The captain of Jamaica’s Under-20 team that disappointed many with their impotent performance in the first quarter of this year when they failed to qualify for the World Cup has restored his reputation with a big performance in the Red Stripe Premier League.In fact, Junior Flemmings did more than that. The 19-year-old, who was largely responsible for Tivoli Gardens’ 3-2 win over fierce rivals Arnett Gardens, became a man as he almost carried his team on his back as they registered their third successive victory and climbed two places to sit third in the table on 11 points.The former Jamaica College player not only had a foot in all three of his team’s goals, he outdid three defenders and the goalkeeper to score the final goal and secure victory himself. All throughout the game, Flemmings and his more seasoned compatriot Jermaine Johnson were unplayable whenever they went forward.Tivoli’s opening goal came when Ranike Anderson climbed high to head home a Flemmings free kick in the 33rd minute. Andrew Phang levelled in the 45th and Kemal Malcolm fired the home team ahead in the 67th. Substitute Otis Ffriend was on hand to steer home one of three Flemmings free kicks to rebound into play before Flemmings finished the job on the final move of the match.”It is an overwhelming feeling. Coming to Arnett Gardens to play is not an easy thing and to actually get the three points after being 1-2 down is really special.”We really stuck together, dug deep and came out with the victory,” the very assured Flemmings said after the game.Sounding like one much older than his years, Flemmings indicated that his intention coming into the game was to earn the man of the match honour and give his team the victory. His task, he said, was made easier by the slowness of the Arnett Gardens defenders.”Their defenders are really slow and we really exploited that today,” he said matter-of-factly.unpleasant memoriesIn addition to a desire to erase the unpleasant memories of the World Cup qualifier, Flemmings is driven by a desire to make his mark among big men.”Being a schoolboy coming out of the Manning Cup and coming into the Premier League is not an easy thing. They always say that there has never been a schoolboy that actually left Manning Cup and actually came in the Premier League and be outstanding. I just want to create my own trademark and make my own legacy,” the ambitious player said.He may not be the most accurate when it comes to the facts of players shining in the League during or right after their schoolboy years, but his approach to getting the top is the right one.”What you are seeing now is just because of hard work. It is just hard work and more hard work that has contributed to this. I just kept on working. The work never stops.”The free kicks are something that I have been practising day in day out. Before training actually starts, I would get the mannequins and practise, practise because I know that one day, it will come in handy,” said Flemmings, who has set himself a target of eight goals in the League before taking up a professional opportunity in January.
The Raiders surprised some people by taking Clelin Ferrell at No. 4 in the NFL Draft.Not that the Ted Hendricks Award winner wasn’t a great player for national champion Clemson. It’s just that most people pegged him as a mid-to-late first-round pick since Khalil Mack, for example, had gone No. 5 overall.Ferrell, the youngest of nine kids, sat down to discuss the term “rookie,” criticism over how high he was drafted … CLICK HERE if you are having a problem viewing the photos on a mobile device
Lampreys, fish that consist of little more than a mouth with a tube-like body and fin, don’t usually fossilize well because they lack bones and hard cartilage. A small two-inch fossil lamprey has been found in South Africa and reported in Nature1 (see also National Geographic, Live Science and EurekAlert based on a press release from University of Chicago Hospitals). The news reports are calling this a “living fossil” but it’s really more of a “reverse living fossil.” Most living fossils are live animals found that had been thought long extinct. This is a dead fossil that shows similarity to living lampreys, with little change for 360 million years according to evolutionary dating: e.g., according to Gess et al in Nature, “lampreys as a whole appear all the more remarkable: ancient specialists that have persisted as such and survived a subsequent 360 million years.” The conclusion of their paper states:The discovery of Priscomyzon within a Late Devonian marginal marine estuarine environment pushes the minimum date of lamprey-like fishes back by some 35 million years, and provides a new minimum date for molecular-clock-based estimates of the cyclostome crown node. The well developed oral disc, annular cartilages and circumoral teeth of Priscomyzon suggests the evolutionary long-term stability of a highly specialized parasitic feeding habit. Lampreys have long been recognized as highly apomorphic but only now is it possible to appreciate just how ancient these specializations are. In this particular sense, lampreys might be described as ‘living fossils’, and Priscomyzon adds new phylogenetic perspective to studies using modern agnathans as model systems for deriving insight into primitive vertebrate conditions.The authors built a new phylogenetic tree including the new species, a member of the cyclostomes (circle-mouths). Philippe Janvier, however, commenting in Nature2 on this find, was not convinced the fossil helps the tree:The relationships between living hagfishes, lampreys and jawed vertebrates are hotly