Power Line Hazards Awareness
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Jational Register of Historic Places Inventory -- Nomination Form
•m No. 10-300 REV. (9/77) UNITED STATES DEPARTMENT OF THE INTERIOR NATIONAL PARK SERVICE JATIONAL REGISTER OF HISTORIC PLACES INVENTORY -- NOMINATION FORM SEE INSTRUCTIONS IN HOW TO COMPLETE NATIONAL REGISTER FORMS ____________TYPE ALL ENTRIES -- COMPLETE APPLICABLE SECTIONS >_____ NAME HISTORIC BROADWAY THEATER AND COMMERCIAL DISTRICT________________________ AND/OR COMMON LOCATION STREET & NUMBER <f' 300-8^9 ^tttff Broadway —NOT FOR PUBLICATION CITY. TOWN CONGRESSIONAL DISTRICT Los Angeles VICINITY OF 25 STATE CODE COUNTY CODE California 06 Los Angeles 037 | CLASSIFICATION CATEGORY OWNERSHIP STATUS PRESENT USE X.DISTRICT —PUBLIC ^.OCCUPIED _ AGRICULTURE —MUSEUM _BUILDING(S) —PRIVATE —UNOCCUPIED .^COMMERCIAL —PARK —STRUCTURE .XBOTH —WORK IN PROGRESS —EDUCATIONAL —PRIVATE RESIDENCE —SITE PUBLIC ACQUISITION ACCESSIBLE ^ENTERTAINMENT _ REUGIOUS —OBJECT _IN PROCESS 2L.YES: RESTRICTED —GOVERNMENT —SCIENTIFIC —BEING CONSIDERED — YES: UNRESTRICTED —INDUSTRIAL —TRANSPORTATION —NO —MILITARY —OTHER: NAME Multiple Ownership (see list) STREET & NUMBER CITY. TOWN STATE VICINITY OF | LOCATION OF LEGAL DESCRIPTION COURTHOUSE. REGISTRY OF DEEDSETC. Los Angeie s County Hall of Records STREET & NUMBER 320 West Temple Street CITY. TOWN STATE Los Angeles California ! REPRESENTATION IN EXISTING SURVEYS TiTLE California Historic Resources Inventory DATE July 1977 —FEDERAL ^JSTATE —COUNTY —LOCAL DEPOSITORY FOR SURVEY RECORDS office of Historic Preservation CITY, TOWN STATE . ,. Los Angeles California DESCRIPTION CONDITION CHECK ONE CHECK ONE —EXCELLENT —DETERIORATED —UNALTERED ^ORIGINAL SITE X.GOOD 0 —RUINS X_ALTERED _MOVED DATE- —FAIR _UNEXPOSED DESCRIBE THE PRESENT AND ORIGINAL (IF KNOWN) PHYSICAL APPEARANCE The Broadway Theater and Commercial District is a six-block complex of predominately commercial and entertainment structures done in a variety of architectural styles. The district extends along both sides of Broadway from Third to Ninth Streets and exhibits a number of structures in varying condition and degree of alteration. -
Safety from Electricity Overhead Power Lines
SAFETY FROM ELECTRICITY OVERHEAD POWER LINES STEVE GARNETT SAFETY MANAGER NORTHERN POWERGRID Call the national telephone number ‘105’ to automatically connect to your Electricity Distribution Network Operator 2 OVERHEAD POWER LINE INCIDENT STATISTICS Contact with overhead power lines is extremely dangerous And it occurs too often Some are very lucky and escape without injuries But when luck has run out, the consequences are frightening… 5 YEAR PERIOD 2012 – 2016 • Over 3000 Haulage and Transport vehicles reported coming into contact with overhead power lines in the UK • 59 people received injuries IN THE LAST 2 YEARS • 8 people were killed • Death is not always instant 3 OVERHEAD POWER LINE EXAMPLES Typical voltages range from 230 Volts up to 400000 Volts Lines can be bare wire, fully insulated or partially insulated 11000 volts 11000 33000 volts volts 230 volts 275000 volts 4 NOT OVERHEAD POWER LINES ? Overhead power lines can sometimes be very difficult to distinguish from telephone lines BT ? 5 EFFECT OF ELECTRIC SHOCK Electric shock is the effect of current flowing through the body It causes muscle contractions, tissue damage and internal burning It can cause cardiac arrest and respiratory failure JUMP Electricity can jump or ‘flashover’ – you don’t need to touch electrical conductors to draw a current Rubber boots will not protect you 6 ENERGY CREATED BY CONTACT WITH ELECTRICITY NETWORKS The energy created by a network contact is equivalent to at least 30,000 single bar electric fires. To put that in context… The Japanese -
Operational and Safety Considerations for Light Rail DC Traction Electrification System Design
