text:
Product Description
There's no sweeter way to say Happy Birthday than with a gift of Lindt chocolate wrapped up in a vibrant box.
- ideal for birthday gifts
- delivers unique chocolate experience
- milk, white, dark, extra-dark and caramel flavors
- includes 50 Lindor Truffles
- contains milk, soy; may have peanuts/tree nuts
- 5x4x12"H; 21.2 oz.
- paperboard box
- made in America
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text:
I dreamt this a long time back. I was not even 7 then.
My brother Nate has something wrong with his eye. He goes to Joshua, our older brother for help. But Joshua instead of helping hurts his eye even more.
The dream was so old and laconic that she could hardly give any associations to it. But the girl being a good sport tried to fill the gap by giving more details of the dream itself.
It happened in the laundry room, which is strange. For only my mother and I do the laundry. The boys never even go to the laundry room.
So here was the clue that the dream was about her mother and herself, only displaced upon her brothers. And if we take their ages in to consideration, Nate was representing her, and Joshua, the elder one, her mother. And what was happening in the dream between the boys could be assumed as the essence of the conflict between her and her mother.
The girl did not object to or agree with the interpretation, and added
it was dark outside. Perhaps it was evening.
This was interpreted as an allusion to repression. Darkness, night, obscurity, fog often represent the shady underworld of the unconscious where one thing can easily represent another, and sinister and unthinkable alterations can happen. Perhaps even sex change can occur.
"What exactly was wrong with the eye? And how did Joshua further hurt it?"
"The eye was inflamed and red. And Joshua swatted upon it, how one may kill a spider on the wall."
Now we know the spider is the typical symbol of female genitals. Was the girl taking the complain of her genital being red and inflamed [open wound/proud flesh], and hence defective/sick, to her mother for repair/correction and the mother instead of helping was swatting upon the problem and making it worse?
That the problem was shown as happening between the brothers instead of between her and her mother was acknowledgement that this defect of her genital can only be resolved if she takes it to men instead of keeping it between two women. The Oedipal shift which the girl has to make, giving up the mother and substituting the father as the primary love object.
Her anxiety was a reflection of this transition too. With shift of her libido from mother to the father there arose in her the death wishes towards the mother - mother becomes the chief target of the girls aggression/death drive/thanatos, whether justified or not, once the girl makes this transition - and it was fear of the loss of her mother's love, if only she would get a hint of how she (the daughter) nurtures such evil thoughts towards her (the mother), was what was sparking the anxiety.

subset: commoncrawl


text:
|Publication number
|Publication type
|Application number
|Publication date
|Sep 29, 2009
|Filing date
|May 16, 2005
|Priority date
|Jun 26, 2002
|Fee status
|Also published as
|Publication number
|Ajith Kuttannair Kumar, Vishwesh M. Palekar, Anthony Giammarise, Chi-Houng E. Lu, John Polley
|Original Assignee
|General Electric Company
|Export Citation
|BiBTeX, EndNote, RefMan
|Patent Citations (38), Referenced by (16), Classifications (8), Legal Events (3)
|External Links: USPTO, USPTO Assignment, Espacenet
This application is a continuation-in-part of U.S. patent application Ser. No. 10/606,722 filed on Jun. 26, 2003 now U.S. Pat. No. 6,893,058, which claims the benefit of U.S. provisional application No. 60/419,673 filed on Oct. 18, 2002. This application is also a continuation-in-part of U.S. patent application Ser. No. 10/606,723 filed on Jun. 26, 2003 now U.S. Pat. No. 7,152,888, which claims benefit of U.S. provisional application No. 60/391,743 filed on Jun. 26, 2002. This application is also a continuation-in-part of U.S. patent application Ser. No. 11/059,910 filed on Feb. 17, 2005 now U.S. Pat. No. 7,290,807. All of the prior applications cited in this paragraph are incorporated by reference herein.
The inventions of this application relate generally to railroad friction enhancing and friction reducing systems. More particularly, the inventions relate to systems and methods for automatically controlling the application of the cohesion or friction modifiers to a railway system.
Locomotives and transit vehicles as well as other large traction vehicles are commonly powered by electric traction motors coupled in driving relationship to one or more axles of the vehicle. Locomotives and transit vehicles generally have at least four axle-wheel sets per vehicle with each axle-wheel set being connected via suitable gearing to the shaft of a separate electric motor commonly referred to as a traction motor. In the motoring mode of operation, the traction motors are supplied with electric current from a controllable source of electric power (i.e., an engine-driven traction alternator) and apply torque to the vehicle wheels which exert tangential force or tractive effort on the surface on which the vehicle is traveling (i.e., the parallel steel rails of a railroad track), thereby propelling the vehicle in a desired direction along the right of way.
Locomotives used for heavy haul applications typically must produce high tractive efforts. Good adhesion between each wheel and the surface is required for efficient operation of the locomotive. The ability to produce these high tractive efforts depends on the available adhesion between the wheel and rail. Many rail conditions such as being wet or covered with snow or ice require an application of friction enhancing agent such as sand to improve the adhesion of the wheel to the rail. Therefore, locomotives typically have sand boxes on either end of the locomotives, and nozzles to dispense the sand (both manually and automatically) to the rail on either side of-the truck.
Maximum tractive or braking effort is obtained if each powered wheel of the vehicle is rotating at such an angular velocity that its actual peripheral speed is slightly higher (motoring) than the true vehicle speed, i.e., the linear speed at which the vehicle is traveling, usually referred to as "ground speed" or "track speed". The difference between tractive wheel speed and track speed is referred to as "creepage" or "creep speed." There is a variable value of creepage at which peak tractive effort is realized. This value, commonly known as the optimal creep setpoint is a variable that depends on track speed and rail conditions. So long as the allowable creepage is not exceeded, this controlled wheel slip is normal and the vehicle will operate in a stable microslip or creeping mode. If wheel-to-rail adhesion tends to be reduced or lost, some or all of the tractive wheels may slip excessively, i.e., the actual creep speed may be greater than the maximum creep speed. Such a gross wheel slip condition, which is characterized in the motoring mode by one or more spinning axle-wheel sets, can cause accelerated wheel wear, rail damage, high mechanical stresses in the drive components of the propulsion system, and an undesirable decrease of tractive effort.
