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Rolling stock/Supplementary information and regulations/Appendix/Approval of new trains. Pantographs and pantograph-overhead contact line interaction
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3 Definition
4 Information on overhead contact line systems and pantographs for approval of new trains
4.2 Overhead contact lines characteristics
4.2.1 Characteristics
4.2.2 Use of Europantograph on existing lines
4.3 Pantographs
4.3.1 Pantographs in service
4.3.2 Specific information for Finland
4.3.3 Specific information for Norway
4.3.4 Specific information for Sweden
5 Overhead contact line systems for testing
5.2 Tests in Finland
5.3 Tests in Norway
5.4 Tests in Sweden
6 Pre-requirements for line tests
6.2 Finland
6.3 Norway
6.4 Sweden
7 Approval tests
7.1 Test overview
7.2 Overview of nation specific tests
7.2.1 Finland
7.2.2 Norway
7.2.3 Sweden
7.3 Geometry of the pantograph's free space
7.3.1 Free space for pantograph
7.3.1.1 Information
7.3.2 REQUIREMENTS
7.3.2.2 Requirements for Sweden
7.3.2.3 Requirements for Norway
7.3.2.3.1 Requirements for Finland
7.3.2.4 VERIFICATION
7.3.2.4.1 Verification for Sweden
7.3.2.4.2 Verification for Norway
7.3.2.4.3 Verification for Finland
7.3.2.5 DOCUMENTATION
7.4 Pantograph tests
7.4.1 Basic functions
7.4.1.2 REQUIREMENTS
7.4.2 Visual inspection
7.4.3 Weighing
7.4.4 Dimensions
7.4.5 Identification
7.4.6 Automatic dropping of pantograph
7.4.7 Operation tests
7.4.7.1 NOMINAL STATIC FORCE
7.4.7.1.1 Information
7.4.7.1.2 Requirements
7.4.7.1.3 Verification
7.4.7.1.4 Documentation
7.4.7.2 CHECKING OPERATION SYSTEM
7.4.7.3 OPERATING CLIMATIC TEST
7.4.8 Endurance tests
7.4.8.2 RAISING/LOWERING OPERATIONS
7.4.8.3 COLLECTOR HEAD SUSPENSION
7.4.8.4 TRANSVERSE VIBRATIONS
7.4.9 Transverse rigidity test
7.4.10 Air tightness tests
7.4.10.1 OPERATING DEVICE CYLINDER
7.4.10.1.1 Information
7.4.10.1.2 Requirements
7.4.10.1.3 Verification
7.4.10.1.4 Documentation
7.4.10.2 TIGHTNESS CLIMATIC TEST
7.4.11 Measurements
7.4.11.1 DEGREES OF FREEDOM OF COLLECTOR HEAD
7.4.11.2 HOUSING FORCE
7.4.12 Current at standstill
7.4.12.1 INFORMATION
7.4.12.2 REQUIREMENTS
7.4.12.3 VERIFICATION
7.4.12.4 DOCUMENTATION
7.5 Geometrical tests for vehicle mounted pantographs
7.5.1 Working range
7.5.2 Distances between pantographs
7.5.3 Electrical connection between active pantographs
7.6 Dynamic tests
7.6.2 Speed step up
7.6.2.2 =REQUIREMENTS
7.6.3 Contact Force
7.6.4 Uplift measurement
7.7 Winter tests
7.7.1 Operation
7.7.2 Icing
7.7.3 Automatic Dropping Device (A.D.D)
9 Appendices
Existing and new standards regarding different aspects of compatibility between vehicles and electrical infrastructure do not cover all issues, especially those issues which are specific for Finland, Norway and Sweden. This has been experienced in different acceptance processes of new vehicles.
The objective for this project was to compile all relevant pantograph and pantograph - overhead contact line interaction requirements in a report in order to simplify the acceptance process for new rolling stock in Finland, Norway and Sweden and to cover all possible compatibility aspects. This report deals with requirements regarding pantographs and the interaction between pantographs and overhead contact lines.
The aim of this report is to give a common Nordic model for approving electric Powered trains equipped with pantographs for overhead contact lines in Finland, Norway and Sweden.
The report consists of information on how to achieve this.
The first part describes which type tests must be performed on pantograph and vehicle.
The second part describes the measurement of interaction between pantograph and overhead contact lines in various train/pantograph configurations.
Further on there are references on how and what to do, based on international norms With acceptance criteria.
Approval is given for a specific train traffic configuration even though type test might be done in a test stand.
The results from the measurements must prove to be in accordance with the demands given in this document.
The document is first and foremost based on the standards EN 50 317, EN 50 206 and EN 50 367. This does not imply that other standards are obsolete. The document concentrates on the specific national conditions that are valid for Finland, Norway or Sweden and topics that are not completely covered by the standards mentioned above.
The requirements in this document are valid for:
first time use of rolling stock or reintroduction of rolling stock that have been considered out of use permanently
rolling stock that is going to be introduced on sections of track not included in current acceptance
changes in rolling stock usage not in compliance with current acceptance
modifications of rolling stock in a way that may affect the compliance with the current acceptance.
This means that the requirements in this document are valid for new electric traction vehicle and old used vehicles that have not been used in normal operation in Finland, Norway or Sweden before. An old vehicle used in one of the countries is, however, not automatically accepted in the other countries, due to differences in older requirements.
The requirements in this document can however be discussed when applied on imported old vehicles.
The intension is to harmonize the requirements and tests as much as possible. The aim is that when a vehicle is tested to be accepted in one country, fulfilment of a requirement shall also be valid in another country if that country has the same requirement. This is especially valid for Norway and Sweden, which have very similar power supply systems.
A summary of how and for which rolling stock the requirements are valid is given in Table 1 below.
Table 1 Requirements for new and existing rolling stock.
Domestic (only for use in either Norway, Sweden or Finland) All requirements are mandatory. Already accepted. For any rebuilds or modifications
all requirements are still mandatory, however some test in 7.4, 7.6 and 7.7 can be omitted after approval from the infrastructure manager.
Foreign (vehicles
for cross border operation or used vehicles from other countries)
All requirements are mandatory.
Some test in 7.6.3 and 7.7 can be omitted after approval from the infrastructure manager.
Some test in 7.4, 7.6.2, 7.6.3 and 7.7 can be omitted after approval from the infrastructure manager.
[1] NES I05 Prestudy for overhead contact line and pantograph operations in
the Nordic countries.
[2] NES I06 Europantograph and free space for pantographs in the Nordic
[3] EN 50206-1:1998 Railway applications – Rolling Stock – Pantographs -
Characteristics and tests - Part 1: Pantographs for main line vehicles.
[4] EN 50317:2001 Railway applications – Current collection systems –
requirements for and validations of measurements of the dynamic interaction between pantographs and overhead contact line.
[5] EN 50318:2001 Railway applications – Current collection systems – Validation
of simulation of the dynamic interaction between pantograph and overhead contact line.
[6] EN 50367:2006 Railway applications – Current collection systems – Technical
criteria for the interaction between pantograph and overhead line (to achieve free access).
[7] EN 12499:2003 International cathodic protection of metallic structures.
[8] BVS 543.35020 Systembeskrivning ST 7.1/7.1 - Banverket
[9] BVS 543.35050 Systembeskrivning SYT 7.0/9.8 - Banverket
[10] BVS 543.35080 Systembeskrivning SYT 15/15 - Banverket
[11] BVF 504 Spårgående fordon, typmedgivande, spårmedgivande och
dispens - Banverket
[12] SJF 400.7 Normalsektionsföreskrifter för dimensionering av
järnvägsfordon och laster på dessa - SJ
[13] JD 590 Infrastrukturens egenskaper - Jernbaneverket
[14] BVF 586.20:1998 Fritt utrymme utmed banan - Banverket
[15] BVF 999.19:2002 Förbud mot strömavtagare på A-fordon och K-fordon
[16] EN 50405:2006 Railway applications - Current collection systems -
Pantographs, testing methods for carbon contact strips
A.D.D Automatic dropping Device
Europantograph 1600 mm wide pantograph defined in EN 50367:2006
Stiff overhead contact line system Overhead contact line system with low elasticity for
vertical forces
Soft overhead contact line system Overhead contact line system with high elasticity for
v Train speed in [km/h]
This chapter gives a short introduction to the different overhead contact line systems in the Nordic countries and also an overview of the most used pantographs currently in service.
The different overhead contact line systems in the Nordic countries are given in NES I05 [1]. The different systems used for testing according to the requirements in this report are given in Table 2.
Finland ||SR 70 ||YES ||9,8 ||9,8 ||160 ||NES I05 [1]
Table 2 Overhead contact line systems for testing.
Stitch wire
Tensile force messenger wire (kN)
Tensile force of contact wire(kN)
Maximum allowed speed (km/h)
Finland SR without stitch wire NO 9,8 9,8 140 NES I05 [1]
Finland SR 220 YES 12,5 12,5 220 NES I05 [1]
Norway Tabell 54 NO 6,13 4,9 130 NES I05 [1]
Norway System 20A YES 10 10 200 NES I05 [1]
Norway System 25 YES 15 15 250 NES I05 [1]
Sweden ST 7,1/7,1 NO 7,1 7,1 140 NES I05 and BVS 543.35020
Sweden SYT 7,0/9,8 YES 7 9,8 200 NES I05 and BVS 543.35050
Sweden SYT 15/15 YES 15 15 250 NES I05 and BVS 543.35080
The use of Europantograph in Sweden, Denmark and Norway is investigated in NES I06 [2]. Today, and for many years ahead, the Europantograph is not applicable in Sweden, Norway and Finland because of the design of most of the existing overhead contact lines.
Table 3 shows which pantographs that are in use and are approved in each country. Pantograph tests according to 7.4 for approved pantographs don't have to be performed again unless there are modifications made that effect the pantograph's functionality.
Table 3 Approved pantographs.
Pantograph name
DSA 200 X
DSA 350 S X
LLXJ 235
LLXJA 135
LSFC 201
LSFC 204 X X
SB 10 X X
SIEMENS type 6 X
WBL 85
8WLO 120 X
The material for contact strips is plain carbon and shall confirm to prEN 50405:2006 [16].
The overhead contact lines in Finland are designed for a 1950 mm wide pantograph. For more information on the pantograph profile: EN 50367:2006, Appendix B, Figure B.3 [6].
The overhead contact lines in Norway are designed for a 1800 mm wide pantograph. Some lines or part of lines are also approved for 1950 mm wide pantograph. The lines approved for 1950 mm wide pantograph in Norway are given in JD 590 [13].
For more information on the pantograph profile: EN 50367:2006, Appendix B, Figure B.6 [6].
The overhead contact lines in Sweden are designed for an 1800 mm wide pantograph. For traffic across the Öresund Bridge into Sweden, 1 950 mm pantographs are permitted. A and K vehicles can not be fitted with a pantograph, see BVF 999.19 [15].
For more information on approved pantographs on existing rolling stock in Sweden, see Table 4
Table 4: Approved pantographs on existing rolling stock in Sweden
A system for testing shall be able to withstand the forces from the pantograph and guarantee good dynamic behavior of the pantograph. Table 5 describes the systems that shall be used for testing. The systems for each speed interval are equivalent. This means that a test made on one system for a given speed interval, automatically is accepted in all of the countries for the same speed interval.
If the maximum test speed is 140 km/h or lower, a soft system without stitch wire shall be used. For a test with speed up to 200 km/h a soft system with stitch wire shall be used. Speeds over 200 km/h shall be tested on a hard system with stitch wire.
Table 5 Speed intervals for testing of overhead contact line systems.
Country for testing
Speed interval
v ≤140 km/h 140 < v ≤ 200 200 < v ≤ 250
Finland ktl utan Y-lina SR 70 SR 220
Norway System 35MS System 20A System 25
Sweden ST 7.1/7.1 SYT 7.0/9.8 SYT 15/15
Tests for the speed interval < 140 km/h shall be performed between Seinäjoki and Tampere. Tests for the speed interval > 140 km/h shall be performed between Kerava and Lahti. Other locations than the above mentioned can be discussed with RHK.
Tests for the speed interval < 140 km/h shall be performed between Drammen and Kongsberg. Tests for the speed interval < 140 km/h to 200 km/h shall be performed between Ski and Moss. Tests for the speed interval > 200 km/h shall be performed between Lillestrøm and Gardermoen. Other locations than the above mentioned can be discussed with Jernbaneverket.
