text:
Method and apparatus for determining an alternate route in a vehicle navigation system
A method and apparatus for determining an alternate route from a new source location located on an original route to a subsequent location on the original route using a vehicle navigation system are described. A portion of the original route to be avoided by the alternate route is determined which begins at the new source location. The portion of the original route includes a plurality of segments each of which has an original parameter associated therewith. Selected ones of the original parameters are adjusted thereby resulting in a plurality of adjusted parameters. The alternate route is then determined based in part on the adjusted parameters.
Oshizawa, Hidekazu (Cupertino, CA)
Tamai, Haruhisa (Saitama, JP)
Visteon Technologies, LLC (Dearborn, MI)
340/995.21, 701/414
G01C21/00; G01C21/34; G08G1/0968; (IPC1-7): G06F165/00
701/201, 701/202, 701/208, 701/209, 701/210, 701/211, 340/988, 340/990, 340/995
5787383 Vehicle navigation apparatus with route modification by setting detour point 1998-07-28 Moroto et al. 701/210
5752217 Navigation system having optimal destination route setting capability 1998-05-12 Ishizaki et al. 701/201
5689423 Vehicle navigation system for evaluating a return route based on cost 1997-11-18 Sawada 701/202
5311434 Vehicle navigation system 1994-05-10 Tamai 701/210
5297050 Direction sensor having an earth magnetism sensor and a rate gyro sensor and navigation system having this direction sensor 1994-03-22 Ichimura et al. 364/444
5291413 Navigation system for guiding a vehicle along a precomputed optimal route 1994-03-01 Tamai et al. 701/210
5291412 Navigation system 1994-03-01 Tamai et al. 701/211
5287297 Magnetic direction finder with correcting circuit 1994-02-15 Ihara et al. 364/571.02
5283743 Vehicle-direction measuring apparatus 1994-02-01 Odagawa 364/457
5243528 Land vehicle navigation apparatus with visual display 1993-09-07 Lefebvre 701/211
5184303 Vehicle route planning system 1993-02-02 Link 701/210
5177685 Automobile navigation system using real time spoken driving instructions 1993-01-05 Davis et al. 364/443
5060162 Vehicle in-situ locating apparatus 1991-10-22 Ueyama et al. 364/449
5046011 Apparatus for navigating vehicle 1991-09-03 Kakihara et al. 364/449
5040122 Method and system to determine the position of a land vehicle during movement over a predetermined path 1991-08-13 Neukirchner et al. 364/449
4999783 Location detecting method 1991-03-12 Tenmoku et al. 364/450
4996645 Vehicle navigation device with reproduction of a selected map element according to a predetermined representation standard 1991-02-26 Schneyderberg Van DerZon 364/449
4992947 Vehicular navigation apparatus with help function 1991-02-12 Nimura et al. 364/444
4989151 Navigation apparatus and matching method for navigation 1991-01-29 Nuimura 364/449
4984168 Method and apparatus for determining a route between a starting point and a destination 1991-01-08 Neukrichner et al. 364/449
4982332 Road data generating method for use in an on-board navigation system 1991-01-01 Saito et al. 364/449
4970652 System and method for displaying present position for moving object 1990-11-13 Nagashima 364/449
4964052 Navigation device for use in a vehicle 1990-10-16 Ohe 364/449
4937753 Route end node series preparing system of navigation apparatus 1990-06-26 Yamada 364/449
4926336 Route searching system of navigation apparatus 1990-05-15 Yamada 364/444
4918609 Satellite-based position-determining system 1990-04-17 Yamawaki 364/449
4914605 Apparatus and method for displaying a map 1990-04-03 Loughmiller, Jr. et al. 364/518
4862398 Correcting method and correcting errors in a terrestrial magnetism heading sensor 1989-08-29 Shimizu et al. 364/571.05
4831563 Method of processing output data from geomagnetic sensor 1989-05-16 Ando et al. 364/571.05
4797841 Method and apparatus for automatic calibration of magnetic compass 1989-01-10 Hatch 364/571.04
4796191 Vehicle navigational system and method 1989-01-03 Honey et al. 364/450
4782447 System and method for navigating a vehicle 1988-11-01 Ueno et al. 364/449
4751512 Differential navigation system for remote mobile users 1988-06-14 Longaker 342/357
4737218 Method of forming a fabric covered spline assembly 1988-04-12 Hasebe et al. 364/449
4734863 Apparatus for generating a heading signal for a land vehicle 1988-03-29 Honey et al. 364/449
4673878 Vehicle location display device with averaging means for correcting location information 1987-06-16 Tsushima et al. 324/226
4672565 Direction detecting system for vehicles 1987-06-09 Kuno et al. 364/571
4611293 Method and apparatus for automatic calibration of magnetic compass 1986-09-09 Hatch et al. 364/571
4608656 Road map display system with indication of a vehicle position 1986-08-26 Tanaka et al. 364/449
4570227 Portable map display apparatus 1986-02-11 Tachi et al. 364/444
3845289 METHOD AND APPARATUS EMPLOYING AUTOMATIC ROUTE CONTROL SYSTEM 1974-10-29 French 235/151.2
French, MAP matching Origins Approaches and Applications, Rober L. French & Associates, 3815 Lisbon St., Suite 201, Fort Worth, Texas 76107, USA, pp. 91-116. (Month and Year Are Not Available).
NGUYEN, TAN QUANG
FORD GLOBAL TECHNOLOGIES, LLC (FAIRLANE PLAZA SOUTH, SUITE 800 330 TOWN CENTER DRIVE, DEARBORN, MI, 48126, US)
1. A method for determining an alternate route from a new source location located on an original route to a subsequent location on the original route using a vehicle navigation system, the method comprising the steps of:
determining a portion of the original route to be avoided by the alternate route, the portion of the original route beginning at the new source location, the portion of the original route comprising a plurality of segments each of which has an original parameter associated therewith;
adjusting selected ones of the original parameters thereby resulting in a plurality of adjusted parameters; and
determining the alternate route from the new source location to the subsequent location based in part on the adjusted parameters.
2. The method of claim 1 wherein the first determining step comprises the steps of:
providing an input device to a user of the vehicle navigation system for selecting a length of the portion of the original route to be avoided by the alternate route; and
determining the portion of the original route in response to input from the user.
3. The method of claim 2 wherein the input device provides a plurality of length options from which the user makes a selection.
4. The method of claim 2 wherein the input device allows the user to specify the length.
5. The method of claim 1 wherein the parameters comprise segment costs, the adjusting step comprising adding an additional cost to selected ones of the segment costs.
6. The method of claim 5 wherein the additional cost is fixed.
7. The method of claim 5 wherein the additional cost varies with the distance between the new source location and a particular segment.
8. The method of claim 7 wherein the additional cost decreases as the distance between the new source location and the particular segment increases.
9. The method of claim 1 wherein the parameters relate to segment access, the adjusting step comprising prohibiting access to selected ones of the segments for determination of the alternate route.
10. The method of claim 1 wherein the parameters comprise node costs, the adjusting step comprising adding an additional cost to selected ones of the node costs.
11. The method of claim 10 wherein the additional cost is fixed.
12. The method of claim 10 wherein the additional cost varies with the distance between the new source location and a particular node.
13. The method of claim 12 wherein the additional cost decreases as the distance between the new source location and the particular node increases.
14. An apparatus for determining an alternate route from a new source location located on an original route to a subsequent location on the original route, comprising:
means for determining a portion of the original route to be avoided by the alternate route, the portion of the original route beginning at the new source location, the portion of the original route comprising a plurality of segments each of which has an original parameter associated therewith;
means for adjusting selected ones of the original parameters thereby resulting in a plurality of adjusted parameters; and
means for determining the alternate route from the new source location to the subsequent location based in part on the adjusted parameters.
15. A vehicle navigation system, comprising:
a plurality of sensors for detecting a current vehicle position and a vehicle heading, and generating signals indicative thereof;
a database medium having geographic locations of a plurality of road segments and segment nodes stored therein;
a processor coupled to the sensors and the database medium for generating an alternate route from a new source location located on an original route to a subsequent location on the original route, the processor being operable to:
(a) determine a portion of the original route to be avoided by the alternate route, the portion of the original route beginning at the new source location, the portion of the original route comprising a plurality of segments each of which has an original parameter associated therewith;
(b) adjust selected ones of the original parameters thereby resulting in a plurality of adjusted parameters; and
(c) determine the alternate route from the new source location to the subsequent location based in part on the adjusted parameters; and
an output communicator coupled to the processor for communicating the alternate route to a user of the vehicle navigation system.
16. A computer program product for determining an alternate route from a new source location located on an original route to a subsequent location on the original route, comprising:
a computer-readable medium; and
a computer program mechanism embedded in the computer-readable medium for causing a computer to perform the steps of:
The present invention relates to route determination in a vehicle navigation system. More specifically, the present invention determination of alternate routes, i.e., detours, when road conditions make an originally determined route undesirable or impassable.
Because updating map databases with up-to-the-minute information regarding road conditions is an exceedingly challenging task (even for so-called intelligent vehicle/highway systems), currently available vehicle navigation systems often determine routes on which the user may encounter unforeseen or unforeseeable obstacles such as, for example, road construction or excessive traffic. In such situations it is desirable for the navigation system to have the capability to determine an alternate route "on the fly" to avoid the obstacle.
Some systems rely on user input to the route determination algorithms to determine routes which are most likely to be the easiest and fastest, i.e., the optimum route. By prospectively selecting appropriate route determination criteria, the user can use her knowledge of actual road conditions to facilitate determination of the best available route. For example, the user may specify that the system make maximum use of freeways, or, alternatively, that no freeways be used at all. The user may also specify that the route have a minimum number of turns, or that it be the shortest distance between the source and the destination. In addition, the user may specify that the route avoid all known obstacles such as, for example, toll booths. Unfortunately, while this approach provides some flexibility, it cannot anticipate and correct for road obstacles for which the user has little or no warning.
One approach to "on the fly" obstacle avoidance allows the user to tell the system to prohibit an upcoming maneuver in response to which the system determines a short detour from the point of the prohibited maneuver back to some subsequent point on the original route. This may be understood with reference to FIG. 1. As the user is proceeding east on road 102 along original route 104, she notices that road 106 is closed to the right because of construction. As a result, the right turn maneuver suggested by the system has become impossible. By refusing the indicated maneuver with the user interface, the user alerts the system to the obstacle. The system then determines an alternate route 108 based on the assumption that the right turn maneuver from road 102 to road 106 is not allowed. This results in the detour via roads 110 and 112 which leads back to road 106 as soon as possible.
Unfortunately, the above-described approach is problematic where, for example, the entire portion of road 106 between roads 102 and 114 is closed. Such a situation is addressed by another approach which will be described with reference to FIG. 2. As in the previous example, the user alerts the system to the fact that the right turn maneuver onto road 106 is not possible. However, according to this approach, the system avoids the portion of road 106 between the two successive maneuvers at the intersection of roads 102 and 106 (i.e., the right turn mentioned above), and the intersection of roads 106 and 114 (a left turn). By ignoring the road segments between the next two upcoming maneuvers, an alternate route 202 is determined which avoids the problem discussed above.
However, despite the apparent advantages offered by each of these approaches, none allows the user to contribute input as to the nature of the alternate route based on her perception of the road conditions. Thus, none of the above-described approaches is sufficient to adapt to the high degree of variability of road conditions which may be encountered by the user. A more flexible approach to "on the fly" determination of alternate routes is therefore desirable.
