“Overall, I am satisfied with my performance here. I have gained a lot of experience now, and I hope that I can continue with bobsled along with the other things that I want to do,” added the aspiring pilot. Mayhew, a student of Charlemont High in St Catherine, had a decent push-off in his first run, registering a start time of 5.67 seconds. He was solid throughout, even if he did not generate the speeds he would have liked, topping off at 106.2 km/h (the slowest among the competitors) and having a brush with Turn 13 before crossing the line in 58.85 seconds. This was 1.92 seconds slower than Ivanov, who was the leader at that stage of the competition. His second run was slightly better as he again got a good push-off time 5.67 seconds (10th best) and improved his top speed to 107.5 km/h to end the course in 58.62 seconds. “I know I can do better I have done better before, so I know I can. So, hopefully, I can continue in the sport and improve and always represent my country and make everyone proud,” Mayhew added. The Jamaican has been a hit with the crowd and the international media in Norway since his arrival and it was no different on the course yesterday. “I am glad that I got the opportunity to compete here. I received a lot of support from everyone here. Everyone was cheering for me and it was an extraordinary feeling. I think it was a factor which helped me to get my fastest push time,” he shared. “The competition was close, especially for the top guys. It was good for me. I did my best push time today, so it was a good feeling that I improved that. My overall track time wasn’t a personal best or the best that I could have done, but it was enough to cross the finish line and finish 13th, so I am satisfied,” Mayhew said. His coach, Harry Nelson, is the man behind his development from a teenager who had little interest in competing in sport, to one of the best young Monobob athletes on the planet after a year of training. Nelson was overwhelmed with the youngster’s efforts. “It’s an overwhelming feeling,” Nelson told The Sunday Gleaner. “Seeing the support we as Jamaicans got and that even though we didn’t get the best time of the series, I am very proud of him. It was a proud moment to see him complete the track,” Nelson said. “And to get his personal best start time of 5.67 seconds is also a very good accomplishment for him. The pair will return to the island on Wednesday. Jamaican youngster Daniel Mayhew says he is extremely proud following his 13th-place finish in the Monobob competition at the Winter Youth Olympics in Lillehammer, Norway yesterday. The 17-year-old, who is the first Jamaican participant at the Winter Youth Olympic Games, registered times of 58.85 and 58.62 seconds in his two runs for a combined time of 1:57.47 which placed him 13th in the 15-man field taking part in the event. The gold medal was won by Germany’s Jonas Jannusch, who recorded a time of 1:54.29, with the silver medal going to Russia’s Maksim Ivanov, 1:54.22, Norway’s Kristian Olsen (1:54.53) took the bronze medal. Speaking to The Sunday Gleaner shortly after his run yesterday, Mayhew, who was remarkably only introduced to the bobsleigh event just under a year ago, said he would have loved to finish in the top three, but is very proud to have represented his country so well and against the odds. “I am a little sad that I didn’t get a medal, but I really feel good in myself and proud that I was able to come here and compete at the Youth Olympics and make everyone proud,” said Mayhew. SATISFIED
4 May 2012 Port operator Transnet Port Terminals will spend R33-billion (US$4.3-billion) over the next seven years on upgrading and expanding South Africa’s ports, as part of a massive state-led infrastructure drive aimed at boosting the country’s economic growth. The R33-billion capital expenditure will form part of state-owned Transnet Group’s R300-billion (US$39.1-billion) expenditure on port and rail capital projects until 2018/19. Unveiling details of the expenditure in Durban on Thursday, Transnet Port Terminals CEO Karl Socikwa said Transnet’s new market demand strategy “has major implications for our division’s responsibility to facilitate unconstrained growth, unlock demand and create world-class port operations through improved efficiencies.Boosting port competitiveness, efficiency “It entails an acceleration of our capacity creation programmes at all our major terminals, to ensure that we are able to grow the economy and make the ports as competitive and efficient as possible,” Socikwa said in a statement. Seventy-one percent of the R33-billion spend will be on port expansion projects, while the remaining 29% will go towards “capital sustaining projects”, including the replacement and refurbishment of equipment, Socikwa said. The expansion projects will see major increases in the container handling capacity of the ports in Durban, KwaZulu-Natal and Ngqura outside Port Elizabeth in the Eastern Cape.Container handling capacity Durban Continer Terminal’s Pier 1 will see its capacity grow from 700 000 to 1.2-million TEUs by 2016/17, while its Pier 2 capacity will expand from 2.1-million to 3.3-million TEUs by 2017/18. The Ngqura Container Terminal, which has been earmarked as a transshipment hub, will be expanded from 800 000 to 2-million TEUs by 2018/19. Container capacity is also being created in other terminals, such as the Durban Ro-Ro and Maydon Wharf Terminal, through the acquisition of new equipment, including as mobile cranes, and various infrastructure upgrades.Bulk handling capacity The bulk handling capacity at Ngqura, Richards Bay in KwaZulu-Natal, and Saldanha in the Western Cape will also