Demands on the subgrade drive GPR developments

first_imgHigher axleloads, rising traffic and route rationalisation are placing unprecedented demands on the track substructure of North American railways. In response, the industry is developing more effective substructure maintenance management techniques that include ground-penetrating radar,James P Hyslip PhD PEVice-President Engineering, Optram IncTHE CONDITION of track substructure has a profound influence on track performance. Ensuring that it is in good condition and keeping it that way is essential on high tonnage lines, although determining precisely what that condition is may not be straightforward. The advent of tools such as ground-penetrating radar will make this process easier, and pioneering work with GPR has been carried out in North America.Before exploring the development of GPR, it may be helpful to set out the background to the project. Track substructure is the term used to describe the different layers of rock and soil under the sleepers, including the ballast, sub-ballast – or formation protection layer – and the subgrade soil. Poorly performing substructure not only leads to high rates of track geometry degradation but also promotes higher rates of wear of the rail, sleepers, fastenings and other track components.Substructure problems are typically associated with poor drainage, fouled ballast, subgrade failure or deformation, and longitudinal variation of conditions. Correction of chronic problems requires the root causes to be determined – typically one or more from this list. It is important to note that resources can be wasted on implementing an incorrect or incomplete solution. A significant part of the track maintenance budget on US Class I railroads is allocated to correcting poor track quality caused by movements in the substructure under repeated train loading. Accurate knowledge of the substructure condition is important in effectively assessing the potential for serious degradation that would interrupt traffic and require speed restrictions.The ballast and soil layers in the track system are subjected to unparalleled loading conditions, in that trains apply a very heavy load at exactly the same location over millions and millions of cycles. Consequently, the ballast and soil under the track often deform and fail in ways that are unique to the railway loading environment.Substructure performance becomes increasingly critical as axleloads, and the number of repetitions of these loads, increase. Historically stable track can begin to deteriorate rapidly when heavy axleload traffic is introduced.North American railroads are placing unprecedented demands on the track substructure, essentially because of higher axleloads, rising freight traffic and rationalisation of lines. Additionally, some existing main lines are being considered for mixed use with new high speed passenger services where the challenges of different dynamic loads and vibration will need to be addressed.Recognising the problemIt is for these reasons that the North American railroad industry is working to develop more effective Substructure Maintenance Management (SuMM) techniques. For example, Burlington Northern Santa Fe, with the support of the Federal Railroad Administration, has recognised the need for improved substructure management and has made efforts to develop technology that will help to manage the track substructure more effectively.Over the past 2 1/2 years, BNSF and FRA have sponsored GPR development by a team consisting of Ernest Selig and Jim Hyslip of Optram Inc, based in Hadley, Massachusetts, Gary Olhoeft from the Colorado School of Mines and Stan Smith of GeoRecovery Systems Inc. This has led to the development of a prototype GPR system mounted on a road-rail vehicle and the completion of GPR surveys on more than 300km of track in North America, including main lines used by heavy freight traffic and third rail electrified commuter lines.The results of this work to date have shown that GPR can be used to assess the condition of track substructure and produce quantitative indices for use in the management of track maintenance.How it worksThe GPR method transmits pulses of radio energy into the subsurface, and then receives returning pulses that have reflected off layer boundaries below the track surface. GPR antenna pairs, consisting of transmitter and receiver pairs, are moved along the track with a continuous series of radar pulses, giving a profile of the subsurface. Reflections of the GPR pulse occur at boundaries in the subsurface where there is a change in material properties. Only a portion of the pulsed signal is reflected at a layer boundary, and the remaining part of the pulse travels across the interface to be reflected again back to the receiver from another interface boundary. The time the pulse takes to travel through the layer and back is controlled by the thickness and properties of the material.The GPR equipment currently in use is mounted on a road-rail vehicle and includes multiple sets of 1 GHz air-launched horn antennae suspended above the track. The air-launched antennae permit fast survey speeds and high-resolution measurement. The GPR vehicle moves continuously at speeds ranging from under 3 km/h to over 40 km/h. However, higher speeds are possible, and the desired speed is a function of the longitudinal resolution required for the application. At 16 km/h the GPR system achieves resolution of a few centimetres horizontally and a few millimetres vertically to depths of more than 2 m.Antenna configuration and surveying procedures are designed to reduce the influence of sleepers and rail. Antennae are located at both ends of the sleepers as well as in the track centreline, so variation of condition can be seen laterally across the track. This arrangement permits three continuous longitudinal profiles to be collected simultaneously as the