Category: hvaoqletfkjp

Gus the Dog on new ‘sibling,’ passive-aggressive battle with Dale Jr.

first_imgSO MUCH TO PROCESS. Feliz Navidad, y’all. First off I must apologize for the delay between blogs. As my owner’s retirement neared, it became my self-assigned duty to steal all of the retirement gifts he was bringing home and bury them in the backyard and that became quite the time suck. Amy buries most of the crap he hoards from eBay just east of the treehouse, so I had to stick most of the items in the car graveyard. The tricorn hat from Loudon? I dropped that over on Blaney’s porch. With his hair and facial hair he’s halfway to looking like Jack Sparrow anyways. The only thing I didn’t bury is the musket he received from the “Magic Mile.” I talked with some of the deer that roam the property and we all agreed it would be hilarious if Dale actually tried to hunt with that thing. The way we see it, if Dale were to miss with the first shot, the deer would have time to point and laugh at his terrible aim then saunter out of range while he got all frustrated during the five-minute re-loading process.I saw he received a few animals as gifts and got all nervous, but turns out they were all service animals, which is a nice gesture. I mean look at this one. Weirdest-looking dog I have ever seen.  And before I forget, I want to congratulate the fellow whose bus I took a dump in a couple years ago on winning that giant trophy. I think his name is Martin. His dog’s name is Boden and tell you what, that dog has an ego now. Whatever. As Kyle Busch said, sometimes you just don’t like a dog. But there’s a lot of downside I never realized. For instance, whenever we’re binge-watching “Say Yes To The Dress,” we engage in this passive-aggressive battle where we try to claim more couch space. Dude is encroaching on the couch ass groove that I have spent YEARS developing. It’s my own little divot. I’m like NUH-UH, GINGER INTERLOPER – KNOW YOUR LIMITS. I swear he walks around here like he practically owns the place. They sure are gonna be awesome parents. They’ll make sure she’s well-raised, gets good grades, and knows that popularity isn’t the most important thing. At which point she might gesture at Dale’s 643 Most Popular Driver awards on the mantel and Dale’s gonna have to be like “Never mind them.” OHHHHHHHHHHH hold on – wait, I just figured it out. We’re getting a new small human! As in they’re having a baby – AJ Allmendinger isn’t moving in or anything. Oh MAN, that’ll be crazy. Imagine when she’s born. Everyone’s gonna gather outside the hospital and Dale’s gonna have to go on the roof and hold her up like Simba. The other huge news is that apparently we are gaining a “new addition to the family” as Dale and Amy call it. This is vague. I dunno if this means they’re gonna be tossing another wrecked car chassis on our property that I then have to whiz upon because territory is territory – BACK OFF, JUNEBUG. Or maybe this means that Steve guy finally accepted Dale’s friend request. I don’t know. But it was a very emotional time for all of us. I sobbed many dog tears. It was such a long, sad goodbye. Why couldn’t Dale have saved us the emotional breakdowns and just not shown up to work like that Carl Edwards guy did? OK … wow, I got so much to process right now. Gonna save it for another blog. OH man, imagine what great parents they’ll be. There’ll be a lot of us here ­– house will be packed pretty tight. Not Dale-in-bike-shorts tight. But tight. Plus, in my opinion, he’s enjoying the fruits of retirement a little TOO much. He used to be presentable. Now he walks around here looking like he just woke up on some stranger’s front lawn. Even Blaney’s like “Dude, groom your damn self.” And to our neighbors, I am terribly sorry ­– rest assured that Amy and I are doing everything in our power to get him to actually wear something under his bathrobe when he goes out to get the mail at 3 p.m. Please do not call the police until we can get this resolved. So, a lot has happened since I last blogged. First and foremost, my owner is now officially retired from full-time racing in the Monster Energy Series. It’s kinda good and kinda bad. I have gotten significantly more head scratches than usual, which I place in the “good” column. Plus, whenever I’m hanging with him and Amy and I let a scented scream out of the ol’ leather cheerio, I can blame it on him. Two can play that game, humans. – Guslast_img read more

