#MS-600 Test Engine

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[spaceexp]

Station Preps for New U.S. Crew Ship in Middle of Space Research

ISS - Expedition 61 Mission patch. December 18, 2019 Boeing’s new CST-100 Starliner crew ship rolled out to its launch pad in Florida today. The Expedition 61 crew is preparing the International Space Station for Starliner’s arrival while continuing advanced space research. The Starliner spacecraft sits atop an Atlas V rocket from United Launch Alliance counting down to a liftoff Friday at 6:36 a.m. EST. This will be Boeing’s first Orbital Flight Test of the uncrewed vehicle that will dock to the station Saturday at 8:27 a.m.

Image above: NASA astronauts (from left) Nicole Mann, Michael Fincke, Suni Williams, Josh Cassada, and Eric Boe pose for a picture with Boeing’s CST-100 Starliner spacecraft behind them. Image Credit: NASA. NASA astronauts Jessica Meir and Christina Koch are getting ready for duty Saturday morning when they will monitor Starliner’s automated rendezvous and docking with the orbiting lab. The duo will then conduct leak checks, open the hatch and ingress the vehicle to begin a week of docked operations. Starliner is also delivering about 600 pounds of cargo to the crew and will return science samples to Earth after its departure on Dec. 28. Meanwhile, microgravity science is always ongoing aboard the station to improve life for humans on Earth and in space. Today, NASA Flight Engineer Andrew Morgan studied how weightlessness affects an optical material that can control the reflection and absorption of light. Results could improve solar power technology and electronic mobile displays.

The Canadarm2 robotic arm with the Dextre robotic hand

Image above: The Canadarm2 robotic arm with the Dextre robotic hand attached seemingly protrudes from the side of the International Space Station. Image Credit: NASA. Meir had her eyes scanned with an ultrasound device by ESA (European Space Agency) Commander Luca Parmitano for a look at her cornea, lens and optic nerve. She had a second eye exam using optical coherence tomography for a view of her retina. The flight engineers in the Russian side of the space station checked on a pair of docked spaceships while working science and maintenance. Cosmonaut Oleg Skripochka charged electronics gear in the Soyuz MS-15 crew ship. He also worked on plumbing systems in the Progress 74 cargo craft. Cosmonaut Alexander Skvortsov set up hardware for an Earth imaging study that explores the effects of natural and manmade catastrophes. Related articles: Boeing Flight Test for Commercial Crew Program Will Pave the Way for Future Science https://orbiterchspacenews.blogspot.com/2019/12/boeing-flight-test-for-commercial-crew.html Boeing and NASA Approach Milestone Orbital Flight Test https://orbiterchspacenews.blogspot.com/2019/12/boeing-and-nasa-approach-milestone.html Russian Space Freighter Docks Automatically to Station https://orbiterchspacenews.blogspot.com/2019/12/russian-space-freighter-docks.html Related links: Expedition 61: https://www.nasa.gov/mission_pages/station/expeditions/expedition61/index.html CST-100 Starliner: https://www.boeing.com/space/starliner/ Soyuz MS-15: https://go.nasa.gov/2l8vit7 Earth imaging study: https://www.energia.ru/en/iss/researches/study/09.html Space Station Research and Technology: https://www.nasa.gov/mission_pages/station/research/index.html International Space Station (ISS): https://www.nasa.gov/mission_pages/station/main/index.html Images, (mentioned), Text, Credits: NASA/Mark Garcia. Best regards, Orbiter.ch Full article

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Stunning CSS3: A project-based guide to the latest in CSS Zoe Mickley Gillenwater New Riders 1249 Eighth Street Berkeley, CA 94710 (510) 524-2178 Fax: (510) 524-2221 Find us on the Web at www.

Hallo punkepanda, thanks for your message: glad that you like our work! Regarding the AP: it works nicely, provided that you perform the appropriate actions. Hyde has made a meticoulous job in fine tuning it; of course, it's not finished yet, and it will evolve better in time. So far, being Hyde absent for some time, you may refer to the old wiki page, here: http://wiki.flightgear.org/Boeing_777-200. Try to replicate the procedure named 'Autopilot using LNAV/VNAV e.g. From KATL to KMIA.' It should work, even if some small things have changed since then... Basically, you FIRST need to input a flight-route through the Route Manager, possibly using the SID and STAR procedures for the chosen rways: do not expect the AP to follow Alitude changes at WPs, though, (except while climbing to Cruise Level Altitude, which you MUST input in the relevant Field in the Route manager (on the right), together with the Speed to be used by the AP to climb to Cruise Level (on the left)), as the scope of the AP is to take the aircraft nicely to Cruise Altitude by VNAV, and to follow the WPs by LNAV. (Also, you need at least two WP to be input between origin and destination apts, after SID procedure and before STAR procedure) After you have finalized your flight plan, and while still 'On Ground', select LNAV and VNAV (before actual take-off, usually at gate, or while taxiing to the departing rway): the respective LEDs will illuminate. Then take off, do stabilize as usual the aircraft (almost horizontal attitude) and activate the AP: it engages and will immediately follow the VNAV and LNAV programs. Also: take notice that - if you are flying around with LNAV disengaged, and then wish to actually follow the Route programmed in the Route Manager so to land at the programmed destination apt - you MUST first take the aircraft in a short range of the programmed Route: 3 miles of maximum distance, and not more than 30° angle (Aircraft related to Route): in this conditions, hitting LNAV makes the AP capable of taking again control of the aircraft and follow the course; also, you must have selected an appropriate WP to go to, that is that it sould lies ahead of the actual intersection with your route to the programmed course. Finally, once the aircraft hits the TD (Top of Descent) point (green marker on the PFD/Map), the AP will make the aircraft to descend to the ALT you will have already selected by the Altitude selector on the AP panel (on the right side): do note, please, that this final Alitude MUST be set BEFORE the aircraft hits the TD point: for instance, if you're cruising at 20000 ft., and see the TD green marker dispalyed on the PFD, and you need to start STAR/Approach procedures at - say - 4000 ft, you have to select 4000 ft on the ALT selector before reaching TD point (check your Map on the PFD): once on the TD point, the AP will take care of the descent to 4000 ft nicely... Then, just prior to intercept the final descent route ('on final'), acivate LOC: the AP will make the aircraft to follow the Apt's Localizer (you must have a valid frequency selected on Nav1), by adjusting Lateral course; then, while gently descending (usually at 3000-3500 ft, depending from Apt), activate GS, so that the AP will take down the aircraft vertically following the Glide Slope. Notice: After new scenery, many Apts had wrong GS tresholds; Hyde, with a valuable effort, took care to edit and correct the nav.dat file. We strongly reccomend to use this new file (please see Hyde's post about that, a few week ago). While working on the Seattle, we decided to try to make it as much as possible similar to the real plane (of, course it's an impossible task to be fully achieved by any simulator): so, should you like to do it, please refer to the Boeing 777 Operation Manual, where you will find more info about the real 777's AP: it does not work as a simple 'hit & forget' tool, as the casual pilot might expect. It's a complex computer, which must be used as Boeing planned it to be used by the Pilots. We are planning to produce a new wiki page for the 777 Seattle: at the moment, though, I'm quite busy with modeling a new EFB and other stuff. But, sooner or later, we may post a new wiki page containing a full description of the aircraft's tools and commands. BTW, we're still in the process of developing the Seattle's Cockpit...so, please be patient with us. We're not perfect, nor we pretend to be as such. And we value very much all you posts and reactions, good or bad they might be... Thank you. Regards, I-NEMOHallo punkepanda,