pairs of antennae are moved along the track. In this way the subsurface condition variations are obtained across the track as well as along the track.An accurate DGPS location system is supplemented by a vehicle distance-measuring encoder. There is also a digital video with integrated DGPS for identifying track features, clutter and obstacles along the track and to augment accurate positioning. The GPR software has automatic processing and modelling capabilities to provide substructure condition indices for use in maintenance management programmes.The prototype can provide quantified information on substructure layers, such as thickness, lateral/longitudinal extent, and changes in layers from repeat surveys over time. It can detect the presence of trapped water, and further enhancement using proven radar modelling techniques will soon give it the ability to quantify accurately the thickness and water content of the substructure layers as well as the material composition of these layers. Methods are also being explored to determine the fouling condition of the ballast by analysing the textures of the GPR images.Three applicationsThe application of GPR in the railway industry can be separated into three categories: site-specific investigations, maintenance planning and monitoring.In the first area, GPR provides a means to obtain a visual image of the substructure along a section of track with particular chronic problems. Along with railway geotechnology, this can be used to determine the root cause of the problem, the precise sections needing repair and cost-effective treatment.GPR data is being used to determine if chronic track problems are due to poor drainage, fouled ballast, subgrade failure or deformation, or longitudinal variation of conditions.In the second area of application, GPR provides the ability to survey many kilometres of track and provide a relative measure of maintenance priority using performance indices. Finally, GPR can be used to monitor chronic sites regularly and to observe the effectiveness of remedial treatment.A common substructure problem where heavy axleloads are the norm is poor drainage caused by subgrade failure or deformation. This condition is illustrated in Fig 1, which shows the typical ‘bathtub’ condition that develops from subgrade deformation. The current GPR system has antennae suspended above the ends and middle of the sleepers, which enables the equipment to detect lateral variations of the subgrade surface.Fig 2 provides an example of results obtained by GPR along a section of track approximately 150m long. A single-channel GPR image is shown, together with photos of the cross-trenches (test pit excavations) that were excavated for calibration to show the layers and composition of the substructure.Fig 3 shows the actual longitudinal scans for approximately 250 m of track with the digitised subgrade layer superimposed on the images for emphasis. The white arrows indicate the distance from the datum to the top of the subgrade surface. Locations A and B are where the subgrade soil has deformed upwards, creating a situation similar to that shown in Fig 1. The results shown in Fig 3 indicate that the root cause of the problem is associated with the bathtub effect of deforming subgrade, and now can be used to prescribe the exact locations for remedial treatment.The ability of the GPR system to travel at relatively high speeds and capture nearly continuous information on subsurface condition makes it an invaluable tool for use in track maintenance management. In fact, GPR data is already being used to derive quantitative indices of track substructure condition precisely for this purpose. These indices are based on measurements such as layer contours, moisture content in the different substructure layers and the amount of fouling material in the ballast. General indices of track substructure condition can be based simply on the longitudinal and lateral variation of layers, water and composition, as these variations often result in track stiffness variations, which translate into rough track.From GPR data to informationIn developing wide-area indices for robust application, GPR information needs to be calibrated to the substructure characteristics and must be correlated with other measurements such as track geometry, right-of-way features, track stiffness and maintenance records. The Optram Right-of-Way Infrastructure Management (ORIM) database and viewer (www.optram.com) is being used to help correlate the substructure characteristics derived from GPR with these other condition indicators. ORIM allows the relationship of GPR data to track condition and features to be seen, and helps the user to visualise the substructure effect on geometry trends and maintenance effort. It also analyses the integrated data and generates user-defined indices for prioritisation of inspection and maintenance work.An example of a condition index based on GPR information is depicted in the ORIM screen grab in Fig 4. This shows two parallel longitudinal GPR profiles along a 2·4 km section of main line with heavy freight traffic. The images, shown with digitised layer boundaries, indicate ballast pockets that have developed in an embankment under the impact of heavy axleloads.Ballast pockets are load-induced depressions in the subgrade surface directly under the sleeper. A Ballast Pocket Index was produced to indicate where the ballast pocket condition has developed. Fig 4 shows the BPI matched with the track layout and track geometry data, and careful examination of the illustration reveals that many of the geometry rough spots are being driven by the ballast pocket problem.A common remedy to minimise the continued development of a ballast pocket is to excavate a cross-drain – essentially a ballast-filled trench – perpendicular to the track. GPR can delineate the bottom of the pockets to ensure that lateral