LIGHT RAIL ELECTRIFICATION Operational and Safety Considerations for Light Rail DC Traction Electrification System Design KINH D. PHAM Elcon Associates, Inc., Engineers & Consultants RALPH S. THOMAS WALTER E. STINGER, JR. LTK Engineering Services n overview is presented of an integrated approach to operational and safety issues when A designing a DC traction electrification system (TES) for modern light rail and streetcar systems. First, the human body electrical circuit model is developed, and tolerable step and touch potentials derived from IEEE Standard 80 are defined. Touch voltages that are commonly present around the rails, at station platforms, at traction power substations are identified and analyzed. Operational and safety topics discussed include • Applicable codes and standards for electrical safety; • Traction power substation (TPS) grounding; • Detection of ground faults; • DC protective relaying schemes including rail-to-earth voltage sensing and nuisance tripping, and transfer tripping of adjacent substations; • TES system surge protection; • Electromagnetic and induced voltage problems that could cause disturbances in the signaling system; • DC stray currents that can cause corrosion and damage to the negative return system, underground utilities, telecommunication cables, and other metallic structures; and • Emergency shutdown trip stations (ETS). To ensure safety of the project personnel and the public, extensive testing and proper and safe equipment operation, are required. The testing includes factory testing of the DC protection system, first article inspection of critical TES components, inspection and field testing during commissioning. In addition, safety certification must be accomplished before the TES system is energized and put into operation. INTRODUCTION AND OVERVIEW The TES for a typical modern light rail or street car system includes an overhead contact system (OCS), traction power substations and feeder cables, together with associated substation protective devices, and may include supervisory control and data acquisition. -
Status of TTC 2015 06 Final.Pdf
Status of the Transportation U.S. Department of Transportation Technology Center - 2015 Federal Railroad Administration Office of Research, Development, and Technology Washington, DC 20590 DOT/FRA/ORD-16/05 Final Report March 2016 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503. -
Interstate Commerce Commission Washington
INTERSTATE COMMERCE COMMISSION WASHINGTON REPORT NO. 3374 PACIFIC ELECTRIC RAILWAY COMPANY IN BE ACCIDENT AT LOS ANGELES, CALIF., ON OCTOBER 10, 1950 - 2 - Report No. 3374 SUMMARY Date: October 10, 1950 Railroad: Pacific Electric Lo cation: Los Angeles, Calif. Kind of accident: Rear-end collision Trains involved; Freight Passenger Train numbers: Extra 1611 North 2113 Engine numbers: Electric locomo tive 1611 Consists: 2 muitiple-uelt 10 cars, caboose passenger cars Estimated speeds: 10 m. p h, Standing ft Operation: Timetable and operating rules Tracks: Four; tangent; ] percent descending grade northward Weather: Dense fog Time: 6:11 a. m. Casualties: 50 injured Cause: Failure properly to control speed of the following train in accordance with flagman's instructions - 3 - INTERSTATE COMMERCE COMMISSION REPORT NO, 3374 IN THE MATTER OF MAKING ACCIDENT INVESTIGATION REPORTS UNDER THE ACCIDENT REPORTS ACT OF MAY 6, 1910. PACIFIC ELECTRIC RAILWAY COMPANY January 5, 1951 Accident at Los Angeles, Calif., on October 10, 1950, caused by failure properly to control the speed of the following train in accordance with flagman's instructions. 1 REPORT OF THE COMMISSION PATTERSON, Commissioner: On October 10, 1950, there was a rear-end collision between a freight train and a passenger train on the Pacific Electric Railway at Los Angeles, Calif., which resulted in the injury of 48 passengers and 2 employees. This accident was investigated in conjunction with a representative of the Railroad Commission of the State of California. 1 Under authority of section 17 (2) of the Interstate Com merce Act the above-entitled proceeding was referred by the Commission to Commissioner Patterson for consideration and disposition. -
Colchester – Package 1 Share with Pride
