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Journal of the South African Institution of Civil Engineering
versión On-line ISSN 2309-8775
versión impresa ISSN 1021-2019
J. S. Afr. Inst. Civ. Eng. vol.54 no.1 Midrand abr. 2012
Challenges confronting road freight transport and the use of vehicle-pavement interaction analysis in addressing these challenges
W J vd M Steyn; C L Monismith; W A Nokes; J T Harvey; T J Holland; N Burmas
Traditional arguments for maintaining riding quality of pavement are expanded in this paper to examine the effects of deteriorating riding quality on vehicle operating costs, freight damage and logistics. The objectives of this paper are to analyse the effects of different levels of riding quality on a truck and its freight, and to discuss potential applications of the analysis in terms of effectiveness of the freight transport system. The paper discusses needs and drivers influencing freight transport costs, vehicle-pavement interaction concepts, and the potential physical effects and costs from roads with deteriorating riding quality. A case study is presented analysing vehicle-pavement interaction for selected roadways in California. It is concluded that investments in pavement and freight transport industry improvements can be investigated by applying vehicle-pavement interaction analysis to evaluate damage to pavement, vehicle and freight that would result from alternative levels of pavement riding quality. The paper recommends that existing concepts, tools and resources such as dedicated truck lanes and vehicle-pavement interaction analysis can help to improve the freight transport system. A framework is proposed to better understand the scale of potential impacts of riding quality from localised effects to larger-scale influences, including costs to customers and global competitiveness.
Keywords: vehicle-pavement interaction, freight transport, logistics, freight damage
Highways are the primary means of transporting people and freight in the United States (US) (Lambert 2003). A reliable land transportation system is essential to a robust economy (Transportation Research Board (TRB) 1994). Issues and concerns about ways to improve the transportation system are broad, complex, and controversial (Burks et al 2010). This paper examines the effects on freight transport vehicles, freight damage and logistics, and pavement infrastructure based on quantitative measures of Vehicle-Pavement Interaction (V-PI). Traditional arguments for maintaining riding quality of pavement are expanded in this paper to examine the effects of deteriorating riding quality on Vehicle Operating Costs (VoCs), freight damage and logistics, which have downstream impacts on costs of goods and ultimately on a nation's economy.
The objectives of this paper are to analyse the effects of different levels of riding quality on a standard US truck (from dynamic loads applied to the pavement) and its freight, and to discuss potential applications of the analysis in terms of effectiveness of the freight transport system and implications.
The paper starts with an evaluation of the needs and drivers that influence freight transport costs, and reviews transport infrastructure and freight statistics in the US and California. V-PI concepts are introduced and the potential physical effects of deteriorating riding quality are discussed. This is followed by an evaluation of the costs of roads with low riding quality and a case study V-PI analysis for two roads in California. A framework is proposed to better understand the scale of potential impacts of riding quality from localised effects to the broader economy and global competitiveness. Recommendations are made to expand the scope of the process to more countries and vehicle types.
The major needs and drivers influencing freight transport costs on a road network are shown in Table 1.
Freight transportation is the backbone of US commerce with imports and exports typically doubling every ten years (CAGTC 2008). The US transport system serves seven million businesses that depend on it to move goods to markets, mainly using trucks (Bureau of Transportation Statistics (BTS) 2007). Transport costs represented 10.1% of the Gross Domestic Product (GDP) of the US in 2007 (Council of Supply Chain Management Professionals (CSCMP) 2008).
The US has approximately 6.4 million km of highways, representing 38% of the transportation capital stock in 2005 (BTS 2007; US Climate Change Science Program (USCCSP) 2007).
The overall condition of US interstate highways generally improved between 1995 and 2005, although rural and urban collectors and urban minor arterials showed a higher percentage of roads in poor or mediocre condition (BTS 2007). Highway system condition has fallen behind escalating use, creating traffic gridlock and delayed business deliveries. Over 256 000 km of the National Highway System need resurfacing or reconstruction (CAGTC 2008).
California's State Highway System (SHS) consists of around 24 200 centreline-km (479 000 lane-km) with 79% classified as freeways and expressways (California Highways 2011). In 2007 the California Department of Transportation (Caltrans) classified 25% of the SHS as being in Total Distressed Pavement condition (low riding quality and/or structural distress), 32% as requiring Corrective or Preventive Maintenance, and 41% as being in Excellent condition (Caltrans 2008).
California had six of the ten roughest urban road networks in the US in 2004, causing road users in California's biggest cities to pay as much as $700 annually for repairs and early vehicle replacement costs, compared to the national average of $400 (Lawson 2006). It is estimated that keeping roads from getting worse would require a 32% increase in annual funding, while a 62% increase is required to improve them.
Without timely repairs the road network will require major rehabilitation and reconstruction that will increase costs by a factor of four to five over the current maintenance costs. About half of motorists' rough road tax is spent on tyre replacement, wasted fuel and repairs to suspension systems, while the other half is a portion of the costs for having to replace vehicles more frequently because of the condition of roads (Lawson 2006).
Pavement riding quality is used as one of the primary indicators of the condition of the pavement (Sayers et al 1996). Deteriorating riding quality translates into negative impacts on road users (motorists and truckers) and agencies that own/operate the roads.
Various studies show that pavement riding quality affects the vibrations and responses in vehicles (Singh et al 1991; Slaughter et al 1998; Steyn & Visser 2001). The main conclusion from all these studies is that lower riding quality is a major cause of increased vibrations and subsequent structural damage to vehicles. Studies indicate that more heavily loaded trucks showed higher lateral and longitudinal levels of vibration than lightly loaded ones. Trailer vibration levels typically decrease with reduced speed over rough surfaces.
In a continuing study that forms part of the South African State of the Logistics effort (Steyn et al 2011), a database of VoCs for an operational fleet of 577 trucks indicated that trucks travelling on roads with poor riding conditions experienced increased suspension replacement costs of between 685% and 1 560%.
Short-term highway maintenance cost savings obtained by postponing pavement rehabilitation are realised by the transportation agency and do not include higher vehicle costs from wear-and-tear caused by pavements with lower riding quality. Life-time VoCs are typically four times the initial construction costs of a highway, while highway maintenance is only 1 to 2% of the total road transport costs. Neglect of highway maintenance can cause an increase of up to 15% in VoCs, while further neglect of maintenance will cause a paved road to start disintegrating with further increases of up to 50% in VoCs (Robinson 1987).
International trade increased steadily in recent decades rising about 12% (as percentage of GDP) in the 1970s to about 25% in the 1990s. Explosive growth, improvements in manufacturing processes and new technology are continuing this trend, increasing the strain on trade gateways (CAGTC 2008). More than 40% of containers moving through the US are transported through California (McKim 2011), with an average annual growth rate of 9.4% since 2001 (BTS 2007). The trucking industry is a crucial part of the modal mix, particularly with trucks typically acting as the "last mile" service pro-vider, bringing goods directly to consumers (USCCSP 2007).
The agricultural sector accounts for nearly 30% of all freight transportation services in the US, making it the largest single user of the US and California freight transportation networks (FTA 2008).
Studies on the effects of freight vibration of fruit caused by low riding quality found that differences between the levels of vibration-induced damage during transport may be attributed to mechanical differences between trailers, as well as road condition. Fruit damage was found to be greatest in the uppermost container for every combination of road, truck type and travelling speed, which also corresponded to the highest vibration levels measured in the container (Slaughter et al 1998; Bundit et al 2005). The pattern of adverse effects on freight caused by pavements with low riding quality is not expected to be restricted to the agricultural sector and could have wide-ranging cost impacts, e.g. vibration effects on sensitive electronic components in freight.
Testimony to the Senate Committee on Agriculture, Nutrition and Forestry in 2005 observed that, "This U.S. transportation system is turning from a strength into a potential weakness. Because of higher fuel and energy costs, congestion on railroads and highways, a lack of investment in modernisation and maintenance of the inland waterway system, the costs of moving agricultural products to markets is escalating sharply." (CANF 2005). Also, the American Association of State Highway and Transportation Officials (AASHTO) cited freight movement in its ten top priorities for 2011 (AASHTO 2010). Failure to invest in freight transportation will lead to increases in congestion, slower movement of goods, diminished capabilities to access critical international markets and increases in consumer prices.
Road congestion costs the US economy around $63.1 billion in 2001. Current road congestion levels, budget limitations, effects of road condition on transport costs and forecasts of dramatic traffic volume increases all suggest that the highway system will fail to meet demand in the near future (CEC 2011). The entire US vehicle fleet logged nearly 4.4 trillion km in 2000 representing a 22.4% increase in total annual Vehicle Km Travelled (VKT) since 1992 (FHWA 2003). The steady annual increase leads to an expected 6.48 trillion VKT in 2020 (47% increase relative to 2000).
The California Department of Finance projects a 31% population increase (CDOF 2002), which, when combined with Federal Highway Administration (FHWA) data (FHWA 2003), suggests a possible traffic volume increase in California of about 83% between 2000 and 2020. The growth of truck traffic volume has outpaced that of passenger vehicles (Lambert 2003), which is significant, because service lifespan of pavements is related to truck traffic (Samuel et al 2002).
Road transport logistics consists of planning and implementing the acquisition and use of resources for freight movement on roads (Cass Logistics 2000). More than 40% of the difference in economic performance of low- and high-growth countries can be explained by differences in the effective use of infrastructure (Rulistia 2008). This has significant importance for the economic development of a country such as South Africa. Deteriorating roads lead to delays, higher costs for road users and taxpayers, vehicle and freight damage and greater risks of accidents.
Logistics costs in the US changed from 12.3°% of GDP in 1985 to an all-time low of 8.6% of GDP in 2003, compared to 13.5% of GDP in South Africa in 2009 (SOL, i.e. State of Logistics) (CSIR 2011). Total US logistics costs have risen by 52.3% over the last five years. Transportation costs rose 5.9% during 2007 and now account for 6.2% of nominal US GDP, similar to levels experienced 20 years ago (Schulz 2008). A major challenge to supply-chain logistics in the US is highway congestion and port delays combined with the need for a long-term vision in highway infrastructure improvement and sustainability.
Optimal energy use requires the evaluation of traffic flow characteristics, since constant speeds enhance optimal energy use and generally reduce travel times. Exclusive truck-only facilities may assist in improved productivity and lower energy use (Roorda et al 2010). The transportation sector used 19% more energy in 2006 than in 1995, consuming 67.9% of US petroleum usage in 2006 (BTS 2007).
Long-term pavement studies at the WesTrack test facility found increasing pavement roughness increased fuel consumption of trucks by 4.5% (under otherwise identical conditions). Higher roughness also increased the frequency of fatigue failures of truck and trailer components (Sime et al 2000).
US transportation energy use is expected to increase by 46% from 2003 to 2025, mainly due to economic growth. The most widely proposed fuel options are increased vehicle fuel economy, increased prices for carbon-based fuels, and developing alternative and renewable fuel sources (USCCSP 2007).
The environment links directly to energy and logistics. Improved logistics generally lead to lower energy demands and environmental impacts. The US freight transportation network is the second-largest source of GreenHouse Gas (GHG) emissions in the US, after electricity generation. US road transport contributes approximately 18% of total global CO2 emissions and around 14% of GHG emissions, making it one of the three major contributors to these emissions (BTS 2007).
While emissions from light-duty vehicles are expected to drop 12% by 2030, freight truck emissions are projected to increase 20%. Truck GHG mitigation strategies include recommendations such as system optimisation and operational efficiency improvements through decentralised supply chains, less excess packaging, reduced shipment frequency, congestion mitigation measures and advanced vehicle technology (CEC 2011).
Reductions are possible by improving road network performance. A Norwegian study concluded that better road alignment, coupled with sufficient width and infrastructure capacity, led to decreases of between 11 and 61% in CO2 emissions (IRF 2007).
V-PI describes the vehicle components, pavement components, and the ways in which these influence one another. Pavement riding quality influences the vertical dynamics of the moving vehicle. The resulting dynamic tyre loads cause pavement responses which lead to pavement distress. Under repeated loading of heavy vehicles the profile changes further, leading to further changes in dynamic tyre loads. The pavement structural strength reduces over time, due mainly to cumulative effects on pavement responses. The net effect on pavement distress will depend on the spatial relationship between dynamic tyre loads, pavement profile changes and pavement structural strength variations (DIVINE 1997).
Pavement roughness indices provide quantified riding quality values and trends. The International Roughness Index (IRI) is widely accepted as the index of choice for reporting pavement roughness. IRI is most appropriate when a roughness measure is desired that relates to overall VoC, overall riding quality and overall surface condition (Sayers and Karamihas 1998). It is noteworthy that IRI was intended to reflect pavement roughness attributes that affect riding quality of passenger vehicles, and not intended to describe pavement roughness characteristics affecting heavy trucks, because it does not show sensitivity to excitation frequencies observed under heavy vehicle traffic (Papagiannakis and Gujarathi 1995).
Vehicle response to the pavement profile can be modelled in the frequency domain as a response function. Mathematically, the vehicle frequency response function acts as a multiplier to the input road profile Power Spectral Density (PSD) to give the PSD of the vehicle response. This combined frequency characterisation of road profiles and frequency domain analysis of vehicle responses to the profile has resulted in the road profile being categorised into eight classes (A to H, from smooth to rough), as set by the International Organization for Standardization (ISO) based on PSD (ISO 1995).
In studying the interaction between vehicle and pavement, the objective is to determine how the vehicle and pavement components affect one another in order to determine the resultant effects on the pavement, vehicle components and freight. There are three standard components in the majority of the vehicle-pavement interaction evaluations (DIVINE 1997; Collop & Cebon 1995). They are (1) the cause of the problem (pavement profile), (2) the load history generator (the vehicle and freight) and (3) the component on which the forces are exerted (the pavement structure). This paper focuses on pavement performance and maintenance, vehicle damage and operating costs, and freight damage and logistics.
Pavement performance and maintenance
The performance of pavements over time depends on construction quality, traffic loading and environmental conditions. A rough pavement surface increases moving dynamic loads, resulting in higher than average pavement deterioration, shortening pavement service life. The simplest way to reduce pavement deterioration caused by V-PI is high quality, smooth pavement construction and timely maintenance that ensure high riding quality.
Riding quality directly influences the quality of the driving experience for vehicle occupants and freight. Steyn et al (2011) identified the potential effects of deteriorating riding quality on the broader economy (Figure 1). Decreasing pavement riding quality, and the increased dynamic vehicle loads it induces, cause direct increases in pavement maintenance costs, shortened pavement service life, and ultimately higher costs for a given pavement structure and transported freight.
Driving on a pavement with low riding quality affects the speeds at which the vehicle can travel safely, immediately affecting the logistics of delivering goods at optimum times to consumers. It also raises fuel consumption and increases carbon emissions for the same amount of freight delivered. In an evaluation of road maintenance requirements in sub-Saharan Africa, Heggie (1995) calculated that for each $1 spent on road maintenance, between $3 and $22 VoC is saved. Values in other studies may differ, but the pattern of return on investments in road maintenance is typical.
Vehicle damage, operating costs and environment
Potential damage to vehicles travelling on rough roads can be addressed through improved design of each vehicle, which multiplies the costs to all travelling vehicles. Low riding quality thus has an increased cost effect on vehicle design, manufacturing and maintenance. All these costs are routinely incorporated into the costs that the vehicle owner charges for transporting freight, the logistical costs and ultimately the costs of goods paid by the consumer.
Lower riding quality affects the environment and environmental costs through increased VoCs, increased emissions due to slower speeds and longer durations of transport, increased use of natural resources, and increased costs as more materials are required to maintain pavements.
Freight damage and logistics
Increased vibrations result in more vibrations translated to the freight and resultant freight damage. Various methods exist for establishing the expected damage to freight exposed to ranges of vibrations and shock loads. Potential solutions to this problem include improvements in freight packaging and in the design of the freight itself, but both of these solutions add further costs. The costs of packaging of fresh produce are in the order of 10% of the final costs of the delivered product. Road-induced freight damage prevents transportation of some fresh produce that are prone to damage, such as ripened soft fruits. This adds a cost as these fruits typically are transported at an earlier stage and then stored in warehouses until sold. The high volumes of produce (fruit, as well as nuts) transported in California makes this an issue of state-wide significance.
Increased logistics costs due to decreasing riding quality are experienced by most transportation companies in a country. These costs have cumulative effects and will result in massive increases in logistics costs of the country. These increased logistics costs will translate to higher costs of products in the marketplace.
Freight movement, with its linkages to infrastructure and vehicles as well as implicit role of logistics, is a national priority in the US as Congress develops a new land transportation bill. In California, goods movement underpins this eighth largest world economy and the 14% of the US GDP generated in the state. In US Senate testimony in early 2011, Caltrans Director McKim (2011) affirmed that the economic health of states like California requires establishment of freight movement as a local and national economic priority.
In coordination with the University of California Pavement Research Center (UCPRC), V-PI analyses were conducted for a 3S-2 (articulated) truck on sections of the I710 and US101 located in Southern California. Route I710 is a heavily trafficked route that carries substantial freight traffic to and from the ports of Long Beach and Los Angeles (Average Daily Traffic (ADT) of 155 000 during weekdays, with 13% trucks). The centreline length of the I710 section is approximately 4.4 km with three lanes in each direction (Monismith et al 2009). The US101 between Santa Barbara and Ventura carries rural traffic and is approximately 13.3 km in length. Road surface profiles were measured on both highways for use in V-PI analyses. A total of 660 V-PI simulations were conducted using TruckSIMTM, simulating four speeds and three load levels (10 km/h to 100 km/h; empty to full). Riding quality data was analysed using ProvalTM. Frequency analysis compared the displacement PSD with the ISO PSD classifications to indicate pavement frequency profiles. The riding quality classifications for both roads ranged between 0.8 and 7.3 m/km with the mean IRI being 2.1 m/km and the 90th percentile value being 3.8 m/km. An IRI-value below 1.5 m/km is viewed as good while a value above 2.7 m/km is viewed as unacceptable (AASHTO 2009). More than 70% of the profiles in this study had at least acceptable riding quality values. Based on the ISO classification of PSD pavement profile data, the majority of the pavement profiles in this study were classified as A (46 segments), with a limited number as B (10 segments) and only three segments as C.
The V-PI output data can be divided into tyre loads and vertical movement data. Eighteen individual tyre loads were generated for the 3S-2 truck tyres at frequencies depending on the speed used in the simulation. Changes in individual tyre load are evaluated in terms of standard deviation (STDev) and Coefficient of Variation (CoV) of load data.
Analysis of STDev values showed a skew distribution, with the higher values being related to lower load levels and higher pavement roughness. Analysis of axle group load data indicated that the mean tyre loads were related to the static load levels and were not affected by the pavement roughness or speed. STDev values all increased with increasing pavement roughness, decreasing loads and increasing speeds. CoV values were related to the pavement roughness, although the combination of a fully loaded vehicle on a rough pavement (relatively high STDev) can provide a lower CoV than for an empty vehicle on a smoother pavement (relatively low STDev). When analysing specific load cases a similar pattern appears where lower load levels and higher speeds and pavement roughness lead to higher CoV values. These findings are consistent with previous studies (Steyn & Visser 2001).
Vertical acceleration and displacement movement of the Centre of Gravity (CoG) were evaluated to determine potential freight and vehicle damage. The STDev of the CoG's vertical acceleration increased directly with increasing pavement roughness for all speeds and loads, for both the truck-tractor and semi-trailer. The STDev of the CoG's vertical accelerations were highest for the empty semitrailer simulations. The half- and fully-loaded simulations showed much lower STDev values at all levels of speed and pavement roughness. STDev values show a dramatic difference in vertical acceleration of the truck-tractor and the semi-trailer, with STDev values for the semi-trailer nearly twice as high as the truck-tractor in most cases.
The STDev of the vertical movement of the CoG of the truck-tractor and the semitrailer generally increases with increasing pavement roughness, with a marked increase at riding quality values above 4.2 m/km.
Findings from this case study are consistent with the literature. Lower riding quality causes increased STDev of tyre loads, with higher speeds and lower masses causing further increases. The vertical acceleration and movement of the vehicle's CoG are affected in a similar way.
This paper examines linkages between diverse aspects of the roadway transportation system with regard to freight movement. Having identified the needs and drivers that affect freight transport costs, the paper discusses damage and its costs to pavement infrastruc-ture, vehicles, and freight. Damage to all three results in higher costs of products to consumers. Investing in improvements to one or more of these aspects ultimately should reduce costs to consumers. Providing lower cost goods also improves a state's and nation's competitiveness in today's global marketplace.
This paper focuses on improving the pavement infrastructure through an improved understanding and quantification of V-PI effects. V-PI analyses enable better understanding of pavement roughness impacts on vehicles and freight. The roles and interdependence of pavement, vehicles and freight are complex. On-going freight mobility and related planning efforts in California reflect technical and organisational complexities, which are influenced by integrating different transport modes, addressing land use issues and working with many diverse (sometimes competing) goals, stakeholders, and decision-makers (Scherzinger 2011).
A context for discussion of V-PI and freight issues is presented in a three-level framework in Figure 2. The context ranges from localised level (at left in Figure 2) up to state-level and ultimately up to a national/ international level. Tasks, aims, and responsibilities differ at each level.
At the local level, vehicle and road owners are responsible for improving V-PI components under their control in order to reduce transportation costs and damage during freight transport. This approach focuses on improvement in the infrastructure for functional as well as economic purposes. Road condition affects all the vehicles running on the road, and therefore investment at this level has a major multiplier effect - much more than investments in improved vehicle components or goods packaging and design. Lower logistics costs also reduce subsequent costs in the economic stream.
The second level focuses on a sustainable and effective system by local, regional and state agencies to ensure less congestion and smoother operations in logistics and transport. Examples include dedicated trucking lanes, life cycle analyses, and evaluation of environmental issues. It also may include more freight-focused legislation and regulations to enable more cost-effective freight movement.
