#highway design consultants

[highwaydesignconsultants]

What services do highway design consultants typically offer?

Highway design consultants typically offer a range of services related to the planning, design, and implementation of highway projects. These services may include:

Feasibility Studies: Assessing the viability of highway projects, considering factors such as traffic patterns, environmental impacts, and budget constraints.

Traffic Engineering: Analyzing traffic patterns and volumes to optimize highway design for safety and efficiency, including the design of signage, signals, and lane configurations.

Environmental Impact Assessment: Evaluating the environmental impacts of highway projects and proposing mitigation measures to minimize adverse effects.

Conceptual Design: Developing initial design concepts and layouts for highways based on project requirements and stakeholder input.

Geometric Design: Designing the alignment, cross-sections, and intersections of highways to optimize safety, traffic flow, and efficiency.

Pavement Design: Selecting appropriate pavement materials and thicknesses based on traffic volumes, environmental conditions, and budget considerations.

Structural Design: Designing bridges, overpasses, and other structures associated with highway projects to meet safety and durability requirements.

Drainage Design: Designing drainage systems to manage stormwater runoff and prevent flooding on highways and surrounding areas.

Utility Coordination: Coordinating with utility providers to relocate or accommodate existing utilities along highway corridors.

Construction Support: Providing engineering support during the construction phase, including site inspections, quality control, and addressing design changes or issues that arise.

Overall, highway design consultants offer comprehensive services to ensure that highway projects are planned, designed, and implemented effectively, meeting the needs of stakeholders while adhering to regulatory requirements and industry best practices.

[thibautcourtois01]

Roadscape Solutions: Innovative Highway Design Consultants

At Roadscape Solutions, we are your trusted partners in creating cutting-edge highway designs that prioritize safety, efficiency, and sustainability. Our team of experienced highway design consultants specializes in crafting solutions that seamlessly integrate with the surrounding environment, optimize traffic flow, and adhere to the latest industry standards.

[ekainfra2020]

What problems are faced in road construction?

Road Design Consultants and highway consultants in India are crucial in overcoming the various challenges in road construction, facilitating better connectivity and driving economic growth. Here are some common challenges encountered in road construction:

Environmental Challenges

Weather Conditions: Extreme weather, such as heavy rains, intense heat, or cold, can delay construction and compromise material quality. Highway engineering consultancy firms must factor in these conditions during planning.

Terrain Issues: Construction in difficult terrains like mountains, swamps, or unstable soil demands specialized engineering solutions, provided by experienced highway consultants in India.

Environmental Regulations: Compliance with environmental laws, including wildlife protection and pollution control, can be costly and complex, necessitating expert guidance from highway consultancy firms.

Technical Challenges

Design and Engineering Flaws: Inadequate design or planning can result in structural issues, drainage failures, or the need for costly changes. Road design consultants ensure the use of sound engineering solutions to avoid these problems.

Material Quality: Using low-quality materials leads to premature road degradation. Collaborating with highway consultants ensures the use of high-grade asphalt, concrete, and aggregates for long-lasting infrastructure.

Subgrade Stability: Poor subgrade preparation can cause potholes, cracks, and other issues. Highway consultancy firms mitigate these risks by conducting thorough geotechnical evaluations.

Logistical Challenges

Supply Chain Disruptions: Delays in material and equipment deliveries can halt construction. Experienced highway consultants in India manage logistics effectively to minimize disruptions.

Site Accessibility: Transporting materials to remote or crowded locations is challenging. Highway consultants optimize routes and schedules to ensure timely delivery.

Coordination and Scheduling: Managing multiple contractors, suppliers, and workers is complex. Road design consultants streamline schedules to avoid delays and inefficiencies.

Financial Challenges

Budget Overruns: Projects can exceed budget due to unexpected complications, material price hikes, or extended timelines. Highway consultants help manage costs through meticulous financial planning.

Funding Shortages: Delays in funding can lead to stalled projects. Reliable highway consultancy firms help secure timely funds and prevent disruptions.

Legal and Regulatory Challenges

Permitting and Approvals: Navigating the complex process of obtaining permits and approvals from government agencies can delay projects. Highway consultants help streamline this process.

Land Acquisition: Acquiring land can cause disputes, delays, and extra costs, especially when relocating communities or dealing with private landowners.

Safety Challenges

Worker Safety: Construction sites pose risks to workers. Following safety protocols is essential to avoid accidents, which highway consultants ensure through proper planning and compliance with safety standards.

Public Safety: Projects near populated areas must be managed carefully to protect the public from construction hazards, such as accidents, dust, and noise pollution.

Technological Challenges

Adopting New Technologies: Integrating advanced construction technologies like automated machinery and surveying tools can be costly and require specialized training, which highway engineering consultancy experts help implement.

Data Management: Handling large volumes of data for project planning and monitoring demands a robust IT infrastructure and expertise, which highway engineering consultants provide.

Social and Political Challenges

Community Opposition: Public resistance to road projects, especially in environmentally sensitive areas, can lead to delays, protests, and legal challenges.

Political Interference: Political changes, corruption, or policy shifts can affect project approvals, funding, and execution.

Maintenance and Durability Challenges

Maintenance Costs: Roads require regular maintenance to prevent deterioration, which can be expensive and needs careful planning.

Durability Issues: Poor construction practices or inferior materials can result in roads that wear out quickly. Highway consultants ensure quality assurance to build long-lasting roads.

Addressing these challenges requires strategic planning, effective project management, high-quality materials, compliance with safety standards, and collaboration with stakeholders. Highway consultants in India offer these services to ensure successful road construction projects.

[nengineerings]

Site Services Consultant Company Toronto

Discover the pinnacle of road infrastructure expertise with our team of dedicated highway engineers. At NEngineering, we specialize in crafting safe, efficient highways that propel communities forward. From planning to execution, trust us for innovative solutions that exceed expectations. Learn more at Learn more at https://www.nengineering.com/site-serving-consultant-company-toronto

[roadconstruction]

What is the simple sequence of work in road construction?

