|República da Coreia||6|
Qantas will begin flying its flagship Airbus A380s to Dallas/Fort Worth later this year, replacing the current Boeing 747-400ER aircraft used on the route.
From Monday 29 September, QF7/8 will go all-A380 to the hub of Oneworld partner American Airlines, while also bringing Qantas’ First Class to Dallas for the first time.
The superjumbo’s additional flying range compared to the Boeing 747 will also see the current Brisbane stopover on the home stretch between Dallas and Sydney axed, with the A380 flying non-stop on its return journey.
One wrinkle is that Qantas’ daily flights to Dallas will be trimmed back to six days a week once the A380 takes over, with the new schedule dropping Tuesday departures from Sydney.
Once in Dallas, Qantas passengers can connect onwards to more than 30 destinations across the United States, Canada and Mexico, with the Texas hub less than four hours from every major US city.
Qantas retains the title of the longest route by distance in QF7, with Sydney-Dallas a staggering 13,804km.
DFW airport is upgrading one terminal with three extra aerobridges to load passengers on the double-decker jet, while Qantas’ partner Emirates is set to begin A380 flights between DFW and Dubai from October 1.
Qantas’ existing flights between Melbourne, Dubai and London will be retimed to make room for these extra A380 services.
Starting July 20 2014, QF9 will leave Melbourne at 10:55pm, stopping over in Dubai at 7:05am before landing in London at 1:40pm the next day.
On the return journey, QF10 is wheels-up from London at 1:30pm, landing in Dubai at 11:25pm. From there, it’s touchdown in Melbourne at 8:55pm, one calendar day after take-off in London.
“This schedule change unlocks more A380 flying time that we can use on the Dallas route, and now offers four times the number of onward connections to Europe because of the new arrival time of the Melbourne flight into Dubai” said Qantas CEO Alan Joyce.
Qantas says the current mix of Boeing 747 and Airbus A380 flights from Sydney to Hong Kong will also face “adjustments”, although the airline hasn’t yet revealed whether the A380 will disappear from Asia entirely.
The changes come as Qantas looks to cut $2 billion from its cost base over the next three years – with fleet and network adjustments accounting for up to $600 million in savings.
Source : Australian Business Traveller
As we reported yesterday, Qantas is changing the arrival and departure times of its daily QF9/10 flights between Melbourne and London from July 20.
The schedule reshuffle is intended to reduce the amount of time the route’s Airbus A380 spends on the ground at Heathrow, freeing up one of the superjumbos to run on Qantas’ Sydney-Dallas service from late September.
Here’s how the new Melbourne–London timetable shapes up.
QF9 will now leave Melbourne at 10.55pm, some three hours later than the current 7.35pm departure, with its arrival into London shifting from 10.15am to 1.40pm.
The QF10 return leg will be wheels-up from London at 1.30pm, compared to 10.25pm evening flight, to reach Melbourne at 8.55pm rather than 5.25am.
So are these changes better for business travellers?
The new early afternoon arrival time into London is perfect for checkingstraight into your hotel, settling in and then meeting colleagues for dinner.
The revised stopover times in Dubai should also work better for connecting to Emirates flights to cities other than London, with QF9 now reaching Dubai at 7.05am and QF10 departing from Dubai at 1.35pm.
However, while Melbourne residents will probably appreciate the new evening touchdown of QF10, passengers with connecting Qantas or QantasLink flights to other domestic destinations will need to make an overnight stay and fly out of Melbourne the following morning.
Melbourne travellers: what are your thoughts on the new QF9/QF10 timetable, and will it be better or worse for your own schedule?
Source : Australian Business Traveller
Rebaixado pela primeira vez em sua existência para a Série B do Campeonato Cearense, o Ferroviário encontra basicamente em sua história os maiores motivos para comemorar os seus 81 anos de fundação, completados hoje.
O Tubarão iniciou até bem o ano, realizando a maior ação de
dos clubes locais, que foi a contratação do atacante Iarley, ídolo de várias torcidas e bicampeão mundial de clubes.