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thanks for your message: glad that you like our work! Regarding the AP: it works nicely, provided that you perform the appropriate actions. Hyde has made a meticoulous job in fine tuning it; of course, it's not finished yet, and it will evolve better in time. So far, being Hyde absent for some time, you may refer to the old wiki page, here: http://wiki.flightgear.org/Boeing_777-200. Try to replicate the procedure named 'Autopilot using LNAV/VNAV e.g. From KATL to KMIA.' It should work, even if some small things have changed since then... Basically, you FIRST need to input a flight-route through the Route Manager, possibly using the SID and STAR procedures for the chosen rways: do not expect the AP to follow Alitude changes at WPs, though, (except while climbing to Cruise Level Altitude, which you MUST input in the relevant Field in the Route manager (on the right), together with the Speed to be used by the AP to climb to Cruise Level (on the left)), as the scope of the AP is to take the aircraft nicely to Cruise Altitude by VNAV, and to follow the WPs by LNAV. (Also, you need at least two WP to be input between origin and destination apts, after SID procedure and before STAR procedure) After you have finalized your flight plan, and while still 'On Ground', select LNAV and VNAV (before actual take-off, usually at gate, or while taxiing to the departing rway): the respective LEDs will illuminate. Then take off, do stabilize as usual the aircraft (almost horizontal attitude) and activate the AP: it engages and will immediately follow the VNAV and LNAV programs. Also: take notice that - if you are flying around with LNAV disengaged, and then wish to actually follow the Route programmed in the Route Manager so to land at the programmed destination apt - you MUST first take the aircraft in a short range of the programmed Route: 3 miles of maximum distance, and not more than 30° angle (Aircraft related to Route): in this conditions, hitting LNAV makes the AP capable of taking again control of the aircraft and follow the course; also, you must have selected an appropriate WP to go to, that is that it sould lies ahead of the actual intersection with your route to the programmed course. Finally, once the aircraft hits the TD (Top of Descent) point (green marker on the PFD/Map), the AP will make the aircraft to descend to the ALT you will have already selected by the Altitude selector on the AP panel (on the right side): do note, please, that this final Alitude MUST be set BEFORE the aircraft hits the TD point: for instance, if you're cruising at 20000 ft., and see the TD green marker dispalyed on the PFD, and you need to start STAR/Approach procedures at - say - 4000 ft, you have to select 4000 ft on the ALT selector before reaching TD point (check your Map on the PFD): once on the TD point, the AP will take care of the descent to 4000 ft nicely... Then, just prior to intercept the final descent route ('on final'), acivate LOC: the AP will make the aircraft to follow the Apt's Localizer (you must have a valid frequency selected on Nav1), by adjusting Lateral course; then, while gently descending (usually at 3000-3500 ft, depending from Apt), activate GS, so that the AP will take down the aircraft vertically following the Glide Slope. Notice: After new scenery, many Apts had wrong GS tresholds; Hyde, with a valuable effort, took care to edit and correct the nav.dat file. We strongly reccomend to use this new file (please see Hyde's post about that, a few week ago).

While working on the

Altselect.com Tor For Mac High Sierra

Seattle, we decided to try to make it as much as possible similar to the real plane (of, course it's an impossible task to be fully achieved by any simulator): so, should you like to do it, please refer to the Boeing 777 Operation Manual, where you will find more info about the real 777's AP: it does not work as a simple 'hit & forget' tool, as the casual pilot might expect.

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It's a complex computer, which must be used as Boeing planned it to be used by the Pilots. We are planning to produce a new wiki page for the 777 Seattle

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: at the moment, though, I'm quite busy with modeling a new EFB and other stuff. But, sooner or later, we may post a new wiki page containing a full description of the aircraft's tools and commands. BTW, we're still in the process of developing the Seattle's Cockpit...so, please be patient with us. We're not perfect, nor we pretend to be as such. And we value very much all you posts and reactions, good or bad they might be... Thank you. Regards, I-NEMO

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  ہائیر ایجوکیشن کمیشن

S

#

1.

2.

and

3.

4.

5.

6.

HIGHER EDUCATION COMMISSION

H-9, Islamabad (Pakistan), Exchange: (051) 90400000

POSITIONS VACANT

Applications are invited from Pakistani nationals for the following Project Funded Positions on contract basis.

Project Name

Position

Quota

Qualification / Experience

Max.Age

Project Manager

Establishment of Kamyab Merit=1

Master's Degree or equivalent (at least 2 Division) from HEC 50

Jawan Sports Academies Punjab=1

recognised university/institution with five years relevant Years

Project Pay Scale (PPS-

(High

Performance and

experience in public/private sector organisation of good repute.

08) )

Resource Centre)

and

Proficiency in MS Office and MS Project is must.

Rs. 125,000/- per month

Youth Olympics

(p.m.)

Green Youth Movement- Punjab

(All inclusive)

Prime Minister's (PM's) (Women)=1

Youth Programme

No. of Posts = 5

Kamyab Jawan Talent Hunt Khyber

Youth Sports League

Pakhtunkhwa =1

Balochistan=1

Finance Manager

Establishment of Kamyab Ex-FATA (Newly Master's/Bachelor's Degree (16 years) in Finance/Commerce or 50

Jawan Sports Academies merged districts equivalent (at least 2nd Division) from HEC recognised Years

Project Pay Scale (PPS- (High Performance of Khyber

university/institution, with five years relevant experience in

08)

Resource Centre) and Pakhtunkhwa)=1 public/private sector organisation of good repute. Proficiency in

Rs. 125,000/- per month Youth Olympics.

MS Office and MS Project is must.

(All inclusive)

Green Youth Movement- Merit=1

PM's Youth Programme

No. of Posts = 3

Kamyab Jawan Talent Hunt Punjab=1

Youth Sports

League

Media Manager

Green Youth Movement- Merit (Women) =1 Master's/Bachelor's Degree (16 years) in Mass Communication 50

PM's Youth Programme

or equivalent (at least 2nd Division) from HEC recognised Years

Project Pay Scale (PPS-8)

university/institution, with five years relevant experience in

Rs. 125,000/-p.m.

public/private sector organisation of good repute. Expertise to

(All inclusive)

manage the activities of digital ecosystem including Social

Kamyab Jawan Talent Hunt Punjab=1

Youth Sports League

Media Campaigns, Content Writing, SEO, and Website will be an

No. of Posts = 2

advantage

IT Manager

Green Youth Movement- Merit=1

Master's/Bachelor's Degree (16 years) in Information 50

PM's Youth Programme

Technology/Computer Science/BCS/BCE/BS (Engineering Years

Project Pay Scale (PPS-8)

(Electrical/Telecom.) or equivalent (at least 2nd Division) from

Rs. 125,000/- p.m.

