O Glorious St. Joseph, behold I choose thee today for my special patron in life and at the hour of my death. Preserve and increase in me the spirit of prayer and fervor in the service of God. Remove far from me every kind of sin; obtain for me that my death may not come upon me unawares, but that I may have time to confess my sins sacramentally and to bewail them with a most perfect understanding and a most sincere and perfect contrition, in order that I may breathe forth my soul into the hands of Jesus and Mary. Amen.
FRIDAY, MARCH 1ST – Saint David of Wales is pictured standing on a mound with a dove on his shoulder because once while he was preaching, a dove descended to his shoulder and the earth rose to lift him high above the people so that he could be heard. First Friday in March!
SATURDAY, MARCH 2ND – Saint Agnes of Prague. First Saturday!
SUNDAY, MARCH 3RD – QUINQUAGESIMA SUNDAY. Saint Katherine Drexel used her wealth for the benefit of others. She founded the Sisters of the Blessed Sacrament and began a system of Catholic schools here in the USA.
TUESDAY, MARCH 5TH – The Holy Face of Jesus."Look at His adorable Face. Look at His glazed and sunken eyes. Look at His wounds. Look Jesus in the Face. There, you will see how He loves us." ~ Saint Therese of Lisieux.
WEDNESDAY, MARCH 6TH – ASH WEDNESDAY. The distribution of ashes reminds us of our own mortality and calls us to repentance. The ashes we receive are a reminder of our own sinfulness, and we should leave them on our foreheads all day as a sign of humility.
THURSDAY, MARCH 7TH – Saint Thomas Aquinas acquired all his wisdom at the foot of the Cross. One hour of prayer is worth years of study. Feastday of Brother Thomas Augustine, MICM.
FRIDAY, MARCH 8TH – Saint John of God. Dedicated to the Crown of Thorns. Join us for the Stations of the Cross this evening at 7:30 p.m. Bring your family!
SATURDAY, MARCH 9TH – Saint Dominic Savio, the young disciple of Saint John Bosco, lived by his motto: Death rather than sin. Would we give up even our lives, if it meant avoiding one mortal sin?
SUNDAY, MARCH 10TH – 1ST SUNDAY IN LENT. The Forty Martyrs of Sabaste were condemned to be exposed naked upon a frozen pond until they froze to death. One, yielding to the torture left his companions, but his place was taken by a guard, thus keeping the mystical number of forty martyrs. Daylight Savings Begins!
TUESDAY, MARCH 12TH – Saint Gregory the Great, one of the four great Doctors of the Latin Church.
WEDNESDAY, MARCH 13TH – Saint Euphrasia. Ember Day!
FRIDAY, MARCH 15TH – Saint Longinus was the Roman centurion who pierced the side of Our Lord on Good Friday. His lance is still kept in one of the great pillars in Saint Peter's Basilica. Ember Day. Join us for the Stations of the Cross this evening at 7:30 p.m.
SATURDAY, MARCH 16TH – Saint Abraham. Ember Day. Join us for Saint Patrick's Day Talent Night at 7:00 p.m. in MacIsaac Hall! Entrance fee: One plate of goodies for the party! Contact Brother Anthony if you would like to audition to share your talent!
SUNDAY, MARCH 17TH – 2ND SUNDAY IN LENT. Saint Patrick, the beloved patron of the Irish people, spread the Faith through Ireland. His simplicity in teaching the truths of the Faith is typified by his famous description of the Trinity in the shamrock. Feast day of Brother Patrick Joseph, MICM.
MONDAY, MARCH 18TH – Saint Cyril of Jerusalem was made a Doctor of the Church for his simple and clear explanations of the Catholic Faith, which even a child can understand.
TUESDAY, MARCH 19TH – Saint Joseph. After the Blessed Virgin Mary, Saint Joseph is our most powerful intercessor before God. Saint Joseph faithfully cared for his little family, Jesus and Mary. No sacrifice was too great for him. Now Jesus shows him His gratitude by granting our requests through his intercession. Let us go to Saint Joseph in all our needs, and especially ask him for the grace of a holy death.
THURSDAY, MARCH 21ST – Saint Benedict, Father of Western Monasticism, founded of one of the greatest religious orders in the Church.
FRIDAY, MARCH 22ND – The Holy Shroud. Join us for the Stations of the Cross this evening at 7:30 p.m. Bring your family!
SATURDAY, MARCH 23RD – Our Lady of Victories is the name given to a beautiful image of the Blessed Virgin which the French took from the Greeks at Constantinople in 1204 in a battle in which they scored a victory. There is also a famous church called Our Lady of Victories in Paris which was desecrated during the French Revolution, but miraculously restored by Our Lady with the help of a simple French priest named Father Desgenettes, in 1836. "Consecrate your parish to the most holy and Immaculate Heart of Mary," he heard a voice say to him at a sparsely attended morning Mass. A short time after he had obeyed Our Lady's orders, the hitherto empty church was filled for the first time in many, many years.
SUNDAY, MARCH 24TH – 3RD SUNDAY IN LENT. Saint Gabriel the Archangel, one of the Seven Angels who stands before the throne of God, was chosen to bring the message of the Annunciation. The name Gabriel means strength of God.
MONDAY, MARCH 25TH – THE ANNUNCIATION. Today the Church recalls the greatest event in history, the Incarnation of Our Lord. On this day the Word was made flesh, and united to Itself forever the humanity of Jesus. Her simple Fiat (Be it done), was the dawn of our salvation! Show your gratitude by reciting the Angelus at noon everyday!
THURSDAY, MARCH 28TH – Saint John Capistrano, who led a large Christian army against Mohammed II, is known as the "Soldier Saint" and is patron of judges, lawyers and military chaplains.
FRIDAY, MARCH 29TH – The Five Wounds. Join us for the Stations of the Cross this evening at 7:30 p.m. Bring your family!
SATURDAY, MARCH 30TH – Saint John Climacus became a monk on Mount Sinai at the age of sixteen. He became an abbot, but after four years returned to his life of a hermit .
SUNDAY, MARCH 31ST – Our Lady of the Holy Cross of Jerusalem. After finding the True Cross in Jerusalem, Saint Helen carried a portion of it to Rome where she built a basilica to house it, and where it is still seen and venerated today, along with a nail from the Crucifixion and a thorn from the Crown of Thorns, the title from the Cross, and a large portion of the cross of the Good Thief.
1) Abstinence on all the Fridays of Lent, and on Ash Wednesday and Good Friday.
No meat may be eaten on days of abstinence.
Catholics 14 years and older are bound to abstain from meat. Invalids, pregnant and nursing mothers are exempt.
2) Fast on Ash Wednesday and Good Friday.
Fasting means having only one full meal to maintain one's strength. Two smaller, meatless and penitential meals are permitted according to one's needs, but they should not together equal the one full meal. Eating solid foods between meals is not permitted.
3) Friday Abstinence Outside of Lent.
It should be noted that Fridays throughout the year are designated days of penance. The Code of Canon Law states that Friday is a day of abstinence from meat throughout the year. The American Bishops have allowed us to choose a different form of penance rather than abstaining from meat, but there must be some form of penance, for this is the day we commemorate Christ's suffering and death. The bishops stress that "[a]mong the works of voluntary self-denial and personal penance...we give first place to abstinence from flesh meat" (Pastoral Statement on Fasting and Abstinence).


