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Refueling Range Rover Sport D250 with diesel to meet BMW X5
The updated 2017 Range Rover Sport isn’t a new product in itself. But it was one of the first to get the Ingenium 3.0 inline turbodiesel. And it’s for the sake of the iconic engine that we are doing this work. Another thread linking Land Rover with the past has been broken: an engine of their own design has replaced the well-deserved Ford V6 and V8 units.
We chose one of the best modern heavy fuel engines, B57D30, as a competitor. Fortunately, it operates in conjunction with the same eight-speed automatic ZF 8HP76. And the BMW X5 xDrive30d acts as a power unit carrier, with which the Range Rover Sport hasn’t yet competed during our tests.
There is no discrimination in the boost options: 249 hp, 300 hp, and 350 hp engines are presented. We got the optimal D250 for the test — 250 hp and 600 N-m. This car is not from the press fleet, and therefore allows us to try out the Sport not overfilled with equipment. For example, we saw a Range Rover without Sport driving mode for the first time.
The Land Rover motor is quiet. At idle, you can hardly hear it outside, and don’t hear it at all in the cabin. There are no vibrations on the controls, on the floor, or on the seats. The twin-turbo six-cylinder engine, which disappeared from the line, didn’t work so intelligently. But with the same output, it was relatively easy for it to carry not only the Sport, but also the larger flagship Range Rover. And what about Ingenium?
I pressed both pedals, released the brake a moment later.. The aluminum SUV, which sat on the rear axle, speeded off. However, when shifting from second gear to third, it seemed to have bumped into an invisible wall – the gear switching was so long. Impartial Racelogic recorded acceleration to 62 miles/h in 8.5 seconds. The manufacturer promises the same figure, but the Sport with the previous V6 engine of the same power did it in 7.9 s.
The BMW’s diesel rumbles louder and has more vibrations, but this is the only thing in which it is inferior to the opponent. The standing start, backed up by the launch control and accompanied by a brutal sound, impressed us after the Range. Acceleration to 62 miles/h requires two striking shifts and only 6.8 s. Even though the main gear of the X is longer. The same result is registered in the vehicle certificate. The X5 xDrive30d is nominally one tenth faster than the Range Rover Sport D350.
In every road situation, the BMW is faster than the Range Rover. The Bavarians’ program for controlling the same automatic transmission is clearly more successful. Regardless of the traffic congestion, the BMW reacts faster to the fuel supply in any engine mode, except for lifeless Eco Pro. The Sport makes the reaction to the gas pedal stroke exemplary. The car is so lively and nimble that it looks more like a hot hatch than a family crossover weighing 2.2 tons.
The impression of the Range, which is slightly heavier, depends on the traffic: the denser it is, the less clearly traction control is. The most difficult thing is in traffic jams, where there is no clear connection on the accelerator at all. Only the starting moment is cracking, and then the Sport doesn’t give adequate acceleration in response to minor pedal movements. It always reacts after a perceptible pause – and gives more speed than you ask for.
While you are moving in dense traffic, the automatic gearbox doesn’t keep up with your wishes: it shifts at random, then stays in the current gear for a long time. When there is a place to maneuver, you can call upon the assistance of the sport gearbox mode. The heavy Sport becomes more obedient, reacts more sensitively to the fuel supply. Shifting one or two gears down is more logical here. The higher the speed, the more linear the responses to the fuel supply are.
The joy of mutual understanding doesn’t last long. After 75 miles/h, the Range Rover loses enthusiasm. Overtaking requires more preparation: it’s hard for the turbodiesel, the automatic transmission is also in no hurry to activate kickdown. The previous V6 engine allowed you to feel more confident even behind the wheel of the older Range, despite the similar behavior of the gearbox. See how interesting it is: on the one hand, the range where the maximum torque develops in the inline Ingenium is shifted lower in speed – from 1500-2500 rpm to 1250-2250. On the other hand, the peak power is observed at 4000 rpm, whereas previously there was a 3500-4250 rev range with maximum engine torque.
The BMW six-cylinder engine gives its maximum at the same four thousand rpm, and the range of drag link is formally even shorter – from 2000 rpm to 2500. However, on highways, the BMW simply devalues “Sport” in the Range’s name. Being behind the wheel of the X is just waiting for the moment to open out the throttle. It’s not necessary to put pressure on the floor – half as much force is enough. Moreover, the automatic copes perfectly without switching to Sport mode. The number of shifts is reduced with it and the engine is constantly on edge. At the same time, the X5 is also more economical, according to the results of the test.
The difference of “moods” can also be traced beyond the comparison of power units. The Range swaying on the air suspension is calm, even imposing. You push the hypertrophied diameter steering wheel away and the British ship first falls on its side, then runs command. The difference between Comfort and Automatic suspension modes is small. And let us remind you, there is no Sport one.
The X is focused and obedient. The BMW follows the overloaded and not the sharpest steering wheel unquestioningly. On a high-speed arc, the rim is filled with a rich force, while the wide Pirelli P Zero tires hold, and gets lighter as soon as they lose traction. You can adjust a trajectory with the steering wheel and gas pedal. When the pedal is released, the crossover rushes into the turn with a slight slip of the rear wheels. Indefatigable M-brakes with a perfect drive setup is a safety net.
The Range Rover is slower in driving turns, starts slipping earlier and rides at the limit only with the front out. The poor connection of the steering wheel with the wheels, the swing and not the grippiest brakes also don’t add confidence. In those places where turns change each other faster than the Sport manages to roll, you can race very fast, but this is against the nature of a SUV. Take away the racing ambitions, and it will present its best side. How luxuriously it rides on a flat road or a surface with rare flaws, almost completely erasing the micro profile!
These are also comfortable conditions for the BMW. Neither the M-package nor the colossal 22-inch diameter wheels with Run Flat tires spoil the noble gait. In Comfort mode, shock absorbers dissolve asphalt ripples well, perfectly smooth out the peaks of vertical accelerations from medium irregularities. The suspension doesn’t like joints and pits with sharp edges, the passage of which is accompanied by dense hits. On the country road, it constantly snaps rudely at compression and rebound. Here, the X has nothing to brag about, except the fact that its steering wheel has a good isolation from vibrations.
The Sport is smoother than the X5, passes well over large potholes, solidly withstands speed bumps, better resists joints and expansion seams on overpasses. Deep corrugations respond with smaller impacts. The car also rushes along the intersection much more confidently. Even on a lousy earth road, you can keep high speed – a relatively long-stroke suspension effectively dampens vibrations and prevents breakdowns. The steering wheel is also well insulated.
All the more pity, for eight years, the Sport hasn’t got rid of the tapping in the front suspension. (This is not only its problem – the co-platform Range Rover L405 also rattles throughout the entire production period). The Sport has more vibrations from unsprung masses than the X5. The cabin creaks, which is especially noticeable against the background of excellent sound insulation of the engine compartment, doorways, and wheel arches. The BMW clearly has more noise from the engine and wheels.
If we were to score, the X5 xDrive30d would have won by a significant margin. Even taking into account the fact that it is less prepared for off-road driving. The BMW has an amazing power unit and a well-balanced chassis for ordinary roads. The driver’s workplace is more convenient, the passenger compartment is more spacious. In addition, the BMW just makes you feel like being in a more modern, high-quality, technological car. It can do a lot and will please many. Sales speak for themselves.
By and large, the Range doesn’t have a leg to stand on. You don’t think that differential all-wheel drive with a low range plays a very important role in this segment, do you? The “Briton” is more comfortable on the move, but not so much to turn the advantage into a winning trump card. In his old age, the Sport has become less grumpy – this is, of course, a plus. But, alas, the new turbodiesel doesn’t stand up to comparison with the German one and doesn’t meet expectations, even being inferior in some ways to its predecessor.
This is a translation. You can read the original here: https://www.drive.ru/test-drive/bmw/landrover/618303a138daa9b8a91c335d.html

domain: automotive


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Sorry, there is no photo available. If you have one, please submit here .
• Air pollution expert.
• Won the Fulbright Canadian Chair in Climate Change.
• Explores the chemistry of air pollution, especially ground-level ozone and inhalable microscopic particles.
Graphic by nineSixteen Creative Inc.www.ninesixteen.ca/

