2013 saw Trent Reznor write a new Nine Inch Nails album, Hesitation Marks, tour heavily in support of the album with a stage show that is complete and utter eye-candy, and make an announcement for a new music streaming service called Beats Music which he has been working on with Dr. Dre. Yesterday, Reznor released a free 77-minute live concert film from the recent tour (which will be part of a live Blu-Ray DVD set for release in the Spring of 2014), and took to the internet to answer some questions from fans, via Reddit.Reznor revealed that Nine Inch Nails will definitely tour in 2014 with a different lineup than the current Tension 2013 Tour one, discussed – among other things – Beats Music, what his favorite synth to use is (a Prophet 12), the different aspects of production looked good on paper but wouldn’t translate to the actual stage, his favorite NIN album is The Fragile, attempts for he and James Franco to work together, his work with How To Destroy Angels, and some other funny banter with fans. Here are some excerpts from the session:On stage production –Rob and I have learned over the years that looking at renderings and imagining how things will look in real life always winds up quite different when you get to production rehearsals and see what you’ve built. Those few weeks of sitting in a warehouse is where everything comes together (hopefully). The end result of the Tension tour is very different than what we’d imagined, for a number of reasons, some of which are explained in the Vevo behind-the-scenes clip. For example, one of the many technical hurdles we didn’t expect: When we set up the two front semi-transparent LED screens we had custom made for this tour, we discovered that in front of each other their structure created a moire effect, weird black lines over any video content. We had to work around it (Disappointed is the only song that uses all three screens layered in front of each other, the sparse white lines minimized the moire effect).On The Fragile being a predominant album to choose from for the current tour:With the expanded lineup of Pino and the backup singers, I started reworking some older material at rehearsals and The Fragile became the most fertile place to pull from, for whatever reason (which is currently my favorite NIN album).On his work with Beats Music, and appeasing both artist and fan:I’ve spent the last 2+ years (along with Rob) designing this platform and genuinely look forward to presenting it to the world. Our goal was to create something we would genuinely be excited to use ourselves that focuses on the joy of discovering great music, ease of use, and was built from the ground up as something that becomes an asset to the musician as well. There’s much you’ll hear me say on this in the near future.His attempts to work with James Franco:James was set to direct an Amex Unstaged with us that we unfortunately had to cancel because we couldn’t get production together in time. I met with him several times and we had the start of a great idea. I am very disappointed this didn’t come together and hope we can do something in the future.Thoughts on touring:Here are some thoughts on touring: When we commit to a touring cycle, it usually is at least a year long, and can start to feel stale after X amount of time. What I’m doing this cycle is making each leg of the tour have its own identity. The festival run we did over the summer was very different from the Tension tour we just finished. We’re currently rehearsing with a new incarnation of the band for what’s ahead. This keeps things fresh from a musician’s perspective, but also keeps things interesting for fans in an era where every show ends up on YouTube. The setlist and presentation moving forward will be very different from what we just did. That’s part of the incentive behind releasing the Tension footage now. That was one very specific look at Nine Inch Nails in the Fall of 2013, that I wanted the whole world to be able to see (just like you can see the festival footage on YouTube, which was its own thing). Yes, we are planning to return to North America in 2014…Read the entire Reddit AMA session here.[via Consequence of Sound]
The American Association of Physics Teachers (AAPT) has named Balkanski Professor of Physics and Applied Physics Eric Mazur its Robert A. Millikan Medal recipient. Mazur will receive the award and deliver a lecture titled “Physics Reality Distortion: Why the World of Physics and the Real World Are Different in Students’ Minds” during the association’s July meeting in Edmonton, Alberta.An internationally recognized scientist and researcher, Mazur leads a research program in optical physics. He has strong interests in education, science policy, outreach, and the public perception of science. His book “Peer Instruction” (1996) has had a wide impact on physics teaching. In 2006, Mazur helped produce the award-winning DVD “Interactive Teaching.”The Millikan Medal, which includes a $7,500 award, certificate, and travel expenses to the meeting, recognizes those “who have made outstanding scholarly contributions to physics education.”
