World beater

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Hal Hartley, Long Island Existentialist

first_imgParis, 1992, and banners over the Boulevard Saint-Germain announce the “Hal Hartley Festival du Cinéma,” featuring his early films such as “The Unbelievable Truth” (1989) and “Trust” (1990). Hartley was already a New York art house and film festival cult figure, but who knew that this Long Island-based filmmaker had been adopted by the most passionate French cinéastes as one of their own? Watching Hartley’s deadpan, humorously listless dialogue reproduced in French subtitles to Gallic murmurs of audience delight, one realized his quirky screenplays are being recognized by the newest of New Wavists as true avatars of l’Existentialisme.Tip: today you can experience that same frisson of erudite discovery by streaming one of these engaging films (not easy to find, but see below), turning on the closed caption button for (albeit English) subtitles, and absorbing the faux-melodramatic dialogue by eye as well as ear. Enjoy it maybe with a shot of Pernod, but definitely a can of Rheingold beer on the side. After all, these films take place in faceless neighborhoods adjacent to the ubiquitous LIRR viaduct.Hartley is a Long Island-raised director/screenwriter, a true auteur. His ironic personal style infuses almost 20 films, and has had an influential impact on a generation of later independent directors. Especially in his early films, his characteristic, punkish sense of anomy is reinforced by his local settings of choice, in this case his native Lindenhurst, a working-class community — “fly-over country,” as described by a snobby Hamptons/Manhattan acquaintance. But you could be in any anonymous venue —Jim Jarmusch’s highway exurbs (“Stranger than Paradise”) or Antonioni’s industrial wastelands (“Red Desert”).What really sets Hartley apart are not only his idiosyncratic screenplays but the talented casts he assembles to bring his characters to life. As a prime example, Adrienne Shelly, the fresh-faced young actress whose blank readings of extremely funny dialogue earned her a place in many future Hartley ventures, eventually became a filmmaker in her own right. (In 2006, she was tragically murdered by a burglar in her Manhattan apartment, right before her final directed film “Waitress” opened to critical acclaim).In “The Unbelievable Truth,” Shelly plays Audrey, a young girl who spends her time arguing with her auto-mechanic father (Chris Cooke, in a memorably spluttering performance) about whether to apply to Harvard or pursue her obsessive anti-nuclear advocacy. (She eventually takes a job as a fashion model.) Spurning her various loutish school and neighborhood companions, she falls in with Josh (Robert Burke), a lanky, taciturn, mysterious drifter who hitchhikes into town. He has recently been released from prison, an admission that makes it hard to get rides. Dressed in black (a running joke: “Are you a priest?” “No, I’m a mechanic”), he takes a job in Audrey’s father’s auto shop, where they meet and develop an offbeat friendship.Josh was implicated in a local killing years before, but in spite of this murky past, he falls back in with his old crowd (“Things happen. People make mistakes.”) One of his old friends, a loose local waitress (Edie Falco, in her pre-Carmela Soprano days) tries to ignite a liaison, but is rebuffed. John is a loner and celibate. But “The Unbelievable Truth,” it turns out, is that Josh was not guilty, much to the relief of Audrey and the confusion of her neighbors.“Trust,” the follow-up film produced the next year, takes its title from an incident in which Maria (Shelly again) does a spontaneous, unexpected back flip off a six-foot concrete wall into the arms of her astonished, but luckily alert boyfriend, just to prove her point that the mark of a true relationship is whether you trust each other, especially in unexpected circumstances.As this second film begins, she announces to her parents that she is quitting high school to get married, and by the way, she is pregnant. This news catapults her father into cardiac arrest, and her mother kicks her out of the house. From this point on, the film becomes an absurdist soap opera, peopled by Maria’s strange friends and family: her football player boyfriend who jilts her on learning of her pregnancy (it will conflict with his non-existent future NFL career), her bored divorced sister (Edie Falco again), her seriously depressed and manipulative mother, but especially Matthew, another tall, black-dressed stranger (this time Martin Donovan), a mop-haired mechanical genius whose perfectionism and anti-establishment obsessions prevent him from leading a normal life.Matthew lives with his tyrannical father (“Clean that toilet again!”), a weirdly comedic turn by John McKay that turns nasty. Matthew’s and Maria’s odyssey (after he unsuccessfully proposes marriage to give her unborn child a chance) goes in weird circles and ends up more or less where it started, with the entire cast (untrustworthy to the core) negatively illustrating the title theme, and Maria helplessly watching the ever-neurotic Matthew shipped off to an asylum.The production values in these early Hartley films are surprisingly high given the shoestring budgets with which they were made. (The first film was initially financed with a $6000 computer equipment loan.) The cinematography in each film, by John Stiller, a SUNY Purchase film classmate of Hartley’s, is spare, washed-out, and deliberate — in other words, a perfect match to the screenplay. The similar soundtracks (by Jim Coleman and Philip Reed), featuring unexpected crescendos and diminuendos, also match the punk-like mood of the stories.Maybe not for everyone, but who knows? For the viewer who will revel in the beneath-the-boredom dialogue, the deadpan acting styles, the knowing afternoon TV serial cheesiness of the script, Hartley’s films are an addictive treat that will leave you searching for more examples. And for the existentialists among us, Hartley’s French enthusiasts had discovered something: an absurdist vision of middle-class Long Island that is an American version of Sartre —No Exit, indeed.Streaming is a periodic look at classic films, available on home networks and apps. “The Unbelievable Truth” and “Trust” are currently available on Amazon, iTunes, and TUBI. Sharelast_img read more