domain: chemistry


Miami Artificial Grass Pros
Miami Artificial Grass Pros is the premiere artificial grass installer in Miami.
Benefits Of Using Outdoor Artificial Turf for Dogs and Yards for Apartments. Looking for a way to attract more renters to your apartment complex?
Consider adding more green spaces with outdoor artificial grass for dogs and landscapes. Not only does it beautify your space, but it simplifies grounds upkeep too. Finally, it also enhances the well-being of people who live there, making it a win-win situation for all. The Value of Green Spaces in Apartments Access to green spaces like parks and gardens has many positive effects such as: Reduces stressEnhances mental healthLowers blood pressureBoosts moodBuilds a stronger immune systemPromotes physical activityImproves sleepEncourages socialization With so many benefits, no wonder renters are more attracted to apartments with green spaces than those without!
Benefits of Artificial Grass for Apartments Of course, running an apartment building also means taking care of your bottom line. Front Garden Designs from an Artificial Turf Installer in Miami. Your front garden is the first thing you and your guests will see every time you come home.
Whether you like it or not, it sets the tone for the rest of your property. A weed-choked, patchy and hole-filled lawn is probably not the first impression you want to make with your front garden. As the top artificial turf installer in Miami, we love helping people transform their front lawns into spaces they can be proud of. How Artificial Putting Green Grass Gets Rid of Common Landscaping Issues. Whether you’re a novice or a pro golfer, you can’t go wrong with investing in a backyard putting green.
It’s a great way to get your game on without leaving the comfort of your home. Aside from that, it also makes for a great outdoor feature that you can share with your family and friends. Finally, using artificial putting green grass means you never have to deal with four common landscaping issues. How Artificial Grass Solves 4 Landscaping Problems Most problems that plague putting greens are fixable. 1.
Many factors can affect natural grass growth, such as poor soil, inadequate irrigation and shade. 2. The friction of rolling balls, the impact of swings and foot traffic will inevitably take their toll on natural turf. 3. Safety Benefits of Artificial Grass for Dogs. Dogs love to play in the yard but natural grass makes it harder for pet owners.
The constant cleaning of urine and feces is so much work. There are also pests and ticks living in natural grass that pester dogs all year round. You also have to regularly spray and treat real grass with chemicals to maintain its health. Boost Your Synthetic Grass Installation With These Living Plant Design Ideas. How to Incorporate Stones with Synthetic Grass Installation. Stones are an excellent way to level up synthetic grass installation in Miami.
Both don’t need water, helping property owners keep maintenance costs at a minimum. They’re also amazing for their immediate dramatic effect, breaking the solid consistency of grass beds. Talk to your installers about incorporating these beautiful landscaping stones into your synthetic yard design! 3 Eye-Catching Landscaping Stones to Try While you have many stones to choose from, there are three specific types that pair best with artificial turf: 1. Level Up Your Game with Artificial Putting Green Grass - Artificial Grass in Miami, FL.
Golfers, both avid and casual, love the idea of having their very own putting green.
It enables golfers to start or end their day with a few putts which not only improve their mood but their game as well! If you are considering turning a space in your home into a putting green, we recommend using artificial putting green grass for a next-level golf experience. Get Technical with Artificial Putting Green Grass For golfers starting to get serious with their game, investing in a backyard putting green is perhaps one of the best decisions they will make. However, this is not a simple project nor is it cheap. Stimp Reading Stimp reading refers to how fast or slows a golf ball will roll on the putting green. Enjoy Mud-free Lawn with Artificial Grass for Dogs. Simplify Lawn Upkeep with Synthetic Grass Installation.
A lush natural grass lawn is every homeowner’s dream.
However, maintaining it can be a nightmare. From daily watering and weeding to frequent mowing and fertilizing, there’s no end to chores if you want to have a picture-perfect, grass-covered yard. Prevent Lawn Diseases for Good with Artificial Putting Green Grass. Between committing to a tedious upkeep routine and fighting off pest infestations, Florida lawn owners have their work cut out for them.
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It offers players a convenient way to practice their game without having to drive out to the club or spend much on reserving tee time. Consider these five amazing upgrades to help you achieve the green of your dreams! Why Synthetic Grass? For those still on the fence about using real or artificial grass for their backyard green, it pays to understand the various benefits of going with synthetic turf. They include: Minimal Maintenance – Unless you invest in industry-grade equipment or hire a reliable maintenance person, it’s very difficult to maintain golf-worthy natural grass compared with low-maintenance turf.All-Season Playability – Artificial putting greens can be used all through the year, unlike natural grass courses that are shut down during winter and rainy days.Years of Function – Unlike real grass, synthetic turf will never die.
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This recipe came to me in a dream. I was thinking about how much I love French onion soup and how much I love mac and cheese, and my sleeping self said to myself: they should be combined! They both have cheese, starch, and incredible, complimentary flavors; they are two perfect foods that should come together to create an even more perfect food!
The recipe begins the exact same way as French onion soup does, with a big pile of onions that reduces down into golden, caramelized goodness. Cooking the onions the right way takes time but it’s worth the wait! After that, you make a pretty standard mac and cheese sauce, or mornay, using provolone and gruyere, and then I add Dijon mustard and fresh thyme for even more French Onion Soup Flair (F.O.S.F.). Then the entire thing gets topped with cheesy bread crumbs, which are basically a miniature version of the cheesy croutes you’d typically find on top of French onion soup. If you, like me, have ever found yourself craving French onion soup and mac and cheese at the same time on a cold winter day, you will LOVE French Onion Soup Mac & Cheese!
1. Caramelize Ahead of Time!
Caramelized onions take a long time, but they keep very well in the fridge. If you’d like to make them hours or days ahead of time, it’s a great time saver!
2. Secret Ingredient: Mustard
I always add mustard in some form to my mac and cheese because it balances and elevates the creamy, fatty cheese sauce; it’s that ingredient that’ll make your guests say, “What’s IN this?!” I go with mustard powder when I make stovetop mac, but for this fancy version, only Dijon will do!
3. Cheeses Are Flexible
I chose French cheeses to keep the French Onion Soup theme strong, but you can use any good melting cheeses you like or have in your fridge. Cheddar or American are classic go-tos, but any medium-soft to soft cheese will taste great!
Eitan Bernath is a chef, food & lifestyle content creator, entertainer, TV personality, and entrepreneur, best known for his viral videos on social media that showcase his cooking expertise and captivating personality.