text:
Outdoors in Europe: Taking to the water
Europe menu
From the storm-gray waves of the Greenland Sea to the temperamental currents of the Atlantic Ocean to the shockingly turquoise coves of the Mediterranean, Europe's coastline offers a wild variety of seascapes for you to enjoy. Inland, you'll find glacier-fed lakes, wild rivers and fantastical waterfalls.
We asked our specialists to suggest some activities that will let you enjoy the wealth of waterways across the continent. They responded with a wide range, whether you want to plunge right into the water or merely admire its beauty from the shore. It's easy to add any of these suggestions to any European itinerary.
Iceland: snorkeling between tectonic plates
Silfra fissure
By Iceland specialist Andea
In Silfra fissure, troll hair algae seems to vibrate an electric green under the sunlight that streams through the improbably clear water. It's one of the few things that can grow in the just-barely-above-freezing meltwater that comes from Langjökull Glacier.
Located in Iceland's Þingvellir National Park, Silfra is the only place in the world where you can snorkel right above a divergent fissure between tectonic plates. The abstract theory of continental drift becomes suddenly and shockingly real just a few feet from your nose, as you float gently along above a deep fissure, led by an expert guide.
We can arrange for you to share the same surreal experience, but I offer a note of caution: the process of getting suited up in a thick neoprene dry suit is slightly claustrophobic, and the water numbs your face and hands in mere seconds, though the rest of you is toasty warm.
Learn more: Things to do in Iceland
Also: Zodiac tour of a glacial lagoon in Jökulsárlón
Portugal: whale-watching off the Azores
Sperm whale, Pico
By Portugal specialist Allan
The rich waters off the Azores teem with cetaceans, from barnacled humpbacks to sleek orcas, and you can see dolphins almost everywhere. However, the best place for you to see sperm whales is in the Atlantic Ocean off Pico, where the waters are deep enough for the enormous mammals to dive down in search of squid.
I learned all of this from my whale-watching guide, Norberto. With his sun-weathered face and a fully bushy white beard, he seemed like he'd just stepped out of a boys' adventure novel. He was driving the bright-red Zodiac boat that seated just a dozen passengers, the salt spray whipping in my face as he sped out to where the spotters had sighted a small pod earlier in the morning.
There in the distance (mandated by law to avoid stressing the whales), I could make out several charcoal-gray sperm whales breaching over the dark waves. It was easy to pick out the calf because it was so much smaller than the others… if larger than our boat. The baby, Norberto explained, was being watched by a babysitter while the mother dove for food.
Learn more: Things to do in Portugal
Also: Whale-watching and sea angling off Hauganes
Croatia: waterfalls in Krka National Park
Skradinski buk
By Croatia specialist Stefany
Dotted with emerald-green pools, Krka National Park is a karst landscape that's been riven by the Krka River into a deep gorge. You can take an easy walk into the leafy green depths of the park on a series of well-maintained paths and boardwalks to the undeniable highlight: Skradinski buk.
Stretching the length of eight football fields, Skradinski buk is a series of silvery, splashing waterfalls that plummet down cliffs into a deep rocky pool. I last visited on a warm summer day and cooled off after my not-at-all-strenuous walk by joining others who were bathing there. Visitors are restricted to just a few areas, while locals are allowed to kayak deeper into the park.
The park is just an hour from Split, making it easier to reach than its better-known sibling, Plitvice Lakes National Park. Additionally, swimming is forbidden at Plitvice to protect that park's delicate ecology.
Learn more: Things to do in Croatia
Also: Visit Detifoss Waterfall, Iceland
Ireland: fly-fishing with a ghillie in Connemara
By Ireland specialist Emily
The salmon thrashed, erupting from the rippling dark surface of the river. My ghillie waded into the cold waters, helping me gently lift the fish up out of the water so I could admire its sleek, shimmering length for a brief moment. Then he lowered the fish back into the current, holding it loosely to let it reacclimate to the water before it darted back into the shadowy depths of the river with a sudden convulsion.
Fly fishing has a long tradition in Ireland, especially in wild Connemara, which is filled with salmon and trout fisheries nestled between Lough Carrib and the Atlantic Ocean. Ghillie is the local word for a fishing guide, who can help you find the best spots, suggest the right flies to get the fish to strike, and help you with your casting form (especially if you're a rank amateur, like me).
Learn more: Things to do in Ireland
Also: Fly fishing with a ghillie in Scotland
Greece: kayaking to a 'sunken city' in the Peloponnese
Epidavros, Greece
By Greece specialist Laura
The ghostly outlines of several rooms were so well preserved that I could pick out individual bricks on the foundations as I snorkeled through the glass-clear waters of the Saronic Gulf. I could also make out the rounded belly of a shattered amphora, the curve of the ancient pot only slightly blurred over the millennia.
I was snorkeling off the Peloponnese, near the once-sacred temple complex of Epidavros. Despite multiple signs claiming to point the way to the 'sunken city', it's not really a city, but simply a single, extensive villa. Despite that, I was captivated by the chance to investigate the submerged ruins from such an unusual perspective.
The stop at the underwater ruins is part of a kayaking trip along the Peloponnese coast, which is riddled with sharp cliffs, rocky inlets and hidden coves where you and your guide will be the only visitors.
Learn more: Things to do in Greece
Also: Kayaking in Furnas Lagoon, the Azores
Italy: a private boat around Capri
Faraglioni rocks
By Italy specialist Alanna
In Capri, steep cliffs jut up from impossibly blue sea and celebrities dock their yachts alongside chic villas or in secluded coves. Even on the glamorous Amalfi Coast, Capri stands out.
However, mobs of visitors can make it hard to appreciate all that natural splendor. That's why I suggest making time for a private boat tour around the island.
You'll have the boat for the whole day and the captain will follow your lead. Laze under the buttery Mediterranean sunshine as you watch the cliffs scroll by or dock in small inlets where you can swim without another soul in sight.
If you're with your amore, local legend says you'll be together forever if you kiss them as you sail through the arch in the middle rock of the Faraglioni, three limestone sea stacks off the coast.
The cruise will also bypass the popular Blue Grotto for its under-the-radar counterparts — the White, Red and Green grottoes — where you can enjoy the rock formations without the long lines or crowds.
Learn more: Things to do in Italy
Also: Take a private boat around Santorini
France: relaxing around Lake Annecy
Lake Annecy
By France specialist Aislyn
A glimmering sapphire lake nestled in the French Alps, Lake Annecy is said to have the cleanest, purest waters in Europe. In fact, only two fishermen a year are allowed to ply their trade on the lake, to help preserve its thriving ecosystem and the population of endemic fera fish.
Perched on the lake's shore, Annecy is a medieval town laced by canals. All life here looks to the water — even the houses have two 'front' doors, one for the street and one for the canal.
You can easily while away four days here enjoying yourself on the water. Kayak or swim, paddle a canoe or pedal a rental boat, or cycle or hike around the lake. Or, do as I always do: simply lounge on one of the grassy banks, enjoying the view of the mountains reflected in the pure blue waters.
As lovely as Annecy is, I prefer to stay in nearby Talloires, a tranquil town with some of the best hotels in France, including L'Auberge du Père Bise.
Learn more: Things to do in France
Also: Visit Lake Como in Italy
Read more about trips to Europe
Active Iceland self-drive tour: waterfalls, volcanoes & lagoons
8 days from $6,050pp
Southern Italy & Amalfi Coast tour
Amalfi Coast Region
Lisbon, Évora & the Algarve
Start thinking about your experience. These itineraries are simply suggestions for how you could enjoy some of the same experiences as our specialists. They're just for inspiration, because your trip will be created around your particular tastes.
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redpajama_set_name: RedPajamaCommonCrawl