Read More

Barack Obama Shares Best-Of-2019 Playlist Including The Black Keys, Maggie Rogers, More [Listen]

first_imgFormer President Barack Obama has once-again shared a playlist of his favorite songs from the past year in music.Related: Barack Obama Honors Jay Z With Songwriters Hall Of Fame Induction Speech [Watch]The somewhat-eclectic playlist from the 44th President of the United States features a mix of rising hip-hop stars like Lil Nas X and KAYTRANADA; American icons like Bruce Springsteen and Beyoncé; alternative chart-toppers The Black Keys; female trendsetters Maggie Rogers and Lizzo, and many more. Obama shared his playlist via Instagram and attached the following statement, “[f]rom hip-hop to country to The Boss, here are my songs of the year. If you’re looking for something to keep you company on a long drive or help you turn up a workout, I hope there’s a track or two in here that does the trick.”Some of the tracks on this playlist also appeared on Obama’s summer playlist, which also included Beyoncé’s “Mood 4 Eva”, Lil Nas X and Billy Ray Cyrus‘ “Old Town Road (Remix)”, Maggie Rogers’ “Burning”, Lizzo’s “Juice”, The Black Keys’ “Go”, and Rosalía‘s “Con Altura”.Check out Barack Obama’s complete “Songs of the Year” playlist below.Barack Obama – “Barack Obama’s Songs of the Year”The playlist comes in a series of posts detailing Obama’s favorite media of 2019, including his favorite movies and books.last_img read more

Read More

Vermont officials pave way for transportation funding discussion

first_imgWith the Highway Trust Fund projected to become insolvent this year, the National Lieutenant Governors Association unanimously passed a bipartisan resolution, cosponsored by Lieutenant Governor Phil Scott (R-Vermont) and Lieutenant Governor Ralph Northam (D-VA), calling on Congress to “develop a shared, long term vision for surface transportation.”  “Secretary Brian Searles and Congressman Peter Welch were instrumental in bringing this matter to the attention of the Vermont House and Senate Transportation Committees, which prompted the resolution,” Scott said. “In addition, Congressman Welch continues to lead roundtable discussions and meetings with key transportation leaders from both parties to bring attention to the issue and develop strategies for the future.” Friday’s vote followed a Thursday panel discussion moderated by Scott at the NLGA Federal-State Relations Meeting in Washington, DC, entitled: “How Will States Fund Road Projects – Starting this Summer?” Since federal law says the Highway Trust Fund cannot run a negative balance, it’s reported that the US Department of Transportation will likely begin taking special actions this summer, including substantially delaying payments to states or paying a significantly reduced share. “I commend Lieutenant Governor Scott and other lieutenant governors from around the country for this resolution urging Congress to act on federal transportation funding,” Vermont Transportation Secretary Brian Searles said. “Without adequate funding the deterioration of our roads, bridges and other systems will affect every Vermonter’s quality of life and have a negative impact on safety, tourism and business in general.” Testimony offered by the American Association of State Highway and Transportation Officials indicates that unless Congress either increases Highway Trust Fund revenues or provides additional General Fund support, states won’t be able to commit virtually any new federal funds to surface transportation projects starting next fiscal year. This could result in states delaying much-needed projects this coming construction season due to the long term funding needs of larger, ongoing projects. “Renewing federal transportation programs is about more than paving roads and filling potholes. A robust transportation sector is essential to the success of American businesses and to rebuilding the middle class,” U.S. Rep. Peter Welch (D-Vermont) said. “I commend Lt. Governor Scott’s efforts and believe that Congress needs to put aside bipartisan posturing and work together, the way we do in Vermont, to find a long term solution to surface transportation funding.” Congressman Welch is hosting a transportation roundtable at 10 am today, Monday, March 24, at the Vermont Energy Investment Corporation offices, 128 Lakeside Ave., Burlington. Participants include Scott, Secretary Searles, chairs of the Vermont Senate and House transportation committees, and other statewide transportation leaders. The discussion will focus on public transportation and Vermont’s priorities around alternative transportation.last_img read more

