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Board index Australian Transport Discussion Discussion - Sydney / NSW
Other rail possibilties
Sydney / New South Wales Transport Discussion
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Re: Other rail possibilties
Post by Swift » Tue Aug 25, 2020 11:58 am
Reinstate the eastern rail lines on the Sydney harbour bridge that were originally reserved for a Northern Beaches rail service before the DMR snatched it.
Then build the Eastwood to St Leonard's link that was proposed years ago to use it since the Northern Beaches wants to keep everyone out of their principality.
Global w̶a̶r̶m̶i̶n̶g̶ hoax.
With the left in charge the future is doomed.
So sick of transit hobbyist's superior attitudes.
NSW will never reach the level of greatness under Wran ever again.
Post by Nugget » Tue Aug 25, 2020 1:18 pm
tonyp wrote: ↑Tue Aug 25, 2020 11:44 am
Nugget wrote: ↑Tue Aug 25, 2020 11:40 am
The main issue is that they have essentially scuppered Metro performance by using it to do a heavy rail job.
That remark is so confusing that you'll have to explain it I'm afraid! Exactly how? I mean it is heavy rail and it's using metro performance to do a heavy rail job better. That's the whole point.
The Metro has been misused with long distanced between stops. The reason metros have increased acceleration is due to the short distances between stops. What they really needed was the heavily rail out in the burbs and then metros on the inner city lines.
Swift wrote: ↑Tue Aug 25, 2020 11:58 am since the Northern Beaches wants to keep everyone out of their principality.
Isn't the feeling mutual.
Post by Swift » Tue Aug 25, 2020 1:26 pm
Nugget wrote: ↑Tue Aug 25, 2020 1:18 pm
Particularly the upper end.
Location: Shoalhaven
Post by tonyp » Tue Aug 25, 2020 3:35 pm
That's pigeonholing. Technology can and should be applied where it is needed. Metro technology, with its high performance capabilities, is also very good for achieving quicker journey times over longer distances while using its capability for stopping at all stops. The Perth system has run using similar technology since the 1990s and is very successful and has the fastest journey times (per distance per number of stops) in Australia - until Sydney metro came along and equalled its performance.
Perpetually on a T3 to "I. P. Pavlova, přestup na Metro. Příští zastávka, Náměsti Míru"
Linto63
Post by Linto63 » Tue Aug 25, 2020 4:24 pm
Swift wrote: ↑Tue Aug 25, 2020 11:58 am Reinstate the eastern rail lines on the Sydney harbour bridge that were originally reserved for a Northern Beaches rail service before the DMR snatched it.
Meanwhile back in the real world...
Transtopic
Post by Transtopic » Fri Aug 28, 2020 2:06 am
tonyp wrote: ↑Tue Aug 25, 2020 10:54 am Why should we need track amplifications, there are plenty already? The metro doesn't need them, Melbourne has been removing the opportunities for them in its skyrail program. Wouldn't more efficient operation (with better signalling etc) do the job in a more cost-effective way?
That's a ridiculous statement and you know it. When the existing system has multiple lines feeding into a single corridor it needs amplification to cater for increasing demand as the single corridor track capacity reaches its maximum level. Contrary to your opinion, there are not enough amplifications to supplement those which are already in place, which inhibits the ability to increase services, particularly from the developing outer suburbs. The whole principle is to separate as far as possible, the various levels of services between all stations inner city and fast express services from the outer suburbs on their own exclusive tracks, not to mention also catering for Intercity, Regional and Freight services.
It's a simplistic argument to suggest that metro doesn't need amplifications, as they are generally over shorter distances with an all stations stopping pattern and with minimal, if any, branches. You and I have debated this ad nauseum on other threads, so I don't propose to regurgitate that all now. Suffice to say, I don't agree with your "one size fits all" metro strategy for short and long distance suburban services. Please don't mention Perth again, as its rail network is a minnow compared to Sydney's. I don't know what Melbourne's Skyrail program has to do with it, because it's essentially focused on removing level crossings and has got nothing to do with increasing track capacity. There are still sections of Melbourne's suburban rail network which are single track and will require, wait for it, amplification to dual tracks as the level of demand increases. That's putting it at the most basic level, but it is equally relevant in the context of much larger networks.
Better signalling, which includes upgrading to ATO standard which is already underway, will certainly help in improving efficient operation, but it can only go so far in increasing track capacity and frequency to the point where further track amplification is needed, because of the level of demand for services. The Homebush to Granville corridor is a case in point, where the existing 4 tracks are already operating at their maximum capacity. ATO will marginally increase capacity, but it won't be enough to cater for increased services from the South and West outer regions, particularly now that the Liverpool via Regents Park services have come back onto the agenda. There's just not enough track capacity to cater for all of these services on that corridor.
Metro West is misguidingly floated as the answer to increasing track capacity between Parramatta and the CBD, and although I agree with it in terms of servicing a new rail corridor between Parramatta and the CBD, it will have limited benefit for increasing capacity on the existing network, particularly for the outer suburban regions. In that context, it would be more cost effective to amplify the tracks between Granville and Homebush, which would be mostly on the surface, and in addition extend it by way of an express tunnel to a new CBD destination, such as the previously proposed City Relief Line to Wynyard. With a limited number of new underground stations, mainly in the CBD, it would be a lot cheaper than building a whole new underground metro line with multiple stations along its route, and would have much greater benefits for the broader rail network and should be prioritised over a new rail corridor such as Metro West.
There are also other amplifications which are essential. The quadruplication of the Northern Line between Strathfield and Epping is already part completed, with the remaining section between Rhodes and West Ryde to be completed within the next decade as part of the Northern Line Freight Corridor strategy to be jointly funded by the Federal and State governments. Extension of the third (Down) track from Thornleigh to Hornsby is also part of this program. Full quadruplication between Epping and Hornsby, as a fourth (Up) track, is a longer term goal.
Other amplifications which are part of longer term planning are duplication of the Richmond Line, quadruplication of the Western Line from St Marys to Penrith and the Illawarra Line from Hurstville to Sutherland. Although not mentioned as part of long term planning, the quadruplication of the South Line from Cabramatta to Campbelltown may also be worth investigating.
It doesn't need whole new metro lines to add capacity to existing corridors by duplicating them, when that increased capacity can be achieved at a far more modest cost with track amplifications.
Linto63 wrote: ↑Tue Aug 25, 2020 4:24 pm
That's not as far fetched as it may seem. If the Western Harbour Tunnel is completed, then it significantly increases cross harbour road capacity which is bypassing the CBD and potentially reduces the traffic demand on the Harbour Bridge to the Western Distributor. That could allow the eastern lanes to revert to their original purpose as a rail link to the Northern Beaches. It would require a reinstatement of the former rail bridge across the Warringah Freeway to North Sydney Station, which is not beyond the realms of engineering capability, and would connect with the stub links to a proposed Northern Beaches Line which were constructed as part of Bradfield's original plan. The Cahill Expressway could still be accessed from the remaining Harbour Bridge lanes.
On the city side, the former unused tram platforms 1 & 2 at Wynyard connecting to the eastern lanes of the Harbour Bridge are still intact and could potentially be used as part of a City Relief Line extension from Eveleigh or a future express tunnel link from Parramatta. From my understanding, the previously proposed City Relief Line had the Wynyard platforms on a lower level below the concourse and platforms 3 & 4 on the upper level leading to the Harbour Bridge western lanes. They would be on the same level as platforms 5 & 6 on the City Circle. It all depends on whether it is feasible to divert a potential City Relief Line to the upper level platforms 1 & 2, having regard to building encroachments on the corridor.
If feasible, in this scenario a Northern Beaches Line would be part of the existing network. It's not the end of the world and may not satisfy the metro purists, but with ATO upgrading it could provide an equivalent level of service in terms of capacity and frequency to meet the demand.
1whoknows
Post by 1whoknows » Sat Aug 29, 2020 9:51 am
There is a linkage between amplification and skyrail in Melbourne, mainly with the Caulfield-Dandenong section. This is very much at capacity having to cope with suburban services, V/Line pass every hour or more and several daily freight trains mainly interpeak. Even prior to Skyrail there were calls for either one or two additional tracks to be added to this corridor and there was savage criticism of the Andrews Labor government by some for it not being included in the LXR skyrail.
Should the proposed new port ever go ahead in Westernport Bay, there is potential for substantially increased freight movement along either the Dandenong or Frankston Lines. Both have now been substantially modified under the LXR program, severely limiting the possibilities for additional tracks. The only other, but prohibitively expensive, option would be a tunnel for the VLine and freight trains separate to the suburban skyrail.
"Inside Every Progressive Is A Totalitarian Screaming To Get Out"
David Horowitz.
Post by Swift » Sat Aug 29, 2020 10:24 am
And guess who the LXR programme is designed to benefit. Private cars. It's always for the private automobile.
Post by tonyp » Sat Aug 29, 2020 1:27 pm
The principle need for track amplification is where lines come together and you want to prevent services merging and conflicting with each other. The greatest need for that on the suburban system is approaching Central. That's pretty-much physically impossible now unless you peel some lines off and put them underground. That's exactly what they're doing with the Bankstown line - so there will be one less line to merge into the entanglement approaching Central. Presently I think there are 11 lines merging into 8 iirc(?); taking out Bankstown will make it ten. Perhaps they ought to consider that for another couple of lines?