Agile is most closely associated with software development, Agile software development to be precise. Thats enough to put people off right there and then. But for those who listen long enough invariably ask the big question: "Does Agile work outside of software?"
In this session Allan Kelly will attempt to untangle conundrums, answer many questions and more.
Business Analyst, Product Owner, Product Manager, Spy!
Despite some exuberant claims from Agilists and tool vendors, the requirements side of software development is alive and well. Reports of the death of business analysis seem exaggerated. But the role is changing.
With this case study, Allan Kelly looks at how the Agile adoption programme came to be, what the companies did to get Agile, and the lessons have been learned from introducing Agile to more than 10 companies.
What does it take to be an Agile company?
In this hands on session, Allan Kelly engages participants in a simulated retrospective based on a dialogue sheet. You and will learn what a dialogue sheet is, how to use one, and find some new ways to improve your work.
In this ACCU session, Alan Kelly gives his ideas from the recent book "97 Things Every Programmer Should Know".
There is quality you don't need and then there is quality you most definitely do need. Gold plating is decidedly unAgile but eliminating rework is essential.
@allan has not provided any work info yet.
@allan has not provided social links yet.


A happy Baby T ready to get out on the rocks!
How old was Baby T when you guys took the overnight plunge?
We had wanted to do a day trip for practice, but with family in town to meet Baby T and other obligations, we just didn't make it out before Memorial Weekend. So we just jumped right in and our first trip out was a three-day camping trip (Good thing it worked out! 🙂 ) Baby T was 11 weeks old.
Where was the scene of the climb?
We went to the New River Gorge in West Virginia – we climbed at Sandstonia, Junkyard, and the Bridge Buttress for a good mix of sport and trad.
How did you know Baby T was ready for an overnight in a tent?
Honestly, I don't think we really thought about it that way. It was more that MOM AND DAD were ready to sleep in a tent. We figured Baby T would be fine (and he was). He is a great sleeper and was already sleeping through the night when we went on the trip.
Can you share any tips that you think made the weekend run smoothly?
A good packing list was a big help. We didn't want to bring more than we needed, but having a few extra items around was nice. For example, Bumbo Seat was great for giving Baby T a place to be while we unpacked and made camp. My husband and I were also so grateful for the help from our friends – having extra partners was a must! Having multiple hands around to entertain Baby T, carry gear, and climb in areas we were comfortable hiking into with a baby was a key to our success. One tip I would have for parents is to show your appreciation for your partners by trying to ensure (as much as possible) that your partners are able to meet some of their climbing goals as well.
A happy Mommy ready to get out on the rocks!
Were there any mishaps (learning what NOT to do) type moments?
The weekend really went amazingly well! The biggest "mishap" was baby T's diaper explosion just as we were getting ready to head out to the crag. But a few extra minutes, a new outfit and a lot of baby wipes cured that pretty quickly and gave us a good laugh! The one thing I'll add next time will be a creek chair to make breastfeeding in the tent and at the crag easier (it's much nicer to have back support!).
I think the biggest challenge was probably the added weight on the approach for an out of shape Mom and Dad! Sandstonia was super busy on Saturday, which was somewhat of a challenge with an infant, but we were really impressed with how much support we received from the climbing community, and it was nice to see other families there as well.
Watching Baby T experience nature was by far the most rewarding aspect. When he was awake, he was constantly looking around, awed and interested in everything. It's so fun to watch him learn, and it felt great knowing we were exposing him to nature so early. I am looking forward to continuing sharing many more of those experiences with him. On a personal level, it also felt great to be back on the rock and sleeping in a tent again!
Would you consider your weekend to be a success? Do you have plans in the near future for another weekend climbing trip?
I'd definitely consider the weekend a success, and I can't wait to do it again! We haven't planned anything yet, but I'm sure we will get out again a few more times this summer.
Aside from the obvious that there was an extra little person around, how did this climbing trip feel different than pre-kiddo trips?
I did a lot less belaying and a lot more feeding at the crag -lol! Overall, I think the trip was more low key. We decided to stick with moderate climbs to ease back into leading and make sure baby T was safe and happy. We also added in some family type activities – on Sunday we climbed only half a day, then visited the bridge overlook and spent some time down by the river. It was fun to mix it up.
What advice would you give to moms/moms to be looking to get back on the rock and/or in the tent?
As far as climbing goes, I said it before but it's worth saying again – having some helpful friends to climb with is key! In addition to that I would suggest to be flexible. The first few times you got out I wouldn't go with a tick list. Just enjoy being out and on the rock with your family and however many (or few) climbs you get on. For example, I toproped a climb to save time that I ordinarily would have wanted to lead since Baby T was getting hungry – the rock will still be there, but my son is growing up fast!
As for camping, if you have an infant that sleeps in the car, I would say prepare for the impact the drive will have on your baby's sleep schedule, especially the first night. We weren't able to leave until 6 p.m. the Friday night of our trip and Baby T slept most of the 4 ½ hour drive there…then was wide awake when we got camp set up and were ready for bed. He did manage to fall asleep but then woke up a couple times in the night. It wasn't a big deal, he nursed and went right back to sleep (and didn't wake up others) but if we could have left closer to noon so he would have been up a while before bedtime that would have been ideal.
The first of many family craggin' portraits for the Wolfe family!
I miss the Bumbo days! And it always makes me smile to think that Ava and her pack-n-play were three out of the five 'persons' in our five person tent.
Nice to read another story! I've recently fallen into a "staying-at-home-is-easier" phase with my 14 month old while my husband goes out and climbs without us. Now that she's mobile it seems harder to get her to cooperate or get any climbing in! The hardest part is definitely getting some support (from spouse or other climbers) so that it's a fun day for everyone (a.k.a. ME!). You've inspired me to get back out there even though now we have a whole new set of challenges!
Looking forward to crag-sitting Baby-T! Nice interview guys.
Thanks for the interview Erica, it was fun! We're looking forward to many more adventures and the challenges that come (and go) as he grows!


Re: syncronize Microsoft C5 with Act!
syncronize Microsoft C5 with Act!
I am looking for a company that can help me syncronize Microsoft C5 accounting software with Act!. We would like to send quotes from Act! using pricing and product details from C5. We are based in Copenhagen, Denmark.