Tests for the speed interval < 140 km/h shall be performed between Mora and Garsås. Tests for the speed interval < 140 km/h to 200 km/h shall be performed between Skövde and Töreboda. Tests for the speed interval > 200 km/h shall be performed between Västerås and Enköping. Other locations than the above mentioned can be discussed with Banverket.
This clause describes the tests which have to be done before the pantograph tests on the overhead contact line can take place. Most of the demands are country specific and may include tests of signaling system, brake system, track forces etc. In general the following two demands are valid for all countries:
you must have permission to drive on the track before testing starts
you must have an approval from the power supply owner before testing starts.
Testing normally starts with a dialog with the operator to produce a test plan. Most common is though to do brake and pantograph speed step up test early, if it is a new vehicle.
Before starting pantograph tests in Finland there must be an approval from the Finnish Railway Agency and also a compatibility declaration from the Finnish Rail Administration (RHK).
Before starting pantograph tests in Norway there must be an approval from the Norwegian Railway Inspectorate and also a compatibility declaration from the Norwegian National Rail Administration (JBV).
Before starting pantograph tests in Sweden there must be a track admittance. How to apply for this is described in BVF 504 [11].
The following tests are required:
a test that shows that the geometry of the pantograph's profile is inside of the free space as specified in 7.3
pantograph tests as specified in 7.4
test of pantograph on the vehicle as specified in 7.5
dynamic tests as specified in 7.6
winter tests as specified in 7.7.
The tests have to be performed in this specific order if not agreed on otherwise.
A test made in one country normally does not have to be made again in another country.
The following tests made according to the Norwegian or Swedish requirements have to be verified with the Finnish requirements:
Test 7.3.1
Test 7.4.7.1
The following tests made according to Finnish requirements have to be verified with the Norwegian requirements:
The following tests made according to the Swedish requirements have to be verified with the Norwegian requirements:
The following tests made according to Finnish requirements have to be verified with the Swedish requirements:
The following tests made according to Norwegian requirements have to be verified with the Swedish requirements:
Figure 1: Free space for pantograph.
The infrastructure is designed in such a way that it gives the operating pantographs a free space. This space is referred to the centre of the track. Figure 1 shows the different free spaces for pantographs1 for the Nordic countries. The free space for the Europantograph is also shown in the figure. It is important that the pantograph stays within the free space for pantographs in order to avoid hitting solid objects. The operator has to prove that the pantograph always is inside the free space.
Note 1: The Swedish free space will increase in curves by: U[m]=2100/R[M]
Note 2: The EPs free space will increase in curves and for higher contact wire height, EN 50367 [6].
1 The spaces given in the figure are not exactly as some of them vary with contact wire height, radius and cant.
For calculations: All movements that influence the pantograph's position over the track shall be taken into account. Free space for pantographs is a dynamic profile. This means that it follows the uplift of the contact wire caused by the pantograph at all operating speeds.
At any time the pantograph shall be inside of the free space for pantograph. This shall be proved by calculation according to SJF 400.7 [12].
The maximum pantograph displacement from the track centre line is 250 mm. The requirement for maximum pantograph displacement from the track centre line applies to a contact wire height of 5.60 m.
The maximum pantograph displacement from the track centre shall be documented by calculations according to Annex I, [prEN 15273:2006]. The calculations shall be made with a contact wire height of 5,60 meter for radii 275 meter, 3000 meter and for straight line. The Norwegian National Rail Administration must approve calculations and tests for electrical rolling stock. With regards to the traction power supply, such calculations will only be relevant for the part of the rolling stock where a pantograph is mounted.
At any time the pantograph shall be inside of the free space for pantograph. This shall be proved by calculation
The operator must show that the pantograph always is inside the free space. This shall be done by calculations and may also be supplemented with video recordings.
The operator must show that the maximum pantograph displacement from the track centre line is less then 250 mm. This shall be done by calculations and may also be supplemented with video recordings.
A report shall present results from calculations, and measurements if that is done, which show that the pantograph is inside the free space for all test lines in operating speed. For video recordings the picture must show the limits of the free space or the maximum allowed displacement.
Basic functions include geometry, functions as raising and lowering the pantograph and other mechanical movements. Before starting other tests it must be secured that the pantograph will not damage the infrastructure.
All requirements can be found in EN 50206-1:1998 [3]. To get permission for a new pantograph, the following tests have to be done as type tests:
a) Visual inspection (7.4.2)
b) Weighing (7.4.3)
c) Collector head length (7.4.4)
d) Collector head height (7.4.4)
e) Collector head width (7.4.4)
f) Head profile (7.4.4)
g) Length of contact strips (7.4.4)
h) Housed height (7.4.4)
i) Maximum extension (7.4.4)
j) Limited maximum extension (7.4.4)
k) Electrical thickness (7.4.4)
l) Distance between mounting points (7.4.4)
m) Identification (7.4.5)
n) Functional check of A.D.D (7.4.6)
Operating tests 7.4.7
a) Nominal static force
b) Checking operation system
c) Operating climatic test
Endurance tests 7.4.8
a) Raising/lowering operations
b) Collector head suspension
c) Transverse vibrations
Transverse rigidity test 7.4.9
Air tightness tests 7.4.10
a) Operating device cylinder
b) Tightness climatic test
Measurements 7.4.11
a) Degrees of freedom of collector head
b) Housing force
To be allowed to take power through a raised pantograph when parked without driver the raised pantograph must be equipped with a pressure guard.
Verification shall be carried out according to EN 50206-1:1998, clause 6 [3].
A complete test report shall present all measurements, tests, results and conclusions.
This test is to check that the pantograph is completely assembled.
EN 50206-1:1998, clause 6.2.1 [3].
A report shall present all measurements, tests, results and conclusions.
A test to check that the pantograph has the same mass as specified
The dimensions of pantograph (including tolerances), as specified on the drawings shall be verified with appropriate measurement devices.
EN 50206-1:1998, clause 6.2.3[3]. The length of the carbon strips shall be ≥ 1,00 m.
Sweden: When pantograph is housed it must be fitted into load gauge according to BVF 586.20, profile A, B or C [14].
EN 50206-1:1998, clause 6.2.3 [3]. Finland: Head profile according to EN 50367:2006, Appendix B, Figure B.3 [6]. Sweden and Norway: Head profile according to EN 50367:2006, Appendix B, Figure B.6 [6]. Sweden: For international traffic over the bridge of Öresund (to Denmark) head profile according to EN 50367, Appendix B, figure B.3 [6].
Here is defined the minimum labeling of the pantograph.
According to EN 50206-1:1998, clause 5 [3].
According to EN 50206-1:1998, clause 6.2.4 [3].
Automatic dropping device (A.D.D.) has the function of lowering the pantograph in case of injured carbon strip or collision with infrastructure.
The pantographs in Sweden, Finland and Norway shall be equipped with A.D.D. according to EN 50367:2006, clause 5.2 [6]. This demand is only applicable for new vehicles and vehicles that will be equipped with a new type of pantograph.
The A.D.D. shall not cause additional damage to the pantograph according to EN 50367:2006, clause 5.2 [6].
Requirements on the A.D.D are described in EN 50206-1:1998, clause 4.9 and 6.2.5 [3]. Before lowering the pantograph by A.D.D the vehicle's main circuit breaker shall open.
Test for measurement of the static force at ambient temperature.
According to EN 50206-1:1998, clause 6.3.1 [3]. There must be a fixed value for the static force as reference for comparison of measurements and for assessment of typical values in output. In Sweden, the static force shall be 55 N ± 10 %. In Norway the static force shall be 55 N with tolerances according to EN 50206-1:2010, Annex A. In Finland the static force shall be between 60-90 N according to EN 50367:2006 [6]. The chosen value shall be fixed and used for all other measurements required in the dynamic tests.
The pantograph shall be coupled to the whole operating system. The test shall be carried out at ambient temperature and at rated air supply pressure or rated voltage in case of electrical operating system. During and after the tests the pantographs shall operate satisfactorily.
The tests shall be carried out at the extremes of temperature and humidity that are specified for the vehicle as a whole. The above tests, at extremes of temperature shall also be carried out at the minimum and maximum values of air pressure or voltage specified in the customer specifications.
For pantographs which have no proven in-service reliability for at least two years on European railway network, the following endurance tests shall be carried out at ambient temperature.
In this test the pantograph is submitted to a number of raising and lowering operations
In this test the collector head shall be subjected to a number of consecutive cycles
The pantograph fitted with a collector head which has the largest mass designed for that pantograph shall be installed with its insulators on a vibrating table producing sinusoidal vibrations the amplitude and the frequency of which shall be adjustable in the transverse direction. While this test is carried out, the frequency of the table shall be 10% lower than the transverse frequency of oscillation.
This test checks that the pantograph does not move too much when a transverse force is applied.
According to EN 50206-1:1998, clause 6.6 [3].
This test checks the sealing of the operating device's cylinder or air bellows.
This test checks the sealing of the operating device's cylinder or air bellows at specified minimum and maximum temperature. The temperature range shall be the same as specified for the vehicle as a whole.
This test checks that the collector head degrees of freedom are as specified between customer and the supplier.
According to EN 50206-1:1998 clause 6.8 [3].
This test checks the pantograph's housing force.
According to EN 50206-1:1998 clause 6.9[3].
The performance of the overhead contact line and pantograph interface shall be subject to the approval by the infrastructure manager.
According to EN 50367:2006 clause 7.1 [3], maximum current at standstill per pantograph is 80 A.
Check that the required power consumption at standstill is less than 80 A per active pantograph.
The working range of the pantographs shall cover the existing contact wire heights.
Sweden: The working range should be between 4800 and 6100 mm. Norway: The working range should be between 4600 and 6100 mm. Finland: The working range should be between 5600 and 6700 mm.
Sweden: Check that the pantographs working range is between 4800 and 6100 mm. Norway: Check that the pantographs working range is between 4600 and 6100 mm. Finland: Check that the pantographs working range is between 5600 and 6700 mm.
A train can exist of more than one electrical unit, and can therefore have more than one pantograph working at the same time. Some pantograph distances however are not allowed. For example, when passing through neutral sections the distances between pantographs must be specified to avoid electrical overlap.
All pantograph distances, not mentioned in 7.5.2.2, are allowed as long as tests according to 7.6 are performed and verified.
