By BONNIE J. GORDONLos Alamos Daily Postbjgordon@ladailypost.comLos Alamos Boy Scout James Cassel completed his Eagle Scout Project today, which is Flag Day 2019.Cassel organized a retirement ceremony for more than 100 American flags. The ceremony took place at 10 a.m. at Los Alamos Fire Station #2 on DP Road.Cassel collected the flags from local residents, with help from the Los Alamos Veterans of Foreign Wars who sponsored his Eagle Project. His liaison at the VFW was Ed McDaris. Cassel even had two gigantic flags from car dealerships to retire.Retired flags that have become worn and frayed must be disposed of in a prescribed manner, most commonly by burning. Any remaining fragments and the metal grommets must be buried, Cassel said.Cassel was inspired to do this project by his father Justin Cassel, a retired firefighter. He worked with Los Alamos Fire Department Battalion Chief James Thwaits to design a method for burning the flags in a safe manner, he said.Cassel told the audience about some of the history of flag protocol and proper disposal. He read a poem honoring the flags for their service. The first flag was then placed in a barrel above a gas fire and a huge pile of approximately 100 flags also was set on fire in a metal crib above a large gas flame.Cassel, who was born and raised in Los Alamos, has been involved with scouting since he was a 6-year-old Cub Scout. He is a member of Troop 122. His Scoutmaster, Greg Noeninckx, congratulated Cassel on successfully completing his project this morning at the close of the ceremony.Cassel will begin his senior year at Los Alamos High School in the fall.James Cassel, right, and his team burn a large flag cut into strips as part of the flag retirement ceremony this morning at Fire Station #2 on DP Road. Photo by Bonnie J. Gordon/ladailypost.com More than 100 flags are set on fire today during the Flag Retirement Ceremony. Photo by Bonnie J. Gordon/ladailypost.com A firefighter helps the scouts hoist a large flag onto the flames. Photo by Bonnie J. Gordon/ladailypost.com Los Alamos Boy Scout James Cassel and his team fold a flag in preparation for its disposal during a special Flag Retirement Ceremony at 10 a.m. today at Fire Station #2 on DP Road. Photo by Bonnie J. Gordon/ladailypost.com Scout James Cassel, center, reads a poem honoring the flags to be retired as members of his team look on. Photo by Bonnie J. Gordon/ladailypost.com James Cassel, center, and his team watch as a member of the Los Alamos Fire Department distributes the remains of flags evenly so they will be completely consumed by the flames. Photo by Bonnie J. Gordon/ladailypost.com
Most lanes on Trinity Drive, from 20th Street to Oppenheimer Drive, have reopened after being temporarily closed while a broken gas line is repaired. The eastbound lane on the south side remains closed but is expected to reopen around 7:30 p.m. Photo by Kirsten Laskey/ladailypost.comBy KIRSTEN LASKEYLos Alamos Daily Postkirsten@ladailypost.comAfter temporarily closing a section of Trinity Drive, from 20th Street to Oppenheimer Drive, due to gas line break around 2 p.m. today, Trinity Drive is now reopened to traffic; just the eastbound lane on the south side of the street remains closed.The section of the Trinity Drive was closed when a New Mexico Department of Transportation contractor inadvertently struck a 4-inch gas line while excavating a sink hole near Ashley Pond.Department of Public Utilities Public Relations Manager Julie Williams-Hill informed the Los Alamos Daily Post at 3:30 p.m. that the road was reopened.“So people can still travel east and west,” she said, however, “eastbound traffic will be somewhat restricted.”Williams-Hill said the department’s gas crew is working to repair the line. Los Alamos fire and police personnel also responded to the incident. She added the closure is expected to last approximately five hours and Trinity Drive should fully reopen at about 7:30 p.m. today.There is no disruption in service, she said. County workers, including the fire department, are working to repair a broken gas line on Trinity Drive. Photo by Kirsten Laskey/ladailypost.com
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Garlic may have an added covid benefitRegarding Jack Underwood’s May 16 letter (“Try garlic, hydrogen peroxide for health”). I don’t know about his suggestion to use garlic as a potion. But if you wear garlic in a sack around your neck, it might help with social distancing.Peg LapoDelansonTrump very fearful of accountabilityThere are two things any servant of Trump cannot do: Disagree with him and tell the truth. He especially cannot abide allowing the public to know what he’s doing (or has already done), as evidenced by his replacing five inspectors general in six weeks, even during the pandemic.Michael Atkinson of the Intelligence Committee made the mistake of handling the whistleblower’s complaint that led to Trump’s impeachment over