What if you love the idea of running your backing tracks from your iPhone, iPod Touch or iPad, but you need your tracks to play in stereo and sound really good? The headphone jack on your iOS device can be a great option in a pinch, but it only puts out 1 stereo track (or 2 mono tracks if you utilize a splitter). You need an external soundcard, also called a digital-to-audio converter (DAC) or external audio interface. In the past few years lots of companies have introduced audio interfaces for the iOS device to the market. Many of them have 2 outputs, and that's fine if you want to run mono backing tracks. However, if you need to send a stereo backing track to the house AND a click track to yourself, that puts you at 3 output tracks.
My favorite iOS interface at the moment is the Native Instruments Traktor Audio 2. I love the Traktor because it's super compact (fits in the palm of your hand) and super affordable ($100 retail). Though it's geared toward the DJ market, the Traktor does have two independent 1/8" TRS outputs, for an output track count of 4. One limitation to the Traktor is that it has no audio input preamps or analog-to-digital conversion. In other words, you can't record with it; strictly playback, but for running backing tracks, that's all we need in order to get the job done. If you want to purchase something you can also use for recording, the Apogee Duet is a great option.
You'll also need an iOS app that allows you to assign your stereo mix and click to separate outputs. ShowOne by One Zero One Audio is a fantastic app designed specifically for playback of mono or stereo backing tracks and click/cue tracks through separate outputs. At only $8.99 for the full version it also comes with a bunch of really handy features like automatic click track syncing, voice countoffs, and setlist management.
Prepare your backing tracks within your playback app so that you have a stereo mix and a click track routed to individual outputs. Use outputs 1 and 2 for the left and right sides of your stereo backing track and output 3 for click.
Connect your iOS device to your interface. Some interfaces may require adapters from Apple 30-pin to Apple Lightning.
Run a ¼" balanced or unbalanced cable from Output Channel 1 on your interface to the input jack on the stereo DI box labeled "Left".
Run a ¼" balanced or unbalanced cable from Output Channel 2 to the input jack on the DI box labeled "Right".
Run a ¼" balanced or unbalanced cable from the left thru port on your stereo DI to the left side of a stereo channel on your mixer labeled "Tracks".
Run a ¼" balanced or unbalanced cable from the right thru port on your stereo DI to the right side of a stereo channel on your mixer labeled "Tracks".
Run the ¼" balanced or unbalanced cable from Output Channel 3 on your interface to a channel on your mixer labeled "Click".
Introduce yourself to the sound guy/gal or monitor engineer and politely ask for a feed to plug into the channel on your mixer labeled "Mon". Make him/her aware of your DI's for stereo front-of-house playback.
Connect your in-ear monitors or headphones to the headphone jack on your mixer.
Put your device in airplane mode when using it for playback.
If your interface uses TRS outputs to combine pairs of output channels (the Traktor Audio 2 does this), use a stereo "Y" cable to split these channels instead of the two ¼" cables in steps 3 and 4 above.
Some interfaces are bus powered, meaning they use your iOS device as a power source, and they will thus drain your iOS device's battery very quickly. So make sure you use an external DC power supply to power your interface.


