Justin Lancaster has been promoted from director of the London Cargo department to group cargo sales director. Justin joined the company almost ten years ago and will be looking to develop the air charter broker's cargo business worldwide and expanding its global market share.Dan Morgan-Evans will now fill Justin's former role as cargo sales director of ACS's London office - he was previously assistant director. Dan joined ACS on the same day as Justin in 2002.Dan's promotion means that Richard Thompson is now promoted to London cargo sales manager. Richard, who joined almost seven years, is a languages graduate and has built strong client bases in both the UK and Spain.ACS Chairman, Chris Leach, said: "I am delighted for Justin, Dan and Richard. Their commitment to their clients, suppliers and ACS is unquestionable and their knowledge and leadership skills are well respected both in the industry and amongst their colleagues. I am sure that all three will thrive in their new roles and continue to grow our cargo business even further."
THERE IS now a far greater understanding of rolling contact fatigue in the UK than there was on October 17 2000 when the Hatfield derailment occurred. In part this is due to the Wheel-Rail Interface System Authority, set up in 2001 to co-ordinate the response to RCF by a shattered and demoralised industry struggling to cope with the aftermath of Hatfield. But WRISA's members voted on December 9 to wind up the organisation, and plans to replace it have yet to be firmed up. With 12 individuals and two companies facing trial for manslaughter and other charges arising from Hatfield, it proved impossibly expensive to get personal liability insurance.Addressing in November a conference in London on wheel-rail interface management, WRISA's Chairman Brian Clementson said of the RCF pandemic 'similar problems are occurring on railways around the world'. But while the basic causes are better understood, there is always risk in changing wheel profiles or rail steels. So progress must involve carefully-monitored trials on the live railway.Hence the frustration expressed by delegates at the apparent inability to change anything at all in the UK. Stuart Grassie, who has contributed several articles on wheel-rail interaction to this journal, complained that 'there doesn't seem to be anyone who can make a decision about anything', and this applied 'no matter how much evidence there is'. London Underground and the rest of Europe all use BN260 rail - indeed 'every railway in the world uses head-hardened rail' (p42), but 'because Hatfield occurred on head-hardened rail, you cannot use anything except 220 rail'.Rob Haskel of ProRail, reported 'a huge rise in rail defects' in the Netherlands, which doubled from 654 in 2000 to 1585 in 2001. But the research programme reported on pp38-40 appears to be getting results. In the UK, RCF research is being hobbled by the difficulty of working on live track, according to Mark Dembosky, Network Rail's Dynamic Systems Specialist. Access to high speed lines in Germany and France was far simpler than 'the amount of rigmarole you have to go through to get on the track here', he said. Tangential forces that result from what Dembosky called 'a dancing contact patch' often cause RCF 'clusters' when the track is subject to short wavelength misalignments, as in switches and crossings, or with wheel treads that have worn hollow. A shifting contact patch causes the rolling radius to change so quickly that the wheels skid momentarily, generating large shear forces. But RCF cracks only become dangerous when they grow faster than the rail wears. Dembosky explained why the high rail in curves of around 1500m radius is particularly vulnerable. In sharper curves, the leading wheelset in each bogie wears away the gauge corner. In shallower curves, the self-steering quality of coned wheelsets keeps flanges away from the rail. The Hatfield curve was just under 1500m.
CHINA: The Shanghai - Hangzhou Passenger-Dedicated Line opened on October 26, with 350 km/h running cutting the 202 km journey between the cities from 1½ h to a fastest journey time of around 45 min.There will also be semi-fast and stopping trains serving the nine stations on the route, and total annual traffic is estimated at 80 million passenger-journeys. The line forms one side of a triangular high speed network which will provide journey times of less than 2 h between Shanghai, Hangzhou and Nanjing, significantly increasing capacity in the Yangtze Delta region. The 301 km Shanghai - Nanjing leg opened on July 1, and construction is underway on the 251 km direct link between Nanjing and Hangzhou. 'The operation of the Shanghai - Hangzhou high speed rail line will help alleviate traffic pressure in the Yangtze River Delta region', Minister of Railways Liu Zhijun said at the inauguration. 'It will not only promote economic and personnel exchange but facilitate the integration of the Yangtze river delta region'. The line was completed within 20 months of the groundbreaking ceremony held on February 26 2009. It was built by Zhejiang Provincial Railway Investment Group, with funding from the Ministry of Railways, the Shanghai and Zhejiang provincial governments and Baosteel Group. During trials a CRH380A trainset reached a speed of 416·6 km/h on September 28, which manufacturer China South said was a record for a normal trainset; the TGV trainset which reached 574·8 km/h in France in 2007 had been specially modified for the record attempt. CSR said the CRH380A is a 'perfect match of modern technology and Chinese culture', with a 380 km/h design speed approaching that of some aircraft but subject to a more challenging aerodynamic environment. The nose shape was developed after extensive testing, and is derived from China's Long March family of space rockets. The 135 km Nanchang - Jiujiang line in Jiangxi province opened on September 20. Top speed is 180 km/h.