drainage is provided in the most effective location, generally the lowest point of the ballast pocket.The potential for GPR to improve substructure maintenance management on North American railways is quickly being realised. Specifications are now being developed for next-generation equipment to be installed on purpose-built recording cars able to survey substructure condition at up to 100 km/h. These vehicles are still planned to be road-railers, but the ultimate goal of railroads like BNSF and the FRA is to fit GPR on rail-based track geometry vehicles, so that routine substructure measurements can be made as frequently as the track geometry is assessed. Construction of the next-generation vehicles may begin as soon as early summer 2005 and, subject to certification by the Federal Communication Commission, the vehicles could be in use on US railways by the end of 2005. Les sollicitations des plateformes conduisent au développement du GPRSur les réseaux nord-américains, des charges par essieu plus élevées, un trafic en hausse et la rationalisation placent les sollicitations des plateformes de voies à un niveau jamais atteint. Pour y répondre, l’industrie met au point des consignes techniques plus efficaces de maintenance des structures sous-voies, qui incluent l’utilisation du radar à pénétration dans le sol (GPR). Des essais sur plus de 200 km de voies ont démontré que les évaluations données par le GPR peuvent être utilisées afin de produire des indices destinés au management de l’entretien des voies. Un système prototype, à base de trois ensembles d’antennes en forme de corne, de 1 GHz, fonctionnant avec lame d’air entre antenne et sol, montés sur un véhicule rail-route, analyse déjà les dessous de la voie, à la fois au niveau des extrémités des traverses et tout le long de l’axe de la voie, tandis que des spécifications sont élaborées pour une nouvelle génération de GPR à installer sur des voitures travaillant à 100 km/h. Anforderungen an den Unterbau treiben GPR-Entwicklung voranH”here Achslasten, höheres Verkehrsaufkommen und Rationalisierungen beim Streckennetz bringen unvorhergesehene Anforderungen auf den Gleis-Unterbau bei nordamerikanischen Bahnen. Als Antwort darauf entwickelt die Industrie leistungsfähigere Unterbau-Management-Techniken, welche unter anderem auch den Einsatz von Erdreich-penetrierendem Radar (GPR) umfassen. Versuche auf mehr als 200 km Streckengleis haben gezeigt, dass eine Vermessung mit GPR zur Erzeugung quantitativer Richtgrössen für den Gleisunterhalt herbeigezogen werden kann. Ein Prototypsystem, welches aus drei auf einem Hybridfahrzeug montierten Horn-Antennen im 1 GHz-Bereich besteht, wird bereits zur Untersuchung des Bereiches unterhalb des Gleises an den Enden der Schwellen und in der Gleismitte eingesetzt. Zudem werden die Spezifikationen für eine neue Generation von GPR erarbeitet, welche auf bis zu 100 km/h schnellen Messwagen montiert sein werden. El uso de la plataforma impulsa el desarrollo de GPRLas cargas por eje cada vez mayores, el aumento del tráfico y la racionalización de las rutas están generando exigencias sin precedentes en la plataforma de los ferrocarriles norteamericanos. Para darles respuesta, la industria está desarrollando técnicas más efectivas para la gestión del mantenimiento de la plataforma que incluyen la utilización del georadar (GPR). Las pruebas realizadas en más de 200 km de vías han demostrado que las evaluaciones con GPR sirven para producir índices cuantitativos que luego se pueden utilizar en la gestión del mantenimiento de la vía. Un prototipo de sistema, consistente en tres grupos de antenas de bocina aéreas de 1 GHz montados en un vehículo vía-carretera, examina ya el terreno por debajo de la vía en los dos extremos de las traviesas y a lo largo del eje de la vía, al tiempo que se están redactando las especificaciones de una nueva generación de GPR que se adaptará a coches de auscultación que operarán hasta a 100 km/h.center_img Prototype road-rail vehicle with an array of three GPR units allowing examination of the substructure beneath both sides and the centreline of the trackFig 1. Poor drainage is a common problem on heavy-haul lines with high axleloads. The typical bathtub shape of the ballast develops from subgrade deformation. L, C and R represent the position of the GPR antennae over the left, centre and right of the trackFig 2. The results of a GPR test over a 150 m section of track with a single-channel image. The pictures to the left and right show cross-trenches excavated for calibration purposes which reveal the layers and composition of the substructureFig 3. Longitudinal scans for a 250 m section of track with the digitised subgrade layer superimposed on the images. The arrows indicate the distance from the datum to the surface of the subgradeFig 4. Example of a condition index from GPR data shown in a screen grab from the Optram Right-of-Way Maintenance Management database. It relates track geometry to subgrade condition along a 2·4 km section of a heavy-tonnage route SummariesDemands on subgrade drive GPR developmentHigher axleloads, rising traffic and route rationalisation are placing unprecedented demands on the track substructure of North American railways. In response, the industry is developing more effective substructure maintenance management techniques that include the use of ground-penetrating radar (GPR). Tests on more than 200 km of track have demonstrated that GPR assessment can be used to produce quantitative indices for use in managing track maintenance. A prototype system consisting of three sets of 1 GHz air-launched horn antennae mounted on a road-rail vehicle is already surveying below the track at both sleeper ends and along the track centreline, while specifications are being drawn-up for a new generation of GPR to be fitted on purpose-built recording cars operating at up to 100 km/h.last_img read more