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Talks of potential electrification of railway line to Goulburn
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Re: Picton growth, ivarahi, No one has no vision on this, but it has a long way to go just to break even with the Blue mountains or even be comparable to Vic DMU's numbers on Western and Eastern corridors. Electric traction will not suddenly convert cars to trains , its driven by timetable. The likely outcome will be in the future, not within next 10-15 years at least that number of tracks will increase with requirement to support more frequent services which may or maynot include O/H depending a number of factors at the time and the cost of electric traction.
A long way to go? You clearly haven't been for a drive around this area for a while...
Not only will it "break even" with the Blue Mountains, but it will dwarf the traffic load from between Blaxland and Mt Victoria. It will do that in under 20 years... Your comment illustrates how selective people have been with the facts surrounding this issue. Penrith was hicksville when it was electrified, so was Campbelltown, so was Wyong. Public transport is a growth CREATOR. Sydney is land locked and can realistically only expand south west. The sub divisions are happening now, not in 5 years or 20 years time. NOW. If you haven't seen it then I suggest you need to go for a little drive down the Appin Rd, then head towards towards Wilton, then north up Menangle Rd into Menangle, then cut across to South Camden. Then tell me that it will not "break even" with the Blue Mountains...
Electric traction will convert cars to trains if combined with a regular direct service. Want proof? Try getting a car park at Campbelltown station any work day... they aren't all locals.
ivahri
Wires doesn't magically drive growth, its frequency and modern standards. The trains the sparks to Wyong replaced were aging and made the U-boats feel super modern. Wyong extension wasn't for Wyong it was just part of the extension to Newcastle. Yes services were improved after the extension to Wyong and later beyond, but its because the govt was buying V-sets, not DMU's. It could have easily been done with DMU's although the XPL/END are fairly gutless for frequent stoppers and hills. The V/locities are much better. Remember ~60% of all Adelaide commuter rail is powered by diesel.
Blaxland to Mt Vic is limited by terrain and sheer time from Sydney. In another time, the O/H west to Lithgow would haven been surely truncated.
ivahri Train Controller
Wires allow frequency, capacity and modern standards. The trifecta. Anyone who proposes that diesel hauled railcars in NSW will ever be built to deliver all three are kidding themselves. You will not see 6 Endeavor clones hooked up to provide the capacity and frequency the Main South needs. It would be a ludicrous investment.
Wriggle all you like but the reality is that most electrification extensions in the previous decades have been associated with future population growth, not pre-existing growth.
Please don't use Adelaide's system as a standard... that is like comparing an ant to an elephant. Compare us to south-east Queensland... oh but wait, that doesn't suit your argument, they got rid of diesel hauled decades ago...
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Last edited by ivahri on 12 Nov 2017 20:07; edited 1 time in total
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Last Visited: 15 Sep 2018 07:07
This has to be one of the strangest threads I've ever participated in here. Everyone appears in furious agreement. However that isn't going to stop me biting back here.
For my part, I am not an advocate of electrification to Picton. It's a one off incremental upgrade (of sorts), that on it's own probably isn't justified. But unlike just about everything else suggested here, it doesn't depend on the success of another project (of equally questionable value). Yes, it needs ARTC's support, but that is an administrative/political impediment, not a factual one. I think it's chances of getting proposed and getting up are quite high for that reason: that is something that can be done - as distinct from should be done.
You don't build 28km of overhead for a 1hrly service plus a few extra's in peak.
NSW does. This is the base service frequency of the Blue Mts, South Coast and Newcastle lines.
BTW, if anyone knows - or could provide a link- I'd be interested to learn the service frequency of the South Coast line prior to electrification south of Dapto.
Your cost assumptions do not include purchase of the EMU rollingstock for which the price difference is that great, more driven by volumes the technology.
Never said they did. But ... an hourly EMU service to Picton needs all of one extra train, which accommodating out of a fleet of over 200 trains should not be a problem.
Beefing up the DMU service out of the current fleet *is* a problem. In fact it's impossible. RailCorp need to either place a special order just for this route, or rely on another - as yet unfunded and unscheduled - delivering hand me down rolling stock to meet the need. (I think the latter that is the most likely outcome BTW).
Yes, the days of converting a line to electric traction to stop at stations the size of chicken sheds with zero facilities and at grade crossings are over, not just NSW. Also modern station infrastructure is such that when building greenfield, you want numbers.
Yet it's OK to buy a fleet of equivalent DMUs to provide an equivalent service without such upgrades?
I haven't driven through this area for a few years, but if I use the current satellite photos and assume some growth since, extension of the O/H to Menangle Park would likely be the current max you could justify.
I think everyone is in furious agreement on this point to. Everyone seems to think sparking the down road to Menangle Park, building a new down platform.
But I don't think NSW has a particularly good track record on these sorts of sensible incremental infrastructure upgrade decisions, especially in Rail. It tends to be all or nothing, a big political statement, which when implemented, is typically way over capitalised because everyone knows when the time comes for the next increment the funding won't be there.
Transtopic Deputy Commissioner
This has to be one of the strangest threads I've ever participated in here. Everyone appears in furious agreement.
Contact Transtopic
- Wires do not provide frequency, trains do
- Wires do not provide capacity, trains and track do
- Wires do not provide modern standards, trains and supporting infrastructure do. (personal experience in riding 70 year old trains under wires in Sydney)
The only thing wires provide are electrons. Please don't even bother to argue this, its simple physics
Does the main south need 6 x END's tied together? Lucky if 4 is required most of the day. Geelong survives with 6 though.
What wriggle? Electrification extensions as I mentioned before where mostly driven by 1950's to 80's freight expansion under the wires using electric traction. Expansion driven by purely passengers on IU routes is more recent.
Whats Qld got to do with it? Has the population of the Gold Coast moved to Menangle? Qld only has two interurban corridors. One being the Gold coast, so please don't derate your argument further by comparing this region to the Gold Coast. The 2nd is the Sunshine coast, again driven by freight expansion and again has the population of the Sunshine Coast moved to Menangle.
No, Most of the IU electrification was built for freight. Today most of the IU spark network has passenger numbers to justify retention and in some areas expansion.
I would suggest Railcorp don't have a spark sitting around idle wondering what use it could be. Its takes long than one hour for a spark to do a loop Central to Picton and back. So you still need a train. DMU/EMU.
DMU replacement like for like. If you are spending money on O/H, it usually means there are reasonable number of users, what is Meangle Park to Picton delivering? Is the station wall to wall bodies like parts of Sydney? So yes its acceptable to replace the aging END cars with something shiner that still an oil burner.
At a guess the line will either supplied with a new fleet of DMU's along with rest of NSW regional, or as you said a series of hand me downs from XPL fleet relocated. As the XPL/END fleet is 1992 vintage, younger than much of the spark fleet, your trains are younger and even AC 'ed than commuters in parts of Sydney where they move real numbers.
So what is actually unfunded/unscheduled? The XPT/XPL replacement discussions are happening now. The govt has stated and allocated $1B or so to do the job.
I don't think they intentionally go for the multiple billion dollar project ignoring the smaller ones, its just we don't see it as much because, well there is no fan fare. Don't forget you have legal and safety issues that once you touch a piece of aging infrastructure, they whole thing needs to be moderised to current standards. So replacing a Pedestrian LX cannot be simply done to a walk over bridge, you need a lift etc etc.
So to do this O/H extension, a few questions
- Are both tracks bi-di?
- Would this spark extension impact on the current DMU operations? Duplicate, waste time??
- Are there sparks available?
- Can you use a Surburban Spark, the END has toilets correct? Suburban sparks don't.
- Is the platform long enough? (I checked, its likely even too short for a 4 car set)
- the sparked line will be mostly accessed across the tracks, so a bridge is required because if you build something to attrack bodies and someone gets flattened.....What would the Corona say?
- The car park needs to be extended
- Do you need a substation?
- How does it fit into the current or next timetable?
So a simple suggestion is not always so simple
I am so glad that rail policy is not being driven by people so stuck in the past as some here. To advocate for like for like replacement of Endeavours to continue serving Campbelltown to Picton despite a massive increase in population just demonstrates why some rail enthusiasts have a very weak connection to reality. If visionaries like this were running commuter rail policy in NSW Sydney by now would resemble Los Angeles.
Tim Fischer despite his advancing years understands the challenge better than some here.
With that I will bow out... pointless trying to look forward when surrounded by ostriches...
Actually I think you will find the comments mentioned my others are more aligned with policy's by the current govt which is doing more for rail in 6 years than the last 30-40 years combined.
Vision should also be aligned with practical reality. I have a personal vision for 95% duplication with 25kVA from Macuthur to Melbourne with significant realignment and curve easing enabling a 110km/hr freighter to achieve city to city within 10h which would include MSR between Sydney and Canberra/Melbourne. Doesn't mean its practical.
The current END fleet can easily service the growing population on the South Main is bolstered by the displaced XPL sets. The current END fleet is 28 cars strong with no B cars. The XPL fleet is 23 cars with 7 x B cars. Assuming even half were handed over to the South Main, capacity would nearly be doubled and solve much of the issues that you say exist today and provide ample room for growth for a few years until a more longer term which equals more costly solution is viable for the numbers on hand.
As you said the growth is north of Picton so extra trains could be used to provide more services truncated north of Picton, which ironically had a terminating road off the main removed only a few years back.
Remember at the end of the day, people don't not catch trains because they have a diesel engine. They don't catch them because they don't run when they want them too.
SEMartin Chief Train Controller
Location: Canberra ACT
*Snort* What do they know of Australian railways who only know NSW railways?
Get on an airplane, fly to Melbourne and get on a train to Geelong. Or Ballarat. Or Bendigo, particularly in the peak. If you can get a seat (or standing room), you can travel in six or seven car Vlocity trains (Endeavour's younger cousins) running every 15 minutes in the peak to destinations along corridors serving Melbourne's massive urban growth fronts to the west, northwest and north, acting on some corridors like a hybrid suburban/interurban service.
The Vlocitys operate at speeds of up to 160km/h on hauls longer than those from Central to most destination in the Southern Highlands and without electrification (which may be justified one day, but not now). There, the 'trifecta' of frequency, capacity and modern standards all done with diesels. Perhaps you cherry-picked your examples (Adelaide, SEQ) because they don't suit your argument?
Last edited by SEMartin on 14 Nov 2017 17:32; edited 3 times in total
Contact SEMartin
Last Visited: 28 Jul 2020 15:21
gordon_s1942 Chief Commissioner
Location: Central Tablelands of NSW
NSW has always been rather laggard in using more than one or 2 car Diesel Powered Units for some unknown reason.
The nearest they got to it was that BUD set (the Camel) that ran to Wollongong and then there was that attempt to run a multiple Unit service on the South which I think split off at a couple of junctions to service the Branch lines.
I dont understand what the frequency of service nor the number of Carriages per unit used has to do with what ever the power source is.
After living and working on the Blue Mountains, I am very well aware of the differences there are between electric and diesel traction but that only applies to those sections of line, not the whole state.
Contact gordon_s1942
mejhammers1 Chief Commissioner
@SEMartin. Ive news. The Victorian interurban network is rubbish. The Geelong line is approaching the frequency where it should be electrically hauled. Diesel hauled services to Wyndhamvale and Melton. Ridiculous. Victoria still has a sizeable portion of rolling stock 50 years and over.
Contact mejhammers1
mejhammers1
Not news to me. I worked on/in the systems in NSW and Victoria for the best part of a decade and elsewhere in the rail industry. I know the difference between an interurban rail network being pushed to its limits (Victoria, SEQ) and one that's not really trying (Greater Sydney). Agree Geelong and the lower reaches of the Ballarat line is being forced to do two roles with the equipment and infrastructure to do one only. So is Sunshine Coast in SEQ for that matter.
Last edited by SEMartin on 16 Nov 2017 11:11; edited 1 time in total
SEMartin
Yet in your previous post you argued that this approach should be followed by NSW? So instead of doing things properly and accepting that the Macarthur-Picton corridor will very soon more closely resemble the Werribee growth area, you want NSW to make the same mistake as Victoria are making.
There is economy, and there is FALSE economy. Arguing that demand doesn't exist today to justify short-sighted policy choices, when knowing that within a decade the demand will exist.... well that is why some of you would make great rail administrators. Heads up your backsides all just trying to show how clever you are and forgetting what matters most- the tax payers who pay the bills.
simstrain Chief Commissioner
For more frequent Interurban services to Sydney from Goulburn, Lithgow, Newcastle and Wollongong we need a significant amount of extra rail capacity in all directions in Sydney. This is why the current government is going down the driverless metro route. They realized that the current Sydney system is maxed out and a new modern rail system with 100% accessibility was needed instead of wasting time on the old clunker. Take the issue with the fallen tree on the north shore line yesterday afternoon causing people to miss the start of the world cup qualifier.
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simstrain
