Found 4687 related files. Current in page 6
MTA Metro-North Railroad March 2013 Metro-North Railroad – Who We Are • Metro-North operates across 384 route miles to 122 stations serving seven New York counties and two Connecticut counties o • Approximately 106 route miles and 37 stations along the New Haven and its three branch lines in the State of Connecticut Metro-North operates New Haven Line service for New York and Connecticut via a bi-state agreement o Service in the State of Connecticut is funded by the State • Recognized as one of the nation's preeminent railroads • Since 1983, Metro-North has improved its system-wide on-time performance from 80% to 97.6% and doubled its annual ridership to 83 million (2012 data) Metro-North Railroad 1 Metro-North Railroad- Existing Service Metro-North Railroad 2 New Haven Line Service in Connecticut • Metro-North operates 265 weekday trains in Connecticut • Total weekday boardings at Connecticut Stations is approximately 49,000 • Over 4 million annual trips were made entirely within Connecticut during 2012. This market has more than tripled since 1985 • Metro-North has the largest rail reverse ridership market in the United States o Almost 6,000 New Haven Line customers reverse commute from New York City and the Bronx each morning, mostly to Connecticut employment centers • Stamford is the largest outlying station in Metro-North’s territory Metro-North Railroad 3 Connecticut Department of Transportation Improvements on the New Haven Line Equipment • Metro-North and CT DOT jointly purchasing 405 new M8 cars for operation on the New Haven Line and Shore Line East Maintenance Facilities • To support M8 purchase, constructing new rail car maintenance facilities in New Haven Right of Way/Track Improvements • • • Replacing all new overhead catenary in Connecticut to state-of-the-art constant tension system (158 track miles) Replacing 25 main line bridges Upgrading entire power supply system on the New Haven Line in Connecticut to meet future New Haven Line and Amtrak intercity and Acela electric train service demand Metro-North Railroad ...
Metro-North has implemented a comprehensive set of actions since experiencing several major incidents: the May 17 derailment in Bridgeport, the tragic accident in West Haven on May 28, the power outage on September 25, and the derailment on the Hudson Line in the Bronx on December 1. The specific actions include a reassessment and implementation of:Track maintenance and inspection programs and procedures New train dispatching and employee protection protocols Speed enforcement technology and practices Track and safety departments’ organizational capabilities and structure Programs and training related to overall safety and the safety culture at Metro-North New Haven Line Derailment in Bridgeport Metro-North began the assessment of the New Haven Line immediately following the May 17 derailment/collision in Bridgeport, CT. Metro-North contracted with Transportation Technology Center, Inc., (TTCI) the nationally recognized research arm of the American Association of Railroads. As a result, the railroad took immediate actions and prioritized the work on the infrastructure to ensure the safety of Metro-North’s customers and employees. Of note, although Metro-North has always complied with FRA standards, the actions that have been taken and the programs that have been implemented meet and exceed the FRA standards. Specific actions taken include:TTCI has conducted a comprehensive assessment of track infrastructure utilizing different pieces of specialized equipment: Gage Restraint Measuring Systems, Track Geometry Vehicles, and Ground Penetrating Radar. In addition, Metro-North documented and mapped the location of all of the joints and compromise joints and performed a physical inspection of their condition. These surveys and inspections provided a comprehensive assessment of the condition of MetroNorth’s infrastructure and will be used to develop future track maintenance and investment programs. TTCI also reviewed several areas within the Track Department, specifically: Inspection, repair and maintenance programs; training of employees; and quality assurance standards. Of particular focus as a result of the Bridgeport derailment was the practice of installing compromise joints to marry two pieces of rail that are of different sizes. While this is an accepted practice in track maintenance, Metro-North has made the decision to make welding these joints a priority. As of November 7, all mainline compromise joints have been welded and an ongoing program is in place to weld these and joints as they are installed. Metro-North’s standards for track inspection and the manner and frequency of those inspections have also been examined and reassessed. Metro-North has communicated with...
