Sewer plumbing services include sewer lateral services, sewer line repair, sewer replacement and sewer cleaning
One of the significant investments you will ever make in your home will be maintaining your sewer system. Apart from it being a health hazard, leaky sewers are very unpleasant. Sewer line repairs and replacements are a requirement for when there is a problem with your sewer system.
What is the sewer line in a home, and what do they do for the home?
In most cases, every home is connected to the main sewer drain. A sewer line is a connection between your home drainage system and the main sewer drain. Your sewer line is located underground and probably passes through your yard.
Your bathrooms and toilets immediately drain into the sewer line. Due to the small size of the sewer line pipes, they tend to clog faster. This results in needing a sewer cleaning or a sewer line repair.
Are you in need of a local plumber or sewer plumbing services?
Our highly-trained and experienced plumbers are standing by, ready to serve you.
What is a private sewer lateral?
A private sewer lateral (PSL) is the pipe that connects the plumbing in a home or business to the sanitary sewer main, usually located in the street. The PSL carries sewage from a building to a public sanitary sewer. It is the responsibility of the property owner to maintain the sewer lateral.
Old, cracked sewer laterals allow rainwater and groundwater to infiltrate the sewer system. Excess water in the system can overwhelm wastewater treatment facilities, causing untreated or partially treated sewage to be released into the Bay. Fixing damaged PSLs helps protect the Bay.
EBMUD (PSL) Private Sewer Lateral ordinance
The new EBMUD (PSL) Private Sewer Lateral ordinance mandates that a sewer test must be performed on all properties, located in the EBMUD service area, involved in a real estate transaction and EBMUD sewer lateral certificate of compliance must be issued in order for the escrow to close.
An EBMUD PSL certificate is issued after the property has passed a pressure/water test that is viewed and inspected by the local city inspector and EBMUDs field inspector. EBMUD PSL certificates are valid for (7) seven years or (20) twenty years depending on the lateral being tested with no repairs versus tested with repairs. The only exceptions are condominiums. Other triggers which make an EBMUD PSL certificate necessary are renovations exceeding $100,000 and increasing the size of the water meter to a property.
How can a professional plumber help with leaky sewer lines and drains?
Hiring the right plumber with the best credentials is essential. Professional plumbers have the knowledge and experience to diagnose where problems are located ad provide the appropriate sewer service.
How can I tell when there is a problem with the sewer line?
When there is a significant problem with your sewer line, you will notice things like:
- Terrible smells. Of course, wastewater does not smell pleasant. When you become aware of foul odors coming from your bathroom or toilet, it might be an indication of a leak or a major issue in your sewer line.
- Wastewater backing up in your toilet or bathroom drainage. This is a severe sign of major sewer line blockage, not to mention it poses a health hazard to you and your family. It can also cause water damage to your floors.
- Rodent infestations. Rodents like rats are attracted to waste material and may be drawn in by a leaky sewer drain.
- Slow drainage. Your toilet and bathroom take a long while to drain fully.
- The pooling of septic waste in your yard.
- Sewer mold from leaks behind your wall.
Signs that you may need sewer plumbing services to repair or service the sewer line in your home.
Apart from the signs we have mentioned above, you may need a professional plumber when you notice the following:
- If your blockage and backups refuse to drain and your attempts at clearing the blockages have failed.
- Slow drainage in all the drains in your home.
- Soggy spots in your lawn indicating there is a burst sewer pipe under your yard.
Types of sewer plumbing services.
There are two types of sewer line plumbing services.
- Residential plumbing for the installation and repair of garbage disposal, bathrooms, toilets, sinks, septic tanks, drains, and sewer cleaning. Residential plumbing takes care of your whole plumbing system. Repairing and changing sewer lines as well as correcting small issues such as blockages is right up this alley. You will also be advised by the best plumbers on the best course of action for the maintenance of your plumbing.
- Commercial plumbing for the detection and correction of underground leaks, sewer line repairs, backflow protection, automated drain care programs, and pipe replacement and repair. Drain cleaning products are also part of offering the best plumbing services. Commercial plumbing is effective in industries such as colleges and universities, restaurants, hospitals, and office buildings.
- Z and Z plumbing is a Licensed Contractor specializing in Sewer Lateral inspections and repairs using the latest trenchless and CCTV video inspection technology. Whether you need city compliance, experiencing ongoing problems with your sewer-line, or in the process of buying or selling a home we are here to help you with your sewer Lateral needs.
Why you should always hire a professional plumber to provide sewer plumbing services for the sewer line of the property.
Plumbers are trained in the latest technologies, as well as building codes and requirements when it comes to the sewer repair, service, and installation of your sewer lines and sewer plumbing system.
A quality plumbing system will save you on unnecessary water costs, not to mention you will be able to prepare your plumbing system depending on the approaching season.


New Home Construction ServicesDXL Construction, Inc.
New Home Construction
DXL has the capabilities to handle all phases of your new home construction project. We will meet with you to discuss all the possibilities for your new home during the design process, in order to gain a full understanding of your ideas and expectations for the project. DXL has earned a solid reputation throughout Fairfield County as providing a superior home construction service.
With certified experts in steel structure, welding, concrete, carpentry and masonry, the DXL Construction team has successfully completed a wide range of projects of all sizes and scope. Our construction team is very experienced and among the best in the business. As a result of our expertise, unforeseen issues that can arise during construction are minimized, which allows us to stay on schedule and within your estimated budget.
We have long-standing relationships with all our subcontractors based on mutual respect and our many years of working together. We have extensive knowledge and experience in all phases of the construction. Because years of professional experience in the field, we have access to and can provide you with a team of contractors that can complete your project within your desired specifications. If you choose to have DXL Construction to act as your construction manager/general contractor, we will thoroughly explain all expenses, fees, and risks, and arrive at a final cost for your project that is reasonable, equitable, and within your budget.
How Can We Help You?
Based in Fairfield County, CT, DXL Construction has built a reputation as providing a superior home construction and renovation service at affordable and competitive pricing. With ample design experience and awareness of the latest interior and exterior design trends, we are capable of adding a high level of beauty and functionality to your home. Contact us today to set up your no-cost in home estimate and consultation.


Artisan is a state-of-the-art mobile phone app and web console developed by BRANZ in consultation with the building and construction industry, which aims to streamline the residential building inspection process.
BRANZ approached us in 2017 to develop a logo and look and feel for the app. They needed something utilitarian that would connect the digital app with the physical and practical nature of the building industry.
The app was released this year and BRANZ came back to us to create an explainer video. We helped them to tell the story of Artisan to the building industry, councils, inspectors and home-owners.


Mint Roofing Ltd utilizes EPDM rubber roofing for flat roof replacements for residential and commercial properties.
Whatever your flat roof project entails, you can be sure our team of qualified experts has you covered.
Residential rubber roofing
Low-slope or flat-roofed residential homes benefit from rubber roofing solutions. Residential clients with low slope line roofs receive the best coverage and protection from our EPDM products and solutions. Our EPDM installations include insulation, tapered insulation when drainage is required, our field membranes are typically mechanically fastened or adhered to the roof. Occasionally these roofs are installed with stone ballast or in when conjunction with a Green Roof installation.
Commercial rubber roofing
Commercial, Light Industrial, and Multi-Family buildings with a flat or low-sloped roof are best protected via an EPDM Roofing system from Mint Roofing Ltd.
Our installation teams professionally install or repair your rubber roof paying close attention to all detail work such as hatches, pipes, HVAC systems, and flashings. A properly installed EPDM rubber roofing solution provides client with a clean looking, energy-efficient roof that requires minimal maintenance.
Mint Roofing Ltd. takes great care to perform the work cleanly and safely so that customers, employees, and building occupants have as minimal disruptions as possible.
Learn about our rubber roof restoration.