For locomotives, test according to 7.6 will normally only be made for the locomotive and not for the train configuration the locomotive is working in. In case multiple pantograph operations are not tested, the general rules according to Table 6 will apply. Distances between 30 and 39 m between two operating pantograph's are not allowed due to neutral sections.
Table 6 Allowed train speeds for locomotives.
Pantograph distances (m)
Maximum speed as a function of the number of pantographs.
2 pantographs
3 pantographs or more
< 20 1) 1)
20 – 30 As for one pantograph but with a Maximum speed of 160 km/h As for one pantograph but with a maximum speed of 120 km/h
39 – 150 As for one pantograph As for one pantograph but with a maximum speed of 140 km/h
150 – 400 As for one pantograph As for one pantograph
1) Special agreement.
The pantograph distances that are not allowed are mainly nation specific and mentioned in EN 50367:2006 Annex B [6], special national conditions.
The maximum overall pantograph distance is 400 m, according to EN 50367:2006 [6].
Check that allowed distances are inside allowed values.
No electrical connection between active pantographs is allowed.
According to EN 50367:2006 [6].
Check that no electrical connections exist between two active pantographs.
All tests are to be made according to EN 50317:2001 [4]. According to EN 50317:2001 [4] dynamic interaction between contact line and pantograph can be measured by dynamic force measurements or by arc detection. This document describes only the force measurement, since arc detection is a method with lower reliability. It is for example impossible to use when temperature is near or below zero due to all arcs from hoar frost.
Speed step up test shall be performed when the train will be used for speeds above 100 km/h. If other tests will be performed for speeds above 100 km/h before the complete dynamic contact force test is performed, it is necessary to perform this simple speed step up. If the first test for speeds above 100 km/h is a dynamic force test it is only necessary to do the speed step up while performing the contact force measurement. The test is made to check the pantograph initially before dynamic contact force tests are made at maximum speed. Maximum test speed for speed step up is 200 km/h. For speeds above 200 km/h dynamic tests are mandatory. Speed step up is performed to allow other tests (i.e. brake tests and ATC-tests) before the dynamic contact force tests are made.
Speed steps shall be performed on the same kind of overhead contact line systems as the rest of the tests. The overhead contact line system is chosen according to Table 2.
Speed step up is only required if the maximum test speed is above 100 km/h. First speed shall be 100 km/h and steps of 20 km/h up to maximum test speed.
A skilled person (test supervisor) shall perform the supervision of the pantograph's movements. This skilled person shall be a representative from or approved by the national rail administration in the country where the tests are being performed. A camera mounted on the roof of the vehicle can be used. The test supervisor shall after each speed step evaluate and decide if an approval to raise the speed to the next level can be given.
The pantograph's behavior is sufficient if the vertical movement of the pantographs head is absorbed by the springs between the head and the frame. The rising and lowering of the frame shall only be a result of the rising and lowering of contact wire height.
A test report including train configuration and pantograph configuration, speeds for each test run and comments of supervisor shall be written.
The contact force is the vertical force applied by the pantograph to the overhead contact line. The contact force is the sum of forces for all contact points of one pantograph. The mean contact force is the statistical mean value of the contact force between the pantograph and the overhead contact line. It includes the static force and the aerodynamic force developed from the aerodynamic influence caused by wind. The aerodynamic force is a function of wind speed around the pantograph which again is a function of the actual train speed. Adjusting the aerodynamic force is a vital parameter for current collection quality.
Figure 2: Contact forces in Norway and Sweden.
Figure 3: Contact forces in Finland.
Measurement shall be carried out according to EN 50317:2001 [4]. The maximum wind speed shall be less then 5 m/s. Two repetitive measurements in each pantograph direction shall be made on the same track.
The measurements shall be done on an overhead contact line and for the appropriate speed interval according to Table 5. The measurements hall be done for a single pantograph and if applicable even for multiple pantographs on an open line. The measurement shall be done for a single pantograph and, if demanded by the national rail administration, even for multiple pantographs in a tunnel. In case of rolling stock with multiple pantographs, the pantograph with the calculated highest standard deviation of force shall be tested. Fmean shall not differ more than 20 % depending of the direction of the train. The distribution of the contact forces between the contact points of the two carbon strips shall not differ more than 20 %. This is calculated by dividing the largest value with the lowest value.
The measurement shall be conducted for the whole range of the operating train speed + 10 %. The mean contact force should have a target value of Fmean = Fstat + 0.00097*v2. For Sweden, the tolerance is ± 10 %. In Norway the tolerances are according to EN 50206-1:2010, Annex A. The static force shall be according to 7.4.7.1. The aerodynamic component is taken from EN 50367:2006 [6]. The standard deviation shall be less than 30 % of the target value of Fmean. The mean contact force and the maximum and minimum contact forces are visualized in Figure 2 (Norway and Sweden) and Figure 3 (Finland).
The initial speed for measurements of contact force is the lesser value of 100 km/h or maximum operating speed minus 20 km/h. After the first measurement the speed can be increased in steps of 20 km/h up to maximum test speed.
A skilled person (test supervisor) shall perform the supervision of the pantograph's movements. This skilled person shall be a representative from or approved by the national rail administration in the country where the tests are being performed. A camera mounted on the roof of the vehicle can be used. The test supervisor shall after each speed step evaluate and decide if an approval to raise the speed to the next level can be given. Check that Fmean does not differ more than 20 % depending of the direction of the train. Check that the distribution of the contact forces between the contact points of the two carbon strips does not differ more than 20 %. Check that the mean contact force is Fmean = Fstat + 0.00097*v2, and inside of the tolerances. Check that the standard deviation is less then 30 % of the target value of Fmean.
A report shall be written in accordance to EN 50317:2001: clause 5 [4]. A figure showing the mean contact force, the statistical maximum and minimum contact forces as defined in EN 50318:2001 [5] and the limits of contact force as a function of train speed.
There shall also be a description of the measurement procedure and instrument used. There shall be one figure for each pantograph that has been measured. There shall also be noted the weather condition, temperature and where the measurements took place.
In addition to measuring contact forces between the pantograph and the contact wire it is also necessary to verify the uplift. There could be places where the limits for uplift are reached before the limits for the force.
Measurement shall be carried out according to EN 50317:2001 [4]. The overhead contact line systems and the speeds intervals used for measuring uplift are given in Table 5. The test shall be made 3 times in each direction of travel at the maximum test speed. In case measurements are made on an overhead contact line system for speeds between 140 and 200 km/h according to Table 5, the maximum uplift at the support is 50 + 0,00175*v2. In case measurements are made on an overhead contact line system for another speed interval then according to Table 5, the maximum allowed uplift shall be discussed with the national rail administration. For multiple pantograph operation the requirements apply to all active pantographs. Worst pantograph configuration shall be according to 7.6.3.2.
The operator shall measure the uplift of the contact wire. This can be done by passing an uplift measuring device mounted along the track. The measurement shall be done in maximum line speed. If the maximum line speed is higher than the maximum train speed, then use the maximum train speed.
A report shall present test results showing the measured uplift at maximum test speeds in both directions.
The test checks the pantograph's mechanical function during operation in winter climate, including snow and temperatures below zero degrees Celsius.
The temperatures shall be below zero degrees Celsius. This test can be performed during other winter tests, e.g. while testing brakes.
A camera for supervision of the pantograph is needed and if necessary lamps for lighting and a skilled supervisor.
Speed step up is only required if the maximum test speed is above 100 km/h. First speed shall be 100 km/h or maximum operating speed minus 20 km/h. After the first test the speed can be increased in steps of 20 km/h up to maximum test speed.
A skilled person (test supervisor) shall perform the supervision of the pantograph's movements. This skilled person shall be a representative from or approved by the national rail administration in the country where the tests are being performed. A camera mounted on the roof of the vehicle can be used. The test supervisor shall after each speed step evaluate and decide if an approval to raise the speed to the next level can be given. The pantograph's behavior is sufficient if the vertical movement of the pantographs head is absorbed by the springs between the head and the frame. The rising and lowering of the frame shall only be a result of the rising and lowering of contact wire height.
The test is performed to check if the pantograph is accumulating ice and snow during operation.
The weather conditions shall be winter conditions which include drift of snow and temperatures below zero degrees Celsius. This test can be performed during other winter tests, e.g. while testing brakes. The vehicle shall be cooled down before start of the tests and shall be in normal operation for at least 5 hours.
When the vehicle is stopped the pantograph shall be investigated to see if ice and snow has been accumulated in a way that constrains the function of the pantograph.
Documentation is made by photos of the pantograph and a short description of possible problems during operation.
The winter test shall prove the A.D.D. function in winter climate. In case of use of A.D.D. built with air tube to the carbon strip and no test valve; demount the tube from the pantograph and put the end at the side of the roof with an air valve at the end.
The weather conditions shall be winter conditions which includes temperatures below zero degrees Celsius.
Requirements for the A.D.D are described in EN 50206-1:1998 clause 4.9 and 6.2.5 [3].
Simulate a damage and check if the ADD is functioning according to EN 50206-1:1998 clause 6.2.5 [3].
The test report shall include short information about the A.D.D. system and how the test was performed. Temperatures and timeframes shall be included. Times for lowering of pantograph shall be presented.
31-01-2007: First version.Based on the NIM NES-R09 report with the same title as this document.
19-04-2007: Second version. Bullet point 8, Revision history, created. Mostly editorial changes and corrections due to false numbering in some references.
New rules added for Norway regarding the calculation of pantograph deviation, ref. 7.3.1.2.3.
Annex A – Items specified by national rail administrations
Hentet fra «http://trv.banenor.no/w/index.php?title=Rolling_stock/Supplementary_information_and_regulations/Appendix/Approval_of_new_trains._Pantographs_and_pantograph-overhead_contact_line_interaction&oldid=46596»