Ukraine.Mitch Behm, a 17-year official in the Department of Transportation and member of the Pandemic Responsibility Accountability Committee (PRAC), kept too close an eye on that $2.4 trillion.Glen Fine, deputy inspector general in the Department of Defense, headed the PRAC. He took his responsibility too seriously. So much for accountability.Christi Grimm, a Health and Human Services official since 2004, made the mistake of detailing actual supply shortages in hospitals during the pandemic.Steve Linick, inspector general in the State Department since 2013, was the most recent oversight official to be purged, an act some in Congress have called “unlawful retaliation.”Trump obviously doesn’t want any watchdogs. Only lap dogs.Richard W. Lewis, Jr.GlenvilleDuanesburg class showed generosityRegarding the article by Jim Schiltz in the May 9 Gazette (“Senior class donates $4,000 to food bank.”): Those 57 students (our Eagles) voted to donate $4,000 of their senior funds to the Regional Food Bank. This is money they have been saving since sixth grade toward their prom and senior trip to Ocean City, N.J., which had to be canceled due to the COVID-19 pandemic.I applaud this senior Class of 2020, their advisers, Kevin diTondo and Rebecca Press and Andrew Drescher, senior class treasurer, and Paul Munson, student council vice president.We can be very proud of our young adults in Duanesburg and wish them all the best in their future endeavors. Congratulations to the Class of 2020 and many blessings.C.M. DeweyDuanesburgMore from The Daily Gazette:EDITORIAL: Make a game plan for voting. Do it now.Foss: Schenectady homeless assistance program Street Soldiers dealing with surge in needEDITORIAL: Take a role in police reformsHIGH NOTES: PPEs, fighting hunger, backpacks and supplies for kidsEDITORIAL: Urgent: Today is the last day to complete the census Everyone was waiting to see the tribute to Ellis Hospital on May 12, the last stop on their way back to Glenville, their home base. People were everywhere with cameras, kids and adults alike.Everyone with such anticipation and then, nothing. Everyone was listening for the roar of the plane and feeling so happy that those at Ellis and Sunnyview were being acknowledged and thanked in a grand way.But they only got the view of the plane “in a distance” apparently returning to the base. It was very disappointing for all those healthcare workers.By the way, in Colorado they had the Blue Angels and the Thunderbirds fly over the hospitals, and we can’t get one plane to fly over the base’s hospital, but they can fly to Antarctica.Linda CorteseNiskayunaKrackeler will be innovative on boardPlease join me in voting for Tony Krackeler for Saratoga Springs Board of Education. As a parent of two children in the SSCSD, I cannot imagine a better candidate to support the best interests of our students, teachers and families.I consider myself blessed to have known Tony for the past 10 years and have found him to be a caring, compassionate, highly intelligent man willing to listen to all sides of an issue.More importantly, Tony is tireless in his involvement with his family, the schools, youth sports and the community. His ability to successfully balance all of this with owning and operating a local business leaves no doubt in my mind he has the right skill set, experience and aptitude for this position.These are challenging times, and the district needs an innovative leader like Tony. I know he will serve the BOE with the same passion and creativity he exhibits in all of his endeavors.Eric NemerSaratoga SpringsPlenty of ideas to make lives betterThe Chinese symbols for crisis include danger and opportunity. Today, war, poisoning the Earth, poverty, profit over people, health insurance and COVID-19 are dangerous, but we have opportunities. Imagine if we:1. Try the UN proposal for a global cease-fire, saving money, pollution and lives (both soldiers and civilians). Our employees in Congress and the White House should try it.2. Enact a simple Medicare for All (including president and Congress), saving billions of dollars and tens of thousands of lives nationally, or Gov. Cuomo and New York Senate leader could support the New York Health Act, saving billions of dollars and thousands of New York lives (which is supported by a majority of New Yorkers and state legislators, only lacking “leadership”).3. Enact a Green New Deal, putting people back to work at good, living wage jobs cleaning up our act and the Earth.4. Re-enact the FTT (financial transaction tax), a 0.1% sales tax on Wall Street corporate gambling (quite a bit less than the 7 or 8% sales tax on toilet paper we the people pay) that would cover court ordered fair school aid and New York’s huge budget deficit. Let’s make our state, country and world even greater than before.Pete LookerGlenvilleCasino host deal would have helpedMoody’s Investors Service recently announced that the casino industry earnings will