Schools in San Diego Unified School District have proven to be safe places during seismic events. District schools are safe for occupancy. To maintain student safety and the structural integrity of its buildings, the district assigns a high priority to any signs of structural/seismic issues and responds accordingly. Schools constructed in San Diego and throughout California since 1976 have been built according to stringent seismic codes, exceeding those of most other buildings.
Existing windows were in-filled with concrete to make the
exterior walls more resistant to lateral movement.
Milestones in California’s School Building Safety Standards
1933 Field Act
The Field Act was California legislation that required earthquake-resistant design and construction for public schools, kindergarten through community college. It specified that the state would review and approve all public school plans and specifications, and monitor all construction work.
1976 Uniform Building Code (UBC)
The UBC was California’s first modern seismic code with lateral seismic standards for earthquake resistance. Substantial improvements in the seismic design of buildings were incorporated into the 1976 UBC, which went into effect July 1978.
2002 Seismic Safety Inventory of California Public Schools
Assembly Bill 300 (AB300) required the Department of General Services (DGS) to inventory public school buildings (kindergarten through 12th grade) that were concrete tilt-up construction, and those with non-wood frame walls that did not meet the minimum requirements of the 1976 UBC. The DGS, through the Division of the State Architect (DSA), inventoried California schools and determined seismic resistance for those schools based on the type of construction and the age of the buildings. Information was compiled from available project plans, and did not involve any field visits or structural inspections. The report is available online at the Division of the State Architect’s website at www.dgs.ca.gov. Since the AB300 list was published, all San Diego Unified School District buildings have been evaluated by a licensed structural engineer. As far as the district has been able to determine, all buildings are safe for occupancy. However, there are buildings that warrant further study for potential seismic upgrades.
San Diego Unified Structural/Seismic Upgrades
As an example of its diligence, in July 1992 San Diego Unified School District identified structural deficiencies in buildings at 11 schools (listed below), and made repairs immediately. These schools were built during the mid-1970s, and utilized the same concrete tilt-up design concept. The problems were not a result of seismic activity, but were caused by design and construction issues. Cracks were found in the exterior concrete bond beams, which reduced the ability of the buildings to resist lateral movement in the case of a significant seismic event.
|Chesterton ES||Dailard ES||Ericson ES||Green ES||Hickman ES||Mason ES|
|Penn ES||Sandburg ES||Spreckels ES||Tierrasanta ES||Walker ES |
Structural/Seismic Upgrades Planned Under Proposition S
Based on the 2002 Department of General Services report, and the district’s 2005 structural assessment of buildings constructed before 1978, buildings on 13 campuses (listed below) were identified as needing repair or improvements. Plans were incorporated into the district’s Long-Range Facilities Master Plan, and funds to address these improvements were designated in Prop. S, the bond measure passed in 2008. Project details can be found in the 2008 voter guide posted on the Prop. S website, in the bond project lists, or on the school facilities projects website at http://fpcprojects.sandi.net.
Bird Rock ES
Point Loma HS
San Diego HS
New diagonal tie rods were added at the bottom of the
existing structural frame to give the roof system more
support against unwanted movement.
For additional questions regarding school building safety and seismic improvements, please contact Facilities Planning & Construction. For resources on California’s school building standards, please visit the Division of the State Architect’s website at www.dgs.ca.gov.


Open House for County Bicycle & Pedestrian Plan Project
Presenting the Eau Claire County Draft Bicycle and Pedestrian Plan for Review and Feedback
Eau Claire County will hold an open house to gather feedback on the Draft Eau Claire County Bicycle and Pedestrian Plan.
The open house is on;
Wednesday, November 14th
4:30 - 7:30 PM
Eau Claire County Government Center (Room 1277)
721 Oxford Avenue
Eau Claire, WI
Short presentation offered at 5:00 p.m.
Staff from the West Central Wisconsin Regional Planning Commission, along with members of the county advisory team, will be present to answer questions and listen to feedback. A previous open house, in fall of 2017, focused on gathering public input for the development of the plan, this second open house is a chance to review the draft plan and make comment before it is finalized.
The bicycle and pedestrian plan focuses on creating bicycle and pedestrian opportunities throughout the county as well as creating connections with surrounding counties. The Eau Claire County Bicycle and Pedestrian Plan has been overseen by a county advisory team and coordinated with the ongoing bicycle and pedestrian planning efforts in Chippewa and Dunn counties. Collaboration and coordination between citizens, advocacy groups, local governments, and the County has been critical to the planning process and will continue through to plan adoption and implementation.
The Eau Claire County Bicycle and Pedestrian Plan features a countywide bicycle route network that was developed under state and federal guidelines, with public and user input, and extensive fieldwork. This network would connect to routes identified in the adopted St. Croix County Plan Bicycle and Pedestrian and the draft Chippewa and Dunn County plans to create the Western Wisconsin Bicycle Routes Network Plan.
This planning project was funded by a federal Transportation Alternatives Program (TAP) grant, administered by the Wisconsin Department of Transportation. The application was submitted to fund the creation of three coordinated bike and pedestrian plans in Chippewa, Dunn, and Eau Claire counties. This highly competitive program provides up to an 80% grant with a 20% local match. The local match for the Eau Claire plan portion of the playing effort was funded by the County.
The completion of this comprehensive bike and pedestrian plan will provide the County with the necessary tools and guidelines to implement priority bicycle and pedestrian policies and projects, and will assist in applying for state and federal funding to develop connections and improve bicycle and pedestrian facilities throughout the County.
This bike and pedestrian plan is anticipated to be completed in late November 2018. For more information regarding this project go to the project website at 3countybikeandped.wordpress.com.
Information is also available by contacting Ann Schell, Senior Transportation Planner, or Megan Olson, Associate Planner at the West Central Wisconsin Regional Planning Commission at 715-836-2918.


#1 on the list of excavating companies Edmonton has!
The best excavation contractors Edmonton can offer!
Looking for an excavator in Edmonton with an EXCELLENT track record of success? Well Excavating companies in Edmonton don’t come better. Get a FREE…
Edmonton Excavating pros are a company that is committed to giving you the best environmental excavation services money can buy in this great city. We are the perfect pre-cursor to a construction project.
The use of excavations is common in the industry. Excavations can vary widely in shape and size, depending on the work situation. It’s our responsibility to make sure that all the possible variables of how the work may come out are dealt with properly. And we have the expertise and experience to give you quality. We are one of the best excavating companies Edmonton has to offer.
Be it commercial or residential excavation, contact us and we will not disappoint.
What we do is more than simply moving dirt from one place to another, it is a complex project. We prepare the area, trench it, grade it before embarking on the job. All of this because we are trying to deliver quality. We take our time to ensure that you are happy. Our quality work has put us on the map and we want to serve you.
We operate the best heavy machinery on the map for the job and spare no expense in getting top of the line products.
We also have great care for keeping the environmental integrity intact.
Objective: paving the way for beautiful construction
The consolidation of our company and the compensation for satisfactory work for our clients. Excavation and extraction of land, filling, leveling of land, and transportation of surplus land and demolition of all kinds of structures. And getting it ready for construction projects and services. We don’t do mid level work, we are on the map because we don’t settle for less.
Urbanization in Edmonton and surrounding areas
We carry out all kinds of urbanization and aiding in construction, covering all processes: rainwater, concrete, snow, sewage, supply, lighting, telecommunications, gas, electricity, paving, grading, landscaping, walls. Our intention is to enhance the standard of living in our dear city with commercial landscape changing projects. Without us, there is no construction.
Waste recycling policy
Our company is approved for the transport of waste, in addition to working with waste removal companies, for those materials that cannot be reused. We offer our services with a great sense of care for the environment and the city at large. We avoid contact between citizens and anything that could harm them.
We give the best business or residential excavation Edmonton can offer!
Our versatility allows us to render services to both residential and commercial areas with ease. We understand the nuances that each type of job requires and are willing to read the situation and find solutions.
Residential and Commercial basement excavation to backfilling & trenching for utility installations. (water/sewer installation and repair. Power trenching)
- Small Garage excavation to large shops, footing style or grade beam
- Septic tank excavation.
- Cistern tank excavation.
- Snow removal.
- Asphalt, gravel, and concrete work
- Subgrade excavation
- Waste removal
- City environmental analysis
- All our excavation services are on grade guaranteed.
WE ARE TOP NOTCH
Our excavation services are the best where we are offering quality work to our clients. Our workers are the best who can execute specialized services with their experience. Our clients always come back to us and keep in contact. We are always looking to learn new ways to deliver our services better.
Hiring an excavation contractor from our company is not difficult. You can contact us anytime to reach the excavation contractor and start your project. Let us give you service that is the culmination of the hard work put into so many great careers.
Get in touch
10720 109 St NW Unit 104
Edmonton, AB T5H 3B6


Location: Delta, BC, Canada
The consultant was able to obtain high quality real-time data for the various parameters they monitored. Without the custom solutions RST provided, the data quality would not have been sufficient.
Potential safety concerns and costly disruptions related to the impact of the pile testing on the existing tunnel were minimized.
The Massey Tunnel in Delta, BC was built in the 1950s and is a congested tunnel structure. It averages 86,000 vehicle trips through it on a daily basis. A replacement bridge (Massey Bridge) was proposed to replace the tunnel and improve traﬃc congestion. The proposed capital cost of the project was $3.5 billion.
The replacement bridge design required a pile load test for a 2m diameter, 67m long, 60MN capacity steel pipe pile which required driving ﬁve 2m diameter pipe piles (1 test pile and 4 reaction piles) adjacent to the existing, operating Massey Tunnel. During the pile load test, the following parameters were monitored: loading from the hydraulic jacks, load transfer down the pile and displacement of the pile.
Due to the complex nature of the project, and the large capacity of the proposed bridge piles, traditional instrumentation was not suitable for the test. The driving of 5-2m pipe piles adjacent to the tunnel required crack and vibration monitoring of the existing tunnel structure. The project site is adjacent to the Fraser River where the ground consists of unconsolidated, ﬁne-grained, river sediments which are prone to settlement and liquefaction under seismic conditions.
RST worked in collaboration with Golder Associates to supply an elaborate instrumentation package, which included custom products, to precisely monitor the pile load test in the challenging environment.
The custom instrumentation allowed Golder to monitor the site parameters in real-time to allow for quick decisions to be made during the test, and for full analysis later on. Potential safety concerns and costly disruptions related to the impact of the pile testing on the existing tunnel were minimized.
Partners Featured In This Success Story
Speak with an Expert
I’m very happy with the quality of the instrumentation and technical support from RST, as always. They worked with us from the initial stages of the project to ensure that we were fully prepared and equipped to use the RSTAR network for the first time. They delivered everything within the tight project time frame to ensure that there were no delays on site, and the submersible tilt meters looked like new even after over twelve months of being submerged in Thames water!
-Richard Lipscombe, BEng (Hons), Director & Principle Consultant - RL Geotechnical Ltd