As far as overtaking is concerned (for interurban and country trains), pretty-much all of that amplification has been done years ago - but I agree that a little bit more could be filled out on the Main North. As far as freight is concerned, the method in Sydney is separating freight lines (should be completed in Melbourne too to address that point by Iwhoknows) and that's been largely done. Where it isn't, freighters benefit from the amplification that the interurbans etc use.
The "metros are for shorter distances" bogey won't die easiliy will it?! The whole point of it as applied in Australian cities is its ability for high average speed over long distances while stopping at all stops. The Butler-Mandurah line in Perth is 110 km long and the average speed including all stops is something above 65 km/h. Sydney metro averages about 60. Sydney suburban services semi-expressing (i.e. missing stops) over longer distances average about 40-50 km/h, never mind what they average when stopping all stops. Perth is the Australian prototype for Sydney metro. Some people really need to go over and look at it to improve their understanding of what rapid transit is about and why it is ideal for large, spread-out cities.
Post by Swift » Sat Aug 29, 2020 1:51 pm
You're preaching to the converted with me tonyp. It's going to take more persistence with the rest. But you know how touchy some members here get about "learning by repetition" even though it is the most effective proven method .
Post by Linto63 » Sat Aug 29, 2020 2:25 pm
tonyp wrote: ↑ Perth is the Australian prototype for Sydney metro. Some people really need to go over and look at it to improve their understanding of what rapid transit is about and why it is ideal for large, spread-out cities.
As has been stated many times, Perth is a relatively simple system, having lines with relatively little interface with each other. When it was electrified in the 1990s, it comprised three lines, no interurban services and only a handful of regional services. Freight services had already been segregated in the 1970s with the construction of a dedicated line to the east of the city. By comparison, when electrified in the 1920s, Sydney and Melbourne were already complex systems, and since then many lessons have been learnt on the benefits of having lines operate independently. To suggest Perth's network could be easily implemented in Sydney and Melbourne is a bit simplistic.
Post by Transtopic » Sun Aug 30, 2020 1:08 am
tonyp wrote: ↑Sat Aug 29, 2020 1:27 pm The principle need for track amplification is where lines come together and you want to prevent services merging and conflicting with each other. The greatest need for that on the suburban system is approaching Central. That's pretty-much physically impossible now unless you peel some lines off and put them underground. That's exactly what they're doing with the Bankstown line - so there will be one less line to merge into the entanglement approaching Central. Presently I think there are 11 lines merging into 8 iirc(?); taking out Bankstown will make it ten. Perhaps they ought to consider that for another couple of lines?
We're talking about two different things here Tony. My comments were related to expanding capacity on the existing network through targeted amplifications which I've outlined, rather than building whole new metro lines at considerably greater expense to achieve the same outcome. You keep forgetting that the backbone of the rail network is already in place. Building new lines into areas not currently serviced by rail is an entirely different matter, not that I'm convinced that a metro style service with limited seating is warranted for longer distance journeys. Previous studies undertaken by Railcorp conclude that 20 minutes standing is the limit passengers will accept.
Excluding the Airport Line which merges into the City Circle, there are currently 7 lines into and through the CBD - the Western Main to Sydney Terminal; the Western Suburban; the Inner West Local (City Circle Outer); the Illawarra Local (City Circle Inner); the ESR from Erskineville; the ESR from Bondi Junction and the North Shore Line via the Harbour Bridge. Excluding the Intercity services on the Main to Sydney Terminal, there are 11 suburban lines feeding into 6 CBD lines. The Bankstown Line conversion to metro will make that 10 into 6. The obvious amplifications, apart from those already mentioned, are to divert the Airport Line from the City Circle to a new terminus such as Martin Place on the eastern fringe of the CBD and to construct the City Relief Line, diverging from the Main at Eveleigh to Wynyard on the western fringe. With an express tunnel link as part of an amplification of the Western Line from Granville to the City Relief Line, this will effectively bring that down to 10 lines into 8, which is probably as close as you will get to having complete separation of all branch lines into and through the CBD. It would still be more cost effective than building new metro lines, duplicating existing lines, which would be a complete waste.
With regard to the comparative journey times between an express suburban service on exclusive tracks and an all stations metro service over an equivalent longer distance, you still continue to misguidingly compare the metro performance with that of the current network, without acknowledging the improvements in performance in terms of speed and frequency which will be realised with the rollout of ATO across the existing network. Even blind Freddie can see that a Waratah DD set, which has an equivalent acceleration/deceleration specification to the Alstom Metropolis stock, and a higher maximum speed of 130km/h compared with the metro stock at 100km/h, will outperform the latter over longer distances in an express pattern.
Post by tonyp » Sun Aug 30, 2020 6:18 am
Transtopic wrote: ↑Sun Aug 30, 2020 1:08 am in an express pattern.
No, we need to see the Waratahs out-performing metro trains in an all-stops pattern to attain the objective that the planners have set. The two-tier system is not what Sydney needs because many centres have a reduced level of service as a result. In terms of the decentred way the city is developing it's an inappropriate method. So can the Waratahs perform this role with ATO? They won't be able to attain their 130 km/h potential because of station spacings, so they'll be relying entirely on acceleration/deceleration and dwell time.
I think it's necessary to restate, because some keep forgetting, that the Perth metric relates to performance of the train technology, not to the planning and development of Perth and trying to equate that with Sydney - it isn't equivalent. It doesn't matter what city the technology is in, the issue is to demonstrate the journey time performance. The Perth rapid transit system is basically an earlier prototype of Sydney metro and the performance (adjusted for number of stops and stop spacing) basically identical to that of Sydney metro. It's the best and highest-capacity technology for moving people around a large, spread-out metropolis relatively quickly, very frequently (which also reduces the discrepancy in seating capacity) and, most importantly, serving all stops. That's what it's about.
Post by Linto63 » Sun Aug 30, 2020 7:22 am
In 2018/19, the Transperth rail network carried 16% the number of passengers of Sydney Trains (62 vs 377 million), comparing operational performance of the two is meaningless.
Linto63 wrote: ↑Sun Aug 30, 2020 7:22 am In 2018/19, the Transperth rail network carried 16% the number of passengers of Sydney Trains (62 vs 377 million), comparing operational performance of the two is meaningless.
As I said, it's about the technology and how it works so the above comment is completely irrelevant, but, in any case, you're off the mark as usual:
https://en.wikipedia.org/wiki/Commuter_ ... _Australia
In average passengers per route km (per day in this case), which is the most common international measure of how densely-used systems are, Perth is not that far behind Sydney suburban system and ahead of any other system in Australia, bar Sydney metro which is way ahead of any other (all pre-virus figures of course).
Sydney suburban: 1,267
Perth: 974
By comparison, Melbourne, the next largest: 684
(Brisbane is estimated about 320/km if we take out the two interurban lines to make a matching comparison)
(Adelaide: 309)
Sydney metro: 1,842
Post by Linto63 » Sun Aug 30, 2020 5:25 pm
Transperth's 2018/19 patronage was 62 million and Sydney Trains' was 377 million per page 9 of its 2018/19 annual report, so no I am not off the mark.
The trap you fell into was assuming Wikipedia to be correct. As has been discussed before, it has no checks and balances meaning any amateur can write something and it is taken as fact. And as often the case, the quoted article has rubbish information. Your 1267 vs 974 calculation was based on comparing apples with oranges.
The Sydney Trains network is nowhere near the 815 km stated, that maybe the total length of the individual tracks. The network bounded by Berowra, Emu Plains, Macarthur and Waterfall is about 325 km (rough calculation, maybe out by a few km either way). The 173 km quoted for Perth is about right for that network. So that means Sydney's average passengers per route km is 3178 or 3.2 times that of Perth's 974.
Of course, numbers only tell part of the story, but with more than five times the patronage and three times the average passengers per route km, on both fronts Sydney is in a different league to Perth.
Post by Transtopic » Sun Aug 30, 2020 8:40 pm
Swift wrote: ↑Tue Aug 25, 2020 11:58 am Then build the Eastwood to St Leonard's link that was proposed years ago to use it since the Northern Beaches wants to keep everyone out of their principality.
Just a little background history. This link was approved by the NSW Parliament in 1927 and is still on the Statute books. Owing to the depression and later the outbreak of WW2, construction was never started. During the 1940s, the local MP successfully lobbied for a road link over the rail line and hence Epping Rd was built instead from Lane Cove to Epping. The initial route of the rail line is attached.
https://imgur.com/zEvhx3R
https://imgur.com/9SIKRXV
However, the NSW Railways wanted the line to branch with the Northern Line just north of Eastwood Station towards Epping rather than Eastwood. There was such an outcry from Eastwood residents and the local business community that a compromise was reached with the new line to branch with the Northern Line south of Eastwood Station so that both Eastwood and Epping benefited from the new link. A sensible outcome IMO, but alas it never came to pass.
There wouldn't be any need for it now that the Epping to Chatswood Rail Link, since converted to metro, was constructed. Unfortunately, Eastwood has become a black hole as far as new transport infrastructure is concerned, even though it still remains a larger retail/commercial centre than Epping.
Post by tonyp » Sun Aug 30, 2020 11:25 pm
Linto63 wrote: ↑Sun Aug 30, 2020 5:25 pm Transperth's 2018/19 patronage was 62 million and Sydney Trains' was 377 million per page 9 of its 2018/19 annual report, so no I am not off the mark.