text:
Wydarzenia

 Maksymin Daja ogłosił się cesarzem (), został uznany przez Galeriusza.
 Odpowiedzialność za ściąganie podatków w Cesarstwie Rzymskim przeszła z lokalnych komisji podatkowych na członków rad dekurionów ().

Urodzili się

 Fotyn z Sirmium, biskup (zm. 376).
 Pacjan z Barcelony, biskup (zm. przed 392).
 Wulfila, biskup Gotów (zm. 383).

Zmarli

 16 lutego – Pamfil z Cezarei, prezbiter i męczennik.
 21 października – Euzebiusz, papież.
 Maksymian, cesarz rzymski.

310

redpajama_set_name: RedPajamaWikipedia


text:
High Levels of Serum Protein CC16 Predict Lung Disease Worsening in Systemic Sclerosis
by Ana Pena, PhD
High levels of a blood protein called CC16 predict a higher likelihood of lung disease worsening in patients with systemic sclerosis (SSc), according to researchers.
Their study, "High Baseline Serum Clara Cell 16 kDa Predicts Subsequent Lung Disease Worsening in Systemic Sclerosis," was published in The Journal of Rheumatology.
Clara cell 16 kDa (CC16) is a pneumoprotein (a protein produced by the lung) and a known sensitive biomarker of lung damage.
In the presence of acute or chronic lung injuries, CC16 is released into the bloodstream, and therefore its serum levels reflect the extension of lung damage. In line with this observation, levels of this protein are known to be high in the blood of patients with pulmonary fibrosis.
In the study, researchers reasoned that, since elevated serum levels of CC16 could identify lung damage, they might be used to predict the rate of lung function worsening in patients with systemic sclerosis.
To test this hypothesis, researchers set up a prospective study that followed 106 patients (mean age of 55.4) with systemic sclerosis for four years. About half of the patients (52.8%) had interstitial lung disease (ILD), while about one-third (35%) displayed diffuse cutaneous scleroderma.
The risk of lung disease progression was analyzed throughout the four-year period — defined as a 10% decrease in the total lung capacity or forced vital capacity, or death — and compared with the serum CC16 levels at baseline, when patients were included in the study.
Results showed that a blood level of the protein higher than 33 ng/mL predicted deterioration of lung disease or death within two years, with a 76% sensitivity and 65% specificity.
Patients with higher baseline serum CC16 levels experienced, on average, an event of lung disease worsening or death earlier (42.8 months) than patients with low baseline serum levels (56.3 months).
Even after adjusting the results for age, duration of disease, clinical, and lung function measures, patients with elevated levels were at a higher risk (2.9 times higher) of more rapid lung disease worsening, when compared with patients with levels below 33 ng/mL.
"Our findings showed that baseline serum CC16 has a significant predictive value for worsening of lung disease in patients with [systemic sclerosis]," the researchers wrote.
"Further studies are needed to show whether serum CC16 could be used in association with other pneumoproteins to obtain a better predictive value in SSc and other chronic pulmonary diseases," they added.
Ana Pena, PhD
Ana is a molecular biologist enthusiastic about innovation and communication. In her role as a science writer she wishes to bring the advances in medical science and technology closer to the public, particularly to those most in need of them. Ana holds a PhD in Biomedical Sciences from the University of Lisbon, Portugal, where she focused her research on molecular biology, epigenetics and infectious diseases.
Tagged biomarker, CC16, death, disease progression, Lung Disease, Lung Function, prognosis.
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redpajama_set_name: RedPajamaCommonCrawl


code from the source or mptexpre.tex I think.
near the end of the block of code in the layout.
station names should come out at font size 3.
At least this is my guess - I have not tried it.
Or am I just repeating something you have already tried?
Sent: Wednesday, 10 April 2013 8:00 a.m.
is not small enough and I want to change this global.


Growing up with a ufologist father (Armin Sonntag), obsessed with proving the existence of aliens, 12 year old Luis hasn't had an easy or normal upbringing.
Nobody believes Armin, including Luis, so it comes as quite a big surprise when three strange little aliens (Mog, Nag and Wabo) crash land right behind their house. Luis excitedly wants to show his Dad that he had been right all along, but discovers that Armin hates and fears aliens.
Meanwhile the school's principal suspects that Luis is suffering from neglect and should be removed from his father's custody.
Bilder © Studio Rakete · Alle Rechte vorbehalten.


Stephanie's career in Niagara real estate started at the young age of 24 when she purchased a small wartime home in Welland with her partner David Vogt. Steph was a dental assistant and Dave was an entrepreneur and the owner of Dave's Pit Stop, a small automotive repair shop in Welland. Dave and Steph worked day and night putting their small wartime into tip top condition.
HGTV was not airing any house flipping shows back then, but renovating and selling homes for profit was a great way to invest in real estate. After completing over 20 homes Steph knew It was very profitable, but it wasn't exactly what every girl aspires to be!
As time went on Stephanie and her partner realized that it was time to get Steph licensed as a real estate agent in Niagara to further their real estate investment business, but something happened... and it was then that Steph felt a bigger calling.
Steph realized that 10 years of real estate investing gave her skills and knowledge that school could not teach. Young aspiring agents knew very little about actual real estate. They come from other backgrounds and no level of education could make up for her experiences.
She began to see why it was so hard to find a good agent that understood all the aspects of investing, buying, and selling real estate.
She could make a living helping others by sharing her experience.
When you love what you do it's not like work.
The last one is something that Steph has really come to appreciate. After all...What girl likes to wear work clothes and boots everyday?!
Dave has been there with me throughout my journey...it's been 11 plus years of working along side this guy. We are somewhat inseparable and inevitably when you hire me you get what's between his ears too. He is one heck of a home renovator and the big silent force behind this website and and my marketing materials.
Stephanie Schaeffer you are an amazing agent. Our house was listed for less than three weeks when it sold. You went above and beyond to advertise with an online website, Facebook, newspaper ad and even went door to door to deliver a special advertising card you made (which looked amazing by the way). Thank you so much for all of your help and dedication you truly made this process a lot less stressful. We will be recommending you to everyone who is buying or selling their house. You are the best!
Steph's creative advertising strategies impressed us the most, along with her continued support and dedication to helping us find exactly what we were looking for. Her knowledge and expertise of various aspects of selling and buying a home, including structural details, made us feel more secure in our decision-making process.
Copyright 2014 - Stephanie Schaeffer - All Rights Reserved Phone: 905-347-3337 Email: Steph@StephWorksForYou.com Not intended to solicit those already under contract.


text:
Ana De Armas' absence from yesterday's flick causes a major global legal headache – Deadline
Wynne Daves
yesterdayAnd the worldwideSuddenly their troubles aren't so far away, at least when it comes down to it Ana de Armasabsence from 2019 Danny Boyle directed flick yesterday.
U.S. District Judge Stephen Wilson wrote in a Dec. 20 ruling on the studio's failed motion to dismiss a potential class action lawsuit first filed in January by Paul Michael Rosa and Connor Wolfe. "At its core, a trailer is an advertisement designed to sell a movie by providing consumers with a preview of the movie," the federal judge continued.Read it here)
Trailer Version of the $5 Million Suit: In July and October of 2021, Maryland-based Wolf and California-based Rosa saw a trailer for the suit. Himesh Patel-a pioneering romcom that featured de Armas as the love interest. Both fans rented the movie soon after about a musician who wakes up knowing all the Beatles songs in a world where the Beatles didn't even exist. 1 point (in a deep voice): De Armas was nowhere in the picture.
right Now blond The actress was cut yesterday Completely.
Screenwriter Curtis said, "I think the audience didn't like the fact that his eyes were wandering." cinemablend In 2019 for Patel's Jack Malik and why she left De Armas' Roxanne character, as well as the subplot surrounding her on the cutting room floor.
That could be the technical and narrative reason, and that's fair. However, Wolf and Rosa felt cheated by de Armas's presence yesterday Trailer, and he didn't like being taken for suckers. Respondent advertisement and promotion of the film yesterday She is false, misleading and misleading."
See also Beloved Batman actor Kevin Conroy dies at 66 after battling cancer
Despite the Comcast-owned studio and their attorneys Munger Tolles and Olson's best efforts to put this lawsuit in the past, Judge Wilson agreed with a lot of where the plaintiffs and their army of attorneys came from.
"In short, Universal has indicated that no non-commercial speech can intertwine with the trailer, and the interlocking exception does not inextricably apply to the commercial speech doctrine," he wrote yesterday in developing the matter for discovery and potential class testimony. "Thus, because the plaintiffs have reasonably alleged that the trailer is fake, commercial rhetoric, the plaintiffs may proceed with their claims without offending the First Amendment."
Although Justice Wilson has also made it clear in his ruling that "the court's decision is limited to representations of whether she is an actress or a scene in the film, and nothing else," his ruling could complicate matters in the loose goose consortium. With this example off the first time a Hollywood movie trailer shows someone who isn't or hardly in a movie or even footage that isn't from the one planned, the big picture here is that the exaggeration visually, verbally, etc. in the trailers, you may have to tone it down or Take a big risk.
Universal did not respond to a request from Deadline for comment yesterday Yesterday's rule. Comcast-owned companies usually set a standard line of not commenting on litigation when they respond to questions about litigation. Universal will eventually have to respond to the ramifications of yesterday's ruling in court, and then the December 20th decision itself could serve as a trailer for a much more epic event.
See also Ken Kyung Leaves After Rudy Giuliani On The Masked Singer
"Lifelong beer expert. General travel enthusiast. Social media buff. Zombie maven. Communicator."
NASA's Mars rover drops the first sample on Mars
Stock futures rose Thursday morning