1340cm3 in-line 4-cylinder fuel-injected, liquid-cooled DOHC engine built to deliver a broad wave of torque for effortless acceleration. Suzuki Clutch Assist System (SCAS) serves as back-torque-limiting system for smooth downshifts and also contributes to a light clutch pull. U-shaped cutouts in the cylinder-bore sides allow air below descending pistons to escape to adjacent cylinders to reduce internal pumping pressure and mechanical power losses. Advanced aerodynamics offering superb wind protection both for normal and completely tucked-in seating positions. Lightweight titanium valves allow use of light valve springs and high lift while maintaining accurate valve control. Iridium spark plugs produce more complete combustion. Curved radiator with a compact, dense-core design and engine-management-computer-controlled two ring-type electric fans mounted on the rear of the radiator, increasing the control accuracy and keeping engine temperature stable. Suzuki Dual Throttle Valve (SDTV) fuel injection results in improved power delivery and a more linear response. This system uses engine-computer-operated secondary valves to maintain optimum intake-air velocity for maximum combustion efﬁciency. Two 12-hole ﬁne-spray injectors on each throttle body improve fuel atomization for better combustion efﬁciency and while reducing fuel consumption. Suzuki Drive Mode Selector (S-DMS) enables the rider to choose from three different engine power characteristics according to personal preference. Speciﬁcations, appearance, colors (including body color), equipment, materials and other aspects of the “SUZUKI” products shown in this catalogue are subject to change by Suzuki at any time without notice, and they may vary depending on local conditions or requirements. Some models are not available in some regions. Each model may be discontinued without notice. Please inquire at your local dealer for details of any such changes. Always wear a helmet, eye protection and protective clothing. Enjoy riding safely. Read your Owner's Manual carefully. Never ride under the inﬂuence of alcohol or other drugs. PRINTED IN JAPAN Hayabusa 1300 (GSX1300R) Leaﬂet 99999-A0021-121 SEP.'11 300 Takatsuka-cho, Minami-ku, Hamamatsu City, JAPAN 432-8611 Electronic ignition (Transistorized) 21.0 L (5.5 US gal) Colors Functional Instrument cluster Inverted cartridge front forks featuring Diamond-Like Coating (DLC) surface treatment to reduce stiction and improve reaction to small surface irregularities. The front forks and the single rear shock absorber both have fully adjustable spring preload, compression and rebound damping. 310mm (12.2-in) dual-ﬂoating-disc front brakes with efﬁcient, race-proven aluminum-piston, radial-mount brake calipers, and 260mm (10.2-in) single-disc rear brake with single-piston brake caliper. Four analog gauges including step-motor-driven tachometer and speedometer. Round LCD panel includes clock, gear position indicator, S-DMS map indicator, odometer and dual trip meters. Engine-rpm indicator, programmable to blink or stay on between 4,000 and 11,500 rpm.
14801 W. 114th Terrace, Lenexa KS 66215 • PH: 913.338.2886 • FX: 913.338. 2879 • www.ProCharger.com. BOLT ON. 140+. 2/11. The ULTIMATE Power Adder ... The ULTIMATE Power Adder® for the 1999-2010 Suzuki Hayabusa Specializing in building customized, high-performance motorcycles, this DAS-developed Stage 1 supercharger kit utilizes a highly-efficient ProCharger C-1 self-contained supercharger for maximum forced-induction power and performance. DAS Stage I Kit includes: ProCharger C-1 supercharger Intake Charge tube Full exhaust system Intank pump FMU K&N air cleaner DAS Performance Clutch springs Stage I MSRP: $6,599 Hose, clamp and misc hardware This same C-1 supercharger and drive system is capable of supporting even higher HP levels with additional engine and fuel system modifications. Stage 1: 240-275 rwhp Stage 2: 275-350 rwhp Stage 3: 350-550+ rwhp DAS Performance dasperformance.com 1901 Bridge Street Dracut, MA 01826 978/453-0807 14801 W. 114th Terrace, Lenexa KS 66215 • PH: 913.338.2886 • FX: 913.338.2879 • www.ProCharger.com 2/11
MSRP: $13,999 The Suzuki Hayabusa is a machine so dominant, that it created an entirely new category of motorcycle in the industry – Ultimate Sport. With performance credentials that have established it as the most exciting sportbike on the planet, it's designed for serious sport riders who will settle for nothing less than the best. If that's you, and if you choose to ride the Hayabusa, you'll be rewarded with a riding experience you'll never forget. Its combination of unsurpassed power, crisp handling and superb aerodynamics creates the ultimate sport bike. For 2012, the Hayabusa is available with new graphics and colors - Glass Sparkle Black, Pearl Glacier White and limited edition Candy Sonoma Red. TOP 10 FEATURES The Hayabusa is equipped with a 1340cc, in-line, DOHC liquid-cooled engine with 16-valves, and Twin Swirl Combustion Chambers (TSCC) for eﬃcient, powerful acceleration and top end performance. The Hayabusa’s engine is fed via Suzuki’s Suzuki Dual Throttle Valve (SDTV) fuel injection system uses engine-computer-operated secondary valves to maintain optimum intake-air velocity for maximum combustion eﬃciency. Two 12-hole ﬁne-spray injectors on each throttle body improve fuel atomization for better combustion eﬃciency and while reducing fuel consumption. Lightweight aluminum alloy pistons with a compression ratio of 12.5:1 are used for maximum performance in all conditions with stunning acceleration and top end