The simple sequence of work in road construction typically involves the following steps:

. Site Preparation: Clearing the site of vegetation, debris, and obstacles, and grading the land to establish a level surface.

. Earthwork: Excavating and shaping the land to create the desired road profile, including cutting and filling to achieve proper slopes and elevations.

. Subgrade Preparation: Compacting and stabilizing the soil to create a stable foundation for the road. The aim is to achieve good compaction and to achieve the desire MDD (Maximum Dry Density) by ensuring OMC (Optimum Moisture Content) at the time of compaction.

. Base Course Installation: Placing and compacting different layers of suitable materials to form the base of the road, and also to ensure the required compaction.

. Pavement Installation: Applying asphalt or concrete pavement on top of the base course to create the driving surface.

. Surface Treatment: Applying sealants, markings, and other finishing touches like Krebs mediums etc. to the road surface for durability, visibility, and safety.

. Final Inspection and Testing: Conducting thorough inspections and testing to ensure the road meets quality standards and specifications.

. Maintenance and Monitoring: Implementing ongoing maintenance and monitoring programs to preserve the road’s condition and address any issues that arise over time.

[wheelsgoroundincircles]

1967 Ferrari 275 GTB/4 Coupe

1967 Ferrari 275 GTB/4 Coupe

1967 Ferrari 275 GTB/4 Coupe

1967 Ferrari 275 GTB/4 Coupe

1967 Ferrari 275 GTB/4 Coupe

1967 Ferrari 275 GTB/4 Coupe

Enzo Ferrari was always looking for an edge. Not satisfied with his company's international preeminence, he had his design team work with consultant Pininfarina to conduct a special study on aerodynamics in the months leading up to the 51st Salon de Automobile in 1964. This research led to the creation of the Ferrari 275 GTB Berlinetta. 

What Pininfarina came up with was a clean-looking front end, with headlights faired in beneath glass covers, and a spoiler lip on the rear, which became a trademark for Ferrari's sport and grand touring cars. Breaking with tradition, the 275 GTB was the first grand touring Ferrari to offer cast magnesium wheels instead of the traditional wire wheels. The car is powered by a 3.3-liter V12 with 320 hp, and has a claimed top speed of 165 mph.

This car was purchased in 1996 by the current owner from its original owner, legendary movie producer and Ferrari collector Greg Garrison of Thousand Oaks, California. It is driven frequently on the highway and in high-speed events sponsored by the Ferrari Club of America.

The car was delivered to the current owner by Ferrari of North America as part of a multi-car transaction involving a 'one-off' special-bodied 250 Ferrari that was owned by the Ferrari Factory.

The car received a minor cosmetic restoration in the late 1990s by the original owner. The current owner has maintained the car in a climate-controlled environment since the purchase.

[antirepurp]

hot and happening guide to playing shadow the hedgehog (2005) in a manner that lets you have a good time

emulate it. your best bet is the ps2 version if your computer is closer to a potato, otherwise the gamecube version might be better as far as i've understood. use save states as much as you feel like, i've done one whenever i hit a checkpoint and that works quite well

start with neutral missions. it's largely the intended first-time experience, it's reminiscent of traditional sonic stages, and lets you get familiar with the controls which are very heroes-esque to begin with

blue gauge -> level skipping. not particularly good for most hero/dark missions but is helpful for neutral missions and some other end-game use cases

guns are friends. you will not have a good time with just the homing attack, grab a pistol and get some distance to your foes

some missions will be long. this is double the case if you're going into things blind or with little experience. most of them are a matter of patience and being thorough in eliminating enemies and the like, so explore as much as you feel necessary

avoid Central City. shit is full of hazards and has a time limit for both missions, consulting a walkthrough feels like a requirement unless you're already familiar with it. you will only play it on a pure-dark run and can avoid it by doing Cryptic Castle Neutral mission -> The Doom Dark mission

avoid following missions: Lethal Highway Hero, Iron Jungle Hero, Air Fleet Dark. all of them involve shooting down an escaping air craft, effectively putting you on the shittiest time limit known to man. while iron jungle and air fleet are on nicher paths, lethal highway is on the logical pure hero path, but can be avoided by doing Westopolis Neutral mission -> Glyphic Canyon Hero mission

honorary mention mission: Space Gadget Hero, which is on a time-limit. this is another niche routing case as it leads to Final Haunt, and you can play Lost Impact Hero to get there with no time limits

customize your playthroughs. even with the above three points you can play this game in whatever fashion you'd like, take advantage of its design and revisit stages you liked, avoid shitty missions, get some cool as fuck story sequences in your library. you have 326 unique routes you can take through the game, the sky's the limit with this bitch (though for lore and story purposes you might take the "intended" routes first)

take breaks. this game is not designed to be no-lifed, do a route or two a day and chip away at it if your goal is to unlock the true ending

shth is a relic from a particularly edgy era of video games and for that it is a goddamn masterpiece. you should play it actually because, unsurprisingly, it's not as bad as it's made out to be. go be a funny little hedgehog with guns and a tragic backstory i promise it's a cool time

[makers-muse]

Group Coding vs. Solo Coding: Which is Better for Your Kid? 

Imagine your child is embarking on a thrilling adventure. The destination? The exciting world of coding! But which path should they take – the solitary trail of solo coding challenges or the vibrant, bustling highway of group coding projects? Let’s dive in and explore the benefits of each. 

Solo Coding: The Lone Adventurer 

Solo coding is like sending your child on a personal quest. It’s a fantastic way to foster independence, problem-solving skills, and perseverance. When faced with coding challenges alone, your child learns to rely on their own ingenuity to find solutions. It’s like training a young explorer to navigate uncharted territories. 