HITACHI CONSTRUCTION MACHINERY AMERICAS INC. UNVEILS ZAXIS-7 ULTRASHORT TAIL-SWING EXCAVATORS 2023-04-22
Hitachi ZAXIS-7 ultrashort tail-swing excavators allow operators to efficiently complete work in congested urban environments without sacrificing performance. The reduced tail swing eases job site maneuverability and increases application versatility.
“As the number of urban projects continues to increase, there is clear demand among operators for larger reduced-tail-swing excavators. These excavators can work in congested areas while keeping lanes open on road projects,” said Patrick Baker, product manager, medium and large excavators, Hitachi Construction Machinery Americas Inc.
Hitachi Construction Machinery Americas Inc. offers several ZAXIS-7 ultrashort tail-swing excavator models tailored to meet this demand. The Hitachi ZX135US-7 excavator weighs in at 31,973 pounds (14,500 kg), has a 19-foot, 7-inch (5.98-m) maximum dig depth and a bucket breakout force of 23,380 pounds (104 kN). The 56,669-pound (25,700-kg) Hitachi ZX245USLC-7 excavator features a maximum dig depth of 21 feet, 8 inches (6.61 m) and a bucket breakout force of 35,520 pounds (158 kN). The ZX345USLC-7 excavator has a 76,955-pound. (34,900-kg) operating weight, a maximum dig depth of 24 feet, 10 inches (7.57 m) and a bucket breakout force of 45,411 pounds (202 kN).
Hydraulic system efficiency on the ZAXIS-7 excavators allows optimized performance while reducing fuel consumption. Each model uses a solution that best matches its size and application. For instance, the ZX135US-7 includes HIOS IV technology that ensures a responsive boom, arm and bucket. The ZX245USLC-7 uses next-generation TRIAS III technology that provides quick response to all control inputs while minimizing losses in the system. The ZX345USLC-7 relies on proven TRIAS II technology that ensures efficient use of available power.
The ZX245USLC-7 features a new arm roll-in metering control valve that allows hydraulic pump power to be reduced when the arm is operated with a low load. When digging, the roll-in metering control valve reduces hydraulic pressure loss to the tank. This decreases the pump power needed for digging operations, improving fuel efficiency.
The ZX245USLC-7 and ZX345USLC-7 allow attachment/arm priority to be adjusted on the monitor to match the attachment or the operator’s preference. When the attachment and arm are operated at the same time, the operator can adjust whether the speed of the attachment or the arm should be prioritized. The operator can also adjust boom raise priority using the monitor. This can tailor the machine for everything from truck loading to heavy digging.
Proven Isuzu engines power all three models, producing 100 net horsepower (74.9 kW) for the ZX135US-7, 164 net horsepower (122 kW) for the ZX245USLC-7 and 249 net horsepower (186 kW) for the ZX345USLC-7. Economy, power and high-performance modes best match available power to the working conditions while an auto idle system with auto shut-down control prevents wasted fuel.


The University of Southampton (US) is one of the leading universities in the United Kingdom, was founded in 1952 and is a member of prestigious Russell Group of UK Universities. UoS is an excellent venue for conducting cutting-edge research and for providing high quality education.
It is ranked in the top 1% of universities worldwide (QS world university rankings 2014-15) and in the top 15 of research led universities in the UK, and is participating in a high number of collaborative research projects and related initiatives. It has more than 16,000 undergraduate students and 6,200 postgraduates from over 130 different countries. The Faculty of Engineering and the Environment (FEE) is one of the lead engineering faculties in Europe, educating a range of professionals and generating research of the highest quality.
In the 2014 REF, FEE was ranked first in the UK in terms of research power for both civil engineering and mechanical/aero/production engineering. It consists of 370 research postgraduate students and 340 academic and research staff.


BuildingRating.org is a hub for global activity in building energy rating and disclosure policy. Learn how energy rating works, compare local policies, and gain access to the resources you need to understand how rating and disclosure affects you. How can this site help you?
Policy Brief: New York City
Anounced by Mayor Bloomberg on Earth Day 2009, New York City's Greener, Greater Buildings Plan (GGBP) was hailed as one of the nation's most ambitious efforts to reduce energy waste in buildings by city officials, environmental groups and elected officials. The New York City Council voted overwhelmingly to pass the legislation on Dec. 9, 2009.
Roughly 80 percent of New York City's carbon footprint comes from buildings' operations, and 85 percent of existing buildings today will still be in use by the year 2030. Thus, the GGBP was aprimary focus of the Mayor's PlaNYC initiative to reduce the city's greenhouse gas emissions by 30 percent by 2030. According to city estimates, the Greener, Greater Buildings Plan will create more than 10,000 jobs in the building and construction sectors, and save consumers $700 million each year in energy costs. It is projected to trim New York City's emissions by nearly 5 percent, the largest projected reduction from any PlaNYC program.
The Greener, Greater Buildings Plan is comprised of four energy efficiency bills requiring the benchmarking and public disclosure of building energy performance and water consumption; periodic energy audits and building "tune-ups" known as retro commissioning; lighting upgrades; the sub metering of large tenant spaces; and improvements to the city’s building energy code. The package also includes new government initiatives on green workforce development and retrofit financing.
The rating and disclosure provision of the Greener, Greater Buildings Plan requires annual ENERGY STAR benchmarking and public disclosure for city buildings as well as large commercial and multifamily buildings. Benchmarking information will be reported through Energy Star Portfolio Manager in the form of a Compliance Report (pdf below) that is filed with the NYC Department of Finance.
The report includes a building's energy use intensity (EUI), ENERGY STAR rating and water use for multiple years. Utilities are encouraged to automatically upload utility bills into ENERGY STAR to assist in the data entry process. In the public disclosure process, all of this information is posted to an online database administered by the city.
Public buildings larger than 10,000 SF must benchmark energy performance beginning in May 2010, to be disclosed in September 2011. Private buildings subject to the benchmarking mandate must be larger than 50,000 SF and both commercial and multifamily properties must report their scores by:
- May 1 each year
- *This year, 2013, the deadline is pushed back to May 31.
The provision will affect more than 20,000 buildings in the city, accounting for roughly 2.5 billion square feet: about half of the total floor space of the city’s building stock. The scores will be posted for public viewing on a city website according to the following schedule:
- September 2012 for non-residential buildings
- September 2013 for multifamily buildings
PlaNYC | Green Buildings & Energy Efficiency - Regulations and resources explained
Text of Local Law 84 - (2009)
NYC Benchmarking Twitter account: @nycbenchmark
- Find Documents
- Existing Policies
- About Rating
A rating evaluates the energy efficiency of a home or building. Disclosure is the process of publicizing this efficiency score. Such energy performance transparency informs the market about energy costs and encourages investments in efficiency. Learn more about Rating & Disclosure
Rating and Disclosure policies exist in more than 50 cities, states, and countries worldwide. This includes every EU member state, China, Australia, and jurisdictions across the United States. Check the global policy map
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Road Safety Action Plan: DfT roads policing review
Tuesday 16th July 2019
Today (16 July 2019) The Department for Transport (DFT) has announced a review of roads policing as part of its Road Safety Action Plan.
The full plan will be announced on Friday 19 July.
About the review
This will be a review of policing and traffic enforcement and will be launched later this year.
The review will involve looking at:
• how roads policing currently works and its effectiveness
• where improvements could be made or gaps bridged
• how the police and different agencies work together and share information
It will involve a pilot scheme, which could be running from 2020.
The aim of this review is to improve road safety and reduce road casualties.
You can read the full roads policing review announcement on GOV.UK.


The Engineering Division provides engineering and surveying expertise in all matters relating to municipal engineering and designs and implements capital improvement projects for the Town of Wethersfield. The division is responsible for preparing and administering the capital budget; providing technical assistance to building committees, monitoring annual sidewalk maintenance, line striping and street pavement maintenance programs; reviewing proposed development plans for various boards and commissions; licensing and permitting; street excavations; administering the survey, mapping and technical requirements of a town wide Geographic Information System; monitoring subcontractor work for implementation and payment; and in general, assuring that the interests of the town residents are met in all engineering and surveying matters.
Listing files in 'Engineering Department Documents'
505 Silas Deane Highway
Wethersfield, CT 06109
Phone: (860) 721-2850
Fax: (860) 721-2843
Office Hours: Mon.–Wed. 8 a.m. to 4:30 p.m., Thurs. 8 a.m. to 6 p.m., Fri. 8 a.m. to 1 p.m.