Read More

State title game features familiar scene, opponent for SM East football coach Dustin Delaney

first_imgCoach Dustin Delaney told his team that he “couldn’t be more excited” to face Hutchinson, where he served as offensive coordinator from 2006-2009, after their substate win Friday.When SM East meets the Hutchinson Salt Hawks in the Kansas football championship Saturday, head coach Dustin Delaney will be standing on familiar turf and facing a foe he knows all-too-well.This year’s 6A title game will be played at Welch Stadium at Emporia State University, where Delaney started as a linebacker in his college days playing for the Hornets. And the Lancers’ opponent will be the team where Delaney first started making waves as a coach, the Hutchinson Salt Hawks.Delaney was the Salt Hawks’ offensive coordinator from 2006 to 2009, a stretch during which they won four consecutive state titles, twice in 6A and twice in 5A.But the Salt Hawks string of success didn’t begin or end with Delaney. They are by measures the most successful high school football program in the state over the past decade, with seven state titles. They missed the title game in 2010, but won the 5A championship in 2011, and lost in the 6A championship in 2012 to SM West.Last season, legendary head coach Randy Dreiling’s 17th and final with Hutchinson before he accepted the coaching job at St. Thomas Aquinas, the Salt Hawks had a middling year, going 5-4. And their 2014 season got off to a slow start under new coach Ryan Cornelian, who took over after five years of leading the Hays football program. Hutchinson lost four of its first six games this year, needing an overtime against Maize to secure a win in week five. But starting with a 62-14 romp over Garden City Oct. 17, the Salt Hawks have been on a tear, winning six straight games over a stretch where they’ve averaged nearly 48 points. Last week, they beat Lawrence Free State 42-14 on Free State’s field in substate. If that score sounds familiar, it’s because SM East beat Lawrence Free State at Free State by the same score Oct. 3.“We’re ecstatic to face those guys,” said Delaney of the matchup against Hutchinson. “Quality program. They’ve got a great team and we’re looking forward to the challenge.”last_img read more

Read More

New study: Leading cause of blindness could be prevented or delayed

first_imgIn a major scientific breakthrough, a drug used to treat Parkinson’s and related diseases may be able to delay or prevent macular degeneration, the most common form of blindness among older Americans.The findings, published in the American Journal of Medicine, are a groundbreaking effort in the fight against age-related macular degeneration (AMD), which affects as many as 11 million Americans. AMD hinders central vision, and even when it does not lead to blindness it can severely reduce the ability to read, drive, and recognize faces.In the study, supported in part by BrightFocus Foundation, researchers discovered a biological connection between darker pigmented eyes, which are known to be resistant to AMD, and increased levels of a chemical called L-DOPA in those eyes. Since L-DOPA is frequently prescribed for Parkinson’s patients, the researchers wanted to know whether patients who received the drug L-DOPA as treatment for Parkinson’s or other diseases were protected from AMD. By combing through massive databases of medical chart data, they reported that patients receiving L-DOPA were significantly less likely to get AMD, and when they did, its onset was significantly delayed. Email Share on Twitter Share on Facebook Sharecenter_img Pinterest LinkedIn “Rather than looking at what might cause AMD, we instead wondered why certain people are protected from AMD. This approach had never been done before,” says senior author Brian McKay of the University of Arizona.The research findings are based off an analysis of the medical records of 37,000 patients at the Marshfield Clinic in Wisconsin. Because the average age of those given L-DOPA is 67, while the average age of AMD diagnosis is 71, scientists were able to effectively track patterns. These major findings were then confirmed by reviewing a data set of 87 million patients. In this large scale data set, L-DOPA also delayed or prevented AMD from progressing to its “wet” form, the most devastating form of the disease.“This exciting breakthrough shows the power of scientific discovery to give hope to millions of people across the nation and the world. Their methodology is a reminder that ‘big data’ is not a buzzword – it is a bold and innovative new approach to science,” said BrightFocus president and CEO Stacy Pagos Haller.The next steps for the team of scientists is to launch a clinical trial to further test the ability of this drug to prevent AMD. The title of their research paper is “Mining Retrospective Data for Virtual Prospective Drug Repurposing: L-DOPA and Age-related Macular Degeneration.”last_img read more

