NMDOH News:The New Mexico Department of Health (NMDOH) recently announced details of proposed rule changes for its Medical Cannabis Program (MCP) that, if adopted, will implement several important policy changes, including a new maximum limit of 1,750 plants for licensed non-profit producers (LNPPs) of medical cannabis.The new plant limit replaces NMAC Rule Change – 2019 – MCP – Emergency Amendment enacted in March that adopted an emergency plant count rule of 2,500 plants for LNPPs while the NMDOH worked to obtain data for a permanent rule. The proposed provisions would strengthen oversight of licensed cannabis operators and their inventory, as well as assure proper disposal of product where necessary. A formal hearing will be at 9 a.m. July 12. in the auditorium of the Harold Runnels Building, located at 1190 St. Francis Drive in Santa Fe.The Department of Health carefully developed the new plant limit to balance concerns about available medical cannabis supply while limiting the risk of the over-production that has disrupted regulated systems in other states. NMDOH commissioned surveys and used data from cannabis producers and national industry averages were also analyzed to determine an appropriate plant limit.The proposed rule change also allows plant limits to grow with the size of the market through a provision beginning in June of 2021. It will allow licensed producers to request an increase of up to 500 permitted plants if they are nearing their capacity to supply their patients’ demand.LNPPs will be able exclude cannabis seedlings from their plant limit. This change in policy will allow licensed producers to experiment with cultivating a wider variety of plant strains and is designed to increase the available supply of plants high in alternative cannabinoids like CBD, which is used for serious conditions like epilepsy.In addition, the MCP is preparing for another round of rulemaking to comply with statutory mandates enacted by the Legislature earlier this year in Senate Bill 406.
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Dark clouds fill the sky over the Ministry of Justice, with Ken Clarke getting rained on from a great height. And to a large extent, he fully deserves his soaking. Even appearing to distinguish between ‘date rape’ and ‘serious rape’ (he insists the quotes were taken out of context) is morally absurd and politically disastrous. Nobody can honestly believe that the justice secretary thinks of rape as anything but abominable. But his comments on a radio interview this morning were crass and confused and were gleefully seized upon by Ed Miliband. The Labour leader had the haughty air of a luckless fisherman who finally lands a catch as he pinned David Cameron to the wall over PMQs. His call for the sacking of Clarke was a marvellous piece of political opportunism, but should Miliband be careful what he wishes for? In many ways, Clarke is currently one of Labour’s most potent weapons. Law and order to the Tories is like spinach to Popeye – their credibility with the core blue voter depends on being tough on crime, and certainly tough on the criminal. At times on this issue, Clarke appears to lean so far to the left he’s at risk of toppling over. His stance on halving punishments for offenders who enter a guilty plea is anathema to most Conservative supporters, giving off an air of liberalism that many simply cannot stomach. We should say at this point there is an argument to be made in favour of the sentencing reforms. Any attempt to prevent the indignity and horror of a rape victim having to give evidence in court is a worthy cause. But this is an emotive issue on a subject that repels the public to such an extent that all rational logic flies out of the window. It is strange that Miliband has taken so long to go for the Clarke jugular, having seen proposals for legal aid cuts and litigation reform pass almost without a murmur. This episode will leave Clarke teetering on the brink, sat nervously on the naughty step of 10 Downing Street while Cameron decides how to punish his veteran miscreant. If the prime minister decides to take out the justice secretary, Miliband may yet come to regret forcing out the man currently alienating so many of his own party’s natural supporters.
