Food on Friday: Premium pumpkin pancakes

first_imgA stack of pumpkiny flapjacks take fall mornings from good to great.By Julia WesthoffWhen did this complete obsession with pumpkin food products begin? Every year it seems to grow. I opened my Trader Joe’s catalog yesterday and I swear they have at least 65,000 new pumpkin foods. And it’s not just Trader Joe’s. I’ve seen pumpkin brownies, pumpkin lattes, pumpkin ravioli, roasted pumpkin seeds and more around town. People go pumpkin crazy this time of year.But I shouldn’t judge, for I’m as guilty as they come. It doesn’t help that I recently discovered pumpkin pancakes that I want to make every. single. morning.Man oh man, are these pancakes good. On these cool fall mornings there is nothing better than flipping up a big batch of these babies, slathering them with butter and maple syrup, and devouring a stack of them while drinking a hot cup of coffee. And if we’re lucky enough to have leftovers they go right into the fridge, only to be reheated and consumed within hours. Yes, these pancakes are the bee’s knees – they deliver all the moist sweetness and spice of pumpkin bars with the added bonus of butter, maple syrup and a little fried pancake crisp. That, plus all the healthiness of pumpkin! My word, it’s exciting.(Quick question: Am I too young to use expressions like “bee’s knees” and “my word”?).And in case you use this recipe and find yourself with an extra half cup of pumpkin puree, you might try what we did and add it to your oatmeal. Spice and sweeten it up, and you’ve got another quick and delicious pumpkin breakfast.Now toodles, kids. I’ve got some shuffleboard to play. (Recipe’s after the jump).Pumpkin PancakesRecipe via allrecipes.comIngredients 1 1/2 cups milk1 cup pumpkin puree1 egg2 tablespoons vegetable oil2 tablespoons vinegar2 cups all-purpose flour3 tablespoons brown sugar2 teaspoons baking powder1 teaspoon baking soda1 teaspoon ground allspice1 teaspoon ground cinnamon1/2 teaspoon ground ginger1/2 teaspoon saltIn a bowl, mix together the milk, pumpkin, egg, oil and vinegar. Combine the flour, brown sugar, baking powder, baking soda, allspice, cinnamon, ginger and salt in a separate bowl. Stir into the pumpkin mixture just enough to combine.Heat a lightly oiled griddle or frying pan over medium high heat. Pour or scoop the batter onto the griddle, using approximately 1/4 cup for each pancake. Brown on both sides and serve hot. Makes 12 pancakeslast_img read more

Flagstaff Tops The Nation In Percentage of Construction Jobs Lost

first_imgFlagstaff lost the highest percentage of construction jobs between July 2009 and July of this year, as 276 of 337 metro areas nationally saw declines, according to the Associated General Contractors of America.Flagstaff lost 700 construction jobs, a 32 percent dip from last year. The Chicago-Joliet-Naperville area lost the most construction jobs — 32,900, or 23 percent.Statewide, Arizona lost 13,900 construction jobs (down 114,000 from 128,000), an 11 percent decrease. It was a decrease of 54 percent from the state’s peak in 2006, according to the AGCA.The Phoenix-Mesa-Glendale area lost 8,600 construction jobs (down 86,600 from 95,200), a 9 percent loss; and Tucson lost 2,300 construction jobs (down 14,200 from 16,500), for a 14 percent dip. Yuma fared the best, experiencing just a 7 percent loss.The employment figures, based on an analysis of federal employment data, demonstrate the widespread decline in demand for construction services that continues to outpace stimulus-funded work, association officials say.“There is no doubt that we have seen an increase in stimulus activity this summer,” says Ken Simonson, the association’s chief economist. “Unfortunately, that increase in stimulus activity is largely being overshadowed by continuing declines in overall demand for construction that are likely to persist well into next year.”Other areas experiencing large declines in construction employment are: Las Vegas (14,800 jobs, 24 percent); Houston (14,700 jobs, 8 percent); Los Angeles-Long Beach-Glendale (10,700 jobs, 9 percent); and Seattle-Bellevue-Everett (10,400 jobs, 14 percent).Simonson says that 31 metro areas actually added construction jobs over the past 12 months, while another 30 areas experienced no change in construction employment.The construction economist said the impacts of the stimulus can be seen in the fact that many of the construction employment declines metro areas are experiencing are less severe than just a month ago. The year-over-year construction employment declines in cities such as Las Vegas, Houston and Seattle are less severe than the figures recorded in June, Simonson adds. However, he says that too few cities were adding construction jobs to have any widespread impact on construction employment.“As much as we would hate to see how much worse the construction employment figures would be without the stimulus, the fact is our industry is continuing to suffer even as some areas of the economy have begun to expand,” says Stephen Sandherr, the association’s chief executive officer. “And with regular, long-term infrastructure bills stalled in Congress, it looks like construction workers will have little opportunity to continue rebuilding our economy.”last_img read more