The third and broadest level focuses on federal, national and cross-border responsibilities for evaluating issues of total logistics costs, road vs rail comparisons, and cross-border flow of goods. A more efficient system should increase a nation's GDP and global competitiveness. An ongoing dialogue on the efficiency and sustainability of the freight transportation system should be maintained, with the focus on developing a long-term vision of sustainable freight transportation for the US. Collaboration should be facilitated on a continental basis among freight industry, transportation experts and stakeholders.
This three-level approach is based on the understanding that the responsible entities at each of the three levels focus on improving their own efficiencies in the tasks shown, thereby strengthening the whole system. The recently published performance measures for freight transport (NCFRP 2011) focused on the development of a scorecard to gauge the performance of the US freight transportation system to support investment, operations, and policy decisions by public and private stakeholders. It covers six major categories (freight demand, efficiency, freight system condition, environmental impacts, safety, and the adequacy of investment in the freight system), with the freight system condition category closest to the focus of this paper.
A high quality freight system condition requires the best possible roads in terms of riding quality that causes low vehicle and freight damage. One of the causes for deteriorating pavement conditions is low quality construction. Designs may focus on high riding quality with minimal deterioration and maintenance, but achieving these design goals relies on high quality construction. Broad implementation of effective bonus/ penalty schemes has localised effects on better riding quality, less vehicle and freight damage and their associated costs. These localised improvements benefit other freight performance measures, such as efficiency, safety, and environmental impacts at all three levels within the framework.
Use of dedicated truck lanes (DTLs) is one approach to improving freight system condition and efficiency. Studies focusing on DTLs in specific corridors (including I-10 coast-to-coast, I-81 in Virginia, corridors across Texas, Georgia, Chicago and Los Angeles) addressed opportunities that could arise from use of new vehicle control technologies to enhance the effectiveness of DTLs. Substantial savings in rehabilitation and maintenance costs could be achieved if trucks drove only on lanes designed exclusively for them. Further improvement would result if trucks consistently followed the same path within a lane through automatic lateral control. The pavement structure could be optimised in ways that are impossible for wandering traffic (e.g. thicker pavement on truck lanes, etc). Longer vehicles and electronically coupled "platooning" of trucks could also improve freight productivity of the highway system (Browand et al 2004), as well as improving safety and congestion (Roorda et al 2010; Samuel et al 2002).
DTLs, freight performance measures, V-PI analysis, maintaining road smoothness, and economic assessments typically are addressed by an array of specialists working in their own respective fields. The analysis, discussion, and framework in this paper illustrate the interconnectedness of these issues and suggests the need for better coordination and a more coherent, multi-specialty approach to improving freight movement.
Potential application of the concepts discussed in this paper in other environments (such as South Africa) is currently investigated through efforts such as the SOL study (CSIR 2011). The differences in infrastructure and vehicle population play a role in the detailed application of the concepts. However, the principles around well-engineered planning, construction, maintenance and management of the logistics chain and all its components are as relevant as in the US. Implementation of the concepts presented in Figure 2 for the South African context should likewise lead to improvements in the local logistics chain and GDP.
■ The freight transport industry in the US is a significant contributor to state and national economies, with diverse needs and drivers affecting freight transport costs.
■ Properties and complex interactions of pavement, vehicles and freight determine the condition of the freight transport system and resultant overall costs.
■ V-PI analysis tools are available for quantifying physical response and damage for pavement with known riding quality. Results from a case study in California are consistent with international literature showing increased damage to pavement, vehicles and freight as the pavement condition deteriorates, leading to higher operational and logistics costs. These are ultimately paid by customers, reducing economic competitiveness. These tools can help strategic planning, as well as near-term operational planning, for a wide range of priorities in both the public and private sectors.
■ Improved pavement maintenance results in reduced long-term costs for road authorities and induces cost-savings for road users, including freight transport. Improved management of components of the freight transport industry can lead to lower variations in tyre loads and acceleration levels of vehicle components and freight. Investments in these improvements can be investigated by applying V-PI analysis to evaluate response and damage to pavement, vehicle and freight that would result from various alternative levels of pavement riding quality. Results could also provide insights about effects on other drivers of freight transport costs, such as energy costs and environmental impacts.
■ The proposed framework for V-PI, freight damage and logistics provides a context of explicit tasks, aims, and responsibilities for the scale of various spheres of influence. Use of such a framework might help to foster better coordination and a more coher-ent, multi-specialty approach to improving freight movement and, ultimately, improve cost-efficiencies, reduce costs to customers and enhance economic competitiveness.
■ The significance of this study should be expanded through additional studies incorporating a larger range of vehicle types, road conditions and economic areas.
Financial sponsorship by Caltrans in the development of the concepts discussed in this paper is acknowledged.
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Roorda, M J, Hain, M, Amirjamshidi, G, Cavalcante, R, Abdulhai, B & Woudsma, C 2010. Exclusive truck facilities in Toronto, Ontario, Canada. Transportation Research Record 2168, pp 114-128, Washington, D.C.: Transportation Research Board. [ Links ]
Rulistia, N D 2008. Transportation undermines RI economy: Study. The Jakarta Post, Jakarta, 16 April 2008. Available at: http://www.thejakartapost.com (accessed on 15 May 2010). [ Links ]
Samuel, P, Poole Jr, R W & Holguin-Veras, J 2002. Toll truckways: A new path toward safer and more efficient freight transportation. Reason Foundation: Public Study, Los Angeles, California, US. [ Links ]
Sayers, M W & Karamihas, S M 1998. The little book of profiling. University of Michigan, Michigan, US. [ Links ]
Sayers, M W, Gillespie, T D & Queiroz, C A V 1996. The international road roughness experiment. Establishing correlation and a calibration standard for measurements. World Bank Technical Paper No 45, Washington, D.C.: World Bank. [ Links ]
Scherzinger, S 2011. Freight mobility planning in California. Available at: http://www.california interregionalblueprint.org/ (accessed on 16 June 2011). [ Links ]
Schulz, J D 2008. Logistics management. Available at: http://www.logisticsmgmt.com/ (accessed on 19 June 2008). [ Links ]
Sime, M, Ashmore, S C & Alavi, S T 2000. WesTrack track roughness, fuel consumption and maintenance costs. Techbrief FHWA-RD-00-052. Washington, D.C.: Federal Highway Administration. Available at: http://www.tfhrc.gov [ Links ]
Singh, S P, Antle, J R & Burgess, G G 1991. Comparison between lateral, longitudinal, and vertical vibration levels in commercial truck shipments. Packaging Technology and Science, 5(2): 71-75. [ Links ]
Slaughter, D C, Thompson, J F & Hinch, R T 1998. Packaging Bartlett pears in polyethylene film bags to reduce vibration injury in transit. Transactions of the ASAE, 41(1): 107-114. [ Links ]
Steyn, W J vd M & Visser, A T 2001. Guidelines for incorporation of vehicle-pavement interaction effects in pavement design. Journal of the South African Institution of Civil Engineering, 43(1): 34-39. [ Links ]
Steyn, W J vd M, Bean, W, King, D & Komba, J 2011. Evaluating selected effects of pavement riding quality on logistics costs in South Africa. Journal of the Transportation Research Board, TRR 2227:138-145. [ Links ]
TRB (Transportation Research Board) 1994. Highway Research: Current programs and future directions. Special Report 244, Washington, D.C.: National Academy Press. [ Links ]
USCCSP (US Climate Change Science Program) 2007. The first State of the Carbon Cycle Report (SOCCR). The North American carbon budget and implications for the global carbon cycle. Synthesis and Assessment Product 2.2. Available at: http://www.sap2-2-final-all.pdf (accessed on 30 June 2009). [ Links ]
Contact details:
Department of Civil Engineering University of Pretoria Lynnwood Road
Pretoria, 00 02, South Africa
E: firstname.lastname@example.com
Contact details:
Pavement Research Center ITS
University of California
Berkeley, California
E: email@example.com
Contact details:
California Department of Transportation (Caltrans)
Division of Research and Innovation (DRI) 1101
R Street MS-42, Sacramento, CA 95811
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Pavement Research Center
University of California
Davis, California
E: email@example.com
Contact details:
California Department of Transportation (Caltrans)
Division of Research and Innovation (DRI) 1101
R Street MS-42
Sacramento, CA 95811
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Contact details:
California Department of Transportation (Caltrans)
Division of Research and Innovation (DRI) 1101
R Street MS-42
Sacramento, CA 95811
E: email@example.com
PROF WYNAND STEYN is a professional pavement engineer with a research interest in vehicle-pavement interaction, accelerated pavement testing and pavement materials, and instrumentation. He obtained a PhD in Civil Engineering from the University of Pretoria in 2001. He spent 19 years with the CSIR (Council for Sdentific and Industrial Research) in various positions, and is currently associate professor of civil engineering (focusing on road pavement related subjects) at the University of Pretoria. Professional activities include academic and industry research in the areas of pavement engineering, vehicle-pavement interaction and pavement materials. He has authored and co-authored ten journal papers, six book chapters and 50 conference papers.
PROF CARL MONISMITH has been a member of the Department of Civil and Environmental Engineering at the University of California, Berkeley (UCB), since 1951. During the period 1974-1979 he served as Department Chairman. Currently he is the Robert Horonjeff Professor of Civil Engineering, Emeritus, and recently retired as Director of UCEi's Pavement Research Center Professor Monismith is internationally recognised for his work in the fields of pavement design and rehabilitation, and asphalt paving technology. He has been active in many professional societies, including the Association of Asphalt Paving Technologists, Transportation Research Board, International Society for Asphalt Pavements, and American Society of Civil Engineers. He is a registered civil engineer in California and a Member of the National Academy of Engineering.
WILLIAM NOKES is SeniorTransportation Engineer in the Division of Research and Innovation at the California Department of Transportation, with 30 years' experience in transportation engineering and research in the areas of pavements and the environment. His career includes engineering experience in state-wide government, as a consultant to cities, counties and airports, and at the University of California. Through extensive consultation with pavement engineers and others worldwide, in the early 1990s he initiated the development of an accelerated pavement testing programme in California called CAL/APT. The programme was later expanded and renamed the University of California Pavement Research Center (UCPRC).
DR JOSEPH HOLLAND received his Bachelor's and Master's degrees from the University of Notre Dame and his PhD from the University of California, Davis. He currently manages the pavement research programme at the Department of Transportation, California (Caltrans), and teaches at the University of Califomia, Davis. Priorto this he was a research engineer in waterfront structures for the Department of the Navy. He participated in over 40 papers while with the Navy and Caltrans.
PROF JOHN HARVEY is at the University of California, Davis (UCD). He is Principal Investigator for the UC Pavement Research Center (UCPRC), wh ich is a joint effort of Caltrans, UC Davis, UC Berkeley, Dynatest Consulting, CSIR (South Africa) and other universities and organisations. He was co-principal investigator and project manager for the Caltrans Accelerated Pavement Testing Program (CAL/APT) between 1994 and 2000. He teaches pavement design, materials and rehabilitation, and project management. He has been with UCD since 2 0 02, and prior to that worked at UC Berkeley for 13 years and for four years in Nigeria and Texas. He is a registered professional engineer in California.
Nicholas Burmas, as Chief ofthe Office of Materials and Infrastructure within the Division of Research and Innovation, is responsible for managing the California Department of Transportation pavement research programme that performs over $6 million in pavement research projects each year. He has contractual and project oversight of the Universityof California Pavement Research Center, which has gained national recognition for its accelerated pavement testing research performed for the Department. His responsibilities within the Department include implementing policy and procedures relative to research, reviewing research and related assessments to ensure the successful development and deployment of innovative transportation solutions.


text:
Sunday, 24 July 2011
A Baby and a Bot
I've been super busy lately with a project my wife and I had in the works for nine months or so that has recently been released:
The past couple of weeks has been amazing, but mainly taken up with changing diapers, cooking meals, doing housework, gawping adoringly at the little fella etc. As a result, there's not been much time for art of course, but I did managed to finish this robot mechanic design for my Race for the Globe project. Hope you like it!
More stuff soon hopefully.
10 comments:
- Chris Nygaard said...
congratulations Nick! It´s great to hear you and your loved ones are doing great!
- 25 July 2011 at 00:28
- Ben Newman said...
great news Nick, congratulations!
- 25 July 2011 at 01:28
- Matteo a.k.a. madmatt said...
Congratulation Nick!
Wishes from Italy
- 25 July 2011 at 07:06
- Aidan said...
excellent work nick (and kate) !
- 26 July 2011 at 04:00
- Andre Barnwell said...
very cool. enjoy the days of parent hood. I'm told they're priceless.
- 27 July 2011 at 07:08
- Daniel Baker said...
Congratulations mate, I had no idea until Jake told me at the weekend, love the robot too, his feet are super ace!
- 27 July 2011 at 08:57
- Nick Carver said...
Chris: Thanks
Ben: Thanks man! Hope you are well!
Aidan: Yeah, she had something to do with it I guess!
Andre: Thanks very much! It's been going great so far.
Dan: Sorry I didn't get much of a chance to talk with you via Skype at the weekend. Loving the blog updates, buttball!
- 27 July 2011 at 13:14
- ashab said...
well done to you both, hope life is going good and happy to you both.
- 1 August 2011 at 07:55
- Richard Cu Doble said...
Hey Nick!
congratulations my friend! and I hope your little one will turn out as an awesome artist like you!
- 4 September 2011 at 09:36
- edwin rosell said...
When is the toy coming out? That would be awesome.
- 15 May 2012 at 08:59