Norway: December Oil Production Misses Target

first_imgThe Norwegian Petroleum Directorate has announced that preliminary production figures for December 2013 indicate an average daily production of about 1 916 000 barrels of oil, NGL and condensate. This is 12 000 barrels per day (about 0.7 percent) more than in November 2013. Total gas sales were about 10.2 billion Sm3, which is 0,8 GSm3 more than the previous month.The average daily liquid production in December was: 1 543 000 barrels of oil, 305 000 barrels of NGL and 68 000 barrels of condensate. The oil production is 2 percent below the NPD’s prognosis for December and 4 percent below the oil production in December last year.The following fields had reduced production in December due to technical problems/repair work: Draugen, Heidrun, Norne, Skarv and Skuld.The oil production in 2013 was according to the NPD’s prognosis from January, and a high production the last months is supporting the prognosis for this year, which indicate an increase in oil production for the first time in many years says Jan Bygdevoll, Director for prognoses at the NPD.The total petroleum production in 2013 was about 215.2 million standard cubic meters oil equivalents. (MSm3 o.e.), broken down as follows: about 84.9 MSm3 o.e. of oil, about 21.6 MSm3 o.e. of NGL and condensate and about 108.8 MSm3 o.e. of gas for sale. The total oil volume was 4.3 MSm3 o.e., about 5 percent less than in 2012.Final production figures from November 2013 show an average daily production of about 1.542 million barrels of oil, 0.362 million barrels of NGL and condensate and a total of 9.4 billion Sm3 saleable gas production.[mappress]Press Release, January 16, 2014last_img read more

Two Die in Scaffolding Collapse at Brazilian Oil Terminal

first_imgTwo workers drowned yesterday after a part of a pier at a Brazilian oil terminal operated by Petrobras gave way and the scaffolding they were tied to collapsed into the sea, Brazil’s union of petroleum workers reports.The workers identified as Alex Vieira Ribeiro (39), and Oseias Damasceno Soares (27), were erecting the scaffolding at Transpetro’s Barra do Riacho Terminal in the city of Aracruz, Espirito Santo, when the concrete at the pier gave way and the scaffolding slipped into the sea.The lifeless bodies of the two workers were pulled out of the water, reportedly by their colleagues, with emergency crews arriving to the scene a whole one hour later, according to the union representative FUP.The workers tied themselves to the scaffolding with safety belts, although the work authorizations recommended the use of life jackets only.The two men worked for Transpetro’s contractor – Espiral Engenharia. Transpetro has launched an investigation into the accident.World Maritime News Staff; Image: Petrobraslast_img read more