text:
Odisha's Satyarth Nayak writer of Sony's upcoming TV series PORUS
Admin | August 16, 2017 | Odia News
Odisha boy Satyarth Nayak appointed as a lead writer for Sony's upcoming mega-budget historical TV series PORUS. Touted as the most expensive show ever produced in India, this magnum opus shall trace the parallel lives of Porus and Alexander, culminating in the legendary Battle of Hydaspes.
Satyarth Nayak is an author & screen-writer based in New Delhi. Holding a masters in English Literature from St. Stephen's, he is a former Correspondent at CNN-IBN, Delhi and was felicitated with the SAARC Heal Honour for Health Reporting in India in 2008.
WATCH: Mo Haladi Gina item song from 'Bajrangi' odia film
PORUS is being produced by Swastik Productions that have created similar historical & mythological mega-budget shows like Mahabharat, Suryaputra Karna, Razia Sultan, Shani and Mahakali. With a reported budget of 500 crores, Porus is touted to be the most expensive TV serial ever produced in India. The show is being shot extensively in Thailand and its First Look was recently released on YouTube to a fantastic response. The show will be aired on Sony TV.
Satyarth's debut novel The Emperor's Riddles released in 2014 and became a best-selling thriller. Described as 'a history meets mystery' by Times of India, 'a gripping tale of intrigue' by Hindustan Times, 'a heady mix' by The Hindu, 'a book that opened a different avenue for budding writers' by Indian Express and 'an extraordinary tale of riddles' by Yahoo, the thriller takes its readers on a trail of cryptic riddles connected to the royal secret of an ancient Indian Emperor.
Hailing from Odisha, Satyarth was felicitated with the Shri Award for Literature by Rosalin Patasani's Parichay Foundation at KIITS, Bhubaneswar last year. A regular speaker at the Odisha Literature Festival organised by New Indian Express, Satyarth was also invited by Jagi Panda as a guest for the Achievers Special episode of OTV'S popular talk show Utha Jaga Odisha.
New vine snake species discovered in Odisha after 113 years
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Odisha Raj Bhavan gardens open for general public from January 6
No Comments | Jan 4, 2019
Unique Kali Puja in Odisha: Chinnamastika idol in Cuttack
Home > Odia News > Odisha's Satyarth Nayak writer of Sony's upcoming TV series PORUS


You are currently browsing the tag archive for the 'Hello-Kitty' tag.
I was changing my wallet today; I wanted to reuse one of my old wallets. As I was pulling out my old wallet, it felt a bit thick for being "empty". To my surprise I found a stack of cards stashed away inside (eg. various business cards & store point punch cards). This was the biggest surprise of all! Many great memories came flooding back as I was sorting through these punch cards.
Ever since I was a small child up until my early twenties, I used to shop at my local Sanrio™ shop probably once or twice a month or so. (It got worse when I was able to drive a car.) Each time you made a purchase of a certain dollar amount or more, you would get your point card stamped. Then, when you filled up your card(s), you were able to redeem them for prizes. The more point cards you accumulated, the bigger (for lack of a better word) the prize you could get. I would save all of my cards each time to get the highest point value prize. I was probably saving these cards for something special I wanted…which is of no use now, since Sanrio™ has discontinued their point card program for quite a few years already.
Not only do these point cards bring up memories of the times I used to regularly shop at this store, but it also triggers memories of the wonderful times spent working there as well. Yes, I used to work at my local Sanrio™ shop. One of the greatest memories I have of that shop was the day I was invited to work there. The shop manager kept noticing me every time I shopped there. So, one day she approached me & told me that I should just work there since I would visit often enough, & I would get a sweet employee discount. That sealed the deal for me. I ended up working there for approximately four years, made lots of fun friends, learned how to appreciate everybody working in the retail industry right down to the "little guys" behind the cash register & taking out the trash. I had so much fun working at that place. I even got a big compliment from our regional manager for having an overly-obsessive knowledge of all things Hello Kitty & Sanrio.
Those times have long since come & gone. The shop I once worked at has changed ownership & management, moved to a new location, & now looks completely unrecognizeable. A new shop has taken up our old location within the shopping mall. However, the memories still remain each time I walk past that storefront. Those surely were the good ol' days. Cheers.
What a delight, a real super surprise! I just couldn't believe my very own eyes…I had found it tucked away in the deep dark corner of my dad's makeshift (a.k.a. DIY) tool shed. Has it been there the whole time? I had given up hope years ago…long thinking that my mom had given it to one of her friend's children (which she had done to so many of my childhood belongings…even while I was still a child playing with them.) I really had tucked these memories away to the far reaches in the back of my mind.
THEN THERE IT WAS, STARING ME RIGHT IN THE FACE, CRYING OUT TO ME.
It had most definitely seen brighter days. It was severely beaten, chewed up, spat out, ravaged by lack of any care or attention. What is this thing I am talking about, you ask? Why, it is the SANRIO HELLO KITTY 1984 CHILD GUIDANCE DOLLHOUSE PLAYSET. This toy was my most favorite thing to play with when I was growing up…it didn't matter how old I was. I treasured it with all my heart & then some, until I had outgrown my toys & asked my parents to put it away for safe-keeping. Little did I know that it was to be chucked to the back of my dad's flimsy tool shed, only to be ransacked & torn apart by a family of rats…who chewed up the plastic windows, burrowed inside, shat EVERYWHERE, couldn't find their way out & eventually died. Oh look! A new figurine for my dollhouse. Nope. That's just a dead rat skeleton. Wait. There's two of them, plus the fetus of the baby rat. Lovely.
Since I have no way of salvaging my dollhouse, I have been frantically searching on the internet for another one (even a "previously loved" one will do, as long as it has all the matching playset pieces & figures). To my dismay, I have been unsuccessful in my search…which kind of bums me out. I was really hoping I could regain a piece of nostalgia from my childhood & perhaps pass this toy on to my 3-year old niece or even my future child.


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ENGINE, VORTEC 6.2L VARIABLE VALVE TIMING V8 SFI E85- COMPATIBLE, FLEXFUEL, ASSIST STEPS, CHROMED TUBULAR, 6" OVAL. SEATS, HEATED AND COOLED seat cushion and seat back for driver and front passenger with 4-way lumbar, AUDIO SYSTEM, AM/FM STEREO WITH CD PLAYER AND MP3 PLAYBACK USB port, auxiliary input jack, seek-and-scan, digital clock, auto-tone control, Radio Data System (RDS), automatic volume, TheftLock and 36 cross-band presets (STD), TRANSMISSION, 6-SPEED AUTOMATIC (STD). GMC SLT with SUMMIT WHITE exterior and EBONY interior features a 8 Cylinder Engine with 403 HP at 5700 RPM*.
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text:
Рома́н Миха́йлович Кири́ллов (род. 4 февраля 1977, Волжский, Волгоградская область, РСФСР, СССР) — российский актёр.

Биография

Роман Кириллов родился 4 февраля 1977 года в городе Волжский Волгоградской области.

В 1999 году окончил школу-студию МХАТ (курс Олега Ефремова) и был принят в труппу МХАТа. В 2006 году покидает МХАТ для того, чтобы собрав единомышленников, создать Творческую группу актеров Москвы. Результатом этого сотрудничества стали спектакли «Тема для романа» и «Как поссорился Иван Иванович с Иваном Никифоровичем», где Роман Кириллов выступил также в качестве режиссёра-постановщика.

Служил в театре «Et Cetera». С 2009 года был в качестве приглашённого, а начиная с 2012 года стал актёром на постоянной основе в Московском театре имени Моссовета.

С 2003 года снимается в кино и телесериалах.