Thanks for the tips here. I've gone through the article in detail and, to be fair, whoever wrote it actually did the right thing and used annual reports and official statistics. So there isn't a "Wikipedia issue", most of the stuff is properly researched and referenced. Furthermore, most of it is correct "at the time of the information", the problem there being that, instead of using all 2019 stats, they've drawn on stats ranging from 2017 to 2019. I've done a bit of a tidy up of all that on paper and maybe I'll upload it to the article, but the differences in those figures are minor - some patronage has gone up or down a little and some systems have grown a little.
The major problem, as you've identified, is that, while most of the entries do measure the systems in route kms (the international accepted practice), Sydney and Melbourne are shown in track kms. To be fair to the author/s, who may have been from overseas, there is a huge deception by TfNSW which blandly states 815 km without qualification for the Sydney system in all its public material, so it would be difficult to blame somebody from overseas, for example, who would assume they are using the standard language of route km. This is really down to TfNSW being TfNSW ("what the rest of the world does is no concern of ours"). In recalculating, I'm accepting your estimate of about 325 km as I haven't had time to sit down and calculate Sydney in detail.
Melbourne, on the other hand, may be down to a slip-up by the writer because all of PTV's public material that I've seen states 405 km (i.e. route km). The 965 km figure is most likely track kms that they've dug up from some other source. For Brisbane, it's diabolical trying to separate suburban from interurban on the available statistics (I have done my own rough estimates) and the author can be forgiven for leaving them rolled together. Of the total route km shown for Brisbane, about 261 are interurban.
So the draft outcome of correcting and updating figures to route km and 2019 is (route km /passengers per km per day):
Sydney suburban 325 3,177
Sydney metro 36 1,842
Sydney interurban 977 114
Metro Melbourne 405 1,645
Melbourne interurban 610 94
Perth 180 936
Brisbane suburban and interurban 689 206
Adelaide 126 340
Another interesting comparison of passenger density on systems along similar lines is this:
https://pedestrianobservations.com/2015 ... kilometer/
In terms of debating with Transtopic what the Sydney suburban system can achieve in terms of lifting power relative to metro this shows (annual this time, not daily) ridership of many metro systems on the same per route km basis - so systems big and small are represented and you will see up the top of the list, not only are the well-known giants represented, but also the small cities of Prague and Budapest with their very successful public transport systems which have massive passenger densities relative to their route lengths, indeed as a ratio to their populations too. So anybody could potentially make it to this list.
In the comments below this piece, there is some discussion of Paris RER and RER A, regarded as the alpha double deck suburban line with the shifting power of a metro. As the comment mentions, on the basis of patronage and line length of RER A, about 2.7, it would fit into this list just under Nanjing. Sydney suburban at nearly 1.2 would be on the bottom of the list just below Yerevan. (Sydney metro, still an isolated cross-suburban line nowhere near its potential yet, would be just off the bottom of the list.) I can't think of any double deck suburban systems in the world other than these two that would find a place even at the bottom of this list. It demonstrates the mighty lifting power of metro technology.
Post by Transtopic » Sun Aug 30, 2020 11:56 pm
tonyp wrote: ↑Sun Aug 30, 2020 6:18 am
You're missing the whole point of my argument. I wasn't comparing a Waratah in an all-stops pattern with an equivalent metro all-stops service. I was comparing a Waratah in an express pattern on an ATO upgraded outer suburban line with a metro all-stops service over an equivalent distance. All things being equal in terms of acceleration/deceleration performance, the Waratah with its higher maximum speed and far fewer stops would win hands down. I don't dispute the fact that the Waratahs would only be able to utilise their maximum speed of 130km/h on the express segments where the station spacings are much wider. It would still be in front even with the same maximum speed as the metro. With far fewer stops, dwell times don't come into it. I'm surprised you can't see the logic in that.
I don't agree with your thesis that the outer suburbs over longer distances should be serviced by all-stops metro style services with limited seating. In spite of the alleged time saving which you claim for the all-stops metro service, I can't seriously imagine commuters from Penrith, Richmond or Campbelltown warming to being subjected to an all-stations service through the inner city, when they could potentially have a faster journey with an express DD service and with more seats to boot. The express services already stop at the major centres and the few who would wish to access minor stations in between can interchange to an all-stations service at a major centre. Two-tier systems are fairly common in overseas cities with established rail networks as you well know. I don't know of too many which have long distance all-stops metro style services. To emphasize my point, here are a few examples of overseas metro and suburban systems overlaid on the Sydney rail network.
download/file.php?id=96457
The existing outer suburban lines will never realistically be converted to metro, so your spurious argument about the superiority of a metro service over the future upgraded existing network is irrelevant. DD trains are here to stay, so just get used to it. In the case of new lines into areas not currently serviced by rail, it's an entirely different matter, although I'm not convinced that a metro style service is warranted to the outer suburbs, not that there are too many needed, if any. Metro should stick with developing new rail links in the higher density inner and middle ring suburbs for which it is most suited.
Post by tonyp » Mon Aug 31, 2020 12:13 am
All of those overseas systems, with the possible exception of Zurich, are based on one city centre. In Sydney there are two, soon to be three:
Post by Transtopic » Mon Aug 31, 2020 1:30 am
tonyp wrote: ↑Mon Aug 31, 2020 12:13 am All of those overseas systems, with the possible exception of Zurich, are based on one city centre. In Sydney there are two, soon to be three:
That's a poor argument. The Sydney CBD will remain the overwhelmingly dominant business centre compared with the other sub-regional centres and will continue to be the focus of the transport network from all parts of the Sydney region and beyond. New transport links will connect with Parramatta and the Badgerys Creek Aerotropolis, but they will only represent a minor part of the broader transport network which will be focused on the Sydney CBD.
Post by Linto63 » Mon Aug 31, 2020 6:45 am
tonyp wrote: ↑ So there isn't a "Wikipedia issue", most of the stuff is properly researched and referenced.
It is a Wikipedia issue, in that it is portraying incorrect information as fact. The table was badly researched resulting in something totally misleading. Moral of the story is that Wikipedia is not reliable and its validity needs to be treated with extreme caution.
As to the 2056 map, most of it won't be built, is more a bit of blue sky thinking than a concrete roadmap.
Post by grog » Mon Aug 31, 2020 7:08 am
Transtopic wrote: ↑Mon Aug 31, 2020 1:30 am
Something like 20% of jobs are in Sydney CBD. Many more are in other centres, and the remainder are dispersed. That second category (in centres that aren't the CBD) is the big growth opportunity for PT patronage growth, and is the kind of patronage that a connected, simple, single stopping pattern metro style network that encourages interchange will support. The world should not revolve around long distance trips into Sydney CBD.
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text:
Investigation of the Spiritual Status and Organizational Commitment of Elementary School Teachers in District 1 of Kerman City
Farzaneh Shiralinejad 1
Azam Hamedi 2
Hamideh Amadi 3
Siamak Ahmadi 4
1 Department of Psychology, Central Tehran Branch, Islamic Azad university, Tehran, Iran
2 Master of clinical psychology, Expert of Mental Health at Sirjan University of Medical Science, Sirjan, Iran.
3 Master of General Psychology Azad University of Zarand, Iran
4 Department of Educational Administration, Bandar Abas Branch, Islamic Azad University, Bandar Abas, Iran
https://doi.org/10.22034/ejst.2023.138998
The present study was conducted with the aim of investigating the spiritual status and organizational commitment of elementary school teachers. It was an applied survey study and its statistical population included all elementary school teachers of district 1 in Kerman City which included a total of 1050 subjects. Simple random sampling was used in this study and the sample size was 285 subjects. Two questionnaires were used for data collection: a researcher-made spirituality questionnaire that included 13 questions with a Likert Scale of 5 which was an extraction of Kenda nd Foreman's (2010) questionnaire and Allen and Mayer's organizational commitment questionnaire (1993) which included 18 questions with a Likert Scale of 5. The content validity and reliability of the questionnaires were estimated by Cronbach's alpha. Descriptive and inferential statistics including one sample t –test and regression test were used for data analysis. Results of the one sample t-test showed that the teachers had a high level of spirituality and organizational commitment. In addition, results of the regression test showed that spirituality has managed to predict 0.91 of the teachers' organizational commitment.
Organizational commitment
Teachers' Organizational
Psycology
Receive Date: 10 September 2021
Revise Date: 14 September 2021
Accept Date: 30 September 2021
First Publish Date: 18 October 2021
Shiralinejad, F., Hamedi, A., Amadi, H., & Ahmadi, S. (2023). Investigation of the Spiritual Status and Organizational Commitment of Elementary School Teachers in District 1 of Kerman City. Eurasian Journal of Science and Technology, 3(1), 39-45. doi: 10.22034/ejst.2023.138998
Farzaneh Shiralinejad; Azam Hamedi; Hamideh Amadi; Siamak Ahmadi. "Investigation of the Spiritual Status and Organizational Commitment of Elementary School Teachers in District 1 of Kerman City". Eurasian Journal of Science and Technology, 3, 1, 2023, 39-45. doi: 10.22034/ejst.2023.138998
Shiralinejad, F., Hamedi, A., Amadi, H., Ahmadi, S. (2023). 'Investigation of the Spiritual Status and Organizational Commitment of Elementary School Teachers in District 1 of Kerman City', Eurasian Journal of Science and Technology, 3(1), pp. 39-45. doi: 10.22034/ejst.2023.138998
Shiralinejad, F., Hamedi, A., Amadi, H., Ahmadi, S. Investigation of the Spiritual Status and Organizational Commitment of Elementary School Teachers in District 1 of Kerman City. Eurasian Journal of Science and Technology, 2023; 3(1): 39-45. doi: 10.22034/ejst.2023.138998