The lush green, textured panels used for our artificial green walls can be used to build a stunning feature in any space, providing a vibrant, natural installation all year round without any maintenance required. The panels consist of range of artificial foliage with a pleasant variety of colours, hues and textures.
Our artificial living walls are also being used as temporary or permanent screens, decorative fencing, as dividers in restaurants and commercial offices or used to screen urban spaces.
Constructed on a rigid frame, the panels are easy to affix to your project space.
Dimensions: Each panel is 1m x 1m and weighs approximately 10kg. The frames are constructed from 3mm galvanised steel. All foliage on these panels is UV Resistant and Fire Retardant. Wall fixings included.


Our Auto Accident Attorneys Are Here to Help
The auto accident attorneys at our firm have successfully secured millions of dollars in settlements and verdicts for injured client. This is due to the many defectively designed and improperly maintained roads in your area. However, like with defective auto parts, the environment in which the accident took place must be examined and investigated. A defect in roadway design or the absence or failure of roadway safety equipment can cause accidents. Our auto accident attorneys will examine the entire accident for all possible avenues of causation and liability.
Along with general personal injury knowledge, Thomas Brandi has extensive experience with roadway design defect cases. As a former lawyer for the California Department of Transportation, his experience has helped our law firm develop a strong legal reputation.
Single Vehicle Incidents
While accidents are never one-size fits all, most people view injuries and property damage following an accident as the fault of the driver who caused the accident. Therefore, when a single vehicle accident occurs, people often assume the accident was their own fault. However, Brandi Lawyers know that this is often untrue. With over 150 years of experience, we will look into the past conduct of the driver. This helps us determine if a road feature or automobile defect caused the accident.
Brandi Lawyers have successfully represented countless drivers and passengers involved in single vehicle accidents. These cases are typically against the State of California and numerous cities/counties for defectively designed or improperly maintained roads. Our attorneys know how to proceed in these complex cases to establish public property liability where it is often overlooked.
When a vehicle crosses over into the opposite direction of traffic, the results can be tragic. Crossover accidents are one of the highest speed impacts that can occur. Given the high likelihood of catastrophic injuries, the crossover driver rarely has sufficient insurance to compensate for the damage they cause.
Many state roads and highways have median barriers designed to contain vehicles in their direction of travel. However, many roads still lack these safety features, even where there is a significant history of crossover collisions. Thomas Brandi is a skilled crossover case attorney. His case work helped create the first median barrier on a 2-lane highway in California.
Dangerous Intersections? Our Auto Accidents Attorneys Can Help
Sometimes intersections are designed with insufficient traffic controls, or crosswalks are created by traffic planners in places where oncoming cars cannot see them. Other times, a once well-designed intersection may have become a road hazard with the passage of time, such as when the crosswalk’s paint becomes so worn that drivers approaching the intersection cannot see it or when increased traffic necessitates a dedicated left turn lane.
When an accident occurs at an intersection, Brandi Lawyers investigate all potential contributing factors. We seek the original intersection plans, signage and warning history, and investigate any changes that may lead to dangerous conditions.
Whether due to dangerous design, failure to include markings, or inadequate visibility, Brandi Lawyers are experts in evaluating intersections.


In 2001, while running a design-build business, I ran into a concrete flooring issue. We had just completed the transformation of an extremely unattractive auto shop cinder block building by refacing the façade.
The result was amazing. The first thing the owner said was “now, what are we going to do with this ugly concrete floor”?
At first, I said, let's just put down tile or a hardwood floor. I quickly learned the height of the first step from outside into the building was a code requirement. Tile or hardwood would have raised the height of the floor exceeding local code. The only solution was a thin, decorative, epoxy coating.
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Minimum railway curve radius
This article needs additional citations for verification. (December 2019)
The minimum railway curve radius is the shortest allowable design radius for the centerline of railway tracks under a particular set of conditions. It has an important bearing on construction costs and operating costs and, in combination with superelevation (difference in elevation of the two rails) in the case of train tracks, determines the maximum safe speed of a curve. The minimum radius of a curve is one parameter in the design of railway vehicles as well as trams; monorails and automated guideways are also subject to a minimum radius.
The first proper railway was the Liverpool and Manchester Railway, which opened in 1830. Like the tram roads that had preceded it over a hundred years, the L&M had gentle curves and gradients. Reasons for these gentle curves include the lack of strength of the track, which might have overturned if the curves were too sharp causing derailments. The gentler the curves, the greater the visibility, thus boosting safety via increased situational awareness. The earliest rails were made in short lengths of wrought iron, which does not bend like later steel rails introduced in the 1850s.
Factors affecting the minimum curve radius
Minimum curve radii for railways are governed by the speed operated and by the mechanical ability of the rolling stock to adjust to the curvature. In North America, equipment for unlimited interchange between railway companies is built to accommodate for a 288-foot (87.8 m) radius, but normally a 410-foot (125.0 m) radius is used as a minimum, as some freight carriages (freight cars) are handled by special agreement between railways that cannot take the sharper curvature. For the handling of long freight trains, a minimum 574-foot (175.0 m) radius is preferred.
The sharpest curves tend to be on the narrowest of narrow gauge railways, where almost all the equipment is proportionately smaller. But standard gauge can also have tight curves, if rolling stocks are built for it, which however removes the standardisation benefit of standard gauge. Tramways can have below 100-foot (30.5 m) curve radius.
As the need for more powerful steam locomotives grew, the need for more driving wheels on a longer, fixed wheelbase grew too. But long wheel bases do not cope well with curves of a small radius. Various types of articulated locomotives (e.g., Mallet, Garratt & Meyer) were devised to avoid having to operate multiple locomotives with multiple crews.
More recent diesel and electric locomotives do not have a wheelbase problem, as they have flexible bogies, and also can easily be operated in multiple with a single crew.
- The Tasmanian Government Railways K class was
- 610 mm (2 ft) gauge
- 99 ft (30 m) radius curves
- Example Garratt
- 1,000 mm (3 ft 3+3⁄8 in) metre gauge
- 25 kg/m (50.40 lb/yd) rails
- Main line radius – 175 m (574 ft)
- Siding radius – 84 m (276 ft)
- GER Class 209
- 1,435 mm (4 ft 8+1⁄2 in) standard gauge
Not all couplers can handle very short radii. This is particularly true of the European buffer and chain couplers, where the buffers extend the length of the rail car body. For a line with a maximum speed of 60 km/h (37 mph), buffer-and-chain couplers increase the minimum radius to around 150 m (164 yd; 492 ft). As narrow-gauge railways, tramways, and rapid transit systems normally do not interchange with mainline railways, instances of these types of railway in Europe often use bufferless central couplers and build to a tighter standard.
A long heavy freight train, especially those with wagons of mixed loading, may struggle on short radius curves, as the drawgear forces may pull intermediate wagons off the rails. Common solutions include:
- marshaling light and empty wagons at the rear of the train
- intermediate locomotives, including remotely controlled ones
- easing curves
- reduced speeds
- reduced cant (superelevation), at the expense of fast passenger trains
- more, shorter trains
- equalizing wagon loading (often employed on unit trains)
- better driver training
- driving controls that display drawgear forces
- Electronically Controlled Pneumatic brakes
A similar problem occurs with harsh changes in gradients (vertical curves).
Speed and cant
As a heavy train goes around a bend at speed, the centripetal force may cause negative effects: passengers and cargo may experience unpleasant forces, the inside and outside rails will wear unequally, and insufficiently anchored tracks may move.[dubious ] To counter this, a cant (superelevation) is used. Ideally, the train should be tilted such that resultant force acts vertically downwards through the bottom of the train, so the wheels, track, train and passengers feel little or no sideways force (“down” and “sideways” are given with respect to the plane of the track and train). Some trains are capable of tilting to enhance this effect for passenger comfort. Because freight and passenger trains tend to move at different speeds, a cant cannot be ideal for both types of rail traffic.
The relationship between speed and tilt can be calculated mathematically. We start with the formula for a balancing centripetal force: θ is the angle by which the train is tilted due to the cant, r is the curve radius in meters, v is the speed in meters per second, and g is the standard gravity, approximately equal to 9.81 m/s²:
Rearranging for r gives:
Geometrically, tan θ can be expressed (using the Small-angle approximation) in terms of the track gauge G, the cant ha and cant deficiency hb, all in millimeters:
This approximation for tan θ gives:
This table shows examples of curve radii. The values used when building high-speed railways vary, and depend on desired wear and safety levels.
|Curve radius||120 km/h; 74 mph
|200 km/h; 130 mph
|250 km/h; 150 mph
|300 km/h; 190 mph
|350 km/h; 220 mph
|400 km/h; 250 mph
|Cant 160 mm,
cant deficiency 100 mm,
no tilting trains
|630 m||1800 m||2800 m||4000 m||5400 m||7000 m|
|Cant 160 mm,
cant deficiency 200 mm,
with tilting trains
|450 m||1300 m||2000 m||no tilting trains planned for these speeds|
Tramways typically do not exhibit cant, due to the low speeds involved. Instead, they use the outer grooves of rails as a guide in tight curves.
A curve should not become a straight all at once, but should gradually increase in radius over time (a distance of around 40m-80m for a line with a maximum speed of about 100 km/h). Even worse than curves with no transition are reverse curves with no intervening straight track. The superelevation must also be transitioned. Higher speeds require longer transitions.
As a train negotiates a curve, the force it exerts on the track changes. Too tight a ‘crest’ curve could result in the train leaving the track as it drops away beneath it; too tight a ‘trough’ and the train will plough downwards into the rails and damage them. More precisely, the support force R exerted by the track on a train as a function of the curve radius r, the train mass m, and the speed v, is given by
with the second term positive for troughs, negative for crests. For passenger comfort the ratio of the gravitational acceleration g to the centripetal acceleration v2/r needs to be kept as small as possible, else passengers will feel large changes in their weight.
As trains cannot climb steep slopes, they have little occasion to go over significant vertical curves. However, high-speed trains are sufficiently high-powered that steep slopes are preferable to the reduced speed necessary to navigate horizontal curves around obstacles, or the higher construction costs necessary to tunnel through or bridge over them. High Speed 1 (section 2) in the UK has a minimum vertical curve radius of 10,000 m (32,808 ft) and High Speed 2, with the higher speed of 400 km/h (250 mph), stipulates much larger 56,000 m (183,727 ft) radii. In both these cases the experienced change in weight is less than 7%.
Rail well cars also risk low clearance at the tops of tight crests.
- The Australian Standard Garratt had flangeless leading driving wheels that tended to cause derailments on sharp curves.
- Sharp curves on the Port Augusta to Hawker line of the South Australian Railways caused derailment problems when bigger and heavier X class locomotives were introduced, requiring realignments to ease the curves.
- 5-chain (101 m; 330 ft) curves on the Oberon, Batlow, and Dorrigo lines, New South Wales limited steam locomotives to the 0-6-0 19 class.
List of selected minimum curve radii
This section needs additional citations for verification. (June 2019)
|8,000 m (26,247 ft)||Japan||N/A (maglev)||Chūō Shinkansen (505 km/h [314 mph])|
|7,000 m (22,966 ft)||Chinese high speed railway network||1,435 mm (4 ft 8+1⁄2 in)||350 km/h [220 mph]|
|5,500 m (18,045 ft)||1,435 mm (4 ft 8+1⁄2 in)||250–300 km/h [160–190 mph]|
|4,000 m (13,123 ft)||1,435 mm (4 ft 8+1⁄2 in)||300 km/h [190 mph]|
|3,500 m (11,483 ft)||1,435 mm (4 ft 8+1⁄2 in)||200–250 km/h [120–160 mph]|
|2,000 m (6,562 ft)||1,435 mm (4 ft 8+1⁄2 in)||200 km/h [120 mph]|
|1,200 m (3,937 ft)||Africa||1,435 mm (4 ft 8+1⁄2 in)||Typical of medium-speed railways (120 km/h [75 mph]) Passenger|
|1,435 mm (4 ft 8+1⁄2 in)||Typical of medium-speed railways (80 km/h [50 mph]) Freight|
|800 m (2,625 ft)||1,435 mm (4 ft 8+1⁄2 in)||Typical of medium-speed railways (120 km/h [75 mph]) Passenger|
|800 m (2,625 ft)||1,435 mm (4 ft 8+1⁄2 in)||Typical of medium-speed railways (80 km/h [50 mph]) Freight|
|250 m (820 ft)||DRCongo Matadi-Kinshasa Railway||1,067 mm (3 ft 6 in)||Deviated 1,067 mm (3 ft 6 in) line.|
|240 m (787 ft)||Border Loop||1,435 mm (4 ft 8+1⁄2 in)||5,000 long tons (5,100 t; 5,600 short tons) – 1,500 m (4,921 ft)|
|200 m (656 ft)||Wollstonecraft station, Sydney||1,435 mm (4 ft 8+1⁄2 in)|
|200 m (656 ft)||Homebush triangle||1,435 mm (4 ft 8+1⁄2 in)||5,000 long tons (5,100 t; 5,600 short tons) – 1,500 m (4,921 ft)|
|190 m (623 ft)||Turkey||1,435 mm (4 ft 8+1⁄2 in)|
|175 m (574 ft 1+3⁄4 in)||Indian Railways||1,676 mm (5 ft 6 in)|
|North American rail network||1,435 mm (4 ft 8+1⁄2 in)||Preferred minimum on freight main lines|
|160 m (525 ft)||Lithgow Zig Zag||1,435 mm (4 ft 8+1⁄2 in)||40 km/h|
|125 m (410 ft 1+1⁄4 in)||North American rail network||1,435 mm (4 ft 8+1⁄2 in)||Minimum radius for general service|
|120 m (390 ft)||Bay Area Rapid Transit||1,676 mm (5 ft 6 in)|
|100 m (328 ft)||Batlow, New South Wales||1,435 mm (4 ft 8+1⁄2 in)||Rolling stock limited to 500 long tons (510 t; 560 short tons) and 300 m (984 ft) – restricted to NSW Z19 class 0-6-0 steam locomotives|
|95 m (312 ft)||Newmarket, New Zealand||1,067 mm (3 ft 6 in)||Extra heavy concrete sleepers|
|87.8 m (288 ft 11⁄16 in)||North American rail network||1,435 mm (4 ft 8+1⁄2 in)||Absolute minimum radius; not on lines for general service|
|85 m (279 ft)||Windberg Railway (de:Windbergbahn)||1,435 mm (4 ft 8+1⁄2 in)||(between Freital-Birkigt and Dresden-Gittersee) – restrictions to wheelbase|
|80 m (262 ft)||Queensland Railways||1,067 mm (3 ft 6 in)||Central Line between Bogantungan and Hannam’s Gap|
|70 m (230 ft)||JFK Airtrain||1,435 mm (4 ft 8+1⁄2 in)|
|68.6 m (225 ft 13⁄16 in)||Washington Metro||1,435 mm (4 ft 8+1⁄2 in)|
|61 m (200 ft)||London Underground Central line||1,435 mm (4 ft 8+1⁄2 in)||(between White City and Shepherd’s Bush)|
|50 m (160 ft)||Gotham Curve||1,435 mm (4 ft 8+1⁄2 in)||Cromford and High Peak Railway, Derbyshire, England until 1967|
|Matadi-Kinshasa Railway||762 mm (2 ft 6 in)||original 762 mm (2 ft 6 in) line.|
|Welsh Highland Railway||600 mm (1 ft 11+5⁄8 in)|
|45 m (148 ft)||Bernina Railway||1,000 mm (3 ft 3+3⁄8 in)|
|40 m (131 ft)||Welsh Highland Railway||600 mm (1 ft 11+5⁄8 in)||on original line at Beddgelert|
|Victorian Narrow Gauge||762 mm (2 ft 6 in)||16 km/h or 10 mph on curves (32 km/h or 20 mph on straightaways)|
|37.47 m or 122 ft 11+3⁄16 in (48°)||Kalka-Shimla Railway||762 mm (2 ft 6 in)|
|30 m (98 ft)||Metromover||N/A (monorail)||Rubber-tired, monorail-guided light rail downtown people mover system.|
|29 m (95 ft)||New York Subway||1,435 mm (4 ft 8+1⁄2 in)|||
|27 m (89 ft)||Chicago ‘L’||1,435 mm (4 ft 8+1⁄2 in)|
|25 m (82 ft)||Sydney steam tram
|1,435 mm (4 ft 8+1⁄2 in)||Hauling 3 trailers|
|22 m (72 ft)||Warsaw Commuter Railway||1,435 mm (4 ft 8+1⁄2 in)||Depot tracks in Grodzisk Mazowiecki, Poland|
|21.2 m (69 ft 6+5⁄8 in)||Darjeeling Himalayan Railway||610 mm (2 ft)||Sharpest curves were originally 13.7 m (44 ft 11+3⁄8 in)|
|18.25 m (59 ft 10+1⁄2 in)||Matheran Hill Railway||610 mm (2 ft)||1 in 20 (5%); 8 km/h or 5 mph on curve; 20 km/h or 12 mph on straight|
|15.24 m (50 ft 0 in)||Streetcars in New Orleans||1,588 mm (5 ft 2+1⁄2 in)||Revenue service|
|8.53 m (27 ft 11+13⁄16 in)||1,588 mm (5 ft 2+1⁄2 in)||Yard tracks|
|13.11 m (43 ft 1⁄8 in)||San Francisco Municipal Railway||1,435 mm (4 ft 8+1⁄2 in)||Light rail, former streetcar system|
|10.973 m (36 ft 0 in)||Toronto Streetcar System||1,495 mm (4 ft 10+7⁄8 in)|
|10.67 m (35 ft 1⁄16 in)||Taunton Tramway||1,067 mm (3 ft 6 in)|
|10.058 m (33 ft 0 in)||Boston Green Line||1,435 mm (4 ft 8+1⁄2 in)|
|10.06 m (33 ft 1⁄16 in)||Newark Light Rail||1,435 mm (4 ft 8+1⁄2 in)|
|4.9 m (16 ft 15⁄16 in)||Chicago Tunnel Company||610 mm (2 ft)||6.1 m (20 ft 3⁄16 in) in grand unions. Not in use.|
- ^ “Guide to Railcars”. World Trade Ref – Your One Stop Resource for Trade Information. Archived from the original on 2011-10-31.
- ^ “The Canadian Light Rail Vehicles (The CLRVs) – Transit Toronto – Content”. transittoronto.ca.
- ^ Ziegler, Hans-Joachim (2005-10-28). “Results of railway history”. The Shasta Route: Connecting Oregon and California by Passenger Rail. p. 13. Retrieved 5 December 2018.
- ^ a b Jane’s World Railways 1995-1996 p728
- ^ “Metre-Gauge Beyer-Garratt 4-8-4 + 4-8-4”. www.garrattmaker.com.
- ^ http://www.whatdotheyknow.com/request/24986/response/79568/attach/3/HS1%20Section%202%20Register%20of%20Infrastructure.pdf – page 19
- ^ http://highspeedrail.dft.gov.uk/sites/highspeedrail.dft.gov.uk/files/hs2-route-engineering.pdf – page 4
- ^ Australian Railway History September 2008, p291.
- ^ Paul Garbutt (1997). “Facts and Figures”. World Metro Systems. Capital Transport. pp. 130–131. ISBN 1-85414-191-0.
- ^ Railway Gazette International March, 2012, page 23
- ^ “WMATA Summary – Level Rail Car Performance For Design And Simulation” (PDF). WMATA. 2013-10-13. Archived from the original (PDF) on January 14, 2016. Retrieved October 15, 2014.
- ^ “Metromover System Expansion Study” (PDF). Miami-Dade MPO. September 2014. Archived from the original (PDF) on February 14, 2015. Retrieved February 13, 2015.
- ^ Railway Gazette International, July 2012, p18
- ^ “Charakterystyka linii” [Line parameters]. WKD (in Polish).
- ^ Trains: The Early Years, page 51, H. F. Ullmann,Getty Images, ISBN 978-3833-16183-4
- ^ Lightrail now New Orleans RTA/Brookville streetcar
- ^ Superevevation
- Hilton, George W.; Due, John Fitzgerald (1 January 2000). The Electric Interurban Railways in America. Stanford University Press. ISBN 978-0-8047-4014-2. Retrieved 10 June 2014.