Творчество

Роли в театре

Московский художественный театр им. А. П. Чехова
 «Борис Годунов»
 «Горе от ума»
 «Гроза»
 «Джульетта и её Ромео» — Капитан Капулетти
 «И свет во тьме светит…» — Тапер
 «Бабье царство» — Назарыч
 «Ундина» — Судья
 «Лесная песня» — Водяной
 «Новый американец»
 «Девушки битлов» — Маркс
 «Антигона» — Вестник
 «Сонечка»
 «Вечность и еще один день» — Аверкие Скила
 «Терроризм» — Ревнивый
 «Нули» — Командир
 «Белая гвардия» — Врач германской армии
 «Белое на черном» — Герой
 «Последняя жертва» — Лука Дергачёв
 «Король Лир» — Гонерилья

«Творческая группа актёров Москвы»
 «Тема для романа» — Сорин
 «Как поссорился Иван Иванович с Иваном Никифировичем» — Иван Иванович

Московский театр «Et Cetera»
 «Пожары» — Вахаб, Нихад
 «Продюсеры» — Франц Липкинд

Театр Моссовета
 «Царство отца и сына» — Василий Шуйский
 «A Chorus Line» «Casting/Кастинг» — Дмитрий Хачатуров
 «Р. Р. Р.» — Лужин, жених
 В случае убийства набирайте «М» — Хаббард, Лесгейт

Театр Мюзикла
 «Времена не выбирают» — Мэтт Фрей

Фильмография
  — Стилет-2 — Пресс-секретарь
  — Таксистка — эпизод
  — Диверсант — эпизод
  — Мур есть Мур — мл. лейтенант Гусляев
  — Штрафбат — Гаврилов
 — — «Кулагин и партнёры» — эпизод
  — Рублевка-Live — Антон
  — Любовь моя" (ситком) — участковый Сидоров
  — Русский перевод — водитель
  — Солдаты-9 — пиарщик Петя
  — Буровая — Тимур Сабаев
  — Я вернусь — Мерзляков
  — Закон и порядок — Юрий Линев
  — Любовь как любовь — Алик
  — О тебе — Рихард
  — Широка река — Боков
  — Полет фантазии — Денис
  — ГИБДД и т. д. — Толик
  — Однажды будет любовь — Вадим
  — Вернуть на доследование
  — Москва, я люблю тебя!", новелла «Работа» — Старший менеджер
  — Алиби на двоих — Михаил Ивин
  — Бомбила — Фёдор Лавров
  —  — Ефросинья. Продолжение — Корнеев
  — Царство отца и сына (фильм-спектакль) — Василий Шуйский
  — Срочно в номер-3 — Борис
  — Зверобой-3 — Диггер
  — Амазонки — Марк Шмелёв
  — Паутина 6 — Игорь
  — Мститель — Валерка
  — Лесник 3 — Семён Ковалёв
  — Анна-детективъ («Месть», фильм №6) — «Жорж» (Христофор Захарович), портной
  — Динозавр — криминальный авторитет

Примечания

Литература

Ссылки
 Официальный сайт Романа Кириллова
 Роман Кириллов на сайте театра Моссовета
 Роман Кириллов на сайте Ruskino.ru

Выпускники Школы-студии МХАТ
Персоналии:Театр им. Моссовета


This week is all about getting ready for Christmas.
Thank you so much for your support for Dressember. Because of your support our team has raised over $2,000 so far to help end human trafficking. If you are still feeling in the Christmas spirit you can donate here.
Wednesday we did a little shopping for our Thursday livestream to prepare for the mulled cider video I did with Carol from Victoria Driftwood.
We received a special delivery of lasagna and cookies from Danielle. Trinity wanted lasagna for Christmas dinner. It was delicious. Pay it forward.
How do you think we should pay it forward for Danielle?
Thursday we did another livestream 🙂 This one was mulled apple cider. On Thursday we photographed Dressember at St. Ann's Academy. Tim is enjoying the practice for his photography everyday.
On Christmas eve day we went a little crazy with treats. We went to Tim's favourite bakery, Patisserie Daniel. We got some treats at Mother Nature's. We made crepes for Christmas day breakfast. At Origins Bakery I went crazy. I got cranberry walnut bread, raisin butter tarts, an apple pie, and a gingerbread snowflake cookie.
Thanks to Tim and Trinity for my ring light!


Mie Inouye holds a B.A. from Tufts University and an M.A. in Political Science from the University of Toronto. Mie's primary subfield is Political Theory.
Her research interests include democratic theory, qualitative research methods, inductive political theory, social movements, religion and politics and the organizing tradition in 20th- and 21st-century American politics. Her dissertation theorizes movement politics as a distinctive democratic tradition with a theory of democratic participation that diverges from aggregative, deliberative and participatory democratic theories. Drawing on original ethnographic research, she describes the forms of participation that sustain movement politics and evaluates their place in democracy.


Ok, we love to splurge on our favorite beverage with the iconic green straw now and again. We also love a fun and brilliant marketing campaign.
We gotta tell you though, once the nutrition info got out there, that had us a little sheepish. Sure, enjoying this drink once isn't going to do much more than have you reaching for a cup of joe in the afternoon after the sugar crash.
That's when we put our heads together for a different kind of magical drink. We love our shake, hands down. So how do you introduce it to the magical Unicorn?
Just like this and whoa … it is AMAZING.
Blend 1/3 scoop Vanilla Vibe with 1/3 cup Almond Milk and add Frozen Strawberries.
Blend 1/3 scoop Vanilla Vibe with 1/3 cup Almond Milk and add Frozen Mango.
Blend 1/3 scoop Vanilla Vibe with 1/3 cup Almond Milk and add Blackberries.
In a GRANDE sized Starbucks cup, layer half of the strawberry mixture at the bottom.
Next, add all of your mango mixture, followed by all of your blackberry mixture.
Top with the remaining half of your strawberry mixture (pineapple whipped topping optional).
Insert your iconic green straw, and sprinkle on all of the magical unicorn glitter you can find!
Travel Trends: 5 Tips for Fresh Breath on the Go!


The Double Trouble Hlala Ntweo is finally out the general and they are featuring the Godfather of bolobedu house music, Dj Lenzo.
The Double Trouble continues on their streak in producing quality music in 2018. Moreover, they remain consistent in sharing a relevant message in all their songs.
Hlala Ntweo encourages people to opt for divorce if the partner is no longer giving the attention needed in a relationship. Because, most people tend to remain trapped in toxic relationships.
Download Hlala Ntweo(divorce) by The Double Trouble ft Dj Lenzo below also don't forget to share.


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Home Food The Best Ramen Spot in Every State
The Best Ramen Spot in Every State
Danny Giancioppo
Source: yipengge / Getty Images
Did you know that ramen gained its popularity after World War II? Although the dish had originated in China in the late 1800s, and soon after been introduced to Japan, it was after the end of the Second World War that — through a surplus of cheap wheat, provided by the U.S. — Japanese cooks began to produce wildly popular varieties of the noodle dish. (While ramen is a Japanese iconic food, check out America's most iconic dishes).
From there, it's swept across the world and has become a popular dish all over, including in the United States. Every state in the country has a place to get freshly made ramen noodles, as well as places to purchase more mass-produced brands such as Cup Noodles, Maruchan, Top Ramen, and more.
But there is something special about freshly made ramen noodles, with steaming broth and the added garnish of a boiled egg and chopped chives. With added protein options like chicken or pork, and some restaurants having added options of spice, garlic, and more, there are a variety of ramen spots in the U.S. alone, all of which have their own merit.
To identify the best ramen spot in every state, 24/7 Tempo compared reviews and ratings appearing on a wide range of websites, including Insider, Cheapism, Eat This Not That, Mental Floss, Yelp, Foursquare, Mashed, Thrillist, USA Today, as well as numerous state and regional listings.
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This Sushi Restaurant in NYC is the Most Expensive in the Country
Best New Restaurants in America


The Dallas-Fort Worth economy has been a shining star in recent years, and its growth is expected to continue to outpace that of the US economy as a whole. Unemployment in Dallas stands at just 4.0%, compared to the national average of 5.5%. The local economy benefits from the diversity of companies headquartered in the area. Corporations in the area and consulting firms and other providers of professional services often require that employees based elsewhere make extended stays. Hotels may be convenient for a stay of a few days, but often lack the comforts you would find at home. Fully-furnished apartments provide an excellent alternative. Kozi Corporate Housing offers beautiful, comfortable furnished apartments that will give the cozy feeling of being at home. We have numerous properties in the Dallas and Fort Worth areas. We differentiate ourselves based not just on the quality of our apartments, but also on the quality of our customer service – we always put you first!
Some of the major industries in the area include defense, energy, financial services, high tech, life sciences, semiconductors, telecommunications, and transportation. Employers benefit from access to a regional workforce of nearly 7 million people, which includes 3.3 million in the city of Dallas. There are 21 Fortune 500 companies headquartered in the area, including several well-known brands: ExxonMobil, AT&T, American Airlines, Kimberly-Clark, J.C. Penny, Texas Instruments, Southwest Airlines, Neiman Marcus, and Southwest Airlines. Frito-Lay, the division of PepsiCo that makes potato chips and other snack foods, is headquartered in Plano, which is a short commute from the heart of Dallas. Numerous privately-held companies with more than $1 billion in annual revenues are headquartered in the area, including 7-Eleven, Pizza Hut, and Michaels Stores.
Technology is one of Dallas' largest industries. Approximately 250,000 high tech workers, or 37% of Texas's total, are based in the area, which has led to it being dubbed Silicon Prairie. A cluster for telecommunications manufacturing in an area known as Telecom Corridor is located in Richardson, just north of Dallas and Interstate 635 on a roughly 3-mile long strip along Highway 75. Telecom Corridor is home to approximately 600 companies, including MetroPCS, Fujitsu, and Cisco Systems. This cluster has expanded to surrounding areas, including Irving, the US home for Research In Motion, and Plano, the US headquarters of Ericsson and Alcatel-Lucent.
An exciting development in the area is the new Toyota North American headquarters in Plano, which will replace the Japanese automaker's longtime office in Torrance, California, and consolidate operations currently based in Kentucky and New York. The company will employ approximately 4,000 people when the $350 million, 2.1 million square-foot campus opens there in 2017. The space will accommodate not just Toyota employees, but also corporate partners, consultants, and contingency staff.
Toyota is a corporate anchor of the $2 billion Legacy West development that is under construction on 240 acres at the intersection of State Highway 121, the Dallas North Tollway, and Headquarters Drive. Other corporations building or planning to build there include FedEx Office and Liberty Mutual.
Dallas offers a great quality of life. There are thousands of restaurants, franchises for all of the major professional sports leagues, 78 million square feet of shopping, 28 libraries, the largest arts district in the US, 21,000 acres of parks, and so much more. DFW International Airport puts Dallas less than three-and-a-half hours from major business centers: New York, Los Angeles, Chicago, Atlanta, Mexico City, and Toronto.
Kozi Corporate Housing should be your go-to for accommodations during your extended stay in the Dallas-Fort Worth Area. Learn more about all that our fully-furnished apartments have to offer, and contact us today to inquire about availability and pricing.