The Most Underrated Part of Your Resume

first_imgMen’s Health: The “Interests” section on your resume—you know, the one career experts tell you to take off—is making a comeback. Employers can predict how well you will perform at your job according to your interests, says a new study in Perspectives on Psychological Science. Employers link your interests to responsibilities on the job, says Christopher Nye, Ph.D, the study’s lead researcher and a psychological scientist at Bowling Green State University. But it isn’t as simple as writing that you’re interested in accounting when applying to be an accountant.  Employers look for subtle connections that will prove you’ll mesh well with the company—or the “person-environment fit,” Nye says.Still allergic to the “Interests” section? You don’t have to include it. Here’s a better way to make a name for yourself: Create your own personal Web site, suggests Eric Kramer, M.Ed., career consultant and author of Active Interviewing. Read the whole story: Men’s Healthlast_img read more

When times are tough, parents favor daughters over sons

first_imgLinkedIn Share on Facebook Email “These findings in humans align well with the behavior of other animals,” adds Professor Vladas Griskevicius of the Carlson School. “When resources are scarce parents prefer females because they have a larger reproductive payoff. Almost every female child will produce some offspring, but many male children end up having zero offspring.”Another experiment in the paper explored the boundaries of age on resources allocation. As expected, the bias toward females was stronger as the children moved closer to reproductive age.U.S. Spending Patterns Support Study’s FindingsTo bolster the findings in their experiments, the researchers also examined the relationship between U.S. Real GDP and retail spending on apparel for boys and girls between 1984 and 2011. They discovered that when the economy was struggling, the ratio of spending on girls versus boys increased 19.8 percent compared to when the economy was faring well.“As the GDP decreased, relative spending on girls versus boys increased,” said Associate Professor Joseph Redden of the Carlson School.Results Offer Lessons for Parents and Marketers“Spending on Daughters Versus Sons in Economic Recessions” has implications for both parents and businesses. By being aware that they can unwittingly bias their spending toward specific children, parents can more carefully track specific spending to maintain equity.“When we survey parents, it’s very clear they want to treat their children equally,” says Redden. “But if they’re relying on feelings for how they’re allocating resources, it’s very likely this bias is seeping in, especially when times are tougher and they don’t have money to do everything,” added Redden.For companies, recognizing the consumer bias towards girls in difficult economic times could allow them to better optimize manufacturing, sales, and marketing efforts. Share on Twittercenter_img In tough economic times, parents financially favor daughters over sons, according to researchers at the Carlson School of Management and Rutgers Business School. Their study, forthcoming in the Journal of Consumer Research, found participants preferred to enroll a daughter rather than a son in beneficial programs, preferred to give a U.S. Treasury bond to a daughter rather than a son, and bequeathed a greater share of their assets to female offspring in their will when they perceived economic conditions to be poor.“Almost all parents say that they don’t favor one of their children over another, but economic recessions subconsciously lead parents to prefer girls over boys,” said Rutgers professor of marketing Kristina Durante, lead author of the study.In one experiment, 629 participants read a news article that described the economy as either improving, getting worse, or neutral. They then were asked to make a will dividing their assets between an imaginary son and daughter as well as assign one to a beneficial program. Those led to believe tough economic times were ahead, allocated nearly 60 percent of their available resources to the girl compared to a nearly 50/50 split between the two children when economic conditions were viewed as either neutral or prosperous. Pinterest Sharelast_img read more