The peak tractive effort (TE) limits the pulling/braking capability of the locomotive. This peak tractive effort is a function of various parameters, such as weight of the locomotive per axle, wheel rail material and geometry, and contaminants like snow, water, grease, insects and rust. Contaminants in the wheel/rail interface reduce the maximum adhesion available, even at the optimal creep setpoint.
While the locomotives most often require friction enhancing agents, locomotives also require, in some situations, the application of a lubricant to reduce the wear of the locomotive wheel flanges. For example, when a locomotive is traversing a section of track with a curve. For a locomotive or a consist of locomotives that are always oriented in the same way, maximum benefit for wheel-rail wear of both the cars and the locomotives is provided by lubricating the gage side of the rail or wheel flanges on the high rail in the front and simultaneously lubricating the top of the two rails in the trailing end of the locomotive or the locomotive consist. Control of the rail gage side (RAGS) lubricator as well as the top of rail (TOR) lubricator can be done by the same controller for one locomotive or two controllers located in different locomotives for the case of a locomotive consist.
While locomotives often require increased cohesion, generally non-locomotive railway cars trailing the locomotives operate most efficiently at lower cohesion or friction levels. As such, friction modifiers such as lubricants may be added to a rail to reduce the friction and therefore pull weight of railway cars. Lubricant applied to the top of the rail and possibly to the gage side of the rail behind the last axle of the last locomotive results in reduced friction and wear of the trailing car wheels. In other systems, such as a flange lubrication system, grease is applied to the flanges of the locomotive wheels in order to reduce friction between the flange and the wheel thereby reducing fuel usage and increase rail and wheel life. The system dispenses a controlled amount of lubrication, based on locomotive speed and direction, to the inside flange of wheel to lubricate the wheel/flange interface on the trailing axles of the locomotive/train. Presently, nozzle placement is based on customer choice, and the nozzles can be applied to multiple axles and always in pairs (left and right side). The lubrication is typically of a graphite base.
It is desirable to reduce the coefficient of friction for the trailing cars as the reductions in the coefficient of friction directly reduces the pull weight and directly improves the fuel efficiency of the locomotive consist. Managing the coefficient of friction of the cars can result in a 10 to 30 percent increase in fuel efficiency.
Chart 400 in
In this illustration, a locomotive is applying 17,000 pounds of tractive effort. However, at point 406 the rail is wet and the wheels are experiencing a per unit creep of more than 0.14. Sand is applied immediately prior to the advancing wheel of the locomotive. As a result, at point 408 tractive effort is increased to 20,000 pounds and per unit creep is reduced to less than 0.03. If the sand is later removed, the operating point returns from point 408 to the prior operating point 406. This illustrates the benefits of both applying a friction enhancing agent, in this case sand, and the subsequent removal of the sand to thereafter reduce the friction experienced by a trailing railway car.
Referring now to
Alternatively or in addition, auxiliary information or data 604, which may be in the form of a parameter directly or indirectly relating to the operation of the train, may be utilized as input for friction management of a railway wheel to the rail. These may include but are not limited to consist/train length, train weight, track map, train location, track topography, track grade, track curvature, rail temperature, rail conditions such as dry, wet, rain, snow or ice, the presence of rail modifiers on a rail, both the current and forecasted weather, train schedules or external commands from operators or dispatch centers.
As shown in
A locomotive or a railway car is equipped with an applicator 610 that is responsive to the controller 606. Applicator 610 applies a friction modifying agent 612 to the rail at an area of contact between the railway wheels and the rails on which they are traversing. Friction modifying agents 612 may be enhanced adhesion materials such as sand, or the removal of snow or water from the rail. Friction reducing agents may be water, steam, air, oil, a lubricant, or may be the removal of sand, water, snow or a friction enhancing agent that exists on the rail at the time. In either case, cleaning the rail with a brush, or with water or air, may be friction enhancing or friction reducing depending on the existing state of the rail. The friction management system 600 analyzes these and other operational parameters 602 and optional auxiliary data 604 to determine the appropriate timing and quantity of friction modifying agent 612 to be applied. For example, the amount of friction modifying agent 612 applied by an applicator 610 may be optimized based on the length of the train and the weather conditions such that the modifying agent 612 is consumed or dissipated by the time the last car in a train configuration passes the point of application of modifying agent 612. While the parameters 602 and auxiliary data 604 may be used or monitored for other operational purposes, they are not used for friction management.
In one embodiment of the inventions, a train configuration has a plurality of applicators 610 located at positions that are before the wheels of the locomotive. As a locomotive may work in the forward or reverse directions, the locomotive may be configured with friction modifying agent applicators 610 at both ends of the vehicle. Additionally, applicators 610 may be applied to the leading end or the trailing end of a locomotive or a railway car for application of a friction modifying agent 612.
Applicators 610 are configured on the railway vehicle such as to enable the application of the friction modifying agents 612 to defined points of application. As such, it is contemplated that there will be a plurality of applicators 610 on each railway vehicle. Applicators 610 are configured to apply a friction modifying agent 612 to the wheel flange, the wheel rim, the top of the rail (TOR) and/or to the rail gage side (RAGS). The controller 606 may determine the type, timing and/or quantity of the friction modifying agent 612 to be applied in response to the sensed parameter 602. The controller 606 determines the one or more applicators 610 among a plurality of applicators 610 located on a train, locomotive or railway car to apply the agent. Additionally, the controller 606 determines the point of application for the friction modifying agent 612 to be applied.