Estreou ainda com uma goleada de 7 a 2 no Crato e julgou-se que tudo iria dar certo. Entretanto, a sequência dos jogos, em forma de maratona, solapou os sonhos corais de chegarem ao título. Por fim, o time ficou em sétimo lugar, sendo rebaixado em campo. Agora, tenta na Justiça Desportiva, encontrar brechas em falhas de outros rivais para que possa voltar à Série A do Estadual em 2015.
Mesmo com 81 anos, o Ferroviário vive como que deserdado. Isso porque não existe mais o seu grande patrocinador, a Rede FerroviáriaFederal Sociedade Anônima (Rffsa).
A Instituição era uma sociedade de economia mista, integrante da Administração indireta doGoverno Federal, vinculada ao Ministério dos Transportes. Como o Ferrão se originou dos times dos funcionários da Estrada de Ferro, desde sua raiz a empresa fora o seu cordão umbilical. Seus presidentes normalmente eram engenheiros graduados da Rffsa, que já nutriam pelo clube um amor natural.
Mediante à conclusão de estudos do Banco Nacional de Desenvolvimento Econômico e Social (BNDES), foram transferidos para o setor privado os serviços ferroviários de carga. Essa desestatização ocorreu no período de 1996/1998.
O Ferrão ainda foi bicampeão nos anos 1994 e 1995, nos estertores do patrocínio, que sumiria de vez no biênio seguinte.
“Eu diria que o Ferroviário perdeu pai e mãe quando ficou sem esse patrocínio da Estrada de Ferro”, lembra o ex-presidente coral, Rui do Ceará, campeão cearense de 1968 e considerado um dos maiores presidentes que o clube já teve.
Rui lembra que o Ferrão foi o último campeão cearense invicto desde 1968. “Nós, engenheiros da época, notávamos que, nos anos em que o Ferroviário era campeão, o índice de produtividade do transporte de carga aumentava”, completa Rui do Ceará, eternamente lembrado pela família coral, mais ou menos como Valdemar Caracas, fundador do clube, já falecido.
O ex-presidente coral, Evandro Ferreira, lembra o livro “Quando o Futebol Andava de Trem”, que cita que os clubes de origem ferroviária foram perdendo a força e até se acabando, quando a Rffsa foi diminuindo o patrocínio. Conforme o livro, existiam centenas de clubes de origem ferroviária, mas que foram se extinguindo. Equipes que até não têm o nome de Ferroviário, têm sua origem na rede ferroviária.
O Ituano, por exemplo, campeão paulista de 2014, tem origem na Estrada de Ferro, tal como Paraná Clube, América (SP) e Rio Grande e Bagé, ambos do Rio Grande do Sul.
Conselheiro questiona modalidade de gestão
O ex-presidente coral, Carlos Mesquita, questiona a modalidade de gestão do Ferroviário do ano de 2014, e diz que a diretoria atual precisa sair por completo, por conta de erros cometidos.
“Nós, conselheiros, questionamos na última assembleia o fato de a diretoria atual ter afastado os antigos cardeais do clube, além de ter criado uma empresa para gerir o Ferroviário, que acabou fracassada. Eles criaram uma empresa chamada “Prado”, para gerenciar o clube. Os membros dessa Prado eram os próprios dirigentes e até um funcionário, o Armando Desessards. Para completar, quando vendiam um jogador, 30% eram para a empresa e 70% para o Ferroviário. Isso não podemos admitir”, censurou Mesquita.
O presidente atual, Edmilson Júnior, confirmou a criação da tal empresa citada por Carlos Mesquita, mas diz que tudo já foi encaminhado junto ao Conselho Deliberativo para que o contrato seja desfeito.
Polêmicas à parte, o Ferroviário não ficará sem aniversário. Atualmente o clube está sendodirigido por Jeff Silva, que assumiu a vice-presidência e montou uma programação de festas, mas apenas para o sábado.
Para o dia, estão previstos, a partir das 9h, uma missa na Barra do Ceará; Jogo festivo entre diretoria, Ex-atletas e Torcida e uma confraternização com pagode e feijoada liberada para a torcida. A diretoria adverte que só terá acesso ao local os torcedores que estejam usando camisas alusivas ao Ferroviário.
O que fazer daqui em diante?