domain: food


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The Threat of Solar Cosmic Radiation Storms: Guidance for Pilots
ALPA members may be exposed to higher levels of cosmic radiation at certain times than the general public who spend most of their time below the clouds. Read on to learn more about the threats of solar cosmic radiation storms and guidance for reducing exposure.
Low levels of ionizing radiation are a normal part of the environment, and substances that emit ionizing radiation are present in each cell of the human body. Everyone is exposed to ionizing radiation that originates from outside the solar system (known as galactic cosmic radiation) and from our Sun (known as solar cosmic radiation), but the Earth’s magnetic field normally shields us from much of the effects of that radiation. This shielding effect decreases with increases in altitude and latitude.
A solar particle event, such as a solar flare, leads to a temporary increase in solar cosmic radiation levels. A severe disturbance in the Sun can lead to radiation outputs that penetrate the Earth’s magnetic field and enter the atmosphere, increasing the dose rate of ionizing radiation for air travelers. While the increased dose rate of solar cosmic radiation is usually very small relative to the rate of galactic cosmic radiation, on rare occasions it can significantly exceed it. The time and amount of this increase is difficult to accurately predict and may last from a few minutes to more than a day. The increased radiation dosage is greatest near the magnetic poles, where the Earth’s magnetic field provides the least shielding, and the dosage is lowest near the geomagnetic equator.
Radiation exposure is usually expressed in terms of “sieverts.” One sievert equals 1,000 milliseverts (mSvs). The FAA-recommended limit for an aircrew member over a five-year average is 20 mSvs per year with no more than 50 mSvs in a single year. An average member of the U.S. population receives 3 mSv of ionizing radiation from all sources annually; pilots receive on average an additional 3 mSv each year for a total of 6 mSv, which is well below the FAA-recommended maximum exposure. Online calculators, like this one from the FAA, are available to help an individual determine the amount of solar cosmic radiation, measured in mSvs, that a particular route(s) at a given altitude and time-at-altitude creates.
Reducing Pilot Exposure to Solar Cosmic Radiation
ALPA has compiled the following list of suggested guidance and resources for your use to reduce your exposure to solar radiation events:
- Check with your company on its guidance and operational procedures for limiting solar cosmic radiation exposure.
- Sign up for e-mailed solar radiation alerts from the National Oceanic and Atmospheric Administration (NOAA). There are five NOAA radiation alert categorizations ranging from S1, Minor to S5, Extreme. The recommended response to counter increased radiation exposure risk is to minimize flight time at altitudes that exceed the recommended maximum flight altitude.
- Learn more about radiation advisories on NOAA’s aviation community dashboard.
- Check out the FAA’s Office of Aerospace Medicine, Civil Aerospace Medical Institute (CAMI) calculator for galactic radiation received in flight. This can be used to determine the amount of galactic radiation for a given flight(s) in a specified period.
- Take a free lesson online to learn more about this subject at Space Weather Impacts on Aviation.
- What Aircrews Should Know about Their Occupational Exposure to Ionizing Radiation, DOT/FAA/AM-03/16, Office of Aerospace Medicine, October 2003
- Inflight Radiation Exposure, Advisory Circular 120-61B, Federal Aviation Administration, November 11, 2014
- Centers for Disease Control and Prevention (CDC) Radiation and Your Health: Addresses solar, galactic, terrestrial and medical radiation (and nuclear testing), health effects, and a primer on radiation
- Aircrew Safety and Health–Ionizing Radiation, by the National Institute for Occupational Safety and Health (part of the CDC)
- Aircrew Exposure to Cosmic Radiation, a webpage maintained by the United Kingdom’s Civil Aviation Authority, which takes a much more proactive role than the FAA on monitoring aircrew radiation, particularly for pregnant women
- Radiation Protection: Evaluation of the Implementation of Radiation Protection Measures for Aircrew, an in depth paper by the European Commission’s Directorate-General for European Transport

domain: astronomy


- What does Brevetoxin cause?
- How long does paralytic shellfish poisoning last?
- Where is saxitoxin found?
- What organisms are responsible for paralytic shellfish poisoning?
- How do you prevent saxitoxin?
- What is another name for the paralytic shellfish toxins?
- How long after red tide can you eat shellfish?
- What is the source of saxitoxin?
- What causes shellfish poisoning?
- What produces domoic acid?
- What does tetrodotoxin do to neurons?
- Is saxitoxin a bacteria?
- What are the symptoms of saxitoxin?
- How does saxitoxin cause paralysis?
- What happens when sodium channels are blocked?
- What is the chemical formula of poison?
What does Brevetoxin cause?
Brevetoxins are neurotoxins that bind to voltage-gated sodium channels in nerve cells, leading to disruption of normal neurological processes and causing the illness clinically described as neurotoxic shellfish poisoning (NSP).
How long does paralytic shellfish poisoning last?
In patients with mild to moderate poisoning, effects resolve over 2-3 days, but in severe cases, weakness may persist for up to a week. In most fatalities, death occurs rapidly, typically within 12 hours.
Where is saxitoxin found?
Saxitoxin and its derivatives, collectively referred to as paralytic shellfish toxins (PSTs), are unique among neurotoxins in that they are found in both marine and freshwater environments by organisms inhabiting two kingdoms of life.
What organisms are responsible for paralytic shellfish poisoning?
Paralytic Shellfish Poisoning (PSP) is caused by eating shellfish contaminated with saxitoxins, a toxin produced by dinoflagellates of the genus Alexandrium 1. Saxitoxins, also known as PSP toxins, cause symptoms related to the nervous system.
How do you prevent saxitoxin?
To avoid Paralytic Shellfish Poisoning, members of the public are advised to observe the following:Buy shellfish from reliable and licensed seafood shops;Remove the viscera, gonads and roe before cooking;Eat a smaller amount of shellfish in any one meal and avoid consuming the cooking liquid;More items…•
What is another name for the paralytic shellfish toxins?
What is Paralytic Shellfish Poison? Paralytic Shellfish Poison (PSP) is a naturally occurring marine biotoxin that is produced by some species of microscopic algae. Shellfish eat these algae and can retain the toxin. People can become ill from eating shellfish contaminated with Paralytic Shellfish Poison.
How long after red tide can you eat shellfish?
Bivalve species such as oysters and clams can accumulate high concentrations of the red tide toxin and then filter the toxins from their systems after three to six weeks, but they are still vulnerable to mortality as red tide events often result in low dissolved oxygen levels when the red tide cells and other marine …
What is the source of saxitoxin?
Saxitoxin is an alkaloid isolated from the marine dinoflagellates and cyanobacteria that causes paralytic shellfish poisoning. It has a role as a neurotoxin, a toxin, a sodium channel blocker and a marine metabolite.
What causes shellfish poisoning?
Paralytic shellfish poisoning (PSP) is a serious illness caused by eating shellfish contaminated with dinoflagellate algae that produce harmful toxins. Some of these toxins are 1,000 times more potent than cyanide, and toxin levels contained in a single shellfish can be fatal to humans.
What produces domoic acid?
Domoic acid (DA) is a kainic acid-type neurotoxin that causes amnesic shellfish poisoning (ASP). It is produced by algae and accumulates in shellfish, sardines, and anchovies. When sea lions, otters, cetaceans, humans, and other predators eat contaminated animals, poisoning may result.
What does tetrodotoxin do to neurons?
Tetrodotoxin is a sodium channel blocker. It inhibits the firing of action potentials in neurons by binding to the voltage-gated sodium channels in nerve cell membranes and blocking the passage of sodium ions (responsible for the rising phase of an action potential) into the neuron.
Is saxitoxin a bacteria?
Saxitoxin is a neurotoxin naturally produced by certain species of marine dinoflagellates (Alexandrium sp., Gymnodinium sp., Pyrodinium sp.) and freshwater cyanobacteria (Anabaena sp., some Aphanizomenon spp., Cylindrospermopsis sp., Lyngbya sp., Planktothrix sp.)
What are the symptoms of saxitoxin?
In severe poisoning, illness typically progresses rapidly and may include gastrointestinal (nausea, vomiting) and neurological (cranial nerve dysfunction, a floating sensation, headache, muscle weakness, parasthesias and vertigo) signs and symptoms. Respiratory failure and death can occur from paralysis (1-5).
How does saxitoxin cause paralysis?
Saxitoxin, like CTX and tetrodotoxin, causes paralysis by blocking sodium channels in nerve cell membranes. It is 50 times more potent than curare. Saxitoxin and other toxins that cause PSP are heat stable and are not destroyed by normal cooking procedures, marinating, or freezing.
What happens when sodium channels are blocked?
Complete block of sodium channels would be lethal. However, these drugs selectively block sodium channels in depolarized and/or rapidly firing cells, such as axons carrying high-intensity pain information and rapidly firing nerve and cardiac muscle cells that drive epileptic seizures or cardiac arrhythmias.
What is the chemical formula of poison?
CyanideNamesInChI[show]SMILES[show]PropertiesChemical formulaCN −15 more rows


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by Avon Cosmetics
Faraway Rebel Eau De Perfume by avon
Estee Lauder once said “perfume is like a new dress, it makes you quite simply marvelous”. Send this Faraway Rebel Eau De Perfume by Avon and pamper the ones you love with a marvelous gift full of scents.
- Main Ingredients: Crème de Cassis, orange blossom and salty chocolate and toffee Escape the ordinary with an unexpected star ingredient
- The salty chocolate and toffee create a surprising scent that gets daring sophisticated together with the orange blossom, the patchouli, and the red fruits.
- For women.
- Availability: In Stock
- SKU: 4609000
SAR 90.4SAR 113VAT Inclusive
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domain: beauty