Jessie Mueller & Joshua Henry(Photo: Emilio Madrid-Kuser & Bruce Glikas) Show Closed This production ended its run on Sept. 16, 2018 Related Shows Carousel This ought to be a real nice clambake! The starry new revival of Rodgers & Hammerstein’s Carousel begins performances on February 28 at the Imperial Theatre. Jack O’Brien directs and Justin Peck choreographs the production scheduled to officially open on April 12. Tony winner Jessie Mueller and Tony nominee Joshua Henry star.Set in a small New England factory town, Carousel follows the tragic romance between a troubled carnival barker (Henry) and the young woman (Mueller) who gives up everything for him. The Carousel cast also includes Lindsay Mendez as Carrie Pipperidge, Renée Fleming as Nettie Fowler, Tony nominee John Douglas Thompson as the Starkeeper, Amar Ramasar as Jigger, Brittany Pollack as Louise, Alexander Gemignani as Enoch Snow and Margaret Colin as Mrs. Mullin.The Carousel ensemble includes Colin Anderson, Yesenia Ayala, Nicholas Belton, Colin Bradbury, Andrei Chagas, Leigh-Ann Esty, Laura Feig, David Michael Garry, Garett Hawe, Rosena M. Hill Jackson, Amy Justman, Jess LeProtto, Skye Mattox, Kelly McCormick, Anna Noble, Adriana Pierce, Rebecca Pitcher, David Prottas, Craig Salstein, Ahmad Simmons, Antoine L. Smith, Corey John Snide, Erica Spyres, Ryan Steele, Sam Strasfeld, Halli Toland, Ricky Ubeda, Scarlett Walker, Jacob Keith Watson and William Youmans.The creative team features Santo Loquasto (scenic design), Ann Roth (costume design), Jules Fisher and Peggy Eisenhauer (lighting design), Scott Lehrer (sound design), Jonathan Tunick (orchestrations) and Andy Einhorn (musical supervision and direction). View Comments
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Examining the market for loco-hauled coaches in Europe and North America, SCI Verkehr finds that capacity issues have driven operators to favour double-deck stockAndreas WolfSenior Market AnalystSCI Verkehr GmbHCURRENTLY there are about 225 000 loco-hauled passenger coaches in use on the world’s railways. The largest fleets are found in India and China, which together account for more than one-third of the world total. Europe and North America account for another third, with approximately 42 000 vehicles in Western Europe, 23 500 in Eastern Europe and just 6 500 in North America (Fig 1).For the purposes of its latest study, SCI Verkehr has defined the market as unpowered loco-hauled vehicles. It is important to note that this excludes any vehicles which form part of a multiple-unit or fixed-formation trainset, even if the individual cars are not self-propelled. Over the past few years, deregulation and regionalisation of the European passenger rail sector, and the resulting growth of competition between operators, has prompted the procurement of large fleets of new stock. Most of this investment has gone into multiple-unit trainsets for regional, inter-urban and high speed services. Meanwhile, the loco-hauled passenger fleet has diminished as older stock is taken out of service. The ongoing substitution by multiple-units has seen a comparably low level of procurement, and we forecast an average of around 450 loco-hauled coaches per year will be ordered in Europe between 2005 and 2009. These orders are likely to focus on specific niches: double-deck stock for regional and main line operations, and premium inter-city stock. Competitive pressures from other modes are likely to drive further growth in the modernisation and refurbishment market. Double-deckers dominateIn the 2000-04 period, around two-thirds of new coaches purchased in Europe and North America were double-deck. Germany dominated the market in Western Europe, although large orders were also recorded in Spain, Switzerland and Belgium. In Germany, Switzerland, Belgium, Denmark and Finland, new loco-hauled stock is almost exclusively double-deck. Spain was the only country which purchased a high number of single-deck coaches, due to the delivery of new Talgo stock. Double-deck coaches for commuter rail operators also dominated the North American market.Over the past five years, Bombardier has been the dominant manufacturer in the Western European market, taking approximately two-thirds of all orders. In second place was Talgo, which had an 18% market share thanks to large deliveries in Finland and Spain. Deliveries to OSE, DB and ÖBB gave Siemens an 11% market share. Most of Alstom’s loco-hauled passenger business during 2000-04 was won through consortium projects awarded to Bombardier, notably in Switzerland and Belgium.Growing demand in the suburban, regional and short-distance inter-city markets is driving the increased procurement of double-deck coaches (Fig 2). Thanks to their higher seating capacity, such trains can carry up to 40% more passengers within the same length, avoiding expensive infrastructure works to extend platforms and remodel stations or add track capacity for extra services.Overall, the cost per seat of double-deckers is considerably lower than that for single-deck coaches. But individual operators base their purchasing decisions on reliability, availability, compatibility with specific needs and operating costs, as well as the initial capital cost.In investment terms, the procurement of single-deck stock only makes sense today where double-deck vehicles cannot be used for technical reasons. But other factors may also come into the equation – such as single-deck inter-city coaches offering more space for individual passengers or low-floor commuter stock providing generous free access for rapid boarding or alighting. Italian market will growWe anticipate that the Italian market will