The present invention provides a method and apparatus for "on the fly" determination of alternate routes in a vehicle navigation system which allows the user to specify the portion of the original route to be avoided by the alternate route. This enables the navigation system to generate alternate routes which bear some relation to the actual road conditions encountered by the user. That is, based on her perception of the road conditions, the user may specify a distance along the original route from the current vehicle position which is to be avoided by the alternate route. The system then adjusts one or more parameters associated with each of the segments in the original route within the specified distance such that when the alternate route is generated, these segments will tend to be avoided.
According to one embodiment, the system increases the cost associated with each segment in the portion of the original route specified by the user. The amount by which each cost value is increased varies according to its distance from the vehicles current location, i.e., the starting point of the alternate route. That is, the closer a segment is to the current vehicle position, the greater is its cost increment. In this way, the alternate route determination algorithm tends to completely avoid the original route segments immediately following the starting point of the alternate route with this avoidance tendency lessening somewhat as the algorithm encounters segments which are farther along the original route.
Thus, according to the invention, a method and apparatus are described for determining an alternate route from a new source location located on an original route to a subsequent location on the original route using a vehicle navigation system. A portion of the original route to be avoided by the alternate route is determined beginning at the new source location. The portion of the original route includes a plurality of segments each of which has an original parameter associated therewith. Selected ones of the original parameters are adjusted thereby resulting in a plurality of adjusted parameters. The alternate route is then determined based in part on the adjusted parameters.
A further understanding of the nature and advantages of the present invention may be realized by reference to the remaining portions of the specification and the drawings.
FIG. 1 illustrates one approach for generating an alternate route;
FIG. 2 illustrates another approach for generating an alternate route;
FIG. 3 is a block diagram of a specific embodiment of a vehicle navigation system for use with the present invention;
FIGS. 4A and 4B illustrate a specific embodiment of the present invention;
FIG. 5 is a table of cost values corresponding to a specific embodiment of the present invention; and
FIG. 6 is a flowchart illustrating a specific embodiment of the invention.
The present invention relates generally to commonly assigned U.S. Pat. No. 5,345,382 to Kao for CALIBRATION METHOD FOR A RELATIVE HEADING SENSOR, U.S. Pat. No. 5,359,529 to Snider for ROUTE GUIDANCE ON/OFF-ROUTE STATE FILTER, U.S. Pat. No. 5,374,933 to Kao for POSITION CORRECTION METHOD FOR VEHICLE NAVIGATION SYSTEM, and U.S. Pat. No. 5,515,283 to Desai et al. for METHOD FOR IDENTIFYING HIGHWAY ACCESS RAMPS FOR ROUTE CALCULATION IN A VEHICLE NAVIGATION SYSTEM, the entire specifications of which are incorporated herein by reference.
FIG. 3 is a block diagram of a specific embodiment of a vehicle navigation system 10 for use with the present invention. Sensors 12 and 14 and GPS receiver 18 are coupled to computing means 20 through sensor/GPS interface 22. In typical embodiments, mileage sensor 12 comprises an odometer, and angular velocity sensor 14 comprises a gyroscope, or a differential odometer coupled to the wheels of the vehicle. A global positioning system (GPS) data receiver 18 is provided for receiving signals from, for example, a satellite-based navigation system. Data from sensor/GPS interface 22 is transmitted to CPU 24, which performs calibration, signal processing, dead-reckoning, vehicle positioning, and route guidance functions. A database containing map information may be stored in database medium 26, with software directing the operation of computing means 20 stored in main memory 28 for execution by CPU 24. Memory 28 may comprise read-only memory (ROM), or reprogrammable non-volatile memory such as flash memory or SRAM. System RAM 30 permits reading and writing of the information necessary to execute such software programs. Database medium 26 may comprise non-volatile memory, a hard disk drive, CD-ROM, or an integrated circuit in which digitized map information has been stored. Output controller 32, which may comprise a graphics controller, receives data processed by CPU 24 and transmits the data to display console 40 which includes output communicator 34, usually comprising a display screen with associated audio electronics and audio speakers. The driver may input data, such as a desired destination, through user interface 36, typically comprising a keyboard.
The map database stored in database medium 26 preferably comprises positional data such as, for example, latitude and longitude coordinates, to describe road intersections or nodes, road segments, landmarks and points of interest, and other geographical information. The data base may further comprise data representing characteristics of roads or places on the map, such as road and place names, road features such as dividers, one-way restrictions, surface, speed limit, shape, elevation, and other properties. According to specific embodiments of the invention, the map database includes cost values associated with individual nodes and road segments. These cost values correspond to the estimates of time intervals for traversing the respective node or segment. Node cost values take into consideration such information as, for example, whether the vehicle would encounter oncoming traffic, thus delaying a left turn maneuver. Segment costs reflect road segment characteristics such as speed limit and segment length, both of which affect the travel time along the segment. Also associated with each road in the map database is a link class which relates to the category or type of the road. For example, the highest level category of the hierarchy is the link class FREEWAY. The lowest level includes the link classes FRONTAGE and MISC which include, for example, frontage roads and alleys.
The vehicle navigation system of the present invention is operable to generate a route from a source location to a destination according to a variety of different methods. Some examples of such methods are described in the U.S. patents which are incorporated by reference into the present specification above. In addition, further methods for route generation which may be employed in conjunction with the present invention are described in commonly assigned, copending U.S. patent application Ser. No. 08/784,204 for ROUTE GENERATION IN A VEHICLE NAVIGATION SYSTEM, filed on Jan. 15, 1997, the entire specification of which is also incorporated herein by reference.
FIGS. 4A and 4B will serve to illustrate the operation of a specific embodiment of the invention. Initially, an original route 402 (along roads 404, 406, and 408) is generated by the vehicle navigation system as described above. As the user proceeds from source S along road 404, she encounters excessive traffic (or any of a variety of road obstacles) and activates a key or a switch on the user interface which informs the system that she wishes to avoid a portion of original route 402. The display screen progression is shown in FIG. 4B. As the user is proceeding along road 404, the next upcoming maneuver, i.e., left turn on road 406, is shown on display screen 410. When the user hits the "avoid" key, she is presented with the AVOID CURRENT ROUTE screen 412 in which she may scroll to a desired distance and hit "enter". The distances may be in miles as shown. Alternatively, the distances may be presented to the user as a number of road segments, city blocks, etc. According to another embodiment, the user may directly input any desired distance within a range.
Upon the user's selection of the distance, the system generates an alternate route 414 and communicates a new upcoming maneuver to the user (screen 416). In generating alternate route 414 the system increases the cost associated with selected ones of the segments in the portion of original route beginning at the intersection of roads 404 and 418 and extending the selected distance. The manner in which this is accomplished according to a specific embodiment may be understood with reference to FIG. 4A and table 500 in FIG. 5. As shown in FIG. 4A, original route 402 includes segments S1-S13. In generating an alternate route, the cost associated with each of these segments is increased by an amount shown in table 500. The cost values in table 500 are measured in seconds, but it will be understood that such costs may be represented in a number of ways.
As shown in the table, as the segment numbers increase, i.e., as the distance from the road obstacle increases, the cost added to the segment cost associated with each successive segment is gradually decreased to zero. The decrement and rate of this decrease depends upon the distance of the original route to be avoided as specified by the user. Thus, the closer the segment is to the road obstacle, the more likely that the alternate route generation algorithm will ignore it because of the dramatic increase in cost. Similarly, as the segments recede from the road obstacle, the likelihood that the algorithm will ignore them decreases until the alternate route includes a segment from the original route, i.e., segment S9.
It will be understood that the above-described embodiment of the invention may be modified to include the manipulation of node costs in place of, or in addition to, the manipulation of segment costs. Node costs are the costs associated with traversing a map node such as, for example, an intersection. The node cost for a particular intersection may be determined without regard to a particular route. It may also be determined to specifically reflect the traversal of the intersection from one specific segment to another. According to such an embodiment, node costs may be manipulated in much the same way as shown in FIG. 5 with regard to segment costs. The manipulated node costs may then be used to determine the alternate route either in place of the segments costs, or in addition to them.
FIG. 6 is a flowchart 600 which illustrates the operation of a specific embodiment of the invention. The vehicle navigation system of the present invention guides the user along an originally calculated route (step 601) unless it receives an "avoid route" signal in response to input from the user (step 602). The system then presents the user with an "AVOID CURRENT ROUTE" screen as shown in FIG. 4B (step 604) so that the user may specify how much of the original route to avoid. Upon selection by the user of a portion of the current route to be avoided (step 606), the system generates a detour list which includes segments of the original route beginning with the vehicle's current location and ending at the distance specified by the user (step 608). For selected segments in the list, the system then increases the costs associated with each (step 610).
As discussed above with reference to FIGS. 4A and 5, the cost increment decreases as the distance between the original road segments and the road obstacle increases. Once the costs associated with the original road segments have been increased in this manner, the system generates an alternate route from the vehicle's current location, i.e., the location of the road obstacle, to some subsequent location on the original route (step 612). As discussed above, because of the increased costs associated with the original route segments in the detour list, the system tends to avoid expansion along these segments with the alternate route determination algorithm. This is especially true for the original route segments closest to the beginning of the alternate route because the greatest cost increase is associated with these segments. However, the further the original route segments in the detour list are from the current vehicle location, the less likely they are to be avoided by the search algorithm. In this way, the alternate route determination algorithm eventually includes a segment in the alternate route which coincides with a segment in the original route. Once this occurs, the algorithm terminates (step 614).
While the invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that the foregoing and other changes in the form and details may be made therein without departing from the spirit or scope of the invention. For example, the invention has been described with reference to a variable increment which is added to the segment costs associated with the road segments in a specified portion of the original route. It will be understood, however, that these costs may be manipulated in a variety of ways and remain within the scope of the invention. For example, in contrast to table 500, the cost increment need not be uniformly decremented for each successive segment in the original route. Rather, the cost increment may be fixed for several successive segments.
Moreover, for selected segments in the original route, rather than increasing the associated segments costs, access to such segments (e.g., the first five segments after the road obstacle) may be completely prohibited. Fixed and/or variable cost increments may then be added to successive segments. Thus, a variety of segment parameters (e.g., segment cost) may be manipulated in a variety of ways for the segments in the portion of the original route to be avoided by the alternate route. In view of the foregoing, the scope of the invention should therefore be determined by reference to the appended claims.
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text:
Q: Zip and unzip lists in Standard ML How to create a function to zip and unzip two lists as tupled lists in Standard ML?
Example:
unzip [[1,4],[2,5],[3,6]] -> [1,2,3] [4,5,6]