TETRA test module developed

first_imgNORWAY: Comtest Wireless has developed a TETRA testing module for its NetProbe Drive Test telecoms testing tool to meet the requirements of Norwegian infrastructure manager Bane NOR.The module enables engineers to test signal quality and coverage along the track, producing data which can be displayed in formats including maps, charts and tables.‘Because we use existing equipment where possible, it can be very economical’, said Comtest’s Franco De Fazio. ‘Plus, as all the data is integrated into our NetProbe Analytics solution, it can be synchronised in post-processing with the GSM-R data for a complete overview of rail telecoms performance.’last_img read more

FirstGroup says new Great Western contract has ‘appropriate balance’ of risk and reward

first_imgUK: The Department for Transport has directly awarded incumbent FirstGroup a new three-year contract to continue to operate Great Western services from the expiry of the current direct award on April 1 2020 until March 31 2023, with a possible extension of up to one year at DfT’s discretion.Running since 2006 under first a franchise and then a series of directly awarded contracts, the Great Western Railway branded services include inter-city, commuter and regional operations in an area from London Paddington to the southwest of England and South Wales.Forecast Revenue MechanismThe contract announced on March 30 will run concurrently with the DfT’s coronavirus Emergency Measures Agreement announced on March 23. This sees DfT take over its franchisees’ revenue and cost risk for at least six months, with operators paid a fixed management fee with the potential for a performance-based fee.#*#*Show Fullscreen*#*# FirstGroup said the direct award would provide continuity for GWR passengers, employees and other stakeholders. After the end of the EMA, it would operate services as a franchise with revenue risk being shared with DfT. A Forecast Revenue Mechanism would eliminate the majority of the revenue risk for the operator and include provision for a revenue rebasing as required. Under the FRM, payments of 90% of the revenue difference would be made if revenue were to be more than 1·5% higher or lower then the target in the bid assumptions.After the EMA period GWR would also comply with the normal performance and customer satisfaction regimes; it has also committed to introduce a new service quality regime.The franchise will continue to receive subsidy, ‘reflecting the new fleets of trains and the significantly expanded timetable’. Following the end of the EMA, FirstGroup expects to earn a margin ‘around the average of typical industry ranges’ overall during the award period.The parent company will provide subordinated contingent loan facilities of £10m (£5m of which is bonded) and a performance bond of £10m, as well as a cash-collateralised season ticket bond of circa £35m.FirstGroup said a wide range of scenarios were considered as part of the modelling to assess the direct award contract, including with respect to pensions, passenger demand and to the risk sharing mechanisms provided by DfT. Its board was of the view that there is an appropriate balance of risks and rewards in the agreement.Longer termGWR’s plans include improvements to regional connectivity, designed to encourage people return to rail by making it a more convenient and environmentally-friendly way to travel. This will include increased capacity in the Bristol and Exeter areas, more funding for local community and station initiatives, and the introduction of flexible ticket products for passengers who do not commute to work every day, such as discounted part-time season tickets and the extension of paperless pay-as-you-go schemes.According to industry sources, the Class 165 and 166 Turbo DMUs are to receive an interior refresh to make them better suited for longer distance journeys, and may receive new traction equipment. DfT is also understood to have asked GWR to bring forward proposals for the replacement for the Class 150 and 158 DMUs, and to look at options to replace the current overnight fleet of sleeping cars and locomotives. #*#*Show Fullscreen*#*# Return to rail‘Whilst the immediate focus of GWR is to ensure that key workers, vital to the country’s response to coronavirus, can get to where they need to go, continuity of rail services will also be critical to a restoration of normal life when the present uncertain and difficult situation is overcome’, said FirstGroup Chief Executive Matthew Gregory.‘In the longer term this new agreement will mean that customers can return to rail as their preferred choice of travel; with more seats, more services, better stations and more flexible ticketing to help reconnect the people and communities we serve.’last_img read more

UPDATE: Pharmacist and female granted bail

first_img Share Share Sharing is caring! LocalNews UPDATE: Pharmacist and female granted bail by: – July 30, 2013 Elizabeth NelsonThe proprietor of Today’s Pharmacy and a female of Gutter village who were charged in connection with the discovery of a dead fetus on Tuesday morning has been granted bail.Pharmacist Edmond Severin of Checkhall, Massacre and Elizabeth Nelson of Gutter were charged on Tuesday, 30th July. It is alleged that Ms Nelson may have purchased medication from Mr Severin and it is further alleged that he may have performed an undisclosed procedure on her. According to the charge read at the magistrate’s court on Tuesday, the incident occurred between 4th and 12th July. However, the 20 weeks fetus was discovered in a concrete drain in Gutter, Goodwill on 9th July. They duo, who were charged separately, were not entitled to plead as it is an indictable offence. There was no objection to bail by police prosecutor inspector Claude Weekes.Magistrate Candia Carette-George granted Mr Severin $15, 000 bail and $50, 000.00 to Ms Nelson. Ernest Von Letang stood as surety for both defendants. As part of bail conditions, they are to report to the Roseau Police station twice weekly, not commit any other offence while on bail, not interfere with witnesses, surrender all travel documents and inform the police of any changes in their addresses.They were both represented by attorney at law Wayne Norde. The trial has been scheduled for 24th October, 2013.Dominica Vibes Newscenter_img Tweet Share 62 Views   5 commentslast_img read more