HEC recognised university/institution, with five years relevant

(All inclusive)

experience in public/private sector organisation of good repute.

Kamyab Jawan Talent Hunt Sindh-U=1

No. of Posts = 2

Youth Sports League

Assistant IT Manager Green Youth Movement. Merit=1

Master's/Bachelor's Degree (16 years) in Information

45

PM's Youth Programme

Technology/Computer Science/BCS/BCE/BS (Engineering Years

Project Pay Scale (PPS-7)

(Electrical/Telecom.) or equivalent (at least 2nd Division) from

Rs. 90,000/- p.m.

HEC recognised university/institution, with three years relevant

(All inclusive)

Kamyab Jawan Talent Hunt Punjab=1

experience in public/private sector organisation of good repute.

Youth Sports League

No. of Posts = 2

Assistant Media Manager Kamyab Jawan Talent Hunt Merit=1

Master's/Bachelor's Degree (16 years) in Mass Communication 45

Youth Sports League

or equivalent (at least 2nd Division) from HEC recognised Years

Project Pay Scale (PPS-7)

university/institution with three years relevant experience in

Rs. 90,000/- p.m.

public/private sector organisation of

repute.

(All inclusive)

Understanding of modern tools of information

dissemination,

No. of Post = 1

electronic media publications, and multimedia collections will

be an advantage.

Admin Support/Project Green Youth Movement- Merit=1

Master/Bachelor degree or equivalent (16 years) (at least 2 40

Administrator

PM's Youth Programme

Division) from HEC recognised university with two years Years

relevant experience of project management. Proficiency in MS

Project Pay Scale (PPS-6)

Office and MS Project is must.

Rs. 60,000/- p.m.

(All inclusive)

No. of Post = 1

Office Assistant

Kamyab Jawan Talent Hunt Merit=1

Graduation (at least 2nd Division) from HEC recognised 40

Project Pay Scale (PPS-5) Youth Sports League

Khyber

university/institution with two yearsrelevant experience in Years

Rs. 45,000/- p.m.

Pakhtunkhwa=1 public/private sector organisation of good repute. Advance use

(All inclusive)

of MS Office is must.

No. of Posts = 2

Data Entry Operator Establishment of Kamyab

Merit-1

Master's/Bachelor's degree in CS/IT (16 years) (at least 2nd 35

Jawan Sports Academies Punjab=1

Division)

Years

Project Pay Scale (PPS-4) (High Performance and Sindh(R)=1

OR

Rs. 30,000/- p.m.

Resource Center) and

Graduate (at least 2nd Division) with six months certificate in

(All inclusive)

Youth Olympics

Computer Applications along with one year experience in the

Green Youth Movement- Sindh(U)=1

relevant field

No. of Posts = 5

PM's Youth Programme Balochistan=1

Driver

Kamyab Jawan Talent Hunt Merit=2

Middle pass with at least five years experience. Must possess 35 Years

Youth Sports League

LTV License.

Project Pay Scale (PPS-4)

Rs. 30,000/- p.m.

(All inclusive)

No. of Posts = 2

Green Youth Movement- ICT=1

Middle pass with at least five years experience. Must possess 35

Project Pay Scale (PPS-3) PM's Youth Programme

LTV License.

Years

Rs. 25,000/- p.m.

(All inclusive)

No. of Post = 1

* "Experience" means experience gained after obtaining the minimum required qualification."

Applicants are required to apply online through https://ift.tt/2YgerXQ. No need to send hard copy of C.v. and documents. Interested

candidates for the posts at Sr. # 10 to 11 may send their application in hard form on the address given below.

The experience as part time, honorary, apprentice and internee will not be considered/counted as experience. The selected candidate can be

posted anywhere in Pakistan. However, full time internship (after 16 years education) in public sector organisation will be considered as

experience for the positions at Sr. # 07 to 09.

Test/interview of eligible candidates residing outside the Islamabad/Rawalpindi region and vicinity will be conducted at the nearest possible

location of the candidates (Karachi, Lahore, Quetta and Peshawar).

Application processing fee @ Rs. 600/- (for Serial No. 01 to 06) and Rs. 400/- (for Serial No. 07 to 09) may be deposited in the online A/C No.

17427900133401 of HEC maintained for the purpose in Habib Bank Ltd. and receipt may be uploaded on the HEC website

https://ift.tt/2YgerXQ.

Those already in Government Service should apply through proper channel. Five (05) years general age relaxation already included. Further age

relaxation will be given as per Government rules.

HEC reserves the right to reject any or all the applications without assigning any reason as well as to increase/decrease the number of vacancies

as per requirement.

Applicants are required to submit their applications within 15 days from the date of publication. Incomplete/late applications will not be

entertained.

Wajid Ali Saleem

PID (0) 901/21

Assistant Director (HRM)

Higher Education Commission, Sector H-9, Islamabad For Query: recruitment@hec.gov.pk

For technical/IT assistance, please contact: 051-111-119-432, 0334-1119432

7.

8.

Years

9

10

11

Driver

.

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HOW TO REDUCE SERVER RESPONSE TIME?

The time-to-first byte (TTFB) indicates how tons of time has advanced in milliseconds whilst accumulating the primary response (byte) from any website. In simple methods, the TTFB is a manner to degree the web page’s speed.

The lower the TTFB, the faster a webserver responds. Hence, the TTFB is likewise referred to as the waiting time. The term that your browser has to spend looking forward to a response from the webserver.

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WHY IS TTFB IMPORTANT?

There are lots of different elements except TTFB that can affect the web page’s speed. And allow’s be sincere, you want to do greater than just worrying about phrases about which you were strange till now. What’s the significance of TTFB, why do you want to do something with it, or even extra importantly, the way to do that ��something.”

There’s so much buzz about TTFB due to the fact presently, it’s in the front row. It’s the premise of all pace enhancements that you may imagine. A high TTFB immediately affects and usually ensures the slow loading of the website.

Moreover, the TTFB is straightforward to enhance and in reality, takes less time and hassle than other speed metrics. We’ll come back to that later!

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HOW IMPORTANT IS TTFB FOR SEARCH ENGINES LIKE GOOGLE?

Here’s a piece of misunderstanding. In itself, the importance of time-to-first-byte for search engines like google isn’t that clean. We all realize that Google itself exclaims that pace is a huge ranking element, and the sector follows it.

However, alternatively, Google also says that they don’t appearance upon TTFB as an immediate rating aspect.

If you’re only a reader of Google’s statements, then you’re definitely missing a whole lot. You ought to read those statements in a few instances and research a bit.

In the case of TTFB also, Google says that TTFB isn’t utilized by itself. However, it’s still an excellent indicator of website velocity, and that’s a factor well worth concentrating on.

Correlation research exclaims that TTFB has a first-rate connection with the search outcomes. A low TTFB pertains to an excessive position in Google, whilst A higher TTFB corresponds to a lower role in Google.

But what does that mean? Simply, it appears that evidently, Google uses a few metrics that are remarkably dependent on TTFB, like First Meaningful Paint.

WHY IS THE TIME-TO-FIRST BYTE CRITICAL FOR VISITORS?