redpajama_set_name: RedPajamaCommonCrawl


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text:
import math

def time_filter(duration):
    duration = duration.total_seconds()
    hours = math.floor(duration / 3600)
    minutes = math.floor((duration - hours * 3600) / 60)
    return '{0}:{1:02d}'.format(hours, minutes)

redpajama_set_name: RedPajamaGithub


text:
Cavalier announces collaboration with NZ Merino Company
August 23, 2019Article
Aug. 23 (BusinessDesk) – Cavalier Corp announced a "collaboration" with the New Zealand Merino company as it looks to cash in on a growing consumer trend toward natural fibres and away from synthetics.
By Rebecca Howard
Yesterday its shares tumbled after it said it will write-down or impair the value of goodwill and various plant and equipment by as much as $9 million and was in discussions "with a respected industry participant regarding a collaboration that will build on Cavalier's capabilities and make a transformative change into a design-led, wool focused company."
Today it identified that company as New Zealand Merino. Chief executive Paul Alston told BusinessDesk that NZ Merino wasn't buying a stake in Cavalier but would supply them with wool and use their expertise to help market and promote the benefits of wool.
"We have traditionally been a manufacturing-led company whereas New Zealand Merino has been a marketing-led company," he said.
"They have been very successful in getting involved and helping other companies like Icebreaker, Allbirds and all those types of things and they can see a future which is more focused on wool and they think that Cavalier – being a traditional wool company which is innovative and at the higher end – fits in well with them," said Alston.
Allbirds has capitalised on a trend for sustainable, natural products that's seen larger global rivals such as Nike and Converse also launch wool versions of their sneakers while merino clothing company Icebreaker – now owned by US retail giant VF Corporation – has also benefited from the growing trend toward natural fibres.
Cavalier said it has more than 50 years of history and in-depth knowledge of the carpet sector and noted consumers around the world are becoming increasingly environmentally aware and wool is well-positioned to capitalise on this movement.
"To optimise this opportunity, Cavalier has appointed NZM to assist the company shift to a design-led business that is fit for the next 50 years. The core objective being to enhance Cavalier's commercial performance and deliver long-term sustainable returns for shareholders," it said in a statement.
Yesterday, Cavalier noted sales of low margin synthetic carpet are declining while growth is being seen in high-end wool carpets. This has benefitted Cavalier given its expertise in high-quality wool carpets, and it said sales of its premium Cavalier Bremworth Collection continued to grow.
Cavalier yesterday reiterated it is on track to achieve its May forecast for normalised profit of $1.9 million for the year ended June 30. Normalised net profit was $4 million in the prior year.
The figure excludes the non-cash write-down of $11.9 million on Cavalier's carrying value of its 27.5 percent shareholding in Cavalier Wool Holdings following its sale at the end of September 2018 and impairment of goodwill and fixed assets of between $6 million and $9 million.
It will report its full-year result on Aug. 27.
The shares were unchanged at 25.5 cents and are down 54 percent so far this year.