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Patriots Game Previews
What's the state of the Dolphins heading into their Week 1 game against the Patriots?
Related: How does Cam Newton feel about his upcoming Patriots debut? 'The excitement level is 1,000'
By Bernd Buchmasser@BerndBuchmasser Sep 12, 2020, 6:00am EDT
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When Brian Flores took over as the Miami Dolphins' head coach in 2019, he completely reshaped the team with a long-term vision in mind. The early results may not have been overly promising — one may remember that the team started the season 0-7 with a scoring differential of -161 — but the team improved noticeably over the remainder of the campaign and won five of its last nine games to finish Flores' first year at the job with a respectable 5-11 record.
One year later, the Dolphins' transformation continues: the team invested heavy resources in the draft by selecting five players in Rounds One and Two, and was actively involved in free agency to improve in all three phases of the game. Heading into the 2020 season with a matchup against Flores' former team, the New England Patriots, the question is how Miami looks like at this point in its developmental process.
"I really do not know," said Kevin Nogle of Pats Pulpit's sister site The Phinsider when asked about the state of the Dolphins entering Week 1. "They should be better than the team they were last year, especially at the start of the season. They are positioning themselves to be a long-term contender in the division and the league, but are they ready to take that step this year?"
Across the board, Miami does appear to be much improved. Whether it is rookie quarterback Tua Tagovailoa waiting in the wings behind veteran Ryan Fitzpatrick, a remade offensive line, or a much more talented linebacker corps including ex-Patriots Kyle Van Noy and Elandon Roberts, the Dolphins appear to be headed in the right direction behind Flores. The question is how big their step forward will be this year.
"Honestly, they are probably a year away from being a fully-rebuilt team, but I feel like they are better than last year and could be a surprise contender in the wildcard race — especially with the extra wildcard slot — late in the year," Kevin continued. "Somewhere around .500 seems like the right step forward for the Dolphins, but I cannot rule out both a miserable season — in which we will likely see Tua Tagovailoa earlier than expected — or a surprise winning season as options either."
The first step in either direction will be taken on Sunday, when the Dolphins travel to Gillette Stadium to take on the Patriots — a matchup that is exemplary for the team's development during Flores' first season: while Miami was blown out 43-0 in Week 2, the team was able to upset the 17-point favorites during the two teams' rematch in Week 17. The Dolphins' outlook may be somewhat unclear at this point in time, but their potential to play spoilers cannot be ignored.


Summit Fever (n.): The compulsion to reach the summit of a mountain, at all costs.
Some days, we reach the summit. We sit on top of a mountain, weather allowing, and we eat a sandwich and we take in the view. No matter how many summits you've reached, to sit atop a mountain is a wonderful feeling. Even on the smallest of peaks, there is a sense of triumph, as well as a reminder to feel small and humbled and thankful. But there are also days when the summit is not quite within reach. The weather might shut you down, or there is just not enough daylight to see you through, or, in the winter, avalanche conditions are of considerable importance. The worst reason , though, is poor planning. I experienced one such shut-down just over a week ago on a bluebird fall day in the Bitterroot Mountains.
Heading towards the summit of East St. Mary peak on a spectacular spring day.
I got much too late of a start to the trailhead, which was my ultimate undoing. I was attempting an off-trail route to reach the highest point in the range, and had also gotten some confusing route beta. Despite my lack of progress at about 3pm, I decided to push on past Gem Lake to a small but steep pass. Once over the pass, I would have to descend into another valley before climbing the next few thousand vertical feet to the summit. As I crested the pass and began to descend the other side, knowing that I was racing the sinking sun, I was greeted by completely frozen ground underfoot on the near-vertical north-facing slope. Neither Matthew Junior or I could get any grip. And still, for a short way, I pushed on. It wasn't until I took a healthy tumble and ripped up my hands on the cold, sharp rocks, that I sat down and really reconsidered my position. With just a few hours left until sunset, and a couple thousand feet of elevation yet to go, I sat and argued with myself. My main thoughts were with the summit, and the spectacular views ahead. But I thought of my friends expecting me back around 8pm, and I pictured myself and Matthew descending from the summit on icy ground as the day faded into twilight. And I remembered another day where I was too big for my britches in the Eastern Sierra last April. In the hopes of reaching a particular alpine lake on Mount Whitney, I post-holed past 11,000' with little Matthew Junior, covering nearly fourteen miles and 6000' of elevation gain. And we still didn't make the lake. We were back to camp after dark, and MJ could barely walk the next day. With both her's and my safety in mind, I made the call and decided to turn back. Deep down, I had known this to be the right call for quite some time. But this meant climbing back over the pass I had just descended from, and I tried to embrace the concept of safety as I faced the demoralizing feeling of retracing my steps, having not reached my goal.
Now, I don't have immunity to summit fever. I have scrambled over rock ledges, shimmied along next to cliffs, stayed out well past dark, and pushed on long after I've run out of food. Some of these experiences have gotten me to the most memorable and spectacular summits of my life. But when I am rolling solo, and the ground is frozen and the slope is steep, it's still in my power to turn back. I'm thankful that summit fever doesn't fully blind me to risks. But it's hard. It's hard to turn around when the only thing stopping me is me. My speed, my mid-morning departure from home, my poor understanding of the route, and my decision to bring my little canine companion along were all factors in my failure. The crisp, blue day was free of wind, and it screamed that the summit view would be spectacular. The peak beckoned, gleaming within sight in the late afternoon sun. Still, I turned back. And I tried to stay positive. I thought about next fall. I thought about the subalpine larch, which had already lost their leaves, and how I could return next year while they're still in color. I remembered that failure is just an opportunity to learn. It shows me where I went wrong, and how I can improve. And it's a reminder to enjoy the journey. Maybe I didn't make the summit, but I did enjoy a full day in the outdoors with my most trusty companion, weaving between granite boulders and emerald green lakes. The snow would fly only a couple of days later, leaving the mountains in a transition phase between summer and winter. It's not snowy enough yet to ski, but the snow is thick enough to make alpine travel quite difficult. And so, Trapper Peak remains in my sights for 2017. And I will still attempt the off-trail route. But next time, I'll go earlier in the fall when the larch are flaming brilliantly. I'll leave early in the morning, I'll leave Matthew home for this one, and I'll have a better understanding of the scrambling involved. And when I reach the summit, having failed once before, it will be all that much sweeter.
The summit of Trapper Peak looms over Gem and Middle Lakes. Subalpine larch hold on to their last lingering yellow needles. A day spent with views like this is not a failure at all.


Fine Jewellery... What is it?
Fine Jewellery… What is it?
Fine jewellery is a term used to define quality jewellery. Generally it is considered fine if it is made in precious metals such as yellow, rose (pink) or white golds of 14k and above, or platinum. It is debated whether or not 9 or 10k gold should be included in the category. I would consider that the more recently utilised white metal group metal, Palladium, to be included in this group. Much that I have read excludes silver from the fine jewellery category, although I would consider that excellent quality handmade silver jewellery containing gem-grade stones would still "make the grade".
Often excellent quality, handmade two-tone jewellery set with gem-grade stones including fine make white diamonds, will be made using silver, particularly for its brilliant white colour (contrasted with 18k – 22k yellow gold). I have seen many exceptional pieces set with gem-quality stones, made solely in 9k or sterling silver that I would also consider to be fine jewellery.
It is debated which metals are to be included in this category but seems to be universally accepted that stones must be natural with little artificial treatment. Some argue that only "precious" stones be included in this category and that "semi-precious" stones be excluded.
I find the term "semi-precious" to be spurious at best. A very poor quality diamond is no match for a beautiful, flawless Alexandrite, a perfect, (certified) red beryl, or one of many gem-grade so-called "semi-precious" stones. Even the term "semi-precious" is questionable; is there such a thing? What about semi-pregnant??
This aside, I would only include natural stones of a certain quality; diamonds (an exceedingly common gem) for instance, should not have inclusions that can be seen with the naked eye. This aspect, to some degree should apply to stones such as sapphires and ruby also, although a minor amount of visible silking would be acceptable in an otherwise flawless sapphire, for example. A natural emerald will almost invariably carry a visible inclusion and this is considered a defining characteristic; a flawless emerald will nearly always be lab-created.
It is a pretty universal opinion that carrying a brand name does not constitute inclusion to the category. For example a mass produced, un-set piece of cast silver, branded "Tiffany" does not automatically elevate it to the status of "fine Jewellery". A beautifully executed platinum ring set with a fine-make diamond, branded Tiffany would certainly make the grade!
The quality of metal (in regards to such things as porosity), symmetry of design (should symmetry be a design intention), stone setting, execution and finishing, should all be taken into consideration. Quality in all areas is desirable!
As you can see, there are a lot of variables and so the term is not absolute. And there are always exceptions to the rule! Common sense (if ever there was such a thing) should be used when applying this term.


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Q: Multiplication of normal distributed variables with orthonormal matrix Let $A\in\mathbb{R}^{n\times n}$ be an orthonormal matrix, $X_1,\ldots, X_n\sim N(0,\sigma^2)$ and independent. I want to show, that $Y_1,\ldots,Y_n$ are again $N(0,\sigma^2)$ distributed and independent, where $Y=AX$.
So $$Y_i=\sum_{j=1}^n a_{ij}X_j$$ is $$N(0,\sum_{j=1}^n a^2_{ij}\cdot\sigma^2)$$
distributed, but $a_i^Ta_i=\sum_{j=1}^n a^2_{ij}=1$, since $(a_{i1},\ldots, a_{in})$ is a orthonormal vector. Is this right so far?
Thanks in advance!