subset: commoncrawl


text:
K9 Friend necesitaba un nuevo diseño de logotipo y lanzó un concurso de diseño en 99designs.
Un ganador ha sido elegido entre 107 diseños de 19 diseñadores freelance.
Canine Companion Pet Service, LLC
I'm a 36 year old single female that's taking the plunge and starting my own business (no, this is not a personals ad)! I've always loved animals, have owned and/or worked with dogs most of my life and am so excited to start this new venture! I feel a good logo is important when it comes to a business like mine and I plan to use this design across all aspects, so I want it to make a statement. I plan to provide as much information as possible, give feedback, and guide designers to the goal I'm hoping for. Are you up for the challenge?
This part is quite simple..... my target audience is dog owners. Initially I will be "paw'd" up with my friend that owns a dog training business so the market will be existing, but as the business grows I will target new dog/puppy owners and possibly advertise in veterinarian offices or pet stores. Also, my initial target audience is located in a more affluent, wealthy area.
After the 1st writing of my brief I have re-thought my "requirements" and realized that I probably put too many limitations and/or instructions. Although I really like what I've received based on my previous brief, I would really like to see the CREATIVITY of the designers! After all, that is the whole reason I'm holding the auction!
I will tell you my favorite color is purple and would love it if that could be incorporated into my business.
If you wish to incorporate my tag line its....
Keeping your dog active, keeping you both happy.
I'm looking forward to your entries!
Thanks and good luck!
Descubre cómo funciona un concurso de diseño u obtén más información sobre nuestros servicios de diseño de logo.


text:
Every pew at St. Hilary Church of Perpetual Adoration in Pico Rivera was filled Friday morning for the funeral of actress-activist Guadalupe "Lupe" Ontiveros, who died July 26 at 69.
Inside the white brick walls, where Ontiveros attended Mass for more than 30 years, her former "Desperate Housewives"cast mate Eva Longoria stepped behind a lectern.
"But the just man, though he die early, shall be at rest," Longoria said, voice wavering, reading from the Bible. "For the age that is honorable comes not with the passing of time, nor can it be measured in terms of years."
Ontiveros' family, friends, former costars, political activists and the mayors of Los Angeles and Pico Rivera watched quietly.
Before Longoria read the first verse, the building had buzzed with chatter and laughter, a lively exchange of memories.
Churchgoers signed her portrait propped outside the doors, scrawling personal messages:
"Thank you for all the joy you brought."
"Lupita por vida!"
"Lupe, I will never forget that vase you gave me."
Labor leader, civil rights activist and close friend Dolores Huerta, who co-founded the National Farmworkers Assn., called Ontiveros a pioneer.
"She took roles many people would have turned down, and she hung in there, trying to break the ceiling there for Latinos in the industry, the media industry," Huerta said.
"And she gave back to the community," Huerta said. "Whatever she was asked to do, I don't care what it was, she was always there. You didn't have to beg her, didn't have to go through three PR people to get to her. Everything she did, she brought joy."
Los Angeles County Supervisor Gloria Molina, who said she had known Ontiveros for decades, was initially star-struck by the actress who famously played mothers, mentors and maids.
"When I really got to know her, I was so impressed with the personal activism she felt inside of her," Molina said, referring to Ontiveros' longtime involvement with the Latino Theater Company, the Gay and Lesbian Alliance Against Defamation and the Mexican American Legal Defense and Educational Fund. "At the end of the day, it was something she felt personally and passionately about. We're going to miss her tremendously."
Sol Castillo, 38, the son of "Zoot Suit" star Enrique Castillo, met Ontiveros while she acted alongside his father in the play by Luis Valdez, who also attended the funeral.
"She was a feisty one," Castillo said, laughing. "Lupe was everything to everybody. She was a mother, a lover, a friend, a wife, a sister — she was amazing, always greeted everyone with love. Doesn't matter how many years went by, she always greeted everyone with love."
After a series of readings and songs performed by a mariachi band, Father Joshua Lee delivered a eulogy. Ontiveros never forgot her roots, he said. She maintained a strong sense of faith, exuded love and set an example for the community and all who watched her work.
"Lupe has, in her own way, sown seeds far and wide," Lee said. "She has sown them into each and every one of your hearts — and so many more beyond. Now, it's up to you what you do with the gift."
Lupe Ontiveros remembered, praised at Pico Rivera funeral
Every pew at St. Hilary Church of Perpetual Adoration in Pico Rivera was filled Friday morning for the funeral of actress-activist Guadalupe "Lupe" Ontiveros, who died July 26 at 69.


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MARTINEZ, Ga. – Georgia College men's tennis juniors Bobby Angelucci (Acworth, Ga.) and Jerome Leborgne (Coordimanche, France) were named to the 2011 Peach Belt Conference (PBC) Men's Tennis All-Academic Team, the conference office announced recently.
Angelucci was a doubles specialist for the Bobcats, teaming with Tobias Rausch (Mannheim, Germany) for a 13-9 record in the third slot. Angelucci also went 2-3 in singles duty. He owns a 3.65 GPA in mathematics, and will continue toward an engineering degree at Georgia Tech in the fall.
An All-PBC Second Team selection, Leborgne was 12-10 in singles action, largely in the first slot. He also teamed with Johan Wadstein (Helsingborg, Sweden) for a 14-8 mark at first doubles. Leborgne has a 3.88 in mathematics.
In the three-year history of the program, the Bobcats have put four student-athletes on the PBC Men's Tennis All-Academic lists.
The teams are part of a season-long program recognizing the outstanding accomplishments of PBC student-athletes in the classroom as well as on the field. To be eligible for the All-Academic team, a student-athlete must 1) participate in at least half of his/her team's events and be either a starter or significant contributor; 2) achieved a 3.30 cumulative grade point average (on a 4.0 scale) and 3) completed at least one full academic year at his or her current institution. The PBC Sports Information Directors oversee and select the teams.
The Bobcats advanced to the NCAA Tournament this season, making five-straight appearances in that regional tourney. The GC men were 14-9, taking sixth in the PBC and putting two on the All-PBC Teams in Leborgne and Wadstein.
The Georgia College Department of Athletics, back-to-back winners of the PBC Commissioner's Cup, sponsors 10 varsity athletic programs at the NCAA Division II level. As a Division II program, Bobcat Athletics prides itself on balancing the life of the student-athlete, evidenced by the teams' multiple appearances in post-season competition as well as documented academic success and community-service involvement. Sign up at www.twitter.com/BobcatSports and www.facebook.com/gcbobcats for up-to-the-minute reports, and visit www.GCBobcats.com for more information, and to nominate your favorite former Bobcats and Colonials to the GC Athletics Hall of Fame.


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The one Max fans are talking about - the latest model of Nissan's flagship sedan!
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Are you hoping for a home improvement or planning to add more appeal to your home environment? Under such circumstances, there are many obstacles that can pop up with any home improvement project. It takes unmatchable skills to be a carpenter, a plumber, a painter, an interior designer or a home Remodeler. Here are few home improvement ideas that will excite and inspire you:
Home improvement ideas are basically subjective and depend largely on the owners of the house, the span of time they want to live in the same home and the budget. The focus areas in all the homes are kitchen and bathroom, which require special attention. San Antonio home Improvement Company, Seguin helps you at affordable rates and exceptional services. When the roof is to be redone, you can use white or lighter colored tiles as they reflect the sun instead of absorbing them. This would let your attic be cool and act as an energy saving trick, reducing your electricity bill considerably.
ouble check the insulation in your attic if the snow melts very quickly. Replacing the insulation would maintain proper ventilation by keeping the heat inside the attic and cold outside. This would decrease your heating bills. Consider using wooden cabinets when replacing the cabinets in your home because they are very strong and degrade at a slower rate than other materials. Investing in cherry, maple or oak wood is best choices because it is easy to change their color when they are stained. If you have a functional family with many members, increase the living area which would serve the purpose of a large gathering. This would be beneficial and would also add value to your home on resale value.
The clogged gutters can be the primary reason for the water leaking into your basement. You can prevent the clogging by keeping the gutter clean from filth, leaves and debris. Construction adhesives or sparkling pastes can prevent floors from squeaking and can be used to repair the halls in your walls. This process would be difficult as you would have to crawl in basements and alleyways to fix the holes and cracks, but the result would be worth all the pain. You can use grass seeds to make your lawn look fuller and greener. The grass seeds can fill the bare spots in the lawn and add expressions to it.The quality of paints and material being used should never be compromised with as they are worth one time investment in effortless durability. Investing in cheaper versions is wastage of resources and would require re-doing and improvement frequently. The best improvement that can be achieved is finishing the home basement, which would increase the value of your house by 30%. A finished basement can be used for ideal work, recreation or family time. You can add a wooden fence around your home and a small garden area with a sitting space for your silent time where you can spend time with yourself.


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After received a only one complaint, UK's ban-happy Advertising Standards Authority has censored eight American Apparel ads for being "gratuitous... pornographic and exploitative."
After calling the campaign "amateurish," the ASA noted that the ads were problematic since the young models' breasts and buttocks were the "focal points of the images rather than the products."
To which, we're imagining Dov Charney replied, "Yeah, that's kind of the point." (Especially considering that one ad has a model's already exposed nipples outlined in what looks like black marker).
The ASA banned an American Apparel ad in 2009, as well, for its use of a partially naked model who appeared to be under the age of 16.
The ASA's advice?
"We told AA not to use similar images which were exploitative of women or that inappropriately sexualized young women in future."
Good luck with that.


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It looks like you're in United States. Please go to Slice United States.Slice United States.
The self-retracting utility knife is an example of what Slice® does best. In our tool design process, we re-evaluate existing safety features and create innovative new ones. We approach every design challenge with fresh eyes: we ask, What can we do better? What can we make safer? Many applications benefit from different options, so while we always use a finger-friendly® blade and an ergonomic design, we offer a variety of handle and retraction choices to suit different applications, preferences, and safety levels.
Retraction is a handle feature that refers to how the blade is exposed, or made ready for a cut. Here's a quick rundown of traditional retraction mechanisms:
- Fixed blade knife: OK, this one is a bit of a cheat. A fixed blade actually has no retraction mechanism. Think of a typical kitchen knife, where the blade is always exposed and designed not to move at all.
- Folding knife: The blade is sheathed in the handle while it's not in use, and folded out for cutting. This style has two possible positions for the knife: open or closed. A pocket knife is an example of a folding knife.
- Manual retraction knife: A folding knife is, in a sense, a type of manual retraction knife, since the blade is exposed and hidden manually. But 'manual retraction' knives typically have slots for more than one open position. This gives the user a few options to set the length of the exposed blade, controlling the maximum cut depth.
- Auto-retracting knife: An auto-retracting utility knife is a safety manager's best friend. The user must keep a thumb or finger on a slider in order to keep the blade exposed. As soon as the slider is released, the blade retracts through an automatic spring mechanism. This retraction starkly lowers the number of laceration accidents because the blade is only exposed when the slider is actively engaged.
For years, these were the only retraction options. Recently, however, product developers have made strides with the design of retractable safety knives and introduced the new kid on the block: self-retraction.
A self-retracting safety knife is the next level of safety, at least in terms of retraction mechanisms (a finger-friendly blade will of course make any knife safer). At Slice, we call self retracting "Smart Retracting" because it's about as smart as a knife can get.
Remember, an auto-retracting knife requires the user to hold a slider or button to expose the blade. When the blade is self retracting, however, it needs two conditions to stay extended: a user holding the slider AND pressure against the cutting edge. As soon as the blade loses contact with the material it's cutting, it retracts, even if the user is still holding the slider. Self-retracting utility knives have the best retraction-based safeguard that exists.
Although auto-retracting handles prevent blade exposure while the tool isn't in use, sometimes accidental cuts happen while the user is still holding the blade out. For example, the safest practice when using any knife is to cut away from your body. Why? Because it's not uncommon to slip in the middle of a cut and lose contact with your material. If your momentum is headed towards your body, guess what the knife will cut next? While prevention (i.e., cutting away from the body) is best, realistically people often cut in a hurry using poor form, especially when they're under time pressure at work.
Many safety officers also tell us that a smart knife helps overcome dumb actions. We commonly hear that workers who don't want to hold a slider out will often try to convert an auto-retracting handle to a manual handle by duct taping the slider so the blade stays exposed at all times. This negates any safety benefit from auto retraction. A self-retracting blade utility knife makes this dangerous workaround impossible because the blade retracts as soon as the cut is finished.
Self or Smart Retraction is sometimes hard to picture from a written description. Slice's self-retracting utility knife video gives you a clear picture of how easily this mechanism could prevent an injury.
Slice's 10558 Smart-Retracting Utility Knife, of course, includes our patent-pending finger-friendly blade. This means that any contact between the blade and skin (as unlikely as it is) is safer than similar contact with a standard, over-sharpened blade.
While self-retraction is the safest retraction option available, different applications require different handles. For example, cutting through any type of unevenly dense material would significantly vary the pressure on the blade. This variation is likely to cause the blade to retract before you're finished the job. And, if the user needs to make fairly constant cuts over a long shift, engaging a slider could be unnecessarily fatiguing. Safety managers also tell us that they can only enforce what their staff will accept, and change comes slowly. That's why Slice offers tools with different handles, blade shapes, and retraction mechanisms.
It's important to note that retraction is only one safety feature. It's best to research all aspects of a knife to find the best fit for you, your staff, and each particular application. Our article, What's in a Safety Knife, goes over all the features that need to be considered before you decide where to invest your money. Whether a self-retracting utility knife or a manual retraction style suits you better, Slice has you covered.
Further Reading:
Learn more about retraction mechanisms here: Retractable Knives: Know Your Handles
Go beyond handle design and learn about safety blades here: The Best Utility Knife Blades for Workplace Safety
How do cut-resistant gloves fit into the safety picture? Find out here: Cut-Resistant Gloves: Levels Explained