As noted above a plurality of applicators 610 are positioned on a locomotive and/or a railway car in order to optimize friction management of a train configuration. A train configuration is typically comprised of a lead motoring locomotive, one or more optional secondary motoring locomotives, an optional trailing motoring locomotive that is positioned in a train configuration at a point distant from the lead and secondary motoring locomotives, and one or more railway cars. The applicator, and therefore the application of friction modifying agents 612, may be positioned as a lead applicator of the lead motoring locomotive, a trailing applicator of the lead motoring locomotive, a lead applicator of the secondary motoring locomotive, a trailing applicator of the secondary motoring locomotive, a lead applicator of the trailing motoring locomotive, a trailing applicator of the trailing motoring locomotive, a lead applicator of a railway car, or a trailing applicator of a railway car. Each of these is contemplated as being managed by the friction management system 600.
The controller 606 may communicate by one or more communication systems or links (not shown) between the controller 606, locomotives and railway cars equipped with the friction management system 600.
The secondary locomotive 704 is configured with applicator 714 at the leading end of the locomotive 704. The controller 606 controls the application of friction modifying agents 612 by applicator 714 based on the determined need. In some situations the controller 606 may determine that the application applied by applicator 712 on the leading locomotive 702 is sufficient for both the lead 702 and secondary 704 locomotive. This may be the case when water, snow or ice is on the track and applicator 712 is controlled to remove the water, snow or ice. However, where a steep incline is encountered, the controller 606 may control 712 and 714 to apply friction enhancing agents 612 such as sand to the top of the rail.
Also as shown in
Referring now to
Now referring to
Referring to
As discussed earlier, the controller 606 receives operating parameters 602 from one or more sensors 610 on the train, or associated with the train. Additionally, the controller 606 may also receive auxiliary data 604 from other sources that affect the management and optimization of the friction between the railway wheels and the rail.
As noted in
As another example,
In another embodiment, as noted above knowledge related to the length/weight/power of the consist will be applied to the determination of when and the quantity of the friction modifying agents 612 to be applied. Additionally, a track map, such as based on a CAD system and stored in memory 608, and a detected current position of the train, such as via a GPS location, may be used by the controller 606 to determine when and how much and type of agent 612 to be applied. The current location may be determined by any known device or method, including operator action. Furthermore, computer aided dispatch systems that gather and analyze train parameter information including the length of the train, weight of the train, the speed of the train and the applied power may be used as an input of auxiliary data 604 to determine when and how much friction modifying agent 612 to apply. A train scheduler/movement planner system and/or RR dispatcher to determine train characteristics are also contemplated as input to the controller 606's determining process.
The application of a selected friction modifying agent may be controlled as a function of a train operation parameter and the current location of the train. For example, one or more type of friction modifying agent may be precluded from use along a predetermined section of the rail. This may be useful for preventing sand or oil from being applied near a road crossing where it may cause physical damage or an undesirable consequence for crossing automobile traffic. Similarly, it may be desired to avoid the application of sand proximate a switch in the rail in order to avoid possible jamming of the mechanical linkages associated with the switch. Because the application of compressed air generally generates a high sound level, it may be desired to prevent the application of compressed air proximate a noise control portion of the rail, such as in residential areas. It may also be beneficial to require the application of one or more predetermined types of friction modifying agents along a predetermined section of the rail, such as requiring the application of oil at a sharp curve in the rail to minimize wear. These and other location-dependent criteria may be included in programmed code that is stored in memory 608 and executed in controller 606 as part of a friction modifying agent control and management system 600. In one embodiment, such a system 600 may be normally energized for automatic application of an appropriate friction modifying agent in accordance with pre-programmed instructions, and may also provide a provision for deactivation of the automatic system by an operator on demand, such as when the operator detects a track condition determined to be unusual or beyond the expected design criteria of the system 600.
Another parameter 602 utilized by the friction management system 600 is an inertia estimate based on tractive effort, track grade, speed or tractive effort, GPS position, track map, and speed. The inertia of the train can be determined by the acceleration change per tractive effort change assuming the grade has not changed. If the track grade is also known, then it can be compensated for. The acceleration is obtained from the speed sensors 610 on board the locomotive, the tractive effort is the estimate of force which can be obtained typically from current and voltage measurements on the traction motors (not shown) or it could be obtained from other direct sensors 610. The track grade could be obtained from inclinometers or could be assumed to be the same if the measurements are done over a short period of time. Another technique could use the position of the train, possibly as determined by an on-board global positioning system (GPS) receiver to obtain speed and/or track grade. Another technique could use the track map information based on GPS, operator inputs or side transponders.
Other parameters 602 that may be utilized by the friction management system 600 include speed, throttle setting, and/or tractive effort. The dispensation of both high adhesion material and low adhesion material could be optimized based on the operation of the locomotive. For example, when the consist or train operator calls for high tractive effort (high notch/low speed) then only applicators 712, 714 and 1004 need to be enabled. If the tractive effort produced is what the operator has requested, then there is no need to add friction increasing materials. Most of the fuel efficiency benefits are at high speeds (when tractive effort is low). So under these conditions, only applicators 716 and 902 and optionally applicator 802 need to be enabled. All these variables are available easily on board the locomotive.
As discussed above, the condition of rail 710 is another parameter or item of auxiliary data used to determine optimal friction management. In order to optimize the cost, the dispensing of friction modifying agents 612 can be controlled based on the rail conditions. For example, if rail 710 is dry and clean, then there is no need to dispense high adhesion material. Similarly when there is rain/snow, it may not be necessary to dispense friction-lowering material since the reduction in friction may not be appreciable. Another example is if it is raining or rain is expected before the next train, then there may not be a need to remove low friction material during use of nozzle D. These rail conditions could be inferred based on sensors 610 already on board based on adhesion/creep curves, or could be based on additional sensors 610, or inputs from the dispatch center, operators, external transponders, weather satellites etc.
For rail cars 706 and or idle wheels, creep could be used to estimate the friction coefficient. A separate sensor 610 could be used to determine the coefficient of friction. These sensors 610 could be placed at every point where friction lowering material dispensing is applied or at the end of the locomotive consist. Similarly friction sensors 610 or creep of the last wheel(s) may be used for dispensing neutralizing friction modifying material from applicator 802.
Another factor to be considered is effectiveness detection. It is often necessary to find when these dispensing mechanisms are not working either due to failure or due to lack of friction modifying materials. This is especially important if there are many different kinds of dispensers or if it is difficult to check their operation. For example, if after dispensing high adhesion material, the creep decreases for the same tractive effort or if the tractive effort increases for the same creep or a combination is observed, then the friction modifier is effective. This could be done periodically, such as once every ten minutes or other appropriate interval, or whenever the dispensing is initiated. Similarly when the dispensing is terminated, the opposite effect should be observed for proper operation. Similarly when the friction lowering material is dispensed there should be reduction of tractive effort required to maintain the same speed (on the same grade) or there is a speed increase for the same tractive effort. The converse should be observed when the dispensing is stopped. This checking could also be done periodically to ascertain the health of the friction lowering system. These are closed loop systems, which operate in the train. Verification of some of the effects, such as when too much friction lowering material is dispensed (see
Effectiveness detection may include a decision whether or not there is sufficient benefit for dispensing the friction modifier. For example, if sand is dispensed there is a cost for providing sand, including the cost of the material, the transportation and handling charges for delivering sand to the locomotive, wear/deterioration cost of the dispensing equipment, and the cost associated with the compressed air required to deliver the sand. However, the cost for delivering compressed air to clean the rail may be significantly lower since there is no material cost and the wear/deterioration cost may be lower. There may also be a cost for cleaning and maintaining the tracks and other infrastructure after the dispensation of the adhesion modifying material. For example, railway bed drains may need periodic cleaning due to clogs caused by sand. Therefore, depending upon the type of friction modifier dispensed, the minimum benefit required to overcome the cost will be different. In one example, for the use of sand as a friction enhancer to be economically beneficial, there may need to be at least a 20,000 pound increase in the tractive effort of a locomotive, or alternatively, a one mile per hour per minute increase in acceleration. For compressed air the criteria may be different, for example the tractive effort increase limit may be selected as at least 5,000 pounds in one embodiment. Such criteria may be bypassed or ignored in special circumstances, such as if the locomotive is slowing down and a stall is predicted (for example, less than 10 mph speed and slowing at 5 mph/minute, or other appropriate criteria selected by the designer of the system). In one embodiment, the criteria may be changed in response to operator action, such as when an operator selects manual sanding, whereupon the criteria used may be made less restrictive in recognition of the special circumstances identified by the operator.
Similarly, as noted in
As noted earlier, braking conditions are also factors to be considered in friction management. During a braking application, the dispensing requirement changes. No friction lowering material is required and it is advisable to increase the friction coefficient, as high braking effort is required. So during dynamic brake operation or independent brake operation, only nozzles 712, 714, 1004 and possibly 802 need to operate. Nozzle 716 and 902 should not be operated. Nozzles 712, 714 and 1004 could be energized based on braking effort call and braking effort obtained and based on rail conditions. Similarly during train air brake operation in addition to turning off nozzles 716 and 902, it may even be necessary to substitute it with friction enhancing material dispensers especially during emergency brake operation to reduce stopping distance. However during light braking/coasting operation friction lowering material could be dispensed if necessary to reduce wheel wear reduction and for preventing too much speed reduction.
During distributed power operation, the dispensing of adhesion lowering material in the lead consist depends on the number/weight of load cars between the lead consist and the trail consist (information of cars between applicators 716 and 1004 in
Based on the foregoing specification, the methods described may be implemented using computer programming or engineering techniques including computer software, firmware, hardware or any combination or subset thereof, wherein the technical effect is to control application of one or more of a plurality of types of friction modifying agents to an area of contact between a wheel of a railway train vehicle and a rail over which the train is traversing to selectively modify a coefficient of friction at the area of contact. Any such resulting program, having computer-readable code means, may be embodied or provided within one or more computer-readable media, thereby making a computer program product, i.e., an article of manufacture, according to the inventions. For example, the computer readable media may contain program instructions for recognizing a sensed parameter related to operation of the railway train; for selecting at least one type of friction modifying agent as a function of the sensed parameter; and for controlling operation of an applicator to apply the selected type of friction modifying agent to the area of contact as a function of the sensed parameter. The program instructions may further implement the other process steps described above.
The computer readable media may be, for example, a fixed (hard) drive, diskette, optical disk, magnetic tape, semiconductor memory such as read-only memory (ROM), etc., or any transmitting/receiving medium such as the Internet or other communication network or link. The article of manufacture containing the computer code may be made and/or used by executing the code directly from one medium, by copying the code from one medium to another medium, or by transmitting the code over a network.
One skilled in the art of computer science will be able to combine the software created as described with appropriate general purpose or special purpose computer hardware, such as a microprocessor, to create a computer system or computer sub-system embodying the method of the inventions. An apparatus for making, using or selling the invention may be one or more processing systems including, but not limited to, a central processing unit (CPU), memory, storage devices, communication links and devices, servers, I/O devices, or any sub-components of one or more processing systems, including software, firmware, hardware or any combination or subset thereof, which embody the invention.
When introducing elements of the present inventions or the embodiment(s) thereof, the articles "a," "an," "the," and "said" are intended to mean that there are one or more of the elements. The terms "comprising," "including," and "having" are intended to be inclusive and mean that there may be additional elements other than the listed elements.
As various changes could be made in the above constructions without departing from the scope of the inventions, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.
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|Electro-Motive Diesel, Inc.
|Lube car for locomotive
|Sep 7, 2012
|May 14, 2014
|Particle scattering system for a rail vehicle
|Sep 7, 2012
|May 18, 2016
|U.S. Classification
|291/2, 104/279
|International Classification
|Cooperative Classification
|European Classification
|Jun 27, 2005
Owner name: GENERAL ELECTRIC COMPANY, NEW YORK
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:KUMAR, AJITH KUTTANNAIR;PALEKAR, VISHWESH M.;GIAMMARISE, ANTHONY;AND OTHERS;REEL/FRAME:016741/0426;SIGNING DATES FROM 20050517 TO 20050601
|Mar 14, 2013
|Fee payment
Year of fee payment: 4
|Mar 29, 2017
|Fee payment
Year of fee payment: 8


text:
Chichester Cathedral - The diocese cathedral
Dorset Arms, Withyham - to book a meal or just pop in for a drink
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In the first instance please email firstname.lastname@example.com
Copyright © Withyham Church | Welcome | Contact Info


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A Group of Shirts from "The Expendables."...Click the image to load the highest resolution version.
DescriptionA Group of Shirts from "The Expendables." Lionsgate, 2010. Three; the first a green, gray and yellow plaid shirt, long sleeves, label reads in part "Barney;" together with two gray t-shirts, short sleeves, v-neck, labels also reading "Barney;" with costumer's tags' worn by Stallone as "Barney Ross."
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Michael Donohue
Muslim Childcare Scam Oz Funds Go to Terrorist Groups OS & support luxury lifestyle in Oz
Demand Royal Commission into Childcare Grant Money Scammed by Muslims in Australia. For several years the Australian Government through either it's owns stupidity or blatant laziness or entrenched corrupt parliamentarians have "permitted" the funding of overseas known terrorist groups. They have enabled this funding by offering Federal Government funded schemes such as the Family Day Care Funding also known as Child Care Funding also known as Grandparent Child Minding Funding and various other sub groups of this business model to flourish for many Muslims in Australia. There are a number of setups created by Muslims to gain these funds illegally. The most prominent which is shown by recent media is child swapping but there are other business structures yet to be discovered by the authorities such as falsifying or creating new birth records. You may ask how such massive amounts of money, hundreds of millions in fact can leave our Australian shores and find their way to known terrorist organisations overseas ? The answer is AUSTRAC does "not" monitor, audit or regulate any Arab Banks in Australia. This was confirmed by AUSTRAC in 2014 during a phone conversation. The other recent development that came up in the media this week starting Monday 15th August was that known criminals with a history of terrorist support and violence are actually allowed to hold a child day care license. In essence any criminal with terrorist links or convictions or warrants can hold a family day care license or similar for child minding as long as " they have no criminal convictions against children" So if you think that these ludicrous displays of massive and unacceptable stupidity by the Australian Government are sufficient for you to be extremely disturbed about, we urge you to sign this petition and share it with your friends and family who are sick and tired of our Governments' unforgivable actions of empowering and enabling the funding of overseas terrorists through their own Federal Government Funded Money. How many bullets clearly marked with "paid for Australian Funded Child Care Scam Money" have killed our soldiers since this scam started ? Unacceptable on all counts all around the globe. Demand an Australian Royal Commission today into this shocking practice and put a stop to terrorists being funded by the Australian Government under their very noses.


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Mere Angne Mein 11th August 2016 written update, Mere Angne Mein 11 August 2016 telly update, written episode 11 August 2016, Mere Angne Mein 11th August 2016 Written Update Review, Mere Angne Mein 11 August 2016 Written Story.
Mere Angne Mein 11th August 2016 Written Update
The Episode starts with the ladies asking for some music and dance. Nirmala asks Rani to dance. Rani refuses. Nirmala requests her. Sarla shouts and asks Rani to dance. Rani dances and all ladies join her. Shanti thinks to inform Sarla and calls her. Sarla sits upset. Shanti tells Preeti that Sarla is not attending call, just go to her house and call her. Preeti goes. Nimmi tries calling Riya. Kaushalya asks why are you calling, Shanti will get angry. They hug and cry. Kaushalya says don't call Riya, don't know what will be her view, she will come and argue with Shanti, their terms got fine by much difficulty, you don't do all this, Shanti will get angry with Riya, her Bua Dadi died, she is already in sorrow.
Sarla imagines Ashok and Nirmala making her maid and scolding her. Her imagination ends. Sarla panics. Rani says I think she got shock and turned mad. Sarla calls Amit and says Nirmala is stuck as bone in my throat, we have to make her leave. Amit asks her to bear Nirmala for few days, she will die in some days. Sarla says you won't do anything, leave it. He says fine, I will manage Rani and Nirmala. She says just make Nirmala leave from here.
Nirmala tells Rani that Sarla has felt bad. Rani says Sarla's face is like that. Preeti comes there and hears Sarla and Nirmala. Nirmala says I married Ashok, and now Sarla is unhappy. Sarla says don't know I made you my sautan to listen to you, you will do all work now. She threatens Rani and Nirmala. Preeti gets shocked knowing truth. Nirmala scolds Sarla and says no one will tell me what to do. Preeti thinks there is new drama here, I got breaking news, I will go home and tell everyone, but it won't be any use, I will take benefit from this situation, Saarla has to help me in my affair, Sarla will support me. She calls Sarla and talks to her. She says Shanti wants to meet her. Sarla says I will come. Preeti smiles and says now there will be drama.
Pari comes home and tells Sarla that she loves her and she will make her zigzag eyebrows today. Sarla refuses. Pari takes her. Later, Sarla gets ready to go to Shanti Sadan. She says I have to see the result of the spark I left there. Pari jokes on her and says explain me everything well. Sarla says whenever I tell you to add fuel in fire, you do that, come with me. Pari agrees and asks Rani to take care of house. They leave. Rani says there is no one at home, I will go for shopping.
Sarla and Pari come home. Sarla asks Shanti did any officials come. Shanti asks what. Sarla says ration card. Shanti says we are worried. Pari asks what happened. Shanti says Nimmi is pregnant. Sarla and Pari get shocked. Sarla thinks will any good happen with us or not. Pari thinks Nimmi has become mum of Vyom's child, if Sharmili comes back, she will give all property to Nimmi. She goes and slaps Nimmi. She shouts you did not like Vyom, how did this baby come. Nimmi cries and leaves. Pari cries. Sarla asks what will you do now. Shanti says I will find some solution.
Preeti goes to meet Lucky. He asks how did she come early today. They look at each other. He goes and she asks him where is he going. Shivam comes and Nimmi hugs him crying. He asks Shanti where are they taking her. Pari says she is pregnant, her husband is no more, so we are taking her to doctor. Shanti asks him not to talk like Riya, don't ask anything. She says only that will happen what I want. He asks why are you doing this. She says our family will not go ahead with Nimmi's child, it will bring just problems, I will not change my decision. She asks Nimmi to come. Shivam asks Kaushalya to do something. They see someone coming home.
The officials tell Raghav that they have info that he gave his govt quarter at rent. Raghav says no. The men ask him to come along with them.
Written Update by Amena
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About T&T Supermarket Inc.
Established in 1993 with Head Office located in Richmond B.C., Canada, T&T Supermarket Inc. (www.tnt-supermarket.com) is a unique place to work for, bringing dynamic people with diverse backgrounds, experience, and talent together. Our mission is to enrich the lifestyle of our customers by bringing Asian-Canadian families fresh foods that they love, and introducing to mainstream Canadian families the diversity of Asian food culture at stores that offer exceptional convenience, service, and value.
|Job level
|Work exp
|Minimum 2 Years
|Diploma / Certificate
|Chinese - Cantonese, Chinese - Mandarin, English
|Employment type
|5-day week, Dental plan, Discretionary bonus, General holidays, Insurance plan
|Retail - Stores
|Job function
Merchandising / Purchasing > Others
|Published On
The Role:
Reporting to the Category Manager, the Buyer is responsible for supporting the domestic or overseas buying activities for all stores at region level, as well as provides assistance to the manager and the team in the end-to-end purchasing process by following up on orders and deliveries, compiling reports, performing data maintenance and communicating with local vendors and Department Heads from Stores.
Work Location:
Richmond, BC, Canada
Major Responsibilities:
- Generate reports and perform analysis on product selection, sales, pricing, market reports, and other related data as required
- Assist Category Manager in product category review and analysis to ensure sales opportunities and profitability
- Share best practices and maintain knowledge of emerging trends through networks with internal and external stakeholders
- Provide assistance in establishing pricing guidelines and maintain sales plus gross profit expectations
- Negotiate and replenish products at competitive market price, while ensuring accurate delivery
- Understand stores' needs and partner closely with local suppliers in sourcing new and seasonal products on a timely manner
- Create forecast for promotion
- Develop and maintain vendor partnership, programs, sponsorships, and in-store promotions
- Coordinate deliveries with vendor and store receivers, maintain optimal inventory and product quality
- Provide assistance to stores in merchandising issue
- Provide assistance to operations specialists as required
- Provide assistance to Merchandising Dept. in the Eastern Region as required
- Perform any other duties or tasks as assigned by the manager
Knowledge, Skills and Ability Requirements:
- Must be legally entitled to work in Canada
- A minimum of 2-3 years of experience in supermarket chain stores
- Able to demonstrate enthusiasm in delivering all the job responsibilities within the given timeline
- Strong technical knowledge of product categories, specification, pricing, including produce grading & standards, CFIA regulations and mandatory standards required
- Proven negotiation skills with sound business judgment, decision-making and problem solving skills, possess a good knowledge in Canadian trade practices
- Strong written and verbal communication skills in English and the ability to understand Chinese (Cantonese &/or Mandarin) will be an asset.
- Proficient computer skills (Microsoft office programs)
- Excellent interpersonal, time management and organization skills
cpjobs.com - Buyers - is a part of Merchandising / Purchasing, Retail - Stores, in Hong Kong, placed by T&T Supermarket Inc.


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Episode Review- Bart Gets a 'Z'
The episode opens with Edna Krabappel getting ready to teach, telling herself that it will be a good day, that she will be successful if she can teach one thing to one child. Her positive mood is quashed when her entire class is too distracted by their cell phones to pay attention. She confiscates the devices, much to the dismay of Bart and the other students. Bart and his classmates hold a meeting in the Simpsons' back yard and decide that Mrs. Krabappel needs to "chill out." Bart notices that Homer is goofy and easy-going once he's had a few beers, so the students decide to spike Mrs. Krabappel's coffee with liquor they steal from their parents.
Once she has consumed a mug of heavily-spiked coffee, Mrs. Krabappel is quickly intoxicated, singing incoherent songs with her class, leading them shrieking and careening through the elementary school halls, and ultimately insulting the school choir, trying to seduce Mr. Largo, and falling off a giant globe in front of the entire school. Principal Skinner is forced to fire her, and immediately replaces her with a hip graduate of Tufts University, named Zachary Vaughn. The students are immediately impressed with Zach, as he calls himself, for he returns their cell phones and teaches them by sending them text messages, "friending" them on Facebook, and giving them assignments to work on Twitter.
Bart raves to his mother about how much fun it is to have Zach as a teacher, but Marge worries about Mrs. Krabappel's well-being. Bart goes to visit her and is stricken with guilt when he sees her moping in front of the television. Meanwhile, at parent-teacher interview night, Zach tells Homer that he is clearly a caring father. Homer confesses that no teacher has ever told him that before, and he breaks down in inconsolable tears.
Bart and Milhouse meet at a bookstore and decide to get Mrs. Krabappel rehired. They buy a self-help book entitled The Answer, which professes to have all the answers to help someone achieve their dreams by breaking a "big dream" into smaller "dreamables," and those into even smaller "dreamable actions." Mrs. Krabappel is initially skeptical, but reveals her dream is to open a muffin shop. Some time in the future, it is revealed that she did open a reasonably successful muffin shop. Bart, upon seeing her success, confesses that he spiked her coffee with alcohol and is responsible for getting her fired. Mrs. Krabappel is furious, tells him that her real dream was to be a teacher, and concludes that Bart is the only kid she has ever met who is "bad on the inside."