Neuroscientist maps brain cell activity that occurs during the delay between sensation and action

first_imgEmail The researchers used large-scale calcium imaging to measure the responses of individual neurons in multiple areas of the brain while mice performed a delayed response task. First, they trained mice to respond to visual stimuli — drifting bars — by either licking or withholding licking, depending on whether the bars moved vertically or horizontally. While the mice performed the task, the investigators recorded neural activity from multiple brain regions thought to be involved — including visual, parietal and frontal motor cortices.Using a powerful laser-scanning microscope, the team was able to detect the signals from calcium indicators expressed in the neurons well below the brain’s surface. Neurons normally have very low concentrations of intracellular calcium, but when they become active, calcium levels rise, increasing the fluorescence of the indicator and enabling measurement of neuron activity. In this way, the scientists were able to see which neurons were active while the mice performed the delayed response task.“As expected, we found many neurons that responded only during the visual stimulus or the licking action, but we also found a lot of neurons that responded during other parts of the task,” said Goard, an assistant professor in UCSB’s Department of Psychological & Brain Sciences and Department of Molecular, Cellular and Developmental Biology. “In the frontal motor cortex, we found quite a few neurons that were active during the delay period between the visual stimulus and motor response. This led us to several new interpretations of the role that different brain regions were playing during performance of the task.”Based on the neural activity in the different brain areas, Goard and his team then used optogenetics — a method of manipulating the nerve cells with light — to inactivate neurons in a temporally precise manner to identify those that function during different parts of the task. This allowed them to figure out which areas were necessary for performing the task. For example, the team determined that the visual and parietal areas are involved in perceiving the stimulus and transforming that into a motor plan, but only the frontal motor cortex is necessary for maintaining the motor plan over the delay period.“Using this general approach, we hope to map the essential regions for different types of cognitive tasks,” Goard explained. “We are particularly interested in how mice maintain specific types of memories across distributed brain regions.” Share Share on Facebook Share on Twittercenter_img LinkedIn A UC Santa Barbara researcher studying how the brain uses perception of the environment to guide action has a new understanding of the neural circuits responsible for transforming sensation into movement.“Mapping perception to a future action seems simple,” UCSB neuroscientist Michael Goard. “We do it all the time when we see a traffic light and use that information to guide our later motor action. However, how these associations are mapped across time in the brain is not well understood.”In a new paper, published in the journal eLife, Goard and colleagues at the Massachusetts Institute of Technology make progress in mapping brain activity in mice during simple but fundamental cognitive tasks. Although a mouse’s brain is much smaller than a human’s, remarkable structural similarities exist. The mouse brain is composed of about 75 million nerve cells or neurons, which are wired together in complex networks that underlie sophisticated behaviors. Pinterestlast_img read more

September ‘this year’s weakest month for property’

first_imgTo access this article REGISTER NOWWould you like print copies, app and digital replica access too? SUBSCRIBE for as little as £5 per week. Would you like to read more?Register for free to finish this article.Sign up now for the following benefits:Four FREE articles of your choice per monthBreaking news, comment and analysis from industry experts as it happensChoose from our portfolio of email newsletterslast_img

Society adds voice to India rape trial concerns

first_imgThe Law Society has called on the Indian authorities to protect the lawyers who will represent five men charged with the rape and murder of a 23-year-old medical student in Delhi in December. Local lawyers have refused to represent the suspects. The five appeared in court yesterday to be charged with the offences. (A sixth defendant, who claims to be a juvenile, is being dealt with separately.) It is reported that one lawyer did offer to represent the men, but that the court will have to appoint lawyers. A Law Society spokesman said: ‘It is a basic principle of the rule of the law that everyone accused of a crime, no matter how unpleasant, is entitled to representation. Strong feelings surround this case, but the onus is on the Indian authorities to ensure that lawyers representing these defendants are properly protected and are able to ensure that the defendants receive a fair trial.’ The Bar Council and the Bar Human Rights Committee have voiced concern that two local bodies, the Saket Bar Association and the Delhi Bar Association, have resolved not to represent the defendants. In a joint statement they said: ‘The presumption of innocence and the right to a fair trial are fundamental human rights, and cornerstones of democracy. Effective legal representation is a central component of a fair trial. ‘We believe firmly that no one should be deprived of the right to legal representation due to the nature of what they are alleged to have committed. Indeed, those accused of the most pernicious crimes have the greatest need for effective and fearless representation.’ They added: ‘We are confident that the Indian bar, and their respective associations, share our respect for, and commitment to, the rule of law and we call upon them to reflect those values by representing those accused without fear or favour, and we hope that they will be supported in so doing.’ The Guardian reported that SK Singh, a supreme court advocate representing the victim’s family, said as he left court after the hearing yesterday: ‘Natural justice will have to be followed in this case. The Indian constitution guarantees equality before the law. They [the accused] have to be properly defended. Otherwise how can it be a fair trial?’last_img read more