text:
Badminton Equipment
Badminton Equipment Reviews
Tennis Racket Reviews
Best Tennis Balls for Clay Courts: Complete Reviews with Comparison
Author: Badminton Passion Team
Categories: Tennis Racket Reviews
Finding the best tennis balls for clay courts might not seem like a complicated issue for you. However, there are endless brands out there, and some of them aren't suited for clay courts. Therefore, it's ideal for you to choose an all-purpose ball or one that is designed specifically for clay courts.
We're here to talk about some of the top contenders and help you understand why they are considered the best. To do that, we focus on playability and durability.
Can't Wait? Here's Our Favorite
Penn ATP Regular Duty World Tour Ball – Best for Quality
Penn Championship Regular Duty Tennis Balls – Best for All Courts
Wilson US Open 3 – Best for Control and Speed
Tennis Balls for Clay Courts Buyer's Guide
Tennis Balls for Clay Courts FAQs
We feel that the top contender here is the Penn ATP Regular Duty World Tour Ball. Many players like it over some of the other brands. Though they play just like some of the others, it is durable and can keep a consistent bounce on clay. However, it does run expensive and might not last as long as some of the other brands.
[amalinkspro_table id="4240″ aff-id="affiliatejas3-20″ new-window="on" nofollow="on" addtocart="off" /]
[amalinkspro type="showcase" asin="B074V9HFK4″ apilink="https://www.amazon.com/dp/B074V9HFK4?tag=affiliatejas3-20&linkCode=osi&th=1&psc=1″ new-window="true" addtocart="false" nofollow="true" sc-id="4″ imgs="LargeImage" link-imgs="false" specs="World Tour Extra Duty Tennis Ball Case~~~Duty tennis balls for use on hard courts~~~Natural rubber construction offers consistent feel and reduced shock~~~Controlled fiber release offers consistency~~~Case= 24 cans~~~" btn-color="#ff9900″ btn-text="Buy at Amazon" alignment="alignnone" hide-prime="0″ hide-image="0″ hide-reviews="0″ hide-price="0″ hide-button="0″ width="750″]Penn World Tour Extra-Duty Tennis Balls – Case[/amalinkspro]
Right out of the can, the Penn ATP Regular Duty ball is sure to impress. They've got a bit of pop to them, but it takes a while to come about. Still, this is a great choice if you frequently play on a clay court.
Note, I've added the case option, rather than buying one can. A case is so much cheaper than buying one can of tennis balls.
Penn often, and does, in this case, use the Optik Felt Technology, which provides for a brighter ball. This ensures that you can see it, even after hours of extended play. There are other technologies at work here, too, making a long-lasting ball.
The difference for many, though, is that the ball can lose some bounce before the other Pen brands. Though it might be anecdotal evidence, it's something to ponder if you want to compare other balls with the Penn branding.
Also, the Penn ATP balls are more expensive than other options. Still, they carry some of the same characteristics, which makes people wonder if they're getting the most.
If you frequently play on clay courts, though, you're going to like these balls. They've got some pop to them, but this advantage isn't noticed out of the gate. You're likely to need to use them for a good half an hour before you see the bounce. Just note that they don't go dead straight away; after a while, they're reduced to a normal power and speed level.
While we like that it's the official ball for the ATP World Tour, that's not the only reason to buy it. These balls can keep a more consistent bounce throughout the game, especially on clay. Plus, they've got a great life right from the can.
The only issue we have with this ball is the fact that it wears out faster than other brands. Therefore, you are going to have to buy them more frequently. Still, they're sure to improve your game and help you enjoy the sport more thoroughly.
Are you a beginner? Try our article on the best beginner tennis racket
[amalinkspro type="showcase" asin="B007MVA84I" apilink="https://www.amazon.com/dp/B007MVA84I?tag=affiliatejas3-20&linkCode=osi&th=1&psc=1″ new-window="true" addtocart="false" nofollow="true" sc-id="4″ imgs="LargeImage" link-imgs="false" specs="AMERICAS #1 SELLING BALL: The product of 100 years worth of testing and perfecting; Penn Championship is the best selling tennis ball in America.~~~PENN PERFORMANCE: Controlled fiber release provides perfectly even nap, while natural rubber offers consistent feel and reduced shock. The Championship line provides unparalleled consistency every time you hit the court.~~~ALL COURTS: While extra duty tennis balls are best suited for hard court matches, they can also be played on all indoor and outdoor softer, clay court surfaces as well.~~~OFFICIAL BALL: Penn Championship is the Official Ball of USTA Leagues, so you know youre playing with high quality and consistent ball. Available in extra-duty felt, regular duty felt, or extra-duty high altitude felt. USTA and ITF approved.~~~LASTING DURABILITY: Interlocked wool fiber ensures the all courts tennis balls will play like new for as long as possible.~~~" btn-color="#ff9900″ btn-text="Buy at Amazon" alignment="alignnone" hide-prime="0″ hide-image="0″ hide-reviews="0″ hide-price="0″ hide-button="0″ width="750″]Penn Championship Tennis Balls – Extra Duty Felt Pressurized Tennis Balls – 24 Cans, 72 Balls[/amalinkspro]
Though Regular Duty balls are designed for the soft clay courts, they do work well for all of them. If you're looking for a go-to in any situation, the Penn Championship option might be the best choice for you.
The Penn brand has been around for over 100 years and is the top-selling tennis ball brand. That's because it's always perfecting and testing its balls to ensure longevity.
With its controlled fiber release, you get a more even nap. There's also natural rubber involved, which reduces shock and provides a consistent feel.
Though it's designed to be used on the clay courts, it can also be used on outdoor hard and indoor court surfaces. Therefore, you can buy a ton of them and use them regardless of where you are.
Plus, this is the official ball for USTA leagues. It's highly consistent and high-quality. You may also find this brand in extra-duty felt, extra-duty high altitude, and regular duty felt.
We were impressed that the balls each feature an interlocked wool fiber. This makes sure that the tennis balls play like new for many sessions. In terms of durability, you can't beat this ball.
Though it's marketed as an all-purpose ball, it doesn't last long on a hard court. You may not even get through an entire match if you're playing indoors. Still, since we're focusing on clay court tennis balls, we didn't feel that this was much of an issue.
[amalinkspro type="showcase" asin="B005HMLDOI" apilink="https://www.amazon.com/dp/B005HMLDOI?tag=affiliatejas3-20&linkCode=osi&th=1&psc=1″ new-window="true" addtocart="false" nofollow="true" sc-id="4″ imgs="LargeImage" link-imgs="false" specs="Approved by USTA and ITF for competitive play~~~Official Ball of the US Open~~~Made with premium woven felt~~~Regular Duty: Ideal performance on soft, clay/indoor surfaces~~~Can includes 3 balls~~~" btn-color="#ff9900″ btn-text="Buy at Amazon" alignment="alignnone" hide-prime="0″ hide-image="0″ hide-reviews="0″ hide-price="0″ hide-button="0″ width="750″]US Open 3 Ball Can[/amalinkspro]
Though the US Open is played on a hard court, the Wilson brand also offers quality clay-court balls. Since they're regular-duty, they're suitable for your needs on a clay court.
The Wilson brand features the Tex tech felt, which can add a bit more flexibility and durability to the felting on the ball. Though it does work a little better on hard courts, it's been tailored to meet the needs of the standard clay court, too.
While it feels great immediately out of the can, it can lose bounce fast on a clay court. Since it starts off as a lower bouncing ball, it's then going to slow down more when it collects moisture, dirt, and sweat.
You do get significant control and speed right from the can. Plus, they are less expensive when compared to other brands.
These balls also turn darker when they collect dirt. Therefore, visibility can become a concern after a while. They've got a darker tint to them than traditional tennis balls, so they're already hard to see, and this might not be the be
Did you know that there are tennis balls for a variety of courts and conditions? There are, so you need to know which ones to buy, especially if you plan to play on a clay court. We've come up with a few pointers so that you can pick the right tennis balls.
When it comes to tennis balls, there are three types. The first is used on a slower court and is called Type 1. Type 2 balls are used on standard speed courts, but the Type 3 version is used on a fast court. Generally, you're going to use Type 2 balls for clay and indoor courts, because it is considered regular duty.
Since clay tends to have a lot of loose particles, unpredictable bounce patterns are quite common. It's easy for the professionals to get caught off guard by an unexpected or unusual bounce while they're lining up a shot. Since you probably aren't at the pro tournament level, it's even more common for you to have an issue.
Therefore, you need to focus on the amount of felt the tennis ball has. If there is a lot of it, such as with an extra-duty ball, the felt can pick up more dirt from the surface of the court. This makes the ball move erratically because it is heavier.
The less felt there is, the better for a clay court. When it has fewer layers, they pick up a little less dirt, but they also bounce higher and can behave more predictably.
In a sense, you may want to consider a rubberized tennis ball if you're going to play on a clay court. It's not going to pick up dirt and debris because of its material, and they also feature interlocked wool fibers. This can increase the lifespan of the ball, and they're relatively inexpensive.
Are you more interested in Badminton? Find the best badminton racket
Why Do I Need a Special Ball for a Clay Court?
Tennis balls all look the same when they're brand new. Therefore, most people don't think they need a specific brand or type for the clay court. Though hard court balls are often used on clay courts, and the opposite is also true, choose a clay court ball when you can. These balls are designed with more wool content, and a shorter felt nap.
Sometimes, they're called regular duty balls, and they aren't going to fluff up like the others. Therefore, the ball moves faster and quickly in the air, even if clay gets on it.
Why Do Clay Balls Cost More?
As with a lot of things in life, when you go the specialty route, you're going to pay a bit more for it. You need something that is going to help you in your game instead of hindering you. Buy a regular ball for a lower price, and you're going to immediately see the difference.
Still, you can find budget-friendly options. Just remember that they might not be as good and aren't likely to last as long.
Should I Buy Clay Court Tennis Balls Online?
Most specialty sporting goods stores are going to have tennis balls designed for clay court play. Therefore, you can go to one of these locations and shop. However, it's more convenient to go online, and you're sure to get the items faster. Plus, you can do your own research and take your time to find the most appropriate products.
Our winner of the best tennis balls for clay courts is the Penn ATP Regular Duty World Tour ball. We feel that it is highly durable, keeps its bounce consistently, and features a great life right from the can. However, it might not last as long as some of the other brands and can be a tad expensive.
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Glass lifter are made from lightweight aluminium with ergonomics and modern design. It has a sturdy handle to provide immediate hand-hold to safely lift and shift heavy goods. With our improving puller, JY vacuum glass lifter allows simple attachment and release of the vacuum to non-porous surfaces to complete any lifting job quickly. Dual cup glass lifter normally use for installing glazing, skylights, glass doors, mirrors, plastics and other, which reduces the risk of injury through manually handling awkward loads.


Max Bemis (third from left) has been able to maintain Say Anything's success even as the band's lineup has shifted around him.
Bummer news, Say Anything fans. The emo band has canceled the rest of its tour — including shows at Trees on Tuesday, Jan. 30, and Wednesday, Jan. 31 — for health reasons.
This morning, the band's official twitter accounted tweeted that frontman and founder Max Bemis has laryngitis.
"We are sad to have to cancel the remainder of this tour. Dr's diagnosed Max w/ laryngitis and said to stop singing or risk permanent damage to his voice," the tweet read. "This will have no effect on the scheduled Australian shows. Refunds available at point of purchase."
Those Australian shows are set for the final week of February, which should allow Bemis enough time to recover. But shows in Atlanta, Nashville and Dallas all were canceled. The Dallas shows were to be the final American dates of the In Defense Anniversary Tour.
Both nights at Trees sold out long ago. On the first night, Say Anything — which has a sound that walks a fine line among emo, pop, rock and musical theater — was set to perform its 2004 breakthrough album, ... Is a Real Boy, and the first disc of the double album In Defense of the Genre (2007). On the second night, Say Anything planned to perform its 2009 self-titled LP and the second disc of In Defense of the Genre would.
Bemis is the core of the band — Say Anything's lineup has changed many times around him — so it makes sense that his poor health would necessitate canceling shows. The current lineup has Parker Case on keyboards and guitar, Remington DuPree on drums, Garron DuPree on bass and Kenny Bridges on guitar.
The band managed to keep its fans happy long after emo lost its mainstream popularity. In Defense of the Genre didn't shake the music world like ... Is a Real Boy did, but the double album (along with the self-titled LP) gave Bemis the opportunity to really strut his stuff.
Earlier this week, Say Anything canceled two shows in Carrboro, North Carolina, because Bemis had the flu.
"Max has been recovering from the flu, but has relapsed," a tweet on Monday read. "Drs. have ordered that he rest to avoid contracting pneumonia, and to finish the tour healthy. Unfortunately, we are having to cancel both Carrboro shows. Refunds are available at point of purchase."
The same day, Bemis apologized to fans for the problems his illness caused to the tour on his personal Twitter account.
"Hey guys I have been physicall [sic] Ill [sic] most of this leg of this tour so apologies for the shows I've cancelled or croaked through," he tweeted. "It's still been an absolute blast."