Covid-19: How one month changed everything for global demolition

first_imgThe changes brought about by the global effects of Covid-19 happened almost too quickly for the demolition industry to take them in. This article explores how March 2020 unfolded.Very few – if any – Americans are unaware of “March Madness”.It is the term used to describe the frenzy of action that concludes the college basketball season, attracting more than 60 teams in the process.During the 2019 National Demolition Association (NDA) Convention and Expo in Colorado, anyone spending their downtime in the sports bar of the Gaylord Rockies hotel, with its 22 m (75 ft) television screen, would have been hard pressed to avoid the action however hard they tried.Fast forward almost a year to the NDA’s latest event, Demolition Austin, which started on February 22.Demolition Austin – the last event before Covid-19 went global History, or at least history viewed solely from a demolition perspective, will record Demolition Austin as the industry’s last event before Coronavirus became a global issue.#*#*Show Fullscreen*#*# ConExpo started as planned on March 10 but the Coronavirus situation in the USA changed rapidly during the weekDespite some distinctly un-Las Vegas like weather, causing unexpected pre-show mopping up operations on some of the many outdoor stands, ConExpo was off and running. It looked, as far as possible, business as usual.And, as far as possible, it was. Not all the planned press conferences and product launches went ahead, but enough of them did. The previously unasked question of “How is the Coronavirus affecting your global supply chain?” became a fixture, particularly to companies with manufacturing operations in China,.Then, as the week went on, Coronavirus cases were reported in Clark County, the area of Las Vegas that included the host venue of ConExpo. President Trump banned travel to and from Europe (apart from the United Kingdom and Ireland).In the event, ConExpo finished a day earlier than scheduled. Within a week, the US government was considering a $2 trillion economic stimulus package for its depleted construction industry.Europe considers its options as the Covid-19 pandemic worsens Back in Europe, the picture was even worse, with Italy, France and Spain all suffering desperately.By March 23, in the week when Italy’s Samoter exhibition should have been taking place, the Finnish Demolition Association reported on its website that the European Demolition Association set for Belgrade, Serbia in June had also been postponed.Official confirmation followed in April; other construction, demolition and recycling shows set for the coming months such as Hillhead in the United Kingdom and the German events IFAT and Steinexpo would suffer the same fate.At contractor level, site closures followed rapidly. In Britain, Cawarden was forced to close down the latest stage of a major project in the English midlands on behalf of retailer Debenhams; the Carey Group, parent organisation of Scudder Demolition, locked up its sites, like many of its contemporaries, in the interests of employee safety..Covid-19 factor kicks in as financial results announced As 2020 entered its second quarter, the financial impact of Covid-19 on manufacturers was already obvious.Metso, less than a year on from some high-profile acquisitions as it pursued an international growth strategy, found itself obliged to withdraw the financial outlook for 2020 that it had issued as recently as February. Wacker Neuson did likewise.Volvo Construction Equipment reported a 17% drop in global sales with all sectors apart from South America affected.As 2020 entered its second quarter, In the US, the government pushed through its Coronavirus relief measures as the country’s Associated General Contractors body reported a collapse in demand since February.Having battled for essential industry status and lobbied for government help for its 500-strong membership, an NDA survey found almost three-quarters of respondents suffered a work stoppage due to Coronavirus, with social distancing and remote working for office staff mandatory elsewhere.Trade association lobbbying and Coronavirus relief measuresIt is tempting – some might even say essential – to look for plus points and consolations among the chaos. Perhaps the major silver lining for demolition and recycling companies is that wherever they are in the world they are not alone.During the month of March, the European Demolition Association joined with more than a dozen similar organisations representing other parts of the continent’s construction industry across to start a debate aimed at achieving a meaningful intervention from the European Union and member states.In Britain, the National Federation of Demolition Contractors put a range of resources online for its members and made a particular point of encouraging those members and their families to look after their mental health during the weeks and months that lay ahead.And in North America, the NDA contacted President Trump directly to make sure that the hardship being suffered by its membership during the sudden shutdown was noticed in the corridors of power.Demolition New Orleans – how will the industry look in 2021? The 2021 NDA Convention and Expo is set for New Orleans from March 4 to 7.Later that same month, March Madness – which never happened this year as it became another in the long list of events that just could not go ahead – is scheduled to take place, its interest and excitement levels heightened by its 2020 sabbatical.If it does, it will be a sign of a sense of normality.It could be the “normal” we took for granted in late 2019 and the early weeks of this year.It might be a new and different norm as the demoltion industry – and society in general – emerges from its trauma.Time, as they say, will tell.Article first published in the April-May issue of Demolition & Recycling International Demolition Austin delegates outdoors at the NDA’s Live Demo event during the Convention and Expo, Feburary 23, 2020By the end of March, the world was facing a very different kind of madness. A BBC news report using data from Johns Hopkins University said that on April 2, only 18 countries worldwide were free of the virus, and they included seven of the 10 least-visited places on the planet.When NDA president Chris Godek cut the ribbon to perform the convention’s official opening, Covid-19’s major disruptive effects appeared to be to Chinese New Year celebrations.Few of those present at the Sunday Live Demo event, those viewing the indoor exhibits during the next two days, even those competing fiercely in the expo’s typically Texan Corn Hole Challenge, appeared to show any obvious awareness of it.The NDA concluded its annual gathering on February 25, with its traditional last night banquet.Three days later, the Deutscher Abbruchverband (German Demolition Association) started its yearly event in Berlin.But a characteristically comprehensive conference programme was missing an Italian speaker, who had been unable to travel due to the virus having spread to Italy, and the running order was rearranged as a result.Big name withdrawals – but ConExpo goes ahead  That weekend, preparations were already underway for ConExpo, which was due to open on Tuesday March 10.The event had some significant momentum behind it. In mid-January it reported the largest number of advance registrations ever for a single week, and publicity suggested it was heading for a series of new records – 241,500 sq m (2.6 million sq ft) of space; a connected campus of the Las Vegas Convention Center and nearby Festival Grounds.The event’s organiser, the Association of Equipment Manufacturers (AEM) said: “A sizeable international attendance is expected from an estimated 130 countries.”In exhibition terms, it was a classic case of “build it, and they will come.”Then, just days before the show, Volvo Construction Equipment pulled out of the event.The announcement was arguably a shock even to the company itself – it was so close to the start of the event that the Volvo exhibits already in place could not be moved. Instead they stayed in situ for the duration. With no Volvo employees allowed to travel, the booth was manned by “locally hired independent staff”.Further withdrawals followed – Stanley Infrastructure, which includes the LaBounty demolition equipment brand, announced its non-attendance, as did Germany-based compact equipment supplier Wacker Neuson – but with 24 hours to go, the AEM was still bullish.Of the cancellations, only five had been from companies with floorspace of greater than 185 sq m (2,000 sq ft). Only 2.5% of the total sold space had been affected, while it had even been possible to resell some of the newly vacated slots.All eyes on Las Vegas Convention Center On the morning of March 10, ConExpo began on schedule. In the early hours leading up to the start, the local television news channel positioned a reporter at the site, who went on to confirm the 120,000 expected visitors and the small number of cancellations.#*#*Show Fullscreen*#*#last_img read more

Power supply upgrade highlights the pitfalls of fragmentation

first_imgINTRO: Work is now in progress at over 200 sites across southeast England to upgrade the 750V DC power supply for EMUs being introduced by three operators, but many vehicles are likely to remain in store beyond the deadline for withdrawal of older stock. Roger Ford explains how this mismatch between infrastructure enhancement and train deliveries is a direct result of the fragmentation of Britain’s rail network brought about by privatisationTHE STRENGHTHENING OF the traction power supply on Network Rail’s Southern Region is claimed to be Europe’s largest ongoing electrical engineering project. Work is in progress to meet the higher demands of electric multiple-units now being delivered by Bombardier and Siemens, but it is unlikely to be completed in time for all the new trains to enter service at the start of next year. A deadline of December 31 2004 has been set by law for the withdrawal of the slam-door MkI EMUs they are to replace, but up to 400 new vehicles are now expected to remain in storage well into 2005.In contrast, the simultaneous introduction of Networker EMUs equipped with three-phase drives on Kent suburban services and the arrival of Eurostar trainsets and Class 92 freight locomotives on routes to the Channel Tunnel saw British Rail undertake in the early 1990s significant upgrading of existing 750V DC traction power supply systems. The Channel Tunnel routes alone required the conversion of 32 existing track paralleling huts to substations. Eight new 33 kV feeders from the national electricity supply network were installed and over 200 DC circuit-breakers were uprated and fitted with improved protection. Such integration between new trains and power supplies was normal practice until Railtrack took over responsibility for Britain’s railway infrastructure on April 1 1994.Lack of oversightBR’s Networker programme had been intended to meet one of the principal recommendations made by Sir Anthony Hidden’s inquiry into the train collision at Clapham Junction on December 12 1988 that killed 35 people and left 69 seriously injured. The inquiry report assumed that all MkI rolling stock similar to that involved in the accident would be withdrawn by January 2000, but this was overlooked when the process of awarding franchises to operate passenger services began in 1995.Only after Train Operating Companies had started to pass into the private sector did the Health & Safety Executive intervene, proposing a new deadline for withdrawal of 2007. This was brought forward to December 31 2004 by the Labour government and made a legal requirement under the Railway Safety Regulations 1999. Around 1950 MkI vehicles were affected by the regulations.Responsibility for ordering replacement stock and notifying Railtrack of any changes needed to the 750V DC power supply lay with the three operators of MkI EMU fleets, South West Trains, South Central and South Eastern. All TOCs have regulated track access agreements with the infrastructure owner, Part F of which covers changes to the types and characteristics of rolling stock operated. Should a change affect the maintenance or operation of the network, or the operation of trains, a TOC must notify the infrastructure owner and could be liable for meeting any resulting costs.From BR’s experience with the Networker programme, it was clear that the new trains being ordered by the three TOCs to replace MkI stock would require changes to the power supply. However, the TOCs assumed that this was Railtrack’s responsibility.To determine the implications for its traction power supply systems by means of computer modelling, Railtrack needed details of the performance characteristics of the new trains. South Eastern could not provide this information until 2001, followed by SWT early in 2002. Later that year South Central was the last to decide which train would replace its MkI fleet. Firm information on future service frequencies was also lacking, as the Thameslink 2000 project to upgrade the cross-London route and associated infrastructure slipped.With these unresolved issues threatening to leave hundreds of new vehicles in store for lack of power, it was clear that the politically-sensitive replacement of MkI stock had to be co-ordinated. In January 2002 the Strategic Rail Authority formed a cross-industry team charged with overseeing the programme for replacing the slam-door trains on the Southern Region, and ensuring that electric power and infrastructure improvements were capable of meeting the deadline of December 31 2004.With Railtrack now in administration, SRA also funded a dedicated project team within the company to be responsible for the Southern Region Power Supply Upgrade (SRPSU). This accelerated infrastructure work, beginning the tendering process for the supply of power equipment in April 2002.In June that year former London Transport Commercial Director David Bailey was appointed by SRA to co-ordinate the overall project, now known as the Southern Region New Trains Programme (SRNTP). In addition to the new trains and power supply upgrade, his remit also covered associated station modifications to accept longer train formations and improvements to rolling stock maintenance depots.Time is (less) moneyOn-going modelling work by SRPSU, plus tenders for electrical work received in October 2002, produced the first cost estimates for the project. In February 2003 the government gave the figure as £915m, subject to further work on scope, scale and cost. By this time, the growing cost of railway projects had become a major political issue in the UK.Against a deadline set by law and with the new