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-> 介護士 マニュアル伝達研修


---------- Weitergeleitete Nachricht ----------
From: "Northrop,Robert J" < <mailto:firstname.lastname@example.org>
To: " <mailto:email@example.com> div6(a)lists.iufro.org" <
Date: Tue, 23 Jul 2013 19:10:33 +0000
Subject: 1st Announcement and Call for Abstracts - 2014 Green Infrastructure Conf - Tampa
Green Infrastructure and Water Management
in Growing Metropolitan Areas
14 – 16 January 2014
Patel College of Global Sustainability at the University of South Florida
Tampa, Florida, U.S. A.
Call for Abstracts
Green infrastructure can be an effective and efficient means of managing stormwater flows
and pollutant loading. Beyond these core functions, green infrastructure offers multiple
ecosystem services and health and well-being benefits– offering a significant advantage
over conventional gray infrastructure . Despite these noted benefits, municipal leaders
face significant challenges when attempting to implement green infrastructure strategies
in new and existing development.
Green Infrastructure in Growing Metropolitan Areas
will address the challenges and opportunities surrounding green infrastructure. The event
will bring together scientists, engineers, urban planners, and urban natural resource
managers to highlight the latest developments in the science behind of green
infrastructure, illustrate new and innovative policy, demonstrate innovative engineering
techniques, and outline emerging urban design models useful in protecting the water
resources within the world’s growing metropolitan regions.
Practitioners and researchers from across the full range of engineering, urban and
landscape design, natural resource management and social science disciplines are invited
to submit abstracts for oral and poster presentations. The abstracts should cover one out
of the four conference topics:
1. Defining the Benefits of Green Infrastructure:
Theme will focus on scientific foundation of the use of green infrastructure in managing
urban water, including surface water and ground water recharge, as well as identify the
gaps in our present knowledge.
2. Barriers to Green Infrastructure Implementation:
Theme will focus on scientific inquiry and cost-benefit analysis that address the
perception that performance is unknown, concerns about regulatory agency acceptance of
green infrastructure, maintenance requirements and costs, conflicting legal mandates, and
the lack of staff expertise.
3. Funding Green Infrastructure Design, Implementation and Maintenance:
Theme will focus on investigations into the true economic costs and benefits of
transforming a municipal gray infrastructure system into a mixed gray-green system and the
implementation costs, as well as long-term maintenance costs of green infrastructure.
4. Implementation Strategies for Governments, Communities and Developers:
Theme will address the organization and implementation of public policy, including land
planning regulation and green infrastructure site development procedures.
Submitted abstracts will be reviewed by the Green Infrastructure in Growing Metropolitan
Areas scientific committee. The authors of the accepted abstract will be notified by
October 15, 2013. The authors must confirm their attendance by registering for the
conference by December 15, 2013. The accepted and confirmed abstracts will be published in
the conference proceedings of the "Green Infrastructure and Water Management in
Growing Metropolitan Regions Conference". After the conference, selected abstracts
will be invited to contribute a full-paper to a special edition of a journal.
University of South Florida’s Patel College of Global Sustainability and the University of
Florida IFAS with additional financial support from the U.S. Forest Service.
Download abstract template and submit abstract Here or go to
September 15, 2013 Deadline to Submit Abstracts
October 15, 2013 Notification of Abstract Acceptance
December 15, 2013 Deadline for Early Registration
January 6, 2014 Deadline for Registration
Registration & Logistics:
skoures(a)usf.edu if you have trouble viewing website)
For questions and conference details please contact Bessie Skoures at skoures(a)usf.edu
Urban and Community Forestry
University of Florida/ Hillsborough Co. Extension
5339 County Road 579
Seffner, Florida 33584
813-744-5519 x54106 <tel:813-744-5519%20x54106>
Value the Individual - Enrich the Community - Restore the Forest


Job Title: Wastewater Treatment Plant Operator
Department: Waste Water Treatment Plant Department
Reports To: Public Works Director/WWTP Operator in Charge
FLSA Status: non-exempt, overtime elligible
Summary Full-time Position Operates sewage treatment, sludge processing, and disposal equipment in wastewater (sewage) treatment plant to control flow and processing of sewage.
SC Wastewater Treatment level D certificate required within probationary/trainee period with the ability to obtain a level B within two years, minimum. Current driver's license required.
Send applications to HR of the City of Barnwell. Resumes are accepted but applications still required for complete file.
No bids are available at this time.


What are reflective beam detectors?
Reflective beam detectors are devices that project an infa-red light which is then returned via a reflector plate, this provides a sensing path across the protected space. When enough smoke obscures this infra-red beam, the returning signal strength will be reduced and will result in a fire condition being generated.
This sensing path can be up to 160m, in the case of the Fire Beam Xtra from The Fire Beam company, meaning large areas can be protected with minimal installation of devices compared with standard point detection. For instance a warehouse measuring 150m in length by 15m in width would only require a single beam. For the same area 30 optical point detectors would be needed.
When is beam detection suitable?
Reflective beam detectors can technically be used for any areas where a standard optical smoke detector would be specified. This being said they provide the most benefit in the following scenarios;
- High ceilings – the maximum height standard point detectors can be cited is 10m whereas beam detectors can operate up to 40m.
- Large open areas – many buildings have large open areas such as warehouses, hotels and leisure centres. Due to the size of these areas they are likely to require a significant number of optical detectors. Beam detectors however can protect extended lengths (160m in the case of the Fire Beam Xtra) meaning this solution can save time & money.
- Installation limitations – there may be certain installations where it is impossible to get to the areas where optical detectors would be mounted such as swimming pools and cathedrals. In these situations beam detection may be best suited as they are located on the perimeter of the area with the beam emitted through the detection area.
The following are some consideration which should be kept in mind when considering the feasibility of reflective beam detectors;
- Field of view – whilst the beam itself has a very small diameter, suitable distance around this beam is still required. In the case of the Fire Beam Xtra a 50cm radius from centre of the beam is the minimum distance needed.
- Access to beam head & reflective plate – during the routine maintenance and testing of beams, access to both the beam head and reflective plate will be needed. Access to the reflector is required for both testing & cleaning whilst access to the beam head is required for cleaning only. As beams can be cited upto 40m high, special access equipment is often required for the installation and it being required again for this maintenance is sometimes overlooked.
Beam detection calculator
The following calculator will show you how many beam detectors will be required to protect an area. This calculator should be used as a guide and the final calculations will always be subject to a final fire alarm design.