power. Hard, smooth chrome-nitride Physical Vapor Deposition (PVD) coating on the upper compression and oil control rings on each piston reduces friction while improving cylinder sealing. Lightweight titanium valves allow the use of light valve springs and high lift while maintaining accurate valve control. Iridium spark plugs are used for high combustion eﬃciency and consistent performance. The Hayabusa comes with an constant mesh 6-speed transmission, with close gear ratios for outstanding performance. Oil spray to the 4th, 5th and 6th gears reduces wear and mechanical noise during highway cruising. Suzuki Clutch Assist System (SCAS) serves as a back-torque-limiting system for smooth downshifts and also contributes to a light clutch pull. A lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength, and is designed to allow a compact riding position for exceptional handling and control on the road. Rear subframe is made of rectangular steel tubing for suﬃcient weight carrying capacity. Lightweight Showa Big Piston front Fork (BPF) features a 37.6mm upper piston riding inside the 41mm fork tube. This endurance-race-proven design, along with a lightweight fully adjustable Showa rear shock, delivers more eﬀective, linear damping performance, resulting in better feedback to the rider for unmatched handling. A bridged aluminum alloy swingarm features a cross-sectional shape for increased rigidity, which improves rear tire grip and increases engine output. The Hayabusa’s fully adjustable rear shock absorber has a 43mm piston and 14mm rod diameter. Radial-mount Tokico front brake calipers oﬀer maximum braking performance using dual 310mm front brake rotors, resulting in reduced unsprung weight and improved handling. A lightweight single piston rear brake caliper works in conjunction with a 260mm rear brake disc. S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three diﬀerent engine settings, depending on riding conditions or rider preferences. For example, the rider can choose one map for tight, twisty roads and another for high-speed cruising.
A reasonably competent amateur mechanic, using only basic hand tools, should be capable of fitting the Geartronics indicator in less than 1 hour. Step 1. Remove the screw at each side of the seat and remove the riders seat. Remove the 2 screws in front of the fuel tank. Lift the front of the tank and support at approximately 45° to gain access behind the engine. Step 2. Remove all screws securing the left hand lower fairing and carefully remove the panel to expose the bike frame. Note that there are 2 different sizes of screws! Remove the single screw & clip securing the insert panel located to the left of the instrument cluster. The centre of the clip should be pushed in, allowing the outer part to be pulled out. Step 3. Locate the gear position sensor connectors with reference to the photo below. Close up of gear position sensor connector The connectors are 3 pin white triangular, and have pink blue & black wires. Separate the 2 connectors by inserting a small screwdriver into the releasing latch and pulling the housings apart. DO NOT pull on the wires to separate the connectors as damage may result. Step 4. Plug the connectors on the Geartronics loom into the two connectors you separated in step 3. Run the Geartronics loom alongside the existing loom on the left hand side frame. Secure with the cable ties supplied in the kit. Step 5. The Geartronics control box should be fitted behind the fuse box located under, and in front of, the left handlebar. The control box should be mounted with the connector at the bottom so as to reduce the possibility of water ingress. Step 6. Route the display cable up and along the top of the instrument cluster and secure the display housing to the top of the cluster using double-sided adhesive tape provided. Take care not to make sharp bends in the display cable, as it is quite fragile. Step 7. Making the power connections: The black earth wire should be secured under the lower left hand instrument cluster screw as shown in the photo below. The red wire for the 12v supply can be connected to any convenient ignition switched feed. On the year 2000 model illustrated, it was found that the most convenient supply was that going to the front light cluster. The front light wiring harness connects to the main loom using a black rectangular connector located to the left of the fuse box. The 12v supply was found on the thick orange/red wire. Other year models may use a different colour code and if in doubt, reference should be made to the appropriate service manual. Splice the red wire into the lighting power feed using the 3M ‘Scotchlok’ connector provided. Step 8. Testing the display: check that the bike is in neutral and turn on the ignition. The display should read ‘N’. The function of the standard neutral lamp should be unaffected. If possible select 1st and 2nd gears and confirm that the display reads correctly. It will be unlikely that the other gears can be selected unless the engine is running, but if the display is reading correctly in Neutral and 1st then it is fair to assume that all is functioning correctly. Step 9. Ensure that no wires have been trapped or incorrectly routed, then replace the insert panel, the fairing and the seat. Remember that the fairing is secured using two different types of screw! Step 10. Finally, road test the bike to ensure that the display is reading correctly in all gears. The display should be easily visible, both from under the screen with you head down, or through the screen with you head up.