zip [1,2,3] [0,2,4] -> [[1,0],[2,2],[3,4]]

A: I figured out what I was doing wrong.
Here's the code:
fun zip nil nil = nil
  | zip nil l = l
  | zip l nil = l
  | zip (h::t) (k::l) = [h,k]::(zip t l)
fun mapcan(f,nil) = nil | mapcan(f,h::t) = (f h)@(mapcan(f,t))
fun unzip (l) = if (l = nil) then nil else [(map head l),(mapcan tail l)]

Unzipping is slightly more difficult. We need map functions that select the first and second elements of a two-element list over the zipped list. Since the problem is somewhat under-specified by the example, we will put the rest of the longer list into the first list. To avoid problems with the empty tails for the shorter list, we use the mapcan function that appends the tail lists.

A: It is usually not a good idea to use head and tail, but instead to use pattern matching.  You can encode unzip a bit more elegantly as follows:
fun unzip l =
  case l
    of nil => (nil, nil)
     | (a,b)::tl =>
        let val (l1, l2) = unzip tl
        in (a::l1, b::l2) end

Also as one of the commenters above mentioned, zip and unzip typically work on pairs of lists, and lists of pairs respectively.

A: There is absolutely no need for the lexical scoping introduced by the let statement. By defining the projection functions, one can actually get a far more concise and elegant representation :
fun fst p =
   case p of
      (x,_) => x

fun snd p =
   case p of
      (_,y) => y

fun unzip lp =
   case lp of
      [] => ([], [])
    | (x,y) :: lp' => (x :: (fst (unzip lp')), y :: (snd (unzip lp')))

There is good reason why this works, which is that Type-Inference from the SML compiler is strong enough to deduce the types of the terms from the case statements and the cons statements. The projection functions are deduced before, and the CSP for the Type-Constraints is solvable. IMO, this is far more elegant than the solutions presented before with the let statement.
Compiler