Think of it as building a sandcastle. Your child is the sole architect, free to design and construct their creation as they wish. This freedom encourages creativity and a sense of ownership over their work. However, building a sandcastle alone can be challenging. There’s no one to share ideas with, and setbacks can be discouraging. 

Group Coding: The Collaborative Crew 

On the other hand, group coding is like sending your child on an expedition with a team of explorers. It’s a dynamic environment where children learn to collaborate, communicate, and share responsibilities. They discover that different minds bring different strengths to the table, and by working together, they can achieve more than they could alone. 

Imagine a group of kids building a sandcastle together. They brainstorm ideas, divide tasks, and support each other. They learn to compromise, listen to others, and build consensus. This collaborative experience is invaluable for developing social and emotional skills. 

The Perfect Blend 

While both solo and group coding offer unique advantages, the truth is, the best approach often lies in a combination of the two. Think of it as a child learning to walk. They start by taking tentative steps alone, building confidence and balance. Then, they join hands with others, learning to coordinate their movements and work together. 

The MakersMuse Advantage 

At MakersMuse, we believe in nurturing the whole child. Our coding program strikes a balance between solo and group projects, ensuring that children develop a well-rounded skill set. We create a supportive and inspiring learning environment where kids can explore their creativity, problem-solve, and collaborate. 

Ready to embark on this coding adventure with your child? 

Visit our website  to learn more about our coding programs. Or,   to schedule a free consultation. 

Remember, the journey of a thousand miles begins with a single step. Let’s help your child take that first step into the exciting world of coding! 

By offering both solo and group coding experiences, MakersMuse empowers kids to become confident, creative, and collaborative problem-solvers. 

Do you have questions regarding our STEM program?

Contact us anytime.

Take your first step into the magical world of coding for kids

[kay-selfships]

finally drew my tadc self insert that i was thinking about during my entire shift at work yesterday hehe

she’s based off of the queen of hearts - more specifically from solitaire since it was such an early game that could be played on the computer. some more miscellaneous information under the cut !!

- she wanted her name to have something to do with her queenly design, but since queenie already…existed when she appeared in the digital circus, she quickly gave up on the idea

- so she simply consulted the randomizer, though it malfunctioned, only giving her the letter “k.” caine went to spin it again, but she stopped him, saying that she actually thought that ‘kay’ suited her quite well

- she already struggled with having existential crisis in the real world…so you can imagine that being transported into such a…situation threatened to make this even worse

- she copes with this by leaning heavily into the ‘queen persona’ that she was given. she’s certainly one to be stubborn and say ‘my way or the highway.’

- jax sometimes calls her ‘princess’ in a mocking or sarcastic way, knowing full well that she is the QUEEN of hearts and should be addressed as such!!

- she gets along quite well with kinger, given that they’re both royalty. also since he’s such a passive…chess piece, she often tries to assume the role as ‘leader,’ even in the most mundane of adventures.

- the hearts are permanent. she tried to shoo them away when she first entered the digital circus, and only managed to succeed in accidentally punching herself in the face.

-in addition, they do change based on her mood, making her emotions extremely apparent. this would be more of an issue if she wasn’t already very obvious with her emotions and practically wore them on her sleeve. now she wears them…around her head.

- she’s shipped with jax and pomni!

[customclosetsofhouston]

Custom Closets of Houston

In the heart of Katy, Texas, residents seeking organized living spaces and refined aesthetics find their needs met through our specialized services. We are a company that takes pride in creating custom closets that not only maximize space but also enhance the overall design of your home. Our service goes beyond mere functionality; we offer Closet Organization solutions tailored to individual lifestyles, ensuring every item has its place.

Our Closet Maker expertise allows us to craft bespoke storage areas catering uniquely to your requirements. Whether you desire a walk-in wardrobe complete with elegant finishings or practical reach-in closets for ease of access, we construct each with meticulous attention to detail.

Beyond wardrobes, we extend our craftsmanship to Kitchen Pantry Remodeling transforming chaotic kitchen storage into streamlined, easy-to-navigate spaces that make cooking and entertaining a joy. With every project aimed at simplifying your daily routine, our team will consult with you to understand your organizational habits and preferences.

Furthermore, for professionals working from home in Katy or managing household tasks diligently, our Home Office setups help create an environment conducive to productivity and peace of mind. By offering tailored organization strategies and reliable construction quality, we ensure these spaces reflect both efficiency and personal style.

Our dedication to providing custom closets and organized spaces is anchored in the belief that well-designed environments lead to more harmonious living. With a commitment to excellence and client satisfaction at the forefront of our mission, we invite you to experience the transformative power of perfectly planned spaces crafted just for you in Katy, Texas.

Contact US

Custom Closets of Houston 27823 Highway Blvd. Katy, Texas 77493, USA Phone: (832) 299-2871 Email: paul@customclosetsofhouston.com Website: https://www.customclosetsofhouston.com/ Company Hours: Monday to Friday : 07:00 - 18:00 Saturday : 08:00 - 14:00

External Links:

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[mariacallous]

In 2019, a government contractor and technologist named Mike Yeagley began making the rounds in Washington, DC. He had a blunt warning for anyone in the country’s national security establishment who would listen: The US government had a Grindr problem.

A popular dating and hookup app, Grindr relied on the GPS capabilities of modern smartphones to connect potential partners in the same city, neighborhood, or even building. The app can show how far away a potential partner is in real time, down to the foot.

In its 10 years of operation, Grindr had amassed millions of users and become a central cog in gay culture around the globe.

But to Yeagley, Grindr was something else: one of the tens of thousands of carelessly designed mobile phone apps that leaked massive amounts of data into the opaque world of online advertisers. That data, Yeagley knew, was easily accessible by anyone with a little technical know-how. So Yeagley—a technology consultant then in his late forties who had worked in and around government projects nearly his entire career—made a PowerPoint presentation and went out to demonstrate precisely how that data was a serious national security risk.