Early voting kicks off Monday

first_img Share By CRAIG ALANIZReporter/Photographerpress@portisabelsouthpadre.com Early voting begins Monday for this year’s election cycle and ends November 2.Polling places are located at the Bennie Ochoa County Annex Building, 505 Highway 100 for the City of Port Isabel, Precinct 1 and 83; Port Isabel High School, 18001 Highway 100 for Laguna Heights Precinct 59; the City Hall Civic Center, 122 Fernandez Street in Laguna Vista, Precinct 67; and South Padre Island City Hall, 4601 Padre Boulevard, South Padre Island for Precinct 52.Running for U.S. Congress District 34 is Republican Jessica Puente Bradshaw and Democrat Filemon Vela.Vying for the Cameron County Sheriff’s office is incumbent and Democratic candidate Omar Lucio against Republican Jimmy Manrrique.The District Attorney’s office is being challenged by Republican Chuck Mattingly and Democratic incumbent Luis V. Saenz.County Commissioner Precinct 3 incumbent and Democratic candidate David Garza will run against Republican Manuel Abrego.Republican Pedro Delgadillo and Democratic incumbent Horacio Zamora will be on the ballot for Cameron County Constable Precinct 1.The Office of Tax Assessor and Collector for Cameron County will have incumbent Democrat Tony Yzaguirre, Jr. vying against Republican Moses Sorola.Running for the Laguna Water District Board of Directors are Humberto Hinojosa, Reynaldo Puente and William John Thomas for Position 3, Jeff A. Keplinger and Anthony Michael Holland for Position 4, and Scott Friedman and John Thobe for Position 5.Want the whole story? Pick up a copy of the October 18 edition of the Port Isabel-South Padre Press, or subscribe to our E-Edition by clicking here. RelatedVoters prepare for Election DayBy CRAIG ALANIZ Reporter/Photographer press@portisabelsouthpadre.com  Election Day is tomorrow and is the communities’ last chance to cast its vote for United States president, municipalities and boards for this election cycle. Voters did not have to vote in the primary election in order to qualify to vote in the general election.…November 5, 2012In “Gallery”Candidates set for November electionsBy CRAIG ALANIZ Port Isabel-South Padre PRESS Voters in the Laguna Madre area will hit the polls on Election Day, November 6, to decide the outcome of various races. Candidates running for the South Padre Island City Council include Courtney Hayden, Place 2 incumbent, going up against challenger Alex Avalos;…September 10, 2012In “News”Early voting begins across stateBy DAVID LOPEZ editor@sbnewspaper.com Early voting for the Texas primary runoff election began this past Monday. Early voting for the state’s Democratic and Republican elections was initially scheduled for May 26 but was delayed because of the COVID-19 pandemic.  Early voting will run until July 10, with primary election day…July 4, 2020In “News”last_img read more