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text:
Alerrie - perfect
by alerriee
Sequal!
You won't be able to read this whole story since Paid Stories aren't available in your country yet.
Alex and Perrie are famous and In love. Alex plays professional football and Perrie is a famous singer in the girlband little mix. A lot of cute alerrie moments!! And a little drama. Watch Alerrie go through life together. Disclaimer! I'm not Englis...
#alerrie #alex #alexandperrie #alexerrie #chamberlain #football #jadethirlwall #jesynelson #leighannepinnock #littlemix #littlemixfanfiction #perrieedwards #singing #wattys2018
It was almost the end of our tour through America, while we were on tour we had some time off. I went back to England with Alex, the doctor said that Alex is totally allowed to play football again! I am so happy for him'!
Today we had a week off before ending or tour and Alex was going to play his first game again, after a couple of trainings he's finally going to play a match. I drove to the game together with Alex his mom. I looked on my Instagram and saw Alex was starting, I got really excited.
The game went pretty well, Alex had his weaknesses but who cares? "Omg that was such a great assist from Alex!" I said clapping my hands. "That wasn't Alex honey" Alex's mom said laughing. "Oh". Everyone started chuckling. "Oops!" I said. The score was a draw and the game was almost done when Alex got the ball and ran to the goal. Please please please! I thought to myself, at that moment he scored right in the corner. "Whooooooo" I screamed and stood up. Wendy gave me a hug and we celebrated with the rest of the stadium. I saw him looking at me, he pointed at me and blew a kiss. I blushed and his mom pushed me slightly, I giggled.
It was the end of the game and Liverpool won! I walked to the field as the team was still celebrating there. I waited for the team to walk off the pitch when I saw Alex waving at me, Asking if I would come. I walked slowly on the field and he walked towards me. Alex opened his arms for me and I did the same to give him a hug, but he pulled me fast pulled me closer. He puts his lips on mine and we kissed, right there. On the middle of the field with everyone watching. We pulled out and I looked at him, we were both smiling like crazy. I looked into his gorgeous brown eyes. "Congratulations!" I said. I gave him a slight peck and he wrapped his arms around me. "I'm so proud of you!" I said. We let go of our hug "I love you" He said smiling at me. "I love you to" I said trying to hide my excitement.
We were on our way home and I looked through my Instagram, the kiss me and Alex shared was filmed and from all different kinds off angles. All the fan accounts were going crazy, all the internet pages were too. I smiled to myself.
"Hey man look" Mohammed says. I looked at his phone and saw a video of me and perrie kissing, I smiled. "Ehhhhh good job mannn!" Adam said. I laughed "thanks man" "so when are you planning on proposing?" He asked. "I was thinking of doing it" I said. "No way man!" Adam said. "But it's too early I mean" I got cut off "of course not! If there are two people who are in love, it are you and perrie" He said. "I think you're right" I said. "Of course i am" He said. "So you're gonna do it" "yeah! I am" I said laughing. Everyone cheered and shouted at me then. I laughed. Gosh I'm gonna do it I said to myself. "Oh tip! Steal a ring from her for the size of the engagement ring, you don't want to have a wrong size like I had" Mohammed says. I nodded.
I got home and heard perrie standing under the shower. I decided to grab my opportunity and walked upstairs, i searched for her jewelry and found a little box with rings. I opened it and looked at the rings that looked familiar, I grabbed one that I have seen her wear multiple times but not too often. Cause I was scared she was gonna miss it than. I put the ring in my wallet and put my wallet back in my pocket. I walked back downstairs and empty my bag. I was laying on the couch with the dogs when she walked downstairs. I looked at her, "yeah I could get used to this for the rest of my life" I though to myself. "Hey" She said. I got up "Hey" I kissed her. "Just so you know I'm really happy for you, and I'm really proud of you you did amazing" she said. "Thank you" I said smiling. "Shall we eat dinner?" She asked "good idea".
I got into bed next to perrie, she snuggled up next to me. I loved it when she did that, I never really liked to cuddle, but I absolutely love to cuddle with perrie. I love the feeling of having her in my arms, my hand going trough her hair. Watching her fall asleep, me kissing her hair and then fall asleep myself. I loved those moments. Some people think that it's stupid cause who cares but not me, I think their the best moments there are. I know people who treat their girlfriends like garbage, only use them for sex. I could never do that to perrie, I don't need her for sex. I need her because I love her and I will do anything for her.
I got snapped out of my thoughts by soft snores. I looked down and saw perrie had fall asleep, I kissed her head and closed my eyes. Tomorrow I'm going to get a ring and I will propose to you tomorrow night. Please say yes. I thought to myself.
New chapterrr! He's proposing!
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Btw have you seen this? Omg I'm in loveeeeeee😻😻😻 hope you liked this chapter!
Much loveeee
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Standard radiographs of the left knee showed an expansile, lucent, cortically based, 1.5 cm metaphyseal lesion with a thin-sclerotic border in the left-proximal medial metaphyseal tibia (Figure 1). The matrix of the lesion was not well seen. Computed tomography (CT) using 2 mm cuts performed the same day revealed an expansile, cortically based lesion with a thin-cortical margin containing cartilaginous matrix ("rings and arcs") that centered 2 cm inferior to the medial-tibial plateau measuring 2.5 × 2.4 × 1.7 cm. Of note, an area of more pronounced cortical thinning and a cortical break in its outer portion was suggestive of a pathologic fracture. There was no visualized soft-tissue component, with the surrounding soft tissues appearing normal (Figure 2). A magnetic resonance imaging (MRI) study performed the previous month (outside of our facility) showed a mildly expansile, well-defined, peripheral corticomedullary lesion in the anteromedial portion of the proximal tibial metaphysis of essentially the same measurements as obtained on the above-mentioned CT scan (Figure 3). The lesion appeared to have predominantly well-defined margins and a cartilaginous internal matrix although there were thin aggregates of calcium or bony septa throughout the internal portion. Signal intensity was low on T1-weighted imaging, mildly lower than muscle, and bright on T2-weighted imaging. Some thinning of the adjacent tibial cortex was seen and there was a tiny amount of adjacent subperiosteal fluid contiguous with the lesion. Benign-appearing, low-grade malignancy could not be excluded. ACT-guided bone biopsy was equivocal, followed by surgical resection ofthe lesion to exclude chondrosarcoma. The sample was submitted to pathology for gross, microscopic and histologic evaluation.
When evaluating a bone lesion, important considerations include history, the patient's age, gender, lesion location and radiographic features. Equally important is the correlation of the radiologic and pathologic findings for the diagnosis. In this young, female patient with left-knee pain associated with a cartilaginous lesion of benign appearance, the relatively rare juxtacortical location, with associated cortical break, raises concern for a low-grade cartilaginous malignancy, such as a juxtacortical chondrosarcoma as opposed to the benign juxtacortical chondroma.
Radiographically, a juxtacortical chondroma usually appears as a small, cortically based, radiolucent oval/oblong bony defect, longer than wide with little or no calcification.1,5 Pain, swelling or both may be the presenting complaint.2 The most common location is in the hands and feet, with the metaphyseal region of long bones, particularly the humerus, involved to a lesser degree. Additionally, the lesions in the hands and feet tend to be smaller: <3 cm.2,5 The lesion does not involve the medullary space and while cortically based, the cortex maybe involved to varying degrees. The lesion may lift the periosteum and create columns of mature periosteum at each end of the mass that appear to project out from the axis of the bone (periosteal buttress sign). Underlying bone is usually scalloped with varying degrees of sclerosis (saucerization).4 There is no stalk or peduncle, and little to no periosteal reaction.
CT is utilized to evaluate the matrix for calcification and the extent of cortical involvement, which may present as cortical scalloping or a cortical shell.
MRI provides additional information regarding a potential soft-tissue component and marrow edema mimicking tumor invasion. In certain cases, further cytologic evaluation is recommended to correctly identify the lesion. Low power microscopy demonstrates lobulated hyaline masses, which appear well-circumscribed, and are usually hypocellular although there may be areas of increased cellularity. While the lesion is composed of benign cartilage, the appearance is more active than an enchondroma, and may be confused with chondrosarcoma.
A juxtacortical chondroma must be differentiated from a juxtacortical (or periosteal) chondrosarcoma, particularly as a juxtacortical chondroma often demonstrates high cellularity, binucleated cells, hyperchromatism and a myxoid appearance.2,4,5 Radiographic correlation is often helpful to discern the more benign appearance of the juxtacortical chondroma with its thin-endosteal border of sclerosis.5 Patients with a juxtacortical chondrosarcoma are usually older than those with a juxtacortical chondroma. The chondrosarcomas are usually larger with a soft-tissue component. Histologically, these tumors usually demonstrate definitive anaplasia, although sometimes the distinction between aperiosteal chondroma and low-grade chondrosarcoma is difficult or indeterminate.1,5 If the patient is older, the lesion has an aggressive radiologic pattern with cortical destruction, or if there is evidence of soft-tissue invasion on macroscopic or microscopic examination, a diagnosis of chondrosarcoma should be considered.
Treatment is currently surgical resection with wide marginal excision including underlying cortex, without capsular disruption, to prevent recurrence. There is little chance of recurrence after enbloc excision, although local recurrence can occur with incomplete excision, or if the lesion is a chondrosarcoma.1,3,4 Radiation therapy or chemotherapy is not indicated.
A juxtacortical chondroma is a relatively rare, benign bone tumor, occurring in the hands and feet most commonly as well as the metaphyseal region of long bones, most often in the proximal humerus. The tumor most frequently occurs in young adults, with patients presenting in their 20s to 40s. While the appearance radiographically is characteristic, differentiation from the more aggressive chondrosarcoma can, at times, be confusing, particularly when the lesion demonstrates a soft tissue component, or a more aggressive histologic appearance. Histologic evaluation combined with the radiographic findings can lead to the correct diagnosis, but without awareness and consideration of this uncommon, but benign tumor, more extensive or even severe treatment may ensue.
Boriani S, Bacchini P, Bertoni F, Campanacci M. Periosteal chondroma. A review of twenty cases. J Bone Joint Surg Am. 1983;65:205-212.
Nojima T, Unni KK, McLeod RA, Pritchard DJ. Periosteal chondroma and periosteal chondrosarcoma. Am J Surg Pathol.1985;l9:666-677.
Fornasier VL, McGonigal D. Periosteal chondroma. Clin Orthop Relat Res. 1977;124:233-236.
de Santos LA, Spjut HJ. Periosteal chondroma: A radiographic spectrum. Skel Radiol. 1981;6:15-20.
Brien EW, Mirra JM, Luck JV Jr. Benign and malignant cartilage tumors of bone and joint: Their anatomic and theoretical basis with an emphasis on radiology, pathology andclinical biology. II, Juxtacortical cartilage tumors. Skeletal Radiol. 1999; 28:1-20.
Juxtacortical chondroma of the left-proximal medial metaphyseal tibia. Appl Radiol.