Cobbetts bosses to pay £265,000 after investigation into firm’s collapse

first_imgFormer partners of the collapsed firm Cobbetts have agreed to pay fines and a six-figure costs bill – five years after the business was sold as part of a pre-pack administration.Nicholas Carr, Stephen Benson, Paul Brown, Mark Gibson, Jeremy Green and Richard Webb were each prosecuted by the Solicitors Regulation Authority for their actions in the lead-up to the 2013 collapse of the national practice.In an outcome agreed with the SRA, each admitted a breach of SRA Principle 8, failing to run their business or to carry out their roles in the business effectively and in accordance with proper governance and sound financial and risk management principles.Carr and Brown admitted failing to comply with obligations to deal with the SRA in an open, timely and co-operative manner. All but Green admitted failing to behave in a way that maintains public trust in the profession, having failed to ensure the partner responsible for renewing indemnity insurance was kept adequately informed.All bar Brown admitted failing to supervise a staff member who was supposed to give former partner Andrew Wright information that was relevant to his deferment of monies due to him. CobbettsSource: Manchester Evening News SyndicationThe Solicitors Disciplinary Tribunal heard that the firm was particularly harmed by the 2008 recession due to the fall in the number of property and corporate transactions. Before the downturn, the firm had signed expensive rent agreements but then saw turnover fall 21% in 2009 and profits tumble 45%.Talks with national firm DWF about a possible merger stalled, and by April 2012 the firm was experiencing serious problems with cashflow, leading to discussions with the SRA about the firm’s finances and debts. Deferral agreements were negotiated with creditors including HM Revenue & Customs and most landlords. Wright agreed a deferment on the basis he was entitled to request regular financial information.Despite members voting to inject cash to satisfy lenders, forecasts showed a £2.9m shortfall for the year and administrators were appointed in early 2013, with DWF buying the business in a pre-pack arrangement. According to a statement of affairs published in March 2013, Cobbetts had a notional deficiency of £90m, although subsequent reports indicated that actual liabilites were significantly less.The six former partners said, and the SRA accepted, that none of the admitted breaches was deliberate or reckless, nor did they evidence manifest incompetence, and no allegations were made of dishonesty or lack of integrity.Financial pressures brought a myriad of issues and challenges, they said, and placed enormous demands on them at a great personal toll. Five years on, they continue to be affected by the stresses of the period.Expressing ‘immense personal regret’, they argued they acted sensibly and rationally and in the best interests of stakeholders.Carr, managing partner from May 2012, was fined £17,500, while former chairman Benson and long-time board members Brown and Webb were each fined £15,000. Gibson and Green, who joined the board after the financial crash, were each fined £12,500.Each must pay SRA costs of £35,000, except Gibson who will pay £15,000 costs.last_img read more