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BMW 3 Series (E36) Wheel Parts
The fitment is great, the finish is not as good but its all good after prep work. Still a good purchase overall.
Edgar J. - (San Diego, CA)
I bought my headlight and tail lights from Ilovebodykits 3 month ago, this is my second time purchase the product from them. Thanks for the hook up!
Great hood for my AP1. the hood is not lighter than stock but I got it for the carbon look & it fits pretty darn good.
Marcus S. - (Staunton, VA)
Super nice fender add on, great quality pieces
Great product great price
43 reviews 4.5 out of 5 stars


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Guide to Growing Dahlias
A Guide to Growing Dahlias
For the most blooms on sturdy stems, plant dahlias where they will receive a minimum of 6 hours of direct sunlight.
Dahlias do best in well-draining soil. When they are actively growing they require a lot of water, but too much soil moisture can lead to the tubers rotting in the ground.
Dahlias are very sensitive to cold. Wait to plant tubers until after the average last frost date in your region and once the soil has warmed to 60-70°F. In our zone of 5a in east central Iowa, we usually plant our dahlias towards the end of May. Planting tubers in cold soil can lead to early tuber rot - so don't be hasty!
When you are ready to plant, loosen the soil to a depth of 6-8 inches. Plant tubers on their side (horizontally) with the eye facing up and then cover with soil. Dahlias can be spaced as close as 12" apart if you are planning on pinching (seeing below) and cutting the flowers regularly. Otherwise, plan to leave at least 2 ft between plants for good airflow in the garden.
Dahlias can also be grown in pots. Plant them in a pot that is at least 12" in diameter so the tubers have adequate room to grow.
Do not water the tuber in at planting! Begin watering only when you see the sprouts emerging from the soil surface, usually in about two weeks from planting. Excessive water before this can contribute to the tubers rotting in the ground. Rain is fine, though if you see a heavy rainstorm in the forecast you might want to wait until its passed and the soil has dried out slightly to plant your tubers.
Make sure to label the tubers you are planting if you want to remember which variety you planted. Since dahlias are only true-to-type from dividing the tubers, it's worth the effort to keep them marked and mapped!
Once dahlias have sprouted, mulch around the base of the plant with straw or shredded leaves to help conserve moisture & minimize weeding. Dahlias require a lot of water while they are actively growing - at least 1" of water a week. A long, deep watering less frequently is better than frequent shallow waterings.
Pinching & Trellising
Most dahlias will reach 5 feet or taller by the end of the season and will need structural support to stay upright. If you are planting individual tubers around your landscape, you can use a t-post or wooden stake next to each plant and use twine to gently tie the plant to the post. Make sure to leave 8-12" between the dahlia and the post so you don't damage the tubers when pounding in the t-post/stake.
If you've planted your dahlias in rows, you can use the same method of t-posts or wood stakes and use twine to corral them together.
Pinching is a practice utilized by many cut flower growers to increase the overall number of flowers each plant produces. Once your dahlias are between 8-12" tall, cut the central stem back 4-6", just above a leaf node. This will signal the plant to send energy into producing side branches - yielding a sturdier plant and many more blooms overall.
Dahlias are heavy feeders and benefit from fertilization. Top-dress or apply a foliar-spray with a balanced fertilizer once or twice as they are growing. Once the dahlias begin flowering, discontinue fertilizing.
Harvest dahlia flowers when they are almost fully mature. The flowers do not open much more in the vase after they are cut. Using sharp & clean shears or snips, cut the stem at least 12" long and just above a leaf node. The deeper the cut you make, the longer the subsequent stems will be. Strip the foliage from the bottom half of the stem and place immediately into cool water. Dahlias have a typical vase life of 5-7 days.
Ready to grow your own dahlias?

domain: agronomy


text: This work of art was created by Kandinsky just 2 days after seeing the Schoenberg Concert. Shortly after this, the two became friends and Kandinsky invited Schoenberg to exhibit his own works in his Blue Rider Group, a group he started for artists. Kandinsky (1866 - 1944) was a Russian painter and art theorist. Art and sound were one and the same to him, because it is believed he had synaesthesia-a harmless condition that allowed him to appreciate two or more senses simultaneously. Kandinsky could not only see the colour blue, he could hear it-he associated colours and tones with specific musical timbres. Part of his goal as an artist was to depict and share his synesthetic experiences. The result is a painting that is complex and visually stimulating, with colour combinations that reverberate. Tallenge Store has brought you this beautiful piece of art on a high quality 200 gsm photographic paper with gloss finish. This painting is printed on a high resolution HP Inkjet large format production printer delivering sophisticated and elegant museum quality prints. The Tallenge Store is a leading affordable art marketplace where thousands of visitors purchase artworks and photographs from artists across the world. One can buy Original Art, Digital Prints, Gifts & Canvases anywhere in India. We are redefining the experience of buying and selling art by making it easy, convenient and welcoming for both buyers and artists.

domain: painting


text:
When the world sleeps
Motivation is desired and I need my muse to be inspired.
When the world sleeps my creativity stirs,
I dream up impossible concoctions and cures.
But my mind can't be healed I know that full well;
Only a master wizard can break this spell.
When the world sleeps a million questions surface, but my silence is vital, the tedious task makes me nervous.
I could inquire or just behave. How long until I'm freed from THIS panic wave?
When the world sleeps the imaginary worlds come to life,
Of fantastic fantasy, real romance and strife.
The pen hits the paper, the ideas flow; Only this time they stray from where I intend them to go.
My imagination has turned dark and tinted with pain.
When the world sleeps I let myself be insatiable and insane.
-Jamie B. Muse

domain: literature


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Measurement of Phase Changes in Live Crude Oil Using an Acoustic Wave Sensor: Asphaltene Instability Envelope
- Daridon, Jean-Luc, Carrier, Hervé
- Energy & Fuels 2017 v.31 no.9 pp. 9255-9267
- carbon dioxide, oils, petroleum, temperature
- An experimental method is proposed for determining the asphaltene instability envelope of a crude oil or crude oil + antisolvent system under reservoir conditions by using a thickness shear mode acoustic wave sensor fully immersed in oil under pressure. The technique allows determining the upper asphaltene instability pressure by carrying out constant mass expansion experiments, whereas the lower asphaltene instability pressure can be determined during constant mass compression tests. The basis of the technique is presented, and measurements have been carried out in a bottomhole oil + CO₂ system with various CO₂ contents at reservoir temperature. Finally, the effect of temperature on the asphaltene instability envelope was studied on two systems with 45 and 55 mol % CO₂.