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Limitations of First- and Third-Party Cookies for Modern Marketers
Ashley Chicola | 12 Oct 2020
First-Party Data
In our new "Data Dive" blog series, we'll explore our evolving data landscape and what brands, tech vendors, and data providers are doing to address the operational and strategic shifts taking place. This series will cover the demise of third-party cookies, what to expect for the future of addressability, and how brands can activate first-party, deterministic insights to reach consumers across channels. If you want to learn how Fluent can help your brand navigate this new era of online advertising, connect with our team here.
Third-Party Cookies Lose in the Battle to Protect Consumer Privacy
Mounting concerns around consumer privacy are driving an industry-wide push away from the use of third-party cookies. Growing increasingly distrustful of data collection practices, consumers want more transparency and control over which entities can use the information collected during their internet activities. According to the Pew Research Center, 79% of U.S. adults say they are concerned with how companies use their data, while 59% have very little or no understanding of what companies do with their information.
While policy changes like GDPR and CCPA have accelerated efforts to protect consumer privacy, Google's plan to eliminate third-party cookies by 2022 has officially put the entire ad industry on notice. With essentially all browser traffic soon either disabling or limiting third-party cookies, the industry will need to find a new currency to facilitate targeting, frequency capping, and attribution in our changing digital ecosystem.
First- vs. Third-Party Cookies
While Google is currently planning to phase out the third-party cookie on its browsers, first-party cookies are still safe – though not without their own limitations. At its core, a cookie is a piece of code that is created by a server and saved on a user's device. Below we explore the differences between first- and third-party cookies, and the challenges associated with each type.
What Are First-Party Cookies?
First-party cookies are created by the domain the user is visiting and stored on their computer by default. They allow website owners to collect analytics data, remember language settings and passwords, and perform other useful functions that create a positive user experience. For advertisers, first-party cookies are especially useful for tracking what people do on their site — i.e. what pages they visited, how much times they spent – in order to develop effective marketing strategies around their behavior and preferences.
Challenges of First-Party Cookies
While first-party cookies are useful for tracking user behavior across proprietary properties, they do not allow website owners to see data related to their visitor's behavior on other domains. As a result, advertisers cannot leverage first-party cookies to create omnichannel marketing strategies that span across channels and devices. Cue to the third-party cookie.
What Are Third-Party Cookies?
Third-party cookies are created by domains outside those the user is visiting directly and must be accepted manually. Whereas a first-party cookie is only accessible via the domain that created it, third-party cookies are accessible on any website that loads the third-party server's code. Third-party cookies enable advertisers to understand their users' online behavior across different websites, helping them to build robust user profiles and lookalike audiences based on their most valuable customers.
Challenges of Third-Party Cookies
Third-party cookies are useful for cross-site tracking, retargeting, and ad-serving – all the sophisticated tracking and targeting capabilities that make up a savvy advertiser's marketing toolbox. Yet while it is in a user's best interest not to block or delete first-party cookies, many consumers delete their third-party cookies on a regular basis due to data privacy concerns and distrust of advertising practices. As browser support for third-party cookies continues to decline, advertisers that rely on third-party data for their audience-targeting strategy will need to consider alternative first-party data sources to support their marketing efforts.
Preparing for a World Without Third-Party Cookies
While the rollout of CCPA and ongoing browser crackdowns will inevitably push more ad dollars to walled gardens, there is still hope for the future of addressability on the open web. In the next two years, options like universal IDs and translation services will be evaluated across all devices and domains as buyers and sellers work to create a unified, privacy-safe ecosystem. In attempt to balance the needs for user privacy with the interests of advertisers and publishers, the challenge will be standardizing something that works across channels.
What Does a Post-Cookie World Look Like for Tech and Data Vendors?
Initiatives like Google's Privacy Sandbox and the IAB's Project Rearc are encouraging cross-industry collaboration in pursuit of solutions that will not only keep the digital ad ecosystem afloat, but also improve it. Universal identifiers present one option, but they leave control with browsers and operating systems and can often lead to more challenges – like when we saw Firefox reject DigiTrust's universal ID, or more recently, Apple's crippling changes to IDFA. The most likely and realistic option would be the move to an identity-based identifier that is sourced from first-party, deterministic data and tied to privacy preferences — more on this later in our series.
What Does a Post-Cookie World Look Like for Advertisers?
As data-privacy regulations and a lack of transparency continue to muddy the reputation of third-party data, marketers are recognizing the importance of leveraging their own first-party insights to deliver personalized and relevant experiences to their target customers. Moving forward, advertisers must focus on a privacy-safe approach to data collection and identity management as they seek out reliable alternatives to third-party cookies in the changing digital ecosystem.
Stay tuned for our next blog where we'll explore this shift in mindset among brand marketers as they take greater ownership of their data assets and work toward building one-to-one connections with consumers.
Want to learn how Fluent can help your business prepare for the loss of third-party cookies? Connect with us below.
Ashley Chicola
Ashley manages content marketing and demand generation efforts at Fluent. She relays the Fluent story across all social channels and contributes content to the blog.
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Турне () — путешествие, поездка; также поездка артистов, спортсменов и т. д. — для гастрольных выступлений.

Фильмы

В спорте
 Турне четырёх трамплинов (, ) — одно из наиболее престижных и популярных соревнований в мире прыжков с трамплина.
 Турне «Динамо» по Великобритании 1945 года — серия из четырёх товарищеских матчей, сыгранных советским футбольным клубом «Динамо» (Москва) в ноябре 1945 года с сильнейшими профессиональными клубами Англии, Уэльса и Шотландии.
 Турне сборной Басконии по СССР 1937 года — серия из 9 футбольных матчей, сыгранных сборной Басконии с советскими командами летом 1937 года.
 Турне клубов НБА по Европе — матчи с участием команд Национальной баскетбольной ассоциации с европейскими.

Слова с другой этимологией

В географии
 Турне — река в России, протекает в Удмуртии. Устье реки находится в 24 км по левому берегу реки Уть.
 Турне () — франкоязычный город и муниципалитет на реке Шельде, в бельгийской провинции Эно, в 85 км к юго-западу от Брюсселя.
 Турнеэльвен () или То́рнионйо́ки () — река на севере Швеции и Финляндии.
 Турне () — кантон во Франции, находится в регионе Юг-Пиренеи. Департамент кантона Верхние Пиренеи.
 Турне — главная коммуна из 26 в кантоне Турне (Франция).

redpajama_set_name: RedPajamaWikipedia


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Home/Featured/10 All-Time Bollywood Flop Movies You Would Never Wanna Watch
FeaturedHindi
10 All-Time Bollywood Flop Movies You Would Never Wanna Watch
Uday Sadhwani June 25, 2018
There are many movies in the Bollywood industry which stars the topmost actors of all time but still went on to be a disaster. Many movies which were expected to be really good and had high expectations did not perform very well at the box office. Some of the disastrous movies also include the names like Shah Ruk Khan and Salman Khan who are the superstars of the Bollywood industry. Let's check out some of the Bollywood flop movies which went on to be a total disaster at the box office and so you should also think twice before watching them.
Jagga Jasoos is a Bollywood musical mystery comedy adventure film directed by Anurag Basu and produces by Basu and Ranbir Kapoor which was released in the year 2017. The film features Ranbir Kapoor and Katrina Kaif in the lead roles. The film revolves around a boy named Jagga who was adopted by Bagchi. Lately, Bagchi disappears after leaving Jagga in a boarding school. He then sets on to a mission to find his father.
Tubelight is a Bollywood war drama film directed by Kabir Khan and produced by Kabir Khan and Salman Khan which was released in the year 2017. The film features Salman Khan, Sohail Khan, Zhu Zhu, Matin Rey Tangu and Om Puri in the pivotal roles. The film revolves around two brothers, Laxman and Bharat. Bharat joins the army and sets on to his duty when the war starts between India and China. Laxman is left alone and hopes that his brother returns alive after the war ends.
Jab Harry Met Sejal
Jab Harry Met Sejal is a Bollywood romantic comedy film which was released in the year 2017. The film features Shah Ruk Khan and Anushka Sharma in the leading roles. The film revolves around Sejal, a Gujarati girl who lost her engagement ring on a trip to Europe. There she meets Harry, a taxi driver who helps her to find her engagement ring but eventually they both fall in love with each other. The film was a flop and received negative reviews from the audiences and the critics.
OK Jaanu is a Bollywood romantic drama film directed by Shaad Ali and produced by Mani Ratnam and Karan Johar which was released in the year 2017. The film features Aditya Roy Kapur and Shraddha Kapoor in the lead roles. The film revolves around Adi (Aditya Roy Kapur) and Tara (Shraddha) who fall for each other. They mutually decide that they would be living in a live-in-relationship and won't be thinking anything beyond this. Their relationship gets complicated when their careers separated them.
Shaandaar is a Bollywood romantic comedy film directed by Vikas Bahl and produced by Anurag Kashyap and Vikramaditya Motwane which was released in the year 2015. The film features Shahid Kapoor and Alia Bhatt in the lead roles, with Pankaj Kapur and Sanjay Kapoor in the supporting roles. The film revolves around a wedding planner Jagjinder Joginder who brings together the disturbed family of the businessman Bipin Arora while he was making arrangements for the destination wedding of Bipin Arora's daughter in London. The film wasn't commercially successful at the box office and was a total flop. The film received mostly negative reviews from the audiences and the critics.
Bombay Velvet
Bombay Velvet is a Bollywood crime drama film directed by Anurag Kashyap and produced by Vikas Bahl and Vikramaditya Motwane which was released in the year 2015. The film revolves around Johny, a common man who makes an entry into the crime world so that he could gain more wealth and fame to impress Rosie, the girl he loved. Afterwards, he faces many difficulties and challenges. The film went on to be a total flop at the box office.
Roy is a Bollywood romantic thriller film directed by Vikramjit Singh and produced by Bhushan Kumar, Krishna Kumar, Divya Khosla Kumar and Ajay Kapoor. The film features Ranbir Kapoor, Arjun Rampal and Jacqueline Fernandez in the lead roles. The film revolves around a successful filmmaker who falls in love with Ayesha. Lately, he is heartbroken when Ayesha leaves him. Ranbir Kapoor plays the role of an international thief and later undergoes a change when love enters his life. The film was a complete flop at the box office.
Saawariya is a Bollywood romance film directed and produced by Sanjay Leela Bhansali which was released in the year 2007. The film features Ranbir Kapoor and Sonam Kapoor in the pivotal roles. The film was the debut film of the Bollywood star Ranbir Kapoor and went on to be a complete disaster on screens. Saawariya revolves around an artist named Raj who falls in love with a girl named Sakina. Sakina, on the other hand, tells Raj about the other guy whom she loves and who has promised her to return back.
Himmatwala
Himmatwala is a Bollywood action comedy film directed by Sajid Khan and produced by Vashu Bhagnani and Ronnie Screwvala. The film features Ajay Devgn and Tamannaah Bhatia in the lead roles. Himmatwala is an official remake of the 1983 film with the same name. The film revolves around an evil landlord who puts a false charge on a temple priest for stealing money which made him commit suicide. After years his son sets on to take a revenge from the landlord by marrying his daughter.
Tees Maar Khan is a Bollywood comedy film directed by Farah Khan and produced by Akshay Kumar. The film features Akshay Kumar, Akshaye Khanna and Katrina Kaif in the leading roles. The film revolves around a conman named Tabrez Mirza Khan (Akshay Kumar) who decides to rob a train which carries treasure. He takes help of innocent villagers during this loot.
Also Read: Top 10 Diljit Dosanjh Movies You Must Watch If You Are a Punjabi Movie Lover
Bollywood flop movies
Uday Sadhwani
10 Nawazuddin Siddiqui Movies Which Prove He Is A Gem Of the Bollywood Industry


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The Nissan TeRRA Concept features three electric motors, powered by a 4x4 fuel cell electric powertrain. TeRRA borrows the electric system of the Nissan ® to power the front wheels, while two in-wheel electric motors power the rear. Under the hood, Nissan's proprietary hydrogen fuel cell stack-a flat, compact unit with a world-leading power density of 2.5kW/L-brings zero emissions into new territory. SUV territory, to be precise.