BMBC has adopted a number of innovative practices to protect construction projects of its customers. This is mainly achieved through the ways it organizes its administration and operations, and aligns to technical and legal requirements.
As BMBC’s executive director, David Ntamakuriro, explains, the company has come with new ways of working with financial institutions which facilitates clients to channel their money through banks. It also allows clients easy access to long term loans to realize their construction projects as negotiations are mainly conducted by BMBC.
According to Mr Ntamakuriro, the company is also building a strong culture of quality of construction works entrusted to it by customers, especially through strict alignment to nationally and internationally recognized norms and standards governing the construction and civil engineering sector.
BMBC enjoys a very active collaboration with the Burundi office of urban management, infrastructure and social housing (OBUHA), as well as government agencies responsible for land management to ensure all construction projects entrusted to BMBC have secured all needed legal protections.
BMBC’s executive director cautions people who put their money in construction projects without working with professional contractors and competent government agencies to assess possible risks and plan for the management of such risks.
A considerable number of BMBC clients include those who were deceived by relatives or friends to whom they entrusted money to manage their constructions projects. Many of such relatives or friends ended up misusing the money and produced houses that were far below what the owners could expect or simply useless.
Mr Ntamakuriro advises all those who wish to engage in construction projects for their families or for commercial or social purposes to entrust their works to BMBC, given its large experience in managing construction projects including for customers residing far away the projects’ sites. As an illustration, nearly 80% of projects realized by BMBC belong to members of the Burundian diaspora some of whom have never been on the site of their projects.


When it launched in early 2014, TreeMapLA became our first OpenTreeMap site to support tracking green stormwater infrastructure (also known by the acronym “GSI”, not to be confused with “GIS”!). 26 GSI features – or as TreePeople decided to call them on their map, “Watershed Solutions” – have been mapped on TreeMapLA so far, including rain gardens, rain barrels (otherwise known as cisterns or tanks), and turf/concrete reductions. These 26 features offer over $5,000 a year in savings to Los Angeles from water conservation and reduced stormwater runoff. The capability to map and track GSI features isn’t automatically available in every OpenTreeMap, however, because the scientific calculations used to generate the environmental and economic benefits of the features often require customization for each map. So what’s involved in adding green infrastructure tracking to your OpenTreeMap site?
The value of trees in reducing stormwater runoff and encouraging water filtration and conservation is well documented and researched. Based on research by the US Forest Service and the publication of the resulting data and algorithms in the public domain i-Tree software suite, we built our own open source tree ecosystem benefit calculation system for use in OpenTreeMap. A user can start an OpenTreeMap site anywhere in the continental United States, add a tree with info on the species and diameter, and instantly have access to the same peer-reviewed ecosystem benefit calculations as they would if they conducted an analysis project with the i-Tree Streets desktop software. For maps located outside of the continental US, such as yegTreeMap and Ecology Ottawa, we can work with a map owner and enable benefit calculations based on an approximate i-Tree Climate Zone for their area. We have always been proponents of open data at Azavea, and OpenTreeMap is an example of exactly the type of innovation supported by open data.
Unfortunately, there is no equivalent, comprehensive “i-Tree-like” software or data we can use to support GSI benefit calculations anywhere in the country. Calculating the environmental impacts of GSI can be just as complex as calculating the environmental impacts of trees. Green stormwater infrastructure can be built for many reasons, including capturing rain and stormwater for use in building and irrigation systems; infiltrating it back into the ground water supply; and preventing it from taxing traditional “gray” infrastructure like sewers and water treatment systems, where it can also be contaminated before reaching our rivers, lakes, and streams.
So to calculate the benefits and impacts of GSI at a basic level, one needs to know how much stormwater a particular location receives! There are numerous climate regions in the US, all with different levels of annual rainfall and precipitation. Different microclimates might even exist within the same city. At a minimum an OpenTreeMap site tracking GSI features would need to draw upon a GIS data layer of precipitation levels in the geographic area covered by the tree map as well as unique parameters and values based on the type of GSI feature (rain garden, rain barrel, green roof, etc).
At a more complex level, different types of land use (commercial and residential zoning areas, for example) might have different water usage patterns and thus benefit more or less from GSI features like green roofs or rain barrels. Some jurisdictions, like Philadelphia, may offer billing credits for green stormwater infrastructure features. The existing amount of impervious surfaces (like concrete or asphalt) in a community and the value placed on removing them might also be a factor to be considered. Finally, the impact of different types of GSI features varies based on how large a catchment area they serve, the tank storage capacity, or other design factors.
In building TreeMapLA’s watershed solutions feature, we were fortunate to work with some very smart people – our partner Kelaine Vargas of Urban Ecos, and Edith de Guzman, TreePeople’s Director of Research – to design a calculation system that took into consideration these many factors.
Together, we were able to develop and integrate into TreeMapLA calculations for stormwater runoff (gallons and dollar value) and water conservation (gallons and dollar value) metrics for three different types of “watershed solutions” (rain gardens; rain barrels, cisterns, and tanks; and turf/concrete reduction projects).
When a user visits TreeMapLA to add one of these watershed solutions, the software guides them through a several-step process to determine and collect:
- the type of solution
- the location of the solution (which is connected to info on annual precipitation)
- for rain barrels, the capacity in gallons of the barrel
- if applicable, the catchment area or area of replaced turf or concrete associated with the solution
- if applicable, whether the area was improved with plants and other materials that consume less water
- if applicable, whether an irrigation system for the area existed, exists now, or was improved for efficiency
- if applicable, whether excess runoff flows to impervious or pervious surfaces
Based on this data, OpenTreeMap decides to apply one or more equations developed by TreePeople to calculate the amount of reduced stormwater runoff and/or reduced water usage. A flowchart of this process and equations is available here.
“We embarked on this project with the purpose of benefitting other OTM users,” says TreePeople’s Edith de Guzman. Because of this preliminary work with TreeMapLA, any OpenTreeMap.org map can support green stormwater infrastructure at significantly less cost than was required to implement it the first time.
While it requires a bit of extra thinking, it’s absolutely possible to track the impact of green stormwater infrastructure projects using OpenTreeMap.. You could choose to base your map’s calculations off of TreeMapLA’s, or we’re happy to discuss other calculations suitable to your community. We’re also very interested in supporting other types of green infrastructure features such as green roofs, bioswales, and more. Let us know if you have a GSI feature you would like to track.
Even if OpenTreeMap isn’t exactly right for your GSI project, Azavea also has a broad base of expertise in other types of GIS tools and spatial analysis projects related to stormwater and watersheds. We’d love to hear from you!
Read these related posts:
- Demystifying the process of building urban forestry software
- Defining the Open in OpenTreeMap: What Does it Mean for OpenTreeMap to be Open Source?
- Using Existing Data to Analyze and Plan your Urban Forest
- Building the Best Technology for the Longterm Monitoring of Urban Trees
- Uncovering the actionable insights in your tree inventory


Our renewed elevator solution lowers our already industry-leading energy consumption levels by an additional 35%
Industry leading ride comfort and reliability for the best possible passenger experience.
Award-winning design that helps your building stand out.
Customer Care Centre
0800 775 663
Check out the latest KONE Brochures in one location by visiting our new brochure library.
For the sixth straight year, KONE has been selected as one of the most innovative companies in the world by business magazine Forbes, and is the only elevator and escalator company featured on the list.
Our comprehensive range of flexible solutions is designed to meet the changing needs of modern buildings.


Chessie Bike Trail
A project scheduled to begin this year entitled “Chessie Circle North - Phase 1” will begin the process of transforming a former railroad corridor into a major multi-use bike trail. Scheduled improvements will occur within the section of the corridor between Tremainsville Road at Bowman Park and Monroe Street. The project will grade the existing railroad bed and place a compacted stone surface that will be 17’ wide for a distance of 1.87 miles. This interim step will provide a safe and maintainable walking surface that will be used as a base for pavement later. Other miscellaneous improvements include; safety railing, bollards, minor drainage improvements and side walk replacement, cross walk striping and crossing signage as necessary where the path crosses city streets. Coupled with a new pedestrian/ bike bridge over I-475 that was completed by ODOT this summer, this project will improve access for users, maintenance operations and it will introduce the public to this new recreation resource and transportation asset.
With the purchase of the 11.6 mile CSX “Westside Corridor” railroad right of way in 2011, the City of Toledo and its regional partners are now making plans to develop one of the most significant portions of a regional bike trail system. The “Chessie Circle Trail” planned as a primary north - south bike trail route that will link users to other existing and proposed trails within the city and to trails planned in our neighboring communities. The Chessie Circle Trail is also part of a City of Toledo focus to improve bicycle and pedestrian connectivity from our neighborhoods to our parks, schools, public spaces, business districts and institutions. As outlined by the Chessie Circle Trail Development Plan, different portions of the corridor are now being developed by the five partner agencies: Toledo Area Metro Parks, City of Toledo, University of Toledo, Wood County Park District and the Wood County Port Authority. The City of Toledo portion of the corridor is located on the northern most quarter of the proposed trail between Bowman Park at Tremainsville Road and Ottawa Park at Bancroft Street.
The City of Toledo welcomes your participation and will hold a Public Open House Meeting to discuss the scheduled and proposed plans for this portion of Chessie Circle Bike Path Corridor. The Open House style of meeting allows you to come and go at any time during the meeting hours. City of Toledo staff and officials will be available with detailed plans and maps for your review.
Please find information about the meeting below:
The Open House
Time: 6:30 p.m. to 8:00 p.m.
Date: September 30th, 2014
Location: West Toledo YMCA - 2110 Tremainsville Road, Toledo, OH 43613
Posted by Stacy Weber on Friday, September 26, 2014.
Filed under Public Notices


