market conditions and tended to leave rates at a level designed to protect the most inefficient carriers. In addition, as described above, rates were often made by immunized rate bureaus, legalized price-fixing cartels that no longer exist today. The assigning of jurisdiction over railroad consolidations to the STB is an outgrowth of the longstanding regime of economic regulation. As a result, the agency that is charged with carrying out the national transportation policy, and which, along with its predecessor, possesses well over 100 years of accumulated expertise, continues to have the final say over rail consolidations. It is not clear what benefits introducing dual merger authority would bring, or that such dual authority, in the few industries where it now applies, has resulted in a more competitive market than would otherwise exist.
B. Primary Jurisdiction and Injunctive Relief
Also of questionable benefit is the provision in S.772 that reverses judicial precedent under which federal courts have referred matters to the STB involving its "primary jurisdiction" in four types of antitrust challenges. Not technically an antitrust exemption, the doctrine of primary jurisdiction is concerned with promoting proper relationships between courts and administrative agencies charged with particular regulatory duties. Under longstanding precedent, courts may defer to the regulatory agency on otherwise antitrust-related contentions. Primary jurisdiction, which by no means is limited to application in the railroad industry, applies where a claim is originally cognizable in the courts, and comes into play whenever enforcement of a claim requires resolution of issues which, under a regulatory scheme, have been placed within the special competence of an administrative body. See U.S. v. Western Pac. R.R., 352 U.S. 59, 64 (1956). The purpose of this court-developed doctrine is to avoid potential conflicts between that oversight and the outcome of private litigation. Id.
Similarly, in order to avoid inconsistent results as between courts and the STB, private parties are prohibited from seeking to enjoin alleged antitrust violations by common carriers related to matters that are within the STB's jurisdiction. 15 U.S.C. §26; See e.g., Central Transfer Co. v. Terminal R.R. Ass'n, 288 U.S. 469, 475 (1933). S.772 would open the door to private injunctions against railroads, but not other common carriers. This immunity which is being eliminated does not prevent a private party from seeking antitrust damages against a railroad; nor does it prohibit the federal government from seeking injunctive relief. It simply prevents a civil court, which does not posses the expertise to consider how a decision involving a discrete dispute between a single railroad and single plaintiff might affect other railroads and shippers on other parts of the rail network. The STB, on the other hand, is charged with the responsibility for looking at the railroad network as a whole, taking into account the national, regional, and local aspects of the system. Thus, the STB is in a much better position to ensure that remedies to resolve individual disputes comport with national rail policy objectives.
Permitting private injunctions introduces dual regulation which will often be at cross purposes. So long as there remains a single regulatory body that is charged with oversight of the rail industry, it is imperative that the antitrust laws and national transportation policy be implemented in a harmonious fashion. In permitting courts to fashion equitable remedies in individual civil actions (Section 2), and by discouraging courts from deferring to the STB's expertise (Section 4), S.772 threatens to disrupt that harmony. While individual plaintiffs might find satisfaction in pursuing injunctions, or in having courts ignore (to the plaintiff's benefit) STB resolution of relevant issues, such outcomes could well have ripple effects to the detriment of other shippers and the rail network as a whole.
It is fair to say that part of the motivation behind S.772 (and in particular elimination of the primary jurisdiction doctrine and allowance of private injunctions) is dissatisfaction on the part of some rail shippers with decisions of the STB on certain market practices. One example is concern over the STB's refusal to require railroads to quote "bottleneck" rates, a term that refers to rates that would apply to segments of a railroad's network used to reach individual shippers or receivers that are served by only one railroad. Even in the absence of any antitrust exemptions, it is dubious whether this, and other unilateral railroad conduct, would be subject to antitrust relief. See Verizon Comm. v. Trinko, 540 U.S. 398 (2004).7
Similarly, repeal of the filed rate, or Keogh, doctrine,8 which S.772 would accomplish, is unlikely to offer any real benefits to rail shippers. The continued viability of that doctrine as it related to railroads is dubious, as most rail rates are no longer subject to filing requirements. AAR is unaware of the filed rate doctrine being used in recent times to absolve railroads of conduct that otherwise would have constituted an antitrust violation. Interestingly, S.772 would eliminate this "immunity" only with respect to railroads. It apparently would remain intact for other regulated industries, which, in recent times, have utilized it to defend antitrust actions. E.g., Utilimax.com, Inc. v. PPL Energy Plus, LLC, 273 F.Supp.2d 573 (E.D. Pa. 2003)(rates filed with the Federal Energy Regulatory Commission) AAR would recommend that rather than repealing the Keogh doctrine in a piecemeal fashion, the Committee consider a comprehensive review of Keogh for all affected industries.
4. The Premise That S.772 Only Levels the Playing Field and Treats Railroads Like All Other Industries is False
The notion that S.772 merely seeks to level the playing field and treat railroads like all other industries is belied by the very language of the bill. In several instances, S.772 addresses specific antitrust exemptions that currently apply beyond just railroads, but eliminates them only with respect to railroads.
For example, STB-regulated common carriers other than railroads remain immune to private injunctions, 15 U.S.C. §26; and, only STB-approved railroad transactions, but not transactions consummated pursuant to the authority of other named federal regulatory agencies, are made subject to section 7 of the Clayton Act. 15 U.S.C. §18. Motor carrier agreements that are approved by the STB retain antitrust immunity. 49 U.S.C. §13703.
Beyond the obvious question of why these antitrust exemptions remain sound policy for other industries, is the continued reality of STB economic regulation to which railroads remain subject. S.772 would not replace the STB's regulatory regime with application of the antitrust laws in the areas where limited immunities currently exist. Rather, S.772 would superimpose antitrust remedied on top of STB regulation. As described above, the STB has full authority to review proposed railroad mergers and similar transactions and gives full consideration to competitive issues. Moreover, the STB retains jurisdiction over rail service, market entry, and a wide range of rate-related conduct, including the level and structure of rates where there is no effective competition. As a result, rail customers continue to enjoy protection against unreasonably-high rates. In the limited circumstances in which a railroad's service is not subject to competition from other railroads or other modes of transportation, rail customers are protected by regulatory constraints on their rates. Moreover, the elimination of the antitrust immunities that are proposed will not provide rail customers with any protection from high rates, because high prices alone do not constitute an antitrust violation. So long as the regime of economic regulation remains in effect, S.772 cannot be justified as simply treating railroads like all other industries.
In sum, S. 772 is flawed on several counts. It fails to recognize the public benefits from the limited antitrust exemptions that allow the railroad industry to undertake certain activities subject to expert oversight using a public-interest standard rather than solely the antitrust laws. It also fails to recognize that railroads are subject to antitrust scrutiny where there is no regulatory oversight. Consequently, eliminating the limited antitrust exemptions that apply to the railroad industry would not fill any void in the law. More likely, it would discourage activities that are in the public interest and subject railroads to dual, and potentially inconsistent, standards in areas that are being addressed as effectively, if not more effectively, through regulatory oversight. The AAR urges Congress not to embrace such an ill-advised result.
1 The ICC Termination Act of 1995 eliminated certain regulatory provisions, abolished the ICC, and created, in its stead, the STB to maintain continued regulatory oversight of railroad rates and operations.
2 This provision was originally enacted as section 5b of the Interstate Commerce Act by the Reed Bulwinkle Act of 1948, 62 Stat. 472.
3 The Agreement initially covered demurrage and storage charges, rates paid by shippers for the detention of freight cars or for use of other transportation equipment or facilities. However, that authority was subsequently withdrawn by the ICC.
4 This Agreement also is occasionally used to take up matters related to allowances provided when non-railroad cars are used.
5 As originally drafted, S.772 also would have eliminated the limited antitrust immunity for STB-approved pooling agreement under 49 U.S.C. §11322. That immunity, which now appears to remain intact under S.772, permits the industry to operate highly efficient pools of multilevel railcars and boxcars and is another example of the procompetitive outcomes of the coupling of STB oversight with limited antitrust immunity.
6 Trackage rights are the rights of one carrier to use the track of another carrier.
7 In Verizon, despite the antitrust savings clause in the Telecommunications Act, the Court explained that "[a]ntitrust analysis must always be attuned to the particular structure and circumstances of the industry at issue. Part of that attention to economic context is an awareness of the significance of regulation." The Court further explained that "[o]ne factor of particular importance is the existence of a regulatory structure designed to deter and remedy anticompetitive harm."
8 See Keogh v. Chicago & NW Ry., 260 U.S. 152 (1922).