"We will go with a strong team in the next hearing,"
The International Court of Justice has not given any order regarding consular access for Kulbhushan Jadhav who has been sentenced to death according to the laws of Pakistan, the country's top diplomat said today.
"The ICJ has only asked Pakistan to keep a stay on Jadhav's execution until it arrives at a decision," Pakistan PM's Adviser on Foreign Affairs Sartaj Aziz said.
Addressing a press conference here, Aziz said that when it comes to cases involving the death penalty, the international court has always given a stay order.
He said the ICJ has not decided on consular access either and has only intimated that the matter will come under discussion.
Aziz claimed that Jadhav Jadhav was not an ordinary Indian, he was "an officer in the Indian Navy who has also admitted to carrying out espionage activities in Pakistan."
Jadhav was sentenced according to the laws of Pakistan after he admitted to entering the country on fake passport and involvement in terror activities, the top diplomat added.
Responding to questions about the legal team representing Pakistan, Aziz said they had "only five days to prepare for the appearance...the decision to send Khawar Qureshi was a unanimous one".
He, however, added that Pakistan will further strengthen its legal team and that it will go forward into the case with full preparation.
"We will go with a strong team in the next hearing," he added.
Pakistan claims its security forces arrested Jadhav from its restive Balochistan province on March 3 last year after he reportedly entered from Iran. However, India maintains that he was kidnapped from Iran where he had business interests after retiring from the Indian Navy.
Jadhav's case is the latest flashpoint in the tensions between Pakistan and India.


The assignment and administration of Area Codes and Central Office Codes used in the Public Switched Network is the responsibility of the North American Numbering Plan Administrator (NANPA). Briefly stated, this entity administers the FCC's rules regarding numbering matters.
Information concerning Area Code assignments is available at the NANPA's website, http://www.nanpa.com/area_codes/index.html and a number of commercial websites, such as http://www.areacodelocations.info/.
Information concerning Central Office Code requests and assignments can be found at http://www.nanpa.com/number_resource_info/co_codes.html.


UPLOADING A PHOTO FOR YOUR CARD - Please avoid using photos that were taken in front of a bright window or that were taken without a flash or in a dimly lit area.
Photos that may look ok on screen may not necessarily be suitable for printing.
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An administrative unit in government or business.
A division of an orchestra containing all instruments of the same class.
(geometry) the area created by a plane cutting through a solid.
A very thin slice (of tissue or mineral or other substance) for examination under a microscope.


Smooth on foundation over eyelid to create a base to work with and give your eye make-up something to cling to.
Brush translucent face powder over your eyelids.
Dust a little translucent powder under your eyes to catch any fleck or fallen eye shadow. Use a very soft brush for this.
Use a sponge applicator to sweep a neutral ivory shadow over your eyelids. Work it right up toward your eyebrows for a balanced overall effect.
Smudge a brown eye shadow into the socket line of your eyes, using a sponge applicator. A slightly shimmery powder is easier to blend on.
Use a brush to sweep over the top of the brown shadow, as this will remove any harsh edges.
To create a perfectly blended finish, sweep some more ivory shadow over the edges of the brown eye shadow using a sponge applicator.
Now that you have completed your eye shadow, flick away the powder from under your eyes.
Looking down into a mirror and keeping your hand as steady as possible, apply liquid eyeliner along your eyelid.
Use a clean cotton bud (swab) to work some brown eye shadow under your lower lashes to add some subtle definition.
Squeeze your lashes with an eyelash curler to make them bend, before applying mascara. This will "open up" the eye area.
Apply mascara to your upper lashes and then use the tip of the mascara wand to coat your lower lashes.
Stroke your eyebrows with pencil to shape them and fill in any thin patches.
Smooth over the top with a cotton bud to soften the eyebrow pencil line.
CLOSER TOGETHER – Stroke a light or medium neutral shade of eye shadow on the inner corner of your eyelids.
FARTHER APART – Take a matte shadow in a darker shade and stroke it outward and slightly upward, on the outer corners of the top and bottom lids.
BIGGER – Light tones stand out, so you want to bring light to your eyes. Stroke a neutral shade in a lighter shade in the crease of your lid above your iris. If you want color, stroke the neutral on first and layer the color on top. OR stroke a light color on the lids with a darker color in the crease and along the upper and lower lash lines.
ROUNDER – Put eye shadow all around the edges of the upper and lower lids.
Your eyes should be the focal point of your makeup. People see them first.
The darker the eye color, the deeper the eye product color should be.
Ooo la la! Look at those lashes!
Lightly powder your lashes to give mascara a coat to cling to.
Don't wait for mascara to dry before applying that second coat.
When applying the second coat, stroke the brush horizontally across the tips of the lashes.
Applying mascara to both sides gives a luxurious look.
Before applying eye shadow, dust the lid with powder to prevent creasing.
White eye shadow opens the eye when applied to the inner eye. It lifts the eye when applied to the brow bone.
For a simple look, choose three similar shades of eye shadow. Apply the lightest shade from the lash line to the brow. Apply a medium shade from the lash line to just above the crease. Use an eyeliner brush with a dark shadow to line around the lash line.
Eyelash curlers will make your eyes look wider, more alert, and more youthful. Curl your lashes before using mascara.
Your eyes will look more lifted when you apply a light cream-colored shadow on the inner eyes, to the corner of the nose.
No matter what your age, use eye cream daily. The eye area tends to be naturally dry.
Eye makeup should emphasize the shape and color of your eyes. It can create illusion better than any other cosmetic.
The eye area tends to be naturally dry so use an eye cream daily. You'll be happy you did 10-20 years from now.
Eye cream also helps keep your eye shadow color on longer. Without cream the eye shadow may look dry and make you look tired and older.
Too much eye color will detract from your eyes. Decide before applying eye makeup what effect you are trying to achieve.
Neutral colors are easy to work with because they blend well with one another and complement the skin.
Neutral colors may be subtle undertones of the skin and soft colors found in the skin: gold, olive, pale purple, blue, gray, brown, vanilla, mauve and beige.
Apply color lightly. Put darker colors close to the lashes and brighter colors away from the lashes. This will give a soft look.


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Q: In AngularJs is possible to set a ng-controller through a variable name? Simple question, this is my scenario:

Is it possible to set a controller into a div setting its name according to a dynamic variable? I tried some solution, but nothing worked.
Thanks in advance


Students receive intensive Arabic language instruction in Morocco.
The Arabic Overseas Flagship provides an immersive overseas experience for undergraduate students enrolled at one of five US Flagship universities. The program helps participants develop superior proficiency in Arabic, a critical language to US competitiveness and security.
There is both a domestic and an overseas component to the program. The domestic component trains students to reach the language proficiency required for the overseas component in Menkes, Morocco. The overseas component in Morocco features formal language coursework, content-based courses, individualized tutorials, excursions, overnight trips, and homestays with Arabic-speaking families. Participants also benefit from extensive opportunities for professionally focused language development through regular university courses in their area of specialization, community service opportunities in the fall, and internships with local organizations during the spring.
Participating Flagship universities include: the University of Maryland, the University of Texas-Austin, Indiana University, the University of Arizona, and the University of Oklahoma.


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Lappa () è un ex comune della Grecia nella periferia di Creta (unità periferica di Retimo) con 2.628 abitanti secondo i dati del censimento 2001.

È stato soppresso a seguito della riforma amministrativa, detta Programma Callicrate, in vigore dal gennaio 2011 ed è ora compreso nel comune di Retimo.

Il nome del comune richiama quello dell'antica città di Lappa, ora corrispondente al villaggio di Argyroupoli.