plunge 60-70% through March 2021.With coronavirus safety measures in place, casinos will reopen at 50% capacity. Entry will be restricted to patrons living within 120 miles to help prevent the spread of the virus between the state’s regions. Earnings will plunge and local governments will collect lesser amounts of sales and other taxes.Schenectady cannot buck that trend with the mediocre regional casino Mayor Gary McCarthy and Ray Gillen gave us. After reopening, the Rivers casino will drain money only from locals because there will be fewer tourists from other regions.If Schenectady instead had a first-rate supermarket, an essential business would be hiring new workers and paying bonuses, bringing in more sales and property taxes now, instead of sending people to the unemployment line.In reality, Schenectady is now a casino town and Mayor McCarthy is trying to force more people to Mohawk Harbor with the state’s DRI dollars.If the mayor had only demanded a host community agreement guaranteeing Schenectady a fixed yearly income, instead of a percentage of the casino revenue, he would not be cutting 30 police officers and firefighters’ jobs and risking public safety in the process.Mohamed HafezSchenectady Categories: Letters to the Editor, OpinionDisappointed that flyover skipped us
As we’ve delved deeper into the International Regulations for Preventing Collisions at Sea (COLOREGs) as they pertain to lights and shapes, I have laid the groundwork for the next set of rules, considerably more “intense” in application. Why? Because they have to do primarily with commerce over the open seas where the lifeblood of the U.S. and the world economies still flow.Despite our high-tech economy and the reliance on the airline industry for transport, the Organization for Economic Cooperation and Development reports that 90 percent of the world’s goods are still transported by sea. This being the case, we better understand what we are signaling to each other with our lights and shapes . . .What We Are Going Ro Focus OnIn this column and the ones ahead, we will focus on the primary commercial applications of the rules:Rule 26: Fishing Vessels (and I don’t mean you and your 26’ Grady)Rule 27: Vessels Not Under Command — NUCs — and Those Restricted In Their Ability to Maneuver (RAMs)Rule 28: Vessels Constrained by their Draft (and I don’t mean by buoy 26!)Rule 29: Pilots — Who brings the leviathans into a crowded harbor?Rule 30: Anchored and AgroundRule 31: SeaplanesWhat Does Rule 26 Say?A lot — and a fishing vessel as it pertains to Rule 26 are vessels trawling or fishing by means of dragging through the water nets, dredges, lines, or “other apparatus used as a fishing appliance.” They don’t mean us, drifting with the wind and a Penn reel in our hand.The lights on a commercial fishing vessel are just the same as any vessel as described in Rule 21. If she is underway, she shall exhibit side lights of red and green, a white masthead light, and white stern light. If at anchor, she shall exhibit lights associated with that condition (no running or side lights!) In addition to all those responsibilities, she is charged with one of two important additions: “Green over white, we be shrimping tonight” or “red over white, we be fishing tonight.” What does that mean?We Be Shrimping TonightIf the commercial vessel is pulling a dredge or nets astern, she will exhibit the green and white light configuration. Don’t get in behind her as she may be pulling lines for miles. If she is greater than 50 meters, her mast light must be above the green light so she’ll show “white over green over white.” As with all commercial fishing vessels, she must exhibit the “shape consisting of two cones with their apexes together in a vertical line one above the other.”We Be Fishing TonightIf the commercial vessel has fishing gear extended abeam, she will exhibit the red and white light configuration. Also, if the gear is extending more than 150 meters horizontally from the vessel, she shall show a white light and “cone apex upwards” in the direction of the gear. Like the “shrimper,” if she is greater than 50 meters, her mast light must be above the red light so she’ll show “white over red over white.” As with all commercial fishing vessels, she must exhibit the “shape consisting of two cones with their apexes together in a vertical line one above the other.”Lots of lights, complex shapes = stay away, Bunky!If interested in being part of U.S. Coast Guard Forces, email the author at JoinUSCGAux@aol.com. Share