CPR is ready to extend 100% Effective Friction Management

first_imgMichael RoneyGeneral Manager, Technical Services Canadian Pacific RailwayTrials with electronic gauge face lubrication and top-of-rail friction management were delivering good results until deep seated shelling appeared on the gauge corner. This has now been successfully resolved by modifying grinders to work at a 60º angleTHERE ARE few ways to move heavy loads more efficiently than steel wheels on steel rail, but Canadian Pacific Railway is not yet satisfied with the way its long, heavy trains roll through curves.CPR is North America’s sixth largest railway, operating 22 370 route-km in Canada and the USA, and its heavy haul trains carry up to 13 250 metric tonnes powered by up to three 4 400 hp AC traction diesel-electric locomotives. Bulk haul axleloads are predominantly 33 tonnes.Historically, each of these locomotives has worn away 600 to 700 g of wheel and rail steel for each kilometre travelled through various wearing and plastic flow processes. This not only consumes the wheel and rail but wastes fuel in the process. So for the past five years CPR has been progressively rolling out an initiative to gain control of friction levels in main line track, termed 100% Effective Friction Management.EFM has involved replacing all previous wayside rail gauge face lubricators in 3 250 km of main line track with electronic lubricators and high performance lubricants. More recently, it has added top-of-rail (ToR) friction modifiers supplied by wayside lubricators. The goal has been to control gauge face friction to a µ of 0·25 or less, while maintaining friction on the top of the rail between 0·30 and 0·40. On the gauge face, less is best as far as friction is concerned. A wheel flange riding against the gauge face is a high sliding contact that calls for protection between the metal-to-metal contacts and low friction to reduce the tendency for wheels to climb. In contrast, a wheel tread on the top of the rail needs some friction for braking and traction. On the other hand, if rail top friction is excessive, sliding or creep at the contact patch can generate high lateral forces in curving.Consistent gauge face lubrication CPR selected Portec’s Protector IV® electronic lubricator and 1 400 mm long wiper bars with 48 ports on each rail. The long bars were found to reduce fling-off of the petroleum-based lubricant and extend the ‘carry’ of the lubricant to the rail gauge face as the grease is deposited over the full circumference of the wheel. The ability to carry the lubricant up to 4 km was deemed to be crucial in positioning the lubricators to protect all curves in a 3 to 7 km zone. This also required lubricants with a graphite EP additive and microgel thickener.The National Research Council of Canada’s Centre for Surface Transportation Technology (CSTT) developed a spacing formula that takes into consideration traffic levels, cumulative curvature and grades to determine the optimum positioning of lubricators for each zone to achieve the target friction levels. Most of the older lubricators have been decommissioned to allow local maintenance crews, which include a dedicated lubricator maintainer in some high curvature territories, to concentrate on servicing and maintenance of the new lubricators. The lubricators are powered by solar panels, or by wind generators in steep-sided valleys with little sunlight1,2.Deep seated shelling developsThe new lubrication regime introduced in 2001 has now been in service long enough to see some results. Early on, it became apparent that gauge face wear rates were changing. In test locations in British Columbia1 the improved wayside gauge face lubrication reduced gauge face wear by 87% on all sharp curves. This was originally estimated to have a net worth of some US$34m over four years, as side wear had been the predominant reason for replacing rail in curves. Recent rail life comparisons on the Northern Ontario main line have shown that subdivisions with effective lubrication already have on average a 38% longer rail life than track segments which are lubricated but are not yet fully up to the new standard. But in some locations on the Thompson, Shuswap and Windermere subdivisions in mountainous British Columbia the control of rail gauge face wear had become so effective that a new mechanism called deep seated shelling (DSS, Fig 1a) occurred on the gauge corner. Gauge faces typically wear fairly rapidly under the sliding action of the wheel flange, but in these locations natural gauge face wear had been reduced to exceptionally low levels. When the rail gauging point did not wear it was acting as a sharp contact point with the wheel flange. High contact stresses resulted. The gauge corner was seen to collapse progressively under shear, and break out as large rail shells.Usually this would relieve the sub-surface shear, but a number of the DSS cracks would turn in the transverse plane, where they would be detected by the rail flaw detector cars. Of concern was the possibility that transverse cracks would go undetected and break in service. This did in fact happen (Fig 1b), but to a very limited extent. Initial attempts to grind out these DSS shells were ineffective. Rail grinders available at the time could only grind down the gauge face to 45º from the top-of-rail plane. This made the contact band, which was just at the gauge side edge of the last grinding facet, even narrower. Furthermore, excessive grinding that attempted to remove as much of the shelly cracks as possible also ground down the corner where the wheel throat usually contacts the high rail. This severe ‘two point contact’ (Fig 2) reduced the effective conicity that should be steering the wheelset around the curve, and thus increased lateral loads in curves so ground.Metallurgical analysis of several rail samples confirmed that deep shells were initiating at 5 to 7 mm depth below the 60º transverse plane of the high rail gauge corner, and were not associated with any non-metallic inclusions in the rail steel. This led to some unplanned curve rail replacements, which put the economic benefits of the gauge face lubrication investment in question.Adapting rail grinders to 60ºThe lubricators were turned off or down as an interim measure to restore natural wearing of the rail gauge face into conformal contact with the wheel flange. However, small gauge corner rail shells developed as soon as the lubricators were turned back on, so CSTT was retained to develop a solution to restore the rail life gains that had been made with effective rail lubrication.Wayside instrumentation confirmed that two point wheel-rail contact did indeed increase lateral loads. Inspection of the DSS rail surface defects confirmed that metal needed to be removed from well lubricated rail beyond the existing 45º. CSTT designed a new grinding template called the CPRH2-60 which would call for an additional 0·5 mm of metal removal in the lower gauge corner area between 30º and 60º. This new ground rail target shape was accepted as an effective measure to control contact stresses and spread the pummelling of the rail over a broader contact zone.With help from the rail grinding contractor, a machine was modified to include four motors on each side capable of grinding to over 60º (Fig 3). This involved modifying the grinding carriage to move the stones both inwards and upwards to avoid hitting in-track obstructions such as crossings, switches, dragging equipment detectors and sensors. Grinding patterns were then developed jointly to grind rail optimally to the new patterns for both mild and severe curvatures while retaining a good surface finish.It was too costly to perform multiple-pass grinding to take all rails to the new target profile immediately, and in any case this would risk grinding faster than work hardening could compensate with compressive residual stresses that retard the initiation and growth of fatigue cracks.CSTT therefore proposed a strategy that would take rails to the target profile and control DSS defects over a period of a year, or three grinding cycles. All mild curves less than 582 m radius were ground at the same intervals as had previously been established for the sharp curves: between 14 and 23 million gross tonnes between grinds. This was achieved, and curve rails are now at close to target profiles, with at least 0·5 mm metal removal from the 60º zone and no distinct contact bands at the gauging point. The deep shelling problem stabilised, and is now in decline with this new grinding treatment despite the restoration of very low rates of gauge face wear. Table I shows the lives for rails recently removed from service. Managing ToR frictionIn 2004 CPR began testing top-of-rail friction management3 using wayside application of friction modifiers to complement the improved gauge face lubrication practice. This recognised the fact that strict targets for a ToR friction between 0·30 and 0·40 could not be met by relying on contamination of the wheel tread with conventional petroleum greases applied by gauge face lubricators. In controlled tests on our high-curvature Thompson Subdivision, CPR, CSTT, Kelsan and Portec worked out the lubricator spacing and setting parameters for an EFM strategy that added ToR friction modifiers to the previously optimised gauge face lubrication practice.The optimisation process used strain gauges to measure ratios of lateral to vertical forces (L/V ratios) and lateral rail displacement transducers to establish the optimum ToR lubrication regime. Tests developed a spacing around 3·2 km on average, with tighter spacing in clusters of curves tighter than 290 m radius.Results to date show an average reduction in lateral forces between 22% and 42%, dependent upon the distance between the instrumented curve and the ToR friction modifier applicator. This lateral force reduction has been important in avoiding overstressing of cut spikes and screw spikes in curves, which shortens sleeper life due to re-gauging.New but proven technology has recently become available to dispense the ToR product using four 610 mm field-side mounted bars (Fig 4). In future these will be replaced with four 1 400 mm bars for better wheel and rail coverage. The bars are fed by existing Portec Protector IV electronic equipment as used in the application of gauge face lubrication. These systems employ a non-contact (meaning low-maintenance) rail-mounted sensor, which detects the passing of wheels and causes the motor to dispense the friction modifier. Control box settings can be adjusted to relate the volume of product dispensed to the number of wheels travelling through the site. On CPR gauge face lubrication and the new ToR equipment has been proven to be easily maintained. Dedicated maintainersCPR has successfully used a dedicated lubricator maintainer to manage the lubricators over the 406 km between Kamloops and Vancouver. This has greatly improved the reliability and efficiency of the gauge face lubrication strategy.The maintainer is supported by one section person who spends three days every three weeks filling the gauge face units and the ToR units. He uses a hi-rail maintenance trolley fitted with bulk distribution systems for each product. The ToR product is supplied in 1 100 litre totes. CPR uses a Keltrack® summer freight grease down to -6ºC, but this is changed to a compatible winter formulation in the autumn in anticipation of temperatures down to -15ºC. The summer and winter products can be mixed, allowing for an easy changeover.On average, EFM has significantly reduced high rail vertical wear by 50% and low rail vertical wear by 57%. Gauge face wear has been virtually eliminated where ToR friction modification is being used in conjunction with very effective gauge face lubrication. The rail surface condition has been clean and surface defect free in the test area even after 36 million gross tonnes between grinding cycles. With the reduced settings for gauge face lubrication, such as 0·25 sec every 16 wheelsets, it is possible to carry out ultrasonic inspection of rail without turning off the lubricators. Results are not conclusive on the benefit of ToR friction modifiers in reducing DSS defect initiation over and above the benefits of high angle grinding, but intuitively the reduction in lateral curving forces should be a benefit. There have not been any reports of traction or braking issues in the Thompson Subdivision since the start of the test, which is consistent with other reports4,5. To estimate fuel savings from ToR friction modification, we used a methodology that was developed on the former British Columbia Railway6. This established a correlation between percentage curve density and specific fuel savings when ToR friction modifier was used. This estimated that fuel savings generated through TOR implementation in the 80 km test zone correspond to between 1% and 3% of the total fuel consumed in the subdivision. It can be expected that ToR application throughout the subdivision would result in further savings. The way forwardWith the benefits of combined gauge face lubrication and ToR friction management now proven, CPR is planning to extend EFM to an additional 140 km of the adjacent high-curvature Shuswap subdivision. The business case shows a 1·8 year payback on the investment in ToR lubricators on track costs alone. Additional fuel savings are estimated at 3% to 5% of all fuel consumed on this main line, which carries 85 to 90 million gross tonnes a year through the Canadian Rockies. Proper implementation of EFM systems can reap substantial benefits in high curvature territories. This involves optimising the spacing of lubricators and ToR friction units to maintain a coefficient of friction of less than 0·25 on the rail gauge face and measured reductions in lateral forces averaging 30%. The use of a dedicated maintainer was found to provide the best maintenance solution to sustain the benefits. ToR friction modifiers supplementing conventional but optimised gauge face lubrication processes reduce the ‘stress state’ of the system, and can substitute for more expensive capital upgrades that would be required to support CPR’s increasing tonnage levels.Fig 1. The DSS defect on the left (a) originated 5 mm below the gauge corner, but the one on the right (b) has turned into a transverse crack and broken the rail under trafficFig 3. Grinding carriages had to be modified to move 250 mm grinding stones up and inwards to grind to 60º without contacting obstructionsFig 4. ToR equip-ment bar, showing liquid ToR product being dispensed from the field side of the railFig 2. Post-grind high rail with CPR-H high rail template showing severe relief in the mid-gauge area caused by 45º grinders trying unsuccessfully to address deep gauge shells CPR prêt à étendre le 100% Effective Friction ManagementDes essais de graissage électronique des arêtes internes des champignons de rails et de gestion du frottement à la surface du rail, que le Canadian Pacific Railway a entamé en 2004, ont donné de bons résultats jusqu’à ce que des copeaux de métal résultant d’éclats profonds apparaissent sur les arêtes après qu’un meûlage allant jusqu’à 45° sur l’horizontale ait créé un contact roue/rail en deux points. Ce problème a été résolu avec succès en modifiant les meûles afin qu’elles travaillent à un angle de 60° CPR sort maintenant le 100% EFM dans l’espoir d’accroître la durée de vie des roues et des rails et de réaliser des économies de carburantCPR bereit zur Ausweitung von 100% ReibungskontrolleVersuche mit elektronischer Spurschmierung und Reibungskontrolle auf dem Schienenkopf, welche Canadian Pacific Railway im Jahr 2004 startete, zeigten gute Resultate, bis tiefliegende Abschieferungen an der Spurkante auftraten, nachdem ein Schleifen mit bis zu 45° aus der Horizontale einen Zweipunkt-Kontakt zwischen Rad und Schiene zur Folge hatten. Das Problem konnte durch die Erhöhung des Schleifwinkels auf 60° behoben werden, und 100% Reibungskontrolle wird bei der CPR eingeführt. Dabei wird erwartet, dass eine Verlängerung der Lebensdauer von Rad und Schiene sowie Kraftstoffeinsparungen erreicht werden könnenCPR listo a ampliar su sistema de control de fricción 100% efectivoLas pruebas de lubricación electrónica del borde interior del carril y de sistemas de control de la fricción en el superficie de rodadura que comenzaron en 2004 en el Canadian Pacific Railway estaban dando buenos resultados hasta la aparición de defectos después de que amolar hasta 45° a la horizontal produjo dos puntos de contracto entre la rueda y el carril. Este problema ha sido resuelto con éxito al modificarse las amoladoras para que funcionen en un ángulo de 60°, y ahora CPR sigue implementando su sistema de control de fricción 100% efectivo con la esperanza de aumentar la duración de las ruedas y de los carriles además de conseguir ahorros de combustiblelast_img read more