come in for major expansion. R3.7-billion has been set aside for the ageing Richards Bay Terminal, with investments in mobile equipment, quayside equipment and weighbridges fast-tracked for 2012/13, and safety-critical, environmental and legal compliance projects also in the pipeline. R1.2-billion will be spent on creating new capacity, including new storage areas, at Richards Bay, while Transnet also pursues the reengineering of the port to create additional capacity for bulk products at the terminal. Saldanha’s iron ore bulk facility, which has undergone significant expansion in recent years, will be further expanded, taking its capacity from 60 to 82 million tons per annum. Additional manganese capacity will be created by relocating the existing, 5.5mtpa export facility in Port Elizabeth to a new two-berth manganese facility at the Port of Ngqura, boosting capacity to 12 million tons per annum from 2016/17. SAinfo reporter
Share Facebook Twitter Google + LinkedIn Pinterest By Joel ReichenbergerProgressive Farmer Senior EditorThere’s so much more now than there was — more people, more traffic, more buildings — but Glenn Arnold, 84 years old, stands on a ridge above his family’s old homestead in Steamboat Springs, Colorado, and can only focus on what is gone.“On the corner, that’s where our house was,” he said on a cool afternoon in autumn, pointing to the edge of a nearly empty parking lot. “There was a small stone building that was a milk house and a couple of cowsheds.”There was a granary, a corral, two chicken coops, and a barn, a towering wooden structure with a green-painted tin roof. It was his family’s pride when it was completed in 1928, built by his father, Walter Arnold.Now, there’s a ski resort less than a mile from where the Arnolds’ old front door opened, and the spot is surrounded by condos, vacation homes and skier parking. Glenn left to find work in 1958, and, ready to retire after a lifetime battling the Rocky Mountain winters, his family wasn’t far behind. His parents sold the land to the burgeoning resort in 1961.Those old farm buildings eventually vanished. The farmhouse was dismantled, and, soon, the milk house, the cowsheds, the fences and everything else were gone, everything but the barn, which slowly deteriorated as the city and resort expanded and surrounded the lingering reminder of the area’s agricultural heritage.The tin roof began to peel up, and the snow and rain crept inside. Rotting wood fell away from the building’s flanks. For a decade, the structure seemed one snowstorm away from collapse.But, it still stood last autumn when Arnold made his observations, and, thanks to a major local preservation effort, it will continue to stand, not on its foundation of 90 years but 1,000 feet up the road on ground the family used to farm. Now, it will serve as an iconic entryway into the resort.“Unbelievable,” Arnold said after watching crews hoist the barn on a trailer and drive it oh-so-carefully up the road to its new home. “I couldn’t have ever imagined this.”WORTH SAVINGA battle to preserve barns is being waged across the country, though measuring the size of the fight is difficult. There’s no practical way to count “old” barns, said Jeffrey Marshall, vice president of the National Barn Alliance. Among the thousands that surely do exist, there are no reliable metrics to use in deciding which may be historic and which forgettable.“The first thing we look at is whether or not the structure is no longer of the current style of what’s being built, and, therefore, can it tell us something about our past?” Marshall said.The National Register of Historic Places lists 656 entries under “barn,” including nine in Colorado. To make that list, someone first has to nominate a building, and, generally speaking, it needs to be roughly 50 years old or older. The structure’s story can mean much more than its age, however.Did something significant happen in the barn? Was it a local landmark or otherwise relevant to the local community? Was it built by a noteworthy craftsman or architectural master? Did George Washington sleep there?Even without any of that history, a structure can still be important.“These buildings are a part of a cultural landscape,” said Marlin R. Ingalls, an architectural historian with the Office of the State Archaeologist at the University of Iowa. “So many people put up steel buildings now, but they don’t mean anything. Barns were handmade.”But, catching the interest of a barn enthusiast isn’t enough to save a barn. Most are on private property, and even basic restoration or preservation work can be expensive. Often the land could be put to more efficient use.“I’ve learned the hard way it’s very hard to justify spending the money on a building that’s just a big lawn ornament,” Marshall said.ROLLING TO RESTORATIONThe Arnold Barn in Steamboat Springs is not on a list. The Arnold boys — Glenn, and his two brothers, Harold and Gerald, both deceased — spent many hours hauling their farm’s milk into town to be dropped on the front stoops of houses, but the barn didn’t play an overly significant role in the region’s history.It’s not even the only notable old barn in town within half a mile. There are two others, both well-preserved. Still, the community would miss it, said Arianthé Stettner, co-chair of the City of Steamboat Springs Historic Preservation Commission and a leader in saving the Arnold Barn. Barns of such an age are vanishing both nationally and in the region. Locally, one collapsed in a 2018 windstorm, and fires destroyed two more during the summer.