The Honorable Gail Shea, Minister of Fisheries and Oceans and Regional Minister for Prince Edward Island, announced yesterday that the Government of Canada is investing in seven small craft harbors located in Nova Scotia, New Brunswick and Prince Edward Island. These projects are valued at more than $1.2 million and involve maintenance, repair, construction and dredging in order to ensure that these harbors in the Maritimes continue to operate safely and securely.The investment supports the following Maritimes region harbor projects:– Sambro Harbor, Nova Scotia – installation of new floating wharves;– Cape St. Mary Harbor, Nova Scotia – initial stages of construction of a breakwater and a barrier to prevent infilling;– Meteghan Harbor, Nova Scotia – installation of an electrical system on the floating wharves;– Inverness Harbor, Nova Scotia – replacement of floating wharves;– Glace Bay Harbor, Nova Scotia – installation of a concrete retaining wall, associated gangway and hardware, and two floating wharves;– Stuart Town Harbor, New Brunswick – installation of new floating wharves;– Seacow Pond Harbor, Prince Edward Island – channel dredging.Funding for these projects is part of the Government of Canada’s investment of approximately $106 million in repair, construction, maintenance and dredging projects at small craft harbors across Canada.[mappress mapid=”19962″]
Magadien Wentzel, 56, has a burning love for Manenberg. If Magadien Wentzel, 56, a once feared high-ranking 28s prison gang leader, could do his life over, he would be a successful advocate, committed husband and doting father.Before landing up in prison, Mr Wentzel was a student at the University of the Western Cape (UWC), working towards his law degree.He was involved in the student uprising of the time and was imprisoned.He so despised the apartheid government that while in prison for his involvement in a noble fight, he ended up stabbing white prison warders, adding more years to his sentence, which eventually led to him climbing the 28s gang ranks.He spent 25 years behind bars and was also the main subject of Johnny Steinberg’s book about prison gangs, called The Number. In the book, Mr Wentzel describes vividly how he ate a human heart.But all that came to an end when his son nearly lost his life during the 1999 tornado that hit Manenberg. The shock of the near-tragedy forced Mr Wentzel to change his life and after his release from prison in 2003, he made a decision to dedicate his life to helping the youth make positive life choices.Speaking about his youth, Mr Wentzel said he had been an avid soccer player, who met his first love while playing in a Sunday league.He not only ended up falling in love with the girl, but also with her community – Manenberg.His heritage, however, goes back to District Six.“After District Six, my family and I moved to Heideveld – which is why this community still remains close to my heart. From there, we moved to Hanover Park.“My love for Manenberg started out as a fluke. I played soccer for a Hanover Park club, and if I continued, I could have probably made the national team – who knows? However, a friend of mine asked me to play in their Manenberg team, but they only played Sunday League games, which is more of a league for leisure. “The first time on that field, I saw a nice girl, and I wanted to come back to Manenberg. I ended up quitting the more serious league and joined the Sunday league.”When he was released from jail, Mr Wentzel vowed to live for his children and contribute to bringing about positive changes in Manenberg.In 2004, he started a youth group called the Tornado Stallions Youth Development.“I didn’t want to do to the youth what many non-government organisations do – get involved and then disappear. I journeyed with them. We went on camps, and I helped some of them to register at a technikon. “Many of them were involved with drugs and gangs, and 90 percent of them never went back to that life. They are now responsible dads and good husbands. I remember the intense discussions we used to have at workshops, when I was running the Fatherhood Project.”Asked if he’d consider pursuing a tertiary education again, Mr Wentzel said he had other passions now – his greatest being the best grandfather he can be.“I’m sure I am one of the most envied grandfathers. I spoil my grandchildren to bits, but I must add that I do not go overboard with the spoiling. I see where their needs are and address that – whether it includes their schooling or anything else they need. “I have four children and seven grandchildren. My youngest grandchild is a few months old and the oldest is 14.“I’ve become a more mature father, neighbour, and community member – generally a more caring person,” Mr Wentzel said.And his opinion of Manenberg?“Manenberg is a place filled with beautiful people, and I will always cherish the people there. “This community gave birth to many successful business people, and one of our most profound criminologists, Irvin Kinnes, is a product of Manenberg. I love this place. People here are full of love, and they don’t deserve to be terrorised by gangsters. It’s the minority that feel they own the streets.”Mr Wentzel works for Khulisa Social Solutions, where he supervises an organic garden in Cape Town. He and his team already supply a Cape Town restaurant with spinach and rocket.
