At times, the best way to truly honor those who have selflessly and tirelessly served is with a simple “thank you.” This past Monday (Feb. 9), the Harvard Foundation thanked civil rights legend Dolores Huerta for her years of service as a labor organizer and activist by presenting her with the 2008 Peter J. Gomes Humanitarian of the Year Award in front of a captivated audience at Quincy House. A co-founder of the United Farm Workers of America (UFW), Huerta is regarded as one of the most powerful and influential labor movement leaders of our time.The annual ceremony, in which the students and faculty of the Harvard Foundation honor a widely recognized philanthropist and/or humanitarian with the award, this year featured a tribute performance by Mariachi Véritas de Harvard, remarks by leaders of cultural groups on campus, and words by Harvard Foundation Director S. Allen Counter.Huerta, a native of California and the daughter of a farmworker and union organizer, has fought for years to protect the labor rights of farmworkers, co-founding UFW in 1962 with late civil rights activist César Chávez. Huerta has not only been imprisoned for fighting for workers’ rights, but at the age of 58 she was also severely beaten for leading a peaceful and lawful protest against the policies of then-presidential candidate George H.W. Bush, who had derided the UFW and its grape boycott.Upon receiving the award, the humble Huerta was gracious; however, she did not hesitate to redirect the event’s focus by forcefully reminding the audience of mostly students of their civil obligation as U.S. citizens.“The idea of America is not a place,” Huerta said. “It’s an idea of freedom; it’s an idea of liberty. It means that each of us [has] to be patrons in our society. … We’ve got to be prepared to fight, which means we’ve got to be prepared to march, demonstrate — and yes, go to jail once in a while. Like Dr. King did. Like César did. Like I did. Like Gandhi did. Like Mandela did. We’ve got to be able to take that other step.“The end of your education has got to be in service to others. … The end of our education should never be just to make money,” she said. “The most important thing is to serve and give back to our communities.”
Black Rock Tidal Power (BRTP), a Schottel Hydro company, has delayed the deployment of Triton tidal platform to next year, while expanding its leadership team in Nova Scotia, Canada.Namely, the Triton floating tidal platform was planned for deployment in fall this year at the BRTP’s berth located at the Fundy Ocean Research Centre for Energy (FORCE), near Parrsboro, Bay of Fundy.However, in today’s press release, announcing the appointment of Nils Hirsch as General Manager, and Sue Molloy as Vice President of Strategy and Policy, BRTP stated that the Triton platform would be deployed next year.“The leadership of Black Rock Tidal Power continues to grow. We have exceptional expertise on the ground in Nova Scotia and anticipate that our overall workforce will double in size by this fall,” Niels Lange, Chair of the BRTP’s Board of Directors, said.The company is one of five companies from around the world awarded a site at FORCE tidal energy testing site. It also secured the developmental tidal feed-in tariff (FIT) and the respective power purchase agreement with Nova Scotia Power.In October 2015, BRTP secured $11.5 million for the development of 2.5 MW Triton tidal platform, which carries a number of Schottel Hydro’s SIT turbines, from the combination of commercial loan and private equity funding.The platform has two spar buoys that provide buoyancy and house both electrical and mechanical equipment for the installation. It is attached to a gravity base with a universal joint, allowing the array to align to the direction of tidal flows.
INTRO: 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 completed
Amphenol RF has introduced a line of fully customizable SMA Panel Mount Receptacles. These connectors offer excellent VSWR performance up to 18 GHz. Various flange sizes are available, including 2 and 4-hole flange configurations. Termination options include post contacts with extended PTFE insulators as well as solder cup, tab and slotted contacts which make the connector suitable for a wide variety of microwave component applications. The stainless steel machined connector bodies are passivated or gold plated. Center contacts are machined from Beryllium Copper and are plated gold. Mechanical or epoxy center contact captivation ensures stability and a solid PCB connection. Standard sizes are available for quick delivery and custom contact and dielectric lengths may be selected with our easy to use part number configurator.SMA Panel Mount Receptacles are ideal for microwave applications such as RF amplifiers, attenuators, couplers, detectors, microwave filters, power dividers and combiners, receivers and transceivers, and solid-state switches. Amphenol RF is a leading manufacturer of coaxial connectors for use in radio frequency, microwave, and data transmission system applications.
