2 On The Ramp !!INSTALL!!
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Ramps are subject to closure. For the most current status of beach access ramps, go to Beach Access Ramp 2, located on the southern end of the Coquina Beach parking area, provides pedestrian access to the Atlantic Ocean beaches near the Coquina Beach Day Use Area. Two outdoor exhibits, "Know Before You Go" and "Islands on the Move," explore the topics of ocean swimming safety and barrier island migration.Parking is available to the north of the pedestrian access.
The opening of Parking Ramp 2 allows visitors to park closer to many areas of University of Iowa Hospitals & Clinics and will help relieve congestion in other hospital ramps. The new underground ramp replaces old Parking Ramp 2, which closed for demolition in December 2012.
Upon entering the ramp, drivers will see a digital sign indicating how many spots are available on each level. The sign includes a separate listing for open handicapped-accessible spots. This helpful information is designed to improve traffic flow, as well as reduce stress that drivers may experience when searching for open spots.
Elevators are available in the northeast corner of the ramp, allowing visitors to enter the existing hospital on the Level 2 skyway. Visitors may also exit the ramp at ground level and walk across the entrance road and into the hospital.
The ramp was designed so each level is flat, making it easier to spot your vehicle when leaving an elevator lobby. In addition, planners used a color coding system to aid guests in remembering where they parked.
The overhead clearance of Parking Ramp 2 is 8 feet, 2 inches. That is the highest clearance of any of the hospital ramps, and it is more than a foot higher than the clearance in Ramp 1. Minimal columns contribute to an open floor plan.
If it is more convenient, families can take the public elevators to the discharge lobby located on Lower Level 1 (LL1) of the hospital. The discharge lobby exits into Level 1 of the parking ramp. This level has eight short-term spots designated for families picking up patients.
This ceramic trim piece features a ramp edge silhouette to add style and dimension to your wall install. You can use this trim to create the perfect transition between materials or add a finishing touch to your install. This trim is available in the same 6 colors and 2 finishes as the field tiles for a beautifully uniform look.
The dissociation between constant work rate of O2 uptake (V̇o2) and ramp V̇o2 at a given work rate might be mitigated during slowly increasing ramp protocols. This study characterized the V̇o2 dynamics in response to five different ramp protocols and constant-work-rate trials at the maximal metabolic steady state (MMSS) to characterize 1) the V̇o2 gain (G) in the moderate, heavy, and severe domains, 2) the mean response time of V̇o2 (MRT), and 3) the work rates at lactate threshold (LT) and respiratory compensation point (RCP). Eleven young individuals performed five ramp tests (5, 10, 15, 25, and 30 W/min), four to five time-to-exhaustions for critical power estimation, and two to three constant-work-rate trials for confirmation of the work rate at MMSS. G was greatest during the slowest ramp and progressively decreased with increasing ramp slopes (from ~12 to ~8 ml·min-1·W-1, P < 0.05). The MRT was smallest during the slowest ramp slopes and progressively increased with faster ramp slopes (1 ± 1, 2 ± 1, 5 ± 3, and 10 ± 4, 15 ± 6 W, P < 0.05). After "left shifting" the ramp V̇o2 by the MRT, the work rate at LT was constant regardless of the ramp slope (~150 W, P > 0.05). The work rate at MMSS was 215 ± 55 W and was similar and highly correlated with the work rate at RCP during the 5 W/min ramp (P > 0.05, r = 0.99; Lin's concordance coefficient = 0.99; bias = -3 W; root mean square error = 6 W). Findings showed that the dynamics of V̇o2 (i.e., G) during ramp exercise explain the apparent dichotomy existing with constant-work-rate exercise. When these dynamics are appropriately "resolved", LT is constant regardless of the ramp slope of choice, and RCP and MMSS display minimal variations between each other.NEW & NOTEWORTHY This study demonstrates that the dynamics of V̇o2 during ramp-incremental exercise are dependent on the characteristics of the increments in work rate, such that during slow-incrementing ramp protocols the magnitude of the dissociation between ramp V̇o2 and constant V̇o2 at a given work rate is reduced. Accurately accounting for these dynamics ensures correct characterizations of the V̇o2 kinetics at ramp onset and allows appropriate comparisons between ramp and constant-work-rate exercise-derived indexes of exercise intensity.
