NewsMore flights from ShannonBy Bernie English – September 6, 2016 1071 BUDGET airline, Ryanair will have more flights from Shannon next year but fewer passengers.The airline is adding two weekly flights to Lanzarote from Shannon next summer.Sign up for the weekly Limerick Post newsletter Sign Up Having announced additional services from Shannon and Cork for summer 2017, airline bosses said they are taking 3 per cent of their seats from Dublin after the DAA withdrew growth incentives.The number of passengers Ryanair plans to carry from Shannon next year is 700,000 passengers on 14 routes. This is a decrease from the 2016 target of 800,[email protected] Statement in response to Ryanair’s decision to close Cork and Shannon bases for winter season Print Facebook TAGSfeaturedflightsRyanairShannon Oireachtas Committee to hold series of meetings in response to aviation crisis RELATED ARTICLESMORE FROM AUTHOR Email Shannon Chamber Expresses Disappointment at Ryanair’s Decision to Close Shannon Base for Winter Linkedin WhatsApp Walk in Covid testing available in Limerick from Saturday 10th April Twitter “Shannon Airport is a vital component of our tourism infrastructure” Advertisement No vaccines in Limerick yet Previous articleGAA – Mayoral reception for Limerick Minor HurlersNext articleCould Limerick have the best take-away? Bernie Englishhttp://www.limerickpost.ieBernie English has been working as a journalist in national and local media for more than thirty years. She worked as a staff journalist with the Irish Press and Evening Press before moving to Clare. She has worked as a freelance for all of the national newspaper titles and a staff journalist in Limerick, helping to launch the Limerick edition of The Evening Echo. Bernie was involved in the launch of The Clare People where she was responsible for business and industry news.
Job losses do not always bring stress, strain or ruinOn 26 Jun 2001 in Personnel Today Previous Article Next Article Redundancy does not automatically lead to stress, strained relationships orfinancial ruin, according to research assessing the impact of job losses in 18countries. The report, by global career consultancy Drake Beam Morin, based on a surveyof 3,000 executives, reveals that two in five respondents feel redundancyactually strengthened their relationships with their partner. In the UK, only five per cent of respondents say their partners had problemsdealing with the situation, despite the fact that before losing their jobs 95per cent were the principal breadwinners. In Singapore and Germany, the figures were slightly higher, with 19 and 15per cent respectively of those surveyed saying their partners had troubleaccepting that they had been made redundant. Overall, 82 per cent of respondents’ partners were supportive during theircareer transition. Less than one-third of executives were concerned or very concerned abouttheir finances after they were made redundant and before they found a new job. Concern over money was most acute in Latin America, where partners were lesslikely to be in employment. More than 60 per cent of respondents in Colombiaexpressed concern about finances and nearly 40 per cent of executives fromNorway and New Zealand were also worried. In the UK, 19 per cent of respondents were worried about money, but theFrench were the most unconcerned on 12 per cent. Nine out of 10 participants reported that they had benefited from support infinding a new job. Tony Gould, managing director of DBM in the UK, said, “It’s encouragingto confirm that job loss is not nearly as traumatic for families as it has beenin the past. “Over the past few decades, we have seen a rise in the stockmarket aswell as an increase in house prices, which has given people greater equity thanever before. “This confidence is also helped by the fact that responsible humanresource professionals in the UK are wisely supporting departing employees withcareer transition services.” www.dbm.comBy Ben Willmott Comments are closed. Related posts:No related photos.