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By Bill Clifford
12:00 PM EST, January 21, 2013
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Notre Dame economist Michael J. Pries on U.S. Debt impact at JU PPI
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JU PPI offers an evening program for working students, mid-career professionals, Teach for America Corp members, public sector employees and others who wish to continue working or teaching while attaining the MPP degree. The evening courses meet once a week and full time and evening program students take the same evening classes.
The degree requirements for the MPP Evening Program are the same as the full time MPP program, although the summer internship requirement may be waived for qualifying work experience. Evening Program students can complete the MPP degree in three years (instead of two) by taking two classes a semester, including two summers. Additional classes may be taken during any semester by Evening Program students in order to graduate earlier.
The typical course sequence for MPP Evening Program students starting in the fall of 2013 is as follows:
Year One
Year One Fall Semester
PPOL 501 – Microeconomics for Public Policy
PPOL 511 - Political Institutions, Processes and Public Policy
Year One Spring Semester
PPOL 502 - Public Finance
PPOL 513 - Law and Public Policy
Year One Summer Semester
PPOL Elective – Policy-oriented law school course.
PPOL 550/MGT 550. Leading Organizations
Note: Summer Internship (Waived for qualifying work experience)
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Year Two Fall Semester
PPOL 512 - Ethics and Public Policy
PPOL 521 – Statistics and Research Methods in Public Policy
Year Two Spring Semester
PPOL 531. Quantitative Methods and Analysis or PPOL 530/ DSIM (BUS). 530. Analytical Methods for Decision-Making
PPOL Elective
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PPOL Management Course
PPOL Elective
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Year Three Fall Semester
Capstone Policy Project I: PPOL 695-696 or PPOL 697-698
PPOL 541 - Public Policy Analysis
Year Three Spring Semester
Capstone Policy Project II : PPOL 695-696 or PPOL 697-698
PPOL Elective