PUBLIC ANNOUNCEMENTS >
Cornerstone Ceremony to Mark Completion of House Built by High School Students in Construction Trades Program
Building construction students at Edison did the masonry, carpentry, electricity, plumbing, heating and air conditioning for the house, which is already under sales contract.
This is the 28th house built by students in the construction program in cooperation with the Montgomery County Students Construction Trades Foundation, Inc. Members of the foundation are leaders in the building and real estate field who provide their expertise and guidance to the building projects.
The ceremony will take place on Tuesday, October 5, at 6:30 p.m.at 12933 Dean Road in Silver Spring. The Connecticut Avenue Estates subdivision is at the corner of Connecticut Avenue and Dean Road.
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For homeowners seeking to go above and beyond purchasing a flood insurance policy to protect their home from flood damage, physically flood proof their home using is an option.
Not all methods described below are available to all homeowners. Factors to be considered in a flood proofing project is the location the related flood areas of the home and local and state flood proofing regulations. Consulting the local flood management official is the best place to start when planning a floodproofing project.
Please note, some of these methods are drastic. In some or most cases, it may be necessary to obtain the services of an architect or structural engineer to complete a flood proofing project. The following six methods of floodproofing are outlined in FEMA guidelines.
- Elevation- Elevating one’s home involves, literally, raising it up so that the lowest floor is at or higher than the base flood elevation as established by FEMA. Techniques vary based on foundation type. Elevating a home to at or above the regulated level will reduce flood insurance premiums. Contracting a licensed, bonded and insured contractor with experience in this type of project is imperative.
- Relocation- Clearly one of the most expensive options, relocating involves removing a home from its foundation, placing it on a flatbed trailer, and moving it to a new location and attaching it to a new foundation. The planning process for this method is most intense as it includes moving it, finding the best route to transport the home and ensuring a home meets the local codes of the new location- needing to plan for upgrades once the house is moved if the home falls short of local codes. Moving a home to an area with less flood risk will reduce flood insurance premiums.
- Demolition- Demolition involves completely tearing down a home. This option is used by those whose homes have been so structurally damaged by a flood, living in it is impossible. Demolition is the only option.
- Wet Proofing-Making portions of your home flood resistant to flood damage and allowing water to enter during flooding. This method assists in drastically reducing structural damage that can occur during flooding. Wet proofed areas are usually open and storage spaces. Wet proofed areas do not include living areas. Wet proofing that complies with FEMA guidelines can earn a reduction in flood insurance premiums.
- Dry Proofing- Dry proofing involves sealing your home to prevent floodwaters from entering. Beyond sealing the home, it involves the use of pumps to help remove any water that may enter the home. Dry proofing is not acceptable for all foundation types or flood risks, specifically areas with a high hazard. Consulting the local flood management officials before undertaking this method is recommended.
- Barrier Systems- Building a floodwall around a home to restrain flood waters. This method will protect a home from several impacts of flooding, such as hydrodynamic pressure, and, in general, will not require updates to the structure of the property. However, this method will require periodic maintenance and are not allowed for some property types. Also, this method will not reduce flood insurance premiums.
Homeowners have several options when deciding how to flood proof their home. Some methods are drastic and cost prohibitive. Regardless of what method is chosen, it is important to consult the proper local officials as well as experienced contractors to ensure the project meets regulations, construction standards and complies in order to qualify for flood insurance premium reductions.Filed Under: Flood insurance, Home Insurance


Laughlin-Sutton Construction Company’s reputation is mainly built upon our extensive industrial construction background. The bulk of our repeat business comes from the many relationships we have built over the years in this field.
Most of these relationships are with the textile and apparel manufacturer in the Carolinas and Virginia. As our industrial base has diversified, so has our client list, which also includes producers of furniture, chemicals, plastics, machinery, electronic components, power tools, cosmetics and construction products.
Our abilities to meet our clients’ requirements are the foundation of these strong relationships. Our self-performance capabilities and equipment fleet helps us meet tight schedules and quality control requirements; our extensive project and field management skills assure minimal production disruptions. Laughlin-Sutton’s stable financial history, bonding capacity and trade relationships allow us to handle multi-million dollar projects, while our moderate overhead and operational flexibility keep us competitive on smaller projects.
Our portfolio of past industrial construction projects includes:
- Manufacturing facilities
- Warehouse/distribution facilities
- Vehicle maintenance facilities
- Research and development facilities
- Research and support facilities
- Special construction for equipment penthouses, air washers, cooling towers, chillers and compressors
- Emergency structural repairs and selective demolition in occupied structures
- Water filtration, pretreatment and wastewater treatment facilities
- Hazardous materials containment and handling facilities
- In-plant offices, canteens and related support facilities
- Numerous maintenance/shut-down related projects, including floor replacements and machinery conversions.


How To Read a Water Meter
Learning how to read a water meter is a fairly simple task. A water meter typically consists of various easy to read dials...
New water meters are quite simple to read. They typically have three dials or indicators:
- A leak dial, which indicates if any water is running inside the property.
- A one cubic foot dial, which measures in increments up to one cubic foot.
- A cubic foot meter, which indicates the total historical water usage for the property.
An older water meter is harder to read in that it may have multiple dials. These dials each read in different increments of cubic feet, the largest registering 1,000,000 cubic feet. To understand your total water usage, you have add the totals in each dial. In the meter shown lower in this post all seven dials must be added in order to know how many cubic feet of water have been used historically, or for a certain period of time. Older water meters do not have one register that shows the complete total of use.


|Dimensions||34 × 20 × 4 in|
27" Center-to-Center & 17" Center-to-Center, 1.25" Diameter
Our premium Elcoma grab bars come with Knurled grips utilizing CuVerro Shield™ by Aereus Technologies. Knurled grips are fine-textured grips expertly ground into the main segments of the bars. Various sizes and orientations are available. Contact us for more details.
All Elcoma bars are fabricated to meet the requirements of ASTM #f446-85 with 1-1/2″ wall clearance and comply with ANSI A117.1-1986, making buildings accessible to handicapped. Elcoma grab bars and safety rails have a wall-to-bar nominal offset distance of 1-1/2″ (38mm). All 1-1/4″ (32mm) and 1-1/2″ (38mm) diameter welded stainless steel bars have been designed and tested to withstand up to 900 lbs. (408kg) of downward load when properly installed. This exceeds HUD, FHA, VA, ADA and other federal, provincial, and local codes.
For purchasers shipping to locations in Canada, please see the following link for the appropriate PMRA label. Purchasers shipping to addresses in the United States should review the following link for reference to the EPA label for the product.


REGAL-TANKS Ltd. TIDY STEEL Fab.
Tidy Steel Fab. is a three generation steel fabrication company that specializes in the building of tanks and steel structures. Regal-Tanks Ltd. under the parent company Tidy Steel Fab. distributes tanks for diesel, gasoline, jet fuel and other various chemical holdings. Our tanks have been sold and distributed throughout North America, Asia and South America. Tidy Steel Fab. also produces structural steel fabrication and plate work for the public and private sectors, such as BC Forestry and Chevron. Recently we have expanding our facilities and have begun producing pipe lines for the water transmission market .


How Much Does A Yard Of Concrete Cover If It Is 4 Inches Thick
Download Raising Tower 100 Feet (Wind Energy System) - YouTube VideoMP4 | 3GP
If you Couldn't Find and the Page you Were Looking For, REFRESH or Search Again Videos Above Top Right!!
how much does a concrete pad cost? by glenda taylor, demand media How much does a concrete pad cost? - budgeting money formula for how much concrete to order for coverage in an area. we find many uses for concrete nowadays. from the foundations that buildings sit upon to the sidewalks Formula for how much concrete to order for coverage in an estimating the amount of gravel you need to build a foundation for a concrete slab is not complicated, but it does require some planning. the gravel foundation How much gravel is needed when pouring a concrete slab? | ehow i have an area 1200 feet long and 30 feet wide or 36,000sq ft i need to know how many yards of concrete to purchase, and what is the formula used to derive answer. Converting sq. feet to yards for concrete. there are nine square feet in a yard. therefore, there are nine square feet in a yard of concrete or anything else. How many square feet in a yard of concrete? - ask.com portland cement is the most common type of cement in general usage. it is a basic ingredient of concrete, mortar and plaster. english masonry worker joseph aspdin Concrete - wikipedia, the free encyclopedia