Colchester – Package 1 Share with Pride 23-Jul-14/ 1 Colchester Station – Project and Planning History PROJECT SCOPE Colchester Station is a key interchange on the Great Eastern Mainline (LTN1) and is historically difficult to block for engineering access. The route through Colchester carries mixed traffic, with large commuter numbers, the single point of access for Electric Freight to Felixstowe Port and a growing leisure market at weekends. The original scope was to deliver 36 Point Ends in Modern Equivalent Form and circa 4100 Linear Metres of Plain Line. The primary driver for the renewal was poor ballast condition leading to Track Quality issues and the associated performance issues. TRACK ACCESS The renewal work for the S&C and PL at Colchester was originally proposed to be delivered a number of years earlier (some elements as long ago as 2008/9). The original planning workshops with the Route, National Express and the Freight Operating Companies explored different vehicles for delivery: - 2x 8 Day Blockades – to complete all works. -1x 16 Day Blockade – to complete all works. - A series of “conventional” 28 and 52 hour Possessions – totalling 26x 52 hour weekends spread over 2 years. These options were discussed in detail with the TOCs and FOCs. There were a number of caveats concerning a blockade strategy. The FOCs would still have had to pass trains through Colchester due to a lack of capacity on the non electrified diversionary route and the TOCs requested to run a service in from both Country and London through the midweek elements of the blockade due to the physical number of passengers they needed to move. -
Attachment C: Provider Narrative Template
ATTACHMENT C PROVIDER NARRATIVE TEMPLATE CHILD ADVOCACY CENTER SERVICES Agency Name: PROVIDER NARRATIVE (35 points) Maximum of 5 pages, not including attachments, Times New Roman, at least 10 font, 1 inch margins. Description of requested attachments can be found in Attachment B KidTraks Provider User Guide - Appendix B. Respondents should only submit one Provider Narrative regardless of how many CAC locations the Respondent is proposing. The Provider Narrative must address the following topics: GENERAL INFORMATION • Describe your agency’s history and development to date, including the history and development of your agency’s CAC services. This includes important organizational history of the agency, previous agency name if changed, and staffing trends throughout life of the agency. • Describe the current organizational chart of agency leadership, including current Board of Directors, positions held, and qualifications of staff. If your agency does not follow this organizational structure, please provide details specific to your agency structure and procedures. o Requested attachment: Organizational Chart • List any accreditation, community partnerships, or affiliation. o Requested attachment: Supporting documentation of accreditation, partnership, or affiliation AGENCY BUSINESS MODEL/LOGISTICS • What is the legal status of your organization, including when it became a registered business with the State of Indiana? o Requested attachment: Legal Status • Is your agency in good standing with all State and Federal agencies? o Requested attachment: Secretary of State Entity Report • How do you plan or how do you currently structure staff employment within your organization for CAC services? For example: do you offer benefits, are you using subcontractors, how will you ensure that your staff will be paid for work they complete for your agency? • Describe your use of subcontractors for CAC services (if any). -
Universal Template Parameters