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BeerAdvocate on your phone?! True story. Try the beta now.
Tickets for American Craft Beer Fest are on sale now! (May 30 & 31 in Boston, MA)
Eleven - Weyerbacher Brewing Co.
Displayed for educational use only; do not reuse. |
Ratings: 181 | Reviews: 168 | Show All Ratings:
Reviews by PartyHatjo:
3.73/5 rDev +4.5%
look: 4.5 | smell: 3.5 | taste: 4 | feel: 4 | overall: 3
Appearance: Cloudy amber color with a 2 inch off-white head that disippates into a sticky lacing along the glass.
Aroma: Biscuit, bready aroma with a solid hop background. Some alcoholic overtones as well.
Taste: Huge malt presence, some smokiness also in the palate. Alcohol very prevalent--think that a good year of aging would do wonders for the beer, however, the citrus hoppiness present may disipate by then.
Mouthfeel: Medium body, well carbonatedbeer. Bitterness balances the sweet malt character well.
Drinkability: Hard to get through a full bomber, definitely the strength and body of the beer impinge on its drinkability.
Serving type: bottle
08-05-2006 21:28:33 | More by PartyHatjo
More User Reviews:
New Jersey
3.68/5 rDev +3.1%
look: 3.75 | smell: 3.5 | taste: 3.75 | feel: 3.5 | overall: 3.75
A: Poured a dark, murky, rustic orange color with a thin, creamy khaki head. When held up to the light there was a ton of peppery floaties present as well a very lazy medium carbonation that slowly rose to the surface.
S: The nose was sweet and boozy with caramel and honey with a big floral bouquet. Sampled this first green in 2006 and the aroma nearly singed my nose hairs and the alcohol definitely dominated the flavor and was over-bearing at times to say the least. Fast forward 2 years later and this beer has gracefully mellowed with age to a much more pleasant experience.
T: There was a spicy alcohol presence but was much more smoother, and quicker off the fade and mangeable. There was some musky fruit of pears and apples with a nice flowering hop bitterness. Some sour caramel, raisins are also detected. The finish was nice with a musky fade.
M: The mouthful was creamy, full bodied with a sour caramel and bittering hop fade left behind on the swallow.
O: Still a sipper but the ageing has made this a much better experience.
Serving type: bottle
08-12-2013 23:46:29 | More by beerthulhu
3.53/5 rDev -1.1%
look: 4 | smell: 3.5 | taste: 3.5 | feel: 3.5 | overall: 3.5
I've officially had all of the anniversary beers from Weyerbacher now. Last night I was looking over the list of bottled beers at the Spinnerstown Hotel when I came across this old gem. I had been considering a trade for it on here but now I won't have to. The bottle ran $8 which I thought was pretty good for a 5 year old brew.
The beer poured out as a deep amber color. There was still a really good head and lacing on this brew! The smell was hoppy but it smelled more like a barley wine to me now that just an IPA. The taste was a little metallic but it wasn't too overpowering. The hops kind of mellowed a bit I'm sure. The beer tastes like a hoppy barley wine now as well. The mouthfeel was pretty thick and had a good amount of texture to it. My overall thoughts are that I wish I could have tried this when it was new. But getting it now made it very special. Happy to finally be caught up on those.
Serving type: bottle
06-21-2011 17:26:04 | More by Knapp85
3.7/5 rDev +3.6%
look: 4.5 | smell: 4 | taste: 3.5 | feel: 4 | overall: 3.5
Bottled in 2006
A: Pours a golden copper. A few floaties hanging around but it's got a beautiful two finger fluffy whipped cream like head. Tons of lacing left behind already as the head slowly dissapates.
S: Just as I imagined from a 4+ year old triple IPA. The hop characteristics are all but gone. What's left is a huge barleywine nose. Sweet, nutty, roasted caramel toffee and a light candied over ripened banana aroma with a strong alcohol presence.
T: Almost no hop presence at all. What does remain of the hops is a slight staleness almost like wet cardboard. It's not off putting or anything but its there. It's also very sweet and candylike. It doesn't seem the alcohol has smoothed at all it's right in your face. This is a face melter for sure.
M: One word on the mouthfeel....HUGE! Sticky, viscous, and thick. Coats the entire lips and mouth with sticky goodness. Still good carbonation after all this time.
Overall: I'm rating this one on what it is today and not what Weyerbacher originally intended. (hop bomb). As a 4 year old triple IPA it's transformed into a pretty decent English barleywine. Lots of sticky sweet malts and alcohol. As it drinks now it's very enjoyable. I'm glad I got to try this retired beast of a beer.
Serving type: bottle
11-04-2010 23:06:12 | More by BigMike
2.98/5 rDev -16.5%
look: 3.5 | smell: 3 | taste: 3 | feel: 3.5 | overall: 2.5
Received as an extra in a recent trade. Thought this one might be way past its prime, but somewhat surprisingly it still tastes as if it were new. Medium caramel color, with a smallish light brown head. Aromas of bubblegum hoppiness, butterscotch, caramel and peach. Somewhat sickly sweet on the palate, with a big alcohol presence. I'm a huge fan of this brewery, but this one doesn't do it for me.
Serving type: bottle
08-27-2010 04:45:48 | More by emmasdad
3.43/5 rDev -3.9%
look: 3.5 | smell: 4 | taste: 3 | feel: 4 | overall: 3.5
Unintentionally cellared this for a few years. Recieved as part of a now long forgotten trade. Many thanks to whomever sent me this one.
Initial, from a distance aroma is of fruitiness like that from sweet, cheap candy. I kinda' like it. Closer to the rim show big alcohol with a boozy, bourbon quality. I like the former better, but a blending of the two would be best.
At first shows a nice dense head that leaves ample lacing, but alas it leaves in short order. Nice color with cooper showing and really quite clear.
Two primary flavors, that being alcohol and stale hops. With time and searching better flavors appears such as bubblegum and darker fruits, however the other less appealing flavors don't subside enough. A mild bitterness eventually shows which help dampen the harsher flavors.
Very rich, full and heavy body adds to the flavors to make this even more of a slow sipper. A bit of a slow burner going down.
This is so big and boozy that one is plenty and even that is tough to get through, yet somehow this was enjoyable enough in it's own way. I don't hate it and while a slog to get through I don't regret it.
Serving type: bottle
02-21-2010 03:14:15 | More by garymuchow
2.9/5 rDev -18.8%
look: 3 | smell: 2.5 | taste: 3 | feel: 3 | overall: 3
Intense candy sweet smell of orange, apricot & tangerine, it smells like fruit juice quite frankly. The hops, caramelized malt and alcohol in there, but the fruitiness is so strong, it's tough to pick them up. Smoky and sweet malts start out in the taste when you first start sipping and there's a heavy alcohol burn as you would expect from a beer with an 11.70% ABV. There are flavors of tropical fruits and brown sugar. But the hops are conspicuous by their absence. Smooth for a beer with this high of an ABV, medium-to-heavy body, medium carbonation, finish is dry and a little sticky.
Serving type: bottle
01-04-2010 05:58:43 | More by Anthony1
2.9/5 rDev -18.8%
look: 3 | smell: 3 | taste: 3 | feel: 3 | overall: 2.5
Pours a very hazy dark amber color with golden caramel brown hues when held to a light source and a very thin fizzy off-white head that quickly dissipates.
Very malty and leathery aroma with only some subtle hops and lots of sweet alcohol. Smells more like an english barleywine.
The flavor again is reminiscent of an English barleywine with a strong earthy leathery malt character and lots ond sweet boozy alcohol heat. The hops are very faint and only slightly bitter. Alcohol warmth in the finish. Very disappointing.
Serving type: bottle
12-08-2009 21:36:07 | More by corby112
3.08/5 rDev -13.7%
look: 3.5 | smell: 3 | taste: 3 | feel: 3.5 | overall: 3
12oz bottle courtesy of sholland119 poured into a tulip.
Pours a murky orangish brown with a tons of floaties that settles toward the bottle. There is a big creamy off-white head that leaves very good lacing.
The aroma has some malts and a ton of green apple tartness with only a hint of hops.
The taste has a toffee and caramel malt sweetness with a strong citrus-like hoppiness that seems to be melding into a cardboard type taste that's not all that pleasant. There is a tartness in the finish and a ton of alcohol, which really burns in the finish.
The mouthfeel is exceptionally smooth and slick with a soft carbonation.
This one is clearly well past its prime and the hops have soured and turned into a tinny, cardboard flavor that really limits the drinkability. Going downhill fast.
Serving type: bottle
12-08-2009 03:46:24 | More by gford217
4.05/5 rDev +13.4%
look: 4 | smell: 4 | taste: 4 | feel: 4.5 | overall: 4
Bottle from Capones Pours a cloudy light brown with a light tan head has some floaters and particles in it. The head leaves quickly. Has a good aroma of sweet malts and good crisp hops. Has a good carbonation. The mouthfeel is decent. The flavor is balance well. Not real hoppy but not too sweet. The alcohol is well hidden. Has a full body. The finish is good and it has a lasting aftertaste. It is good but definately strong.
Serving type: bottle
06-09-2009 17:58:37 | More by Birdiebeagle
New York
4.58/5 rDev +28.3%
look: 4.5 | smell: 4.5 | taste: 5 | feel: 4 | overall: 4
I had this out of an aged bottle...perhaps two or three years old. Absolutely incredible.
Tan color, completely opaque, with a solid foamy head. Barleywine scent. Strong.
Aged and mellowed out, slightly bitter bit with an orangish taste.
Great taste and carbonation. Citrus and spice and balanced. Slight bitterness in back of throat.
Serving type: bottle
05-25-2009 20:03:49 | More by Amalak
1.95/5 rDev -45.4%
look: 3.5 | smell: 3.5 | taste: 1.5 | feel: 2 | overall: 1
Appearance: Murky cider colored pour, slightly thick with a lasting creamy tan 1 finger head.
Smell: The aroma of malty, fermented sour green apples, hops.
Taste/Mouthfeel: This is an unusual beer. The taste is at first overly sweet and then earthy/malty and yet slightly sour from what I can only identify as fermented green apples. It's a little hard to palette, because there's so much going on, and it's not all that great.
Drinkability: Having a hard time finishing this one. Drinkability is severely limited due to the extremely unusual and somewhat unpalatable taste.
Serving type: bottle
03-04-2009 05:09:06 | More by julian
Eleven from Weyerbacher Brewing Co.
out of 100
based on 181 ratings.


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Star Wars: Salma Hayek vs. Penelope Cruz
SantabantaShow Thumbnails
Salma Hayek played the sexy-hot Latina lass umpteen times before she produced and starred in 'Frida'. Her role as the Mexican painter Frida Kahlo in the biopic earned her rave reviews and she was considered a serious artist finally. She earned multiple nominations for best actress including the SAG, BAFTA and Golden globe awards. Till date, 'Frida' remains her best piece of work, though she has delivered major hits including 'Spy Kids 3D', 'After The Sunset' and 'Grown Ups' after it.
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Rachel Adkins, of Minot, and Michael Knight, of Fort Bliss, Texas, announce their engagement and forthcoming marriage. Their parents are James and Susan Adkins, Minot, and Timothy and Sarah Knight, and Jackie Miller, all of Georgia.
Rachel attended Concordia University St. Paul, Minn., and now attends Minot State University, where she is studying psychology. She is employed at the Fourth Avenue Northwest Dairy Queen. Michael earned his high school diploma and a culinary degree. He is stationed in the Army at Fort Bliss, Texas.
The wedding will be Saturday, June 1, at 2 p.m. at Our Savior Lutheran Church in Minot. The reception and dance will follow, both in the Vegas Motel in Minot.