INTRO: Richard Hope reports on a project to validate the non-vital automatic train protection overlay developed by GE Harris, using radio data links and GPS location. Now in the second of four phases, it is on course for completion by DecemberAFTER A DECADE of circling inconclusively around the Advanced Train Control System project before deciding that it could not be commercially justified, simpler and cheaper ways of preventing collisions and enforcing speed limits are being sought by North America railway operators.One such is Harmon’s Incremental Train Control System, which is being trialled by Amtrak on a section of route which it owns west of Kalamazoo, Michigan. This was described in RG 8.96 p496.The principal rival to ITSC is Positive Train Separation. PTS is currently being tested on 1 360route-km in the western states of Washington and Oregon owned by Burlington Northern Santa Fe and Union Pacific, including sections over which UP operates trains on BNSF tracks (map, below). Amtrak also operates on these tracks. The BNSF-UP partnership selected the Pacific Northwest as the pilot area to improve safety, establish interoperability and prove that PTS will function with all train control systems currently used by both companies. This area includes joint trackage between Portland and Tacoma where UP freight trains operate over BNSF tracks and under BNSFdispatching control, requiring both companies to be interoperable.The territory also includes all train control systems used by both railways throughout their respective networks, enabling system-wide implementation without significant modifications to system design. It includes Kelso, Washington, the site in November 1993 of a destructive head-on collision between a BNand a UP train in which five crew members died.Following a decision by two of the five major US railways to co-operate in the testing of automatic train protection, GE Harris was contracted as systems integrator for the Proof of Concept of PTS. This is currently in progress and due for completion in the first half of 1998.Non-vital overlayPTS does not replace or interfere with the existing method of controlling trains. While most routes covered by the BNSF-UP Proof of Concept tests are equipped with conventional CTC, they also include 190 km under track warrant control of which 105 km also has automatic block signals, and another 100 km of double track with block signals.Track warrants are movement authorities checked by computer logic before being transmitted verbally by the dispatcher to the train crew. PTS transmits these track warrants digitally and displays them in the cab.Whether signalled or not, control of all BNSF routes is exercised from that company’s Network Operations Centre at Fort Worth, Texas. UP routes come under the Harriman Dispatching Center in Omaha, Nebraska. So far as the dispatchers are concerned, they will continue to issue movement authorities by CTC signals or voice messages in the normal way, but PTS adds some new features to help them.The three key elements of PTS can be seen in Fig 2. The first, located at Omaha or Fort Worth, is the central PTS computer or server for each rail operator. These servers communicate with the existing computer-aided dispatching systems and the computers handling management information systems. Every time a movement authority is sent to a train through the signalling or a track warrant, the PTS server picks this up and transmits it directly to the locomotive through a digital radio link, the second key element.The movement authority will include speed restrictions, with associated details of any work being carried out on the track which require confirmation from the foreman in charge of the site that it is safe for the train to enter the work zone.The third element is the computer installed on locomotives equipped for PTS. This uses global positioning satellites (GPS) augmented with differential correction signals, inertial sensors and odometers to fix its location.Geographical track data such as gradients, curves, control points, track speed limits and train characteristics are resident in the on-board computer, allowing brake performance to be calculated on the locomotive. Train characteristics are obtained automatically from the railway’s Management Information System computers.The locomotive computer now has all the information needed to perform its primary PTS function of preventing exceedance of a movement authority, or speed limit violations. It does this by calculating braking curves to the start of reduced speed limits or stopping points, and warning the driver if he or she fails to keep within the curve. If visual and audible warnings are ignored, a full service brake application is made automatically and the power is shut down.Note that classic automatic train protection systems, including those found in Europe and Japan, normally function as a local extension of the existing signalling. In the event of a danger-side signalling failure due, for example, to a technician’s wiring error during repairs to an interlocking, the ATP is likely to replicate the same error aboard the train.Because PTS is an overlay, which draws its movement authority data direct from the dispatcher’s computer and is not otherwise connected to the CTC or automatic block signals, it may continue to enforce movement authorities even in circumstances where lineside signals are displaying a false clear aspect.Additional protectionThe radio data link is also used to download to the server every minute the locomotive’s position, as established by the Location Determination System (LDS). The dispatcher is therefore warned if any PTS-equipped train runs past a danger signal or otherwise exceeds its movement authority. He or she is also alerted to the fact that a fresh movement authority needs to be generated when a train is nearing the end of the existing one.The server also acts as a further check on the safety logic of computer-aided dispatching, which is meant to ensure that no conflicting orders are issued by the computer-aided dispatching system or the dispatcher. Before the server transmits to the locomotive a new PTS Enforcement Authority (PTSEA – pronounced ’pizza’) it has ensured that there is no conflict with any rules the server is responsible for monitoring. This is particularly useful in dark (unsignalled) territory, where there are no track circuits to detect trains and thus provide automatic signal protection.All these factors clearly enhance overall safety, even though PTS is non-vital.Four test phasesThe first phase of the Proof of Concept was completed successfully in November 1996. The purpose was to check out all the hardware and communications through thousands of permutations in a protocol designed to exercise every element. All the required demonstrations were met satisfactorily.Two BNSF and two UP locomotives were involved in these tests, which took place on BNSF’s Harbor Line and UP’s Kenton Line. PTS commands were transmitted by digital radio from the servers in Fort Worth and Omaha to the respective companies’ locomotives, which reported their positions back to the PTS server.Test trains were correctly stopped by the PTS as they approached their authority limits. Location determination, at this stage of initial testing, relied primarily on track transponders and locomotive odometers.Release Two tests, completed between March and June this year, added several levels of sophistication: