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26.09.2011

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An All-Star defenseman in the AHL, Brent Severyn (left) later found that the only way to stay in the NHL was by using his fists.Sam Mircovich/Reuters Related Links

The deaths of three NHL enforcers — Derek Boogaard, Rick Rypien and Wade Belak — since may shed light on the issues and dangers that enforcers face on and off the ice. Brent Severyn, Belak’s teammate on the 1996-97 Colorado Avalanche, had a 328-game NHL career with six teams that began with the Quebec Nordiques in 1989 and ended in 1999 with the Stanley Cup champion Dallas Stars. now the owner of the Dallas-area business Severyn Sports, Severyn took time to tell SI.com’s Adrian Dater what it’s really like to fight for a living in the NHL.

The day I became a "goon" is pretty clear. In September 1996 — seven years into my NHL career, the same season that Wade Belak was turning pro and joining the Avalanche — I got a call from Colorado. "we need a fourth-line forward to protect our guys, are you interested?" After a 15- or 20-minute conversation, I decided I would give it a shot.

It was my dream to be playing in the NHL and I was willing to do anything to stay there. Being an enforcer was the toughest job I had to do. Protecting your teammates by fighting is a physical and mental battle waged daily with opponents and within your own head. the actual fight on the ice is not the worst part. It’s thinking about the fight. a mental vise grips you at training camp and doesn’t let go until the end of the season. Fighting permeates every aspect of your thoughts. a slow boil of fear is always under the surface of your life.

Fighting was not enjoyable, but it had always earned me respect and room on the ice. when I joined Colorado, I had been working to establish myself as a stay-at-home defenseman in the NHL. I was known as a guy who could handle himself, but I generally left the heavy lifting to my team’s enforcer. I didn’t know much about the forward position. Frankly, I did not have the stick-handling ability for it. I was excited to play on a team that had just won the Stanley Cup and had an outstanding chance to repeat, but I did not realize that my life as a hockey player and how I would be viewed for the rest of my career would be altered forever.

The challenge

Skilled players use the preseason to get their timing back, work the power play and get into game shape. Tough guys have to be on at all times, ready to handle every new young player who wants to take their jobs and livelihoods. Training camp may be the only time these kids can impress the people who make personnel decisions. In camp with Colorado, there were several tough guys ready to take my role. I was fortunate to have [veteran winger] Mike Keane as my mentor to guide me on positioning and puck management in my new position. what Mike could not prepare me for was the demands of being the enforcer. I was being asked to replace Chris Simon, a monster of a man, an intimidating presence on the ice. This weighed on me heavily during that camp.

I had to fight a couple of times and I sensed players on other teams would use me to make an impression on their coaches. I felt their eyes burning the back of my head during the warm-up skate before games. That was the time to get a read on a player. you learn quickly to pay attention to little things that might give you an edge in a fight: body language, skating ability and sweater-size were indicators of a pugilist who would test me. I always looked to see what hand he used to take off his helmet during the national anthems. if he held it with his left, he would most likely hold my shirt with that hand and punch with his right. if he held his helmet with the other hand, he was a dreaded lefty and would have to be dealt with another way. if you are not prepared for something like that, your fight will be short and humiliating.

An enforcer must also have a feel for how a game is unfolding and continually take stock of his team’s emotional state. Are the guys skating well? Do they seem up? if they need a wake-up call, you fight. if the other team has the emotional edge, you fight. the score also determines when you apply your trade. the minute the other team gets a two-goal lead, it’s time to dust off your knuckles as your coach may put you in to stop your opponents’ surge. up three or more goals, you get more ice time as you have to be out there to keep the peace.

Games from Hell Knowing you have to fight someone as tough as Georges Laraque is enough to keep you awake at night.Michael Mulvey/Reuters

Being an enforcer was exhausting emotionally. I was always mentally taking note of my upcoming dance card — the guy I had to fight next. I lay awake at night and tried to remember what he did in our last fight, his strengths and weaknesses, and how to protect myself. Joe Lozito, a friend, spent hours tracking fighters and putting them on video. if you wanted your fights or needed the "book" on a new guy, Joe was the guy to ask. now, the website, hockeyfights.com, is the library of fighter information.

A typical road trip scenario from my years as a fighter: I’m on a plane to Toronto. their enforcer is Tie Domi. He throws both hands and loves to chirp. Man, he’s so strong. if I release my grip too early, I’m done. I’ve got to throw for his chin as he has a very hard head. After Toronto, we play Ottawa and Dennis Vial: unpredictable, a big-time gamer. then it’s two games from hell. In St. Louis, Kelly Chase challenges anyone and will not tolerate anything out there. Tony Twist is big and strong with devastating punches that can cave your face in a second. After that, Detroit: Bob Probert (legendary tough guy with stamina, strength and power) and his sidekick Joey Kocur, whose right hand is the size of an anvil. Didn’t he break some guy’s helmet in two?

Sitting on the bench during those games, a sick feeling washed over me. my stomach churned with fear, anxiety and anticipation. I felt my teammates’ expectations as they looked at me. they knew I was going to stand up for them, and I had a sense of pride in my role and responsibility.

I’d go in cold, my legs and back a little sore from sitting most of the game. There were 20,000 people in the building, but only one had my attention. I might as well have left my stick and gloves on the bench. the joke around the dressing room was that tough guys don’t even see the puck. "you handle it like a manhole cover," my teammates joked. It’s true. Like a magnet, you are always drawn to your counterpart on the other team.

The burst

Once the gloves are off, the pressure, tension and mental energy explode in a huge release of violence. Your instincts and strategy take over. I fought so often that I could feel my adversary’s movement and tell you what hand he was throwing, I didn’t have to look. when your punch connects, you feel it in your hands and through your body. I also knew if I was throwing wildly. you sense when you are off-balance or your rhythm is wrong. Being unsettled in a fight usually portends danger. the first rule of the fight club is to never look down. if you do, you are open to a devastating uppercut. Sometimes when I really got tagged I would see a bright starburst in my head, almost like lightning. I thought I was soft and it was a sign of weakness until I interviewed Ultimate Fighting champion Matt Hughes years later and he said he felt the same thing when he was hit hard.

If I lost a fight, I felt terrible that I let the team down. Embarrassed and pissed off, I’d stew in the penalty box. I’d hear it from friends at home. my mom would call to make sure I was all right. But coaches, the other players, and management aren’t concerned that you just got your ass handed to you. It doesn’t matter that you have a broken nose and lacerations on you cheek. You’re expected to smile and like it. Your job is to keep everyone else up and it makes no difference if your hands are busted up so bad that you can’t hold a soda can.

If I really beat up a guy, I was happy I got away unscathed, but I felt bad. I knew he’d have to handle the same embarrassment and dirty looks from his coaches and teammates, and hear from fans about how he’d had his clock cleaned. I felt oddly emotional if my opponent had to be carted off because he was injured. we fight as part of our living, but we do not want to interrupt or ruin anyone’s career. It’s a crazy fraternity.

Conselyea Michael Cesarczyk The Bike Masters of Brooklyn Moto Sep 08, 2011 by Michael Cesarczyk

The folks at Brooklyn Moto know bikes. with locations on Conselyea Street and on N. 10th Street, the store’s four co-owners have spent most of their lives riding, repairing, storing and even building motorcycles from scratch. they also share a passion for educating customers about their vehicles.

“We let people be a part of it,” says co-owner and mechanic Christopher Henry. “I love teaching people and they love that. if you explain something in a normal way, they get pumped up and the feedback we’ve been getting is great.” Co-owner and fellow mechanic mark Mayzler agrees, “We’ll take the time to tell people how the bike’ll affect them. It’s only fair.”

Mayzler and Henry first met at a Ducati dealership in Soho, where Mayzler was working part-time as a shop boy. Henry came in as a customer and the two bonded over a love for Ducati bikes. Eventually both went to Wyo Tech in Daytona Beach, Florida where they received their Ducati certifications in 2007 and then returned to the dealership, where they were trained rigorously by the head mechanic, “Irish Mike”. “He put us through hell,” admits Mayzler. “But we became good mechanics as a result.” Mayzler and Henry enjoyed learning their craft at the dealership, but felt that its management only cared about sales, resulting in zero quality control. “It cost $100 to put your bike on the bench,” says Mayzler. “And the customers were fed lies by the service managers, who didn’t know anything.”