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The tremor of
Parkinson's disease is not always severe, but it may
affect many of your daily activities.
To help control tremor in your hand or arm when you are trying to use
the hand, press the affected elbow against your body to stabilize your upper
arm and then perform the movement. Wearing a rigid brace across a joint or
putting a little weight on the hand may help to reduce tremor and restore
control. Caffeine can make tremor worse, so reducing the amount of tea, coffee,
or cola you drink may make tremor less obvious.
If your tremor is severe or it affects your day-to-day functioning,
medicine or, eventually, deep brain stimulation may be needed.
ByHealthwise StaffPrimary Medical ReviewerAnne C. Poinier, MD - Internal MedicineSpecialist Medical ReviewerG. Frederick Wooten, MD - Neurology
Current as ofOctober 14, 2016
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October 14, 2016
Healthwise Staff
Medical Review:
Anne C. Poinier, MD - Internal Medicine & G. Frederick Wooten, MD - Neurology
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Last modified on: 8 September 2017


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20 Incredibly Bizarre Vintage Halloween Costumes
What is it about vintage costumes that makes them so much more bizarre — and so much scarier — than their modern equivalents? Were people really that much stranger back then, or do they only look absurd in hindsight? Fed up with the animal-ears-and-a-bra option that, no matter how many times everyone rolls their eyes over it, seems to be the prevailing trend year after year, we decided to look for a little inspiration in vintage photography. We scoured the web for the wildest, weirdest costumes of yesteryear, and came up with everything from toadstools to telephones — and one guy in "fancy dress as a side of bacon." After the jump, get inspired — or totally freaked out — by our collection of creepy, funny, or just plain bizarre costumes worn by revelers in decades past. We hope you can sleep tonight.
[Image via]


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I know, I know, most of these are too hard to make yourself - but hey! It's holiday and gift-season. You'd better think about the presents now and these clocks can be huge source of inspiration!
Besides, if you manage to make something like this with your own hands, you'll be so proud of yourself (and so will your beloved ones)!
1. iClock: Apple Keyboard Clock
Clock dial is a former Apple iBook G3 Clamshell laptop computer keyboard section.
2. Mac Keyboard Clock
Is anything made out of Apple keyboards look so awesome, I wonder?
3. Mac G4 Clock
The side panel of an old Mac G4 recycled into a stylish clock! Simply awesome!
4. Windows 2000 Holographic CD Desk Clock
This clock is made from a recycled working copy microsoft windows 2000 Professional CD.
5. Laptop Keyboard into a Wall Clock
At the base of the clock hands is a stator from a computer hard drive motor.
6. Recycled Circuit Board into a Vintage Clock
Awesome vintage look would be a perfect fit for some interiors: A round lemon yellow circuit board with concentric circles of shiny copper sits on top of this chartreuse green circuit board.
7. Apple G3 Computer Front Cover into a Clock
This minimal-design clock could make a great conversation piece on your wall or great present for your geeky friend:
8. Apple Laptop Computer Clock
A real 12" Apple laptop converted into a clock with a real working pendulum mouse!
9. Hard Drive Clock
The face of the clock is the 5 inch platter of a former hard drive. Overall, the clock sports awesome minimalist design:
10. A Hard Drive CAT Clock
Can it both fun and geeky?! For sure!


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"Here's your comfort zone," Hannah's new editor told her on last night's Girls, (urging her to step outside.) "This is where the magic happens."
This was a magical little episode for so many reasons, but mostly because Hannah overcomes her "weird nasal passages" and does a bunch of cocaine with her ex-turned-roommate Elijah (Andrew Rannells.) This leads to sweaty, manic dancing, questionable wardrobe decisions, and some real talk in the 24-hour pharmacy ("When did you eat jerky?").
This isn't the first time Girls has introduced us to Hannah's brain on drugs—she drank that opium tea in the pilot episode—but it's a nice reminder of how funny things can be when her neuroses are chemically enhanced.
Hannah's interaction with Laird, the turtle-owning maybe-junkie who hangs out by the mailboxes, begins with a breezy conversation about the intimidating task of naming Wi-Fi networks. This is really a thing. A friend of mine strongly considered moving out of his massive two-bedroom apartment because a neighbor had a Wi-Fi
named "The Fart Den" and he didn't like people assuming it was his. I'm new to my apartment building and don't know my neighbors, but if I ever meet Wu-Tang LAN, I'm going to buy that guy a drink because he sounds fun.
If I hadn't seen Elijah pick Hannah's outfit, I would have assumed it was something she put together after the drugs kicked in. Apparently, it's called "power clashing," and if this is really a thing (ladies, is this really a thing?), then I was the most fashion-forward 4th grader in the history of Williams Memorial Middle School. I wonder if it's too late to request that a note be added to the yearbook?
Was this a great weekend for Jorma Taccone fans, or what? First, The Lonely Island returned to Saturday Night Live to redefine "YOLO" for the ridiculously fearful ("And wear titanium suits in case pianos fall on ya, and never go to saunas 'cause they're crawlin' with piranhas"), and then Taccone's hilarious, irrationally confident Booth Jonathan returned to Girls to finish what he started last season with Maddie, erm, Marnie.
The infamous line that Booth hooked Marnie with, for those who don't remember: "The first time I f*** you, I might scare you a little, because I'm a man, and I know how to do things." Well, I don't know about Marnie, but it scared the hell out of me. (It also creeped out Taccone, he confessed to Cosmopolitan.)
First, he locks her in his "Barely Breathing"-blaring art installation/torture chamber and does some household chores—makes a cappuccino, checks his email (I heard "You've got mail!" Does Booth Jonathan seriously still have America Online?), hammers nails into teddy bears—before making her describe the feelings of a Victorian doll while he humps away. Marnie collapses in a fit of laughter, which is not what most guys want to hear in this situation, but Booth Jonathan is not "most guys," and seems pretty unfazed.
Hannah's night of personal discovery, of course, devolves into a train wreck of mesh tank tops, crying Laird, and Elijah's coke-fueled admission that he and Marnie had sex at the karaoke party. With Hannah's night, article, and relationship with hard drugs ruined, she informs Elijah he's moving out. I like to think at this point Elijah probably requested a few minutes in Booth's Duncan Sheik Cell of Hell, just to atone.
I know I would have, or at least gone home and forced myself to listen to Vertical Horizon's "Everything You Want" on repeat.
And poor Hannah is going to feel pretty awkward when she realizes what she's done with Laird. If only she'd stayed home and watched Saturday Night Live, she would know that magic doesn't always happen when you leave you comfort zone. YOLO? It really means You Oughta Look Out.
For more musings from David, follow him on Twitter.


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Global Event Promotion
21st Aug 2019 ,Malacca City , Malaysia
Academy of Contemporary Islamic Studies ACIS, Universiti Teknologi MARA, Melaka, Malaysia in collaboration with Research, Industry, Community & Alumni Networking Division, Universiti Teknologi MARA Melaka will hold an International Islamic Heritage Conference IsHeC 2019 on August 21-22, 2019. This Conference aims at bringing together experts in Islamic based research in multi-disciplinary area around the globe to take stock of sharing ideas and findings in the field of Islamic heritage.
17th Jul 2019 ,Helsinki , Finland
Welcome to the Official Website of the 454th International Conference on Management, Economics & Social Science - ICMESS 2019. It will be held during 17th- 18th July, 2019 at Helsinki , Finland. ICMESS 2019 is being organized by Researchfora. The aim of the conference is to provide the platform for Students, Researchers and Academicians to share the knowledge and ideas in the recent trends in the field of Management, Economics & Social Science.
INTERNATIONAL CONFERENCE ON "Recent Trends in Engineering, Science, Technology and Management" RTESTM
17th Aug 2019 ,Guntur , India
This conference provides opportunities for the dferent areas delegates to exchange new ideas and application experiences face to face, to establish business or research relations and to find global partners for future collaboration. We hope that the conference results constituted signicant contribution to the kledge in these up to date scientic field. The organizing committee of conference is pleased to invite prospective authors to submit their original manuscripts to RTESTM-2019. The conference will be held every year to make it an ideal platform for people to share views and experiences Science Engineering Technology and Business Management related areas.