Speed holds fantastic importance on the internet as in step with latest studies by Google itself, the instance of a user leaving the website doubles with a loading time of over 3 seconds. You probably agree that, on the internet, nothing seems as annoying as a slow-loading website. Don’t you quickly click on the website away and look for something else. When do you encounter such gradual sites?

Site velocity is extra crucial For webshop owners. Visitors on a slow website are very much less possibly to click on merchandise within that webshop and for this reason, make some distance fewer purchases. Just 2 extra seconds can definitely halve the conversion. An excessive TTFB is also referred to as a conversion or website killer.

It’s crucial to recognize that TTFB isn’t the same as a website’s velocity. The website’s pace is decided with the aid of several different factors, as an instance, the time it consumes to reveal a specific webpage in the browser. However, the TTFB plays an important function inside the website online’s loading time.

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WHAT IS A GOOD TTFB?

Anything decrease than 600ms is a superb time to the first byte for any web page, according to Google lighthouse. A TTFB of over 600 ms reasons a failed audit. If it ranges between three hundred and 500 ms, it’s taken into consideration ‘reasonable,’ and underneath the two hundred ms restrict, Google unearths it ‘suitable.’

Lower TTFB is better, and that makes many technical search engine optimization specialists advise keeping it at a hundred and fifty to two hundred ms, and below 150 is an incredible response time.

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WHAT IS THE BEST WAY TO REDUCE SERVER RESPONSE TIME?

1) CHECK YOUR HOSTING

No rely upon what its miles, website hosting continually plays a big role for whosoever runs a website. You can also try a thousand methods to convey visitors to your website, but if your webpage doesn’t open hastily after clicking, then genuinely, not anything can be extra stressful.

Server reaction time plays an essential function inside the loading of the web page. No rely on if everything decreases the web page loading speed, but ultimately, you could leave out your goal of dragging the TTFB in the restriction handiest due to the server reaction time.

Most importantly, it depends upon your host, and also you in reality can’t do whatever approximately it except switching to better plans in which server reaction time is considerable or clearly switching to any other host.

We fantastically suggest you test the ping, latency, etc., before selecting your net hosting in order if you don’t need to face tough instances in lowering TTFB inside the future.

Many net hosts declare to provide incredible ping and latency, but there are only a few who openly display it, and KLCWEB is one among them. For instance, you can take a look at HERE and test ping of whichsoever a number of the 15 servers to be had.

2) CHOOSE YOUR WEB SERVER CAREFULLY

Choosing the proper web server isn’t that hard, and it doesn’t want deep technical understanding. Apache powers over 50% of all websites globally and is the most famous net server. But the question is, have you live caught to Apache handiest?

Nope, you shouldn’t. No, be counted, Apache is the maximum reliable one, but that doesn’t imply the entirety else needs to be unnoticed. Others like Nginx or OpenLiteSpeed also can do a super job for you.

However, we’d propose you go along with the famous and dependable ones most effective, and not try any server about that you don’t have tons of information.

3) OPTIMIZE YOUR WEB SERVERS

Just deciding on the proper web server isn’t going to do for you. A similar want is to optimize it. There’s nothing wrong with staying stuck with the default settings, however, we can’t exclaim that it’ll work flawlessly for all.

You need to understand your usage styles and needs and then decide what’s ideal for you. Although optimizing a web server isn’t as anxious because it sounds, KLCWEB has a solution for optimizing a webserver.

You can research on the internet to get extra statistics on a way to acquire the last performance out of your server. Forums may be superb at supplying such deep knowledge.

4) REDUCE BLOAT

In order to flawlessly search engines like google and yahoo optimize your website, it’s crucial to understand how search engines like google and yahoo, which include Google, locate your website comfortably. Search engines use programs known as spiders to go looking thru a website’s content to locate search queries and key phrases.

These spiders seek particular content material, and to assist them to see your particular content material; it’s important to take away any code bloat to your website. Currently, maximum websites comprise a big quantity of Javascript and CSS content in the HTML code. You should reduce this type of code bloat out of the scene to make it handy for seek engine spiders to understand your specific content material.

A discount in the code to content ratio facilitates search engine spiders to quickly find your website. Too an awful lot useless code leads to sluggish website loading pace, so the probabilities increase that a capacity purchaser will head some other place to discover what he desires.

By transferring all CSS files and scripts in order that they are external improves the burden time on your net pages and guarantees that search engine spiders face no trouble in finding you.

5) OPTIMIZE YOUR DATABASE

Today’s complicated applications run loads of SQL approaches or even heaps of SQL statements at some stage in a normal workload. How to ensure that your databases can tackle the level of interest taking location within your environment?

In case you’re tasked with enhancing and keeping database overall performance, you know that SQL indexes and queries can now and again be incompetent and want to be optimized.

There are numerous different factors and considerations that can affect SQL code and database overall performance, and tuning and optimizing SQL statements can be very time-consuming. However, it assist you to improve gadget productivity and overall performance.

OPTIMIZATION OF INDEXES

Indexing may be called the spine of any relational database system. However, an excessive amount of and too little of an index is incorrect. Hence, we need to hold stability. For any database, no index without delay impacts the capabilities of a SELECT statement. On the turn side, an extra of indexes reasons the queries to sluggish down. Both the cases are unsightly.

When we discuss indexing, the fields used with their order play an essential man or woman in the database overall performance tuning.

The number of unique values found in one column of the table is the main statistics to be tested at the same time as indexing. Thus, you have to optimize the indexing to lower this gap between the two methods.

ESTIMATE THE GROWTH

The database shops all the information for the listed columns for the duration of the technique of indexing.

But in case of any addition or adjustments of rows, it affects the price of the statistics stockpiled inside the index. As an end result, the database comprises the new rows by means of figuring out the facts. These newly reorganized records affect the indexing and reasons a terrible impact on the DML queries.

The first-class option to this trouble is a predicted increase velocity for the database. Once the time gaps at which there can be some additions, you may specify the equal for the index. The commonplace word used to say an Oracle database’s anticipated boom is PCTFREE (percent Free).

DIVISION OF STORAGE

Even inside the contemporary day, bodily hard drives meet several demanding situations in performance. Sometimes, they fail to tackle the exorbitant processing speeds. With the enlargement of databases, a single storage device starts to gradually down. This impacts the database performance tuning method.

Hence, the database control machine permits the person to cut up the information into a couple of drives to lessen pressure on a single garage device.

The division depends on the sum of records, and it may even be run on a single table. As you divide the storage on diverse devices, you make a certain better overall performance of databases and top-rated output.

FOREIGN KEY CONSTRAINTS

Foreign Key constraints is a normally used time period for retaining information integrity. However, it additionally influences your database’s performance. So when the attention is on performance, you want to regulate the database overall performance tuning procedure.

Avoiding foreign key constraints and diverting consciousness from statistics integrity results in a great improvement within the database’s overall performance. While most users are stressed about integrity, it’s well worth noting that you may perform the facts integrity method within the application layer.