INTRO: The original Docklands Light Railway cost £77m, but Richard Hope found that total investment is approaching £1bn as a third extension nears completion – and there is more to comeBYLINE: Ian BrownChief ExecutiveDocklands Light Railway LtdBYLINE: Bill ShepherdProject ManagerLewisham ExtensionLRG ContractorsCHRISTMAS WAS DUE to see a major software upgrade on the Docklands Light Railway that will allow more trains to operate on London’s 22 km automated network. A weekend closure on November 21-22 demonstrated to HM Railway Inspectorate that the second generation software functioned satisfactorily, and DLR Ltd Chief Executive Ian Brown promises that ’it will unlock a lot more capacity which is badly needed’.DLR has had a chequered and often troublesome history. Its purpose was to improve access to huge areas of derelict land surrounding London’s docks, which were seen as ripe for redevelopment when containerisation and bigger ships triggered a migration down-river to Tilbury by the Port of London Authority.Bids were invited in 1984 for a 12·1 km fully automated mini-metro to be built and equipped at a fixed price of £77m. This rock-bottom price was made possible – but only just – by routing much of the line on or beside closed and active railways. Light rail standards were adopted for grades and curves, if not for train control. While the 6% ruling gradient is still valid, the time wasted in negotiating 40m radius curves through junctions at 20 km/h has since been regretted. The minimum radius was increased to 100 m for the latest extension and this will remain the aim for future developments.Demand explodesNo sooner was DLR under construction than the massive office development at Canary Wharf took off. Long before it opened on August 31 1987, a major capacity upgrade and a 1·6 km extension in tunnel costing £276m to Bank in the financial heart of the City of London was on the drawing board. The tunnelling contract was actually awarded on July 17 1987.The bankruptcy of Olympia & York – the developer of Canary Wharf – coupled with an economic downturn which hit white collar jobs in the financial sector particularly hard, had actually brought some much needed relief to the hard-pressed DLR by the time the Bank extension opened in 1991. Even so, 34000 passengers a day were being carried by a railway that was specified for a peak loading of 1500 passengers/h in one direction, equating to 22000 passengers per weekday.Meanwhile, a major upgrade was in progress. More rolling stock meant lengthening station platforms, and because the original train control system was clearly not up to the job, Alcatel was contracted to replace it completely with Seltrac, as used on Vancouver’s Skytrain. For several years, DLR was closed after 21.00 and all weekend to enable this work to continue; it included a total rebuild of Canary Wharf and West India Quay stations.As planned, the original DLR consisted of an east – west line from Tower Gateway to Beckton interchanging at Poplar with a north – south line from Stratford to Island Gardens, but the 8·4 km Beckton leg was deferred. By the time Beckton finally opened on March 28 1994 at a cost of £280m, the property market had collapsed and the north side of the Royal docks which it was built to serve was still a wasteland.As Brown puts it, ’there was a rather pregnant pause without anything happening’. Not helping was the fact that the Beckton line was equipped with Seltrac well before it was deemed reliable enough to retrofit the original network, so a Beckton – Bank journey meant changing twice.FranchisingWhile Beckton languished, weekday demand had jumped to 50000 passengers by 1995, and then ramped steeply to over 100000 by last autumn with the rate of increase tending, if anything, to get steeper. Passenger numbers have increased from 8·3 million in 1993-94 to a forecast 26 million for 1998-99.Meanwhile, operation of the DLR was franchised for 7 years to Docklands Railway Management Ltd, a consortium of Serco and DLR managers. Commencing on April 6 1997, this was the last rail franchise to be let before the change of government on May 1, the franchising of British Rail’s passenger services having been completed in March.Brown explains that there are now three organisations responsible for DLR. His company, Docklands Light Railway Ltd with a staff of 20, manages the DRML franchise as well as the concession awarded to City Greenwich Lewisham Rail Link plc for building and maintaining the Lewisham extension (opposite).Since the winding up of the London Docklands Development Corp last April, responsibility for DLR has reverted to the Department of the Environment, Transport & the Regions. Oddly, Brown reports to the minister responsible for regional regeneration, Richard Caborn, rather than the transport minister, John Reid. Despite this, Brown points out that ’there have been a series of initiatives to integrate DLR with other public transport, notably bus services.’Out of a total grant of £17m in 1997-98 paid to DLR, DRML will receive an operating subsidy of less than £4m in 1998-99, compared with revenues of some £20m. The rest is to fund upgrades and development.Ownership of all the assets remains with DLR Ltd in the public sector. DRML must operate and maintain trains, stations and infrastructure to a tight specification, meeting performance targets which get higher each year.Brown says ’the franchisee has delivered on all the targets except for the availability of lifts and escalators during three accounting periods, so the formula has worked against a background of fantastically growing business.’ He identifies the reasons as ’a working population that is growing like mad and improved service reliability.’In preparation for the Lewisham extension, which will be worked by the existing fleet of 70 six-axle articulated cars that mostly run in pairs, this fleet is being re-engineered with new traction motors, tachogenerators for the ATO, and dampers. The other weakness is the moving block train control system which Brown characterises as ’very susceptible to overload in terms of the number of trains on the network.’ The software upgrade costing £12m which was due to be commissioned over Christmas ’should crack this problem and give us a lot more capacity – which we badly need.’Alas, there have been too many disappointments in this area to be certain of success until it has been proved in revenue service.JLE uncertaintyGiven that the software works, DLR faces one major problem above all others during the course of this year: the on-going delays in completing the Jubilee line extension. This high capacity Underground line was due to open in March 1998, but is now expected to open in stages during 1999. JLE was expected to take 40% of DLR’s traffic when it opened throughout. As soon as the Lewisham extension opens, some 5000 commuters are expected to transfer immediately to DLR with steady growth thereafter as travel patterns adjust.While JLE completion is still expected ahead of the Lewisham opening, the gap has narrowed alarmingly. Brown and DRML are therefore ’bringing forward contingency plans to put more trains on the railway’. In addition, some seats will be removed from 20 of the 70 cars. From April, one of them will be included in every train leaving Bank in the peak hours, lifting capacity on this critical section by 10%.Brown is also looking to buy another 12 to 18 cars similar to those already in service – thus side-stepping safety case issues which plague the introduction of new electrically powered trains in Britain.The intention when Lewisham opens is to have 15 departures per hour running alternately to Bank and Stratford, plus 5/h from Beckton to Tower Gateway. Lewisham will be stepped up to 20/h as traffic builds, and another 5/h will be added between Bank and City Airport when that line is completed around 2002-03.CAPTION: A row of BN-built B90 and B92 trainsets waits for the rush hour at Beckton depotCAPTION: The rapid increase in DLR ridership was sparked by the office development at Canary WharfCAPTION: The Lewisham extension follows Deptford Creek to squeeze through congested suburbsTABLE: DLR traffic million journeys1987-88 3·31988-89 6·61989-90 8·51990-91 8·01991-92 7·91992-93 6·91993-94 8·31994-95 11·51995-96 14·51996-97 16·71997-98 21·41998-99 26·0** estimatedInternational linksDOCKLANDS Light Railway has two further extensions at the planning stage, both of interest to international travellers.In June 1998, the Deputy Prime Minister, John Prescott, whose brief includes DLR, approved in principle a 1·5 km branch from Prince Regent to London City Airport, the smallest of five which serve London.Howard Smith, Planning & Development Director of DLR Ltd, says the double-track elevated route – which will include a lifting or swing bridge for vessels passing through the docks – has been provisionally costed at £35m. ’Consultants W S Atkins are doing a post-feasibility study of engineering options, but we don’t want to design it down to the last nut and bolt.’This is because the government would like the project to be funded and built under a concession in the same way as the Lewisham extension. ’We are going through the procurement process this year, which will include an intensive market testing stage’, says Smith. ’The intention is to bring a partner on board at the earliest possible stage.’Consultation with local businesses and residents will start soon with a view to applying for a Transport & Works order as early as August. Smith believes ’we have a design with very low impact that brings real benefits to local residents’, and hopes it might be possible to avoid a public inquiry. If so, ’we could start building in 2000 and opening in 2002 is a possibility – but a public inquiry would add 18 months to that timescale.’The airport station will be designed for through running in case a decision is taken to extend the branch, possibly under the Thames to Woolwich and Thamesmead, a large post-war residential development with poor public transport links.The other extension, currently at the engineering feasibility stage, would be from Stratford station to the proposed Stratford International station on the Channel Tunnel Rail Link, which is about 500m away.Smith says there are actually three traffic objectives, the third being proposed office and residential development ’which could well be more important to us than either of the two stations.’ Hence there could be one, two or even three DLR stations serving the area. DLR could also replace the proposed travolator link between the main line and CTRL stations ’which would be very expensive.’The problem is that DLR must cross over or under the multi-track Great Eastern main line, and its path is strewn with obstacles. ’Although CTRL does not open until 2007, we have been asked to go back to government with our ideas by April.’Under the Thames to LewishamIN CONTRAST to the delays and cost over-runs which have dogged London Underground’s Jubilee Line extension to Canary Wharf and Stratford, construction of DLR’s 4·2 km southern extension to Lewisham has gone smoothly.Boring of the 1080m long twin tunnels under the River Thames from Island Gardens to Railtrack’s Greenwich station was finished in April 1998 – four months ahead of schedule – and civil works were substantially complete by the autumn of 1998. Project Manager Bill Shepherd expects test trains to start running in March. The extension is now expected to open for revenue service ahead of the January 2000 contract date, in time for the Millenium celebrations.Work commenced in October 1996 after a 24 1/2 year concession tendered under the Private Finance Initiative was signed by City Greenwich Lewisham Rail Link plc. CGL Rail members – John Mowlem & Co, Hyder, London Electricity and Mitsui & Co Ltd – are committed to financing and building the £200m project, apart from certain grants, and then maintaining it during the life of the concession.LRG Contractors in charge of construction is a joint venture of John Mowlem and Mitsui-Nishimatsu, the latter responsible for boring the tunnels. Electrical work is subcontracted to London Electricity Contracting Ltd, and train control to Alcatel Canada Inc which installed the Seltrac automatic train operation system on the rest of DLR.Under the riverThe new line diverges from the present Island Gardens branch north of Mudchute and drops into a relocated station in cutting. It then runs in cut-and-cover under Millwall Park to a new underground station at Island Gardens. The viaducts at Mudchute and Island Gardens built as part of the original DLR are to be demolished, although the Grade II listed Great Eastern Railway brick viaduct across Millwall Park will remain.The new Island Gardens station box includes the chamber from which Nishimatsu’s tunnel boring machine was launched for the first drive in May 1997. It will house ventilation plant installed primarily to control smoke in the event of a tunnel fire; matching fans are being installed south of the river crossing at Cutty Sark station.A single TBM was used to drive each running tunnel in turn, starting twice from Millwall Park. Because it had to bore through water-bearing sand and gravel under the tidal river, a full-face pressurised slurry TBM was supplied by Markham of Chesterfield. Excavated spoil was mixed with the slurry and piped to the surface, where the slurry was separated for re-use.Finished diameter within the six reinforced concrete segments forming each 1·2m wide ring is 5·2m, larger than DLR’s tunnel to Bank because of a requirement by the Health & Safety Executive to provide a more generous evacuation walkway, and also low-level access from the opposite side for effecting repairs or jacking a derailed train. One cross-passage halfway between Cutty Sark and Island Gardens links the evacuation walkways in adjacent tunnels.At Cutty Sark station, named after the famous sailing ship on display here, the rails are 19 m below ground barely 100m from the river. Diaphragm walls 28 m deep were excavated using bentonite slurry to support the soft ground. On its first passage the TBM then cut through both end walls, using its cutter teeth to remove concrete which had been left unreinforced over the affected area, creating a 5·2m diameter lined tunnel through the incomplete box.The box was then excavated using the top-down method. Once the running tunnel had been exposed, the rings were unbolted from inside and removed. By the time the TBM arrived on its second pass, the box had been fully excavated and the bottom slab cast so the 180 tonne machine could be jacked through.The bored tunnel runs into cut-and-cover beneath the ’Up’ platform at Railtrack’s Greenwich station, avoiding the listed station building; once the terminus of the London & Greenwich Railway, it was dismantled and relocated when that line was extended.The line rises until the tracks are at the same level as the London – Dartford line, where the DLR platforms are located to give convenient interchange with Connex South Eastern trains. The line then climbs on to a 786m concrete viaduct of 20 spans which winds above the tidal Deptford Creek. Over the water the post-tensioned concrete deck was cast in-situ in sections by the balanced cantilever method because of the limited access from below.On the viaduct the minimum curve radius of 100m was needed to ’wiggle’ the alignment between the buildings of Lewisham College to reach Deptford Bridge station which spans the A2 trunk road. The line then descends to ground level following the Ravensbourne river, which has been diverted in places. The contract includes the landscaping of parkland through which the river now runs in a natural bed rather than the previous ugly concrete-lined channel.After one more stop, the line terminates in the Vee formed by two more Connex South Eastern commuter routes (above). Jacking was used to slide three concrete boxes under both pairs of tracks and platforms, to form a running tunnel and two passenger interchange subways. Connex will move its booking office into the new station complex, which will also offer good interchange