Note

Altri progetti

Comuni di Creta soppressi


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Columns Guest Post
by Contributor September 23, 2021 September 24, 2021
Leave a Comment on Analyzing The Differences Between The Whedon and Snyder Cuts Of "Justice League" | Guest Post
By Leon Collier
Special to InReview
Superhero blockbuster movies are something that we've been short on in the last year, until "Black Widow" and "The Suicide Squad" graced the big (and little) screen. But it's safe to say that the Snyder Cut made up for that with its huge four-hour runtime.
Why the Snyder Cut exists
To answer this question you need to look closer at the behind-the-scenes of the filming of 2017's "Justice League". Zack Snyder — the director of previous DCEU movies — had ambitious plans for the story of Super Man and Batman uniting with other heroes. Regrettably, he had to abandon them due to a tragedy in his family — they've lost a daughter. Warner Brothers had to adapt quickly and invited a new director to finish the movie.
Joss Whedon, being an author of the first Avengers, looked like a perfect man to do the job. But the task before him proved to be too difficult. He had to wrap up the franchise in one movie. To confine the plot that was designed by Snyder for a whole cinematic universe in two hours. The result was the movie in 2018 that disappointed a lot of DC fans. But the interesting part is that Whedon had to reshoot 70% of Snyder's work on the movie to adapt it to a one-off theatre release.
What happened to that 70% of the movie that didn't make it to the screens, you may ask? The answer is, it remained on Zack Snyder's hard drive all these years. The fans were so disappointed with the final version that they have started an online campaign under the hashtag #releasethesnydercut. Surprisingly, that campaign successfully paid off in the 2021 re-release of the Justice League dubbed The Snyder's Cut.
Is it better?
To answer this question you need to delve deeper into the definition of a good movie. And in our case, this is complicated by the fact that this movie is an adaptation of a bigger story that was presented in the original comic books. What makes a good comic-based movie? Marvel has managed to produce a high-quality experience making a canvas of more than 20 movies tied together by the same plot. It offers a myriad of characters, epic battle scenes and stories with sci-fi and historical references. Everyone can find something in Marvel movies that appeals to their personal tastes.
But not all of their movies were great or memorable (we're looking at you, Thor: The Dark World!). What made Marvel so successful is their pace and multiple trial-and-error attempts in the span of more than ten years of filmmaking. By doing these small paces with one movie at a time they have gained experience and learned what the audience truly likes. At the same time, DC movies had no such gradual and cohesive learning experience. And Justice League is a good example of how you bite more than you can chew.
The Snyder Cut is a good movie. It is loyal to the style of its predecessors and introduces a lot of DC universe characters and plots for the delight of the fans. The problem is that, unlike Marvel, it doesn't have the scope to tie all this stuff together. The result of it is a four-hour long movie packed with dozens of unresolved plotlines and questions that will probably never receive their answers. Some essay writers criticized in their reviews that the movie is unbearably long. But I would say that it is too short. By the end of the movie, its story remains unresolved and leaves the audience with a hint to sequels that will probably never happen.
So, is it better than the previous iteration? Yes and no, depending on who you are. To the average consumer who only seeks to relax in front of the screen the Snyder's Cut might prove a chore due to its length and multitude of unresolved plots. But for a DC fan who dreamed of seeing his favourite heroes on screen, this movie would probably be a real treasure trove because of the same reasons.
What does it mean for the DC cinematic universe?
Unfortunately, nothing. Zack Snyder is no longer in charge of the franchise and Warner Brothers are reluctant to bring him back despite his desire to do more DC stuff. The Snyder's Cut is not considered canon in relation to the future DC movies we are going to see. Most of these movies would probably be solo stories of a given hero (or a villain). According to the current plans of the studio, the movies won't have an overarching plotline like we see in the Marvel Cinematic Universe and will not continue the story of the Snyder's Cut.
How exactly is it different from the theatrical version?
To list all the differences would mean to exceed the scope of this article. But let's talk about the major ones.
The humor. Whedon's version of the movie was packed with funny moments and phrases that put it very similar to Marvel. But, while humor is not a bad thing on its own, the continual dark mood of the DC franchise opposes such an approach. Consequently, you won't find many jokes in Snyder's Cut since the movie focuses on a darker side of the story.
The villain. The original Justice League had Steppenwolf — a powerful alien conqueror — as the main bad guy of the story. His role is dramatically altered in the Snyder's Cut where he becomes a minion of a bigger villain — Darkseid who was cut from the 2017 version. Now, Steppenwolf is a much more interesting character. His motivations became more relatable and the audience can even sympathize with him while he struggles to return his old master's graces.
Main characters. The Justice League still consists of the same cast of super-people: Super Man, Batman, Wonder Woman, the Flash, Cyborg and Aquaman. But in an extended version, their stories have also been extended. You will see Flash saving a woman from a car incident. Wonder Woman longing for her family and homeland at Themyscira. And Super Man has become a much more complex character with the foreshadowing of his dark future in Batman's vision. But the biggest change you will see in the story of Cyborg — it was definitely an improvement and makes us eager for his solo movie.
New characters. The Snyder's Cut is packed with cameos of different DC characters you won't see in the theatrical version. We already mentioned Iris West — a love interest of Barry Allen, and there are more for you to discover. Some of them could receive their own limelight in future films. But while the future is uncertain for the Justice League, the Snyder's Cut remains the only version of the movie that features them.
More gore. While the 2018 version was pretty modest and kind, the Snyder's Cut is definitely not the thing you should watch with your children. Cutting the humor wasn't the only way it tried to embrace the dark side of storytelling. Battle scenes end with decapitations. The deaths and skeletal remains of some characters could touch you pretty hard. And even occasional use of the "F" word by the heroes shows that this is an entirely different movie now. All of these sets a higher threshold for the audience
Personally, I think it is great that they have released this version of the movie. A unique thing for the filmmaking industry, really. Of course, it has a lot of flaws — a bunch of awkward scenes, unfinished plots and so on. But if you love high fantasy, superheroes and epic clashes between good and evil, you might like this.
Leon Collier is a blogger and academic writer from the UK who works with a dissertation writing service and provides dissertation help. He likes trying new subjects and is always focused on proving his worth as a writer in new and challenging writing areas. His hobbies are reading books and playing tabletop games with his friends. You can reach him via Twitter @LeonCollier12.
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Understanding Pavement Type Selection
A special report from the American Concrete Pavement Association, exclusively for Better Roads magazine.
by Leif Wathne, P.E., vice president of highways and federal affairs, American Concrete Pavement Association
As agencies face dwindling resources and ongoing cost increases, new approaches to pavement type selection may provide a viable solution to the challenge.
In the simplest terms, pavement type selection is the process by which pavement types or strategies are selected. The decision is a challenging one because it involves balancing short- and long-term performance with up-front and life-cycle costs.
Within highway agencies, the process of pavement-type selection is typically a formal process, guided by policies or protocols. It is generally understood that highway engineers and other transportation officials do not have a tool available to give an absolute and indisputable comparison of competitive pavement types for set conditions.
A decades old document could provide some relevant guidance for current and future practices. "An Informational Guide on Project Procedures[1]," produced by the American Association of State Highway Officials or AASHO (now the American Association of State Highway and Transportation Officials or AASHTO) in 1960 provides guidance that states "any decision as to paving type to be used should be firmly based." In spite of its age, the document provides some useful and still relevant information on the topic of pavement type selection. In fact, this little known document is particularly relevant for federal aid projects, as it is referred to in current federal policy on pavement type selection (more on this later).
The document states that judicious and prudent consideration and evaluation of governing factors will result in a firm base for a decision. So what are these governing factors? According to the AASHO document, there are a whole host of them, including ones pavement designers will easily recognize, such as traffic, soils, weather, past performance, and economic comparison. But, there are also several other governing factors that may no longer be that familiar to personnel involved in pavement type selection, such as conservation of aggregates, construction consideration, availability of local materials and stimulation of competition (there are others as well).
It is significant to note that these factors, which were obviously relevant in 1960, are still key considerations today. Of particular importance to note, the 1960 AASHO document also reveals that state agencies recognized the importance of competition between industries, both in terms of spurring innovation and maximizing economic value to the owner.
One of the governing factors noted above is economic analysis. Often, this is incorporated via some sort of life-cycle cost analysis (LCCA) to establish costs of the various pavement alternatives being considered. Even though this is an important factor to be considered in pavement type selection, it is not a replacement for pavement type selection (i.e. LCCA is not synonymous with pavement type selections).
Instead, LCCA is simply a tool that should be used as part of the pavement type selection process. When discussing cost considerations, the 1960 AASHO document actually goes as far as to note that as much as LCCA is a valuable tool, doubt as to the validity arises when one pavement type "has been given monopoly status by the long term exclusion of a competitive type."
In recent years, concerns have arisen about the equity and effectiveness of the pavement type selection process, particularly in our current climate of ever-increasing needs, construction inflation, and dwindling resources to address the challenges. A number of organizations are addressing the issue, including the following:
The National Cooperative Highway Research Program (NCHRP), which is administering a project to address the pavement type selection process. The expected product will be a guide created under Project 10-75, scheduled for completion in May 2010.
The Federal Highway Administration (FHWA) is examining its current guidance and is hoping to revamp it once the NCHRP effort is complete.
There are differences among states and how they address pavement type selection. For example, roughly one-third has no formal process in place; some of the processes in place employ life cycle cost analysis, and some consider user costs.
Some states make decisions project-by-project; others make decisions programmatically, while others still make decisions at the district level. Some states use formal selection panels, others do not. There are even some states that have begun to explore the use of the free market through the bidding process to help decide pavement type, largely because of a concern about lack of equity and effectiveness of current selection processes. This is typically referred to as alternate bidding, or alternate design-alternate bidding (ADAB).
Clearly, there is a lack of uniformity among pavement type selection processes.
Federal Policies in Place