Long Distance Ferry, KMP Ferrindo 5 Kembali Berlayar dari Jakarta-Surabaya

first_imgKMP Ferrindo 5 mampu berlayar dengan kecepatan hingga 13 knot. PJS Corporate Secretary PT ASDP Indonesia Ferry Shelvy Arifin mengatakan, kehadiran layanan LDF ini sebagai wujud dukungan terhadap program tol laut Pemerintah dalam penyediaan sistem distribusi logistik melalui kapal ferry atau roro serta mengurangi beban lalu lintas angkutan darat, khususnya angkutan logistik yang biasa melewati jalur darat pantura Jawa.“Pada Sabtu (4/7) dini hari KMP Ferrindo mulai berlayar kembali melayani rute Jakarta-Surabaya. Berangkat dari dermaga kade 107 Pelabuhan Tanjung Priok, Jakarta dan akan sandar di dermaga Zamrud, Tanjung Perak, Surabaya dengan waktu tempuh sekitar 54 jam,” kata Shelvy dalam keterangan persnya, Minggu (5/7/2020). KMP Ferrindo 5 di dermaga 107 (PT ASDP Indonesia Ferry) Menempuh jarak jauh dengan sebuah kapal ferry rasanya mungkin-mungkin saja dan ini sudah dilakukan oleh PT ASDP Indonesia Ferry dengan KMP Legundi yang berlayar dari Surabaya menuju ke Lombok. Bahkan baru-baru ini tepatnya Sabtu (4/7/2020), PT ASDP Indonesia Ferry kembali mengoperasikan layanan ferry jarak jauh atau long distance ferry (LDF) dari Jakarta menuju Surabaya dengan KMP Ferrindo 5.Baca juga: KMP Legundi – Long Distance Ferry, Kapal RoRo Terbesar di IndonesiaSebagai kapal ferry RoRo (Roll on Roll off), KMP Ferrindo 5 ini akan berlayar sejauh 434 nautical mile dengan waktu tempuh sekitar 54 jam. KMP Ferrindo 5 ini memiliki bobot 3605 Gross Tonnage (GT) yang mampu memuat 150 orang dengan 53 unit kendaraan campuran. Kapal ferry ini memiliki panjang total 92,14 meter dengan tangki induk bahan bakar minyak (BBM) yang mampu menampung hingga 109 ton. Dia mengatakan, adanya layanan LDF ini sendiri tidak hanya dapat mengurangi kepadatan lalu lintas darat dan biaya logistik, melainkan juga mendukung sektor pariwisata setempat. Tak hanya itu, KMP Ferrindo 5 ini juga ramah lingkungan serta mencapai efisiensi waktu, biaya operasional serta pemeliharaan truk.Shelvy mengatakan, kehadiran layanan LDF ini ASDP menyediakan fasilitas yang memberikan kenyamanan selama perjalanan bagi para penumpangnya. Dia menambahkan pada bulan Juli, pelayanan KMP Ferrindo 5 dari Jakarta – Surabaya dijadwalkan tanggan 7, 13, 19, 25 dan 31 Juli.Berikut ini tarif untuk bepergian dengan KMP Ferrindo 5 yakni penumpang dewasa Rp75 ribu, bayi Rp7500, kendaraan golongan I Rp125 ribu, golongan II Rp215 ribu, golongan III Rp425 ribu, golongamn IV penumpang Rp1.495.000. Golongan IV barang Rp1.360.000, golongan V penumpang Rp2.860.000, golongan V barang Rp2.390.000, golongan VI penumpang Rp4.845.000, golongan VI barang Rp3.955.000, golongan VII Rp4.985.000, golongan VIII Rp7.445.000 dan golongan IX Rp11.155.000.Baca juga: Pelabuhan Lembar, Pintu Masuk Utama Pelancong di Lombok Barat“Dengan tarif ini, penumpang akan mendapatkan makan selama perjalanan dua kali dalam sehari dan tidak ada pembagian kelas atau bisa dikatakan semua penumpang sama rata statusnya,” tambah Shelvy.Share this:Click to share on Twitter (Opens in new window)Click to share on Facebook (Opens in new window)Like this:Like Loading… RelatedKMP Legundi – Long Distance Ferry, Kapal RoRo Terbesar di Indonesia24/01/2017In “Angkutan Ferry”Sebaiknya Anda Tahu, Kapal Ferry Bukan Hanya Jenis Ro-Ro Saja01/10/2019In “Angkutan Ferry”Penyeberangan Merak-Bakauheni Kembali Dibuka, ASDP Kerahkan Kapal Ferry Bertonase Besar01/12/2017In “Angkutan Ferry”last_img read more

Sanmiya to hang up her skates

first_imgFormer world silver-medalist Eriko Sanmiya, who carried the flag for Japan at the opening ceremony of the Salt Lake City Winter Olympics, revealed Thursday that she plans to call it a career in speedskating.Sanmiya, 27, was considered one of Japan’s best hopes for a medal at the Salt Lake City Games in February after she became Japan’s first female skater to win a silver medal overall at the 2001 World Sprint Championships. The Fujikyu club skater also won the national sprint championship crown three years in a row from 1998, but struggled last season and only managed to finish 11th in the women’s 500 meters in Salt Lake City. IN FIVE EASY PIECES WITH TAKE 5center_img GET THE BEST OF THE JAPAN TIMESlast_img read more

KSRM Week In Review 10/16-10/20

first_imgBoard Of Fish Denies Request For Upper Cook Inlet Finfish Meeting Be Held In Kenai, Federal Government Collecting Public Comment On Liberty Project Arctic Drilling Plan Slammed As ‘Polar Payout’ To Big Oil, Layoffs Hit Kenai Peninsula Oil Field Friday 10/20ANWR Inching Towards Opening Tuesday 10/17KPB Mayor Mike Navarre Appointed Commerce Commissioner For Walker Administration FacebookTwitterEmailPrintFriendly分享The KSRM News Department compiled some of the top stories from this past week. Wednesday 10/18Law Enforcement Supercharges Efforts To Get Worst Repeat Offenders Off Street Ready Or Not, Open Enrollment For Health Insurance Around Corner, Kenai Teen Drivers Cruise Through National Teen Driver Safety Week State Legal Opinion Recognizes Tribal Sovereignty, Alaska Challenging Constitutionality Of Salmon Proposal Thursday 10/19Senate Passes Budget Resolution Which Offers Opportunity To Open ANWR For Oil Exploration Monday 10/16Putting A Face To Domestic Violence National Park Service Survey Finds Systemic Workplace Harassment,last_img read more