Workers will close the ramp from U.S. 59/I-69 southbound to West Loop 610 southbound toward Bellaire starting Friday night. The ramp will be closed for two years, according to Danny Perez with the Texas Department of Transportation, meaning drivers will be forced to build the detour into their commutes for the time being.
Starting Friday, April 29 at 9pm, crews will close the I-69 SW Freeway southbound connector ramp to I-610 West Loop southbound for two years. Traffic will take the Fountain View Dr exit, u-turn to get onto the I-69 northound mainlanes to the I-610 southbound. pic.twitter.com/k9HwMiNtB1
The southbound ramp closure will help road workers in two ways: First, it'll provide the clearance they need to finish construction on the northbound West Loop 610 main lanes over I-69. That work will also lead to the eventual reopening of the northbound exit to Westheimer Road, which has been shuttered since January. Second, crews will also demolish and construct a new ramp from I-69 southbound to West Loop 610 southbound that will intertwine with the new northbound main lanes and other new features of the interchange.
"Of course we're going to push for that," Perez said. "We've been successful with some of the other ramps, getting those opened sooner than anticipated. We're hoping to have the same success with this ramp."
The EU Ramp Inspection Programme is a European Programme regarding the performance of ramp inspections on aircraft used by third country operators (SAFA) or used by operators under the regulatory oversight of another EU Member State (SACA).The Programme is regulated by Commission Regulation (EU) No 965/2012 and it provides for the inspection of aircraft suspected (based on e.g. safety relevant information collected by the Participating States or on regular analysis of the centralised database performed by EASA) of non-compliance with the applicable requirements (either international safety standards or EU standards). Ramp inspections may also be carried out in the absence of any suspicion, in this case a spot-check procedure is being used.The applicable legal framework of the Programme contains the following:
In each Participating State, aircraft of operators under the safety oversight of another Member State or of a third country can be subject to a ramp inspection, chiefly concerned with the aircraft documents and manuals, flight crew licenses, the apparent condition of the aircraft and the presence and condition of mandatory cabin safety equipment. The applicable requirements for these inspections are:
However, ramp inspections are limited to on-the-spot assessments and cannot substitute for proper regulatory oversight, thus, they cannot guarantee the airworthiness of a particular aircraft. Where irregularities have an immediate impact on safety, inspectors can demand corrective actions before they allow the aircraft to leave.
The European Commission and Participating States are informed of any potentially safety hazards identified. They come together with EASA and Eurocontrol regularly in the Air Safety Committee meetings (ASC) and the Ramp Inspections Coordination and Standardisation (RICS) meetings. As of 2010, EASA is also organising yearly the Industry & Regulators Forum in Cologne, whereby states and aviation industry representatives meet to discuss issues of common interest in the ramp inspections area.
Authorised inspectors are using a checklist with 53 inspection items during ramp checks. The checks may include pilots licenses, procedures and manuals carried in the cockpit, compliance with these procedures by flight and cabin crew, safety equipment in cockpit and cabin, cargo carried in the aircraft and the technical condition of the aircraft. As the time between arrival and departure (the turn-around time) may not be sufficient to go through the full checklist, not all 53 items may be inspected. It is the Programme policy not to delay an aircraft except for safety reasons. Some oversight authorities of the Participating States engaged in the EU Ramp Inspections Programme carry out random inspections while others try to target aircraft or airlines that they suspect may not comply with the applicable standards.
When considering the findings established during a ramp inspection, Category 2 (significant) and Category 3 (major) findings require the highest attention when it comes to the need for rectification. Based on the category, number and nature of the findings, several actions may be taken.
In order to achieve best the objectives of the EU Ramp Inspections Programme, close cooperation with the Aviation Authorities of all those States whose operators and aircraft have been subject of ramp inspections is imperative. As part of their responsibility regarding the safety oversight of their national operators according to the relevant international safety standards, these Aviation Authorities are requested to ensure proper implementation of corrective actions in order to address the reported findings.
Pursuant to the requirement set forth by the Commission Regulation (EU) No 965/2012, the Participating States are also including the centralised database information on their follow-up actions. This information allows assessing the ability and willingness of operators to rectify the findings identified during ramp inspections and it used in the subsequent analyses of the generated data. 2b1af7f3a8