After a year at the dealership, Mayzler left and rented a small space to repair bikes at the Shop in Williamsburg, where he met Wilbur Meinen III, who rented space for his bike there. the two, along with fellow gearhead Chris Cragoe spent the winter of 2009 making plans for their own motorcycle shop. “We spent two months creating designs and looking for different places in the Greenpoint/Williamsburg community area because we’ve been operating here for so long,” says Meinen.

The trio finally opened the first Brooklyn Moto on Conselyea Street in May 2010. although its focus was on storage, it also had two workshops maintained by Mayzler and mechanic Tim Harney. four months later, the Soho dealership closed down and Henry joined the crew. An increase in demand for space and service led to opening the second shop. Enter Pierre Guzman, another old friend of Mark’s, who lived three houses from the first Brooklyn Moto. Not only was Guzman an avid biker, he was adept at storing motorcycles himself – keeping four in his basement.

The second Brooklyn Moto opened on N. 10th Street in May 2011. Along with a spacious garage that holds dozens of motorcycles, this location has a stylish store which sells helmets, tires and various apparel including vests, jackets, jeans and gloves. all the windows and doors are recycled and were bought from BuildingGreen. Meinen, who worked in high-end construction, was closely involved with designing the second site. “I wanted an asymmetrical design and a place that wouldn’t feel like a stock box. we wanted more of a rustic feel.”

Brooklyn Moto, however, offers far more than a sleek space for bikes. the keyword at this establishment is accommodation, a lesson Mayzler and Henry learned well from their early days at the Soho dealership. Brooklyn Moto keeps longer hours than other motorcycles shops in Williamsburg (Mondays-Saturdays: 10am – 10pm and 10am – 9pm on Sundays) and the N.10th Street location is the only shop to offer motorcycle parking, services, parts and apparel all at the same place. Moreover, customers who keep their bikes at Brooklyn Moto receive 10% discounts on parts and apparel and priority access for service. Prices are not bad, either. Storage costs $150 per bike per month. other shops around the city usually cost $175-$225. “We don’t think it’s fair to charge that much,” says Mayzler. Given the increasing number of motorcycle thefts city-wide, Brooklyn Moto and similar Williamsburg establishments –including MotoGrrl on Metropolitan Avenue and Works Engineering on N. 14th Street –are becoming a commodity for the growing motorcycle community in North Brooklyn. in fact, storage is almost like paying for insurance.

Brooklyn Moto also prides itself on maintaining a family atmosphere. Mayzler’s wife, Bessie is the shop’s service manager, bookkeeper and factotum. in short, she’s the glue that holds the business together. Whenever she’s not juggling customers and accounts, she can be seen taking care of little Myles Mayzler. Her attitude towards her job nicely sums up the philosophy of Brooklyn Moto. “It’s fun and challenging. everything can be learned and you learn something every day!”

Brooklyn Moto30 Conselyea Street215 N. 10th Street

In another time or another place it would have been a glorious homecoming. the farmer’s son returning to the motherland in his first state visit as head of a religion followed by more than a billion people.

In 2011, though, Pope Benedict XVI’s return to Germany on Thursday was greeted with a shrug by the majority of Berliners, a good number of whom were unlikely to be heading to church.

“He doesn’t mean anything to me, I’m Muslim,” said Ahmad Hamad, 18, in the shadows of a gargantuan poster of the pope hung from the Kreuzberg headquarters of the Bild newspaper.

In the German capital there are more than twice as many followers of Islam than Catholicism.

In the run-up to Benedict’s four-day visit there was talk of mass protests against the Vatican’s views on contraception, the role of women and homosexuality, and its mishandling of the sexual abuse scandal that shocked Germany last year.

But afternoon a much-advertised demonstration that had been expected to attract up to 20,000 protesters only managed to mobilise “several thousand” people at the capital’s Potsdamer Platz, police said.

Even the plenary chamber of the Bundestag, Germany’s parliament, was not full as the pope gave a state address asking politicians not to “sacrifice ethics for power”.

Ilse Aigner, the consumer affairs minister from the Catholic stronghold of Bavaria, made a special effort, donning a traditional dirndl for the occasion. but many seats remained empty, as an estimated 100 parliamentarians, from the Left, Green and Social Democratic opposition parties, boycotted the speech. they felt the pope’s address violated Germany’s constitution, which demands separation between church and state.

Gregor Gysi, chairman of the Left party faction in parliament, attended only reluctantly, saying afterward that “now we must let a dignitary from another religion speak [in the Bundestag] every year”.