Read More

Honeywell Names Alexandre Ismail President and CEO of Honeywell Transportation Systems

first_imgMORRIS TOWNSHIP, N.J. — Honeywell has announced that Alexandre Ismail has been named president and CEO of its $4.6 billion Transportation Systems (TS) business, effective immediately. AdvertisementClick Here to Read MoreAdvertisement Ismail, 44, succeeds Adriane Brown, who will move into a newly created role as senior vice president energy strategy. She will be responsible for developing and coordinating energy policy and marketplace strategies across all Honeywell’s businesses and functions. Both Ismail and Brown will report to Honeywell’s Chairman and CEO Dave Cote. “We continue to build depth and strengthen our management team with leaders that have industry, technical, and business expertise,” said Cote. “We’re counting on both Adriane and Alex to continue to make significant contributions to the long-term success of the company.” “Alex is a veteran of the transportation industry,” continued Cote. “He joined Honeywell Turbo Technologies in 1999, and was appointed president, Global Passenger Vehicles in 2006. Alex has helped manage the business during periods of tremendous growth, positioning Honeywell as the world’s leading manufacturer of turbochargers. He will continue to drive growth of turbochargers globally, while improving their adoption in the United States, where turbochargers are found only on 5 percent of light vehicles compared to 51 percent in Europe. “Alex’s experience will best guide the business through this challenging period and position the entire TS business — Turbo Technologies, Consumer Products Group and Friction Materials — for improved and sustained performance over the long-term,” said Cote. Advertisement Ismail was previously president of Honeywell Turbo Technologies, a position he has held since November 2008 when the business combined its passenger and commercial vehicle divisions into a single global structure. He has also served Honeywell Turbo Technologies as worldwide director, marketing and business development; vice president EMEA, sales and customer management; and vice president and general manager for EMEA and India. Ismail also spent several years in Honeywell’s aerospace businesses where he held senior marketing and strategic planning positions. He holds a B.A. in finance from the University of Dauphine (France), and an MBA from the HEC School of Management in France. He is a certified Six Sigma Black Belt. “Adriane has made many terrific contributions to TS since 2005, even as the automotive industry faced one of the most challenging periods in its history,” said Cote. “With 50 percent of Honeywell’s product portfolio delivering energy efficiency benefits, we’re excited for Adriane to lead a Honeywell-wide initiative to expand our opportunities in this exciting and fast growing segment of the global economy.” As Senior Vice President Energy Strategy, Brown will ensure alignment and coordination of Honeywell’s energy efficiency activities across the company’s entire business portfolio. She will also help to identify and promote new opportunities that can be leveraged across the businesses or in new markets and product areas.last_img read more

Read More

Air Products increases prices

first_imgGet instant access to must-read content today!To access hundreds of features, subscribe today! At a time when the world is forced to go digital more than ever before just to stay connected, discover the in-depth content our subscribers receive every month by subscribing to gasworld.Don’t just stay connected, stay at the forefront – join gasworld and become a subscriber to access all of our must-read content online from just $270. Subscribelast_img

Read More

WITT OXYBABY® 6.0 now with MicroSD

first_imgGet instant access to must-read content today!To access hundreds of features, subscribe today! At a time when the world is forced to go digital more than ever before just to stay connected, discover the in-depth content our subscribers receive every month by subscribing to gasworld.Don’t just stay connected, stay at the forefront – join gasworld and become a subscriber to access all of our must-read content online from just $270. Subscribelast_img

Read More

Air cargo industry warned over leadership crisis

first_imgThe project focuses on identifying educational needs for the next generation of managers in the worldwide cargo industry. The task force compiled a comprehensive educational matrix identifying existing courses and areas of deficiency.The task force concludes that managers must not only possess basic skills and detailed operational knowledge, but also further skills, including leadership, team building, and market and financial analysis techniques. While numerous training programmes are available to teach the fundamentals, the number of air cargo-focused programmes that teach these higher level skills is limited.The report stresses that without access to such programmes, the air cargo industry faces the difficulty of attracting and equipping qualified talent to lead the industry in the future, as well as the risk of losing rising managers to other sectors of the logistics industry, or other industries altogether – situations that would put the industry at a competitive leadership disadvantage.In light of the results of the report, a series of next steps will be established, including the creation of focused courses as part of a comprehensive programme addressing the needs of the next generation of worldwide air cargo industry managers and leaders.The full report can be viewed here.  www.fiata.comwww.iata.orgwww.tiaca.orglast_img read more