As he would explain in a succession of bland government conference rooms, Yeagley was able to access the geolocation data on Grindr users through a hidden but ubiquitous entry point: the digital advertising exchanges that serve up the little digital banner ads along the top of Grindr and nearly every other ad-supported mobile app and website. This was possible because of the way online ad space is sold, through near-instantaneous auctions in a process called real-time bidding. Those auctions were rife with surveillance potential. You know that ad that seems to follow you around the internet? It’s tracking you in more ways than one. In some cases, it’s making your precise location available in near-real time to both advertisers and people like Mike Yeagley, who specialized in obtaining unique data sets for government agencies.

Working with Grindr data, Yeagley began drawing geofences—creating virtual boundaries in geographical data sets—around buildings belonging to government agencies that do national security work. That allowed Yeagley to see what phones were in certain buildings at certain times, and where they went afterwards. He was looking for phones belonging to Grindr users who spent their daytime hours at government office buildings. If the device spent most workdays at the Pentagon, the FBI headquarters, or the National Geospatial-Intelligence Agency building at Fort Belvoir, for example, there was a good chance its owner worked for one of those agencies. Then he started looking at the movement of those phones through the Grindr data. When they weren’t at their offices, where did they go? A small number of them had lingered at highway rest stops in the DC area at the same time and in proximity to other Grindr users—sometimes during the workday and sometimes while in transit between government facilities. For other Grindr users, he could infer where they lived, see where they traveled, even guess at whom they were dating.

Intelligence agencies have a long and unfortunate history of trying to root out LGBTQ Americans from their workforce, but this wasn’t Yeagley’s intent. He didn’t want anyone to get in trouble. No disciplinary actions were taken against any employee of the federal government based on Yeagley’s presentation. His aim was to show that buried in the seemingly innocuous technical data that comes off every cell phone in the world is a rich story—one that people might prefer to keep quiet. Or at the very least, not broadcast to the whole world. And that each of these intelligence and national security agencies had employees who were recklessly, if obliviously, broadcasting intimate details of their lives to anyone who knew where to look.

As Yeagley showed, all that information was available for sale, for cheap. And it wasn’t just Grindr, but rather any app that had access to a user’s precise location—other dating apps, weather apps, games. Yeagley chose Grindr because it happened to generate a particularly rich set of data and its user base might be uniquely vulnerable. A Chinese company had obtained a majority stake in Grindr beginning in 2016—amping up fears among Yeagley and others in Washington that the data could be misused by a geopolitical foe. (Until 1995, gay men and women were banned from having security clearances owing in part to a belief among government counterintelligence agents that their identities might make them vulnerable to being leveraged by an adversary—a belief that persists today.)

But Yeagley’s point in these sessions wasn’t just to argue that advertising data presented a threat to the security of the United States and the privacy of its citizens. It was to demonstrate that these sources also presented an enormous opportunity in the right hands, used for the right purpose. When speaking to a bunch of intelligence agencies, there’s no way to get their attention quite like showing them a tool capable of revealing when their agents are visiting highway rest stops.

Mike Yeagley saw both the promise and the pitfalls of advertising data because he’d played a key role in bringing advertising data into government in the first place. His 2019 road show was an attempt to spread awareness across the diverse and often siloed workforces in US intelligence. But by then, a few select corners of the intel world were already very familiar with his work, and were actively making use of it.

Yeagley had spent years working as a technology “scout”—looking for capabilities or data sets that existed in the private sector and helping to bring them into government. He’d helped pioneer a technique that some of its practitioners would jokingly come to call “ADINT”—a play on the intelligence community’s jargon for different sources of intelligence, like the SIGINT (signals intelligence) that became synonymous with the rise of codebreaking and tapped phone lines in the 20th century, and the OSINT (open source intelligence) of the internet era, of which ADINT was a form. More often, though, ADINT was known in government circles as adtech data.

Adtech uses the basic lifeblood of digital commerce—the trail of data that comes off nearly all mobile phones—to deliver valuable intelligence information. Edward Snowden’s 2013 leaks showed that, for a time, spy agencies could get data from digital advertisers by tapping fiber-optic cables or internet choke points. But in the post-Snowden world, more and more traffic like that was being encrypted; no longer could the National Security Agency pull data from advertisers by eavesdropping. So it was a revelation—especially given the public outcry over Snowden’s leaks—that agencies could just buy some of the data they needed straight from commercial entities. One technology consultant who works on projects for the US government explained it this way to me: “The advertising technology ecosystem is the largest information-gathering enterprise ever conceived by man. And it wasn’t built by the government.”

Everyone who possesses an iPhone or Android phone has been given an “anonymized” advertising ID by Apple or Google. That number is used to track our real-world movement, our internet browsing behavior, the apps we put on our phone, and much more. Billions of dollars have been poured into this system by America’s largest corporations. Faced with a commercially available repository of data this rich and detailed, the world’s governments have increasingly opened up their wallets to buy up this information on everyone, rather than hacking it or getting it through secret court orders.

Here’s how it works. Imagine a woman named Marcela. She has a Google Pixel phone with the Weather Channel app installed. As she heads out the door to go on a jog, she sees overcast skies. So Marcela opens the app to check if the forecast calls for rain.

By clicking on the Weather Channel’s blue icon, Marcela triggers a frenzy of digital activity aimed at serving her a personalized ad. It begins with an entity called an advertising exchange, basically a massive marketplace where billions of mobile devices and computers notify a centralized server whenever they have an open ad space.