Bart is deeply troubled by Mrs. Krabappel's statement, and decides to get her job back by spiking Zach's "Blue Bronco" energy drink with alcohol. He sneaks into the empty classroom, but instead decides to tell Principal Skinner the truth. Principal Skinner is pleased that Bart was honest, but tells him he cannot just rehire Mrs. Krabappel when Zach is doing a good job in her place. Their conversation is suddenly disrupted by a belligerently drunk Zach, who is insulting the school children and telling them they have no future. Principal Skinner asks Bart if he went ahead and spiked Zach's energy drink, but Zach states that he mixed vodka in his drink by himself. Groundskeeper Willie drags Zach away and Mrs. Krabappel is reinstated. Bart hopes that there will be no hard feelings between Mrs. Krabappel and himself. She responds by making every student in the class eat a very stale muffin, as part of her "muffin-based revenge."
Marbat permalinkOctober 6, 2009 11:26 pm
awsome review!! great episode


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This is the landmark, the crossroad and the turning point. This is apex, where all the efforts of the past years have brought the official game of the SBK to. A real breakthrough…Get ready for the race. Get ready for SBK X.
The ultimate Super Bike Racing experience on next Gen console, the official game of the SBK
|Main Language:
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SBK X: Superbike World Championship PC
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text: Add Videoalt=Add Imagealt=LyricsEdit Godzilla There Time Haruhi Fujioka Retrieved from "http://kaijufanon.wikia.com/wiki/Nobody_Else_But_You?oldid=6793" Ad blocker interference detected! Wikia is a free-to-use site that makes money from advertising. We have a modified experience for viewers using ad blockers Wikia is not accessible if you've made further modifications. Remove the custom ad blocker rule(s) and the page will load as expected. Categories: Songs Godzilla Unleashed Neo Add category Cancel Save


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Taste the World's Wine
Toast the world's vintage treasures during an exclusive wine tasting in the legendary wine cellar of Four Seasons Hotel George V, Paris. During this one-of-a-kind experience, you'll join award-winning sommelier and Director of the Hotel's Le Cinq restaurant Eric Beaumard 14 metres (46 feet) underground to sample from the cellar's collection of more than 50,000 bottles. Your palate will embark on a journey through the world's most renowned wine regions, including Italy, California, Argentina, South Africa, Hungary, Chile and, of course, France – rare vintage wines from Bordeaux, Bourgogne and the Rhône Valley are highlights. As you swirl and sip by candlelight, and enjoy gourgère puff pastries, charcuterie and cheese, Beaumard will share his insider knowledge of three different wines: red, white and Champagne. À votre santé!
Reservations: +33 (1) 49 52 70 00. Experience subject to wine cellar availability and must be booked at least 48 hours in advance.


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January 7, 2010
- "Precious Metals Derivatives: Louder Music, Fewer Chairs" – The Gold and Silver OTC Derivatives Don't make sense.
January 11, 2010
- "Silver Begins 2010 with an Impressive Start" – A Short Squeeze on the Horizon? – James Turk Commentary
January 12, 2010
- Why the Federal Reserve and US Bailout Plans are Not Stimulating Sustainable Economic Growth
- A Call to Action -A Milestone Meeting for the CTFC – Will the New Man from Goldman Do the Right Thing or Will it Be Business as Usual for the Too Big To Fail Financial Companies?
January 15, 2010
January 20, 2010
- Serious Questions about the Treasury International Capital Flows – Could Fed be Buying Through UK out of Caymans?


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Local coffee and signature salads taste better with local art around them. SpoonZ Café prides itself on displaying the work of local artists. Each quarter SpoonZ decorates the café with paintings, photographs and prints. All artwork is available for purchase with 100% of the sale price going directly to the artist, we take no commission.
If you're a local artist interested in featuring your art, please contact us to reserve your wall space.
Collier Center SpoonZ Cafe – Artist Gina Frackiewicz
Featured artist through Summer 2016.
Gina is excited to be showcasing her most recent designs in acrylic paints on canvas. Stop by and check them out at SpoonZ Café or visit her website for a full view of Gina's work.
US Bank Building SpoonZ Cafe – Artist Jay Valentin
Featured artist through Spring 2016.
The SpoonZ Cafe in the US Bank Center is thrilled to welcome our new featured artist, Jay Valentin. Jay's popart acrylic original paintings feature some of the most recognizable faces of today and yesteryear, presented with vivid color and infused with fine art technique.
On display now, you will find "The Rock", Elizabeth Taylor, Marilyn Monroe, and Kylo Ren joining you for your next meal at the cafe. Discover more about this incredible artistic talent at www.jayvart.com.
US Bank Building SpoonZ Cafe – Artist Barbara Dahlstedt
Featured artist September through December 2015.
Barbara's floral works in colored pencil will amaze and inspire as you enjoy your meal. Her works will be shown from September through December 2015. Learn more about this artist at www.dahlstedtart.com.
Collier Center SpoonZ Cafe – Artist Linda Pullinsi
Featured artist September through December 2015.
At the recently opened SpoonZ Cafe, located on the second level of the Collier Center, the mixed media art of Joan Waters is on display.
Joan's welded metal and acrylic panels are sure to be a conversation starter when you visit the cafe for breakfast, lunch, or a grab-and-go snack. You can learn more about Joan at www.joanwaters.com. Her work will also be featured from September through December 2015.


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ZIP code 97201 is located in Portland, Oregon.
The large selection of shops near ZIP code 97201, like art galleries, jewelers and computer shops, makes this a great choice for anyone who likes to hit the town. A good time is never far away in this location with the many nightlife venues that line the streets. You're sure to enjoy the many museums, performing arts spots and music halls that add to the culture scene here. If you have always wanted to live close to an area that boasts great activities such as biking, playing at the park and playing at recreation centers to keep you busy and active, ZIP code 97201 is the place to be. Whatever your favorite type of food may be, this location has a great selection of restaurants to choose from, such as sushi bars, sandwiches and delis, so you'll never be tired of finding new dishes to try. Whether you're a regular commuter or just have the occasional need to get into or around town, the excellent public transport network in this place makes it easy. One of the most common sights of ZIP code 97201 is a bicycle enthusiast enjoying a ride, making this a great place to live for bike riders.