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|National origin||United Kingdom|
|First flight||1 October 1930|
|Primary user||West Australian Airways|
The Vickers Viastra was an all-metal 12-seat passenger high-wing monoplane, with variants powered by one, two and three engines. Two twin-engined Viastras operated commercially in Australia from 1931-6; another served as a Royal transport.
The Vickers-Wibault construction method was based on the patents of Michel Wibault, who began working with Vickers in 1922. It was a way of producing an all-metal aircraft with an airframe built up from simple, non-machined metal shapes, covered with very thin e.g. 0.016 in (0.4 mm) corrugated light alloy sheets. Skin panels were riveted to each other and to the underlying structure; the skin on the wings was not stressed. Vickers' first experience of the method was with the licence built Wibault Scout. The first Vickers design using this construction was the Vireo and the third, the Viastra, used a blend of Wibault and Vickers construction techniques.
The Viastra was envisaged as a one or three-engined commercial aircraft capable of carrying ten passengers and designed with an eye to operations in countries with poor surface transport facilities. Vickers built several variants, largely similar apart from the engines: ultimately, there were Viastras with one, two and three engines. They were high-wing monoplanes, the wings having constant chord, square tips and a thick Raf 24 section. The wings, like the rest of the aircraft were covered with the corrugated skin and carried balanced ailerons and outboard slots. There was a biplane tail unit with a pair of narrow chord planes, the lower attached to the fuselage underside and the upper mounted clear above. The outboard vertical tail surfaces were again very narrow and served as the main rudders; the single-engined and tri-motor variants also had a small triangular central fin, carrying an auxiliary rudder and supporting the upper horizontal plane. With one exception, the twin-engined Viastras had the central fin and rudder replaced by tubular bracing.
The fuselage had a square cross-section, parallel in the passenger cabin area and narrowing towards the tail. The passenger compartment had six rectangular windows on each side and the crew had an enclosed cabin forward of the wings. Each wing was braced to the lower fuselage with a parallel pair of struts; the forward of these was used to carry a main undercarriage leg with the help of further robust strutting. The two and three-engined Viastras had their outer engines mounted just below the wings. The outer engines were enclosed by a narrow chord Townend ring, but the central engines of the tri-motored and single-engined Viastras were uncowled.
The first Viastra, registered as G-AAUB and powered by three 270 hp (200 kW) Armstrong Siddeley Lynx Major 7-cylinder radial engines first flew on 1 October 1930. It was followed by a pair of Viastra IIs that flew on the Perth-Adelaide route with West Australian Airways from March 1931. One was lost in a landing accident in 1933, but the other continued in service until 1936. They were both configured as twelve seaters and initially powered by a pair of 525 hp (390 kW) Bristol Jupiter XIF radials, although on occasions they flew with one or two Jupiter VIs because the higher rated XIFs proved troublesome. The Australian operation showed that the twin-engined Viastra II was a little underpowered in that it could not hold altitude on only one engine. Vickers confirmed this by replacing the Lynx engines of G-AAUB with Jupiter VIFMs. In this guise it was known as the Viastra VIII. The first of the two West Australian Airways aircraft was briefly converted into a Viastra IX, which had its engines lowered by 15 in (380 mm) before reconversion to a Viastra II. West Australian Airways also ordered a single-engined Viastra, with Jupiter XIF power but the order was cancelled, probably because of the unreliability of that engine, and it remained in the UK.
In between its tri-motor Lynx and Jupiter lives, G-AAUB flew for a time as a twin Armstrong Siddeley Jaguar VIc (470 hp (350 kW) 14-cylinder radial engines) powered Viastra III, otherwise similar to the Viastra II. The Viastra X G-ACCC was a one-off twin powered by Bristol Pegasus IIL3s 9-cylinder radials, built as a "Royal barge" for the Prince of Wales and lavishly kitted out. This aircraft had a spatted undercarriage, an under-fuselage pannier and the central fin/rudder otherwise reserved for the odd engined Viastras. First flown in April 1933, it was little used as a barge, though it joined the 1934 Hendon RAF display in royal livery. After that and until 1937 it was used to test airborne radios, carrying the wireless operators in unusual luxury.
One more Viastra was built, using a new and lighter weight wing designed by B. E. Wallis. It was taken to the Royal Aircraft Establishment at Farnborough for structural tests but there is no record that it flew. It did not receive a Viastra variant number.
- Viastra I (Type 160)
- Prototype ten-passenger variant with three Armstrong Siddeley Lynx V engines, one built registered G-AUUB later modified as a two-engined Vastra III and later back to three-engines as the Viastra VIII.
- Viastra II (Type 198)
- 12-seater passenger variant for West Australian Airways with two Jupiter XIF engines, two built
- Viastra III (Type 199)
- Viastra I converted with two Jaguar VIc engines, later modified back to three-engines as the Viasta VIII.
- Viastra VI (Type 203)
- Single-engined freighter version powered by a Jupiter XIF: one built but never delivered.
- Viastra VIII (Type 220)
- Viastra III converted with three Jupiter VIFM
- Viastra IX (Type 242)
- brief conversion of a Viastra II, with lowered engines
- Viastra X (Type 259)
- Seven-seat VIP passenger version for the Prince of Wales with two Pegasus radial engines, one built registered G-ACCC.
- Wallis-Viastra (Type 256)
- new wing, possibly never flown: one built.
Specifications (Viastra II)
Data from
- Crew: 2
- Capacity: 12 passengers
- Length: 45 ft 6 in (13.87 m)
- Wingspan: 70 ft 0 in (21.34 m)
- Height: 13 ft 6 in (4.11 m)
- Wing area: 745 sq ft (69.2 m2)
- Empty weight: 7,880 lb (3,574 kg)
- Gross weight: 12,350 lb (5,602 kg)
- Powerplant: 2 × Bristol Jupiter XIF 9-cylinder radial, 525 hp (391 kW) each
- Maximum speed: 120 mph (190 km/h, 100 kn)
- Range: 535 mi (861 km, 465 nmi)
- Rate of climb: 970 ft/min (4.9 m/s)
- Time to altitude: 4.5 min to 4,920 ft (1,500 m)
- Andrews, CF; Morgan, E.B. (1988). Vickers Aircraft since 1908 (2nd ed.). London: Putnam. ISBN 0-85177-815-1.
- Jackson, A. J. (1988). British Civil Aircraft 1919–1972:Volume III. London: Putnam. ISBN 0-85177-818-6.
|Wikimedia Commons has media related to Vickers Viastra.|
- Vickers "Viastra I", Flight, 26 September 1930

domain: aerospace


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Access JSTOR through your library or other institution:
Whole Language Instruction: Writing in 1st Grade
Lee Gunderson and Jon Shapiro
The Reading Teacher
Vol. 41, No. 4 (Jan., 1988), pp. 430-437
Stable URL: http://www.jstor.org/stable/20199807
Page Count: 8
You can always find the topics here!Topics: Writing instruction, Writing, Writing teachers, Teachers, Students, Childrens literature, Language teachers, Literature, British literature, Classrooms
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Along with the traditional devices, Samsung also announced the Samsung Galaxy SmartTag and Samsung Galaxy SmartTag+ in the Samsung Unpacked 2021. Alongside the launches of the Samsung Galaxy S21 5G Series smartphones and Samsung Galaxy Buds Pro, the South Korean also launched an innovative tracker that helps you keep track of your things. It can be easily attached with keys, bags, or even your pet, and then it can be tracked just like any other smartphone. The device makes use of Samsung’s SmartThings Find service to use the Galaxy SmartTag to locate things even if it is outside of the range of the built-in Bluetooth technology.
Samsung Galaxy SmartTag Specifications And Features
Samsung Galaxy SmartTag makes use of Bluetooth Low Energy v5.0 (BLE) technology that can be used to help find things within a range of 120 meters. It also has a built-in speaker when tapped on the button on the user’s phone produces a sound to easily track a tagged item in the user’s home or office.
The company has also provided Galaxy SmartTag to go beyond finding lost items and can leverage it to even find your pet using the Galaxy Find Network through the SmartThings Find service.
The Samsung Galaxy SmartTag also has a button that lets the user control Internet of Things (IoT) devices connected with the SmartThings app. This will enable the users to perform activities such as switching on a connected light through the Galaxy SmartTag.
To use it the users have to pair it with their smartphones. The device has Bluetooth 5.0 to pair with any smartphone. Although, Samsung did say that the tracker is compatible only with Samsung Galaxy smartphones only that too running on Android 8.0 Oreo or later with a minimum of 2 GB RAM.
The SmartTag makes use of a CR2032 battery that is replaceable and is claimed to last for months. In terms of dimensions, the device measures 39.11 x 39.11 x 9.9mm and weighs 50.80 grams.
Samsung Galaxy SmartTag+ Specifications And Features
The Samsung Galaxy SmartTag+ will also make use of Ultra-Wideband (UWB) technology to provide precise location tracking of lost items, unlike the SmartTag variant. This technology enables spatial accuracy and directional capabilities with the device.
The SmartTag+ is also said to be introducing augmented reality (AR) capabilities. This will let the user locate their belongings with on-screen guidance. Further information regarding this variant.
Samsung Galaxy SmartTag, Samsung Galaxy SmartTag+ Pricing And Availability
The Samsung Galaxy SmartTag has been priced at $29.99 (approx Rs. 2,200). While there is also the option to buy it in a combo set of two devices at $49.99 (approx Rs. 3,700) or a pack of four at $84.99 (approx Rs. 6,200). The tracker is available for pre-orders in select international markets namely the UK and US with the product availability set for January 29, 2021.
The Samsung Galaxy SmartTag+ hasn’t been launched yet and is set to be launched later this year. But Samsung has revealed the pricing of the tracker as it will be sold for $39.99 (approx Rs. 2,900) for a single unit or $64.99 (approx Rs. 4,700) for a two-unit pack.
There is no information from Samsung regarding the launch and pricing of the trackers in India yet.
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It is in high demand by our customers as it provides easy and versatile use.
It is specially designed for heavy-duty dredging or digging purposes.
It has a quality and solid structure.
It is a highly demanded product with its maximum efficiency and user-friendliness.
Thanks to its strong lifting capacity, it can quickly and accurately transport large parts that are gripped.
It is possible to obtain reasonable prices.