[orbemnews]

Daimler’s Truck Unit Maps Plans to Replace Diesel With Hydrogen Carmakers have been promising to scrap the internal combustion engine, and now it’s the truckmakers’ turn. But the makers of giant 18-wheelers are taking a different route. Daimler, the world’s largest maker of heavy trucks, whose Freightliners are a familiar sight on American interstates, said last week that it would convert to zero-emission vehicles within 15 years at the latest, providing another example of how the shift to electric power is reshaping vehicle manufacturing with significant implications for the climate, economic growth and jobs. The journey away from fossil fuels will play out differently and take longer in the trucking industry than it will for passenger cars. For one thing, zero emission long-haul trucks are not yet available in large numbers. And different technology may be needed to power the electric motors. Batteries work well for delivery vehicles and other short-haul trucks, which are already on the roads in significant numbers. But Daimler argues that battery power is not ideal for long-haul 18-wheelers, at least with current technology. The weight of the batteries alone subtracts too much from payload, an important consideration for cost-conscious trucking companies. Instead, Daimler and some rivals are betting on fuel cells that generate electricity from hydrogen. Fuel cells produce no tailpipe emissions, and hydrogen fuel tanks can be refilled as fast as diesel tanks — a distinct advantage compared with batteries, which typically take at least twice as long to recharge. In April, Daimler began testing a prototype “GenH2” long-haul truck capable of going 600 miles between visits to the hydrogen pump. But lots of work is needed to bring down the cost of the equipment and there is not yet a network of hydrogen fueling stations or an adequate supply of hydrogen produced in a way that does not cancel out the environmental benefits. Last week Daimler provided details of how it plans to solve these problems, with the goal of selling hydrogen-fueled long-haul trucks by 2027 that will be cheaper to buy and operate than diesel models. During an online presentation Thursday, Daimler executives announced a partnership with Shell to build a “hydrogen corridor” of fueling stations spanning northern Europe. For shorter-haul trucks, Daimler announced a partnership with the Chinese company CATL to develop batteries, and partnerships with Siemens and other companies to install high-voltage charging stations in Europe and the United States. In March, Daimler and Volvo Trucks, which are usually intense rivals, formed a joint venture to develop fuel cell systems that will convert hydrogen to electricity to power long-distance trucks. The message is that the energy transition is too big even for a company the size of Daimler, with revenue last year of 154 billion euros, or $188 billion, to manage on its own. Daimler has been working on hydrogen fuel cell technology for decades, but the technology is not yet cheap enough or rugged enough for commercial use. “The fuel cells out there today are not at all fulfilling the demands that we have coming from our customers,” Lars Stenqvist, chief technology officer of Volvo Trucks (which is a separate company from Volvo Cars), said in an interview from company headquarters in Gothenburg, Sweden. “That’s one reason to join forces with Daimler, in order to share that development burden.” Daimler, based in Stuttgart, is planning this year to split its truck- and bus-making operations from the division that makes Mercedes-Benz cars, forming a separate company with its own stock market listing. The spinoff of Daimler Truck, announced in February, is a momentous event for the company, which traces its roots to the inventors of the automobile and was once a sprawling conglomerate that manufactured airplanes and trains as well as autos. One motivation for the amicable divorce is to give the truck unit more freedom to react to technological change, while raising money from investors to help finance the enormous cost of developing emission-free long-haul vehicles. Today in Business Updated  May 21, 2021, 3:55 p.m. ET “Independent management and governance will allow them to operate even faster,” Ola Källenius, the chief executive of Daimler, said Thursday. Daimler managers concede that some portions of its truck business are ailing. In the United States, Freightliner, which Daimler acquired in 1981, is the top selling brand of heavy truck, with more than one-third of the market. But in Europe, Mercedes-Benz brand trucks have lost market share and score behind rivals in customer satisfaction surveys. Karin Radstrom, hired this year from rival Scania to fix the Daimler Truck business in Europe and Latin America, said the company put too much energy into fancy engineering that customers weren’t willing to pay for. “To some extent we lost touch with our customers,” Ms. Radstrom said during the presentation Thursday. As with passenger cars, the truck-making dinosaurs like Scania, a unit of Volkswagen, or Paccar, maker of Kenworth and Peterbilt trucks, face new competitors trying to exploit the transition to electric technology. Nikola, a truck start-up based in Arizona, was briefly worth more than $20 billion on the stock market. But its shares have lost three-quarters of their value since the founder, Trevor Milton, resigned last year facing accusations he had made numerous false assertions about the company’s hydrogen fuel-cell technology. Nikola at least demonstrated how eager investors are to put their money into hydrogen trucks. Another example is Hyzon, a maker of fuel cells based in Rochester, N.Y., that has begun offering complete trucks and buses. In February, Hyzon was acquired by Decarbonization Plus Acquisition Corporation, a so-called SPAC that raises money before it has any assets. Tesla unveiled a design for a battery-powered semi truck in 2017, which the company has said it will begin delivering this year. Tesla, Scania and some other truckmakers are skeptical of hydrogen technology, which they regard as too expensive and less energy-efficient. The traditional truckmakers like Daimler and Volvo have some advantages over the start-ups. Truck buyers tend to be practical hauling firms or drivers who carefully calculate the costs of maintenance and fuel consumption before they make a decision. Managers of big fleets may also be reluctant to take a chance on a manufacturer without a long track record. “There is a lot more spreadsheet analysis and crossing the Ts before any orders are signed,” said Daniel Ives, a managing director at Wedbush Securities who follows the tech industry. “Daimler is in a massive position of strength.” For trucking companies, it is a confusing time. They face pressure from regulators to reduce their impact on the climate before there is a big selection of emission-free vehicles to buy, said Glen Kedzie, energy and environmental counsel for the American Trucking Associations, an industry group. President Biden has been promoting electric vehicles, but has not yet defined what that means for the trucking industry. Trucking companies, which have depended on diesel for most of the last century, will have to revamp their maintenance departments, install their own charging or hydrogen fueling stations in some cases, retrain drivers and learn to plan their routes around hydrogen or electric charging points. But Mr. Kedzie said that emission-free trucks also had some advantages. Fuel costs for battery-powered vehicles are much lower than for diesel trucks. Maintenance costs may be lower because electric vehicles have fewer moving parts. Drivers like the way electric trucks perform — an important factor at the moment when there is a driver shortage in America. Many companies that ship a lot of goods, like Walmart or Target, are trying to reduce their carbon footprints and taking an interest in zero-emission trucks. “There are a lot of potential benefits” Mr. Kedzie said. Daimler says its aim is to make battery-powered short-haul trucks that can compete on cost with diesel by 2025, and long-haul fuel-cell trucks that achieve diesel parity by 2027. “In that very moment when the customer starts benefiting more from a zero-emission truck than a diesel truck, well, there’s no reason to buy a diesel truck anymore,” Andreas Gorbach, chief technology officer for Daimler’s trucks and buses division, said during the presentation Thursday. “This is the tipping point.” Source link Orbem News #Daimlers #diesel #Hydrogen #Maps #plans #replace #Truck #Unit

[type-a-nomad]

April 10

April 10

Last week I went on a road trip and it was an incredible way for this adventure to come to near its end.  