Read More

Premium rail and suspension changes could cut rolling contact fatigue

first_imgINTRO: Two methods of achieving economic benefits in the management of rolling contact fatigue were examined in studies carried out by TTCI for the UK railway industry during 2005. Both the use of premium rail steels and changes to vehicle suspensions have the potential to deliver cost savingsBYLINE: Steve Clark, Curt Urban, and Firdausi Irani*BYLINE: * Steve Clark and Curt Urban are Principal Engineers at TTCI. Firdausi Irani is Managing Director of TTCI (UK)LtdAMONG Network Rail’s objectives are commitments to deliver cost-effective services to the passenger and freight operating companies who are its customers. Since its inception in October 2002, Network Rail has consistently sought to drive down costs on its 16116 route-km network, and further economic and financial benefits are in prospect.One area where this may be possible is in the management of rolling contact fatigue. Among potential improvements are the use of premium rail steels that resist RCF crack initiation and the modification of rolling stock suspensions to reduce primary yaw stiffness. Studies into both areas were conducted during 2005 for the Vehicle/Track System Interface Committee (V/T SIC), producing interesting results. The studies were funded and managed by Network Rail and the Rail Safety & Standards Board (RSSB).Premium rail steelsIt was assumed that premium rail steels – defined for this study as head-hardened and mill heat-treated steels with hardness values generally around 350 Brinell or higher – would have the greatest potential value on the busiest, fastest, and more maintenance-intensive lines. Sections of track were therefore studied on the East Coast Main Line, the West Coast Main Line, and the main line from London to Brighton. If premium rail steels could not demonstrate value on these routes, then they would be unlikely to show benefits on less busy lines requiring lower levels of maintenance.Based on the data collected and given the assumptions used, the study concluded that use of premium rail steels has potentially significant long-term economic benefits. It was assumed that benefits would be generated by premium rail steels offering longer service life thanks to lower wear, reduced rail grinding requirements and improved surface fatigue durability.Fig 1 presents the potential steady-state, per-km benefits estimated from using premium rail steels on curves of 1800m radius and less, and indicates the estimated benefit of premium rail steels with lives of 1·5, 2·0 and 2·5 times standard rail life. The values presented are uniform annual benefits over a five-year period and pertain to replacing only the rail affected by RCF – this is usually the high rail.There is some incremental benefit from reducing the grinding frequency, but the main economic benefit from using premium rail steels is in deferring rail replacement. However, the benefit does not appear until the rail requires replacement.Table I presents the estimated average wear and RCF life for rails on the East Coast Main Line, based on current average rail life in Equivalent Million Gross Tonnes. This shows that it would be 16 years or more before the rail replacement benefits were received. Therefore, if an infrastructure owner is substituting higher cost premium rails for standard rails that already have long lives, the replacement benefits from the premium rail will not be realised until far into the future. For an infrastructure owner required to make economic decisions on five to 10-year time horizons, the increased cost of premium rail steels would not be recouped that quickly.The same analysis was carried out on two curves on the West Coast Main Line near Weedon and Wolverton. The rail on these curves has suffered from chronic RCF and has recently required replacement after only two to three years in service. In this case, the benefits from premium rail steels would be realised quickly.Fig 2 presents the estimated benefits from the Weedon curve, where approximately 65% of the curve suffered RCF. Fig 3 presents the estimated disbenefits from Wolverton, where only about 35% of the curve was affected by RCF.The results for these curves are very different because when rail is replaced, it is not good practice to mix premium rail steels with standard rail steels. Consequently, when premium rail is substituted for standard rail, the entire curve must be replaced. When replacing standard rails, only the affected parts of the curve need replacing, so reducing the total amount of replacement rail.Fig 4 shows a five-year break-even sensitivity for these two curves based on premium rail steel having twice the life of standard rail steel. On both, the break-even point is reached when the proportion of RCF-affected rail is around 60%. In other words, unless at least 60% of the curve suffers from RCF, then no economic benefit accrues