become increasingly significant in 2005-09. Trenitalia’s procurement programme includes 300 Vivalto double-deck commuter coaches, and the first of these have already been delivered. The Vivaltos are coming from the Corifer consortium, made up of Magliola, Fervet, Rail Services International and Officine Ferroviarie Veronesi, with bogies from Siemens Transportation Systems.A further 150 to 200 vehicles are scheduled for delivery in the medium term, and eventually Trenitalia expects to acquire a total of more than 900 double-deck coaches. The operator is also drawing up plans to replace more than 2000 older single-deck coaches with newer designs to enhance capacity.The German market will remain at a consistently high level due to the competitive structure now established. DB Regio has around 1900 double-deck coaches of the type built in Görlitz, which marks a significant change in the make-up of the commuter fleet, given that there were essentially no double-deck coaches in service in West Germany at the beginning of the 1990s. As well as DB AG, German private operators are increasingly active in the market. Bombardier has supplied 90 low-floor passenger coaches for Connex, which will enter service this month on the Marschbahn between Hamburg and Westerland. In Niedersachsen, the Land transport authority LNVG has purchased 106 new double-deck coaches from Görlitz for use by contract operator Metronom. At the end of May 2005 LNVG called down a second option from its original 2001 contract, which will see Bombardier deliver a further 78 double-deck coaches in 2006 and 2007. Loco-hauled inter-cityAustria remains an important market, thanks to ÖBB’s strategic decision in favour of loco-hauled trains for inter-city services, rather than fixed-formation trainsets. In June 2005 ÖBB invited bids for 20 push-pull inter-city sets, for operation at up to 230 km/h. Delivery of the 140 single-deck coaches and 20 driving trailers was originally expected to start in January 2006, but as yet no contract has been awarded.High speed trains have not yet ventured into Eastern Europe, and passenger services are still dominated by classic trains of loco-hauled coaches. The current trend is mainly to purchase small builds of high-quality inter-city coaches able to run at higher speeds on IC and EC routes, releasing older coaches to be refurbished for use on regional services.The poor financial situation of many railways in Eastern Europe, and low levels of state funding, mean that the current demand for new stock cannot be afforded. We believe that procurement of new vehicles will remain difficult, at least for the next five years. However, the potential for rail to drive economic development in the region has become the focus of increasing political debate. Inter-city services on trans-European corridors, above all else, could benefit from EU funding assistance.Despite a few high-profile orders, the ongoing substitution of loco-hauled stock by multiple-units means that the size of the European passenger coach market will continue to shrink. In Germany alone, DB’s loco-hauled fleet has already been cut by more than 25 %. We estimate that in Western Europe the loco-hauled fleet will contract by an average of 1% per year, which will reduce the fleet to around 40 000 coaches by the end of 2009. Stocks in Eastern Europe could fall by up to 10% over the same period. North American fleet expandsOn the other hand, the fleet of loco-hauled coaches in North America is expected to grow steadily. A fairly high volume of orders for regional passenger services is still to be expected in the future, although this will be somewhat lower than order levels in recent years.Several major operators, such as Metra in Chicago, have recently completed major procurement programmes. However, the average age of many commuter rail fleets remains high, which indicates that further new purchases will be required. In addition, the trend that has been driving more and more cities back to rail as an effective mode of urban transport is set to continue.During the 1990s, several new commuter rail networks were put into operation, and these are continuing to expand, as are several long-established networks. In addition, the next batch of new projects is coming to fruition. This bodes well for future orders. The focus will continue to be on double-deck coaches, as this is seen as the best way to maximise capacity at peak times without the need for major investment in the infrastructure. The biggest suppliers of loco-hauled coaches for the North American market are Alstom, Sumitomo, Bombardier and Kawasaki. In 2000-04, these four firms shared almost all the available business, with Alstom as market leader.Refurbishment sector is growing The high degree of operating flexibility and the long life expectancy of the traditional loco-hauled passenger coach provide a good basis for a growing second-hand market. In turn, this will lead to growth in the coach refurbishment market in the next few years. We anticipate that in 2005-09 approximately 1 250 coaches a year will be refurbished in the three market regions. The largest of these by far is Western Europe, which will account for approximately 850 vehicles per year. The financial constraints in Eastern Europe suggest that refurbishment will be much more significant than new build, running to an estimated 300 coaches a year.Refurbishment intervals are also becoming shorter (Fig 3). Whereas loco-hauled coaches would traditionally have undergone one engineering-led mid-life refit half-way through a 40 to 50 year life, market pressures mean that coaches have to be refurbished more frequently to maintain an ambience