“Exigir a renúncia imediata de toda a diretoria atual, que fracassou no projeto de soerguer o Ferroviário. Além disso, o clube trazer de volta os conselheiros antigos, como Flávio Assunção e Francisco Neto, para salvar o time”
Ex-presidente do Ferroviário
“Seria difícil dizer exatamente o que fazer porque o projeto que eu havia implantado não prestava para muitos conselheiros, mas acho que eles devem se reunir e repensar o clube, buscando investimentos“
Ex-presidente, bicampeão cearense
Diário do Nordeste – Jogada – Diário do Nordeste – 09.05.2014
Com trabalhos do jornalista Renato Ribeiro, o “Globo Repórter”, hoje, será dedicado à Copa do Mundo. O técnico Felipão está entre os focalizados.
Flávio Ricco com colaboração de José Carlos Nery
A Record estreia hoje, às 22h15, o “Me Leva Contigo”, novo programa do Rafael Cortez. Com direção-geral de Wanderley Villa Nova, a atração será exibida sempre às sextas-feiras
Flávio Ricco com colaboração de José Carlos Nery
May 8, 2014 – 7:06PM
Residents of the Blue Mountains, Illawarra, central coast and the Hunter can expect to be able to buy “premium” train tickets with better seats and food and drink when new carriages are delivered from 2018.
The carriages are also likely to have seats that face only in one direction, and will not have three-in-a row seating configuration.
NSW Premier Mike Baird and Transport Minister Gladys Berejiklian said on Thursday the government would spend about $2.8 billion buying about 65 new intercity trains for travel around Sydney and between neighbouring regions.
Buying new trains is a relatively rare event for state governments. The last trains the NSW government bought were the Waratah trains, ordered in 2006.
Because of production delays they did not start to arrive until 2011, and several have yet to go into operation in Sydney.
Ms Berejiklian said she hoped to avoid past delays by ordering the new trains “off the shelf” – a first for NSW.
This means that the trains would be largely the same as those used elsewhere, probably overseas. In the past, trains such as the Waratah have been designed specifically to operate in NSW.
Ms Berejiklian said industry consultation would start this month, and she hoped to have the first of about 520 new carriages in service by 2018. The final train would be expected by 2024.
Although the government has not released any details about the trains, they are likely to be double-deckers.
They are unlikely to have three-in-a-row seating, which the government’s research found to be unpopular with commuters.
And they are also unlikely to include seats that can be flipped to face the other way. This option is rarely taken up internationally and adds to the cost of a train.
Ms Berejiklian said the government hoped toilets would be available on all the new trains.
“Obviously, when you’re travelling those longer distances, you should have onboard facilities like toilets,” Ms Berejiklian said. “So I anticipate definitely there will be toilets, there will be more comfortable seating.”
The Minister said she was open to ideas for “enhancing the costumer experience”.
This could include the introduction of a class system in train travel in Sydney.
“If there are proposals where certain carriages can have that premium service where you can get refreshments, I’m definitely open to looking at that,” she said.
“That’s what happens elsewhere in the world. Why should anyone travelling in NSW get less than what anyone else in the world is experiencing?”
The introduction of these trains would result in all trains in Sydney finally having airconditioning.
The new trains will take the place of the “Oscar” carriages now used on intercity runs. These Oscars will then replace the remaining silver, non-airconditioned trains in Sydney.
In stating that it will order trains “off the shelf”, the government is delivering a blow to workers and companies based largely in the Hunter that have built and assembled previous train sets for Sydney.
“This sends a terrible signal to the local industry,” Australian Manufacturing Workers UnionNSW secretary Tim Ayres said. “We’ve got the capabilities to deliver high-quality trains to the government’s specifications.”
Mr Ayres said that if the trains were not built in NSW it would cause the greatest jobs crisis for the Hunter since the closure of BHP.
The new fleet will be operated by NSW TrainLink, which the government created alongsideSydney Trains in place of RailCorp.
The government of Egypt just announced that the country will begin observing Daylight Saving Time (DST) on Thursday, May 15, 2014, when clocks will be advanced by one hour. Egypt will temporarily switch back to standard time during the Muslim month of Ramadan, so there will be a total of 4 time changes this year.