A: Pdf of $X=(X_1,X_2,\ldots,X_n)$ is
$$f_X(x)=\frac{1}{(\sigma\sqrt{2\pi})^n} e^{-\frac{1}{2\sigma^2}\sum x_i^2}\quad,\,x\in\mathbb R^n$$
You are transforming $X\to (Y_1,\ldots,Y_n)=Y$ such that $Y=AX$ where $A$ is orthogonal.
Clearly, $$x\in\mathbb R^n\implies y\in\mathbb R^n$$
Moreover, $$\sum_{i=1}^n y_i^2=y^T y=x^T (A^T A)x=x^T x=\sum_{i=1}^n x_i^2$$
By change of variables, pdf of $Y$ is
$$f_Y(y)=f_X(A^{-1}y)|\det(A^{-1})|=\frac{1}{(\sigma\sqrt{2\pi})^n} e^{-\frac{1}{2\sigma^2}\sum y_i^2}\quad,\,y\in\mathbb R^n$$
Hence proved.

redpajama_set_name: RedPajamaStackExchange


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Q: Cumulative Rainfall with GPM between dates I am trying to generate a cumulative rainfall map between two dates using the GSMaP satellite.
I don't know how to do the simple sum of the information in that band "hourlyPrecipRate".
Anyway, if someone comes up with another simpler idea or way to generate the same product, it is also welcome
Code im using
var lluvia = ee.ImageCollection('JAXA/GPM_L3/GSMaP/v6/operational').filterBounds(Uy)
                  .filter(ee.Filter.date('2020-09-01', '2020-09-15'));
print(lluvia.size());
var precipitation = lluvia.select('hourlyPrecipRate');
var precipitationVis = {min: 0.0, max: 30.0, palette:
      ['1621a2', 'ffffff', '03ffff', '13ff03', 'efff00', 'ffb103', 'ff2300'],};
Map.addLayer(precipitation, precipitationVis, 'Precipitation');

A: You could accumulate all images in the filtered collection using sum():
var cumPrec = precipitation.sum();
Map.addLayer(cumPrec, precipitationVis, 'cum Prec');


The top half of this impressive, lustrous, saturated golden heliodor crystal is exceptionally gemmy, The lower half of the crystal is partially gemmy, translucent between inclusions of feldspar. It is a thick, stocky crystal with excellent balance. As a bonus, there is a partial basal termination at the bottom, thus making this crystal doubly terminated. This is typical of a style from a small pocket of about 2010, and also of some older crystals from the 1980s, though there is no telling which find this came from. In any case, they are truly GOLDEN BERYL (heliodor), rather tan "green beryls" often described by dealers and miners as Heliodor- but not! Seldom available today in this size and quality. 84 grams.


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Steven Plitt, Expert Witness
Insurance Bad Faith Claim Handling Expert Serving Clients Nationwide
INDIANA COURT FINDS ONE OCCURRENCE
On behalf of Steven Plitt, Insurance Expert | Jan 12, 2020 | Injuries
In a recent case, the Indiana Court of Appeals held that while a spill of hazardous materials resulted from two distinct regulatory violations, the event was a single occurrence for purposes of insurance. In Auto-Owners Ins. Co. v. Long, 112 N.E.3d 1165 (Ind. Ct. App....
9th Circuit Requires That Any Illness or Infirmity Causing or Contributing to Injury For Purposes of Accidental Death and Dismemberment Benefits Had to be a Substantial Cause of the Loss to Avoid Coverage
On behalf of Steven Plitt, Insurance Expert | May 8, 2019 | Injuries
In Dowdy v. Metro. Life Ins. Co., 890 F.3d 802 (9th Cir. 2018), the insured sought benefits under an accidental death and dismemberment policy for an amputation of his leg resulting from a car accident. The leg was seriously injured as a result of the accident and was...
Is The Insurer Obligated To Notify The Insured Of Any Inadequacy Of Automobile Liability Coverage?
On behalf of Steven Plitt, Insurance Expert | Mar 14, 2019 | Injuries
The question of whether an insurance company had an obligation to provide advice to the insured on the adequacy of liability coverage was recently addressed by the Washington Court of Appeals in Junfang He v. Norris v. Farmers Ins. Co. of America, 415 P.3d 1219 (Wash....
A Pedestrian's Being Struck By A Motor Vehicle Did Not Give Rise To "Occupancy" During The Sequence In Which The Pedestrian Was In Physical Contact With The Vehicle
On behalf of Steven Plitt, Insurance Expert | Jan 2, 2019 | Injuries
In Hahn v. GEICO Choice Insurance Co., 420 P.3d 1160 (Alaska 2018), the Alaska Supreme Court held that UIM benefits did not extend to a person falling on an insured vehicle after it struck him. In this case, the insured was sitting on his motorcycle while stopped at a...
MISSOURI HIGH COURT CALCULATES UIM ATTACHMENT POINT
On behalf of Steven Plitt, Insurance Expert | Sep 15, 2017 | Injuries, Insurance Law
The Missouri Supreme Court in Swadley v. Shelter Mutual Insurance Co., 513 S.W.3d 355 (Mo. 2017) held that UIM coverage did not apply when the underinsured motorist had liability coverage limits greater than the insured's underinsured motorist limits. Previously, the...
MISSISSIPPI SUPREME COURT FINDS THAT LOSS OF CONSORTIUM CLAIMS ARE PART OF THE PER PERSON LIMITS FOR UIM COVERAGE
On behalf of Steven Plitt, Insurance Expert | Sep 8, 2017 | Injuries, Insurance Law
The Mississippi Supreme Court in Rylee v. Progressive Gulf Insurance Co., 2017 WL 949545 (Miss. Mar. 9, 2017) found that a UIM policy's "each person" limit applied not only to a husband's bodily injury claim, but also to the wife's loss of consortium claim, i.e., loss...
INSURANCE COMPANY RELIANCE UPON IME REPORT TO SUPPORT RULE 12 B6 MOTION TO DISMISS IN BAD FAITH CASE DID NOT REQUIRE DISMISSAL
On behalf of Steven Plitt, Insurance Expert | Jul 21, 2017 | Bad Faith, Injuries
The South Dakota Supreme Court in Mordhorst v. Dakota Truck Underwriters and Risk Administrative Services 886 N.W.2d 322 (S.D 2016) recently found that a rule 12-B6 motion to dismiss was not appropriate in a worker's compensation bad faith case notwithstanding the...
CALIFORNIA COURT FINDS THAT SPECULATION UPON HOW AN EMPLOYEE WAS INJURED DID NOT GIVE RISE TO A POTENTIAL FOR COVERAGE AS AN ADDITIONAL INSURED
On behalf of Steven Plitt, Insurance Expert | Jun 23, 2017 | Injuries
The issue of whether a general contractor qualified as an additional insured under a sub contactor excess policy for a work related injury turned on whether there was evidence that the sub-contractor caused the claimants injuries according to the recent case of Advent...
INSURANCE COMPANIES HAGGLING OVER RELEASE LANGUAGE CAN RESULT IN BAD FAITH LIABILITY
On behalf of Steven Plitt, Insurance Expert | Apr 14, 2017 | Bad Faith, Injuries, Insurance Law
In Barickman v. Mercury Cas. Co., 2 Cal.App.5th 508, 206 Cal.Rptr.3d 699 (2d Dist. 2016), an insurance company's refusal to consent to additional release language which was designed to preserve the claimant's rights to receive criminal restitution from the insured...
THE LOUISIANA SUPREME COURT RECENTLY HELD THAT THE DUTY TO DEFEND IN LONG LEGACY DISEASE CASES SHOULD BE PRO RATED BETWEEN THE INSURANCE COMPANY AND THE INSURED IN SITUATIONS WHERE AN OCCURRENCE-BASED POLICIES PROVIDED COVERAGE FOR ONLY A PORTION
On behalf of Steven Plitt, Insurance Expert | Jan 27, 2017 | Injuries, Insurance Law
In Arceneaux, et al. v. Amstar Corp., et al., 299 So.3d 277, 2015-0588(La., 9/7/16), the Louisiana Supreme Court allocated the costs of defending long legacy disease claims between the insurer and insured based on a time-on-the-risk allocation model. Under existing...
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MARYLAND COURT FINDS THAT THE STATUTE OF LIMITATIONS FOR BRINGING A UIM CLAIM BEGINS TO RUN FROM WHEN THE INSURER DENIES THE CLAIM
NO RELEASE?
10th CIRCUIT FINDS THAT THE INSURANCE COMPANY IS NOT VICARIOUSLY LIABLE FOR THE NEGLIGENCE OF HIRED DEFENSE COUNSEL
INSURER NOT OBLIGATED TO INVESTIGATE THE AVAILABILITY OF INSURANCE COVERAGE TO SETTLE A CLAIM
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You are here: Home / News / Aronica of The Advance Group shares where she was ten years ago, and where...
Aronica of The Advance Group shares where she was ten years ago, and where she is headed today
May 11, 2010 /in News /by The Advance Group
What single event, professional or personal, has most significantly impacted your career? The single most significant event that impacted my career was getting into outside sales. With the changes that occurred due to 9/11, I was forced to seek a new career path and was advised by several friends and colleagues that I should consider becoming an outside sales agent. I considered that advice very seriously and that became the catalyst of my first networking experience. With the assistance of a close friend, Jan Guarino, who made an announcement at one of her networking groups, I obtained six interviews one of which was a moving company–the rest is now history. I later joined that very same networking group served as a board member and became a part of several other established networking groups. Networking for new business became the very niche that would establish my career.
What was the best decision that you made in the last year?
The best decision that I made in the last year was accepting the position here at The Advance Group. I receive total support in all my endeavors, my ideas are well received and my decisions are totally respected. With the broad range of expertise, capabilities and resources, I am able to confidently and proudly represent The Advance Group to my clients, networking associates and organizations.
Who has been the strongest influence on your career and why?
The strongest influence on my career has been Richard Renner. For nearly five years we worked side by side on all types of moving projects ranging from basic estimates to onsite project management. Renner was able to help me conceptualize the logistics and creative thinking involved with planning an effective move. His expertise, knowledge, leadership and manner have been instrumental in my career. If I find myself on a complicated estimate, I pull from the experience and "know how" of Renner.
What advice would you give to a woman just starting a career in your field?
My advice to a woman starting in this field would be to align yourself with someone who you trust and respect and is willing to share industry knowledge with you and become a coach or mentor. Accept invitations to attend networking meetings either one on one or in groups. In time, you will discern where your time and effort is most productively spent. You will soon develop a core circle of trusted colleagues that will provide support, business opportunities and sometimes lasting friendship.
Top Ten Reasons to Hire The Advance Group
Move Management Process
Move Check List
The Advance Group announces its continued participation in charity work, uses... Corporate Relocator 2010


Research in the Eichman group is focused on the development of catalytic processes that enable new reactions for organic synthesis. Expanding on this central theme, we are interested in two main areas: 1) new catalyst design for biomimetic transformations, and 2) incorporating renewable resources into complex molecule synthesis. Nature's approach toward the synthesis of complex molecules typically involves rapid generation of advanced intermediates from relatively simple building blocks. Adopting a similar approach in a chemical synthesis laboratory is challenging and often requires the integration of novel bond construction techniques. Introducing high levels of molecular complexity in a single synthetic operation alleviates the need for long, linear synthetic sequences.