Virginia transfer Lambert did homework for Georgia QB race

first_imgATHENS, Ga. (AP) — Greyson Lambert’s focus was on Georgia even before he left Virginia.Eager to master Georgia’s playbook as quickly as possible, Lambert said he bought a small whiteboard which he used to study the Bulldogs’ plays. He said he would hide it in his notebook during history class at Virginia this summer.“Uh, don’t tell the professors,” Lambert said with a smile on Tuesday before his first Georgia practice.“I did everything I could to learn as much as possible.”The sneaky studying worked out.Lambert completed his four-year degree and transferred to Georgia. Now a graduate student, he joined Brice Ramsey and Faton Bauta in Georgia’s quarterback race.Coach Mark Richt said the three will share snaps with the first-team offense until he can narrow the competition to two.“It could go all the way to the first game,” Richt said.Lambert’s move to Georgia prompted Jacob Park, who was competing with Ramsey and Bauta in the spring, to transfer to Navarro Junior College in Texas.The 6-foot-5, 220-pound Lambert started nine games at Virginia in 2014. He missed three games with an ankle injury and threw for 1,632 yards with 10 touchdowns and 11 interceptions. He lost his starting job to Matt Johns in the spring.Now Lambert, who is from Jesup, Georgia, has a fresh start for what he hopes will be a better end to his college career.“I feel very blessed and fortunate,” he said.Tailback Nick Chubb and other Georgia players said they were impressed Lambert already knew the Bulldogs’ playbook when he moved to Athens last month.“He looks good,” Chubb said. “He came in prepared and knowing the plays.”Chubb was careful to avoid stating a preference in the quarterback race. Chubb, the Southeastern Conference freshman of the year after rushing for 1,547 yards and 14 touchdowns in 2014, is expected to be the focus of the offense, no matter who wins the quarterback job.Just give the ball to Chubb.“They all do a great job at that,” Chubb said with a smile.Indeed, the starter may be the quarterback who Richt believes will avoid mistakes and give Chubb the best chance to keep the offense moving.“That is the emphasis,” Ramsey said. “They want somebody who won’t turn the ball over.”Ramsey was the backup to 2014 starter Hutson Mason and was regarded by most observers as the top candidate to win the job entering spring drills. Ramsey appeared in eight games last season and completed 24 of 39 passes for 333 yards with three touchdowns and two interceptions.Lambert and Ramsey say Bauta is the best runner of the three. Bauta also has the least game experience.Ramsey said he welcomed Lambert to the team.“You look forward to something like that,” Ramsey said. “He’s just here to push us and we’re here to push him.”If no clear starter emerges, Georgia could have a two-quarterback plan for the Sept. 5 opener against Louisiana-Monroe.Richt said his only “true rotation” at quarterback lasted only one game — his debut as Georgia’s coach in 2001. That structured plan to rotate David Greene and Cory Phillips ended quickly with Greene winning the job.Richt has played two quarterbacks at other times, including when D.J. Shockley played behind Greene in 2002-04. But Greene was the set starter and Shockley’s playing time varied.“I think the greatest advantage to a two-quarterback system would be if you had two really dramatic differences in style as a player,” Richt said. “If a team has to prepare for this guy and it’s totally different than preparing for the other guy, I think that can cause issues for defenses.”Otherwise, Richt prefers to have one quarterback win the job.“It’s just hard getting the rhythm and staying in a rhythm as a quarterback,” he said. “I found that it’s better to have one guy doing it.”last_img read more