Wow, what a lot of mixed metaphors (I think!)
If I read this correctly, the government is going with a driverless metro to help the people of Lithgow get to World Cup qualifiers on time? Presumably the driverless metro not being as stupid as some puny human, and won't let anything as mundane as a tree across the tracks stop it /s.
Would gladly take the problems of success (Geelong/Ballarat lines) over the problems of failure (Southern Highlands line) any day @ivahri. At least the issues V/Line face force Government (Fed & State) to do something (build RRL, Ballarat rail upgrade, electrify and quad RRL, electrify to Melton, etc), compared to kicking the can down the road in the southern highlands where a rail operator provides a 'welfare' level of service and the track owner wants more paths for freight and Government is not prepared to do anything of value.
Your naivete is amusing. The people who pay the bills in rail are the Treasurer and Transport Ministers in Government (who represent the taxpayers). To get them to invest in rail, you have to do as much as you can to improve the service with the money you have, attract more passengers and use the pressure of overcrowding and capacity issues to get more money because the political pressure (by their constituents) forces them to act.
The metro will mostly be underground or on skyrail so no problem with falling trees. My point on the falling tree was that the Sydney system has many points of fault where an issue with one line can cause issues with several other rail lines. The suburban and interurban lines are linked so tightly that one late train can have effects elsewhere on the network. The new and future metro systems are an opportunity to free up the current Sydney system to allow more frequent services outside of the inner core of the Sydney network.
The metro will mostly be underground or on skyrail so no problem with falling trees.
Interesting news for the people near the Bankstown line .
That said, I understood/understand/agree with your point about the Sydney network and it's dependencies.
@RRT_RULES I don't think the idea of an increased suburban/interurban fleet using retasked Xplorers is going to work. The current service is under provisioned now - in a high growth rate area. And when exactly do you anticipate these X'plorers be available? And how old will they be when they do become available?
The argument I've been trying to run here is NSW doesn't have a sufficient DMU capability now, and it can't add to that capability in the short to medium term. NSW does have an EMU capability, and supporting fleet renewal programs. And in their 40 year plan, they have indicated a desire for electrification expansion. NSW couldn't expand it's DMU service (easily) even if it wanted to, which it doesn't.
This is why - IMHO, among other reasons - the natural forces as it were are are pushing towards electrification
act_railfan Station Master
In regards to future developments on the ' Southern Highlands line'
As a Canberra resident, a couple of weeks ago I emailed the ACT chief minister about the ACT/NSW government's plan on Improving
the Canberra-Sydney corridor.
This is the response I got the other day:
Thank you for your email, the Chief Minister has asked me to get back to you in relation to your suggestion.
The ACT Government has been working with both the NSW and the Federal Government to seek improvements to the Canberra-Sydney rail line. Recently the NSW and ACT Governments jointly submitted to the Federal Government seeking funding under the Faster Rail Prospectus.
One of the main issues on the Canberra-Sydney rail service is the length of time taken to travel. Additional services, like extending the Cityrail service, would be beneficial but would not reduce the time taken for the journey. The time needs to come down to around 3 hours (ideally less) to be competitive with bus and air travel. This is why in the first instance the NSW and ACT Governments are looking to improve the speed of the service.
The long term goal would be to achieve a regular, fast commuter service between Sydney and Canberra, ideally with an integrated ticket system as you have suggested. This would also be beneficial to the large number of Goulburn residents who commute both to Canberra and to Sydney for work.
Martin Greenwood
Senior Adviser Office of the Chief Minister
Contact act_railfan
Last Visited: 19 Feb 2017 16:04
act_railfan
Has anyone got any more information on the progress of the Faster Rail Prospectus? (https://infrastructure.gov.au/rail/trains/faster_rail/index.aspx)
There was a report in that reliable publication The Illawarra Mercury (http://www.illawarramercury.com.au/story/5060255/plan-proposes-45-minute-rail-trip-to-sydney/)
In September the government called for proposals under the Faster Rail prospectus, which has $20 million in funding to disperse.
Eleven submissions have moved to stage two, where a detailed project proposal is required.
Illawarra Mecury
I have been unable to find a list of proposals or the list of 11 projects that have gone to Stage 2 anywhere. But *if* this report is accurate, it seems the Chinese consortium offering to build HSR for "free", and a proposal to build MD have progressed. There is no indication on the progress of any ACT/NSW proposal for a Sydney Canberra upgrade, other than this letter indicating a proposal was put to stage 1.
tazzer96 Deputy Commissioner
I wouldn't say its rubbish. Its probably the best in the nation. But I do see your point, anywhere else in the world the ballarat and geelong line would be under wires. Tralalgon even had wires but they took them down. Interurban services being run by 50 year old stock that was converted suburban stock. Not even 50 year old trains that were designed to run interurban type services. Most interurban services only running to Southern cross and not further into the city.
Compare this to NSW where most interurban peak services are run through the CBD stations. Off peak still remains strongly linked to centrals intercity platforms however
Contact tazzer96
The question is when are the replacement XPT / XPL due to arrive? If its within 3 years then this is likely to be faster than undertaking a wiring project including buying extra trains to service the area.
IF they became available in say 2022, they will be 30 years old, the same age as the END currently servicing the line and still within their 35-40 year design life.
Yes its a stop gap, but an economic one. Maximise the usage of the XPL fleet before final retirement. As the XPL fleet will enable the MV fleet to double in number, there is obviously significant room for growth.
Your argument is based on the fact there are spare EMU's sitting around doing nothing in the upcoming timetable. Please substantiate this? If they don't they have to order more. When will this be delivered? The numbers required would be 1 four car set for every 2 car DMU currently servicing the Southern Highlands. You also need fund and manage a series of major capital projects. Wire's, signally, stations etc etc. This will take 3 years.
Expansion of the NSW electification is limited to 3 locations,
- South Coast - Not justified and would release I think only one DMU
- Hunter Line - Have other issues to deal with right now. Potentially release a number of DMU's
- Main South - Significant issue with the DS preservation of the line and may require the NSW govt to fund a 3rd track.
Electrification isn't justified to run 2-4 car sets once an hour. A few crush load 2 car trains in peak doesn't equal justification for a $1B project. The Western and Northern line was done for freight first and foremost, south coast 50:50. Even if the govt was to solve the problem by doubling the DMU fleet with brand new V/locities, the cost would be less than 10% of the O/H cost.
Electrification will come, but the timing is better suited to when the END/XPL fleet is due to be retired.
tazzer96
Most Sydney IU services terminate at Central where belong.
You do not waste valuable and very expensive track capacity through city tunnels with 2-4 car sets when your suburban sparks are running into the city with 1000 people.
There are a few quirks in Vic, but they are not that far removed from the norm. Geelong not being sparked is one of them and in doing so the displaced V/locities would retire the N-class hauled services. I'm sure this will happen soon enough.
Converting Diesel to electric traction needs to also take into account what to do with the diesel rolling stock. For example in SA, 100% to electric traction would have made a large fleet of still relative modern DMU's redundant. Hence the focus on replacing the 2000 class DMU's with sparks and allowing the displaced 3000's to boost services a tad on the remaning lines and in the future the 3000 class will follow the same path.
If NSW is planning to replace the XPT and XPL fleets, then while the bulk of the XPT fleet is approaching 40 years, the XPL fleet is not even 30 years. So to replacement of both with a new fleet enables the displaced XPL's to relcoated to the South Main and Hunter to serve out the remaining 10 years or so of their life doing the commuter run and increased services. Then by 2030 it may make sense to convert to electric traction in both Hunter and MV, thus allowing the remaining Hunter cars to take over the South Coast, MV-Gouburn and Outer Hunter.
Sounds about right. I think the first revenue services of the XPT replacement probably won't be until 2021-23. But ... I don't anticipate the entire order to be delivered over a 3 month period. I think it'll be 3-4 sets a year over a 4-6 year period, progressively replacing the XPTs, X'plorers then Endeavours. Toward the end of the project they might even be looking at replacing the Hunter Cars if it's been successful - and these services still exist of course .
But on that analysis it'll be around 2025. If they go with electrification (still the less likely option IMHO), it will be announced 2019, come on stream 2023-24.
Yes its a stop gap, but an economic one.
I remain unconvinced that running an undersized fleet of obsolete and expensive DMUs is an economic measure.
Your argument is based on the fact there are spare EMU's sitting around doing nothing in the upcoming timetable. Please substantiate this? If they don't they have to order more. When will this be delivered?
You don't half ask much. Perhaps you'd like a link to the 2022 SWT?
I can give you:
24 x 8 car Train Sets for as yet unspecified service expansion (with the option for more) - already ordered. (https://www.nsw.gov.au/news-and-events/news/more-trains-more-services)
55 (and a half) new 8/10 car trains sets which will release 55 4 car H sets for suburban/outer suburban use (https://www.transport.nsw.gov.au/projects/current-projects/new-intercity-fleet)
And how many suburban sets are going to be freed up by the NWRL Metro? (I expect not all that many, but definitely more than 1).
There are more than 50 EMU trains sets on the pipeline - projects which have been planned, ordered and started - with no committed allocation yet, other than for "expanded services", precisely what we are talking about here.
My argument is NSW has a large EMU fleet with (more than) sufficient redundant capacity to absorb 1 extra service, as well as ongoing fleet renewal programs. The reverse is true of it's DMU fleet.
The numbers required would be 1 four car set for every 2 car DMU currently servicing the Southern Highlands.
The way I anticipate this might work is the DMU/EMU transfer gets shifted from Campbelltown back to Picton. The Highlands hourly shuttle goes to hourly off peak (needs 2 rather than 3 DMUs) and 30min peak (needs the current complement of 4 DMUs). Sector 2's SWT would need one additional active EMU (two would be better) out of it's fleet/service expansion allocation.
I still think the most likely outcome is do-nothing: which will eventually see the Xplorers doing suburban duty when they are 40+ years of age, and the Wollondilly Shire get the same sort of rail service the Hills district gets now. I just don't think this is a viable plan.
I'm prepared to accept arguments that electrification isn't justified. I'm inclined to agree. But I don't think fleet management is an argument against it - it's an argument for it.
Last edited by djf01 on 18 Nov 2017 12:45; edited 1 time in total
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PowerA, industry leader in gaming accessories, today announced its new lineup of officially licensed controllers for Nintendo Switch, including a first of its kind Enhanced Wireless Controller offering Bluetooth wireless-enabled gameplay in a variety of styles and colors and a retro GameCube-style controller in both wireless and wired versions.
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It is my great privilege to have been encouraged to design and hold a week long embedded course program through Pennsylvania State University. My thanks to the office of the Penn State Office of the Vice Provost for Global Programs, Michael Adewumi and Kate Manni, Assistant Director for Embedded Programs, for making this possible. Thanks as well to Scott Gartner, the Director, Penn State School of International Affairs, and special thanks to Claudia Prieto (SIA Academic Adviser and Student Services Coordinator) and Rachel Arnold (Assistant to the Financial Officer, Penn State Law/SIA), without whose help and encouragement this program would not have happened. Great thanks as well to our hosts in Cuba, the Centro de Estudios Martianos that went out of its way to enrich the course and the experiences of our students.
This is the first of a series of posts that will develop reflections both on the teaching of embedded programs in Cuba, generally, but more specifically as a way of documenting the way my students and see see Cuba today. For many years Cuba and its political order was said to be on the "cusp of change" (e.g., here). Since the start of normalization of relations with the United States, it is quite evident that Cuba has now moved beyond the "cusp" and into the realities of integration within a global system to which it has had both privileged access and been excluded over the last half century. The re-adjustments in both respects will mark the trajectory of Cuban life for the next generation (compare here, with here).
I start with the embedded course syllabus (INTAF 597C Penn State SIA) and then will post reflections for each day of the journey through the course materials and within Cuba. The hope is that this provides some food for thought respecting the necessary evolution of political and economic systems, and the constraints within which systems change or expend great energy to stay the same.
1. This post considers our activities on Day 1--Viñales and the Tourist Sector.
2. This post considers our activities on Day 2--Plaza de la Revolución and Lecture, The Thought of José Martí: Political Ideology of Cuba.
3. This post considers our activities on Day 3--Cuban Health Sectors, Cuban cemeteries, and Cuban Social Structures From a National and Regional Trade Perspective.
4a. This post considers our activities on Day 4 Morning--Organization of the Cuban State and the Economic Model of Cuba.
4b. This post considers our activities on Day 4 Afternoon--We Get to Feel LikeCubans—The Saratoga Hotel Refuses to Let Me and My U.S: Students Enter theirLobby—The Cuban People are Owed an Apology.
5. This post considers our activities on Day 5--The Future Direction of Cuba: From the Guidelines of the 6th PCC Congress (2011) to the Conceptualzación of the Cuban Socialist Model of the 7th PCC Congress (2016).
6. This post considers our activities on Day 6--Visitto the Organopónico de Alamar.
7. This post considers our activities on Day 7--Varadero and the Tourist Sector.
8. This post considers our activities on Day 8--Reflections on the Flight Home.
9. This post serves as an Executive Summary of the Program, Activities and Reflections on Our Experiences.