In less than the blink of an eye, the Weather Channel app shares a ream of data with this ad exchange, including the IP address of Marcela’s phone, the version of Android it's running, her carrier, plus an array of technical data about how the phone is configured, down to what resolution the screen resolution is set to. Most valuable of all, the app shares the precise GPS coordinates of Marcela’s phone and the pseudonymized advertising ID number that Google has assigned to her, called an AAID. (On Apple devices, it’s called an IDFA.)

To the layperson, an advertising ID is a string of gibberish, something like bdca712j-fb3c-33ad-2324-0794d394m912. To advertisers, it’s a gold mine. They know that bdca712j-fb3c-33ad-2324-0794d394m912 owns a Google Pixel device with the Nike Run Club app. They know that bdca712j-fb3c-33ad-2324-0794d394m912 often frequents Runnersworld.com. And they know that bdca712j-fb3c-33ad-2324-0794d394m912 has been lusting after a pair of new Vaporfly racing shoes. They know this because Nike, Runnersworld.com, and Google are all plugged into the same advertising ecosystem, all aimed at understanding what consumers are interested in.

Advertisers use that information as they shape and deploy their ads. Say both Nike and Brooks, another running shoe brand, are trying to reach female running aficionados in a certain income bracket or in certain zip codes. Based on the huge amounts of data they can pull from the ether, they might build an “audience”—essentially a huge list of ad IDs of customers known or suspected to be in the market for running shoes. Then in an instantaneous, automated, real-time auction, advertisers tell a digital ad exchange how much they’re willing to pay to reach those consumers every time they load an app or a web page.

There are some limits and safeguards on all this data. Technically, a user can reset their assigned advertising ID number (though few people do so—or even know they have one). And users do have some control over what they share, via their app settings. If consumers don’t allow the app they’re using to access GPS, the ad exchange can’t pull the phone’s GPS location, for example. (Or at least they aren’t supposed to. Not all apps follow the rules, and they are sometimes not properly vetted once they are in app stores.)

Moreover, ad exchange bidding platforms do minimal due diligence on the hundreds or even thousands of entities that have a presence on their servers. So even the losing bidders still have access to all the consumer data that came off the phone during the bid request. An entire business model has been built on this: siphoning data off the real-time bidding networks, packaging it up, and reselling it to help businesses understand consumer behavior.

Geolocation is the single most valuable piece of commercial data to come off those devices. Understanding the movement of phones is now a multibillion-dollar industry. It can be used to deliver targeted advertising based on location for, say, a restaurant chain that wants to deliver targeted ads to people nearby. It can be used to measure consumer behavior and the effectiveness of advertising. How many people saw an ad and later visited a store? And the analytics can be used for planning and investment decisions. Where is the best location to put a new store? Will there be enough foot traffic to sustain such a business? Is the number of people visiting a certain retailer going up or down this month, and what does that mean for the retailer’s stock price?

But this kind of data is good for something else. It has remarkable surveillance potential. Why? Because what we do in the world with our devices cannot truly be anonymized. The fact that advertisers know Marcela as bdca712j-fb3c-33ad-2324-0794d394m912 as they’re watching her move around the online and offline worlds offers her almost no privacy protection. Taken together, her habits and routines are unique to her. Our real-world movement is highly specific and personal to all of us. For many years, I lived in a small 13-unit walk-up in Washington, DC. I was the only person waking up every morning at that address and going to The Wall Street Journal’s offices. Even if I was just an anonymized number, my behavior was as unique as a fingerprint even in a sea of hundreds of millions of others. There was no way to anonymize my identity in a data set like geolocation. Where a phone spends most of its evenings is a good proxy for where its owner lives. Advertisers know this.

Governments know this too. And Yeagley was part of a team that would try to find out how they could exploit it.

In 2015, a company called PlaceIQ hired Yeagley. PlaceIQ was an early mover in the location data market. Back in the mid-2000s, its founder, Duncan McCall, had participated in an overland driving race from London to Gambia across the land-mine-strewn Western Sahara. He had eschewed the usual practice of hiring an expensive Bedouin guide to help ensure safe passage through the area. Instead, he found online a GPS route that someone else had posted from a few days earlier on a message board. McCall was able to download the route, load it into his own GPS device, and follow the same safe path. On that drive through the Western Sahara, McCall recalled dreaming up the idea for what would become PlaceIQ to capture all of the geospatial data that consumers were emitting and generate insights. At first the company used data from the photo-sharing website Flickr, but eventually PlaceIQ started tapping mobile ad exchanges. It would be the start of a new business model—one that would prove highly successful.

Yeagley was hired after PlaceIQ got an investment from the CIA’s venture capital arm, In-Q-Tel. Just as it had poured money into numerous social media monitoring services, geospatial data had also attracted In-Q-Tel’s interest. The CIA was interested in software that could analyze and understand the geographic movement of people and things. It wanted to be able to decipher when, say, two people were trying to conceal that they were traveling together. The CIA had planned to use the software with its own proprietary data, but government agencies of all kinds eventually became interested in the kind of raw data that commercial entities like PlaceIQ had—it was available through a straightforward commercial transaction and came with fewer restrictions on use inside government than secret intercepts.

While working there, Yeagley realized that the data itself might be valuable to the government, too. PlaceIQ was fine selling software to the government but was not prepared to sell its data to the feds. So Yeagley approached a different company called PlanetRisk—one of the hundreds and hundreds of tiny startups with ties to the US government dotted around office parks in Northern Virginia. In theory, a government defense contractor offered a more secure environment than a civilian company like PlaceIQ to do the kind of work he had in mind.

PlanetRisk straddled the corporate world and the government contracting space—building products that were aimed at helping customers understand the relative dangers of various spots around the world. For example, a company that wanted to establish a store or an office somewhere in the world might turn to PlanetRisk to analyze data on crime, civil unrest, and extreme weather as they vary geographically.

PlanetRisk hired Yeagley in 2016 as vice president of global defense—essentially a sales and business development job. The aim was for him to develop his adtech technology inside the contractor, which might try to sell it to various government agencies. Yeagley brought with him some government funding from his relationships around town in the defense and intelligence research communities.