with over 30 bus routes that serve this focal point.Noise preventionTracklaying is almost complete above ground, and is currently in progress through the tunnels. The 80A flat-bottom rail is secured by Pandrol clips to presstressed concrete sleepers on ballasted sections. Where the track is on structures or in tunnel, baseplates rest on resilient pads up to 30mm thick bolted to a cast in-situ concrete slab. Where the bored tunnels pass under the town of Greenwich, these slabs float on steel springs to reduce ground-borne noise and vibrations (left).To avoid difficulties which have been experienced in replacing rubber pads under floating slabs, these springs are housed in steel cylinders cast in the track slab. A cover plate flush with the top surface of the slab is then secured in place. Removal of this plate allows the springs to be inspected easily, and they can readily be replaced using special tools without disturbing the slab.The safety specification requires check rails or other measures to constrain derailed vehicles wherever the line is in tunnel, on an elevated structure or on retained earth structures. Check rails on independent baseplates will be laid throughout the tunnels, but above ground derailment constraint is provided by a heavily reinforced upstand, or curb, along the outside of each track slab. n
SWEDEN: An alliance to provide locomotive and rolling stock maintenance services in Europe was announced by GE Transportation and EuroMaint Rail on August 24. As well as serving existing fleets, the alliance will provide a regional service network to support future orders for PowerHaul locomotives in Europe. ‘Combining our locomotive and service technology expertise with EuroMaint Rail’s rolling stock experience enables us to offer our customers the first pan -European service offering for all rolling stock types’, said Jim Hilderhoff, General Manager of GE Transportation’s Global Service business. Owned by private equity company Ratos, Swedish firm EuroMaint Rail is an independent provider of maintenance services for rolling stock, including on-track plant. ‘We bring our rolling stock maintenance network, component servicing expertise, spare parts logistics and experience in developing reliable maintenance solutions into a collaboration which I believe will show European customers the value of increased rolling stock availability, while strengthening both companies’, said CEO Mats Önner.
The competition is open to all UK residents over the age of 18.Winners will be selected at random.By entering into the competition all entrants agree to be bound by the terms and conditions.Entertainment Focus does not allow collective or proxy entries.Entertainment Focus reserves the right to change or withdraw this competition without notice.Entertainment Focus will not pass your details to any third parties and they will be used solely for communication regarding this competition.Winners will be notified via email or social media and prizes must be claimed within 5 working days.Winners will be selected at random.In the unlikely event the prize style has discontinued a similar model to the same value will be provided.There is no cash or other alternative to the prize stated and the prize is not transferable. No part or parts of the prize may be substituted for other benefits, items or additions.Entertainment Focus’ decision is final – no correspondence will be entered into. Credit: Eureka EntertainmentEureka Entertainment to release The Fate of Lee Khan, the action-packed wuxia classic from master craftsman King Hu, as part of The Masters of Cinema Series in a definitive Dual Format (Blu-ray & DVD) edition on 21st October 2019. Available on DVD and Blu-ray for the first time in the UK, and presented from a new 2K restoration. The first print-run of 2000 copies will feature a Limited Edition O-card Slipcase.The final film in King Hu’s “Inn Trilogy”, and the follow-up to his highly-acclaimed A Touch of Zen, The Fate of Lee Khan once again shows the master filmmaker’s impeccable talent in creating drama out of a single setting. An espionage thriller with a unique wuxia twist and shades of Kurosawa’s Seven Samurai, the film chronicles a tense showdown between warriors on opposing sides of a civil war in a rural inn.When Lee Khan (Tien Feng; A Better Tomorrow, Fist of Fury) a dangerous and cunning Mongol official, and his equally deadly sister Lee Wan-erh (Hsu Feng; A Touch of Zen), arrive at the Spring Inn to obtain a battle map that reveals the location of the Chinese rebel army, a group of resistance fighters, including an all-female group of ex-convicts plan to recapture the map, whatever the cost.As much a pre-cursor to the ‘hangout’ movie as it is an action packed wuxia adventure, The Fate of Lee Khan features action choreography by Sammo Hung (Eastern Condors) and also stars the incredible Angela “Lady Whirlwind” Mao, The Masters of Cinema Series is proud to present King Hu’s The Fate of Lee Khan on Blu-ray and DVD for the first time in the UK, from a new 2K restoration.The Fate of Lee Khan, the final film in King Hu’s classic wuxia Inn Trilogy, is out Monday 21st October on Dual Format and can be purchased at https://amzn.to/2z5hCTj.To celebrate the release we’ve got 3 copies to give away. Enter below for a chance to win… The competition closes at 23.59 (GMT) on Thursday 24th October 2019.Terms & Conditions