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Home / Daily Dose / The Industry Pulse: Updates on Sagent, ComplianceEase, and More
The Industry Pulse: Updates on Sagent, ComplianceEase, and More
in Daily Dose, News March 13, 2019	1,054 Views
Click through to learn more about announcements of crucial hires, the launch of new functionalities
as well as rewards and recognition for servicers in this weekly update.
Sagent Lending Technologies, based out of King of Prussia, Pennsylvania has launched a new user interface (UI) for its loan servicing system, LoanServ. Inspired by client feedback and market needs, the new user interface is based on a human-centric design that could enhance the business user experience and increase a servicer's overall productivity.
"The new and improved look of the LoanServ user interface makes it easier and faster for users to navigate the system, assess the information presented there, and take appropriate action," says Charles Sutherland, CPO at Sagent. "The new look and feel is intuitive and easy to use as it is based on the design principles already incorporated into many familiar web-based applications, so user training on the system can focus on servicing activities."
California-based ComplianceEase, a provider of automated compliance solutions for the financial services industry, announced the appointment of Michael Jackman as CEO. He will replace Co-Founder and current CEO of ComplianceEase, Anita Kwan, who is retiring. The company also announced that John Vong, ComplianceEase's other Co-Founder, has been named Executive Chairman of the board. In this role, he will be responsible for setting the company's overall vision and strategy, as well as expanding partnerships, broadening government outreach and establishing ComplianceEase as a leader in GRC technology.
A veteran technologist, Jackman was part of the team at TRW Real Estate that developed the first software for the online ordering of title, tax, appraisal, and credit services: a technology that was integral to the growth of First American and later, CoreLogic. Over the course of his 30-plus year career, Jackman held Division President positions at HNC Software (now part of Fair Isaac) and Fiserv's LOS division. He was also CIO of Accredited Home Lenders and President and CEO of INTERLINQ Software, which was acquired by Harland Financial Solutions, then D+H Financial Technologies and is now part of Finastra.
Missouri-based Central Bancompany has implemented Wolters Kluwer technology to help manage regulatory changes and strengthen risk assessment processes across its 13 affiliate Midwestern banks. The bank holding company has implemented a regulatory change offering along with Wolters Kluwer's risk and controls assessment solution to streamline processes and enhance compliance risk management and controls among its affiliate banks.
Wolters Kluwer said that its regulatory change management platform, OneSumX will help Central Bancompany track regulatory changes, map them to the appropriate lines of business, and monitor the implementation of the changes in one system. The solution features structured regulatory content provided through a data feed and a software platform that supports regulatory change management. Wolters Kluwer said that its content experts review and organize important regulatory content in a way that makes it easy to quickly assess how a change may affect the bank, which sets it apart from other regulatory change management platforms.
Central Bancompany Company News ComplianceEase Sagent The Industry Pulse	2019-03-13
David Wharton
Tagged with: Central Bancompany Company News ComplianceEase Sagent The Industry Pulse
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About Author: David Wharton
David Wharton, Managing Editor at the Five Star Institute, is a graduate of the University of Texas at Arlington, where he received his B.A. in English and minored in Journalism. Wharton has over 16 years' experience in journalism and previously worked at Thomson Reuters, a multinational mass media and information firm, as Associate Content Editor, focusing on producing media content related to tax and accounting principles and government rules and regulations for accounting professionals. Wharton has an extensive and diversified portfolio of freelance material, with published contributions in both online and print media publications. Wharton and his family currently reside in Arlington, Texas. He can be reached at David.Wharton@thefivestar.com.
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All Implemented Interfaces:
ProtocolSocketFactory, SecureProtocolSocketFactory