The pope, who was named Joseph Ratzinger at his birth in Marktl, Bavaria, in 1927, was famously a member of the Hitler Youth, in common with most young people at that time. Speaking in the historic Reichstag building, which was torched in 1933 in an incident used by the Nazis to strengthen their grip on power, he referred to Germany’s terrible past.

Germans knew from experience what happened when power was corrupted, he said, describing the Nazis as a “highly organised band of robbers, capable of threatening the whole world and driving it to the edge of the abyss”.

But he said that even under Nazi dictatorship, resistance movements stuck to their beliefs, at great risk, “thereby doing a great service to justice and to humanity as a whole”.

In a meeting earlier in the day with representatives of Berlin’s 15,000-strong Jewish community, Benedict talked at length about “the annihilation of our Jewish fellow citizens in Europe”.

He said: “The supposedly almighty Adolf Hitler was a pagan idol, who wanted to take the place of the biblical god, the creator and father of all men … What man is capable of when he rejects god, and what the face of a people can look like when it denies this god, the terrible images of the concentration camps … showed.”

The shadow of Germany’s darkest hour loomed over Thursday’s mass in Berlin’s monolithic Olympic stadium, built by the Nazis to host the 1936 games. Beer and sausages were on sale to keep the faithful fortified as they waited for the pontiff. About 70,000 people cheered as he trundled around the athletics track in his popemobile, marked on all sides by sharp-suited bodyguards, and paused to plant a kiss on the forehead of a wailing baby.

Earlier, the pope had been presented with artwork from the archdiocese of Berlin incorporating a window from the stairwell of Plözensee jail in the north of the city, where 2,891 prisoners were sent to the gallows or the guillotine between 1934 and 1945.

Benedict’s first stop on his whistlestop tour of the capital was at Bellevue Palace, the official residence of Germany’s president, Christian Wulff. It had the potential to be awkward; though Wulff is Catholic he is divorced and has remarried.

After praising the role played by the church in supporting German reunification more than 20 years ago, Wulff lamented that his marital status meant that he was not allowed to accept communion.

“Many ask themselves how mercifully [the Catholic church] treats people who have suffered break-ups in their own lives,” said the president.

Wulff also warned the 84-year-old pontiff that his native Germany was a place “where the Christian belief is no longer a foregone conclusion, and a country in which the church must redefine its place in a pluralistic society”.

The remarks were a reminder about the 181,000 Germans who had left the Catholic church last year.

The papal party travels to the eastern city of Erfurt on Friday, followed by Freiburg at the weekend. Benedict has made two official visits to Germany since being elected pope in 2005, but this is the first state visit.

Thanks to its Bard, Stratford-upon-Avon is one of the UK’s greatest tourist attractions and yet, until relatively recently, it had few direct rail services from the capital and only a slow hourly stopping service connecting it with Birmingham. the line south from the town was severed in 1977. since privatisation, Chiltern Railways has done its best to improve things with a London service that has gradually improved. It’s fair to say that this company has been one of the most progressive TOCs, investing significant amounts of money to improve infrastructure as well as trains and stations.

All the same, this has done relatively little for Stratford until now. the North Warwickshire Line has been the main rail link, coming from the junction at Tyseley on the route from Birmingham Snow Hill/Moor Street to Leamington Spa and Banbury. Stopping trains have relied upon archaic signalling for much of its length and two-thirds of them have turned back at Shirley, reflecting the fact that the line was mainly seen as a servant of Birmingham’s commuters.

A couple of years ago, Network Rail undertook a major project covering the Leamington Spa corridor from which the Tyseley-Shirley section of the North Warwickshire Line benefited. the area around Stratford was resignalled in the Nineties with track circuits and colour lights. That aside, the route has depended upon Victorian absolute block signalling controlled from boxes at Shirley, Henley-in-Arden and Bearley. A similar box at Stratford was removed during the work 15 years ago. since then that area has been controlled by route relay interlocking (RRI) from Bearley.