KAZAKHSTAN: On December 4 GE Transportation announced that it had signed an agreement with Transmashdiesel and the JSC Remlokomotive subsidiary of national railway KTZ to create a joint venture to produce diesel engines at a new plant in Astana. Subject to government and regulatory approval, the partners plan to invest US$90m in the facility which would cover some 9 000 m2.Due to be operational by the end of 2014, the plant would produce around 400 Evolution Series engines a year for rail, marine and stationary power customers in the CIS region. KTZ subsidiary JSC Lokomotiv Kurastyru Zauyty already operates an assembly facility in Astana with the capacity to produce 100 Evolution Series locomotives a year.
BELGIUM: Infrastructure manager Infrabel announced on November 17 that it had successfully commissioned a Traffic Management System supplied by CSC. According to Infrabel, the new system was brought into use at signalboxes and control centres across the national network ‘in record time’ overnight from November 11 to 12.Identical to the system installed by SBB of Switzerland, the new TMS monitors train movements in real time to alert controllers of any potential conflicts. It will also enable operators to provide their passengers with train-running information updated every 2 sec, including possible connections with other services.Alongside the introduction of TMS, the responsibilities of control staff are to be separated into the roles of traffic controller and safety controller. Both roles will be based in the 11 geographical control centres that Infrabel intends to have operational around 2020, replacing the 97 signalboxes that at present control the 4 000 daily train movements on the Belgian network.Total cost of the project is €21m, according to Infrabel.
Photos: Christophe MasseEUROPE: The European Commission has proposed designating 2021 as the European Year of Rail.Subject to the proposal being adopted by the European Parliament and the Council, a series of events would promote rail as a sustainable, innovative and safe mode of transport, highlighting its benefits for people, the economy and the climate and focusing on the remaining challenges to creating a Single European Rail Area without borders.‘There’s no doubt that railway transport means huge benefits in most areas: sustainability, safety, even speed, once it is organised and engineered according to 21st century principles’, said Commissioner for Transport Adina Vălean on March 4. ‘But there’s also something more profound about railways: they connect the EU together not only in physical terms. Setting up a coherent and functional network across all Europe is an exercise in political cohesion. The European Year of Rail is not a random event. It comes at an appropriate time, when the EU needs this kind of collective undertaking.’The Commission said 2021 had been chosen as it would be the first full year when the rules agreed under the Fourth Railway Package will be implemented throughout the EU. It also marks the 20th anniversary of the first Railway Package, the 175th anniversary of the first rail link between what are now EU capitals (Paris and Brussels), as well as 40 years of TGV and 30 years of ICE. The Europalia arts festival had also chosen railways as its 2021 theme.The proposal was supported by supply industry association UNIFE. ‘Rail connects people, regions and businesses all across the EU’, said General Director Philippe Citroën. ‘Moreover, it is proof of European engineering expertise and part of our European heritage and culture.’Libor Lochman, Executive Director of the Community of European Railway & Infrastructure Companies, said ‘this will be the perfect occasion to showcase rail’s unbeatable advantages when it comes to modernising and greening Europe’s mobility sector.’
AddThis Sharing ButtonsShare to FacebookFacebookFacebookShare to TwitterTwitterTwitterShare to LinkedInLinkedInLinkedInSouth Scotland MSP and Scottish Labour’s Shadow Cabinet Secretary for Rural Economy and Connectivity Colin Smyth is encouraging a forestry firm to rethink their plans to use narrow single track public roads near the village of Tynron as part of proposals to plant a million trees at Cormilligan near the village.Last year Tillhill Forestry bought the 700-hectare site near Tynron Village and plan to use 400 hectares for tree planting for timber.As part of the proposals, they are developing a voluntary agreement with Dumfries and Galloway Council to use certain roads for timber transport into and out of the site and the company plan to put in place some lay-bys and other improvements on the narrow roads to allow passing places. Such agreements are routinely used by the industry, with routes forming part of the voluntary Timber Transport Forums Agreed Route Maps, although the use of the routes cannot be enforced by the council and technically timber firms can use any public road. Agreed routes can often be eligible for funding from the Scottish Government through the Timber Transport Fund to carry out upgrades, but this funding has to matched by the local council who have to contribute between 30-50% of the cost.However, Colin Smyth shares the concerns of local residents that the planned routes, which include narrow single track roads, aren’t suitable for more timber transport and their use would have an adverse impact on the local community. He is urging the company to ditch the planned routes and negotiate with the nearby owners of a private road- the Heads of the Valley road – to use that route which would give more direct access to the A76 and cut down on the use of public roads near Tynron. The Heads of the Valley road is currently used by the Forestry Commission to extract timber from their sites nearby.Colin Smyth’s call for a rethink by the forestry firm come after the local MSP attended a public meeting last night (14th May) organised by Tynron Community Council at Tynron Parish Hall to allow local residents to express their views on the proposals by the company. The meeting was attended by representatives of Tillhill Forestry, Dumfries and Galloway Council Roads Department and the Forestry Commission and residents expressed their concerns over the impact the planned commercial forestry development would have on roads, but also the heritage of the planned site.Commenting after the meeting Colin Smyth said, “The local community in and around Tynron already face many problems with timber transport on what are very fragile single track roads which suffer a lot of damage and there is a real worry that more commercial forestry in the area will simply add to these problems. Although voluntary agreements with the council are likely to lead to limits on the number of timber vehicles per day and some upgrades to existing roads to allow passing places, the plans for an extra million trees at Cormilligan are inevitably going to add to the strain on roads that were never built to cope with timber vehicles. It’s clear that there are alternative routes that would minimise the impact on the public road network such as the Head the Valley road and I would urge Tillhill Forestry to consider ditching their existing plans and using these alternatives which would give a more direct route onto the A76”.“When the current commercial forestry sites near the village end extraction, local people thought that would mean a reduction in the problems they face with timber vehicles. But the plans for Cormilligan mean those problems are now likely to continue for a few more decades and that is hugely frustrating for a community that already has to put up with the impact of timber vehicles using these narrow roads every day. Many people locally would like to see Tillhill Forest drop their proposals for a commercial forest in the area but at the very least they would want them to use alternative roads that limit the impact on the community”. “The Scottish Government’s target to increase tree planting from 10,000 to 15,000 hectares per year by 2025- an increase from 22 million to 33 million trees – means we are likely to have many more issues similar to the one faced in Tynron unless the industry adapts and becomes more sympathetic when it comes to finding the best routes to allow vehicles in to plant trees and extract the timber when it has matured”.