TONY, 47, is a sales manager based in Bradford, Yorkshire, and bought a 1999 Hayabusa brand new. He sold it a few years later, but bought an ’03 model after missing the old bike so much. Gary: “I bought a new Hayabusa in 2004 and was a bit disappointed at first, as the power delivery was a little notchy somehow and I also thought that the clutch could have been better. “The throttle response smoothed out a bit as I ran the bike in, but I was still surprised that Suzuki don’t seem to have done much to the bike over the last five or six years. I mean, apart from restricting the top end and changing the colour schemes each year, it’s much the same bike. “Since buying mine, I’ve spent a fair bit on it, with a one-off titanium exhaust system, modified airbox, wavy discs, aftermarket six-pots, braided lines, small clear indicators, carbon inserts on the bodywork and so on. “Overall, I reckon that fitting the exhaust, de-seaming the innards of the airbox, dyno time, plus the new calipers have made the biggest difference to the performance of the bike. It now goes and stops loads better – sounds great too. I think just dumping the stock exhaust system probably saved about 4kg in weight.” Ian: “The W-plate Hayabusa I had ended up being transformed from a standard road bike – admittedly an insanely fast one – into an almost unrideable missile. Freakin’ good fun, though – even if I was only getting 80 miles out of each tankful! “The 2004 Busa I have now is more laid back and easier to ride, plus it’s a showcase for the accessories and stuff I can do in the shop: polished wheels, wavy discs, braided lines. Plus I put a Blue Flame can on it, set the bike up at the dyno and re-chipped the ECU so it doesn’t stop at 186mph. But I’m still not 100% happy with the brakes – I really think the Hayabusa needs more stopping power.” Tony: “There’s no great difference in performance between the older Hayabusa and the later, so-called ‘restricted’ versions. The only restriction is that at 186mph the ECU tells the fuel injectors to cut the supply to one cylinder, which stops it from going any faster. Otherwise, there’s still the same amazing amount of power, although the 2003-on bikes feel a touch smoother in their overall throttle response, due to their remapped fuelling and ignition. “The brakes are equally weak on both models and fitting braided lines and some different pads is a must if you want serious stopping power. Apart from that, I would say the performance is more than most riders will ever need on the public road.” OLD Hayabusas hold their value well on the secondhand market
Providence College is a private, coeducational, Catholic college located in Providence, Rhode Island. With its 2010–2011 enrollments of 3,850 undergraduate and 735 graduate students, the college specializes in academic programs focused on the liberal arts. Identify and install a security solution that was easy to implement, didn’t contribute to operational overhead and eliminated the shortcomings of signature-based detection technologies such as NGFW, IPS and AV, which cannot stop advanced malware. Solution Deployment of FireEye Web Malware Protection System 4000 Series appliance. Benefits Protection against advanced malware, zero-day and targeted APT attacks as well as immediate visibility into previously undetected malicious code and optimization of remediation processes permitted swift cost justification of project. Plus all college network traffic passes through the FireEye Web MPS appliance without latency. Ranked by U.S. News as one of the top two master’s level colleges and universities in the North for thirteen consecutive years, Providence College sits on a picturesque hilltop campus two miles west of downtown Providence, Rhode Island, the state’s capital city. Just like any mainstream commercial enterprise, the college is tasked with protecting sensitive data; relating to its students, faculty, staff and research projects. “There is some very sensitive data within the Providence College environment, but with the FireEye Web MPS appliance we know that advanced malware never makes it onto our network undetected.” – Donald J. Schattle II, Information Security Officer, Providence College FireEye, Inc. | 1390 McCarthy Blvd. Milpitas, CA 95035 | 408.321.6300 | 877.FIREEYE (347.3393) | firstname.lastname@example.org | www.fireeye.com Case Study The Truth Can Be Scary Recognition of the limitations of tools acting solely on signatures catalyzed an extensive period of research for Don Schattle, Providence College’s