competitive with road and air travel.Today, only 8% of refurbishment work is carried out at intervals greater than 25 years. The majority of coaches are revamped at between 15 and 20 years, but it is indicative of future trends that 40% of operators are now refurbishing vehicles at intervals of less than 15 years. As passenger expectations rise, coupled with more intensive use of the smaller numbers of vehicles in traffic, we could start to see coaches being refurbished at even more frequent intervals. In some cases, 10-year intervals are being proposed for the future. Thus we believe that the demand for servicing and refurbishment services will continue to grow, despite the overall decrease in the size of the European loco-hauled fleet.Privatisation, deregulation and contracting out of operations are increasingly focusing train operators’ efforts on their core business. This means that servicing, maintenance and repair of rolling stock is being outsourced to external contractors. Many of the manufacturers are becoming heavily involved in this business, and some are developing or upgrading their own maintenance facilities. This development is particularly marked in the UK. One benefit of this approach is that experience gathered from working with older vehicles can be fed back directly into the design and development of new generations of rolling stock. The extent of refurbishment can also vary greatly, to meet the requirements of individual operators or vehicle owners. Thus it is only possible to give average values for the various regions. In Western Europe, the complete refurbishment of a passenger coach costs around €300 000 to €400 000. In Eastern Europe, the price ranges from €200 000 to €250 000. The work usually includes renovation or replacement of major subsystems and components. Seats or seat covers, and carpets or floor coverings, are replaced in almost every case. Structural improvements and pressure-sealing, plus rewiring and the introduction of radio and data transmission links can also be incorporated, but these are more commonly reasons cited for new procurement.In the future, we believe there is a growing potential for operators to outsource such areas as conversion, painting, repair of accident damage and reprofiling wheels. So the market volume for the maintenance companies can be expected to increase over the next few years.Apart from the major manufacturers, smaller companies operating within national markets and some of the workshops owned or spun-off by the bigger train operators have successfully entered the refurbishment and maintenance market. Between them, these enterprises have considerable experience, and the sector has enough capacity to offer high quality services in refurbishment at relatively low cost. Although Asian manufacturers have been able to break into the European market for multiple-units, we do not believe that there is the same potential in either new build or refurbishment in the loco-hauled sector.The Passenger Coach Market – Europe and North America was published by SCI Verkehr earlier this year.
YOKOHAMA – Turin Olympic gold medalist Shizuka Arakawa said Sunday she will turn professional to perform in ice shows, leaving the hectic world of international competition behind her in favor of her true calling.Olympic figure skating champion Shizuka Arakawa smiles during the pressconference Sunday at a Yokohama hotel. GET THE BEST OF THE JAPAN TIMES IN FIVE EASY PIECES WITH TAKE 5 “It will make me happy to skate in ice shows. I want to show people the greatness of skating. This is my dream,” Arakawa said at a news conference held at a Yokohama hotel.The 24-year-old Arakawa said she will not only perform in Japan but also in the United States, where many former Olympic and world champions appear in such ice shows as the Champions on Ice events.“By performing in ice shows, I would like to repay my debt of gratitude to the world of figure skating,” said Arakawa. “I’m glad that I can end my career feeling satisfied. I’m not leaving any regrets as I embark on a new road.”Arakawa became the third Japanese to win the world championship in 2004 and saved Japan from coming home empty-handed with her triumphant gold-winning performance in February at the Turin Games, where she became famous overnight for her trademark Inabauer maneuver.The Miyagi native started figure skating when she was five and was considered a child prodigy by the time she mastered a triple jump in her third year of elementary school.She won her national championship in the 1997-98 season when she finished 13th at the Nagano Games in her Olympic debut.After winning the gold in Turin, she sat out the world championships in Calgary, Alberta, in March citing her hectic schedule after the Turin Games and had also indicated that she planned to miss next season’s Grand Prix series.After winning the world title in 2004, Arakawa had planned to retire from competition but was persuaded by Japanese skating officials and people close to her to continue competing.Arakawa came ninth at the world championship the following year and determined to compete in the Winter Olympics for the first time in eight years as she did not want to end skating on a sour note.“I feel so excited, like an elementary school student starting first grade. I want to become the type of skater that can offer dreams and hopes to those skaters who have to cope with the bad conditions of rinks here in Japan,” Arakawa said.Her achievements as a competitive figure skater also included victories at the University Games and the Winter Asian Games — both in the 2002-03 season — and a runnerup finish in the Grand Prix Final the following winter.