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Quotations about Nostalgia
Related Quotes Childhood Memory Age Live Now
We could never have loved the earth so well if we had had no childhood in it. ~George Eliot, The Mill on the Floss, 1860 Nostalgia is like a grammar lesson: you find the present tense, but the past perfect! ~Owens Lee Pomeroy If you're yearning for the good old days, just turn off the air conditioning. ~Griff Niblack People seem to get nostalgic about a lot of things they weren't so crazy about the first time around. ~Author Unknown It's never safe to be nostalgic about something until you're absolutely certain there's no chance of its coming back. ~Bill Vaughn The world is full of people whose notion of a satisfactory future is, in fact, a return to the idealized past. ~Robertson Davies, A Voice from the Attic [I]t becomes increasingly easy, as you get older, to drown in nostalgia. ~Ted Koppel Nostalgia is a file that removes the rough edges from the good old days. ~Doug Larson Things ain't what they used to be and probably never was. ~Will Rogers Nostalgia is a seductive liar. ~George Wildman Ball It's curious the way we get nostalgic for some hoped-for thing that never happened, as if something that never happened were in the past. ~Robert Brault, www.robertbrault.com Nothing is more responsible for the good old days than a bad memory. ~Franklin Pierce Adams True nostalgia is an ephemeral composition of disjointed memories. ~Florence King I don't like nostalgia unless it's mine. ~Lou Reed Who wants to live with one foot in hell just for the sake of nostalgia? Our time is forever now! ~Alice Childress Nostalgia for what we have lost is more bearable than nostalgia for what we have never had.... ~Mignon McLaughlin, The Neurotic's Notebook, 1960
Page Information: www.quotegarden.com/nostalgia.html Last modified 2011 Jul 17 Sun 09:58 PDT


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Pros and Cons of Having your Own Business
March 7th, 2013Having your own business is fulfilling and at the same time challenging. It takes a lot of your time and it needs determination to be able to succeed. Here are some things to consider:
It is similar to earning money with your passion. It is hitting two birds at a time—doing what you love and making you wealthy. You are your own boss in this venture. You can pretty much practice your individuality as you decide in everything, of course, with the advice of the experts. Starting from location, physical structure, marketing techniques and finances the last word will be yours, how fantastic it is to have control with the processes. Aside from being the boss, you will also learn from it. Fortunate enough if you already have a degree in business, if you don't have, you can definitely learn through practice. The learning process is quick compared to being in a private firm where you wait for your superior's instruction. You will also be boundless with concepts and ideas, unlike, being in a company where you just have to confirm with what the management have decided. You will get over with the routinely tasks. Therefore, you can really explore and be able to think out of the box. With financial matters, your earnings like your ideas can also be boundless. According to the research done by Thomas Stanley and William Danko for the book The Millionaire Next Door, businessmen can be four times wealthier than those employed in a certain company. The fruit of your labour will still be yours that is how rewarding it is.
Above all the advantages, you must also consider the negativity. In every success you experience along the way, you should expect a partnered stress. You will no longer get a regular pay, instead, you will be rewarded accordingly based on your efforts. You will do so much of the budgeting so the operation of your business will continue. Furthermore, your financial capacity is the most essential factor to be considered. A business man must be sufficient enough to afford in starting and maintaining a business. Most often, you will be figuring out your finances alone with this kind of venture. No more boss or colleagues who can give you advice and help you in decision-making. You can might as well be the bookkeeper on your own business or hire an expert to do it. Moreover, hard work is the key to triumph. To attain more sales in your business, you must work the very hardest. It will take years for the capital invested to turn into earnings. Businessmen usually work triple than those employed.
After all, the most important thing is for you to be happy with what you are doing. You may be an employee or a businessman it doesn't matter. Weigh things over before you decide whether you are ready to start your own business or not.


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Posts Tagged 'Bluetooth pairing'
Accessory Power GOgroove SolaceAIR Wireless Bluetooth Stereo Headset Review
If you're like me, you don't accept compromise -- even if you can't afford to go to the top of the mountain where the "higher priced spread" lives. Take headphones for example. I want a pair that fits easily over my ears, not i...


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In San Diego and Imperial Counties
Are you looking for things to do this summer? If you are a military kid, there are over 750 museums across the United States that will give you and your immediate family members free admission between now and Labor Day.
The National Endowment for the Arts (NEA) and the Blue Star Families organization announced The Blue Star Museums initiative on May 24th. According to the NEA press release museums in all 50 states and the District of Columbia are taking part. Thirty children's museums have signed up, as well as a ton of other museums, including Colonial Williamsburg, Virginia; the New Bedford Whaling Museum, in New Bedford, Massachusetts; the Metropolitan Museum of Art in New York City; the National Cowboy and Western Heritage Museum in Oklahoma City; the California Surf Museum in Oceanside, California; and many, many others.
Blue Star Museums runs from now until Labor Day, September 6, 2010. The free admission program is available to anybody with a Geneva Convention Common Access Card (CAC), a DD Form 1173 ID Card, or a DD Form 1173-1 ID Card, which includes active-duty military and their immediate family members (Army, Navy, Air Force, Marines and Coast Guard), National Guard, and Reserve. To find out which museums are participating, visit www.arts.gov/bluestarmuseums. Some special or limited-time museum exhibits may not be free. To find out more, contact the museum directly.
Once you've taken that museum trip, the Blue Star Museum folks want to hear about it! You can write about your trip and send it to their blog.


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Tuesday, March 11, 2014
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It's no secret Austin's a destination city, but where those tourists stay is causing a stir among neighbors.
An ordinance up for vote at council Thursday would outline guidelines for short-term rentals, or homes that are rented out to tourists looking for an alternative to hotels. The biggest gain for the city is getting hotel tax off every overnight stay.
Several major hotels plan to dot the Austin skyline within the next couple years, but vacation rental business HomeAway co-founder Carl Shepherd says today's tourists are looking for options.
"Most people who are renting this way in the city of Austin right now do pay the taxes," he said. "People who aren't probably just don't know they're supposed to."
Austin's Jerry Rusthoven's spent the last two years working out the details of the ordinance. If passed, he says every short-term rental will have to register with the city.
"That would give us an idea of who all is doing it, and we could check those records against our records to make sure who's paying their tax," Rusthoven said.
Not everyone's on board with the idea. A rally outside HomeAway headquarters earlier this month aimed to address concerns about the ordinance.
"We want tourism in Austin, but not if it threatens schools, affordability and neighborhoods," Tom Nuckols with Protect Austin Neighborhoods said.
Nuckols says low child-to-family ratios could put some Central and South Austin neighborhoods in jeopardy of losing their public schools.
"For every commercial short-term rental that owns a house there, that's one less house a family with children can live in," Nuckols said.
Rusthoven says the city's working with Austin ISD so it can minimize harm on families that already call the neighborhoods home.
Shepard says the idea of short-term rentals would impact local schools simply isn't correct.
"I don't know what they are looking at," he said. "There is no data--even in the City Auditor's report for Austin, would indicate that that is prove-ably true."
The ordinance limits short-term rentals to three percent of homes. The rentals will be first-come, first-served, and then broken down by zip code.
You can tell the city council your thoughts on short-term rentals at a public hearing this Thursday. It's on the agenda to start sometime after 4 p.m.