Information Security Officer, that culminated in a pilot of the FireEye Web Malware Protection System. “What we immediately saw was extremely eye-opening! The FireEye appliance was catching malicious code that had previously entered our environment completely undetected,” He recalled. The FireEye Web Malware Protection System (MPS) appliance provides automatic, real-time blocking of next-generation Web malware. Inbound and outbound traffic is inspected to confirm and capture zero-day malware and targeted attacks. Risk is evaluated through the actual execution of suspected code in a full-featured virtual endpoint environment that precisely determines core intent. Schattle noted, “The inline installation of the FireEye Web MPS was a quantum leap forward for us. Not only will it detect and block a threat, it does so in a very elegant manner; the appliance immediately lets a user know why a Web page was not delivered.” The FireEye appliance sits directly behind the firewall and is the gateway to a 5,000+ node campus-wide network. Schattle observed, “It’s never a bottleneck for the network even though all of the college’s traffic passes through it. The significant processing power and throughput capabilities of the unit just make this a non-issue.” Schattle concluded, “Any device we deploy needs to deliver what was promised with a minimum of operator intervention and with a high level of reliability and autonomy: Our FireEye Web Malware Protection System 4000 Series appliance gives us exactly that.” Time is Money ”Early in the evaluation we meticulously tracked every single FireEye Web MPS-generated alert and found that in all cases, the notification was triggered by a real threat,” said Schattle. “We instantly saw that our current security platform had missed a variety of malicious code.” This accuracy allowed the college’s IT team to dramatically reduce the time and cost associated with the detection and eradication of malware threats. Key Component FireEye Web Malware Protection System 4000 Series appliance FireEye is the world leader in combating advanced malware, zero-day and targeted APT attacks that bypass traditional defenses, such as Firewalls, IPS, AV, and Web gateways! © 2011 FireEye, Inc. All rights reserved. FireEye, Inc. and all FireEye, Inc. products are either trademarks or registered trademarks of FireEye, Inc. Other product and company names mentioned herein may be the trademarks of their respective owners. -- CS.WMPS4000.052011 FireEye, Inc. | 1390 McCarthy Blvd. Milpitas, CA 95035 | 408.321.6300 | 877.FIREEYE (347.3393) | email@example.com | www.fireeye.com
The Economical CNC Grinding Machine The economical CNC grinding machine The affordable tool grinding package The ANCA FastGrind is an entry level CNC tool grinder and a popular machine in the ANCA range. This machine offers all of the benefits that ANCA customers have enjoyed for many years at an extremely affordable price. The FastGrind is a versatile and flexible machine and is suited to a wide variety of industries and applications. It is popular with regrinders and provides opportunities for companies to reduce costs by bringing regrinding in-house. It is also ideally suited to companies looking for reduced risk in making the transition into CNC grinding technology. The FastGrind has all of the essential elements the industry demands for cost-effective tool grinding, including:Quick and easy set-up Superior tool accuracy High quality surface finish Flexibility to grind a large variety of tool types Machine reliability and accuracy Direct-drive technology The double-ended wheel spindle is based on a directdrive, bi-directional motor design capable of 10,000 rpm. With a HSK40F taper, constant power of 3.7 kW (5.0 HP) and peak power of 8.0 kW (10.0 HP), it offers enough power for any resharpening task. There are no belts, pulleys or gears, resulting in superior surface finish on the ground tool and higher machine reliability. All linear and rotary machine axes, including workhead, use direct-drive technology giving greater positional accuracy. the affordable choice Flexibility and speed The FastGrind is both small and compact, yet has a large working envelope making it suitable for a wide range of tool types, geometries and shapes. The FastGrind also has both the flexibility and speed to tackle a wide range of different high-precision cutting and drilling tools in one set-up. For resharpening, the standard probe system digitises the features and geometry of the tool, ensuring accurate and precise grinding.