The signal box at Henley-in-Arden is demolished

Tackling the constraints

Linking the route with the Birmingham-Leamington line is effectively a long chord along which today’s London-Stratford services run. Coming from Marylebone, they travel up through Banbury and Leamington before turning west onto the chord at Hatton Junction. They join the North Warwickshire Line at Bearley Junction before heading south into Stratford. as well as being somewhat convoluted, this journey was further extended by the condition of the infrastructure. Network Rail sorted out Hatton Junction when it resignalled the Leamington corridor but Bearley Junction was still rather dated in track and signalling terms. it was a double junction incorporating old bullhead switch diamonds – a track form guaranteed to challenge modern maintainers. A ‘condition of track’ speed restriction of 20mph had been in place for some time, further reducing a PSR of 35mph.

The good news is that things are changing fast. the latest stage of the resignalling and remodelling plans is tackling these remaining constraints. I visited the project office to meet three members of Network Rail’s project team and find out what’s happening. Helen Guest is Senior Project Engineer for the resignalling whilst Russell Cordingley is Designated Project Engineer, Shirley-Stratford Resignalling. Helen has been involved here for about four years; Russell though was recruited as recently as November 2008 through the ‘conversion engineer’ programme and is pleased to be delivering such a significant project so soon after joining the industry. these two took a good part of their day at a very busy time to describe the work to me. They were joined by Jim Davies, Track Project Manager for the scheme.

Step change

The whole route from Shirley to Stratford-upon-Avon, together with the Bearley- Claverdon section of the line to Hatton, is being resignalled and remodelled. one step sees the absolute block signalling replaced by the use of axle counters, with the old semaphores giving way to LED colour light signals – 26 of which are being installed. at the same time, the previously resignalled area at Stratford has been further modernised by changing the six signal heads involved for LED versions. here, track circuit block is retained.

Control of this whole area has been transferred to the West Midlands Signalling Centre (WMSC) at Saltley, using a WestCAD/Invensys VDU system linking the new infrastructure into an existing workstation. nine user-worked level crossings are affected and control of these has also been transferred. the Stratford area RRI has been brought into the same workstation via a TDM system. as a result of this centralised control, the three existing signal boxes have been removed. Telecoms rely on Network Rail’s FTN system and radio telephony uses the IVRS system (with NRN back-up) pending the eventual arrival of GSM-R. A booster has recently been fitted to overcome poor reception in the Bearley-Stratford section.

Benefit flow

The major changes at Bearley necessitated a significant blockade. as the Birmingham line carries many students on weekdays during term time, it was decided that this closure must coincide with a school holiday period. October half-term week – between Saturday 23rd and Sunday 31st October – was chosen, with the line blocked between Shirley and Stratford. the project office at Danzey Station was conveniently located in the middle of this area. Passengers could enjoy the autumnal splendour of Warwickshire as they rode the replacement buses.

The blockade saw the remodelling of Bearley Junction which now consists of a single lead connection to the Hatton line, with a facing crossover between the two tracks of the North Warwickshire. eight existing S&C units have been reduced to just three. Turnout speed has increased to 50mph, bringing big improvements for London services. the new and less complex layout should also mean improved reliability and reduced maintenance costs. further benefits will flow from the relaying of 800m of plain line towards Hatton. the nine-day blockade permitted the installation and commissioning of the track work as well as testing of the new signalling, culminating in a 54-hour ‘wheels free’ period to commission it.

All these changes have necessitated improved electrical power supplies. the existing supply at Bearley has had to be upgraded whilst an entirely new one has been installed at Earlswood.

Changes further afield

Many additional benefits are being provided by the project. at Stratford Station, the old layout meant that services to/from Birmingham could only directly access Platform 1. A new crossover has been provided that allows these trains to also use the other two platforms.

Centro, the West Midlands Integrated Transport Authority, has been experiencing difficulties with road congestion and parking at Shirley where, because of the track layout, two out of the three hourly services from Birmingham have turned back, with only one per hour continuing to Stratford. but the built-up area around the station has limited expansion of the car park and improvements to the local road layout. as a result, Centro wanted to extend services to Whitlocks End, the next station towards Stratford, where there was room for proper ‘park and ride’ facilities. the project has addressed this by providing a new crossover there whilst removing the one at Shirley and the down sidings.

Further Centro aspirations include an eventual move to six-car trains. This will require platform extensions but the project has taken account of this by designing the new infrastructure accordingly.

Other works have delivered improvements or tidied up old and unwanted infrastructure. the S&C at Henley-in-Arden, which was no longer used, has been removed. at Stratford, advantage was taken of the blockade and the presence of Kirow rail cranes for the S&C works to renew the longitudinal timbers on two underbridges, improving the track alignment as well as renewing the assets.