Matt Loede As spring training continues in Goodyear, Indians fans should pay close attention to Monday’s affair for the Tribe as they take on the San Diego Padres, as a couple players that could be key to the 2019 roster will be in action.One player who will return to the field is second basemen Jason Kipnis, who has appeared in just one game so far this spring due to a quad injury.Saturday Kipnis told reporters that he was feeling a lot better, and manager Terry Francona confirmed he’s scheduled to play in Monday’s game.“He’s going to go out and sprint today, possibly even run the bases, which could come tomorrow,” Francona said.“Tentatively we have him in there Monday playing.”While Kipnis will be back on the field, a lot of eyes will also be on the newest Indian, former Red Sox slugger Hanely Ramirez, who the team came to terms with on a deal late last Saturday.Ramirez has been working out with the Indians, and he will look to make a comeback as he hasn’t played in a regular season game since May 24th of last year when he was with Boston.The Red Sox released him on June 1st, and he did not sign with another team but played this last offseason in Winter Ball as he looked to impress enough to make a team want to sign him, which the Tribe did. The Indians will give him that shot, hoping he can get back to the form of even two seasons ago when he hit 23 homers with the Red Sox, driving in 62 runs and hitting .242. Matt Loede has been a part of the Cleveland Sports Media for over 21 years, with experience covering Major League Baseball, National Basketball Association, the National Football League and even high school and college events. He has been a part of the Cleveland Indians coverage since the opening of Jacobs/Progressive Field in 1994, and spent two and a half years covering the team for 92.3 The Fan, and covers them daily for Associated Press Radio. You can follow Matt on Twitter HERE. Related TopicsfeaturedHanely RamirezJason KipnisTerry Francona
About Connatix V56892 1/1 The great Chargers linebacker, Junior Seau, was one year ahead of me growing up in San Diego, California. Of course, before he was the great Chargers linebacker, he was a standout at USC, and even before that, a local phenom at Oceanside High School.I was lucky enough to meet him at a football camp in the summer of 1986. It was the “Denny Stoltz Aztec Football Camp” – at the time, Denny Stoltz was the head coach at San Diego State. Junior and I spoke several times, mostly about baseball, actually. We both loved the San Diego Padres, and were both especially Tony Gwynn fans. I remember thinking to myself, that for such a big guy, and such a “super-jock” – he seemed very bright, and certainly was a natural ‘leader’ on the field. Auto (360p) Visit Advertiser website GO TO PAGE Skip 1080p HD 720p HD 360p About Connatix V56892 He was not fake. That emotion that he played with for all those years in the NFL – he played like that back then, too. He PRACTICED like that. He loved football. He loved to win – he loved to dominate. But he mostly loved football. Other than family, there may only be one thing Junior Seau loved more than football.Junior loved his home town. He loved San Diego. He loved the Chargers. He was proud of his roots. He wanted to be the one that put San Diego on the ‘sports’ map. And it didn’t take him long.Junior Seau was the; heartbeat, the captain, the very soul – of EVERY GOOD Chargers team in the 90’s. He led them to several playoff appearances, and an unexpected Super Bowl in 1994.In his prime, he was the; fastest, most destructive, most feared, and most schemed against, defensive player in the game. He was the best middle linebacker EVER, at getting into the opposing backfield – and either pressuring the quarterback, or completely busting up the running play. His timing, awareness, and natural instincts, were all incredible.I try to tell my Minnesota friends how important Junior was to us, in southern California. When I try to explain the impact of his death on the people of San Diego, I have said,”Imagine if Kirby Puckett was from the Twin Cities, when he passed away. Or what if right now, Paul Molitor, or Joe Mauer, took their own life? How bad would that hurt for the true, hardcore Minnesota fan?Well, imagine that times 1,000 – that is what Junior Seau meant to the community that he grew up a part of, and always remained a part of. Like everyone, he made his fair share of mistakes in life. But Junior had a big, loving, and forgiving heart.It is impossible to get into another person’s mind. It is even harder to understand why a person with; wealth, a beautiful family, and millions of fans, would take his own life.When I heard the news I cried for a long, long time. But I’m done crying now, and I’m going to remember Junior Seau for all of his electrifying play on the football field.At football camp, he called me “Pretty Boy” – and I’m sure he didn’t mean it as a compliment! Fourteen years later, I saw him at an event and started to approach him. Before I even got to him, he through his hands up and yelled,”Pretty Boy, is that you?”He remembered me. I can’t tell you what that meant.Junior Seau will always be a legend in southern California – and is an absolute lock to be a first ballot Hall-of-Famer.And when that day comes in a few years in Canton, Ohio – I will be “front and center” with my Chargers #55 jersey on – explaining to my son why Junior Seau was so important.