I left for the road trip at 8am on Wednesday morning, packing my clothes in a trash bag I found under the kitchen sink.  It was decided that I was going to be the driver for the road trip and, therefore, I would be renting the car in my own name.  That process really hit me as an adult thing to do.  The only time I’ve seen a car be rented is by my parents.  Now, I’m the one signing the release form and grabbing the keys. To say I was nervous was an understatement.  I was flooded with anxiety about driving.  Firstly, I didn't know where we were or where we were going because I am entirely unfamiliar with the area.  Secondly, in South Africa, you drive on the left side of the road and the steering wheel is on the right.  This means the usual mindset I have of where I need to check for space is entirely thrown off and I need to re-calibrate the way I think of a car when I drive it.  Thirdly, I had never driven the car we were about to take off in.  Most cars here are manual— but I can’t drive manual so I paid extra for an automatic.  Calling the car an automatic is a drastic overstatement.  It was more like an automatic that had the brain of the car taken out so you cant change the gears, and it doesn't know how to either. Moreover, when it would accelerate if I really just floored it, the engine would hit 500-600 RPMs.  That’s not supposed to happen in a Toyota Corolla.   The first stop after getting the car and camping gear was Hout Bay.  This is on the other side of Table Mountain from where I live.  It’s secluded and smaller than the other alcove-like beaches around Cape Town.  There was a long pier and a dock that was filled with little fishing boats that looked like they were off of a postcard from the 1970s.  The entire scene was beautiful— except for one thing.  There was an obese seal.  Now, the image of an obese seal is kind of funny in a ridiculous way.  But the reason it’s so fat is that a man sits with a huge bucket of fish and feeds it constantly so it’s more human-friendly and dependent on him.  This seal is so fat it can’t hunt anymore. This is an animal that a human has taken out of the wild and essentially ruined it’s life through isolation from its own species and overfeeding.  It was so fat it could barely move.  I got over it though and got a large tray of fish and chips with salt and vinegar.  It was fried heaven.   Hout Bay is surrounded by mountains.  When you’re there, it feels sort of like it could be God’s fish bowl.  It’s so contained and observable from above, a little biome all by itself.  We started from the bottom of the fishbowl and drove up the side along the mountain, eventually coming to Chapman’s peak, which looks down on all of Hout Bay.  It was so surreal to see the tiny little dock where I had been 20 minutes before as a little speck and simultaneously knowing how many people with stories and families and dreams were sitting there, munching on fish and chips.   After Chapman’s Peak, we headed down to Cape of Good Hope— the most Southwestern tip of the African continent. If that definition is confusing, it basically means there is one other place that is farther South than it, and it’s in the Eastern Cape.  So, their claim to fame is the farthest Southwestern tip. The view was so incredible and expansive, that it actually looked like you could see the curve of the Earth on the horizon. On one hand, that makes sense because the slope of a sphere would be steepest at the poles.  On the other hand, maybe I was just overexcited. There are two ways to describe what happened at the Cape of Good Hope.  One is that we were adventurous and unconventional and hiked on a ledge to a cliff nobody else dared to go to.  The other is that we lost the trail to the main peak with a lighthouse and just went with it.  You can choose which narrative you like better-  full reader’s discretion.   We finished up the first day by driving to the first town we were staying at.  It was night by then.  We bought a cooking pot and pasta supplies for the rest of the week.  I was absolutely starving even during grocery shopping, so by the time we pitched the tent and were lighting the fire it was not only pitch black outside but I was also getting grumpy.  I made the responsible and courteous decision to curb my hunger with white wine instead of being snippy until I had finished cooking.  The pasta was heaven by the time I finished, even though the mushroom cream sauce was out of a plastic bag container we had bought for approximately $1.50.  We ate directly out of the pot of pasta with forks and were asleep by 10pm. The next morning was magical.  I woke up to the sound of the waves crashing on the beach that was 50 yards from where I slept: in a tent, on a lawn, under a tree with a little fire pit near it.  I walked down to the beach after eating leftover pasta for breakfast and it was breathtaking.  I was so calm.  Sand between my toes, watching the waves crash on the shore at 7:30am.  That is me at my calmest.  The second day was a long day of driving, so we pulled out of the camping grounds around 8.  We drove up towards the Eastern Cape coast.  The highway was mainly empty.  For lunch we pulled into this little farm stand with a cafe and got amazing cheeseburgers.  I don’t like driving for extended periods of time, especially on the opposite side of the road in a place I don’t know for more than 5 hours.  But, the company and music in the car made it more than tolerable— I was blissed-out behind the wheel of a 2005 Toyota Corolla.  Past that, I bought a huge bag of peanut M&Ms.  The blue ones are my favorite.  The right company is everything.  I’m not sure if I’ve ever laughed that much in a single car ride, whether you measure that by straight time or percentage of time laughing, the statement holds.   The best part was that I got to go to Myoli Beach again.  This is my heaven on earth.  This is me in my element.  This is what bliss looks like and feels like to me.  It is a sacred space.  I will only go there with people I love.  I also know that when I am an adult, if I ever need time or an escape, that’s where I am going to go.  I don’t care about the flight time.  I don’t care about the distance.  I am going to make it happen.  When we got there, I almost sprinted into the water.  Soon, the lifeguards were screaming at me because apparently the currents are so chaotic and powerful that you have to swim between two cones they set up.  I was mildly irritated by this because I wanted to just be alone, but I didn’t let it cramp my style.  I was too happy.  I was so proud.  I did it.  The first time I was there, I promised myself I would go back, and I executed.   I think execution is one of my strengths.  I am very creative and I dream a lot, but I also make the dreams happen.  I don’t allow myself to be overwhelmed to the point of being paralyzed by all of the options and ideas my brain can create.  It is really wonderful to live that way.  However, there is a slight drawback and that is that I don’t really believe in just “letting things turn out the way they should”.  I don't buy a laissez-faire mindset.  I don’t think things just work themselves out.  You make things turn out the way they should and I don’t really cut people slack around that, because I know that you can make things happen because I do all the time.  It’s hard.  It takes a toll on me.  There’s pressure and sacrifice, but I am always trying my hardest to execute and a lot of the time it happens.  I think the harder you try, the more things fall in your direction.  Effort generates luck.   The camping grounds we went to next we were staying at for two nights, so the drive was efficient and worth it.  We pulled in and my jaw dropped.  In front of us was the Indian Ocean.  When I mean in front of us, I mean the tent was maybe 30 feet from the sea.  Huge waves, crashing on the rocks that were the only thing in between us and the most beautiful thing in the world: the ocean.  The other day, a friend asked me if I thought the ocean was conscious.  I said I think it’s more complicated than that and I don’t really see it as a united, conscious being per say.  I was then met with a brilliant observation: foam.  There is so much yucky foam from the ocean that is filled with the pollutants of the sea.  The ocean cleans itself.  If the ocean wasn't conscious, why would it clean foreign objects from itself? Food for thought. Now onto the real food.  For dinner that night I made an absolutely stunning pot of spaghetti and meatballs.  I really was proud of myself for this one.  I made it out of various ingredients and cans of meatballs all from the OK-minimark.  It irritates me that it’s not called the mini-mart, but instead the minimark, like market.  Why not just use mart? C’mon now people, I can’t be the one supplying all the good ideas.  While the pasta cooked, I went and took a super quick shower in the facilities graciously provided by the camping site.  I was walking out of the bathroom, towel securely turban-ed in my hair, and I saw the ocean light up in front of me.  I thought I was hallucinating.  Then I remembered that my friend Tim told me about seeing bioluminescent waves on one of his road trips, and I started sprinting towards my tent.  I was completely out of breath upon arrival because I am in literally the worst shape of my life.  I just said “bioluminescent… waves *gasps*” and pointed towards the ocean.  Then, miracles took place in front of my eyes.  For the next hour, the ocean was alive.  The waves were lighting up.  Millions, maybe even trillions, of plankton were crashing against each other and lighting up the waves as they curled and crashed in front of us.  It was magic.  Every time, it felt like my brain was glitching, but it was real.  This was really happening.  Then Mother Nature decided to test whether or not she could give us a heart attack and the clouds above us parted, revealing the Milky Way.  In front of us, bioluminescent waves.  Above us, the Milky Way.  In our tummies, amazing spaghetti and meatballs.  If this isn't what life is about, what is? The next day was quite lazy.  It was raining and super windy.  To the point where we were afraid to leave our little tent all alone in the storm in fear it might be blown away.  Thankfully, as we went and got breakfast at the restaurant that was on the nature reserve we were camping at, it held it’s ground. It was not completely out of the question that the tent could have blown into the sea. I’m not sure what we would have done.  That would have been no bueno.   