Hey guys! I'm back with more fun stuff from Anonymous Lacquer. I've been trying to mix things up a bit so that you aren't seeing too many shades from the same brand in a row. I feel like that keeps things a bit more interesting.
Today's post features Anonymous Lacquer Party at the Pallazo and a Cuticle Clean Up Brush.
Notes: This color changes depending on who is wearing it. I've seen other swatches and it pulls more gray on some people. On me, it pulls more lilac than gray.
Anonymous Lacquer sells two varieties of cuticle clean up brushes. The first variety has a rounded edge, and the second has a squared off edge (pictured above).
I've been using ELF concealer brushes for clean up since before this blog was started. Last year, I tried some cheapo brushes I found on Ali Express. Those were a step up from the ELF brushes, but they still frayed and deteriorated over time. Last summer at Cocktails and Colors, Mildred (Anonymous Lacquer) gave me this holo-ed out clean up brush and told me to give it a try.
After several months of use I felt as though I could give it a good assessment. This handles basic clean up like a dream. It's small enough to get into tight spaces, and stiff enough to clean up dark colors. It cleans up micro glitters pretty well, but sometimes it leaves a straggler or two, As for polish decals, I still prefer some kind of thin, rounded brush for those. I think the round version of Anonymous Lacquer's clean up brush would work best.
Anonymous Lacquer Party at the Pallazo is currently available for sale for $10 + s&h, and the Cuticle Clean Up Brush retails for $5ea + s&h.
If you enjoyed this post you might like Anonymous Lacquer 701 Fahrenheit and Frankenstein Halloween Nail Art featuring Anonymous Lacquer.
The Wrap Up & Half Up by Beachwaver Co.


Apple is introducing some changes aimed at curbing excessive location tracking. A prominent blue status bar at the top of the screen will inform users when an app is actively using their location. Apple has also added a new permission option so users can allow apps to only utilize location services while the app is in use. Previously, users only had "Always" or "Never" as choices.
Augmented reality features are among the most anticipated for iOS 11. With the public beta, Apple has introduced some AR-like updates to its 3D map feature called Flyover, which allows users to explore select cities in 3D through a virtual reality experience. There's much more to come with the release of ARkit on the horizon and recent news that that Apple has acquired eye-tracking tech company SensoMotoric Instruments.
The app economy is expected to be worth $6.3 trillion in the next four years as worldwide mobile usage continues to skyrocket. According to a new report from App Annie, the number of people using apps around the globe is also predicted to nearly double to a whopping 6.3 billion by 2021. That means a whole lot of time spent using apps: 3.5 trillion hours (or nearly 400 million years), according to the forecast. The findings from the report are based on revenues generated from app stores, as well as in-app purchases and advertising.
Facebook has reached a major new milestone as the company announced it now has more than two billion monthly active users. The impressive figure means that more than 25 percent of the earth's population is now on Facebook. The social media giant hit the one billion user mark just five years ago, and its continued growth has been spurred on by developing nations. Facebook has played its part to increase access by optimizing its mobile app to work well with poor connections and cheaper phones, and also with projects like bringing fiber internet to Africa. The company may have a more difficult time achieving its next milestone however, as more than 700 million potential users in China are unable to access Facebook due to a government ban.
Qualcomm says we can expect to see fingerprint sensors located underneath your smartphone's touchscreen as early as next year. The company announced that it would start making fingerprint sensors that will work through glass, metal and even underwater available to phone makers later this year. The move supports the trend towards eliminating bezels and buttons to create edge-to-edge displays.
Payment processor Payscout has debuted a new app that allows consumers to make payments within virtual reality experiences. With Payscout VR Commerce, users can register a digital wallet or link existing Visa checkout accounts to easily pay for products while browsing a VR store. Using the app, shoppers can select a merchant and launch an interactive store. Within that VR experience, they can take advantage of 360-video, plus other immersive features to look more closely at products and make a purchase. The app is already available for Google Cardboard within the Google Play Store, and Payscout says it's working on a version for iOS and other platforms in the near future.


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Le travail illégal est l'ensemble des pratiques dérogeant aux lois ou règlements réglementant l'emploi en vigueur dans le pays considéré. La nature de l'illégalité est variable. Des infractions au droit du travail, au droit de la Sécurité sociale en France, au droit des étrangers, etc. L'infraction peut être le fait d'employeur public ou d'entrepreneurs situés dans le pays, ou du fait de prestataires étrangers.

En France l'expression est juridiquement définie par la loi n° 2005-882 du , pour laquelle il regroupe un ensemble de fraudes majeures à l'ordre public social et économique, précisément prévues et définies par le code du travail. En France le ministère chargé du travail estimait que le travail illégal (occulte et donc difficile à réellement quantifier) correspond à environ 4,4 % du produit intérieur brut, soit une fraude qui faisait perdre à l'Etat environ 55 milliards d'euros en 2004.

Définition
Sous ce vocable, sont classés en France, les infractions suivantes:
 le travail dissimulé (appelé avant 1997 « travail clandestin ») ;
 le délit de marchandage ;
 le prêt illicite de main d'œuvre (en cas par exemple de fausse sous-traitance) ;
 l'emploi d'étrangers sans titre (voir les passages des articles concernant le Droit des étrangers en France et le travail dissimulé relatifs à ce sujet) ;
 le cumul irrégulier d'emploi ;
 les fraudes ou fausses déclarations en vue de bénéficier de revenus de remplacement.
Il est souvent inclus dans les processus de traite des êtres humains et dans certains abus de vulnérabilité.

Un juge condamnant une personne ou une entreprise à une amende pour travail illégal peut désormais rendre publique son identité sur le site internet du ministère du Travail. Cette «peine complémentaire» est rendue possible par la loi dite «Savary» du  «visant à lutter contre la concurrence sociale déloyale», dont le décret d'application n°2015-1327 est paru le . La durée de cette publication est à la discrétion du juge pénal, dans la limite de deux ans. La liste semble cependant indisponible sur le site du Ministère du travail.

Qui est considéré comme responsable ?
La loi cible aujourd'hui en France peut mettre en cause et faire poursuivre toute personne impliquée, à un titre ou à un autre, dans une affaire de travail illégal (personnes physiques participant à la fraude (même étrangère) et au premier chef, le responsable de l'activité économique exercée dans des conditions illicites (chef d'entreprise, ou travailleur indépendant, ou représentant d'une société...) ;  pour les agissements délictueux commis personnellement et aussi pour ceux qu'il commet par personne interposée (ex : emploi d'un étranger ne disposant pas de titre de travail). Depuis , la responsabilité pénale des personnes physiques et morales ; pour certaines des infractions relevant du travail illégal peut aussi être mise en cause.

Histoire
Histoire de la lutte contre le travail illégal en France jusque 2005 :