Published: January 29, 2017 4:03 PM EST Updated: January 29, 2017 4:42 PM EST White House mulls asking foreigners for social, phone contacts SHARE Do you see a typo or an error? Let us know. Washington (CNN) — Trump administration officials are discussing the possibility of asking foreign visitors to disclose all websites and social media sites they visit, and to share the contacts in their cellphones, sources tell CNN.If the foreign visitor declines to share such information, he or she could be denied entry.White House policy director Stephen Miller spoke with officials of the State Department, Customs and Border Patrol, Department of Homeland Security and others about the idea, which is just in the preliminary discussion level, according to the sources.Amid the chaos and confusion of President Donald Trump’s new executive order on immigration and refugees, Miller also spoke with officials to tell them President Trump is deeply committed to the executive order and the public is firmly behind it — urging them not to get distracted by what he described as hysterical voices on TV.The social media posts calling for jihad by San Bernardino terrorist Tashfeen Malik — made under a pseudonym and with strict privacy settings — are part of this discussion. How such a policy would be implemented remains under discussion.Miller praised the State Department on Saturday, sources tell CNN, but argued that the government needs to do better job of making sure the people who come into the US embrace American values.White House press secretary Sean Spicer did not respond to a request for comment.Already, Politico reported in December, the US government had quietly begun asking that foreign visitors provide their social media accounts voluntarily. The Obama administration had previously approved asking for much more information from people on terror watch lists, The Intercept reported in 2014.Trump’s executive order bars citizens of seven Muslim-majority countries from entering the United States for the next 90 days and suspends the admission of all refugees for 120 days.Trump’s unilateral moves, which have drawn the ire of human rights groups and prompted protests at US airports, reflect the President’s desire to quickly make good on his campaign promises. But they also encapsulate the pitfalls of an administration largely operated by officials with scant federal experience.It wasn’t until Friday — the day Trump signed the order banning travel from seven Muslim-majority countries for 90 days and suspending all refugee admission for 120 days — that career homeland security staff were allowed to see the final details of the order, a person familiar with the matter said.The result was widespread confusion across the country on Saturday as airports struggled to adjust to the new directives. In New York, two Iraqi nationals sued the federal government after they were detained at John F. Kennedy International Airport, and 10 others were detained as well. Related Articles:Trump orders strict new refugee screening, citing terroristsUS judge bars deportations under Trump travel banProtests erupt at airports following Trump travel ban Author: CNN
A claimant has failed in a High Court Mitchell bid to argue that an initial hearing amounted to a case management conference (CMC) and should be subject to budgeting rules.The claimant in Kershaw v Roberts argued the defendant had missed the deadline by failing to submit a costs budget seven days before the 21 November hearing.The claim over a £160,000 inheritance was issued in Taunton last September and the court subsequently sent out two notices to indicate a ‘directions hearing’ was to take place.But claimant Ian Kershaw served by fax a budget for £63,000 on 14 November, forcing the defendants to respond with their own costs budget by post on 19 November.The claimant then submitted that as the hearing was a CMC and the defendants had failed to serve their costs budget in time, their costs budget should be restricted to court fees only – a principle established by the Mitchell case in the Court of Appeal last year.Sitting at Wrexham in January, Judge Philip Hughes found the Taunton hearing was not a CMC and therefore no obligation to file costs budgets then arose.Over a one-day hearing this month in the High Court (Chancery Division), Naomi Candlin, instructed for the claimant by west country firm Slee Blackwell, said the defendant solicitors ‘should have known’ the hearing was to be a CMC and ‘simply failed to do so without any good reason’.She argued that in a Part 8 claim there is no difference between a ‘directions hearing’ and a ‘case management conference’, which are ‘interchangeable’.But Mr Justice Hickinbottom (pictured) dismissed this argument, saying the claim was not allocated to the multi-track until the district judge specifically allocated it at the Taunton hearing.He added: ‘Consequently, that hearing itself was not – indeed could not have been – a CMC.‘The notice of the hearing did not refer to it as a CMC; and it seems to me clear that the court, in sending out that notice, never intended the hearing to be a CMC.’Indeed, Judge Hickinbottom pointed out that as the claimant’s costs budget was sent on the afternoon of 14 November, it too would have been considered late.‘It appears that neither the claimant nor the defendants appreciated that point. Had the claimant done so, I suspect he would not have pursued this application to restrict the defendants’ costs budget with such enthusiasm, or indeed at all.’The judge ordered that as arguments over the nature of the November hearing took up half of the four-hour hearing in January, the claimants must pay half of the defendants’ costs from the later hearing.