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The analysis of midcourse maneuver requirements had been previously well defined by JPL for their Ranger and Mariner missions and was primarily dedicated to correcting injection errors resulting from launch vehicle performance dispersions. The Surveyor mission introduced another level of complexity to the problem of midcourse guidance with the requirement for a lunar soft landing at a pre-selected location. For the selected lunar trajectories the spacecraft will approach the moon at a velocity as great as 2700 meters/second. To achieve a soft landing this velocity would be reduced to zero in two stages. The spacecraft design utilized a solid propellant rocket motor to remove the bulk of this speed before the start of the second stage terminal descent utilizing the liquid propellant vernier engines. The start of the terminal descent is signaled by an Altitude Marking Radar signal at a slant range of 60 miles above the lunar surface at which point the propulsion system operation is enabled after a ground commanded time delay. The remainder of the terminal descent sequence is fully automatic with no means to alter by ground command. Thus the only means to control terminal descent parameters after the midcourse maneuver is the ground commandable time delay that can range only from 0 to 20 seconds. This emphasizes the importance of the midcourse maneuver in ensuring a successful terminal descent.
Unbraked lunar approach speeds can vary by as much as 80 meters per second over a given launch period. Since the solid propellant loading cannot be modified during a launch period the midcourse maneuver can be utilized to make adjustments in the main retro burnout speed so that a fixed solid propellant loading would prove to be appropriate.
JPL’s Surveyor specification required the capability to perform midcourse maneuvers and a controlled soft landing on the lunar surface at a designated location. Hughes had the tasks of performing the analysis to determine the maneuver requirements, developing the software to be used during real-time mission operations, and providing the personnel to conduct the operations in JPL’s SFOF.
Requirements for the propulsion subsystem include attitude stabilization during the main retro firing and terminal descent and led to a system design with three throttleable vernier engines that would also be used for the midcourse maneuver. Thus the requirements for the midcourse maneuver must take into account the predicted vernier propellant requirements for the remainder of the mission.
The first step in planning a midcourse maneuver is to select an execution time. Surveyor specifications state the maneuver could be performed as early as 4 hours and as late as 40 hours after injection. The nominal correction time is 15 hours after injection for direct ascent and 20 hours for parking orbit missions. The nominal times are based upon the desire for Goldstone DSIF visibility for the maneuver and most desirable would be in the middle of the view period so as to allow immediate assessment of the executed maneuver. Two other variables are the orbit determination accuracy on which the maneuver will be based and the maneuver ∆V magnitude. The first argues for allowing sufficient time to for accurate orbit determination and the second for accomplishing the maneuver earlier as the required ∆V for a given correction increases with decreasing distance to the moon.
With the selection of maneuver time the position of the spacecraft is fixed and there remains the capability of adjusting the three velocity components. Two velocity components can be used to adjust the landing location and these define what is called the critical plane. The other velocity component, normal to the critical plane, can adjust the time of flight or other related parameters such as the unbraked lunar impact velocity. These two corrections are almost independent and to the first order can be determined separately.
The first step in the midcourse analysis is to determine the maneuver required in the critical plane to place the landing site at the desired location. This is accomplished by determining the sensitivity of the landing site location to velocity increments in the critical plane and using this data to formulate a covariance matrix can be used to determine the required maneuver. With the critical plane component known the velocity component normal to the plane can be determined by considering the applicable constraints. These include time of flight considering Goldstone visibility limits, the main retro burnout velocity constraints and the vernier propellant requirements for the remainder of the mission. Further the consumption of vernier propellant for the midcourse maneuver lowers the spacecraft weight and results in a greater main retro ∆V and a lesser main retro burnout velocity.
The software to determine midcourse maneuver requirements during mission operations was developed by Mal Meredith, John Ribarich and Len Davids and is described in the document, Midcourse and Terminal Guidance Operations Programs (Hughes SSD 4051R) published in April 1964. This program will determine a velocity increment at a specified time that will result in a landing at the desired landing site and ensure that:
1) Main retro burnout velocity constrained by the successful operation of the radar altimeter and Doppler velocity sensor (RADVS) and the desired descent profile.
2) The remaining fuel must be sufficient for the main retro and terminal descent operations including a reserve for possible dispersions.
3) The unbraked arrival incidence angle must be less than a defined maximum value that will allow the altitude marking radar to operate satisfactorily.
4) The arrival time must satisfy Goldstone DSIF visibility requirements.
The midcourse and terminal guidance program also performs a number of other calculations including required attitude maneuvers to implement the midcourse and terminal maneuvers, determine potential errors in the terminal conditions, vernier propellant requirements for the remainder of the mission, potential alternate landing sites, and investigate alternate mission scenarios including possible hard landings or flybys.
Midcourse Guidance–Flight Experience
For six of the seven Surveyor missions a midcourse maneuver was successfully accomplished. The maneuver for the Surveyor II mission resulted in a vernier engine failure that caused the spacecraft to tumble . However, the analysis for this planned maneuver is included in this discussion.
The performance of the Atlas-Centaur launch vehicle was outstanding. Not only were all Surveyors successfully launched, but the injection accuracy was remarkable. If only the injection errors were to be corrected the average midcourse velocity increment would have been 3.1 meters per second for the seven missions. For the last 3 missions the increment was only 1.1 meters per second.
Actual maneuver planning was more comprehensive taking into landing site accuracy and concern for time of flight, main retro burnout speed and the vernier propellant required for the terminal descent phase.
Landing accuracy upon lunar trajectory injection was expected to be a 99% circle 50 kilometers in radius. For later missions this was reduced to a 30-kilometer radius. As could be expected there would be quite a variation in lunar terrain in an area of this size some of which would not be suitable for a soft landing. It was therefore important in maneuver planning to attempt to reduce this uncertainty. Also as Lunar Orbiter photos became available they were used to select areas of suitable terrain. For example, with the Surveyor I mission the landing site was biased about one degree to the north to avoid several craters. The spacecraft actually landed about 15 kilometers from this aim point. The Surveyor I non-critical velocity component was selected to be 20 meters per second to reduce the main retro burnout velocity by about 100 feet per second. This maneuver component also provided close to the maximum vernier propellant margin and a time of flight that resulted in landing in the middle of the Goldstone view period.
For the seven missions the average non-critical plane maneuver was 9.2 meters/second and the critical plane component was 3.3 m/s, but this includes a maneuver of 11 m/s for Surveyor VII. For this mission the landing site was moved from the equatorial region to 41 degrees south latitude to allow scientific exploration of the lunar highlands region. Maneuver times for six of the seven missions were between 16 and 21 hours after launch in the first Goldstone pass. For Surveyor IV the maneuver was conducted during the second Goldstone pass at 38.5 hours in order to take advantage of the small maneuver requirement and improve landing accuracy.
The Surveyor V mission provided the most challenging midcourse guidance situation. The planned and executed maneuver at 17 hours after launch was 0.5 m/s in the critical plane and 14 m/s in the non-critical direction for a total maneuver of 14.01 m/s. It was determined after this maneuver that helium regulator valve was stuck open and the helium pressurant required for operation of the vernier propulsion system was leaking. In an attempt to reseat the valve three more maneuvers were conducted over the next three hours—none were successful in stopping the leak. A fifth maneuver was performed at 24 hours after launch to reduce main retro burnout velocity and maximize usable propellant in the terminal phase by increasing gas volume in the propellant tanks. A sixth maneuver of 5.3 m/s was performed at 39 hours after launch totadjust spacecraft weight and burnout velocity and further increase gas volume to optimal values, and correct a 267-km residual miss to move the impact point from an area of mountainous terrain to the desired landing site. The terminal descent and landing were successful.