Because it was so rainy and cold, we decided to forgo the hike we had planned and went to a vineyard instead.  No complaints from my end.  Give me a tapas-style restaurant and a wine tasting and I am, literally, a happy-camper.  The food was delicious and we were so full that we ended up just heating up the leftovers of the spaghetti that we had negligently left in the pot and eating that for dinner.  The next morning, we packed up fairly early and hit the road.  We stopped at a gas station for breakfast and I got a grilled cheese with tomato and a large cappuccino.  This was the second to last day and I was in no way ready for this magical adventure to be over.  The route to get to the last site was so incredibly scenic.  We drove through ravines and over the mountains of Africa.  The ground here is incredibly red and it contrasted with the green of the plants growing on it.  The scientific reason for the redness is because there is a lot of iron in the soil.  The locals say that the reason the earth is so red is the blood that has spilled over it.   The last place we went to was in the mountains, our first venture inland away from the beach.  Naturally, I was a little hesitant about this because the beach is my happy place.  Oh, how wrong I was.  And happily so.  We stayed at an amazing hot springs in the middle of the South African Mountains.  The pools each varied in temperature.  It was all outside and directly out of the mountain beneath us.  There was iron in the water, naturally, so it was a little reddish-brown.  I loved it.  I was so at-ease.   Africa has pushed me to grow in many ways.  One of the biggest, most important ways, is the groundedness I feel here.  I am not a laid-back person.  But the closest I get to that is feeling rooted and calm within myself.  I don’t look for other people to tell me that I’m doing the right thing as much as I used to, I just know what is right and I pursue it.  That’s how I feel here.  Feet on the ground, heart in my chest, lungs full of beautiful air, eyes staring directly ahead: I am here.  I am here.  I am hopeful and present at the same time.  I am settled in my own body and mind.  I am centered in my own existence.  I am ambitious without being discontent with my own reality.  I am seeking and finding and accepting balance in my life.  Namaste, motherfucker. That night, we made the most complex dinner yet.  It was the last night of the road trip, so the special occasion warranted extravagance.  We made fish and pasta.  I made the pasta, naturally.  It was all delicious and wonderful.  The stars were so clear.  It blows my mind to look up and think about the infinite expanse of space that we are hurtling around in like a little speck of dust carrying over 7 billion individual realities.  It was freezing.  Even when we were cooking dinner, I was shivering.  The wind was impressively strong, blowing anything under 5 pounds at will.  I felt a little annoyed at Mother Nature for that kind of treatment, given the amount of appreciation I had for her during the rest of the road trip.  I thought she might do me a solid for that, turns out she really just doesn’t care.  It’s alright.  My feelings were only a little hurt.  I can bounce back with pesto pasta.  And I did.  That night we stayed up late.  Talking about the universe and morality and politics.   It always amazes me when people say they don’t like politics.  I understand not liking conflict.  That’s one thing.  But not “liking” politics doesn’t really seem like an option to me.  Politics is your life.  It’s your education.  It’s your job.  It’s your health.  It’s your rights.  How can you not “like” politics?  That being said, I generally don’t like conflict.  It feels like an attack and takes a lot of energy from me.  Talking about conflicting political views taxes me a lot (no pun intended).  When I hear about political issues, I want to do something about it.  I want to take the steering wheel and fix all of the unfairness and damage that the world is doing to itself right now.  I am usually an empathetic person, but when people don’t have that same urge, I find it really hard to understand.  I think a large aspect of this is immaturity.  My passion blinds me to an extent.  I get carried away.  I get overwhelmed by how necessary the issue is.  I am unable to moderate my tone or conversation points to make what I’m saying digestible.  This is somewhat of a pattern for me.  It makes me feel very immature, embarrassed, and like I lack self-control.  I know that if I really wanted to convince people of my views, if I wanted to really get the outcome I want, I would actually moderate what I’m saying.  People don’t respond well to accusation and conflict.  If I defend somebody or a view of mine, the natural response for the other person is to either take the offensive or see what I’m saying as the offensive and take the defensive of their (wrong…) opinion.  It makes me think of an Albert Einstein quote: “insanity is repeating the same thing over and over again and expecting different results”.  I go into arguments with the same amount of stubbornness and passion and intensity, and expect it to sway people.  I get tunnel-vision and let go of what I know is persuasive and just unleash my feelings and views in one huge Tsunami Quinn.  I am very evangelical about what I believe.  When I really care, I suddenly become a Mormon with a picket sign screaming at girls in skirts that God hates them.  When I think I know I’m right, usually because I’ve done extensive research I assume most people are way too lazy to even do a fraction of, my words slap people in the face like a verbal picket sign. This is one of the things I’m working on this year.  I think I’ve become significantly more aware of it and it’s going to take time, but I’ll get there.  I know I can execute, this goal will just take some more time than is ideal.   Another point of self-improvement I am working on is self-image.  That is, I don’t balance confidence and self-assurance well.  I am either entirely confident, set in my views, plowing forward with full force and self-righteousness, or I am entirely insecure and see myself as the problem of a situation.  Neither of these is ideal.  The goal is to moderate.  To find a point of confidence and humility and implement that into the way I approach the world.  To be assured in my values and who I know I am, without being so confident that I have a closed-mindset and, therefore, close myself off to more improvement and learning.  I have a very complex mind and am able to see a lot of nuance in the world.  I am also empathetic.  I can see the different elements and viewpoints of any situation.  For example, I see why ISIS would be a persuasive institution to join in a desperate, isolating, and unfair situation.  That being said, there are some absolute truths that I believe that I am not sure if it helps or harms me to see as absolute truths.  The main of these is that I don’t believe in cutting others more slack than I would cut myself.  I don’t think anyone who is persuaded to join ISIS is a good person.  I think a bad person can regret and then move towards becoming a good person.  I think a bad person can become a good person.  I don’t think there is a fixed state of goodness or badness.  Your goodness or badness hinges entirely on your actions and beliefs.  That being said, if you are convinced that the right thing to do is kill others in an act of Jihad because they are Shi’iet Muslims instead of Sunni Muslims, or because they are of Western Culture, you’re a bad person.  There is never a “right” reason to kill people you don't know.  Those people are stories.  They are families.  They are lives and experiences and relationships and heartbreak and loss and happiness and complexity in the same way anyone else is.  It is so selfish and entitled to claim a life that is not your own.  To intervene in somebody’s path like that.  To step into a family’s reality forever.  To influence hundreds of people in an act of destruction.  There is no information, persuasion, or excuse that justifies that mindset.  That is an absolute badness to me.  I hesitate to say evil because it is weighted by the connotation of Satan and religion and I don’t want this to be about that.  It’s about goodness and badness.  Killing people is bad.  That is an absolute truth to me.  Stealing from people is bad.  That is an absolute truth to me.  Whether that is robbing people of objects, of experiences, or of honesty, it’s all stealing.  Material stealing is the least important.  Money, objects, material, it’s all societally constructed and most of the time doesn’t destroy somebody’s wellbeing or happiness.  Not to say that’s never the case, but *usually* it is not the case.  However there are more dramatic versions of stealing.  Lying is stealing the truth from somebody.  Cheating is stealing a natural, right sequence of events from somebody.  It’s all stealing, and it is deceptive, and selfish.  Nobody has the right to change what should happen.  Nobody has the right to pretend the truth is something it isn’t.  That’s an absolute wrong to me.  How am I supposed to live in a world where I have to doubt what the people around me say?  That is an incredibly exhausting existence.   That mindset towards lying and trust is another thing I have recently realized about myself.  When I begin a relationship with anyone, friendship, professional, romantic, etc., I give that person my trust.  I am vulnerable.  I am open.  I am true and I don’t hold back unless it will cause damage to somebody other than myself.  However, if that trust is exploited, it is taken away by me in an extreme way.  I withdraw entirely.  It hurts me deeply to be betrayed, and it has happened many times.  Yet, I would rather be hurt many times, than not keep my heart as open as I do.  I feel everything so deeply and connect with people in an honest way on a daily basis, because I am brave enough to open myself to betrayal and pain.  Often, I feel that pain.  But, the worst pain and biggest loss of all is if I would let that betrayal make me close my heart off, and I need to have the courage to preserve that.   A sort-of example of this is making dear friends here in South Africa.  The wise thing to do is to keep my heart to myself.  We all live on separate continents.  Why would I get attached? I don’t accept that.  I’ve thrown my heart to people here and, when they leave, it breaks.  But I would rather feel love, loss, and pain than nothing at all.  