PlanetRisk’s earliest sales demo was about Syria: quantifying the crush of refugees flowing out of Syria after years of civil war and the advancing ISIS forces. From a commercial data broker called UberMedia, PlanetRisk had obtained location data on Aleppo—the besieged Syrian city that had been at the center of some of the fiercest fighting between government forces and US-backed rebels. It was an experiment in understanding what was possible. Could you even obtain location information on mobile phones in Syria? Surely a war zone was no hot spot for mobile advertising.

But to the company’s surprise, the answer was yes. There were 168,786 mobile devices present in the city of Aleppo in UberMedia’s data set, which measured mobile phone movements during the month of December 2015. And from that data, they could see the movement of refugees around the world.

The discovery that there was extensive data in Syria was a watershed. No longer was advertising merely a way to sell products; it was a way to peer into the habits and routines of billions. “Mobile devices are the lifeline for everyone, even refugees,” Yeagley said.

PlanetRisk had sampled data from a range of location brokers—Cuebiq, X-Mode, SafeGraph, PlaceIQ, and Gravy Analytics—before settling on UberMedia. (The company has no relation to the rideshare app Uber.) UberMedia was started by the veteran advertising and technology executive Bill Gross, who had helped invent keyword-targeted ads—the kinds of ads that appear on Google when you search a specific term. UberMedia had started out as an advertising company that helped brands reach customers on Twitter. But over time, like many other companies in this space, UberMedia realized that it could do more than just target consumers with advertising. With access to several ad exchanges, it could save bid requests that contained geolocation information, and then it could sell that data. Now, this was technically against the rules of most ad exchanges, but there was little way to police the practice. At its peak, UberMedia was collecting about 200,000 bid requests per second on mobile devices around the world.

Just as UberMedia was operating in a bit of a gray zone, PlanetRisk had likewise not been entirely forthright with UberMedia. To get the Aleppo data, Yeagley told UberMedia that he needed the data as part of PlanetRisk’s work with a humanitarian organization—when in fact the client was a defense contractor doing research work funded by the Pentagon. (UberMedia’s CEO would later learn the truth about what Mike Yeagley wanted the data for. And others in the company had their own suspicions. “Humanitarian purposes” was a line met with a wink and nod around the company among employees who knew or suspected what was going on with Yeagley’s data contracts.) Either way, UberMedia wasn’t vetting its customers closely. It appeared to be more eager to make a sale than it was concerned about the privacy implications of selling the movement patterns of millions of people.

When it came time to produce a demo of PlanetRisk’s commercial phone-tracking product, Yeagley’s 10-year-old daughter helped him come up with a name. They called the program Locomotive—a portmanteau of location and motive. The total cost to build out a small demo was about $600,000, put up entirely by a couple of Pentagon research funding arms. As the PlanetRisk team put Locomotive through the paces and dug into the data, they found one interesting story after another.

In one instance they could see a device moving back and forth between Syria and the West—a potential concern given ISIS’s interest in recruiting Westerners, training them, and sending them back to carry out terrorist attacks. But as the PlanetRisk team took a closer look, the pattern of the device’s behavior indicated that it likely belonged to a humanitarian aid worker. They could track that person’s device to UN facilities and a refugee camp, unlikely locales for Islamic State fighters to hang out.

They realized they could track world leaders through Locomotive, too. After acquiring a data set on Russia, the team realized they could track phones in the Russian president Vladimir Putin’s entourage. The phones moved everywhere that Putin did. They concluded the devices in question did not actually belong to Putin himself; Russian state security and counterintelligence were better than that. Instead, they believed the devices belonged to the drivers, the security personnel, the political aides, and other support staff around the Russian president; those people’s phones were trackable in the advertising data. As a result, PlanetRisk knew where Putin was going and who was in his entourage.

There were other oddities. In one data set, they found one phone kept transiting between the United States and North Korea. The device would attend a Korean church in the United States on Sundays. Its owner appeared to work at a GE factory, a prominent American corporation with significant intellectual property and technology that a regime like Pyongyang would be interested in. Why was it traveling back and forth between the United States and North Korea, not exactly known as a tourist destination? PlanetRisk considered raising the issue with either the US intelligence agencies or the company but ultimately decided there wasn’t much they could do. And they didn’t necessarily want their phone-tracking tool to be widely known. They never got to the bottom of it.

Most alarmingly, PlanetRisk began seeing evidence of the US military’s own missions in the Locomotive data. Phones would appear at American military installations such as Fort Bragg in North Carolina and MacDill Air Force Base in Tampa, Florida—home of some of the most skilled US special operators with the Joint Special Operations Command and other US Special Operations Command units. They would then transit through third-party countries like Turkey and Canada before eventually arriving in northern Syria, where they were clustering at the abandoned Lafarge cement factory outside the town of Kobane.

It dawned on the PlanetRisk team that these were US special operators converging at an unannounced military facility. Months later, their suspicions would be publicly confirmed; eventually the US government would acknowledge the facility was a forward operating base for personnel deployed in the anti-ISIS campaign.

Even worse, through Locomotive, they were getting data in pretty close to real time. UberMedia’s data was usually updated every 24 hours or so. But sometimes, they saw movement that had occurred as recently as 15 or 30 minutes earlier. Here were some of the best-trained special operations units in the world, operating at an unannounced base. Yet their precise, shifting coordinates were showing up in UberMedia’s advertising data. While Locomotive was a closely held project meant for government use, UberMedia’s data was available for purchase by anyone who could come up with a plausible excuse. It wouldn’t be difficult for the Chinese or Russian government to get this kind of data by setting up a shell company with a cover story, just as Mike Yeagley had done.