debated, because of conflicting distributions of morphological and physiological traits on the one hand, and of DNA and RNA sequence data on the other. The morphological and physiological aspects suggest that lampreys (but not hagfishes) are the sister group of jawed vertebrates, whereas gene sequences generally suggest that lampreys and hagfishes are sister groups. Fossils sometimes help to resolve such conflicts, by revealing combinations of traits in an extinct species that better support a particular relationship. Frustratingly, Priscomyzon does not help in resolving the problem of lamprey relationships, because it provides no new informative combinations of characteristics compared with post-Devonian and extant lampreys. Morphology-based evolutionary trees of living and fossil vertebrates have long been prone to change.Later, Janvier asked, “So, it is not too surprising that lampreys turn up in the Devonian period, 360 Myr ago. What is surprising is that they are already very similar to modern lampreys. What, then, did earlier or more primitive lampreys look like?” All he could do was speculate. Another discovery was announced from this geological epoch. A press release from University of Ohio announced finding organic molecules in 350 million year old fossil crinoids. That makes these the oldest such molecules found. The researchers think this provides a new way to trace animal evolution. See also Science Daily.1Gess et al, “ Nature 443, 981-984(26 October 2006) | doi:10.1038/nature05150.2Philippe Janvier, “Palaeontology: Modern look for ancient lamprey,” Nature 443, 921-924(26 October 2006) | doi:10.1038/443921a.The researchers performed some tree-building magic with their new lamprey to give it the illusion of fitting into an evolutionary ancestry somehow, but clearly finding one so early, so little evolved, was a surprise. Their unwieldy chart now has to place lampreys 35 million years farther back, where its unique morphology was already well-developed. Then they have to claim that very little changed for 360 million years. During that same amount of time, all the varieties of reptiles, birds, mammals, and land plants supposedly emerged: an embarrassment of riches for the fecund process of evolution. Why did lampreys miss the party? May as well add to the story; in the absence of fossils, National Geographic speculates, “When the fossilized lamprey lived, there were probably many types of jawless vertebrates. Except for the lamprey and hagfish, all of them seem to have died out.” Interestingly, Janvier pointed out that we cannot assume a parasitic lifestyle just from the morphology. It may look like this fossil lamprey used its mouth to suck blood, “Yet only 19 living lamprey species (out of 38) feed this way,” he said. “Other lampreys mainly use their sucker to either secure themselves while at rest or carry stones for nest building.” This opens the possibility that parasitism was a degenerate behavior for structures that had another purpose. The overarching theme, though, was the surprise of finding a nearly modern lamprey so far back in time; it means that any alleged common ancestor had to be pushed even farther back: “lamprey morphology has been astonishingly stable for 360 Myr,” Janvier said. Thinking inside the Darwinian box, he said this “proves that lampreys and hagfishes had already diverged by late Devonian times, earlier than previously thought.” So there you have Darwinists experiencing the surprise effect of anomalies again, yet with no prospect of thinking outside the box. (In fact, the same issue of Nature had several tirades against those close-minded, evil creationists.) Finding organic molecules in fossils 350 million years old does little to jar the evolutionists, nor does finding living fossils virtually unchanged for hundreds of millions of years. The gumby Darwinists are masters at turning every falsification into confirmation. The evolution talk is all in future tense, as usual: this “may give us insight” into evolution (yawn). We’ve been waiting a long time for said insight, and all we keep getting is outdark. It makes us downright ready to upchuck.(Visited 41 times, 1 visits today)FacebookTwitterPinterestSave分享0
Kutano, a browser-based Twitter client that also aggregates comments on Twitter about the website a user is currently visiting, just launched the first client for Google’s Sidewiki project. Sidiwiki allows users who have a special version of the Google Toolbar installed to annotate any web page and comment on any blog post. These comments, however, are normally only visible to users who also use Google’s toolbar, but Google also allows third parties to access this data. Kutano is the first company to make use of the Sidewiki API to aggregate these comments and annotations. At its core, Kutano is one of many browser-based Twitter clients that live in a sidebar. What sets Kutano apart, besides being a pretty capable Twitter client, is that it aggregates and displays Twitter posts about the site you are currently visiting. Now, Kutano can also tap into the pool of Sidewiki comments as well. It’s nice to see that Kutano has opened up another avenue to access comments on Sidewiki. At the same time, though, we will still have to wait and see if Sidewiki turns out to be a success. Google would probably love to be able to pull in more comments through its system and be able to analyze these to improve its search engine. For now, though, Sidewiki’s audience is limited and given that most Internet users already have a multitude of ways to express their opinion about a website (comments, Twitter, Facebook, FriendFeed, microblogs, etc.), it’s hard to imagine that Sidewiki will really catch on with users. Related Posts Top Reasons to Go With Managed WordPress Hosting Tags:#Google#news#web frederic lardinois A Web Developer’s New Best Friend is the AI Wai… Why Tech Companies Need Simpler Terms of Servic… 8 Best WordPress Hosting Solutions on the Market
Grid impactsFor utilities to underwrite charging infrastructure — be it rebates for home chargers or paying for public chargers — regulators need to know whether all ratepayers and the grid benefit beyond the immediate impacts of fewer greenhouse gas emissions.John Farrell, director of the Energy Democracy Initiative at the Institute for Local Self-Reliance, says the EV deployment level now does not hurt the grid — since EVs make up about 1 percent of the cars on the road worldwide — but concerns are likely to grow as more drivers charge their vehicles.If companies incentivize or enroll customers in programs for charging during off-peak times of demand, however, “that improves the efficiency of the system and puts downward pressure on our electric rates,” Schefter says. “In an environment where other things cause costs to go up, we see electric vehicles as balancing those costs a bit.”California — home to roughly half of the electric vehicles in the U.S. and where ZEVs’ market share increased from 3.6% to 4.5 % from 2016 to 2017 — is proving to be a test case on infrastructure build-out and charging programs for other states, Farrell says. The American Council for an Energy-Efficient Economy recently highlighted Southern California Edison’s options for EV drivers that include tiered rate designs — a traditional billing plan based on energy usage — as well as time-of-use rates that are cheaper when grid demand is low. Southern California Edison is also among the few utilities exploring the potential of smart charging, which finds the best time for charging based on electric rates and grid demand. In this case, EV drivers have pricing options based on their flexibility to charge.The availability of charging stations can play a big role in consumers’ willingness to purchase an electric vehicle. (Image courtesy of Statista)Two more California utilities — Pacific Gas and Electric Co. and San Diego Gas & Electric — are also piloting infrastructure programs calling for thousands of public charging stations.Tal says maximizing grid resources also depends on the source of generation. For example, places like California and Minnesota with excess solar power during the day may encourage drivers to charge then, most likely at work.Dan Bowermaster, electric transportation manager with the Electric Power Research Institute, says utilities could take a page from the telecommunications playbook when it comes to pricing incentives.“The idea is like free minutes during nighttime and weekends,” he says. “What if utilities came up with free lunch-time charging? The point is, for most people there is a lot of flexibility. At the end of the day, the potential is there for serving a substantial amount of increased load with minimal investment in new assets.”Utilities are also piloting programs that automatically enroll customers in variable-pricing programs whose rates are based on real-time changes in grid load and allow them to opt-out, as opposed to requiring them to opt in.“That’s probably the right way to do it,” Farrell says. “The great thing about it is we’ve been kind of dumb about the way we’ve used the grid so there are a lot of opportunities for savings.” RELATED ARTICLES Andy Balaskovitz is a freelance energy and policy reporter based in Grand Rapids, Michigan. It’s Time to Plan for Electric Vehicles on the GridCan We Power Our Car With the Sun?How Green Is Your Car? As Electric Cars Stall, A Move to Greener Trucks and BusesWill Self-Driving Cars Save Energy?The Downside of Low Gas PricesElectric Vehicles Hit a Pothole in CaliforniaNew Life for Old Electric Vehicle BatteriesPlan for California Vehicle Charging Stations on HoldMinnesota OKs Special Rates for Electric VehiclesAn Indiana Utility Offers Free Car ChargesA Charger in Every GarageMore Tips for Improving MileageHouses Versus CarsUsing Parked Electric Cars For Peak ShavingRunning Our House on Prius Power Revenue impactsWith more electric vehicles on the road, states and the federal government would in turn see less revenue from gasoline taxes than they would if those vehicles were gas-powered. The NCCETC report says the most common state policy actions involved “additional registration or other fees for electric vehicle owners.”Until now, states have commonly approached the issue with annual registration fees for EV drivers. Yet experts say this is largely punitive and not a long-term solution. Also, it’s not particularly reflective of road use if an EV driver is charged the same if they drive 1,000 miles a year or 10,000 miles a year.U.S. Rep. Sam Graves from Missouri, advocates a tax based on vehicle miles traveled (VMT) as an alternative to increasing the federal gasoline tax. While some states, including Oregon and Colorado, have piloted the idea, the proposal faces obstacles among conservative lawmakers and privacy advocates. The American Civil Liberties Union has fought VMT programs in states that use GPS tracking devices to measure mileage, instead supporting options such as annual odometer readings.Advocates see room for growth with performance-based taxes that not only account for, say, vehicle miles traveled, but also more sophisticated regional-based measures that consider energy consumed, vehicle weight and how many people are in the vehicle, Tal says.JÃ¼rgen Weiss, an economist and principal at The Brattle Group, agrees.