Northern Fleet Regiment in the Arctic rearmament on S-400
The Arctic Fleet's anti-aircraft missile regiment in the Arctic was re-equipped with new S-400 systems, which increased the area of controlled airspace in the region. This, as reported by TASS, said the head of the press service of the Northern Fleet Vadim Serga.
As noted, we are talking about the missile regiment of air defense of the Northern Fleet, which is located on the island of South Archipelago Novaya Zemlya.
The Agency clarifies that before the armament of the unit were complexes S-300.
Earlier, the Russian military received a new regiment kit of the S-400 Triumph system.
As noted in Rostekh, serial production of the Russian new-generation S-500 Prometheus air defense system can begin in the second half of 2020.
In mid-March, the regimental set of S-400 took up duty on duty in the Kaliningrad region.


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I really debated on whether or not this should happen, but as another month went by and I was not only not creating blog content but also not reading I knew I needed something to change. Somewhere along getting used to the new job, working hard on my art, and all the other bits of life the blog became another “thing” to do versus something I was able to craft and truly work on. It lost a little of the fun and excitement it had had in the past years, and definitely the ease that was there pre-pandemic. I’m hoping this is just a break to fall back in love with reading for fun, but I’m planning to take this one week and one month at a time until I truly feel like I know what I want and what might be best. I hate to repeat what we’ve all heard in every hiatus/pause post or video, but I unfortunately need a mental health break at least from the pressure I put on myself for the blog. I hope everyone is having fun reading, and I’m going to hope for a fun return when I feel more like a reader again. Thank you all for being such great readers!
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domain: artistic


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Portland experimental pop act AU have been on an unpredictable ride since their first and eponymous album, changing shape from baroque grandiose instrumentals to sombre lo-fi folk. One thing remains, AU are free of any pigeonhole-attempts and Both Lights makes that sentiment ring even more true. Album number three is urgent, misleading, sometimes reassuring and, the next second, weirdly threatening. Some might say schizophrenic.
Let’s talk about contrast: the opener ‘Epic’ is a thunderous math-rock odyssey where folk instruments (trumpets, banjo) try to get their way, anthemic pop track ‘Get Alive’ sounds like a soundtrack for the next Olympic Games with its deeply solemn vocals. Sometimes, songs like the electro tribal ‘OJ’ or the chaotic piano-driven ‘Why I Must’ seem to have so many ideas popping out the melody can’t find any room to breath.
Technicality is something this band can provide any time, and it can be a weakness when songs are left to their own craziness and the melody is striving to be heard. But the ambitious vision of singer songwriter Luke Wyland can lead to some ecstatic moments of grace, whether it’s on an organ ballad (‘Crazy Idol’) or an ambient dreamy soundscape (‘Go Slow’).
Both Lights is what it says, both personalities of AU, a festival of emotions and genres that leaves the listener restless but also intrigued.

domain: entertainment


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Students may earn a Bachelor of Arts degree (120 credits) in Psychology (30 credits) by following the standard undergraduate program of Ignatius University and using Psychology as the major. All courses are 3 credits unless otherwise indicated.
It is necessary to include the following courses in the 30 credit major:
Psychology 100A&B General Psychology (4 credits each); Psychology 150/399 Statistics; Psychology 151/399 Research Methods; Psychology 103 Psychopathology; two courses from: Psychology 152/404 Physiological Psychology; Psychology 153/513 Conditioning and Learning; Psychology 154/511 Sensation and Perception; Psychology 155/514 Cognition and Memory; and one course from Psychology 156/510 Social Psychology; Psychology 157/515 Theories of Personality; Psychology 158/516 History of Psychology.
The remaining courses may be selected from any undergraduate psychology courses. An Associate in Arts may be applied after 60 credits are completed in the appropriate areas.

domain: psychology


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September 16 is a major national holiday in Mexico that celebrates the country’s declaration of independence from Spain in 1810.
The day is filled with national pride and is usually marked with colorful parades, live music and food fiestas.
The holiday is celebrated throughout Mexico and by people of Mexican heritage throughout the world.
Mexican Independence Day is also observed by Mexican embassies and consulates worldwide.
The holiday is important for all Mexicans and people with Mexican roots living outside the country, the Mexican embassy in Warsaw has said.
Amid the coronavirus pandemic, it has asked the Mexican community in Poland and friends of Mexico to join online celebrations for the holiday.
This year marks the 210th anniversary of the beginning of Mexico's struggle for independence.
The country emerged as an independent nation in 1821.
Source: Mexican Embassy Warsaw

domain: sociology


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The simultaneous sorption and oxidation of Sb(III) on biochars were investigated using batch experiments. The biochars were derived from Canna indica at different pyrolysis temperatures (300–600 °C, referred as CIB300-CIB600), and characterized by FTIR, BET, XRD, SEM-EDS, EPR and Boehm titration. The Sb(III) sorption data could be well fitted by both the Langmuir and Freundlich models, and the pseudo-second order model is best for describing the kinetic data. The maximum Sb(III) sorption capacity of CIB300 was 16.1 mg g−1, which was greater than that of other biochars. Inner-sphere complexation with oxygen-containing functional groups and coordination with π electrons are the possible sorption mechanisms. It is worthwhile to note that 4.7–32.3% of Sb(III) was oxidized to Sb(V) after sorption equilibration, demonstrating the occurrence of Sb(III) oxidation during the sorption process. Further study of oxidation under anoxic condition confirmed the catalytic role of biochar for Sb(III) oxidation, and free radicals in biochars were crucial for electron transfer. CIB400 exhibited the highest catalytic oxidative ability for Sb(III), which could be ascribe to its reserve of more electroactive polyphenolic macromolecule and less electroinactive cellulose. These results imply that biochars have good potential as a green effective sorbent for remediation of Sb(III) contaminated water, and simultaneously reduce the toxicity of Sb(III) by catalytic oxidation.
Environmental Pollution – Elsevier
Published: Oct 1, 2017
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October 16, 17, 18
Revival. Free Holiness Church, 207 S. Sixth Ave., Forest. Monday thru Wednesday, Oct. 16, 17 and 18 at 7:00 p.m. nightly. Officiating pastor is Christopher Thompson and Balcuta M.B. Church Family.
Announcements: Dates for the We Care Missions Food Distribution for October are Wednesday,... READ MORE

domain: christianity


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Freddie Freeman wood print by Mike Zarrilli. Bring your artwork to life with the texture and added depth of a wood print. Your image gets printed directly onto a sheet of 3/4" thick maple wood. There are D-clips on the back of the print for mounting it to your wall using mounting hooks and nails (included).
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Maltezou H.C.,Hellenic Center for Diseases |
Katerelos P.,Hellenic Center for Diseases |
Mavrouli M.,National and Kapodistrian University of Athens |
Lourida A.,Sismanogleio General Hospital |
And 13 more authors.
Vaccine | Year: 2011
Knowledge of seroprevalence rates against 2009 pandemic H1N1 virus will assist vaccination recommendations and the preparation of the health-care system during subsequent years. This study was conducted in Greece during June-August 2010 to estimate the seroprevalence rate against pandemic H1N1 virus. Persons presenting in 29 health-care facilities across the country were studied. Seroprevalence was estimated employing a virus-free ELISA that specifically recognizes 2009 H1N1 virus antibodies in human sera. Sera collected from 2005 to April 2009 were also used to estimate pre-pandemic seroprevalence rates. A total of 954 persons were studied. The overall seroprevalence rate was 28.5% (95% confidence interval =25.6-31.3%). Age-specific rates were 34.2% in persons 0-4 years, 36.3% in persons 5-19 years, 25.0% in persons 20-39 years, 23.4% in persons 40-59 years, and 31.8% in persons ≥60 years. The highest rates were recorded in the Regions of Ionian Islands (67%) and Epirus (42.9%), while the lowest (8.4%) in the Region of Thessaly. Age-specific attack rates of infection during 2009-2010 were 28.8% in persons 0-4 years, 32.5% in persons 5-19 years, 14.3% in persons 20-39 years, 19.1% in persons 40-59 years, and 14.4% in persons ≥60 years. Multivariate analysis revealed that Region of residence and caring for children <5 years were associated with increased risk for seropositivity. Urbanity, personal and family characteristics, working in a health-care facility or in a school, history of pandemic H1N1 vaccination or history of influenza-like illness during 2009-2010 were not associated with increased risk for seropositivity. © 2011 Elsevier Ltd.