Initially, PlanetRisk was sampling data country by country, but it didn’t take long for the team to wonder what it would cost to buy the entire world. The sales rep at UberMedia provided the answer: For a few hundred thousand dollars a month, the company would provide a global feed of every phone on earth that the company could collect on. The economics were impressive. For the military and intelligence community, a few hundred thousand a month was essentially a rounding error—in 2020, the intelligence budget was $62.7 billion. Here was a powerful intelligence tool for peanuts.

Locomotive, the first version of which was coded in 2016, blew away Pentagon brass. One government official demanded midway through the demo that the rest of it be conducted inside a SCIF, a secure government facility where classified information could be discussed. The official didn’t understand how or what PlanetRisk was doing but assumed it must be a secret. A PlanetRisk employee at the briefing was mystified. “We were like, well, this is just stuff we’ve seen commercially,” they recall. “We just licensed the data.” After all, how could marketing data be classified?

Government officials were so enthralled by the capability that PlanetRisk was asked to keep Locomotive quiet. It wouldn’t be classified, but the company would be asked to tightly control word of the capability to give the military time to take advantage of public ignorance of this kind of data and turn it into an operational surveillance program.

And the same executive remembered leaving another meeting with a different government official. They were on the elevator together when one official asked, could you figure out who is cheating on their spouse?

Yeah, I guess you could, the PlanetRisk executive answered.

But Mike Yeagley wouldn’t last at PlanetRisk.

As the company looked to turn Locomotive from a demo into a live product, Yeagley started to believe that his employer was taking the wrong approach. It was looking to build a data visualization platform for the government. Yet again, Yeagley thought it would be better to provide the raw data to the government and let them visualize it in any way they choose. Rather than make money off of the number of users inside government that buy a software license, Mike Yeagley wanted to just sell the government the data for a flat fee.

So Yeagley and PlanetRisk parted ways. He took his business relationship with UberMedia with him. PlanetRisk moved on to other lines of work and was eventually sold off in pieces to other defense contractors. Yeagley would land at a company called Aelius Exploitation Technologies, where he would go about trying to turn Locomotive into an actual government program for the Joint Special Operations Command—the terrorist-hunting elite special operations force that killed Osama bin Laden and Ayman Al Zarqawi and spent the past few years dismantling ISIS.

Locomotive was renamed VISR, which stood for Virtual Intelligence, Surveillance, and Reconnaissance. It would be used as part of an interagency program and would be shared widely inside the US intelligence community as a tool to generate leads.

By the time Yeagley went out to warn various security agencies about Grindr in 2019, VISR had been used domestically, too—at least for a short period of time when the FBI wanted to test its usefulness in domestic criminal cases. (In 2018, the FBI backed out of the program.) The Defense Intelligence Agency, another agency that had access to the VISR data, has also acknowledged that it used the tool on five separate occasions to look inside the United States as part of intelligence-related investigations.

But VISR, by now, is only one product among others that sell adtech data to intelligence agencies. The Department of Homeland Security has been a particularly enthusiastic adopter of this kind of data. Three of its components—US Customs and Border Protection, US Immigration and Customs Enforcement, and the US Secret Service —have bought more than 200 licenses from commercial ad tech vendors since 2019. They would use this data for finding border tunnels, tracking down unauthorized immigrants, and trying to solve domestic crimes. In 2023, a government inspector general chastised DHS over the use of adtech, saying that the department did not have adequate privacy safeguards in place and recommending that the data stop being used until policies were drawn. The DHS told the inspector general that they would continue to use the data. Adtech “is an important mission contributor to the ICE investigative process as, in combination with other information and investigative methods, it can fill knowledge gaps and produce investigative leads that might otherwise remain hidden,” the agency wrote in response.

Other governments’ intelligence agencies have access to this data as well. Several Israeli companies—Insanet, Patternz, and Rayzone—have built similar tools to VISR and sell it to national security and public safety entities around the world, according to reports. Rayzone has even developed the capability to deliver malware through targeted ads, according to Haaretz.

Which is to say, none of this is an abstract concern—even if you’re just a private citizen. I’m here to tell you if you’ve ever been on a dating app that wanted your location or if you ever granted a weather app permission to know where you are 24/7, there is a good chance a detailed log of your precise movement patterns has been vacuumed up and saved in some data bank somewhere that tens of thousands of total strangers have access to. That includes intelligence agencies. It includes foreign governments. It includes private investigators. It even includes nosy journalists. (In 2021, a small conservative Catholic blog named The Pillar reported that Jeffrey Burrill, the secretary general of the US Conference of Catholic Bishops, was a regular user of Grindr. The publication reported that Burrill “visited gay bars and private residences while using a location-based hookup app” and described its source as “commercially available records of app signal data obtained by The Pillar.”)

If you cheated on your spouse in the past few years and you were careless about your location data settings, there is a good chance there is evidence of that in data that is available for purchase. If you checked yourself into an inpatient drug rehab, that data is probably sitting in a data bank somewhere. If you told your boss you took a sick day and interviewed at a rival company, that could be in there. If you threw a brick through a storefront window during the George Floyd protests, well, your cell phone might link you to that bit of vandalism. And if you once had a few pints before causing a car crash and drove off without calling the police, data telling that story likely still exists somewhere.

We all have a vague sense that our cell phone carriers have this data about us. But law enforcement generally needs to go get a court order to get that. And it takes evidence of a crime to get such an order. This is a different kind of privacy nightmare.

I once met a disgruntled former employee of a company that competed against UberMedia and PlaceIQ. He had absconded with several gigabytes of data from his former company. It was only a small sampling of data, but it represented the comprehensive movements of tens of thousands of people for a few weeks. Lots of those people could be traced back to a residential address with a great deal of confidence. He offered me the data so I could see how invasive and powerful it was.

What can I do with this—hypothetically? I asked. In theory, could you help me draw geofences around mental hospitals? Abortion clinics? Could you look at phones that checked into a motel midday and stayed for less than two hours?