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My Income qualifies


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8/15/2017Social Work Licensing Update
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10/5/2017 » 10/7/201741st Annual NASW/TX State Conference - Student Volunteers
NASW Texas Chapter
810 W. 11th Street | Austin, TX 78701-2010
Ph: 512.474.1454 | Fax: 512.474.1317


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Counseling Center
Fax: 202-885-1397
Mary Graydon, Room 214
Mon and Thurs: 9am-6pm
Tues, Wed, and Fri: 9am-5pm
Summer hours: M-F 9am-5pm
Closed Saturday and Sunday
Callandrillo, Traci Edwardson
Executive Director, Counseling Center
Groups provide a caring context in which you can talk confidentially with other students who share your concerns or experiences. A group can be a wonderful source of feedback, support, good humor, and creative ideas for how to cope with personal or interpersonal challenges. Groups are confidential and are led by Counseling Center clinicians.
If you are interested in participating in a group, please contact the Counseling Center as early in the semester as you can to schedule an initial consultation appointment. During that appointment, please share your interest in group. Unless noted, students are required to register for groups before attending. If you have ideas for an additional group that would interest you, please let us know!
Is Group Therapy Right for Me?
Common Myths, Mysteries, and Misperceptions
Understanding Self & Others: Insight-Oriented Process Groups
Do you want to express yourself better in relationships? Do you want to build stronger and more meaningful relationships? Do you feel anxious, lonely, or isolated in the midst of so many people? Do you want to make changes but are not sure how to do so? These are common experiences for many students. This group is designed to create a safe environment for students to better understand who they are, explore relationship patterns, and try different ways of relating with other people all within a safe and confidential setting. Possible topics of discussion can include trust, intimacy, anxiety, anger, sadness, and isolation.
-Group 1: Mondays, 3:00-4:15 pm (Leaders: GiGi Giordano, Ph.D., Sara Tafeen, M.S.)
-Group 2: Tuesdays, 3:00-4:15 pm (Leaders: Natalie Rusch, Ph.D., Chris Corona, M.A.)
-Group 3: Fridays, 1:10-2:25 pm (Leaders: Michael O'Heron, Ph.D., Jen Bakalar, M.S.)
-Group 4: Friday, 3:00-4:15 pm (Leaders: Alayna Berkowitz, Ph.D., Janine O'Brien, M.A.)
"CARE Group" for Survivors of Sexual Assault
The Connect And Reconnect Group is a group for survivors of sexual assault. The purpose of the group is to provide a safe and supportive space for survivors to work together to increase their understanding and coping with their experiences. Group members can decide together the most meaningful focus for the group and care will be taken in deciding when and whether to discuss specific traumas more directly. Possible topics of discussion include: exploring how your experiences of interpersonal violence can impact your sense of safety, trust, self-esteem and relationships; the physiological effects of trauma, including disrupted sleep and/or concentration; understanding feelings such as guilt, shame, and anger; emotion regulation and self-care; connection and relationship building.
-Thursdays, 3:00-4:15 pm (Leaders: Shatina Williams, Ph.D., Janine O'Brien, M.A.)
Grief Group: "Grieving and Growing in Connection"
This group is for students who wish to understand their grief experiences in a supportive and safe group space. The group aims to help group members receive support and understanding and provide the same to others. Sharing with fellow group members is also intended to foster new ways of approaching various situations and reshape the meanings of loss in life and relationships.
-Mondays, 1:15-2:30 pm (Leaders: Keum Choi, Ph.D., Jen Bakalar, M.S.)
LGBTQ+ Group
This group is designed for students who identify as lesbian, gay, bisexual, transgender, queer and other students navigating their sexual and/or gender identity. The group provides a confidential, safe, and supportive space for students to explore their sexual and/or gender identities, lived experience, coming out, dating, family, relationships, community, and other areas of interest to group members.
-Tuesdays, 10:30-11:45am (Leaders: Daniel Birichi, Ph.D.)
Managing Feelings
This group is designed for students who would like to learn how to cope with painful or strong feelings and learn how to manage them more effectively. Over the course of this 6-week group, participants will learn and practice skills related to mindfulness, interpersonal effectiveness, distress tolerance, and emotion regulation. While there will be room to talk about one's personal life and concerns, the group is set up to function like a small class with group leaders teaching skills and participants sharing what it's like to practice them.
-Wednesdays, 3:15-4:30 pm (Leader: Rachel Wernicke, Ph.D.)
You Matter
The group will serve to openly engage in dialogues about the lived experience of being a person of color on this campus. This group serves to empower students and help them recognize that there are others who share similar experiences. You Matter ultimately serves as an outlet for people of color to come together weekly to foster community, learn to navigate being at a PWI, and enhance their success at AU.
-Thursdays 4:30-5:45 pm (Leader: David Goode-Cross, Ph.D.)
Resiliency Groups
-Days/times TBD - please check back later for more information!


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Dog Veterinary
Ask a Dog Vet and Get Answers to Your Dog Health Questions
I'm sorry to hear of this with Sam. His shaking, inappetence, and reclusiveness are pathognomonic (particularly indicative) of both pain and anxiety in our dogs and these can coexist. Are you seeing any other symptoms that might localize pain? Have there been changes in his environment that might have made him anxious - new people or pets, a change in his feeding schedule or your schedule, remodeling or other household changes?
Thank you for the additional information. Sam's vet will want to perform a thorough physical exam on Sam including diagnostics in the form of blood and urine tests and careful palpation of Sam's spine and limbs. If pain can be elicited by palpation of his back or flexion/extension testing of his joints, X-rays may be suggested. An 8 year old bull mastiff might be quite osteoarthritic and painful. He's likely to be quite stoic and initially only demonstrate those symptoms although osteoarthritic changes can be quite advanced in his spine and/or appendicular (limb) joints.
Please continue our conversation if you wish.