domain: statistics


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I recently finished this small book produced by the USCCB back in November of 2017 regarding Missionary Disciples and Evangelization. One of the parishes I’m coaching this year has been using it as a guideline for their ministry and the creation of their Vision Plan.
The main goal of the document is to get parishes thinking about evangelization. As you know, I’m a big proponent of helping parishes focus on evangelization. Evangelization being the simple act of “Sharing the Good News.” It is very high on the priority list for us if we are to live out our Baptismal Call.
This short book walks through most of the highlights of papal documents, homilies, and synods on evangelization placing them into a concise book that I will refer to over and over again. I’d like to share some of my favorite quotes to inspire you to begin reading!
“A new chapter of evangelization full of fervor, joy, generosity, courage, boundless love and attraction.”Evangelii Gaudium, no 261 (Living as Missionary Disciples, 7)
The work of the New Evangelization is done primarily through the witness of faith by the baptized in their everyday lives.Living as Missionary Disciples, 8
An evangelizing community knows that the Lord has taken the initiative, he has loved us first (cf. 1 Jn 4:19), and therefore we can move forward, boldly take the initiative, go out to others, seek those who have fallen away, stand at the crossroads and welcome the outcast.Evangelii Gaudium, no 24 (Living as Missionary Disciples, 9)
The Church is a family of families. […] Parishes should look for opportunities to help married couples and families deepen their faith and make their families true “domestic Churches,” places of prayer, love, and forgiveness.Living as Missionary Disciples, 13
How often do we reach out to our missing brothers and sisters by inviting them to join us at Mass or by asking why they no longer feel welcomed at the Lord’s Table?
We are called to love and accept all people in a way that invites each person to a deeper relationship with Christ and a greater alignment of their lives with his teachings. However, we are not called to make judgments about others. Pope Francis warns that we cannot truly know a “person’s situation before God … from without.”
Often it is better to simply slow down, to put aside our eagerness in order to see and listen to others, to stop rushing from one thing to another and to remain with someone who has faltered along the way.
Sometimes, we may need to accompany those in difficult situations to help them take gradual steps toward restored sacramental communion.Living as Missionary Disciples, 14-15
There is much more, but I will leave us with those thoughts today. Later this month I’ll pull out some of the most important items related to creating a Planning Leadership Team to help foster a culture of Missionary Discipleship in your parish.
For all of our parishes who work on creating a Parish Vision Plan, the team is most important to the planning process. A group of people who can think outside of the current parish offerings to see where we might grow to foster evangelization and discipleship!


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(MENAFN - Trend News Agency ) Hyundai Motor Co. and its affiliate Kia Corp., South Korea's two biggest carmakers, reported strong second-quarter earnings on a base effect and strong sales of their high-end SUVs, Trend reports citing en.yna.co.kr
Hyundai's net profit for the three months that ended in June jumped to 1.98 trillion won (US$1.7 billion) from 377.27 billion won in the same period last year, the company said in a statement.
The strong result was helped by last year's low base effect from the COVID-19 pandemic and robust demand for Hyundai's high-margin SUV models that helped offset output disruptions by chip shortages, according to Seo Gang-hyun, an executive in charge of the company's finance and accounting division.
"Faced with worsening chip shortages in May and June, Hyundai was quick to
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domain: topicality


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A. Marzouki, J. Lavergne, J. Reboud
Apr 6, 1990
Biochimica et biophysica acta
Free- and EF-2-bound 80 S ribosomes, within the high-affinity complex with the non-hydrolysable GTP analog: guanylylmethylenediphosphonate (GuoPP(CH2)P), and the low-affinity complex with GDP, were treated with trypsin under conditions that modified neither their protein synthesis ability nor their sedimentation constant nor the bound EF-2 itself. Proteins extracted from trypsin-digested ribosomes were unambiguously identified using three different two-dimensional gel electrophoresis systems and 5 S RNA release was checked by submitting directly free- and EF-2-bound 80 S ribosomes, incubated with trypsin, to two-dimensional gel electrophoresis. Our results indicate that the binding of (EF-2)-GuoPP[CH2]P to 80 S ribosomes modified the behavior of a cluster of five proteins which were trypsin-resistant within free 80 S ribosomes and trypsin-sensitive within the high-affinity complex (proteins: L3, L10, L13a, L26, L27a). As for the binding of (EF-2)-GDP to 80 S ribosomes, it induced an intermediate conformational change of ribosomes, unshielding only protein L13a and L27a. Quantitative release of free intact 5 S RNA which occurred in the first case but not in the second one, should be related to the trypsinolysis of protein(s) L3 and/or L10 and/or L26. Results were discussed in relation to structural and functional data available on the ribosomal proteins we found to be modified by EF-2 binding.


Boston City Councilor Lydia Edwards announced this week she will hold a hearing on the proposed Eversource substation in an effort to bring transparency to East Boston residents and ensure the community’s questions about the proposal are answered.
Last year Eversource filed a Notice of Project Change and sought approval to move the proposed substation 190 feet to the western side of the City Yards lot. Eversource said the two 115-kV transmission lines that would connect to the substation would no longer be routed along Condor and East Eagle Streets if the substation is placed in the western portion of the parcel.
“We deserve a clear understanding about the need for a new substation and what alternatives were looked at,” said Councilor Edwards. “If we really need more electricity, we need to know why a clean energy facility can’t be built and why the facility needs to be built on the Chelsea Creek near a park in a densely populated neighborhood.”
The hearing is scheduled for Friday, May 22nd at 3:30 p.m. and will take place virtually on Zoom due to the coronavirus pandemic. Simultaneous interpretation into Spanish will be available.
Members of the public are invited to testify. Invited participants include representatives from Eversource, GreenRoots, the Union of Concerned Scientists, and Massport.
“Eversource has excluded our Spanish speaking neighbors from this process and hasn’t treated our community with respect,” said Edwards. “I hope they see this as an opportunity to change that.”
To get the Zoom link to participate or to submit written testimony, residents can send an email to [email protected]. If you wish to watch the hearing, visit https://www.boston.gov/departments/city-council/watch-boston-city-council-tv.
Last year, local environmentalists from Eastie and Chelsea gathered at Boston City Hall to deliver 700 postcards to Boston Mayor Martin Walsh asking for the mayor to meet with residents on both sides of the Chelsea Creek to discuss alternatives to placing Eversource’s proposed substation along the creek.
For three years local environmentalists on the Eastie and Chelsea sides of the Chelsea Creek have launched a visual, media and talking campaign against Eversource’s plans to place the substation at the City Yards in Eagle Square.
In 2018 the state’s Energy Facilities Siting Board (EFSB) ruled in favor of placing the substation at the City Yards. However, the final ruling came with some provisos. According to the state board the EFSB directed Eversource to enter into discussions with the City of Boston regarding the possible relocation of the new substation on the Chelsea Creek site.
Local activist John Walkey argues that the project represents an increased risk in both communities already bearing a huge environmental burden in the region by playing host to Logan International Airport, highways and jet fuel storage tanks along the Chelsea Creek.
As part of its decision the EFSB directed Eversource to provide an update to the board on the status of discussions between the community and city before construction on the substation commences.
This has given additional time for Eversource, the City of Boston, and residents to iron out the alternative locations for the substation.
Walsh has maintained that the city is in the process of working with Eversource to ensure the substation is in the best possible location for the residents and businesses in Eastie and those along the Chelsea Creek.
The substation was initially slated to be built on an Eversource-owned parcel on Bremen Street. However, under the former late Mayor Thomas Menino, Boston executed a land swap with Eversource. Eversource handed over the Bremen Street parcel so the city could build the new East Boston Branch Library in return for the city-owned parcel in East Eagle Square.