Universal Template Parameters Document #: P1985R0 Date: 2020-01-13 Project: Programming Language C++ Evolution Working Group Incubator Reply-to: Mateusz Pusz (Epam Systems) <[email protected]> Gašper Ažman <[email protected]> Contents 1 Introduction 1 2 Motivation 1 3 Proposed Solution 2 4 Implications 2 5 Example Applications 3 5.1 Enabling higher order metafunctions..................................3 5.2 Making dependent static_assert(false) work...........................3 5.3 Checking whether a type is an instantiation of a given template...................3 6 Other Considered Syntaxes 4 6.1 . and ... instead of template auto and template auto ... ...................4 7 Acknowledgements 4 8 References 4 1 Introduction We propose a universal template parameter. This would allow for a generic apply and other higher-order template metafunctions, as well as certain type traits. 2 Motivation Imagine trying to write a metafunction for apply. While apply is very simple, a metafunction like bind or curry runs into the same problems; for demonstration, apply is clearest. It works for pure types: template<template<class...> classF, typename... Args> using apply=F<Args...>; template<typenameX> classG{ using type=X;}; 1 static_assert(std::is_same<apply<G, int>,G<int>>{}); // OK As soon as G tries to take any kind of NTTP (non-type template parameter) or a template-template parameter, apply becomes impossible to write; we need to provide analogous parameter kinds for every possible combination of parameters: template<template<class> classF> usingH=F<int>; apply<H, G> // error, can't pass H as arg1 of apply, and G as arg2 3 Proposed Solution Introduce a way to specify a truly universal template parameter that can bind to anything usable as a template argument. -
DART+ South West Technical Optioneering Report Park West to Heuston Station Area Around Heuston Station and Yard Iarnród Éireann
DART+ South West Technical Optioneering Report Park West to Heuston Station Area around Heuston Station and Yard Iarnród Éireann Contents Chapter Page Glossary of Terms 5 1. Introduction 8 1.1. Purpose of the Report 8 1.2. DART+ Programme Overview 9 1.3. DART+ South West Project 10 1.4. Capacity Increases Associated with DART+ South West 10 1.5. Key infrastructure elements of DART+ South West Project 11 1.6. Route Description 11 2. Existing Situation 14 2.1. Overview 14 2.2. Challenges 14 2.3. Structures 15 2.4. Permanent Way and Tracks 17 2.5. Other Railway Facilities 19 2.6. Ground Conditions 19 2.7. Environment 20 2.8. Utilities 20 3. Requirements 22 3.1. Specific requirements 22 3.2. Systems Infrastructure and Integration 22 3.3. Design Standards 25 4. Constraints 26 4.1. Environment 26 4.2. Permanent Way 27 4.3. Existing Structures 27 4.4. Geotechnical 27 4.5. Existing Utilities 28 5. Options 29 5.1. Options summary 29 5.2. Options Description 29 5.3. OHLE Arrangement 29 5.4. Permanent Way 30 5.5. Geotechnical 31 5.6. Roads 31 5.7. Cable and Containments 31 5.8. Structures 31 5.9. Drainage 31 6. Options Selection Process 32 6.1. Options Selection Process 32 6.2. Stage 1 Preliminary Assessment (Sifting) 32 6.3. Preliminary Assessment (Sifting) 32 6.4. Stage 2: MCA Process – Emerging Preferred Option 33 DP-04-23-ENG-DM-TTA-30361 Page 2 of 40 Appendix A - Sifting process backup 35 Appendix B – Supporting Drawings 36 Tables Table 1-1 Route Breakdown 11 Table 2-1 Existing Retaining Walls 17 Table 5-1 Options Summary 29 Table 6-1 Sifting -
Margonin Wind Farm Non-Technical Summary [EBRD
1 Non-Technical Executive Summary MARGONIN WIND FARM PROJECT, POLAND 2 Introduction EDP Renovaveis, the worlds fourth largest wind power operator is developing a major wind farm in the central part of Poland - Wielkopolskie Voivodship associated with the construction and development of wind farm projects in the Margonin area by EDP Renovaveis. The aim of this non-technical summary is to ensure that a cumulative assessment of the planned wind farm developments in the region can be presented to enable meaningful public and stakeholders engagement process. Attached to this documents are non-technical resumes which are integral part of the Environmental Impact Assessment Reports which are presented separately. In line with the Polish environmental regulations the need of preparation of an Environmental Impact Assessment is required for this project. General project presentation EDP Renovaveis is a leading international wind power developer, with a number of active wind farms located in the USA, Brazil, Spain, France, Belgium and Portugal. Installed capacity of EDP wind energy increased four-fold between 2005 and 2007, and now the company is among the world top three firms in the world in terms of growth in this sector. As a leading wind developer, the company is committed to guide the business activity in accordance with the sustainable development principles of the EDP Group, including among others: • Efficient use of resources, including the development of cleaner and more efficient energy technology and development of energy generation means based on renewable sources; • Environmental protection with minimization of the environmental impact of all business activities and participation in initiatives that contribute to the conservation of the environment; • Support social development. -