“The right way to charge for using roads has to do with how often you use the roads and may have to do with how heavy your vehicle is,” he says. “Over time we’ll definitely have to think about another way of doing it.” Encouraging the transitionMany states and utilities are setting into place incentives to spur adoption of EVs. These include rebate programs to get the sticker price into range of traditional internal combustion, gasoline-powered vehicles; providing recurring incentives to owners, like the right to use high-occupancy vehicle (HOV) lanes or discounted or free parking; and requiring automakers to sell a certain percentage of zero-emissions vehicles (ZEVs) based on overall sales. A review by the North Carolina Clean Energy Technology Center found 17 states “considered policy changes to encourage electric vehicle market development.”One big one is encouraging the development of infrastructure needed to charge EVs (you’ll find an interactive map showing charging stations here). The Edison Electric Institute (EEI), a trade group representing investor-owned electric utilities in the U.S., projects nearly 5 million charging stations will be required to accommodate 7 million electric vehicles on the road.Kellen Schefter, manager of sustainable technology at EEI, says charging infrastructure is “a lever our companies could pull. If they could help get more charging infrastructure out there, that will drive EV adoption.”Yet paying for that infrastructure is an ongoing discussion in states. Often, utilities propose to charge all of their ratepayers for the cost of building stations only EV drivers would use. That EV charging can actually benefit all ratepayers — if done correctly — is becoming clearer and could justify public funding.“There is no business case in public [charging] infrastructure,” says Gil Tal, research director at the Plug-in Hybrid and Electric Vehicle Research Center at the University of California, Davis. “We need communities, the public and utilities to help support it in the early phase.” This post originally appeared at Ensia. At the same time, utilities and clean energy groups have formed a rare alliance around EVs, which can not only reduce greenhouse gas emissions but also provide a revenue lifeline for power companies facing decreasing or stagnant electricity demand.The growing interest in EVs portends big changes in infrastructure, from gas stations to mechanic shops to electric utilities to tax structures and the wiring in our own garages. What can we learn from early-adopter communities about what it will take to gear up for EVs? Two years ago, Michigan’s largest utility, Consumers Energy, sought state approval to build a $15 million electric vehicle charging network paid for by ratepayers. It was the first plan of its kind in Michigan, and sought to position the state as a “leader in renewable transportation.”However, the plan raised a series of policy questions. Should people who don’t drive EVs be required to subsidize EV infrastructure? Where will the stations be located? And what about the implications for private charging companies?Ten months later, Consumers formally withdrew the plan based on widespread opposition. But it wasn’t a total loss. The proposal sparked a deeply involved stakeholder process by the Michigan Public Service Commission (MPSC) to address the policy questions around EVs and how Michigan — the automotive capital of the world — can be a leader. The first utility pilot programs for charging stations and rate structures are expected soon. With the right “price signals” and properly locating charging stations, the MPSC says all utility customers could benefit from “increased electrification of the transportation sector.”Michigan isn’t alone in navigating the public policy waters around mainstreaming electric vehicles. Forty-three states and the District of Columbia took more than 200 legislative or policy actions last year related to EVs. And none too soon: 7 million electric vehicles are expected to be on U.S. roads by 2025, up from about 740,000 at the end of 2017, as the price of EVs approaches parity with that of gasoline-powered vehicles and public charging stations become increasingly available. Regulatory changesAcross the U.S., state utility regulators are leading the policy discussion around charging rate structures, utility rebates and deciding who pays for charging infrastructure. States such as Illinois and Michigan have recently assembled stakeholders around these policy unknowns.Michigan Public Service commissioner Norm Saari said the agency’s review focuses on four points ahead of utilities’ formally filing EV programs: customer access to information, the impact on the grid, infrastructure deployment and rate design.“We don’t try to predict what the future will be,” Saari, a former Consumers Energy official, says. “Nevertheless we think there is the potential for concern when tens of thousands of electric vehicles will be plugged into a charger.”Another key component of public EV charging involves the reselling of electricity. In places where that’s prohibited, station owners charge flat hourly rates rather than charging for use by kilowatt-hour.In its 2017 annual review, the North Carolina Clean Energy Technology Center (NCCETC) notes that rules for reselling electricity “vary significantly” across the U.S., and in some cases it’s unclear whether it can be resold at stations. The report says regulators in four states — Alabama, Delaware, Indiana and Pennsylvania — considered the issue last year.