College football: Texas &M too much for NSU in season opener

first_imgCOLLEGE STATION, Texas – In a battle of head coaches making their first appearances with their respective teams, Texas A&M hits its stride in the second quarter en route to a 59-7 win Thursday against Northwestern State on the SEC Network.NSU head coach Brad Laird was competing in his first game ever as a head coach after eight seasons as a defensive coordinator in three different stints, and his Demons (0-1) somewhat slowed the Aggies (1-0) in the first quarter to trail 7-0.But Texas A&M head coach Jimbo Fisher, who won the 2013 national championship as part of his eight-year tenure, got his Aggies rolling with a 28-point second quarter.“When it came down to the fourth quarter, this team didn’t quit,” Laird said. “We made a lot of mistakes, and that starts with me, and one game doesn’t define us as we have a lot of opportunities left.“We did do some positive things tonight, and we’ll evaluate ourselves. They say the biggest improvement is from Week 1 to Week 2, and I’m confident this team will bounce back for our home opener against Grambling.”NSU appeared affected early by the roar of the largest crowd that’s ever watched a Demons game (95,855), committing two false start penalties and needing a timeout to avoid a delay of game on a punt on its opening possession.Texas A&M running back Trayveon Williams scored on a 73-yard run to highlight a 93-yard drive on the Aggies first drive for a 7-0 edge.But the Demons stood tall on the next drives to force punts, including a missed interception opportunity when senior cornerback Dylan Wilson inadvertently knocked the ball away from junior safety Kevin Ratliff, who was awaiting a tipped pass.Junior linebacker Blake Stephenson loomed large with his pressure early in the game, finishing with a team-high nine tackles and a sack.The Aggies regained their rhythm to score touchdowns on their next six drives to increase the gap to 49-0 early in the third quarter.“Texas A&M is a good team, and we’ll learn from this game and get better,” Stephenson said. “We’ll regroup for our home opener and play with a chip on our shoulder.”Kellen Mond found Jace Sternberger for a 7-yard touchdown on third down to complete a 59-yard drive on the first play of the second quarter. The big tight end had five catches for 56 yards and a pair of scores.NSU quarterbacks Shelton Eppler and Clay Holgorsen each played two consecutive series before rotating, with Eppler getting the start. Eppler led the Demons to a pair of first downs on the ensuing drive, and a would-be third first down was wiped out by a chop block penalty.The Aggies marched 76 yards on the next possession, culminating in a 2-yard Williams dive (21-0), his second of the night. Mond converted a third-and-18 with a pass to Keldrick Carper as Texas A&M converted all four third downs in the second quarter.Texas A&M tacked on two more scores in the final five minutes, a Mond 1-yard run following his eight-yard touchdown to Sternberger with six seconds left in the first half.Williams sparked the second half with a 40-yard touchdown run to put the Aggies up 42-0. He finished the night 240 rushing yards, second most in Aggie history, on 20 carries with three touchdowns.Down 52-0, the NSU offense threatened for the first time when Eppler found LSU transfer Jazz Ferguson for a 44-yard strike. The drive resulted in a missed 47-yard field goal by Austyn Fendrick.After Ian Edwards forced a fumble that Desmond Prejean recovered, Ferguson used a double move to score from 71 yards on a Holgorsen pass early in the fourth quarter.“It was man defense, and I was able to beat him early and he fell,” Ferguson said. “I had to score after that.“This game doesn’t define our season, and we can’t wait to get back to Natchitoches and prepare for the next one.”Ferguson finished with 129 yards on four catches in his first game in NSU purple. Senior Jaylen Watson was the second most popular target with 30 yards on three catches with Texas Tech transfer Quan Shorts adding 20 yards on four catches.Both Holgorsen and Eppler topped the 100-yard mark through the air. Holgorsen threw for 125 yards on 9-of-19 passing with a touchdown and took the slight majority of the snaps in the second half. Eppler threw for 105 yards on 9-of-16 passing.With Holgorsen under center, the Demons paraded 59 yards on 11 plays on the next drive, but Fendrick’s 39-yard field goal attempt hit the left upright in his second miss of the night. NSU benefitted from three first downs via penalty, but an NSU chop block penalty uprooted the possession.“We’ll look at positives like winning the turnover battle (1-0) and not making a turnover,” Laird said. “What really got us was third downs (NSU was 1-of-12 and Texas A&M went 8-of-11). We weren’t able to sustain drives and we weren’t able to get off the field defensively on third down.“But plays like Jazz made tonight shows you what he can do when he gets opportunities to make big plays.”NSU committed 11 penalties for 95 yards.The fourth quarter was the Demons’ best from a statistic standpoint as Texas A&M outgained NSU 148-101 in the final period.But the Aggies rolled up 758 total offensive yards with 503 on the ground.NSU gained 168 of its 251 yards in the second half. The Demons rushed for just 21 yards on 13 carries.Punter Parker Pastorello averaged more than 42 yards on nine punts, including four inside the 20-yard line and three of more than 50 yards.— Matt Vines, assistant communications director, Northwestern StatePerfect-Dating.comAre You Ready to Meet Cool Guys in Tung Chung?Perfect-Dating.com|SponsoredSponsoredUndoTheTopFiveVPNThe Secret Netflix Doesn’t Want You To Know To Unblock RestrictionsTheTopFiveVPN|SponsoredSponsoredUndoAspireAbove.comRemember Abby from NCIS? Take A Deep Breath Before You See How She Looks NowAspireAbove.com|SponsoredSponsoredUndoNews gadgetThis watch takes the whole country by storm! it’s price? Ridiculous!News gadget|SponsoredSponsoredUndoTheTopFiveVPNThe Trick Netflix Doesn’t Want You To Know To Unlock RestrictionsTheTopFiveVPN|SponsoredSponsoredUndoCelebsland.com9 Celebrity Before-And-After Plastic Surgery DisastersCelebsland.com|SponsoredSponsoredUndolast_img read more