 Décret de  : interdiction qu'un ouvrier soit exploité par des « sous-entrepreneurs ».
 Loi du  : interdiction du cumul d'emploi public et privé.
 Loi du  : interdiction de travailler pendant les congés payés.
 Loi du  : interdiction du travail clandestin.
 Ordonnance du  relative aux conditions d'entrée et de séjour des étrangers : création de l'Office national d'immigration (ONI), devenu l'Office des migrations internationales (OMI) par un décret du .
 Loi du  : réglementation de l'activité des entreprises de travail temporaire. Le prêt illicite de main-d'œuvre est réprimandable.
 Loi du  : sanctions pénales et civiles pour le recours « sciemment » au travail clandestin. L'infraction devient un délit en cas de récidive.
 Loi du  : les trafics de main-d'œuvre sont réprimandés. Habilitation des douaniers à relever l'infraction de l'emploi irrégulier d'un étranger.
 Loi du  : règles relatives à la sous-traitance.
 Loi du  : renforcement de la répression des trafics de main-d'œuvre étrangère.
  : création de la Mission de liaison interministérielle pour lutter contre les trafics de main-d'œuvre étrangère et des postes de contrôleurs du travail spécialisés.
 Loi du  : création d'une procédure de solidarité financière à l'égard du donneur d'ordre ayant recours aux services d'un employeur qui exerce un travail clandestin. Celle-ci accorde des droits à un étranger travaillant sans être en possession d'un titre de travail.
 Loi du  : l'infraction de travail clandestin devient un délit.
 Loi du  : élargissement du champ du travail clandestin à la dissimulation de l'emploi d'un salarié.
  : création de la MILUTMO (Mission de liaison interministérielle pour la lutte contre le travail clandestin, l'emploi non déclaré et les trafics de main-d'œuvre).
 Loi du  : création à titre expérimental de la DPAE, ou déclaration préalable à l'embauche. La loi précise également les obligations du donneur d'ordre en matière de solidarité financière.
 Loi du  : la DPAE (circulaire du ) devient obligatoire.
 Loi du  : renforcement du contrôle par les organismes de protection sociale de l'affiliation des travailleurs étrangers.
  : adoption par le Conseil européen d'une recommandation sur la lutte contre l'emploi illégal de ressortissants d'États tiers.
 Directive du  n°96 /71/CE du Parlement et du Conseil européens : fixation des dispositions sociales minimales qui profitent à tout travailleur détaché sur le territoire d'un autre État membre dans le cadre d'une prestation de services transnationale. L'article 4 prévoit une assistance mutuelle pour en vérifier l'application par la désignation d'un « bureau de liaison » dans chaque État membre.
 Loi du  : renforcement des moyens de la lutte contre le travail illégal. Le décret du  crée un dispositif de coordination national, la Délégation interministérielle à la lutte contre le travail illégal (DILTI) et une structure opérationnelle dans chaque département : les Comités opérationnels de lutte contre le travail illégal (COLTI). Introduction dans le droit le délit de « travail dissimulé » caractérisé par la dissimulation d'activité, de salariés ou d'heures travaillées. Les termes « travail clandestin » et « travailleur clandestin » deviennent caducs.
 Loi du  : amélioration des conditions d'exercice de la profession de transporteur routier. Cela s'applique désormais aux véhicules utilitaires légers.
 Décret du  relatif aux transports routiers de marchandises : facilitation des contrôles pour recherche de travail illégal.
  : entrée en vigueur de la directive européenne sur le détachement n°96 /71/CE. La DILTI est désignée « bureau de liaison pour la coopération administrative » entre États membres lors du contrôle d'entreprises étrangères prestataires dans l'Union européenne.
 Circulaire DPM / DILTI du  : elle précise les modalités du recouvrement de la contribution spéciale due à l'Office des migrations internationales (OMI) par des donneurs d'ordre pour l'emploi irrégulier d'un étranger.
  : le Parlement européen adopte une résolution sur « le travail non déclaré », faisant suite à la communication de la Commission européenne sur le sujet (COM 1998). La lutte contre le travail non déclaré s'inscrit désormais dans la Stratégie européenne en faveur de l'emploi (SEE).
  : signature de l'arrangement franco-allemand instituant l'échange mutuel d'informations entre services transfrontaliers de l'administration du travail en matière de travail illégal.
  : le Conseil justice et affaires intérieures (JAI) de l'Union européenne élabore un , traduit en france par un .
  : le Conseil de l'Union européenne adopte une directive définissant l'aide à l'entrée, au transit et au séjour irréguliers d'une personne non ressortissante d'un État membre.
 Loi du  relative à la sécurité intérieure : alourdissement des sanctions pénales en matière de travail dissimulé. La compétence des inspecteurs du travail s'étend au délit d'abus de vulnérabilité dans les situations de travail et d'hébergement des personnes. Elle introduit dans le code pénal le délit de « traite des êtres humains ».
  : signature d'un arrangement franco-belge en matière de lutte contre le travail illégal.
  : résolution du Conseil de l'Union européenne, relative à la transformation du travail non déclaré en emploi régulier. Elle recommande aux États membres d'intégrer la lutte contre le travail non déclaré dans les politiques nationales d'action pour l'emploi (PNAE, ligne directrice n° 9).
 Loi du  relative à la maîtrise de l'immigration et au séjour des étrangers en France : aggravation des sanctions administratives et pénales en matière d'emploi irrégulier des étrangers et renforcement des poursuites à l'encontre des auteurs agissant en bande organisée. Elle habilite les inspecteurs du travail à relever les infractions d'aide à l'entrée et au séjour irréguliers des étrangers (prévues par l'ordonnance du ).
 Loi du  : renforcement des sanctions pénales en cas d'infractions sur l'emploi des mineurs.
  : adoption par le Conseil de l'Union européenne d'une directive relative au titre de séjour délivré aux ressortissants des pays tiers qui sont victimes de la traite des êtres humains ou ont fait l'objet d'une aide à l'immigration clandestine.
 Loi du  relative à l'assurance maladie : renforcement des obligations des donneurs d'ordre à l'égard de leurs co-contractants pour prévenir les infractions de travail dissimulé. Elle accroît les pouvoirs des agents de contrôle qui ont désormais le droit de demander à toute personne occupée sur un lieu de travail de justifier de son identité et de son adresse et d'établir des procès-verbaux d'audition. Ces mesures visent à rendre plus efficaces les investigations lors des enquêtes et à apporter aux magistrats des éléments objectifs corroborant l'existence d'une infraction de travail dissimulé.
 Loi du  de programmation pour la cohésion sociale : suppression du monopole de l'ANPE et de l'OMI qui devient l'Agence nationale de l'accueil des étrangers et des migrations (ANAEM). Le placement payant et la violation du monopole de l'OMI ne font plus partie des infractions de travail illégal.
  : entrée en vigueur du nouveau Code de l'entrée et du séjour des étrangers et du droit d'asile (CESEDA) abrogeant et remplaçant l'ordonnance du  relative à l'entrée et au séjour des étrangers en France.
  : adoption par le Comité économique et social européen d'un avis sur le rôle de la société civile dans la lutte contre le travail non déclaré.
 Décret du  : création de l'Office central de lutte contre le travail illégal (OCLTI), placé sous la responsabilité du ministère de la Défense, chargé de coordonner l'action des différents services de police judiciaire dans les affaires les plus importantes de travail illégal.
  : adoption par le Conseil de l'Europe d'une convention sur la lutte contre la traite des êtres humains.
 Loi du  en faveur des PME : elle définit juridiquement et regroupe en un seul chapitre les infractions de travail illégal. Elle autorise l'échange de toute information lors des enquêtes, tant entre l'ensemble des agents de contrôle qu'avec leurs homologues étrangers. La levée du secret professionnel concerne également l'UNEDIC, l'ANPE, la DGCCRF ainsi que les DRAC et le CNC. Elle étend le refus d'accorder des aides financières et des subventions publiques aux personnes morales ou physiques verbalisées pour une infraction quelconque de travail illégal.
  : la Commission européenne élabore une communication au Conseil et au Parlement européen sur la lutte contre la traite des êtres humains.
 Loi du  de financement de la sécurité sociale pour 2006 : renforcement des échanges d'information et instaure une nouvelle sanction civile : les exonérations de cotisations sociales seront annulées lorsqu'un employeur est verbalisé pour travail dissimulé.
 Loi du 6 aout 2015, pour assainir la situation dans le secteur du BTP traditionnellement concerné par le travail illégal, rend obligatoire une carte d'identification professionnelle dite carte d'identification du BTP, infalsifiable  (à demander en ligne par l'employeur) pour tout salariés (y compris détachés et intérimaire) du BTP... mais mi-2018, de nombreux travailleurs détachés n'en disposaient pas encore (68.000 personnes au lieu de 1.281.110 exactement au total, employés par un peu plus de peu plus de 100.000 entreprises ayant déjà fait des demandes de carte mi-) ;  La direction générale du travail n'a à cette date délivré que 68.728 cartes à des salariés détachés alors qu'en 2017 ils étaient 122.420 déclarés dans le secteur du BTP en France selon la base de données officielle Sipsi (qui remplace les anciens formulaires de déclarations de détachement  et d'attestations de détachement , permettant aux employeurs établis à l'étranger de transmettre (avant le début de la prestation) une déclaration de détachement à l'unité territoriale de la Direccte du lieu où doit être effectuée la prestation.

Notes et références

Voir aussi

Article connexe
 Fourniture de main-d'œuvre
 Inspection du travail
 Esclavagisme

Bibliographie
 Travail illégal ; Connaitre la réglementation (française), PDF, 133 pages

Droit du travail

redpajama_set_name: RedPajamaWikipedia


Todd Phillips, director of the upcoming Joker origin film, has revealed a first look at star Joaquin Phoenix, before he becomes the infamous Batman villain. Phillips, known for the Hangover trilogy, is directing a standalone film on the Joker with Joaquin Phoenix in the lead. Robert De Niro, Zazie Beetz, Frances Conroy, Marc Maron and Bryan Callen are also set to star in the Martin Scorsese production.
The photo uploaded by Phillips on Instagram is captioned simply, "Arthur." The real name of Joker was earlier leaked as Arthur Fleck. The pic shows Phoenix looking at the camera, with a slight smile. The set photos that appeared on some publications showed that Phoenix has lost a considerable amount of weight for the role, and that is apparent here.
Phoenix's look — free of clown makeup — is presumably how we first meet the character in the film. But his green shirt and jacket give a nod toward the Joker's traditional color palette.
Warner Bros. has stressed that the Phoenix Joker pic will have no effect on its DC Universe, in which Jared Leto plays the Joker, most recently in "Suicide Squad." Warner Bros. is also developing a standalone Joker film that will operate within the DC Universe and star Leto.
Joker is currently in production and is expected to release on Oct 4, 2019.