trains already in production, the only way to cut the cost of the project was to reduce the scope of the power supply strengthening. In a complex power supply network, this could be done only through an interactive process. Under Project Director Andrew Mitchell, the SRPSU System Design Department produced a revised scope document every six to seven weeks during 2003. Each document detailed the work required at every site and its priority. This was made possible by bringing modelling in-house, using the former BR Vision and OSLO systems.Successive iterations took out what Bailey described as ’a huge amount of scope’ from the original proposition, saving around £200m. This was a multi-dimensional optimisation. ’I am utterly time-driven’, he explained, ’and this has been reflected in my perception of value for money’. On the one hand, repeated iterations of the project scope were still driving down costs, but Bailey had to identify at which stage the savings produced by a further iteration would be less than the financial and political benefits of starting work and getting trains out of storage and into service.This point was reached in December 2003, when the final scope document detailed work needed at 98 substations, 89 high-voltage feeder locations plus 35 areas where DC cabling would be reinforced. Bids for the upgrade work had been received in October 2002 and by March 2003 framework contracts had been signed with suppliers (left).These contracts covered the financial year to March 2004, and provided the basis for joint design and planning of the power upgrade in parallel with the modelling work. Within the contract areas, there are core sections termed Phase 1. These have priority and are due to be commissioned by June this year. They cover the main lines from London to Brighton and Portsmouth plus strengthening of high-voltage supplies for the inner-London suburban network.Missed opportunityPhase 2 completes the work needed for the remaining routes to accept all the new trains. Cost pressures mean that the proposed Phase 3, which would have provided additional capacity for future expansion, has been abandoned. As a result, the nominal current rating will remain at the present 1500A per four-car train. This is considered a missed opportunity by Network Rail and the TOCs, although SRA insiders hope that service experience following completion of the upgrade may allow the rating to be increased to around 1 800A.However, some further strengthening may yet prove necessary. Modelling to define project scope showed that around 50% of the upgrades originally identified were no longer necessary because of either marginal overloads or unlikely combinations of operating conditions.In order to get the new trains into service with minimum delay and at minimum cost, these marginal upgrades are not being implemented. Network Rail and SRA have agreed that when all the MkI replacement EMUs are in service, these locations deemed to be marginal will be monitored for 12 months. Should significant overloading be detected, SRA will fund the necessary strengthening.With Phase 1 work now underway, Mitchell says SRPSU has had to change from a centrally-managed major project to a dispersed ’production line’. He believes ’a lot of people are comfortable with big projects, but that’s not where we need to be now’. Throughout 2004, contractors will be working on between 40 and 50 individual sites at any one time, with activity peaking in the second and third quarters of the year.While the scope was being finalised, procurement had already reached £200m. Four new substations were ordered last year for pilot installations, and this was followed by production orders for all Phase 1 substations, now being delivered. In the inner-London area around 40% of the Phase 1 HV cables have been laid.Up to now the programme has had little impact on passengers, but with around 1600 possessions required to complete Phase 1 alone, minimising service disruption caused by the intensive work programme will be essential. This will be made harder by the fact that the new trains will, initially, be significantly less reliable than the existing stock.Network Rail is confident that the power supply work will be completed this year. Driver training is now emerging as the key constraint, since this takes several months and cannot start until the new trains can run over a route. Current best estimates are that between 300 and 400 MkI vehicles will remain in service beyond the legal deadline, requiring an exemption from the regulations for up to six months.CAPTION: Siemens has installed this new substation to power the Desiro EMU maintenance depot at Northam, with provision to feed the adjacent main line at a later stageTABLE: Associated worksTraction power control systems (SCADA) Transmitton, Westinghouse Rail SystemsImpedance bonds Westinghouse Signals (manufacture and installation), Bombardier Transportation (supply)Cabling Pirelli (HV and pilot cable), APEX Cable (HV, pilot and DC cable)Cable troughing Anderton ConcretePlatform extensions Rail Construction PartnershipDepot modernisation AMEC, Fitzpatrick Construction Partnership, Edmund NuttallTABLE: Framework contractsContract area ContractorInner London SEEBOARD Contracting Services Ltd/ Balfour Beatty Rail Projects Ltd joint ventureKent ABB Ltd/Mowlem Railways consortiumSussex Integrated Utility Services Ltd/ Peterhouse plc (First Projects) JVWessex Siemens Transportation Systems/ AMEC Spie Rail Systems JVCAPTION: Electrostar EMUs are starting to enter service on South Central routes in increasing numbers as power supply upgrades such as the new substation at Hove are completedlast_img read more