Kip Moore The Roundhouse London live review

first_imgNo US Country artist looks after their UK fans the way that Kip Moore does. The man is like a machine, spending most of his life on the road and always finding reasons to come back to the UK. His love affair with his UK fans has been well documented and by now, surely we should be making him an honorary UK citizen? He first played as part of C2C: Country to Country 2015 and since then he’s been here every year. This year we’re getting spoiled as he was here with his Room to Spare Acoustic Tour in May and just over three months later he’s back for a string of headline shows and to headline The Long Road.There was a point during the show last night where Moore told the audience that he was worried the UK would get sick of him when he was first offered a run of shows just months after his last visit. Given that he’s upscaled from Cadogan Hall to The Roundhouse, the latter being almost double the capacity of the former, it looks like he has nothing to worry about. The venue was packed last night and given it was a Monday evening at the beginning of a long week of Country shows leading up to The Long Road, that made it all the more impressive.Opening with Crazy One More Time and accompanied by a full band for this run, Moore whizzed through his first sets of songs at a relentless pace. There was barely time to notice one song had finished before the next one started up. The anthemic Wild Ones gave way to the rocking Plead the Fifth, which then moved into Just Another Girl. The audience loved it and it was a perfect showcase of the showmanship that Moore has on stage. He’s captivating, charismatic and magnetic. You can’t take your eyes off him and his vocals are always on point – last night was no exception.In a near 2-hour set, Moore crammed in an impressive 24 songs and he still found time to talk to the audience. Love You to the Moon, which featured on Room to Spare and was co-written by Charlie Worsham, finally got an outing during the show last night after fans begged for it during the acoustic tour back in May. Beer Money had a huge reaction and was the first crowd sing (scream?!?) along of the evening. The powerful Last Shot saw Moore leading the audience in another sing-song and he showcased the grit and passion of his vocals in parts with no backing from the band.Elsewhere in the set the cheeky Backseat went down well and Complicated, a song from the Wild Ones record, was given a makeover for its full band outing. The Bull, one of the highlights from latest album Slowheart, was a raucous few minutes of Country-rock, and Somethin’ ‘Bout a Truck got the audience dancing away. New song She’s Mine was played just before the encore and it actually sounded stronger live, to my ears at least.Moore returned to the stage for a three-song encore of Bittersweet Company, Magic and Guitar Man. He brought the house down by the final notes of the final song and he succeeded over the course of the night to turn The Roundhouse into a big party.It was nice to see Moore backed by a full band, especially so closely after his acoustic tour, and it solidified in my mind that Moore is without a doubt the best live performer on the Country circuit right now. He never gives anything less than 100% and he always wants the fans to get value for money. Add to that his remarkable stage presence, soaring vocals, and endless energy, and you have to wonder when C2C are going to give in and finally let him headline. I doubt it’ll happen for 2020 but I wouldn’t be surprised if he’s headlining the 2021 festival, and after all the hard work he’s put in on this side of the pond, he more than deserves the opportunity.<span data-mce-type=”bookmark” style=”display: inline-block; width: 0px; overflow: hidden; line-height: 0;” class=”mce_SELRES_start”></span>Set list: 1. Crazy One More Time 2. Wild Ones 3. Plead the Fifth 4. Just Another Girl 5. Love You to the Moon 6. Midnight Slow Dance 7. Up All Night 8. Beer Money 9. Drive Me Crazy 10. Reckless 11. I’m to Blame 12. Come and Get It 13. Last Shot 14. Backseat 15. Complicated 16. The Bull 17. Running For You 18. That Was Us 19. Somethin’ ‘Bout a Truck 20. More Girls Like You 21. She’s Mine 22. Bittersweet Company 23. Magic 24. Guitar Man Performance date: 2nd September 2019last_img read more