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Medium 9780253006332

1 Trains

H. Roger Grant Indiana University Press ePub

TRAINS

1

OPERATING TRAINS

From the time that the first train in America turned a wheel, the railroad generated excitement. Powered by its captivating steam locomotive, the moving train was much more than an instrument of progress; it was a true wonder. In his 1876 “To a Locomotive in Winter” poet Walt Whitman captured the essence of the attraction for this mechanical marvel: “The black cylindric body golden brass. Type of the modern-emblem of motion and power – pulse of the continent.” An early patron of the Boston & Worcester Rail Road expressed similar thoughts, but in a nonpoetic fashion. “What an object of wonder! How marvelous it is in every particular! It appears like a thing of life. I cannot describe the strange sensations produced on seeing the train of cars come up. And when I started for Boston, it seemed like a dream.” In a larger sense “the railroad, animated by its powerful locomotive, appears to be the characteristic personification of the American,” concluded Guillaume Poussin, a Frenchman who visited the New World in 1851. “The one seems to hear and understand the other – to have been made for the other – to be indispensable to the other.” Even in the recent past the National Railroad Passenger Corporation (Amtrak) engaged jazz musician Lou Rawls to record a commercial that had as its theme “There’s something about a train that’s magic.”

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Medium 9781855209657

Chapter 8 Wheels and Tyres

Greg Hudock Brooklands Books ePub

Tyre pressures and the condition of the tyres should be checked once a week. Remember that the tyre is the only contact with the road surface.

Inspect the tyre walls for cracks, splits or bad damage. If the tyres are worn on one side, in most cases on the outside, check the front wheel alignment. Normally the toe-in setting will need adjustment.

Excessive wear on both sides of the tyre indicates driving with an under-inflated tyre. Excessive wear in the centre of the tread indicates an over-inflated tyre.

Damage can also be caused by sharp objects or contact with kerb stones. A clear tread pattern should always be visible.

Do not drive with tyres if the depth of the tread is less than 1.6 mm (0.06 in.).

Check the tyre pressures once a week in accordance with the figures given in your Owners Manual and on a sticker attached to the vehicle. If the tyres lose more than 2 psi. per week, then the tyre has a puncture or the seal on the wheel rim is damaged. Take the faulty wheel to a tyre specialist. Always keep the valve caps in place as these will prevent leakage of air from the valves. Do not forget to replace them after you have checked the tyre pressures.

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Medium 9781935543060

5 - Extending and Expanding Learning for Every Student

Gayle Gregory Solution Tree Press ePub

Extending and Expanding Learning for Every Student

The mission for a school of the future (or the present?) should be to optimally meet children's learning needs. That carries the implicit recognition that every child's brain is unique. And whereas most brains follow a normal developmental trajectory, each is also idiosyncratic in its strengths and weaknesses for learning particular types of information

—John Geake

This chapter will address some common strategies for modifying tasks and concepts for students who are working below the basic expectations or struggling with learning differences. Included are proven differentiated strategies that should be used at RTI Tier 1 every day. Teachers must also add to their bags of tricks a variety of ways to provide lateral enrichment opportunities for students as they meet the standards and expectations. To provide all students with a level of challenge appropriate for their abilities, teachers must learn how to raise the bar and extend the learning beyond the grade-level standards.

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Medium 9781770906730

2: TALKING DRUMS IN DEATH VALLEY

Neil Peart ECW Press ePub

TALKING DRUMS IN DEATH VALLEY

FEBRUARY 2011

THE SETTING OF THE OPENING PHOTOGRAPH is Death Valley National Park, California, near the site called Natural Bridge. The snow-topped Panamint Mountains form the backdrop, while I am gesticulating and (no doubt) pontificating in the middle, surrounded by the people and cameras of the Hudson Music crew. The subject of my little speech was drumming—specifically, drumming in front of an audience.

So that explains the title, but suggests a number of other questions. Starting with, I suppose, “Um … why?”

Well, it started in 1995, when I made an instructional video about composing drum parts and recording them, called A Work in Progress. My collaborators on that project were Paul Siegel and Rob Wallis, and we had enjoyed working together, sharing our ideas and realizing them on film. Paul and Rob were both drummers who had gravitated to the educational side, founding the Drummer’s Collective in New York City, then later Hudson Music, to make instructional DVDs. They were around the same age as my bandmates and me, and likewise had enjoyed a long, productive partnership of close to the same duration, so we understood one another.

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1 The Forrest Gump of Railroading

Rush, Jr. Loving Indiana University Press ePub

Dawn was creeping up over Lynnhaven Bay as Jim McClellan walked briskly out of his kitchen, down a hallway, and out the back door. It was a perfect October morning. The air was brisk, barely 50 degrees. McClellan drove to his office in downtown Norfolk. He was going early to clear his desk of any unfinished work because he was leaving later in the week for four days of vacation in southern California.

James W. McClellan was vice president for corporate planning at Norfolk Southern Corp., one of the nation’s five largest railroads. His job was to advise NS’s chairman, David R. Goode, on a wide range of key questions that the railroad faced, issues as subtle as changes in the corporate culture or as visual as deciding which tracks to shut down or which railroads to acquire in order to keep the company viable.

It was 1996, and for nearly 20 years he had been watching the moves of NS’s archrival, CSX Corp., and its chairman, John W. Snow, who later was to become George W. Bush’s treasury secretary. The two railroads served almost the entire eastern half of the country save for a highly contested block of states in the Northeast, and both needed to get into those states for access to the rich port of New York and the chemical plants of New Jersey. The only way to do that was to acquire Conrail, a railroad that held a monopoly of the rail markets in New York, New Jersey, and most of Pennsylvania. The railroad that won Conrail would then be able to negotiate a merger with one of the western roads at favorable terms and form a system that spanned the continent. McClellan was worried because he knew that if NS lost this race, it would remain a regional line that would be at the mercy of one of those western roads. Moreover, NS had another reason for wanting Conrail, a need so crucial to the future of the company’s most critical source of revenues, McClellan and others at the top of the company kept it a closely held secret.

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