- Q

p.s. I haven’t written yet about april 10+11 but that will come when the time is right.  stay patient.  

p.p.s if you haven't listened to the Fugees seriously, do it now.  You might die tomorrow without hearing this genius.  

[joblistan]

 Sukkur

СВА

University

SUKKUR IBA UNIVERSITY

Sukkur IBA University invites applications from dynamic,

qualified and result-oriented candidates for

following positions:

Career

Opportunities

Naleting

in ..

P. Successful

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500

1. Manager, Research Support (BPS-18)

Qualification: 1st Class Master Degree/MBA/MS in Management Science/Computer Science (18 years of

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Experience: Masters with minimum 5 years post qualification experience in Research Organization/

Educational Institute.

2. Manager, Innovation and Commercialization (BPS-18)

Qualification: 1st Class Master Degree/MBA/MS in Management Science/Computer Science/Electrical

Engineering (18 years of education) from a HEC recognized University/Institute.

Experience: Masters with minimum 5 years post qualification experience in Corporate Industry/Research

Organization / Educational Institute.

3. Business Intelligence, Developer (BPS-17)

Qualification: 1st Class Bachelor's degree in Computer Science/Software Engineering from a HEC/PEC

recognized University/Institution.

Experience: Minimum 2 years post-qualification Bl application developer experience of proprietary and

freeware Bl solutions in University/Institution.

4. Software Engineer, Open Source Solutions (BPS-17)

Qualification: 1st Class Bachelor's degree in Software Engineering/Computer Science from a HEC/PEC

recognized University/Institution.

Experience: Minimum 2 years post-qualification full stack developer experience with front end and back

end development.

5. Assistant Manager, Marketing & Communication (BPS-17)

Qualification: 1st Class MBA/BBA degree (16 Years of Education) in Marketing from a HEC recognized

University/ Institution. Experience: Minimum 2 years post-qualification in the relevant field.

6. Assistant Manager, Publications (BPS-17)

Qualification: Master Degree/4-Years Bachelor degree in Computer Science (16 years education) from a

HEC recognized University/Institute. Experience: Minimum 2 years' experience in Publications & Website

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7. Horticulture Supervisor (BPS-16)

Qualification: B.Sc(Hon) in Horticulture (16 years education) from a HEC recognized University/Institution.

Experience: Minimum 2 - 5 years of relevant experience. Strong writing and communication skills. Computer

proficiency in MS-Office is mandatory.

8. Sub Engineer, Electrical (BPS-11)

9. Sub Engineer, Civil (BPS-11)

Qualification: Minimum 2nd Class D.A.E/B.Tech Qualification: Minimum 2nd Class DAE/B.Tech (Civil)

(Electrical) degree from Technical Board or HEC from HEC/PEC recognized University/Technical Board.

recognized University/Institution.

Experience: Minimum 01 year relevant and

Experience: Minimum 01 year of relevant experience. post-qualification experience. Candidates with

Strong writing and communication skills. Computer knowledge of AUTOCAD and MS project will have an

proficiency in MS-Office is mandatory.

advantage.

GUIDELINES TO APPLY:

1. Interested candidates may submit online applications at https://ift.tt/3aWuMoS

2. After submission of online applications, candidates may download system generated challan of Rs. 1000/- (for BPS-17 and

above) and Rs. 600/- (for BPS-16 and below). Challan can be deposited in any branch of ABL/MCB Bank.

3. Candidates can apply for one post only.

4. Candidates are required to upload their required degrees, CNIC, Domicile, PRC, relevant experience certificates, one recent

photograph & deposited challan when applying online.

5. Candidates already in government services must apply through proper channel.

6. Providing fictitious, exaggerated or misleading information shall result in rejection of application and termination of

employment at any stage.

7. The Competent Authority reserves the right to increase or decrease the number of positions and accept or reject any or all

the applications without assigning any reason thereof and cancel the whole recruitment process.

8. The last date for applying online is May 18, 2021.

STS

REGISTRAR, SUKKUR IBA UNIVERSITY

Nisar Ahmed Siddiqui Road, Sukkur. Ph: 071-5644122,5644129,5644113 UAN: 071 (111-785-422) Fax: 071-5804419

PID(H) 110/21

SIBA Testing Services

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