A record number of students enrolled on the bar course in 2018, despite the fact most graduates do not go on to secure pupillage, the regulator has revealed.According to a Bar Standards Board report, 1,753 students enrolled on the Bar Professional Training Course in 2018-19, an increase of 134 on the previous year and the highest number of enrolments since the course began in 2011.However, just 43% of UK/EU graduates who took the course between 2014 and 2018 had started pupillage by March 2019.All students who apply for the BPTC must take an aptitude test costing £150. However, the latest figures suggest the multiple-choice assessment does little to filter out those who have no hope of practising as a barrister. The regulator said it has no plans to change the test.Meanwhile, students who attend a ‘top 10 university’ are significantly more likely to secure pupillage, BSB data shows. Over 71% of students with a first from a top 10 university, and graded ‘very competent’ in the BPTC, have now secured pupillage. In contrast, just 48% of students with the same qualifications from a ‘next 40’ university were successful.The job market is expected to be even more competitive in 2021 given the disruption caused by the pandemic. This year, 2,142 people applied for 206 pupillages through the Bar Council’s portal system. However, since lockdown, 19 pupillages have been withdrawn and a further 16 decisions have been deferred until later in the year, leaving just 171 offers on the table.Training providers have recently slashed the price of their BPTC courses, which used to cost up to £19,000. From September, students at the University of Law’s London campus will pay £13,000, while students at the City Law School will pay £14,000.
INTRO: Chinese Railways’ new line and upgrading plan for 1998-2002 envisages investment reaching a new record levelBY 2002 the Chinese Railways main line network will have smashed through the 70000 route-km barrier, with the construction of more than 5000 km of new line over the next five years. At the same time, substantial investment will be poured into upgrading key sections of the present network, under the ambitious Ninth Five Year Plan announced by Minister of Railways Fu Zhihuan on March 28. At the heart of the plan is the creation of eight more trunk corridors – four north-south and four east-west. These will open up direct links between different regions and alleviate congestion on existing routes. At the same time, double-tracking and electrification will be continued, and further local railways built to open up parts of the country still lacking rail connections. Total cost of the package is 245bn yuan, a record level of investment over such a short timescale and unprecedented in the history of China’s railways. Capacity expansion has been a feature of the last few CR plans; the 8th plan covering 1991-95 saw 120bn yuan invested. This added 4356 km of new line, 3848 km of double tracking and 1100 km of electrification. The 9th plan envisages a further 5340 km of new line, 2580 km of doubling and 4400 km of electrification. The work is to be split into 63 medium or large projects: 31 new lines, 20 doubling and 11 electrification, together with the construction of a new station at Beijing East.Work is already under way on 29 of the projects, but 34 are completely new. Table I lists the projects due to be completed this year, and Table II the ongoing schemes to be finished during the plan period. Table III gives details of nine schemes which are getting under way during 1998; the other 23 will follow over the course of the plan, including the first part of the Beijing – Shanghai high-speed line in 2000.In addition to the Ministry of Railways’ national strategy, construction is also pushing ahead on many local railways promoted and operated by the various provincial governments. The total length of China’s local railways already exceeds 18000 km, and this figure is set to break through the 20000 km barrier within the next five years.North-south routesBeijing – Shanghai high-speed line. This is without doubt the most high-profile railway under development in China today. As well as boosting technical and operational advances, it