S&C innovation

Invensys has been principal contractor for the signalling scheme, with Babcock Rail performing the equivalent role for the track works. Signalling design up to the point of approval in principle was undertaken in-house by Network Rail’s own team. P-way design was carried out by URS/Scott Wilson. the project began in 2006 with the GRIP Stage 2 and the start of the design work. its anticipated final cost is £23 million, of which about £15 million will have been spent on the resignalling works.

The tilting wagons used for the S&C installation

Track engineers will note the innovative installation methods employed during the project. the Whitlocks End crossover was the UK’s first version 3.0.2 Level 7 modular S&C installation. it involved formation renewal, with the crossover units delivered using tilting wagons and lifted into place by rail-mounted Kirow cranes. through bearers have to be halved to fit the loading gauge when on the wagons so bearer ties were used to permanently connect the two parts during site assembly. Installation was carried out over four consecutive nights – one for each line’s formation work and another for each line’s S&C.

Level 7 means that signalling for the new S&C was not connected at the same time as the track laying – it was instead installed, tested and commissioned separately, with the S&C clipped out of use. Level 8 installations will be ‘plug and play’, with the signalling commissioned at the same time as the track works.

The same approach was adopted for the Bearley crossover but at Stratford the radius of the main line was such that the switch assemblies could not be fitted on the tilting wagons within loading gauge and had to be built up on site alongside the line. the wagons were however used to deliver the remainder of the S&C.

Job well done

Jim was extremely complimentary about the team that worked on the project, particularly the way people had cooperated to deal with problems and delays when they arose. as well as his Network Rail colleagues, he made particular mention of the teams from Invensys, Babcock Rail, DB Schenker and their various suppliers, as well as Network Rail’s Infrastructure Group Control at Milton Keynes. Jim told me that one of his team’s maxims is “We will work together to make things happen”. it sounds as if they do!

The work was commissioned on budget and the route returned to service at 0220hrs on Monday 1st November, two hours ahead of schedule.

Related articles:

1. Final work dates announced for London Overground upgrade
2. Government safeguards key rail projects
3. Airdale-Bathgate project nears completion

The original manuals have been misplaced and the supplier has shown inability to make copies available. The machines are lathes, milling, shaper etc.

The Japanese industrial gas conglomerate, Taiyo Nippon Sanso Corporation has publicised its first quarter fiscal results for 2012.

An analysis of the results reveals a slight overall decline in sales, operating and net income. TNSC summarised the situation, blaming appreciated yen as well as economic damage experienced in the wake of the Japanese Earthquake during March 2011.

The corporation remarked, “during the first quarter of the fiscal year under review, China and other emerging markets maintained high growth rates despite the slowness of economic recovery in the United States and the sovereign debt crisis in Europe.”

“meanwhile, in Japan, there were signs of resurgent domestic consumer demand,” added TNSC. “However, the highly appreciated yen combined with direct economic damage from the great East Japan Earthquake of March 2011 and subsequent fears of power shortages, cast a shadow over economic prospects.”

First quarter sales on a consolidated basis declined 0.6% year-on-year to ¥116,268m, meanwhile operating income declined still further, by 17.9% to ¥7,637m, while ordinary income dropped 13.8% to ¥8,086m. Net income for the quarter fell 36.8% year-on-year to ¥3,325m.

Sales of oxygen, nitrogen and argon were all down year-on-year. according to TNSC this was largely due to effects of the earthquake disaster on core customer industries in Japan; steel and chemicals. despite this, the group reported increased sales of cutting and welding equipment, although sales of ASU’s were described as ‘down significantly’ due to a drop-off in major construction projects.

Encouragingly, overseas sales rose over the yearly period thanks to gains from mergers and acquisitions in the prior year in North America. Consequently, this sector saw a 2.9% increase on Industrial Gases Business sales to ¥72,521m and operating income dropped 11.8% to ¥5,235m.

I want to separate excel files in my folders by giving them other colours than the automatic, black one.

does it possible??? If yes I want to know how.

Download some themes for your Operating system. I t will work.

Ok need to run a Mig welder in my garage. it will be about 100 feet away. it is 220 volt, what gauge and Amps needed?
Guessing 30 amp, 8 gauge wire.

That'll be fine- 50 amp fuse will work ok

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