Linear Technology has introduced a wireless charging receiver which has been optimized for low power applications. The LTC4123 combines a 30mW wireless receiver with a constant current/constantvoltage linear charger for NiMH batteries, such as Varta’s power one ACCU plus series. An external resonant LC tank connected to the chip enables the IC to receive power wirelessly from an alternating magnetic field generated by a transmit coil. Integrated power management circuitry converts the coupled AC current into the DC current required to charge the battery.The LTC4123 can be used for Wireless charging of a completely sealed product and eliminates the need to constantly replace primary batteries. ZnAir (ZincAir) detection allows applications to work interchangeably with both rechargeable NiMH batteries and primary ZnAir batteries with the same application circuit. Both battery types can directly power a hearing aid ASIC without the need for additional voltage conversion. By contrast, a 3.7V Liion battery requires a stepdown regulator in addition to the LTC4123’s functionality to power the ASIC.The LTC4123 rectifies AC power from the receive coil, and can also accept a 2.2V to 5V input to power a full featured constantcurrent/constantvoltage battery charger. Features of the charger include programmable charge current up to 25mA, a singlecell 1.5V battery charge voltage with ±0.5% accuracy, charge status indication and an on-board safety charge termination timer. A temperaturecompensated charge voltage protects the NiMH battery and prevents overcharging. The LTC4123 prevents charging when batteries are inserted with reverse polarity and pauses charging if the temperature becomes too hot or too cold. The receiver is housed in a highly compact, low profile (0.75mm) 6pin 2mm x 2mm DFN package with backside metal pad for excellent thermal performance. The device is guaranteed for operation from 20°C to 85°C in E grade. It is available for $2.65 each in quantities of 1,000 piece pricing starts at $2.65 each.
Neymar will stay with Barcelona after signing a five-year contract, the club have announced.The Brazilian’s release clause has been set at 200m euros (£167m), rising to 222m (£186m) in the second and 250m (£209m) for the final three.Manchester United and Paris St-Germain were both reported to be interested in the 24-year-old.Neymar has scored 55 goals in 93 La Liga games since joining from Santos for a reported fee of £48.6m in 2013.On Thursday, Barcelona president Josep Bartomeu confirmed talks were being held, with Neymar declaring on Twitter he was “very happy to continue living this dream”.The forward has also scored 46 goals in 70 appearances for his country.Since moving to the Nou Camp, he has won two La Liga titles, two Copa del Rey trophies and the 2014-15 Champions League.Barcelona were forced to pay a £4.3m fine in June because of mistakes in Neymar’s transfer from Santos.Culled from BBC Sports
Taking care of business against the lesser teams has been something the Cavs struggled with earlier in the season, as they dropped games to Orlando, Indiana, and New York at home. It appears they’ve cleaned their act up on the road. The Cavs finish their road trip with a 3-1 record after defeating the Charlotte Hornets 115-107. The only loss for Cleveland was the Houston game, where the team almost pulled off a comeback but fell short in the end against the Rockets. Tonight was nothing like that game, as the Cavaliers battled early and broke away late down the stretch to secure victory.Let’s take a look at the three takeaways from the victory. Pages: 1 2 3 4 Related TopicsChanning FryeJeff GreenKyle KorverLebron James Eli Mooneyham Elijah Mooneyham has been a dedicated sports fan his whole life. Born and raised in Cleveland, he has his best days when his hometown teams are winning. Elijah is currently on-air talent/producer on two shows, The Main Event and The Moon Hour, where you can find on AllSportsCleveland.com. He also has an insane passion for professional wrestling, so catch his opinions on the world of professional wrestling.