will bring Chinese Railways into the world’s select high-speed club. Currently costed at around 100bn yuan, the dedicated passenger route will enable CR to segregate passenger and freight traffic to a much greater extent than before. The Ministry of Railways has formed a new research task force to develop the detailed project design, with the hope of starting construction before the end of 2000. Further details on p615.Northeast – Yangtze delta. A 2200 km direct link will be forged between the northeast of China and the rapidly-growing economic hub in the east, including the busy ports and Shanghai. Crossing the Bohai sea by train ferry, the line will relieve the existing routes via Beijing. Major elements include electrification from Harbin to Dalian, the Dalian – Yantai ferry, double-tracking from Yantai to Lancun, and a new line from Xinyi to Changxing, feeding into the recently-built routes on the north side of the Yangtze delta.Luoyang – Zhanjiang. Completion of the double-tracking between Xiangfan and Shimen started in the 8th plan, will create a high-capacity corridor parallel to the busy Beijing – Guangzhou route. To make better use of this, and feed traffic south from Shimen to Zhanjiang, the Shimen – Changsha line now under construction will be extended to Lengshuitan via Loudi and Shaoyang, and then from Lengshuitan to Yulin via Wuzhou. Total length of new construction is put at 812 km. This line is also expected to stimulate land development and economic growth in Hunan and Guangxi provinces. An alternative option still under consideration would be to build a double-track route from Changsha to meet the Liuzhou Railway at Lengshuitan, which would reduce the work to 247 km of new line and 417 km of doubling.Baotou – Xi’an – Ankang – Yangpingguan – Chengdu. This direct route through western China is intended to open up a second main exit from the Shaanxi coalfields directly to the southwest, relieving the lines further east of traffic from Shaanxi, Shanxi and Inner Mongolia. This year has already seen the start of work on the link from Shenmu Bei to meet the Baotou – Xi’an line at Yan’an. Completion of the difficult 268 km mountain line from Xi’an to Ankang will complete the missing link, but to meet capacity targets the Ankang – Yangpingguan section requires technical upgrading and Yangpingguan – Chengdu will be double-tracked.East-west routesShenmu – Shuozhou – Huanghua. CR’s second dedicated heavy-haul coal corridor is already under construction. Linking the Shenmu Bei coalfield with a new port on the Bohai Sea, it will have a total length of 810 km. The first 270 km from Shenmu to meet the existing network at Shuozhou was opened to coal traffic on July 1 1996, but work on the remaining section to Huanghua did not begin until the following year. The line is being built as a joint venture between the Ministry of Railways, mining consortium Shenmu Group Co Ltd and the provinces of Shanxi and Hebei. The 421 km from Shenchi to Suning will be completed by 2000, with the last 166 km to Huanghua following in 2002 to coincide with completion of the harbour.Zhuzhou – Luipanshi. This corridor will serve the growing demand for rail capacity between the eastern provinces and southwest China, and help promote economic growth in the provinces of Yunnan, Guizhou and Sichuan. It will also improve local and long-distance links to the municipality of Chongqing. The principal task involves double-tracking 873 km of the existing railway between Zhuzhou in Hunan province and Lipanshui in Guizhou. Together with the recently-completed doubling of the Zhuzhou – Hangzhou line and the upgraded Shanghai – Hangzhou line, this will complete a high-capacity corridor from the southwest to the east coast and Yangtze delta. Work is expected to get under way this year, for completion in 2002.Xi’an – Nanjing. Construction of a new 1129 km corridor along the Yangtze valley will provide an additional outlet for coal from the north of Shaanxi province to reach the east and southeast of the country. The strategic route will also provide some relief for the existing Lanzhou – Lianyungan line which parallels it to the north. To be built in phases, the line will start from the