On a federal level, there are essentially two pavement-related policies in effect. The first is the 1981 Pavement Type Selection Policy Statement (23 CFR Ch1, FR Vol. 46, 195), which addresses four key issues. The second is the 1996 Pavement (Design) Policy (23 CFR Part 626, Source FR Vol. 61, 67174), which essentially states that pavement should be designed to accommodate current and future traffic needs in a safe, durable and cost effective manner.
The second policy (from 1996) has no bearing on pavement type selection; its purpose is to set pavement design policy for federal-aid highway projects. The earlier policy (from 1981) does, however have a bearing on pavement type selection.
So, what does this little known policy say? As noted, the policy addresses four key issues: evaluation, as per the 1960 AASHO Guide; life-cycle cost analysis; timeliness; and alternate bidding.
In broad strokes, the policy statement states that 1) pavement type selection should be based upon an engineering evaluation considering the factors contained in the 1960 AASHO publication titled, "An Informational Guide on Project Procedures," 2) pavement type determination should include an economic analysis based on LCC of pavements, 3) the economic analysis and pavement type selection should be updated just prior to advertising, and 4) where [appropriate], alternate bids may be permitted if requested by the contracting agency (provided the FHWA Division Administrator approves the equivalency). (A clarification issued in November 1981 states that price adjustment clauses should not be used in alternate bidding scenarios.)
The 1960 AASHO guide referred to in section 1 of the FHWA policy mentions a whole host of guiding factors to be considered when making pavement type determinations, but of particular interest and significance today are the sections discussing "Cost Comparison" and "Stimulation of Competition." In section V "Cost Comparison" of the document, the authors discuss the virtues of considering cost on the basis of service life or service rendered by a pavement structure, but caution that "doubt as to the validity [of such analysis] arises in the case where on[e] type of pavement has been given monopoly status by the long-term exclusion of a competitive type."
This makes the point that a LCCA may not be meaningful where you only have one pavement type available – the cost-data is not meaningful. Moreover, it indirectly recognizes the value that competition between paving industries provides to owners. In section VI "Stimulation of Competition," the authors state: "It is desirable that monopoly situations be avoided, and that improvement in products and methods be encouraged through continued and healthy competition among industries involved in the production of paving materials."
Clearly, the authors of the day recognize the importance that healthy and spirited competition plays in providing value to the public. This does beg a question however: Is there currently competition between paving industries everywhere?
It is important to point out the context in which the highway officials serving on the Special Committee on Project Procedures in 1960 wrote this document. In the early days of the federal aid highway program (Federal Aid Highway Act of 1956) there were a few, but very public instances of fraud and abuse related to the vast amounts of public funds expended (Weingroff 2006).
Most of the fraud pertained to right-of-way acquisition, but there were also instances of collusion by industry and questions concerning monopolies and pavement type selection. As a result of the significant negative press surrounding these instances of neglect and abuse surrounding the "greatest public works project in history," the public and congress started losing confidence in the entire administration of the highway program.
The Federal Bureau of Investigation, the General Accounting Office, and even the House Special Subcommittee on the Federal-Aid Highway Program (Blatnik Committee), were engaged in probing the various allegations of irregularities in the highway program. It was in this environment that the highway officials were charged with developing sound guidance regarding contract construction, pavement type selection and right of way acquisition. As the document notes, "It is imperative that all possible and proper measures be taken to ensure the tax payers of this country that they are receiving full value of every highway dollar spent… The recommendations included in this Guide are designed to keep the public confidence in the highway program at a maximum."
It is safe to say that the guidance offered in the 1960 AASHO documents, which is directly referred to in current federal pavement type selection policy, is purposefully "loose" to allow for proper consideration of all factors in pavement type determinations, including competition.
It is noteworthy to mention that a few states recognize the benefit of competition between industries and incorporate it directly into their pavement type selection process.
In Iowa, for example, the watchword for competition is balance. Iowa DOT takes a fair and balanced approach to highway paving – it is done programmatically. This approach not only fosters competition, but it also helps ensure healthy paving industries that can afford to invest in training, research, and quality control. This in turn means better performing pavements being delivered to the agencies, and ensures that the public receives the maximum value from their highway dollar. Is this a remnant of the wisdom and guidance issued at the outset of the Federal Aid Highway Program?
Regardless, today, most highway engineers and administrators are not aware of the federal pavement type selection policy, the 1960 AASHTO document it refers to, its background, nor its intent. Conventional wisdom is that life cycle cost analysis is the answer, but this does not properly account for the consideration of some of the very important non-economic factors.
There's also some confusion about how alternate bidding should be considered in the federal aid context, as well.
On Nov. 13, 2008, the FHWA issued a memorandum titled "Clarification of FHWA Policy for Bidding Alternate Pavement Type on the National Highway System" (https://www.fhwa.dot.gov/pavement/081113.cfm). The memorandum lists factors to be considered, including: equivalent designs; the discount rate; price adjustment factors; material quantity specifications, and other topics. The concrete pavement industry, welcomed the memorandum, which provides greater insight into this important topic.
Alternate Design/Alternate Bidding
The guidance is in response to renewed interest in alternate design/alternate bidding (ADAB) by state departments of transportation. Although FHWA has not been actively encouraging the use of ADAB, it has been allowing it under a FHWA program called Special Experimental Projects No. 14 – Alternative Contracting (or SEP14). There has been some lack of consistency in the guidance provided by FHWA in this regard, since as previously noted, the 1981 FHWA policy statement affirms in section 4 that alternate bids may be permitted if requested by the contracting agency, although subsequent guidance issued in the non-regulatory supplement of the FHWA Pavement Policy (23 CFR 626) does not encourage their use. Possibly due to this lack of clarity, there has been some inconsistency in the process by which states have tried and implemented ADAB.
In Louisiana, ADAB started in 2001 primarily because both industries (and the state) were dissatisfied with existing pavement type selection process.
Stakeholders were involved and agreed on the process, which includes LCCA, equivalent designs, bid-model (A+B+C), among other factors.
The result of implementing ADAB in the state of Louisiana has been an increase in competition, with an average of 3.4 bidders on ADAB projects vs. 2.6 bidders on all other projects since Hurricane Katrina struck in 2005. Through 2007, LaDOTD reports that the bid-price of ADAB projects have averaged 10 percent lower than estimated, while the bid-price of all other (non-ADAB) projects have been about 14 percent higher than estimated.
During a three-year period, LaDOTD reports that the cumulative savings netted to the department because of increased competition through the ADAB process was roughly $90 million (Temple, 2008).
In Louisiana, ADAB allows both paving industries to participate fairly and equitably. It considers future expenditures as part of the process, and it encourages agencies to consider user cost effects. It clearly increases the bid pool, which has proven to result in lower bid prices to the contracting agency.
The experiences have been similar in Missouri, where contractor-based pavement-type selection has resulted in increased competition, an increased number of bidders, and more competitive pricing. The process has even resulted in innovative approaches to paving projects.
Missouri DOT has let 124 alternate projects through July 2009 at a value of $1.645 billion. Since October, 2003, the alternate bidding process in MO has resulted in the average number of bidders per project rising to 5.5. The three-year average asphalt price/ton for alternate paving projects is 5.1% below that for non-alternate projects, and the three-year average concrete price/CY for alternate paving projects is 8.6 percent below that for non-alternate projects (Ahlvers, 2009
These are examples where the ADAB process has been successfully implemented and where it has worked. It is important to note however, that ADAB is not necessarily the solution to pavement type selection.
Like LCCA, it is simply a useful tool – ADAB is not a replacement for thorough and objective economic and engineering analysis. The actual measures of success should be whether the process enhances competition, increases the number of bidders per project, and encourages innovative paving practices.
As highlighted in the previous two examples, when properly implemented, ADAB can be of tremendous value to agencies, industries, and taxpayers alike, as it allows the free market to guide the decision.
Lessons Learned?
What can we learn from all this?
There is much wisdom in the old process identified by AASHO's Special Committee on Project Procedures in 1960. The issues discussed in this document as related to pavement type selection are just as relevant today as they were almost 50 years ago. The authors of this document recognized the importance that competition between (not just within) industries plays in both spurring innovation and maximizing economic value to the owner.
As much as LCCA (or ADAB) is a valuable tool to help departments of transportation make sound determinations about pavement type, its use is only valid and relevant where there is competition between industries; it cannot work effectively where "monopoly situations" exist.
Unfortunately, there are vast portions of this country where effective monopolies do exist, and the public (as well as the agencies they entrust to manage their highway resources) are not reaping the benefits that healthy economic competition can provide. Their current pavement type selection processes are not recognizing this shortcoming, and agencies continue to make selections without the benefit of the free market. This is especially worrisome in our current situation of continually dwindling infrastructure resources and ongoing increases in construction costs.
The good news is that FHWA's current pavement type selection policy is equipped to address this serious challenge. There is no need to re-write or change federal policy – it is fine the way it is. The policy just needs to be reaffirmed and shared broadly among the stakeholders – an education campaign is in order. The policy acknowledges the process outlined in the 1960 AASHO document, and is flexible enough to allow for proper consideration of all factors in pavement type determinations, including competition. Whether this is done overtly or programmatically, or through an ADAB process really does not matter. The goal is still the same: Judicious and prudent consideration and evaluation of the governing factors that will result in a firmly based decision as to pavement type.
In order to arrive at this firmly based decision, it is important to understand the background of pavement type selection is the United States, and to acknowledge the importance a competitive marketplace plays.
Ahlvers, Dave, "MODOT Alternate Pavement Approach" Presentation to 2009 AASHTO Subcommittee on Construction
Fickes, Michael, "The Role of Concrete Pavements in Economic Recovery," Surface Transportation Q2 2009, Vol. 6.
Temple, William, Alternate Design-Alternate Bid, Presentation to ACPA Annual Meeting, Nov. 30, 2007.
Weingroff, Richard, "The Battle of Its Life" Public Roads May/June 2006 · Vol. 69 · No. 6.
[1] "An Informational Guide on Project Procedures: A guide for the review of certain administrative, inspection, and documentation practices in use by state highway departments with particular attention to contract construction, pavement type selection, and right-of-way acquisition, American Association of State Highway Officials (AASHO), Nov. 26, 1960.
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