Former Reggae Boy Kenardo Forbes makes United Soccer League (USL) move

first_imgFormer Reggae Boy, Kenardo Forbes, has been signed to a one-year contract with the Pittsburgh Riverhounds.Forbes, a former USL All-League midfielder, is making the switch from Rochester Rhinos, who have been targeted by Pittsburgh new head coach Bob Lilley.Lilley was coach of the Rhinos before taking up a post at Pittsburgh.Lilley has ensured Forbes will have company, having brought Jordan Dover, Christiano Francois, Raymond Lee and Dan Lynd from Rochester as well.“Kenardo was the most influential player in Rochester over the past two seasons,” said Lilley.“His ability to dictate the tempo of the game and his leadership qualities were critical to our success. He is a player that is consistently good and always seems to show up in the biggest moments.”Forbes has had 19 assists in three seasons for the Rhinos, leading all midfielders from the USL side, and was made captain last year.The 29-year-old midfielder debuted for the Reggae Boyz in 2010, going on to play three games, but fell off the radar for a spell before joining the Rhinos in 2015.Before his debut for the Reggae Boyz, Forbes was a star in Jamaica’s Manning Cup with Bridgeport High School before going on to play for Naggo Head FC, and then Portmore United. He would end up playing for Waterhouse FC before moving overseas.last_img read more