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Products Details
Rocky Mountain Hardware SP1-CABLE
ROCKY MOUNTIAN CABLE COVERShown in silicon bronze, rust patina. Also available for telephone jack.2 3/4" x 4 9/16" Add To Favorites starting at $44.00 Price shown is manufacturer's FULL LIST PRICE. Submit your order as an estimate in our shopping cart, send us an email or contact us by phone to receive your discounted price.To customize, follow the steps below purchase Options |


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I like that they kept him. It shows that they believe in Ben's opinion.
I also like it because Ben put his name on Sanders (again). It forces Ben to keep his "end of the bargain" by continuing to work with Sanders and help him become that #1 WR that Ben claimed he was. Not to mention the lobbying he did for Sanders. It's kind of an iron sharpens iron scenario that should only help the team.
I just want this young man to stay healthy and build off of last years production. Cause there is a bit of production that needs to be replaced this upcoming season.
Of course, I will be paying close attention to that NE pick late in the 3rd.
Now we wait and see.
Well, it does take away a 'need' that would have occured had he left.
Personally, Chadman actually likes Sanders more than Brown as a WR. Hopefully he can avoid the injury bug, and fumble bug.
Schiavone's Race Career:
Starts- 9
Wins- 1
2nd- 4
3rd- 0
Other- 4
Prizemoney- $28,050.00
amazing... either way, people would have been up in arms. i hope they never read discussion boards! lol
1. Louis Nix III, NT, Notre Dame
2. Donte Moncrief, WR, Miss St
3. Chris Borland, LB, Wisconsin (comp pick)
4. Rashad Reynolds, CB, Oregon State
5. Brandon Thomas, OG/OT, Clemson
6. DeAndre Coleman, DT/DE, California
7. Charles Sawyer, CB/FS, Ole Miss
2013 MNF Executive Champion!
Son of a bitch.
Rara's 2014 NFL Mock Draft
1. Mike Evans, WR; Texas A&M
2. Kyle Fuller, CB; Virginia Tech
3b. Craig Loston, SS; LSU
4. Marcel Jensen, TE; Fresno State
5a. Daniel McCullers, DT; Tennessee
5b. Max Bullough, ILB; Michigan State
6. Kadeem Edwards, OG; Tennessee State
7. Derrell Johnson, OLB; East Carolina


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The tradition for Super Bowl champions is hosting the opening game of the following season.
That will hold true for the Ravens at M&T Bank Stadium in what's expected to be a high-profile matchup in a Thursday night game Sept. 5.
The league typically announces the opponent during the annual NFL owners meetings. Those meetings are March 17 to March 20 in Phoenix, Ariz.
- Ravens after the 2013 Super Bowl [Pictures]
- VIDEO: Ray Lewis III signs with University of Miami
- McPhee has endured a tough year in Ravens' Super Bowl season
- 2013 Ravens cheerleaders [Pictures]
- Ravens clean out their lockers [Pictures]
- An early look at the Ravens' 2014 opponents
See more photos »
- Football
- Baltimore Ravens
- New England Patriots
See more topics »
The top candidates for the Ravens, based on rivalries, quality of opponent and fan interest, are the following teams:
The New England Patriots: Coached by Bill Belichick and quarterbacked by Tom Brady, the Patriots have faced the Ravens in the AFC championship each of the past two years, winning last season and losing this season as Baltimore advanced to the Super Bowl and defeated the San Francisco 49ers. Patriots vs. Ravens is a ratings bonanza for the league, so this is the most obvious selection and likely to happen.
The Pittsburgh Steelers: This is the hardest-hitting rivalry in the NFL, filled with the kind of physical blocking and tackling these two East Coast cities have come to expect, and the league loves matching up meaningful divisional games early and late in the season.
The Houston Texans: This would be a rematch of the Ravens' biggest loss last season. The Texans have some very good players like J.J. Watt, Arian Foster, Andre Johnson and Matt Schaub, to name a few.
The Green Bay Packers: The NFL loves quarterback matchups, and Joe Flacco and Aaron Rodgers are two of the best signal callers in the game. The Packers have a national following and a lot of excellent talent like Clay Matthews.


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Danze D456720RB Oil Rubbed Bronze Pullout Spray Kitchen Faucet From the Anu Collection
Technical Specs
Installation Guide | |
Specification Sheet | |
Exploded Parts | |
ADA | Yes |
Drain Assembly Included | No |
Eco Friendly | No |
Escutcheon Included | No |
Faucet Centers | 0 |
Faucet Holes | 1 |
Faucet Type | Kitchen Faucet |
Filtering | No |
Flow Rate (GPM) | 2.5 |
Handle Material | Metal |
Handle Style | Lever |
Handles Included | Yes |
Height | 15.813 |
Installation Type | Deck Mounted |
Low Lead Compliant | Yes |
Material | Brass |
Max Deck Thickness | 2 |
Number Of Handles | 1 |
Pre Rinse | No |
Pullout Direction | Out |
Pullout Spray | Yes |
Sidespray | No |
Soap Dispenser Included | No |
Spout Height | 13.688 |
Spout Reach | 8.813 |
Spout Type | Swivel |
Theme | Modern |
Valve Type | Ceramic Disc |
Configure your Pullout Spray Kitchen Faucet From the Anu Collection
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- Faucet body and handles feature all-brass construction
- Fully covered under Danze's limited lifetime faucet warranty
- High-quality finishing process – finish covered under lifetime warranty
- Kitchen faucets from Danze are designed to not only function flawlessly, but nourish the eye
- Smooth single handle operation
- Pullout spray faucet head with quiet function hose enhances faucet versatility
- ADA compliant handle
- Low lead compliant – meeting federal and state guidelines for lead content
- All hardware required for faucet installation is included
- Drip-Free Ceramic Disc Valves: By making these components standard across all of their kitchen faucets, Danze has made leaking and rough operating faucets a thing of the past. These valves provide a lifetime of smooth handle control, and
- Overall Height: 15-13/16" (measured from mounting deck to highest point on faucet)
- Spout Height: 13-11/16" (measured from mounting deck to spout outlet)
- Spout Reach: 8-13/16" (measured from center of faucet body to center of spout outlet)
- Faucet Holes: 1 (number of holes required for faucet installation)
- Flow Rate: 2.5 gallons-per-minute
- 1 handle included with faucet
- Maximum Deck Thickness: 2" (cannot mount on decks thicker without extension kit)
- Designed for use with standard U.S. plumbing supply bibs
Additional Danze Links
Our SKU: D456720
This product is listed under the following manufacturer number(s):
Chrome - D456720RB
Oil Rubbed Bronze - D456720SS
Stainless Steel
*Denotes a finish or option that has been discontinued
4 Questions from the Community
Is there a cover plate available for this faucet with a width of 10"?
could I install this through a granite countertop with an undermount sink?
Where are Danze faucets manufactured and assembled?
Does the spout swivel 360 degrees? Does the sprayer stay on or do you have to hold button to keep sprayer on? What is actual pull-out spray handle length?
Product Reviews
Warranty Info
Danze offers a a lifetime warranty, backed by superior customer service.
All parts of the Danze faucet are warranted to the original consumer purchaser to be free from defects in material and workmanship for as long as the consumer purchaser owns it. Danze stands behind this claim with toll-free customer service availability 7 days a week for installation assistance and replacement parts.
Canada: 1-800-487-8372
For quick reference information regarding spec sheet, parts lists and installation instructions, click on the Technical Specs button in the search menu above.


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A free world-class appliance repair website for everyone.Connect with appliance repair technicians from the U.S. and Canada.Download free service manuals, wiring diagrams, tech sheets and more.
How could I test the defrost heater? Isn't it located in the bottom of freezer or along the back wall.
I found it. by the looks of the diagram its in the back wall. When I get to work tomorrow Ill test it and Report in.
about an inch of ice under neath the freezer panel
If the fan is noisy, replace it.
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Started by freeflown
Started by contactbrady
Started by matts1123
Started by railmule
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Skopes Otix Wool Mix Formal Mens TrousersThe Otix wool mix trousers are the perfect addition to your collection of formal wear - they're ideal for special occasions or for the office. With a flat front and heel taped hems, these trousers appeal to style conscious men. Two classically slanted pockets are found to the front while a shirt grip waistband helps to complete the fit. They're available in three leg lengths. Complete your formal look and pair these trousers with a matching button-through shirt and jacket. Useful info:
View all Skopes products | |


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Lowell Folk Festival
Fri, Jul 26 - Sun, Jul 28, 2013
Times: TBA
Venue: Downtown Lowell
Various Locations, Lowell, MA 01852
Contact:Deborah Belanger
0 people saved this
The largest free folk festival in the United States.
The Charms of Copley Square
If you've been to Boston once, you've most likely set foot in Copley Square. Located...
Search All Listings Here.


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For Immediate Release June 1, 2005 |
Public Information Office 310 Owen Hall, Campus PO 1820 Asheville, NC 28804-8507 828/251-6526 - FAX: 828/251-6777 web: http://www.unca.edu/news e-mail: firstname.lastname@example.com |
UNC Asheville Announces Spring 2005 Chancellor's ListThe following students have been named to UNC Asheville's Spring 2005 Chancellor's List. The Chancellor's List is made up of full-time students who have achieved a 4.0 grade point average.
Students who need more information about the Fall 2004 Chancellor's List may call Interim Registrar Marilyn Lonon at 828/251-6836. Parents who need more information may call Assistant Vice Chancellor
Pat McClellan at The Fall 2005 Dean's List is also available online. Media Contacts:


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1956 Chevrolet Belair Convertible, Power Pack, 400 TurboHydro, Red/White Exterior and Interior, White Top, PS, Front Power Disc Brakes, Electric Wipers, Washer Jar, Wonderbar... More
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1956 Chevrolet Bel Air Convertible, many consider the 1956 Bel Air to be the perfect blend of the 55 & 57 model year style. The... More
The mark of a true craftsman is how invisible he can make his work and nowhere is that more evident than on this 1956... More
Northwest Classic Auto Mall advertises this vehicle for the owner. If you're interested in this vehicle or have any questions, please contact the owner, Leigh, at 503-329-5856. 1956... More
1956 Chevrolet Bel AirA Classic Car In The Driveway Is A Dream Many Of Us Aspire To Saturdays Spent Polishing It Sunny Sundays Spent... More
1956 Chevrolet BelAir Convertible Power Pack V8 Automatic Frame-Off Rotisserie Restoration From bottom to top this car is absolutely like new. Please call Tommy at 256-810-7687 for more info... More
This is a 1956 Chevrolet BelAir 2 door hardtop with V8 engine and straight shift transmission. It has had a complete frame-off rotisserie restoration and... More
The tri-five Chevy crowd is becoming increasingly saturated with pro-touring restorations. The historic bodies combined with modern internals make for one incredible ride. But... More
Beautifully restored two door wagon built to cruise and drive in comfort. Powered by a GM 330 hp crate motor, backed by a Jet... More
1956 Chevrolet Bel Air convertible, a spectacular restoration of a wonderful car. Born as a six cylinder car that owner upgraded the car to... More
1956 Chevrolet Bel Air Sport Coupe, many consider the 1956 Bel Air to be the perfect blend of the 55 & 57 model year... More
1956 Chevrolet Bel Air 2dr post, 383 chevy stroker edelbrock aluminum heads, air gap intake, holley double pump hooker headers, msd ignition, electric fuel pump, procharger... More
1956 Chevrolet Bel Air hardtop in extremely nice restored condition. 265 V-8, Powerglide automatic transmission. Super soid body with show quality paint and interior.... More
1956 Chevy Bel Air—Frame-off Restoration This Bel Air was treated to a frame-off restoration prior to the current owner's purchase of the vehicle in 2012... More
1956 CHEVY BEL AIR CONVERTIBLE. NEW BODY OFF RESTORATION. FACTORY BLACK EXTERIOR WITH BLACK AND WHITE INTERIOR. THE RESTORATION INCLUDES NEW QUARTERS, NEW DOOR... More
For car enthusiasts there are certain vehicles that for whatever reason just instantly grab us. In the case of this 1956 Chevrolet Bel Air... More
1956 Chevrolet Bel Air Convertible Chassis No. VC560079714 Nice restoration on a California Black Plate Period-Correct Presentation, Beautiful Fit and Finish Attractively Optioned - 265ci Convertible Comes with two engines An... More
Thank you for viewing our presentation and please enjoy reading our ad. Custom 1956 Chevrolet Bel Air Hardtop Coupe Classic Styling, High Performance, Modern Comfort ...... More
1956 Chevrolet Bel Air Hardtop Turquiose/Ivory Beautiful 1956 Chevrolet Bel Air two door hardtop with very nice paint, chrome and interior that has been updated... More
You sometimes find the best-driving cars in the least likely places. This 1956 Chevrolet Bel Air looks quite authentic but underneath there's a thoroughly... More
Looking through our archives you'll see an awful lot of '55 and '57 Chevys have come through our doors but only a handful of... More
Two-Tone Red and White in Color, 265 V-8 Engine, Powerglide Transmission, Factory Red & White Interior, Power Steering, Power Brakes, AM Radio, Air Conditioning, Completely Restored!... More
CRUISIN CLASSICS IS PROUD TO OFFER FOR YOUR CONSIDERATION THIS BEAUTIFUL EXAMPLE OF AMERICAN AUTOMOTIVE HISTORY IN THE FORM OF A BEAUTIFUL 1956 CHEVROLET... More
Style never goes out of fashion which might explain why the 1955-56-57 Chevrolets remain as popular today as they were when they were new-perhaps... More
1956 Chevrolet Air Air 2-door hardtop Original / Body-off restoration / Completely restored. Continental kit. Ivory & Turquoise, Coker whitewall tires. 265 engine, 2-speed Powerglide... More
1956 Chevrolet Bel Air for sale in out Detroit showroom. The Bel Air is a sure looker! In 2012 this car was stripped... More
You might think that just because we look at the world's most beautiful cars all day every day that we'd be hard to impress... More
Although GM built the Bel Air Model for 25 plus years, the years of 1955,1956 and 1957 were the most iconic of all the... More
As the middle child of the Tri-Five Chevys we get fewer 1956 Bel Airs than '55s and '57s. Why this is I can't say... More
1956 CHEVROLET BEL AIR This 1956 Chevrolet Bel Air may be the best restored example on the market. The exterior paint was completed by... More
Chevy Bel Air Convertible. Fresh from frame-off restoration, this is a totally straight car with only 400 miles on rebuilt engine, 265 power-pack, diamond... More
1956 Chevy BelAir HardTop - Original 265 V8 engine with standard 3spd trans. Skirts, wide white tires. Very solid body. Needs some paint work.... More
- 1956 Chevrolet Bel Air 2-Door Hardtop- Two owner car with 89,000 actual miles- Beautiful paint, correct 708 Two-Tone India Ivory/Dusk Plum- 283 CI... More
This 1956 Chevrolet Bel Air 2dr Nomad Wagon . It is equipped with a 4 Speed Automatic transmission. The vehicle is Red with a... More
1956 Chevy BelAir 4dr sedan - original Crokus Yellow and Onx Black exterior and interior. V8 engine with automatic trans. Very solid car, excellent... More
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1956 Chevrolet Bel Air Hard Top Sedan Very rare low production Bel Air 4 door hardtop with ultra rare padded dash option. Ground up restoration... More
'56 Chevy Bel Air 2dr Post- All correct Frame-Off restoration, 6 cyl engine, standard trans. Wide-White tires. Best of everything used and EXCELLENT!!... More
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CHEVROLET: 1956 Bel Air 2-door hardtop, frame-off restoration, 350 engine, Tremec 5-spd, Ford 9 inch rear, $45,000 obo. 570-836-4961, PA.... More
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CHEVROLET: 1956 Bel Air 2-door hardtop, automatic, front disc brakes, V8, nice condition, new interior/paint, $26,500. 479-968-5524, 479-264-2658, AR.... More
CHEVROLETS: 1956 Bel Air 4-door; 1956 station wagon; originals, fully powered, a/c, pw, ps, power seats, solid cars, need restoration. 951-453-9914, CA.... More