from using premium rail steels.Reducing yaw stiffnessWork was also conducted to develop a methodology and perform a preliminary cost-benefit analysis of the effects of changing primary yaw stiffness on vehicles operating on Network Rail infrastructure.Vehicle curving theory suggests that primary yaw stiffness has a direct relationship with the incidence and severity of rolling contact fatigue and wear on wheels and rails. In this analysis, changes in this damage mechanism were estimated based on wear index values calculated for different primary yaw stiffness values. The wear index (also known as T-gamma) is a measure of the energy being expended at the wheel-rail contact patch. This energy is converted to any one of, or a combination of, heat, noise, surface fatigue, and wear, in both the wheels and the rails.The objectives were to determine if savings could be achieved in the cost of vehicle and track by reducing the primary yaw stiffness of suspension systems and to quantify the estimated benefits from a stakeholder perspective, and to determine a break-even cost for modifying vehicle suspensions.The study indicated that increasing primary yaw stiffness can increase stakeholder costs, while reducing primary yaw stiffness can generate stakeholder benefits. Furthermore, the analysis suggested that the allocation of benefits and costs falls differently across the vehicle-track system interface, and the allocation of costs and benefits will be specific to route and fleet.To illustrate the methodology and apply it to a preliminary analysis, a generic vehicle model was used to produce wear index values for vehicle primary yaw stiffness values ranging from 8 to 128MN-m/rad, with 20MN-m/rad set as the base case. Three Southern Region routes were selected for this analysis.To estimate a per-vehicle break-even cost, a notional fleet size was generated based on the route Equivalent Million Gross Tonnes per Annum. This notional fleet represented the number of vehicles required to operate the routes at their current traffic densities.Benefit and cost estimates were based on steady-state rail replacements and grinding costs for track and on steady-state wheel reprofiling and wheel replacement costs.Table II presents the five-year present value of savings (or cost) to the industry stakeholder groups (track and vehicle), based on the wear index analysis compared to the base case.Fig 6 presents the break-even cost of modifying each vehicle in the notional fleet to achieve the respective primary yaw stiffness value. These values represent a cost ceiling for the cost of modifying each vehicle in the notional fleet to achieve a respective primary yaw stiffness value. For example, given a five-year time horizon, and changing from a primary yaw stiffness value of 20MN-m/rad to 16MN-m/rad, the break-even cost is approximately £18000 per vehicle.The potential savings are time-sensitive, with the longer periods generating stronger savings. Fig 5 presents the combined industry stakeholder savings or costs for five-year, 10-year and 15-year time horizons.Harnessing the benefitsThe conclusions drawn from this preliminary study depend on a number of general assumptions. But a process or tool has been established for the industry to use that provides a starting point from which more specific, well-defined analyses could be performed.There is every indication that premium rail steels and changes to vehicle primary yaw stiffness could generate positive economic benefits for the industry. However, it is not clear that the incentives to initiate the necessary changes are in place or that they are even available.In the case of vehicle suspension modifications, the majority of the benefits fall to the infrastructure owner, yet the costs fall to the rolling stock stakeholders. It is possible that the vehicle modification cost could exceed the benefits available to the vehicle owner or maintainer. In addition, there are other drivers that may provide equal or larger benefits such as changes to wheel profiles, cant deficiency, and the use of lubrication.Likewise, in the case for premium rail steels, if benefits are only to be received in the very long term, then decision-making processes required by the infrastructure owner and driven by short-term metrics may conflict with the overall cost reductions possible for the industry.The authors wish to stress that these are only two possible means of reducing RCF, and it is possible that other changes could produce greater results. In addition, these findings should only be considered as a starting point for further analysis and discussion. To establish more robust results, a more rigorous study using specific routes and vehicle input parameters should be carried out.TABLE: Table I. Estimated average rail life for wear and RCF on a test section of NR’s East Coast Main Line Curvature m Wear RCF r > 2500 >50 years 44 years 2500last_img read more

Read More