Kinetic Mesh Wireless Radio Solution for Hazardous Environments

first_imgRajant has introduced a Class I, Division 2 (C1D2) intrinsically safe wireless radio option for industries operating in hazardous environments. The new ME4-2450R-C1D2 creates opportunities for a variety of industries – including petrochemical, manufacturing, utilities, aboveground mining, and oil and gas – to implement Rajant’s Kinetic Mesh wireless network as a single streamlined communications platform, providing mobile connectivity from anywhere on the operations site and enabling automation.To meet stringent hazardous location requirements, the ME4-2450R-C1D2 junction box and cable assembly provide a convenient method for field-terminating power and Ethernet connections.While networking and communications technologies advance at a rapid pace and now incorporate Internet of Things (IoT) devices and autonomous applications, this progress often could not be leveraged in hazardous locations because of the risk associated with operating in areas like offshore drilling rigs, refineries and chemical plants. As a result, companies were forced to use a combination of different technologies or networks for different environments or locations, adding cost and complexity, and reducing efficiency. The new ME4-2450R-C1D2 radio allows companies in all industries and environments to simplify their communications process with a single mobile networking technology that supports Kinetic Mesh wireless backhaul and Wi-Fi access concurrently.The ME4-2450R-C1D2 radio has been certified for use in hazardous locations in the United States and Canada.Rajant will be exhibiting at the Downstream Conference & Exhibition, the leading conference for downstream energy companies, global EPC contractors, technology providers and service companies, running May 31 to June 1, 2018, in Galveston, Texas, at Booth A9, with Mark III Systems. Rajant is also exhibiting at the Global Petroleum Show, running June 12 to 14 in Calgary, Canada, at Booth 2220. For more information, click here.last_img read more

Rape suspect caught

first_imgILOILO City – Charged with rape, a man was arrested in Barangay Poblacion, Batad, Iloilo. The court recommended no bail bond for the suspect’s temporary liberty./PN He was Renel Delos Reyes, 19, of Barangay Bulak, Batad, a police report showed. He was detained in the custodial facility of the Batad municipal police station. Reyes was caught on the strength of an arrest warrant around 12:10 p.m. on Aug. 5, the report added.last_img

Curry leads Warriors rally vs Spurs

first_img[av_one_full first min_height=” vertical_alignment=” space=” custom_margin=” margin=’0px’ padding=’0px’ border=” border_color=” radius=’0px’ background_color=” src=” background_position=’top left’ background_repeat=’no-repeat’ animation=”][av_textblock size=’20’ font_color=’custom’ color=”]Curry leads Warriors rally vs Spurs[/av_textblock] [av_textblock size=” font_color=” color=”]FUNCHAL, Portugal – Cristiano Ronaldo has an airport named after him, but it was his odd-looking statue that attracted attention in Wednesday’s ceremony honoring the Portugal star in his hometown.The player’s bronze bust, which was unveiled to much fanfare by Portugal’s president and prime minister on the island of Madeira, hardly does the handsome footballer justice.It squashes his eyes close together, and the cheeky raised-eyebrow smile more resembles a leer. The face is also unusually chubby, in contrast to Ronaldo’s chiseled looks.Dozens of guests and hundreds of fans were at the unveiling of the bust in Ronaldo’s native Madeira Islands. It was part of an official ceremony to rename the local airport as Aeroporto Cristiano Ronaldo.Ronaldo also attended the ceremony, but did not show any signs of being bothered by the odd look of his newly unveiled bust.The bust’s sculptor, Madeira native Emanuel Santos, said it took him 15 days to create the statue. He said he presented the project to local officials when it was about half done and received the go-ahead to continue with his work.“It’s always a great honor to work on project like that,” Santos told local television channel RTP. “I still haven’t had the chance to personally talk to (Ronaldo), but I’ll try to reach out to him to know his feedback.”Ronaldo’s full-body statue outside his museum in Funchal also does not do a very good depiction of the Real Madrid star, although it better resembles the player. (AP)[/av_textblock][/av_one_full]last_img read more