Home » Countdown to COP21 in Paris: New expectations for Africa or the same old circus?
Public dialogues across different stakeholder groups in Africa (such as civil society, youth groups), are generating deep reflections on what awaits the region, following a post Kyoto climate agreement in Paris later this year. At a side event organised by the African Climate Policy Centre (ACPC) during the 2015 AU-ECA Conference of Ministers of Finance and Economic Planning in Addis Ababa, Ethiopia, there was an interesting discussion around this topic. Panelists and participants explored the importance of alternative development scenarios and perspectives needed by Africa, both intellectually and practically, to safeguard its interests. After all, there is no one road to being 'climate smart' in a development process.
Africa's stakes are high; it bears the greatest proportion of risks and impacts posed by climate change, which incidentally is exponentially disproportionate to its share of responsibility for global warming.
The region has demonstrated a strong commitment to the global process. Most measures suggested at the international negotiations to tackle this problem have been embraced by Africa, even where there should be reservations. This is all in a spirit to safeguard and uphold the global climate negotiation process. Even with its miniscule contribution to total global greenhouse gas (GHG) emissions, Africa still welcomes a 'bottom up approach', in an appeal for voluntary contribution to the 'Intended Nationally Determined Contribution' (INDC), tailored to prop up the wobbling 'top down' approach modeled around commitments that has been repeatedly flouted with disregarded by key concerned parties to the negotiation. The INDC was a cornerstone of the Lima Call for Action during COP20 and has emerged as a key expectation of the Paris climate negotiations. This turns the spotlight downwards in search for solutions from the weak and those already weakened by the burden of climate impacts.
Regrettably, the framing of the INDC is still heavily skewed towards mitigation, as opposed to the equal weighting repeatedly requested by parties from developing countries for mitigation and adaptation. This is lamentable for Africa which bears the huge burden: to cope and adapt to the impacts of previous GHG emissions.
Whichever path the region takes, it will need financial means to tackle the additional developmental challenges posed by climate change. This has been a highly politicized process with many ups and downs especially as it relates to adaptation.
Africa is the only global region with the greatest proportion of people living below USD$2 a day that involuntarily imposes a cap to consumption opportunities. If economic strategies have to be built around low carbon intensive pathways, how will this affect and restrict growth in terms of per capita GHG emissions in Africa? Low carbon growth is definitely a positive thing, if invested in and provided with adequate support to ensure implementation in terms of finance, capacity and technology transfer. Unfortunately, all the previous pledges in relation to support for implementation have fallen short and in some cases remained illusive promises.
Given the unpredictability of international finance flows and a growing mistrust, there are increasing calls for Africa to turn inwards, and take charge of its destiny. This has been echoed by a number of African national delegates, with the call to further mobilize domestic and regional funding for climate change in maintaining and sustaining the current economic growth trajectory in the region over the past decade. These regional commitments, which are not entirely new, are meant to co-exist alongside international funding - and there are many examples to be presented from countries within Africa already undertaking such action.
Africans are increasingly asking, 'what economic roadmap and vision for development do we want to create for ourselves given our meager emissions?' Why don't we flip the current status quo in the climate change narrative to, let's say, first examine where Africa wants to go in its development trajectory and where it needs to be (as in the AU Agenda 2063), and then analyze how much temperature rise/change as a consequence. Could this be an alternative negotiating path that Africa could consider to take if the global UNFCCC negotiations do not result in something tangible?
What can really make the difference this time in order to genuinely negotiate an agreement based on the same level of shared commitments by all parties? Can Africa's examples of boldly tackling its near zero emissions embolden others, especially developed parties?
I look forward to seeing whether the upcoming 'Our Common Future Under Climate Change' conference in early July 2015, drives a momentum in having these difficult, but essential discussions.


text:
Q: Movie clip about Robots, Goddess and a Kid I saw this movie clip a few years ago, maybe around 2015. It is in color. It is animated but I think it's not use the same animation style of common Japan anime. It has no subtitle or any dialogue when I saw it. So, it could be a trailer too.
Here is some detail about the movie clip.
There is this main character ( I think), the Kid, standing on a cliff and see some spaceships battle. Something then launched from the spaceship and the Kid start chasing it using his flying motorcycle.
After he got there, it turn out it is a safety pod with a goddess inside ( she wears a divine like robe and she floats), then they are attacked by the previous space ship. It shoots laser and sent robot swarms to destroy them. The Kid grab the goddess and start to run away.
After some chasing through caves and canyons one of the robot successfully destroy the flying motorcycle. After the Kid recover from the explosion, there is this big bad robot with giant weapon trying to chop him off. Before the weapon touch the kid, the robot get attacked by the goddess using sort of laser. Then, many more of the spaceships appear from the sky above and the clip ended.

redpajama_set_name: RedPajamaStackExchange


text:
using System;
using System.Text;
using System.Security.Permissions;
using System.Runtime.Serialization;
using OpenADK.Library;
using OpenADK.Library.Global;
using OpenADK.Library.us.Common;

namespace OpenADK.Library.us.Profdev{

/// <summary>The number of units earned</summary>
/// <remarks>
///
/// <para>Author: Generated by adkgen</para>
/// <para>Version: 2.6</para>
/// <para>Since: 1.5r1</para>
/// </remarks>
[Serializable]
public class Earned : SifKeyedElement
{
	/// <summary>
	/// Creates an instance of an Earned
	/// </summary>
	public Earned() : base ( ProfdevDTD.EARNED ){}

	/// <summary>
	/// Constructor that accepts values for all mandatory fields
	/// </summary>
	///<param name="type">The unit description</param>
	///<param name="value">Gets or sets the content value of the &lt;Earned&gt; element</param>
	///
	public Earned( EarnedType type, string value ) : base( ProfdevDTD.EARNED )
	{
		this.SetType( type );
		this.Value = value;
	}

	/// <summary>
	/// Constructor used by the .Net Serialization formatter
	/// </summary>
	[SecurityPermission( SecurityAction.Demand, SerializationFormatter=true )]
	protected Earned( SerializationInfo info, StreamingContext context ) : base( info, context ) {}
	/// <summary>
	/// Gets the metadata fields that make up the key of this object
	/// </summary>
	/// <value>
	/// an array of metadata fields that make up the object's key
	/// </value>
	public override IElementDef[] KeyFields {
		get { return new IElementDef[] { ProfdevDTD.EARNED_TYPE }; }
	}

	/// <summary>
	/// Gets or sets the value of the <c><Earned></c> element.
	/// </summary>
	/// <value> The <c>Value</c> of the content of this object.</value>
	/// <remarks>
	/// <para>The SIF specification defines the meaning of this of the content as: "Gets or sets the content value of the &lt;Earned&gt; element"</para>
	/// <para>Version: 2.6</para>
	/// <para>Since: 1.5r1</para>
	/// </remarks>
	public string Value
	{
		get
		{
			return (string) GetSifSimpleFieldValue( ProfdevDTD.EARNED ) ;
		}
		set
		{
			SetFieldValue( ProfdevDTD.EARNED, new SifString( value ), value );
		}
	}

	/// <summary>
	/// Gets or sets the value of the <c>Type</c> attribute.
	/// </summary>
	/// <value> The <c>Type</c> attribute of this object.</value>
	/// <remarks>
	/// <para>The SIF specification defines the meaning of this attribute as: "The unit description"</para>
	/// <para>Version: 2.6</para>
	/// <para>Since: 1.5r1</para>
	/// </remarks>
	public string Type
	{
		get
		{
			return GetFieldValue( ProfdevDTD.EARNED_TYPE );
		}
		set
		{
			SetField( ProfdevDTD.EARNED_TYPE, value );
		}
	}

	/// <summary>
	/// Sets the value of the <c>Type</c> attribute.
	/// </summary>
	/// <param name="val">A EarnedType object</param>
	/// <remarks>
	/// <para>The SIF specification defines the meaning of this attribute as: "The unit description"</para>
	/// <para>Version: 2.6</para>
	/// <para>Since: 1.5r1</para>
	/// </remarks>
	public void SetType( EarnedType val )
	{
		SetField( ProfdevDTD.EARNED_TYPE, val );
	}

}}


More than half of U.S. corn and soybean exports leave the county via Mississippi River terminals near the Gulf of Mexico.
Farmers who rely on the Mississippi River and other inland waterways to ship their grain may be seeing some improvements, thanks to the Senate's passage of the tax extenders bill.
In addition to an extension of the popular Section 179 tax break, that legislation also included a 9-cent increase in the Inland Waterways Tax, which is a tax paid by diesel-fuel barge companies. The move, which boosted the tax from 20 cents per gallon to 29 cents per gallon as of April 1, 2015, will generate an additional $30 million to $36 million for rehabilitation and construction of locks and dams.
That's good news, said Mike Steenhoek, the executive director of the Soy Transportation Coalition, based in Ankeny, Iowa. But he also said that realistically, the money will only go so far, in a conversation with Pam Fretwell of Farm Journal Radio.
Part of the challenge is the size of the inland waterway network.
It includes 12,000 miles of waters, including major American rivers such as the Mississippi, Ohio, Illinois, the lower Missouri, and the Gulf and Atlantic Intracoastal waterways.
The other problem is the age of the system. Many of the locks and dams date to the 1930s, when President Franklin D. Roosevelt established the Works Progress Administration to build infrastructure such as roads, bridges, and more while putting unemployed Americans back to work.
Nearly a century later, though, those locks and dams still provide a major avenue of transportation for grain. More than half of all U.S. soybean and corn exports leave the country via the Mississippi River.
Does this just mean more money going to Olmstead and none other places? Oh, and what happens to the tax receipts when natural gas becomes competitive in a 7-10 years?