Electrification of the Freight Train Network from the Ports of Los Angeles and Long Beach to the Inland Empire
Electrification of the Freight Train Network from the Ports of Los Angeles and Long Beach to the Inland Empire The William and Barbara Leonard UTC CSUSB Prime Award No. 65A0244, Subaward No. GT 70770 Awarding Agency: California Department of Transportation Richard F. Smith, PI Xudong Jia, PhD, Co-PI Jawaharial Mariappan, PhD, Co-PI California State Polytechnic University, Pomona College of Engineering Pomona, CA 91768 May 2008 1 This project was funded in its entirety under contract to the California Department of Transportation. The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation, The William and Barbara Leonard University Transportation Center (UTC), California State University San Bernardino, and California Department of Transportation in the interest of information exchange. The U.S. Government and California Department of Transportation assume no liability for the contents or use thereof. The contents do not necessarily reflect the official views or policies of the State of California or the Department of Transportation. This report does not constitute a standard, specification, or regulation. 2 Abstract The goal of this project was to evaluate the benefits of electrifying the freight railroads connecting the Ports of Los Angeles and Long Beach with the Inland Empire. These benefits include significant reduction in air pollution, and improvements in energy efficiency. The project also developed a scope of work for a much more detailed study, along with identifying potential funding sources for such a study. -
High-Power Energy Scavenging for Portable Devices
Wright State University CORE Scholar Browse all Theses and Dissertations Theses and Dissertations 2010 High-Power Energy Scavenging for Portable Devices Simon J. Tritschler Wright State University Follow this and additional works at: https://corescholar.libraries.wright.edu/etd_all Part of the Engineering Commons Repository Citation Tritschler, Simon J., "High-Power Energy Scavenging for Portable Devices" (2010). Browse all Theses and Dissertations. 997. https://corescholar.libraries.wright.edu/etd_all/997 This Dissertation is brought to you for free and open access by the Theses and Dissertations at CORE Scholar. It has been accepted for inclusion in Browse all Theses and Dissertations by an authorized administrator of CORE Scholar. For more information, please contact [email protected]. HIGH-POWER ENERGY SCAVENGING FOR PORTABLE DEVICES A dissertation submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy By SIMON JOSEF TRITSCHLER B.S.E.E., Wright State University, 2001 M.S.Egr., Wright State University, 2003 2010 Wright State University WRIGHT STATE UNIVERSITY SCHOOL OF GRADUATE STUDIES 27 May 2010 I HEREBY RECOMMEND THAT THE DISSERTATION PREPARED UNDER MY SUPERVISION BY Simon Josef Tritschler ENTITLED High-Power Energy Scavenging for Portable Devices BE ACCEPTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF Doctor of Philosophy. ___________________________________ Marian K. Kazimierczuk, Ph.D. Dissertation Director ___________________________________ Ramana V. Grandhi, Ph.D. Director, Ph.D. in Engineering Program Committee on Final Examination ___________________________________ Jack A. Bantle, Ph.D. Vice President for Research and Graduate Studies ___________________________________ and Interim Dean of Graduate Studies Marian K. Kazimierczuk, Ph.D. ___________________________________ Fred D.