“And, we nearly lost this one, too,” Stettner said. “It’s so wonderful we were able to preserve it.”She helped bring together public and private interests for the cause. Ownership and responsibility of the barn had fallen into legal limbo but was transferred back to the resort in 2017. Private donations and some public money helped first stabilize the structure then facilitate its move, made necessary as development had turned its original location into a marshy wetland.On regular trips back to Steamboat Springs, Glenn Arnold watched his old family farm slowly disappear. Someday, he assumed, the barn would be gone, too.He never imagined he’d see the nearly century-old family treasure lifted from its foundation and trucked up the road. In a perfect world, maybe it would have been preserved in its original spot, where the Arnold family milked their cows, but their barn is still standing, and in the world of old barns, that counts as a victory.PRESERVATION PRACTICESWant to save your barn? The experts have some advice:— Put any money available into the roof. Nothing will lead to deterioration faster than letting in the rain and snow. “The roof is the building,” said architectural historian Marlin R. Ingalls.— Consider getting it registered. Many states have barn-preservation organizations, but few have any money. It’s not easy getting a building added to the National Register of Historic Places, but that avenue at least allows the potential for grants.— Find a use. It’s hard to justify keeping an empty, useless building standing, but if that building is generating revenue, it’s a different story. Perhaps the neighbor needs to park a boat for the winter? Or, someone is looking for general storage? Check zoning in the area, and, with some refurb work, a barn can be everything from a house to a wedding venue.(AG)© Copyright 2019 DTN/The Progressive Farmer. All rights reserved.
Cognitive Automation is the Immediate Future of… IT + Project Management: A Love Affair 3 Areas of Your Business that Need Tech Now Massive Non-Desk Workforce is an Opportunity fo… mat young Guest author Mat Young is senior technical director at Fusion-io.Many enterprise employees no doubt received new tablets this Holiday season. And many are likely to bring them to work on Wednesday, January 2, 2013 – perhaps the biggest day ever for the Bring Your Own Device (BYOD) trend.Will corporate IT be prepared for the challenge?Managing BYOD devices like tablets poses many security and compliance challenges. Forrester has predicted that that tablets would become the primary computing devices in 2013, so it will be instructive to watch how corporate IT policies evolve to support or discourage BYOD with tablets. (Of course, some lucky workers will end up with tablets provided to them by their employers!)Recent research has noted that – not surprisingly – many tablet users use their devices for email. With traditional data-storage infrastructure, the added workload of all these new tablets connecting into corporate networks could create quite a strain on applications like Microsoft Exchange. If organizations are running virtualized infrastructure or virtual desktops (VDI), delivering consistent performance gets even more complicated.Easy-to-use apps with data served from the cloud make tablets especially attractive to mobile workers. This has led to a boom in mobile applications. It will also be interesting to track how download and adoption rates for mobile apps delivered through the cloud are impacted by the BYOD influx in 2013.Keeping on top of network performance will be a critical requirement for IT teams watching to see how the BYOD influx affects their infrastructure. One possibility is to boost the use of flash memory on the server side as well as on the device side.From cell phones to tablets, NAND flash powers just about every mobile device. But investing in flash on the server-side as well can help improve performance of specific applications and remove overall bottlenecks.As BYOD brings ever-more mobile devices into corporate environments, IT faces a very real challenge to keep up. The proud owners of all those new tablets will demand nothing less. Tags:#BYOD Related Posts
Tags:#autonomous vehicles#connected cars#featured#Internet of Things#IoT#Self-Driving#self-driving cars#top#Waymo IT Trends of the Future That Are Worth Paying A… For Self-Driving Systems, Infrastructure and In… Related Posts 5 Ways IoT can Help to Reduce Automatic Vehicle… Break the Mold with Real-World Logistics AI and… Andreas Kohn Today it might seem that “self-driving” cars are just around the corner, with companies such as Google, Uber and Apple investing billions in developing cars that can safely drive passengers without human intervention. But despite this promising early work, the truth of the matter is that we are still likely a decade or more away from seeing true self-driving cars with full driving automation capabilities commercialized.But despite this promising early work, the truth of the matter is that we are still likely a decade or more away from seeing true self-driving cars with full driving automation capabilities commercialized. See also: New study shows just a few driverless cars can ease trafficThe technology still needs to develop, and the regulatory environment for self-driving cars needs to be built from the ground up. If you are expecting to soon have a self-driving car take you home after a night out, to the airport for a business trip, or to grandma’s house for the holidays, don’t hold your breath.However, unlike the self-driving car, the connected car has moved out of the lab and onto our roads and highways. In 2015, auto manufacturers delivered approximately ten million vehicles – approximately 10% of all new vehicles – with embedded connectivity. This figure is expected to increase to 30% of 100 million new cars by 2020, and by 2025, all cars sold in developed markets will include an embedded telematics solution.This increase in the delivery of connected cars is being driven by the significant benefits connected cars offer to car owners, including improved safety, security, navigation, infotainment and maintenance services, as well as new types of insurance and electric vehicle-specific services. In addition, connected car services have the potential to transform the relationship between automakers and drivers, from one characterized by a one-off transaction to a much stronger relationship characterized by on-going engagement. Given these benefits to drivers and automobile manufacturers alike, why have we not seen a stronger automobile manufacturer push behind the connected car until recently? The reason is that previously, automobile manufacturers seeking to produce connected cars faced several challenges – specifically support for evolving mobile networks, the ability to provide ubiquitous coverage, and the ability to cost-effectively scale connected car deployment. Still many challengesBut new mobile and IoT technologies have enabled the challenges that need to be overcome, which is why we are now seeing a rapid uptick in automobile manufacturers’ roll-out of connected car platforms, such as Volkswagen’s Car-Net platform.As far as the mobile networks needed to keep connected cars connected, they are always evolving – in fact, just as major mobile network operators have announced plans to roll out new 5G LTE networks over the next few years, many have also announced that they will shut down their 2G networks. If automobile manufacturers want their connected cars to deliver continuous, seamless service over the expected life of the car, they need connected car technologies that can support changes to mobile networks over time. However, new LTE technologies – such as 5G LTE — enable new mobile networks to be backward compatible. So, as long as automobile manufacturers deploy solutions based on LTE, they will be able to manage any network transitions that occur over at least the next ten years.In addition to supporting current and future network changes, automobile manufacturers need to ensure that they can provide drivers with connected car services that are ubiquitous – drivers will not tolerate services that are not available nearly everywhere they drive. For this to occur, connected cars have to be able to be able to always maintain their connection to a mobile network service provider. To do this, automobile manufacturers need to be able to support all available mobile technologies and frequency bands in a given region and certify with the region’s various network operators responsible for cellular coverage in those markets. In the past, it was difficult to find technologies that offered these capabilities. Today, manufacturers can secure connected car networking technologies that can support all bands in a given region and are certified to meet multiple operator agreements. In fact, connected car platform providers can now even provide manufacturers with platforms that are able to switch to the best available network. With these new technologies, connected cars can easily switch networks, providing drivers with not only ubiquitous coverage, but the best possible connection available in a given region. Of course, in addition to delivering a connected car that supports network evolution and offers ubiquitous availability, automobile manufacturers needed to be able to add connected car capabilities without dramatically increasing the price of their cars. This was difficult in the past, as automobile manufacturers had to integrate processors, modems, and memory from a multitude of suppliers if they wanted to build a powerful connected car platform. Moreover, applications built for such custom platforms would need to be reconfigured to be used on other platforms. Disrupting at century-old business modelAll these issues raised the costs and risks associated with deploying powerful connected car platforms, slowing their commercialization. However, with the rise of the IoT, automobile manufacturers can secure affordable turn-key connected car platforms with open-source OS and application frameworks that make it easy to support applications built for other platforms. Such turn-key, open-source platforms have enabled automobile manufacturers to cost-effectively deploy more powerful connected car platforms.These new connected car platforms, along with support for mobile network evolution and the ability to provide ubiquitous availability, have enabled automobile manufacturers to break through the barriers that previously slowed them from commercializing connected cars. With these obstacles overcome, we are now seeing more connected cars rolled out, and the beginning of a change in the way automobile owners view both driving and their relationship with their car’s manufacturer. Finally, while the connected car constitutes a major disruption to the automobile industry by itself, it is also helping accelerate the development of the technology and knowledge needed for the next big disruption in the industry – self-driving cars. For example, connected car technologies will enable self-driving cars to communicate with driving infrastructure and other cars, and improve their navigation capabilities, making them safer and more efficient. It might not be soon, but a self-driving car future is coming, and the connected car will help us pave the way there.The author is Director of Marketing, Automotive at Sierra Wireless.