Xinfengzhen marshalling yard at Xi’an Junction, passing through Shangzhou, Nanyang, Xingyang, Hengchuan, Liu’an and Hefei. The eastern terminus will be at the Yongning marshalling yard near Nanjing Junction.Sichuan – Chongqing. As part of the economic development strategy for the southwestern provinces, notably eastern Sichuan and the Chongqing area, the Ministry of Railways has identified the need for a direct link between the southern central provinces and eastern China. The five year plan includes a commitment in principle to build new lines from Chongqing to Huaihua and Wanxian to Zhicheng, although the actual alignments for these routes have not yet been determined.International linksThe Ministry of Railways is also looking to improve international rail links to promote foreign trade and enhance the existing landbridge corridors. Studies are already under way into the feasibility of building two more international links over the next few years.Kashi – Osh – Andizhan. This 850 km route would provide a direct connection to the Central Asian republics of Kirgizistan and Uzbekistan, as a branch of the so-called Grand Asia-Europe Landbridge which runs via the Kazakhstan border station at Druzhba. Starting from the end of the South Xinjiang railway now under construction to Kashi, the line would cross the Tyan-Shan mountains to Kirgizi city of Osh and then to Andizhan in western Uzbekistan. The Chinese section from Kashi to the border station at Irkeshtam would be around 215 km (RG 8.97 p500).Kunming – Singapore. Chinese Railways is an strong supporter of the proposed Asean trunk line which would link China to the rapidly-developing countries of southeast Asia. The project is seen as having a great strategic significance in strengthening economic ties and friendly exchanges, following on from the successful restoration of Nanning – Hanoi rail services across the Friendship Pass in February 1996. It would also reinforce the opening up to the outside world of southwestern China, and spur much-needed economic growth in western Yunnan. oCAPTION: Amongst the locally-developed equipment to speed the Chinese trunk line programme is this long-span machine for assembling prestressed concrete bridge segmentsCAPTION: Mechanised tracklaying is helping to open up new rail corridors into the mountainous southwest provinces, where the government is looking to stimulate economic growthCAPTION: The twin 18·4 km Qinling tunnels on the Xi’an – Ankang line will be the longest in China, rising from 871 m above sea level at the northern portal to 1026 m at the south end. One bore is being dug using drill-and-blast techniques, but the second is being bored with two 8·8m diameter TBMs supplied by Wirth of GermanyChinese Railways 9th plan in detailI. Projects to be completed during 1998 Key Project Length km Timescale 1 Beijing West station – 1991-98 2 Nanning – Kunming new line 898 1990-98 3 Daxian – Chengdu new line 353 1992-98 4 Jinhua – Wenzhou new line 251 1992-98 5 Guangtong – Dali new line 206 1991-98 6 Shimen – Changsha new line 263 1993-98 7 Xuzhou – Lianyungang double-tracking 213 1984-98 8 Guizhou – Zhuzhou electrification 902 1979-98 9 Beijing – Zhengzhou electrification 694 1992-9810 Shizuishan – Lanzhou electrification 565 1994-98II. Projects under way for completion by 2002 Key Project Length km Timescale11 Qianjiang No 2 bridge (Hangzhou) – 1988-200012 Xi’an – Ankang new line 268 1995-200113 Shenchi – Suning new line 421 1997-200014 Suning – Huanghua Harbour new line 166 1997-200215 Kuerla – Kashi new line 975 1996-9916 Yangpingguan – Chengdu double-tracking 396 1992-200017 Wuhan – Guangzhou electrification 911 1996-200018 Handan – Jinan new line 232 1996-200019 Daxian – Wanxian new line 160 1997-200020 Hengfeng – Nanping new line 257 1993-9921 Luipanshi – Baiguo new line 121 1997-200122 Baotou – Shizuishan double-tracking 401 1993-9923 Xiangfan – Shimen double-tracking 351 1993-9924 Wuhu Yangtze river bridge 10·6 1997-200025 Xiaoshan – Ningbo double-tracking 144 1966-9926 Litang – Zhanjiang double-tracking 321 1997-9927 Xinxiang – Heze double-tracking 168 1997-200028 Harbin – Dalian electrification 946 1994-200029 Chengdu – Kunming electrification 1100 1993-200030 Chongqing – Daxian electrification 239 1993-99III. New projects starting this yearKey Project Budget Length Timescale m yuan km 31 Beijing – Beijing East double-tracking 170 4 199832 Anbian – Meihuashan new line 1 000 370 1998-2001 33 Loudi – Luipanshi double-tracking 1 000 873 1998-2002 34 Meizhou – Kanshi new line 1 200 152 1998-2000 35 Shenmu – Yan’an North new line 1 530 392 1998-200136 Xinyi – Changxing new line 1 100 642 1998-2002 37 Zhanjiang – Hai’an new line and Qiongzhou Strait train ferry 1 150 137 1998-2001 38 Litang – Nanning capacity enhancement 200 120 199839 Yangpingguan – Ankang capacity enhancement 200 357 1998-2001 IV. 9th plan projects to be started after 1998Key Project Length km 40 Xi’an – Nanjing new line 1129 41 Qinhuangdao – Shenyang passenger line 42242 Loudi – Lengshuitan new line 24743 Bohai Sea train ferry link -44 Wuhan – Jingmen new line 17345 Beijing – Shanghai high-speed line 130746 Wuhu – Anqing new line 23747 Shexian – Yangquan new line (part) 4848 Suining – Chongqing new line 14749 Changcun – Shexian capacity enhancement 7550 Lancun – Yantai double-tracking 18751 Wuhan – Ankang capacity enhancement 70252 Yanzhou – Shijiusuo double-tracking 44053 Xi’an – Houma capacity enhancement 31054 Xinzhou – Ningwu double-tracking 14255 Xinxiang – Yueshan electrification 7656 Fuzhou – Nanping electrification 18657 Zhanyi – Hongguo electrification 14258 Neijiang – Yibin electrification 11959 Lengshuitan – Yulin new line 56560 Lengshuitan – Liuzhou double-tracking 41761 Chongqing – Huaihua new line 35062 Wanxian – Zhicheng new line 180Key: Black = new lines, Blue = capacity expansion, Red = electrificationRailway Gazette International would like to thank Yin Zhenyuan, Director of the Foreign Affairs Office at the China Academy of Railway Sciences, for assistance with the compilation of information for this article
ON MARCH 14, Catalunya’s Minister for Territorial Policy & Public Works, Pere Macías, formally inaugurated the FGC double-track alignment between Sant Boi and Santa Coloma de Cervelló, which has been in operation since February 13 and opened the new station at Santa Coloma (RG 3.00 p141). Taking advantage of the double-tracking, FGC stepped up its daily service between Barcelona Plaça Espanya, Sant Vicenç dels Horts and Can Ros from March 15. Up services have been increased from 36 to 76, and down trains from 41 to 75.
UK: Thales has been awarded two contracts for signalling and train control equipment on the Docklands Light Railway light metro in east London, the supplier announced on October 31.Transport for London has awarded Thales a contract to supply upgrades to the signalling software subsystems on the network, which currently uses the company’s SelTrac CBTC.CAF has awarded Thales a contract for the supply of onboard train control systems for the 43 trains that it is supplying to replace the fleet from 2023. Both contracts run to September 2024.Earlier this year TfL selected CAF as the winner of a £350m contract to supply a fleet of 43 five-car driverless trains. The order includes 10 trains to enable an increase in frequency and capacity across the network, for which signalling software upgrades are also required.
Question: I filed an immigration petition for my married sister 3 years ago. Recently my father became a US citizen. Instead of filing a new petition, is it possible to change the petitioner from me to my dad to reduce the processing time with the petitioner being a parent rather than a sibling. What would be the best possible way to do this?Answer: Unfortunately, an I-130 Family petition filed by one family member cannot be transferred to another. Similarly, the date of filing the original I-130, called the “Priority Date” cannot be used for the second I-130 filing by another family member. Your father can file the I-130 for your sister now. The Immigration category for adult married children of U.S. Citizens, is F3 and the visa waiting line is about 10-12 years. However, the petition you filed for your sister in the F4 category has a waiting time of about 12-14 years. Since you filed the petition 3 years ago, the waiting time would be about the same, even if your dad files the F3 petition now.