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The lull in posting here is not at all unexpected. Summer means many things but overarching all of it is a constant inability to do everything I'd like to do. No way possible to take advantage of every ride, roadtrip, hike, ski, potluck, nap, or camp outing that presents itself.
Instead I try to pick the most rewarding ones (balanced carefully with work and, occasionally, sleep) and enjoy them to the fullest. That pretty much sums up this past weekend.
Start with high desert scenery and high pressure:
Sprinkle liberally with rocks:
Toss in the whole fam-damily:
Add a dash of color where appropriate:
Mix until desired texture is achieved:
Pause (as often and as long as necessary) for introspection and rumination:
Add the meat:
Baste liberally and simmer at 72 degrees.
Finally, gather 'round the gang and dig in.
This recipe works best when the ingredients are fresh. The longer you wait to use them the more likely they are to spoil.
Bon appetit!


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Understanding Italy: Managerial and Entreprenerial Implications
The course provides access to knowledge and skills related to launching and building new ventures and transforming them into viable, sustainable and valuable business models for either established firms or start-ups. The course will be focused of the characteristics of the Italian managerial and entrepreneurial scenario.
The objective is enhancing knowledge about the economic potential, business rules and regulatory frameworks surrounding the Italian – and European - business environment.
Italy has undergone a deep transformation over the last decades and its economic scenario presents strong characteristics due to the presence of many SMEs and family businesses. Moreover, we could not observe the Italian scenario without linking it to the importance of Italy being part of the European Union. Within the last years the EU has been in an expansion phase thanks to new entry nations.
Additionally, there was a recovery in the European economy because of the increase of employment rates and the extensive reforms made in the new European Union. Due to the market size and its economic value, knowledge and understanding of its business rules and regulatory framework is of relevant professional enhancement for global managers.
This course addresses the questions of entrepreneurship as a different management style and how entrepreneurial firms can be organized for sustainable growth, of particular interest for those students who are planning to start a new venture or take over an existing one and useful in understanding the role of an investor in new ventures.
The following topics will be covered:
• Managing Business in Italy and in the EU: a multicultural analysis
• Entrepreneurial Strategy
• Business Modelling and Value Innovation
• Business Planning
Each day, industry representatives will be invited to underline the competitive environment, opportunities and threats, and main aspects of their relative sectors. In particular, LUISS aims to present to Krannert students industries representing the core activities in the Italian economy.


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There won't be a full, regular post from me today, I'm afraid, as I'm completely slammed with work (an unfortunate combination of deadlines appearing around Easter, a time at which it seems I'm the only classicist I know who needs three days out to go to church, and things that can't be predicted and have to be done straight away, like job applications and interview prep).
However, as you're all aware, there was a bit of an event in the UK today, which I've had on TV in the background as I sit at my computer. Since this was a High Church service, we got a bit of Latin in the singing! (High Anglican services are extremely similar to Catholic services, though I noted that this was a short-ish wedding service - all the Catholic weddings I've been to have been full Masses plus the wedding and take forever).
According to the official website, this was the piece:
The Anthem will be followed by the Motet 'Ubi caritas' by Paul Mealor, a Welsh composer, who is currently Reader in Composition at The University of Aberdeen.
Mr. Mealor's composing studio is on the Isle of Anglesey, where Prince William and Miss Middleton live. This version of 'Ubi caritas' was written on Anglesey and premiered at the University of St. Andrews in November 2010.
Ubi caritas et amor, deus ibi est means 'Wherever there is peace and love, God is there.' There's a really nice Taize setting for it that we sang in church last Thursday and it's one of my favourite short refrains (because it's so nice!).
I was disappointed to see that no subtitles were provided for the Latin. I suppose the directors didn't want to spoil their pretty picture, but I thought it would have been nice to let the viewers know what, exactly, the choir was singing. (I don't know whether the commentators explained it or not, because I was concentrating on my work and not listening to them!).
On a non-Classics note, the bride's dress was completely gorgeous and I want one. Lovely.
Well, Prince William has broken my heart by not marrying me (and boy am I ever kicking myself for choosing the University of Birmingham over St Andrews) but I hope they have a very happy life together, and I hope my friends' weddings later this year go just as well!


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I will be posting photos of my 2013 ride as it gets built. And not just "Ooh, I got a frame and watch me as I put parts on it" but really AS IT GETS BUILT. From raw tubes and aluminum, through bending, notching, welding and powdercoat, to a completed bicycle frame. The frame is a beta prototype of the GG/DH, a single-pivot DH workhorse with adjustable geo, pedaling efficiency, and durability held top-of-mind during the design process. The folks behind Guerrilla Gravity are personal friends and race competitors of mine, and watching along as they go through the design, prototype, and eventual production learning curve has been awesome and eye-opening. They spent a year and a half designing the first proto, had it built last spring, and rode/raced them the entire 2012 season here in Colorado. Design tweaks were made, bits were rethunked, and now they're moving in to the "beta" phase and producing 10 of these Bad Larrys, one of which will be mine.
First, a few links for anyone wanting to know a bit moar about the people, the company, the bike, etc.
Official website: RideGG.com
Facebook page (probably the best place to keep up with them): https://www.facebook.com/RideGG
Ridemonkey thread announcing their company: Guerrilla Gravity, new frame manufacturer in Colorado
Will and Matt with the freshly built Alphas last spring:
Now, on to the goods: images and wordings following the build process of the Beta frames. I'll keep it classy and just post stuff they've made public, so the updates will only be as quick as I get them. First we start with some raw materials...
Front triangle tubes, before bending:
Seat Tubes:
Then we get to some more machined bits:
Shock box plate being machined:
Shock box plates finished, with bottom brackets:
Front shock mounts, rear shock mount eccentrics, & derailleur hangers:
EDIT: this post was originally put on Ridemonkey in mid-September. Today's update is below, and I'll try and be moar diligent with them.
- Home


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|Calculating the Coverage of Combs by your Lotto Number Set
|LottoPoster Forums : LOTTO PROBABILITY, COVERAGE AND PROGRAMMING : Calculating the Coverage of Combs by your Lotto Number Set
|Topic: PICK 3 BASE NUMBERS 6-WAY, 3-WAY & 1-WAY.
Colin F
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| Topic: PICK 3 BASE NUMBERS 6-WAY, 3-WAY & 1-WAY.
Posted: September 26 2005 at 8:05am
This presentation of the Base Doubles and Unmatched has equal representation of the 10 digits 0 to 9 in each group of 10 as is the case in all the Base Doubles or all the Base Unmatched or all the Triples. In other words it enables as an example the 120 Base Unmatched to be split into say 2 groups without any bias for a particular integer. Each Unmatched Group of 10 has a 6% chance - each Double Group of 10 has a 3% chance - and the Triple Group has a 1% chance - of being drawn.
There are 1,000 3 digit numbers that can be played straight in Pick 3 and a win is obtained if you have the number in the exact order. The numbers (except the Triples) can also be played boxed where the order is not important. This table is my own convention for representing these numbers; you should note that if the number is a Double it can also present in two other ways and if an Unmatched in 5 other ways.
In Jackpot Lotto games my recommended method of playing is to use number sets with the least amount of repetition of the subset combinations of Two or Three integers, use all the integers and maximize the coverage of your set. Applying the same principles to Pick 3 anyone of the 12 Unmatched sets is OK and gives you the greatest chance of a win. If you are playing, say, 30 numbers then you could include a set of the Doubles.
If you use these groups of numbers as a source for the numbers you play in a single State game my suggestion is that you decide on one or more unmatched groups to play and if after a certain number of draws without a hit, say 10 draws if you are playing 20 lines, you then do not pay to enter but monitor until a hit is made and then you resume paying to enter. You decide the "sweet" spot where you cease paying and start monitoring, thus avoiding very long dry spells. This is only a suggestion - not a rule.
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Discovery App Spindle Beefs Up Its Search Product
Spindle, the mobile-only discovery app that allows users to better find places of interest around them, pushed a significant update on Thursday, amping up the app's search capabilities to a much larger degree. Users will now be able to continuously search for keywords, which will notify them if a place of interest nearby matches the term. The service is also launching in three new cities — Chicago, Austin and Seattle — in addition to existing cities San Francisco, Boston and New York.


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urSEXGODDESSx video. More videos (2)urSEXGODDESSx webcam
urSEXGODDESSx webcam
hey there love :* im kristine :) u may say an angel came from heaven ;) come ?! lets see if ur naughty or nice ! my attitude depends on how u handle me, if u can :P lets enjoy the pleasure and let me satisfy u with all your desire my love :* let my look