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Mar.10-16 is #AlphaWeek! Be sure to check out this week's schedule for all the fun events. http://t.co/KiqV29GoAO http://t.co/dCm87NmyOY
We definitely need to hear from the graduates listed below.
Email Address in Question | Physical Street Address in Question |
Jo Ann Blackwood Pascoe Geraldine Charney Kirkpatrick Judith Hafner Ryan Edith Heidrich Rancilio Joyce Holder Mathews Elsie Schuster Montone Ellyn Smytka Peters Jo Ann Stewart Walsh Barbara Surbis Kondalski Lillian Valovich Havasi Mary Weiss |
Maryalice Abowd Abood Mary Ellen Bowen McGinley Dorothy Doran Elizabeth Gougeon Weise Joyce Hill Julia Kosa Laurentine Lipinski Gates Mary Littleton Addison Eileen McNamara McMichael Rosemary Michaels Firestone Theresa Monsour Arlene Pianczk Smigielski Susan Reiff Forton Geraldine Rostas Joseph Nancy Smith Yuhasz Carol Ann Shell Jaffay Nancy Smith Yuhasz Alicia Tan Joan Thiel Miriam Velez Lebron Carol Viglasky Schramek Kathleen Wiles Badnardki Mary ErlaWright |
Mar.10-16 is #AlphaWeek! Be sure to check out this week's schedule for all the fun events. http://t.co/KiqV29GoAO http://t.co/dCm87NmyOY
Are you considering a future with #Marygrove? Sign up for an info-packed session, Mar. 8th! http://t.co/lbkgaD3sNn http://t.co/DHVuyuTsxQ
The 2014 Honors Convocation is coming up in a few weeks. Make sure you read this info: http://t.co/r2fJ7iKjNp http://t.co/SMVZKtY16n
Congrats! MT @MGroveAthletics: Janeesa Jamierson & Joi Jennings Named @USCAA All-Americans. http://t.co/Er66TBdgkN http://t.co/xKkNITaNe4
RT @BDProffer: @MGCollege GradFair 2014 is next Wednesday, March 12, from Noon-7PM in Denk Chapman! Any student graduating in May is invite…


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JUPITER - Crestor 20mg Versus Placebo in Prevention of Cardiovascular (CV) Events
This study has been terminated.
(See detailed description for reason.)
Information provided by:
ClinicalTrials.gov Identifier:
First received: October 13, 2005
Last updated: February 3, 2009
Last verified: February 2009
- Full Text View
- Tabular View
- No Study Results Posted
- Disclaimer
- How to Read a Study Record
The purpose of this study is to determine the safety and effectiveness of long-term therapy with rosuvastatin compared with a placebo, and to evaluate whether treatment with rosuvastatin might be effective in reducing the risk of major cardiovascular events.
Condition | Intervention | Phase |
Elevated hs C-Reactive Protein |
Drug: Rosuvastatin |
Phase 3 |
Study Type: | Interventional |
Study Design: | Allocation: Randomized Endpoint Classification: Safety/Efficacy Study Intervention Model: Parallel Assignment Masking: Double-Blind Primary Purpose: Prevention |
Official Title: | A Randomized, Double-Blind, Placebo Controlled, Multicenter, Phase 3 Study of Rosuvastatin (CRESTOR®) 20 mg in the Prevention of Cardiovascular Events Among Subjects With Low Levels of LDL Cholesterol & Elevated Levels of C-Reactive Protein |
Resource links provided by NLM:
Further study details as provided by AstraZeneca:
Primary Outcome Measures:
- Investigate whether long-term treatment with rosuvastatin compared with placebo will decrease the rate of major cardiovascular events
Secondary Outcome Measures:
- Investigate the safety of long-term treatment with rosuvastatin compared with placebo through comparisons of total mortality, noncardiovascular mortality, & adverse events
- Investigate whether therapy with rosuvastatin reduces the incidence of diabetes mellitus, venous thromboembolic events, & the incidence of bone fractures.
Estimated Enrollment: | 15000 |
Study Start Date: | February 2003 |
Study Completion Date: | August 2008 |
Primary Completion Date: | August 2008 (Final data collection date for primary outcome measure) |
Intervention Details:
Detailed Description:
Drug: Rosuvastatin
Other Name: Crestor
AstraZeneca announced it has decided to stop the CRESTOR JUPITER clinical study early based on a recommendation from an Independent Data Monitoring Board and the JUPITER Steering Committee, which met on March 29, 2008. The study will be stopped early because there is unequivocal evidence of a reduction in cardiovascular morbidity and mortality amongst patients who received CRESTOR when compared to placebo.
Ages Eligible for Study: | 50 Years and older |
Genders Eligible for Study: | Both |
Accepts Healthy Volunteers: | No |
Inclusion Criteria:
- Men 50 years or older, women 60 years or older
- Low to normal levels of low density lipoprotein (LDL) cholesterol (< 130mg/dL)
- Elevated levels of C-Reactive Protein (CRP) > 2.0 mg/L
Exclusion Criteria:
- History of cardiovascular or cerebrovascular events
- Active liver disease
- Diabetes mellitus
- Uncontrolled hypertension or hypothyroidism
- History of certain malignancies
- Chronic inflammatory conditions
- History of alcohol or drug abuse
Contacts and Locations
Please refer to this study by its ClinicalTrials.gov identifier: NCT00239681
Show 859 Study Locations
Show 859 Study Locations
Sponsors and Collaborators
Study Director: | Judith Hsia, MD | AstraZeneca | |
Study Chair: | Paul Ridker, MD | Brigham and Women's Hospital |
More Information
No publications provided by AstraZeneca
Additional publications automatically indexed to this study by ClinicalTrials.gov Identifier (NCT Number):
Keywords provided by AstraZeneca:
Additional relevant MeSH terms:
ClinicalTrials.gov processed this record on March 13, 2014
No publications provided by AstraZeneca
Additional publications automatically indexed to this study by ClinicalTrials.gov Identifier (NCT Number):
Responsible Party: | Michael Cressman / Medical Science Director, AstraZeneca |
ClinicalTrials.gov Identifier: | NCT00239681 History of Changes |
Other Study ID Numbers: | D3560L00030, Jupiter, 4522US/0011 |
Study First Received: | October 13, 2005 |
Last Updated: | February 3, 2009 |
Health Authority: | United States: Food and Drug Administration |
Keywords provided by AstraZeneca:
Primary prevention Cardiovascular disease Statin therapy C-reactive protein |
Additional relevant MeSH terms:
Rosuvastatin Hydroxymethylglutaryl-CoA Reductase Inhibitors Anticholesteremic Agents Hypolipidemic Agents Antimetabolites |
Molecular Mechanisms of Pharmacological Action Pharmacologic Actions Enzyme Inhibitors Lipid Regulating Agents Therapeutic Uses |
ClinicalTrials.gov processed this record on March 13, 2014