The North African country had abolished seasonal time change in 2011 after a poll had revealed that most Egyptians were critical of DST. The recent decision to reinstate the yearly switch is designed to alleviate the energy crisis the country is currently facing. Ironically, the 2011 move to cancel DST in Egypt was backed up by a study from the Ministry of Electricity and Energy showing that turning the clocks had no significant impact on power usage.
The authorities’ statement does not specify the precise time of the switch on May 15. However, clocks were turned at midnight local time in recent years.
It is also not clear when DST will be suspended duringRamadan, which is expected to run from June 29 to July 29 this year. However, there may be some variations.
Similarly, no date for the end of this year’s DST period was provided. Until 2011, Egypt switched back to standard time on the last Friday of September each year.
timeanddate.com will issue updates as more information becomes available.
May 7, 2014
A train journey from Central to Ipswich takes 11 minutes longer than it did in 1980, says an industry expert.
It takes 11 minutes longer to catch a train from Ipswich to Brisbane Central now than it did in late 1980, an experienced train safety expert says.
Retired Brisbane train driver Larry Matters spent 20 years as a Brisbane train driver, before spending 10 years as the lead examiner for the Australian Transport Safety Bureau.
In that position he investigated a series of serious train accidents, including the fatal Tilt Train accident at Bungoo in North Queensland in November 2008.
He has written an article for the March 2014 Railway Digest, questioning why 11 minutes have been added to the journey over the past 34 years.
It took 49 minutes to travel from Brisbane Central to Ipswich in late 1980 when electric trains started.
“Now, in 2014 the electric trains take 60 minutes to complete this run,” Mr Matters says.
“The permitted speeds are the same as in 1980, so why has 11 minutes been added to the running time in the Ipswich corridor in recent years?”
Mr Matters said there were no new stations on the Ipswich line – the new Richlands station is on a spur line – and train speeds were faster.
“I think the only reason that they have slowed the trains down is so that they can say that run on time,” he said.
“And one of the KPIs that Queensland Rail has to meet – to get their government funding – is on-time running.”
Senior Queensland Rail executive’s pay is also linked to “on time running”.
Mr Matters conceded “dwell times” – when trains stop to let passengers on and off trains – had increased since 1980, but he said it was not enough to explain the extra 11 minutes on the journey.
“It is common knowledge that these loadings have risen significantly since the 1980s…but is an additional 11 minutes really needed?”
He questioned why the 2014 timetable allowed an extra three to four minutes to run from Central to Roma Street and out to South Brisbane, South Bank and Park Road.
He said the late 1980 timetable allowed electric trains “eight to nine minutes” to cross the river, while the 2104 timetable allows 13 minutes.
Mr Matters said “extra padding” in the timetable was responsible for various transport ministers – Labor and LNP – making claims about improved “on time running”.
Transport Minister Scott Emerson has told the ABC an additional 1000 extra services were added to the Southeast Queensland Rail network from January 20.
“We have more trains on the [rail] system and we have to leave 2.5 to 3 minutes between trains for safety reasons,” Mr Emerson said.
“We have to have time to get them onto the train and then out of the station.”
Mr Emerson said better management of people on platforms and better maintenance of rail tracks had improved “on time running”.
Queensland Rail said a number of issues had lengthened journeys – extra signals at level crossings, extra time allowed for people with disabilities to board, increased patronage and extra trains in peak hours.
Transport Minister Scott Emerson issued a statement last week outlining the LNP’s record of having 95.8 per cent of peak hour trains running on time in March 2014.
Before the election, under Labor’s transport minister Annastacia Palaszczuk, trains had a had a three month average of 86.27 per cent “on time running” by March 2012.
Mr Emerson said the reason why extra time was added to certain Beenleigh and Bowen Hills journeys in January 2014 – between two and five minutes – was to make room for the 1000 additional weekly services.
Mr Matters is a former Queensland state secretary, and state president of the Australian Federated Union of Locomotive Enginemen.
He also worked for the private rail company, Pacific National, for 10 years and was named Australian Employee of the Year in 1996.
“So I am not a ratbag, left wing union official,” he said, adding he remained a friend of Queensland Rail’s previous chief executive Vince O’Rourke.
Source : The Brisbane Times