public class SSLProtocolSocketFactory
extends Object
implements SecureProtocolSocketFactory

A SecureProtocolSocketFactory that uses JSSE to create sockets.

Since:
2.0

Author:
Michael Becke, Mike Bowler

Constructor Summary

SSLProtocolSocketFactory()

          Constructor for SSLProtocolSocketFactory.

Method Summary

 Socket
createSocket(Socket socket,
             String host,
             int port,
             boolean autoClose)

          Returns a socket connected to the given host that is layered over an
 existing socket.

 Socket
createSocket(String host,
             int port)

          Gets a new socket connection to the given host.

 Socket
createSocket(String host,
             int port,
             InetAddress clientHost,
             int clientPort)

          Gets a new socket connection to the given host.

 Socket
createSocket(String host,
             int port,
             InetAddress localAddress,
             int localPort,
             HttpConnectionParams params)

          Attempts to get a new socket connection to the given host within the given time limit.

 boolean
equals(Object obj)

          All instances of SSLProtocolSocketFactory are the same.

 int
hashCode()

          All instances of SSLProtocolSocketFactory have the same hash code.

Methods inherited from class java.lang.Object

clone, finalize, getClass, notify, notifyAll, toString, wait, wait, wait

Constructor Detail

SSLProtocolSocketFactory

public SSLProtocolSocketFactory()

Constructor for SSLProtocolSocketFactory.

Method Detail

createSocket

public Socket createSocket(String host,
                           int port,
                           InetAddress clientHost,
                           int clientPort)
                    throws IOException,
                           UnknownHostException

Description copied from interface: ProtocolSocketFactory

Gets a new socket connection to the given host.

Specified by:
createSocket in interface ProtocolSocketFactory

See Also:
ProtocolSocketFactory.createSocket(java.lang.String,int,java.net.InetAddress,int)

createSocket

public Socket createSocket(String host,
                           int port,
                           InetAddress localAddress,
                           int localPort,
                           HttpConnectionParams params)
                    throws IOException,
                           UnknownHostException,
                           ConnectTimeoutException

Attempts to get a new socket connection to the given host within the given time limit.

 This method employs several techniques to circumvent the limitations of older JREs that
 do not support connect timeout. When running in JRE 1.4 or above reflection is used to
 call Socket#connect(SocketAddress endpoint, int timeout) method. When executing in older
 JREs a controller thread is executed. The controller thread attempts to create a new socket
 within the given limit of time. If socket constructor does not return until the timeout
 expires, the controller terminates and throws an ConnectTimeoutException

Specified by:
createSocket in interface ProtocolSocketFactory

Parameters:
host - the host name/IP
port - the port on the host
localAddress - the local host name/IP to bind the socket to
localPort - the port on the local machine
params - Http connection parameters
Returns:
Socket a new socket
Throws:
IOException - if an I/O error occurs while creating the socket
UnknownHostException - if the IP address of the host cannot be
 determined
Since:
3.0

createSocket

public Socket createSocket(String host,
                           int port)
                    throws IOException,
                           UnknownHostException

Description copied from interface: ProtocolSocketFactory

Gets a new socket connection to the given host.

Specified by:
createSocket in interface ProtocolSocketFactory

See Also:
ProtocolSocketFactory.createSocket(java.lang.String,int)

createSocket

public Socket createSocket(Socket socket,
                           String host,
                           int port,
                           boolean autoClose)
                    throws IOException,
                           UnknownHostException

Description copied from interface: SecureProtocolSocketFactory

Returns a socket connected to the given host that is layered over an
 existing socket.  Used primarily for creating secure sockets through
 proxies.

Specified by:
createSocket in interface SecureProtocolSocketFactory

See Also:
SecureProtocolSocketFactory.createSocket(java.net.Socket,java.lang.String,int,boolean)

equals

public boolean equals(Object obj)

All instances of SSLProtocolSocketFactory are the same.

Overrides:
equals in class Object

hashCode

public int hashCode()

All instances of SSLProtocolSocketFactory have the same hash code.

Overrides:
hashCode in class Object

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Phone : 0512- 2458968 mail : afschoolchakeriknp@gmail.com
About AFS
A Word To Parents
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AFSCHOOL SONG
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My heartiest congratulations to all those who are associated with Air Force School Kanpur on its Golden Jubilee year celebrations.
Air Force School has shown indomitable spirit that establishes its accomplishments. It now celebrates fifty years of its firm foundation and on this special occasion I would like to go down the memory lane.
As I pen down my thoughts for this special issue of school magazine, my memory goes back to the day when I first visited the school for my interview. I was impressed with its alluring building, lush green surroundings and tranquil atmosphere.
I joined Air Force School faculty on 26 December 2006 and I am proud to be associated with it till date. To begin with, I entrusted upon myself with the responsibility of upgrading the school technologically while maintaining its principles and convictions. Today, the school facilitates for its students adequately equipped labs, digitally automated library, smart class rooms and a language lab for improving communication skills. The school has a vision of grooming its children to meet challenges of life with confidence and competence. Being focused on our policy, we have been achieveing excellent board results year after year and brought innumerable laurels in co-scholastic front. This has enabled the school to earn a great name under the canopy of education.
Achievements and fame of this stature would have remained a far fetched dream without positive support of past and present School Management Committee. I remain indebted to them for guiding me in the noble journey of taking the school to a towering heights. Having completed a long and eventful journery at Air Force School, I remain greateful to my dear students, teaching and non teaching staff who have stood by my me all these years and have been a pillar of my strength.
Finally, I appreciate the efforts of all those who have been working hard to breath life in every page of this magazine. I extend my warm regards to all.
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