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Blueprint America
Abandoned buildings, dilapidated architecture, overpopulated roads and lack of public transportation are all problems that plague the framework of America. "Blueprint America" presents original primetime documentaries investigating America's decaying and neglected infrastructure and integrating educational and community outreach to work towards sustainable solutions.
For more info: http://www.pbs.org/wnet/blueprintamerica/
Latest Episodes
Episode Archive
With gas prices spiking and home values crumbling, the American working class dream of a cheap commute to work from ever-appreciating houses on the fringes of suburbia has become more like an American nightmare. NOW on PBS, with Blueprint America, examines this crisis through the example of...
Air date: 10/10/2008
While some states are looking everywhere for funding as revenues fall, Louisiana Governor Bobby Jindal is thinking twice about taking stimulus money from the federal government. Even as the state's infrastructure is reeling, he tells Blueprint America that there are consequences to unchecked...
Air date: 10/14/2008
Ray Suarez hits the road for a close-up look at America's crumbling roads and bridges.
Air date: 10/14/2008
The NewsHour's Senior Correspondent Ray Suarez reports with Blueprint America on how the exurb of Buckeye, Arizona continues to grow with no boundaries.
Air date: 10/16/2008


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My name is Ricardo and Im a brazillian magician. MJM has the BEST customer service you will find. They reply all kind of questions/e-mails very fast,... Great! I received my stock 10 days after ordering from MJM with the free shipping option to Canada. Everything was fine and the email service is great!... |


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The South Dakota Snowmobile Association held its annual meeting Nov. 9-10 in Aberdeen.
Greg Hiles, De Smet, was re-elected president. Travis Watkins, Beresford, was re-elected president-elect. Chuck Anderson, Viborg, is past president. Scott Erstad, Badger, will serve as executive director. Each area of the state is served by a district director: Dave Kennedy, Spearfish; Jon LaFramboise, Rapid City; Jeff Thorne, Mina; Brian Erickson, Ramona; Greg Nordstrom, Sioux Falls; Tim Lund, Parker; Don Larson, Milbank; and Doug Weelborg, Hayti. Mary Anne Grabow, Gary, is the editor and secretary, and Stacey Quiram, Hayti, is the association's treasurer.
During the meeting, Weelborg was chosen as man snowmobiler of the year. Myrna Knadle, DeSmet, was chosen as woman snowmobiler of the year. Taylor Watkins, Beresford, was chosen as youth snowmobiler of the year, and John Hurley, Arlington, was chosen as groomer of the year. The Doug and Wendy Weelborg family were chosen as family of the year. Al Nagel of Aberdeen and Betty Bjorkman and her late husband Lee, of Arlington, were inducted into the SDSA Hall of Fame.
On the national level, Duane Sutton, Aberdeen, was elected this past June as the American Council of Snowmobile Associations vice chairman, and Grabow was re-elected as the chairwoman of the International Snowmobile Media Council.
The 2013 SDSA annual meeting will be held in Huron. For more information, go to www.snowmobilesd.com.


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Baylor is back near the bottom of the league without Robert Griffin III because the Bears have one of the worst defenses in the country.
But these aren't the same Bears who were doormats for most of the first decade of the Big 12 because they still have a quarterback.
Griffin's replacement, Nick Florence, threw for 933 yards and seven touchdowns combined in losses of 70-63 to West Virginia and 56-50 to Texas, both on the road. Florence leads the nation in total offense.
The puzzling game for Baylor was the one in between - a 49-21 home loss to TCU a week after the Horned Frogs lost 37-23 to Iowa State in their first Big 12 home game.
That's the only league win for the Cyclones, who will try to keep the Bears winless in the Big 12 on Saturday.
"I think it's been deep the last two or three years,'' Baylor Coach Art Briles said. "I think you could just go back through and look at the so-called upsets over the last couple of years late in the season. It's a tough battle, and that's why it's such a great league.''
Along with Kansas State-Texas Tech, most of the Big 12 attention this week will focus on No. 8 Oklahoma's effort to re-enter the national title picture in a home game against fifth-ranked Notre Dame. But the other game in Oklahoma - TCU's visit to Oklahoma State - is big for the Cowboys, who are trying to avoid a second league losses.
Texas is taking one of the nation's worst defenses to Kansas, where Weis has quarterback issues as he tries to use his Super Bowl-winning pedigree to get up to speed in a pass-happy, high-scoring league.
"I'm new to the Big 12, and I'm just into the grind of going through this schedule,'' Weis said. "It doesn't make any difference who you're playing. It's a new set of problems each week.''


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Our product catalog varies by country due to manufacturer restrictions. If you change the Ship-To country, some or all of the items in your cart may not ship to the new destination.


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Autism Ribbon
Autism Awareness Ribbons
Autism Ribbons, Wholesale Autism Awareness
Fundraising For A Cause is the largest supplier of Autism Awareness Merchandise at low wholesale prices. Our autism ribbons and Autism Ribbon Awareness items are high quality and allow you to raise a bunch of money for Autism Awareness. You can also use our products to just raise awareness.


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On these pages you will find information about the municipality of Brøndby in the English language.
The municipality of Brøndby is governed by mayor Ib Terp and the municipal council of 19 elected politicians.
The municipality of Brøndby is centrally located and considered a good municipality with regards to housing, standards of living and employment. The municipality of Brøndby has 33,762 inhabitants. Brøndby is situated close to Copenhagen, and it is easy to go to by car, bus or train. The municipality offers you an attractive and wide range of housing types. The municipality is surrounded by forest and beach areas – all within reach.
Municipality Services (Borgerservice) is your point of entry to the municipality of Brøndby.
The municipality of Brøndby
Brøndby Town hall
Park Allé 160, 2605 Brøndby
Telefon: 43 28 28 28
Fax: 43 43 65 43
E-mail: Mail to Minicipality Service (Borgerservice)
Monday - Wednesday 10.00 - 13.00 Thursday 13.00 - 17.30 Friday 09.00 - 12.00
Closed during weekends
Monday - Wednesday 09.00 - 14.30 Thursday 09.00 - 17.30 Friday 09.00 - 12.00
Additionally, residents are advised to use our digital self-service solutions (Selvbetjening) here at brondby.dk. Some of our digital self-service solutions require a digital signature (NemID). How to get a NemID.
When you send e-mails to the municipality of Brøndby you should be aware of the security politics regarding attached files. The only documents accepted is: word, excel, HTML, pure text and pictures in jpg and gif format. Compressed files (zip files) will be rejected.
Telephone lines are open half an hour earlier in the jobcentre than in the Municipality Service. This means that on Monday to Friday you can call the jobcentre from 8:30 in the morning.
Get more information about the jobcentre in Brøndby
Link to the official website Jobnet
Brøndby has everything within reach – sport facilities, history, high-rise buildings, shopping, beach, woodland, and a marina "Brøndby havn".
Visitvestegnen is a collaboration between 7 different municipalities:
This collaboration has created a great website for tourists, and can provide helpful and relevant information about the attractions, transportation and accommodation. Find more information at the website.
You can also get more information at wonderful Copenhagen's website
Denmark.dk is the official website of Denmark. The website gives you information about Denmark and the Danes. Visit denmark.dk if you want to:
The website will guide you to the relevant authorities and you can also find information about Danish society, Denmark's history, culture, design, traditions, etc.
Furthermore, Denmark.dk features a daily news service about politics, culture, the monarchy, research, and sports. There is a daily weather forecast, maps of Denmark, video films, and a special section for children.
You can also visit www.newtodenmark.dk, the official website for foreigners and integration.
Here you can find information for:
Contact Brøndby Language Centre if you are interested in learning Danish.
The classes are held at the Language Centre in Brøndby. The address is: Brøndby SprogcenterPark Alle 292, 2605 Brøndby. Phone: 43 28 29 66
Website: http://www.vestegnenssprogcenter.dk/
Vi får i øjeblikket omlagt vores telefonsystem.