Easily, he answered.

I never went down that road.

[wenevergotusedtoegypt]

Not an ask, precisely, just a follow-up....

Hello, I'm not sure if you recall this but a couple days ago I made the post comparing different branches of Judaism to different sorts of restoration and whatnot and I just wanted to send you an apology cause I deleted the post and so you probably can't read the note I send you there. So.

I'm sorry about using that analogy for Orthodox Judaism. Reading it with your comment in mind I saw how that could be hurtful and damaging in general, bringing to mind more of a backwards, Neo-Luddite community rather than one who has put in so much effort and study to find a way to live a halachically Jewish life in the modern world. I should have read what I wrote more carefully before posting and spreading ideas that at best would paint a wrong picture and just generally misinform the public.

And as for the idea that orthodox judaism doesn't work in the modern world... well I meant to write something closer to that orthodox judaism is more split from the 21st century, "western" life (everything from the way people spend their time to their values to the way they dress or what they read) compared to reform, which seems to have fewer conflicts (as in situations where reform jews would take a different course of action) with that culture (ex. in regards to following the laws of kashrut).

Regardless of what was meant, what's done is done and we can only hope that very few people got past the first sentence of that post. I'm not sure what else to do about it.

Thank you for sending this.  I appreciate that you took my feedback in stride.

I'm just going to give a little context for other readers since I can't link to the original post now that you've deleted it. The post under discussion defined the differences between the Orthodox, Conservative, and Reform movements as being analogous respectively to preservation (keeping as it originally was even though it would not function in the modern world in that state), conservation (which I don't remember exactly how you defined it but not super relevant here), and sorry I forget what, but doesn't really matter for this ask. I took issue with OP's characterization of Orthodoxy as a) stuck in the past and b) non-functional in modern society.

So with that context in mind, I do just want to ask you to continue interrogating your conception of Orthodoxy a bit more. Because you still seem to be under the impression that Orthodoxy doesn't really fit in 2023, and it's only through great effort and twisting ourselves in knots that Orthodox Jews have managed to shove this old-timey way of life into the 21st century. And that's just not true. Halacha is completely applicable to modern life. It wasn't designed for one place and one era; it's not a Model T that we've carefully kept running without changing it much and somehow manage to drive on modern highways (albeit only at its top speed of 40-45mph) even though it wasn't created for that. Halacha consists of underlying concepts that can be and are readily applied to modern situations. 

When we consult a work of Jewish law that was written centuries ago, it's relevant not because we are forcing 11th or 16th century circumstances to make sense within the 21st century world by hook or by crook, but because the concepts that were being applied to 11th or 16th century life can just as easily be applied to 21st century life. The laws of physics were once applied to simple animal-drawn wagons and are now applied to rocket ships, but they’re still the same laws. Halacha was applied when Jews were using oil lamps, and it’s applied now when we use electric lights; when we cooked in clay ovens and now with modern induction stovetops. The technology changes, the context changes, but the principles are still the same and can be applied no matter what.

[xtruss]

A bulldozer works to maintain Chicago's underground. More frequent and intense storms pose danger to aging infrastructure like these tunnels. Photograph By Keith Ladzinski, National Geographic Image Collection

Here’s What Worries Engineers The Most About U.S. Infrastructure

Water and sewer systems built in the mid-19th century weren't meant to handle the demands of modern cities, and many bridges and levees have aged well past their intended lifespan.

— By Alissa Greenberg | July 17, 2023

Christine Kirchhoff’s family were preparing to move into a new house when Hurricane Harvey hit Houston in 2017. Then the massive storm dumped 50 inches of rain on the area in just a few days, leaving two nearby reservoirs so full that their operators were forced to open the floodgates. Kirchhoff’s family had to be evacuated by boat. Both their original and new houses were inundated.

As an associate professor of civil and environmental engineering at Pennsylvania State University, Kirchhoff spent a lot of time thinking about water even before it swallowed her family’s livelihood. She is part of the legion of professionals behind the complex, often invisible systems that support American life: dams, roads, the electric grid, and much more.

For the last 25 years, the American Society of Civil Engineers has been sounding the alarm on the state of that infrastructure across the country. In their most recent assessment, for example, transit scored a D- and hazardous waste a D+. It’s an expensive problem to ignore. The ASCE estimates current infrastructure conditions cost the average family $3,300 a year. “Everyone is paying whether they know it or not,” Kirchhoff says.

Train derailments, highway and bridge collapses, and dam failures have become increasingly common. But which areas are civil engineers most concerned could cause imminent catastrophe, and what can we do about it? Kirchhoff and other infrastructure experts weigh in.

Water Contamination Crises are Already Here

The engineers we talked to agreed: our water systems are in trouble. Both those that protect us from water as a hazard (stormwater, dams, levees, bridges) and those that help us manage water as a resource (drinking water, wastewater, inland waterways) are in grim shape.

Streets were flooded after Hurricane Harvey hit Houston in 2017. Photograph By Ilana Pancih-Linsmam, The New York Times/Redux

The United States’ 2.2-million-mile drinking water and 800,000-mile sewer system was developed in part in response to the widespread waterborne diseases of the mid nineteenth century, Kirchhoff says. Maintenance has lagged woefully behind since then; some older areas, including some cities in the northeast, still use century-old wooden pipes. And many more of our pipes nationwide are still made of lead.

A water system designed for yesterday’s climate and to filter yesterday’s contaminants is especially problematic in a world of increasing demand, fiercer and more frequent storms, and “forever” chemicals. The result: boil orders, water main breaks, and sewer overflow, plus 15 percent of our water treatment plants working at or over capacity. These issues, combined with the toxicity of lead pipes, lead to water crises like the one that continues to plague Flint, Michigan.

Amlan Mukherjee, the director of sustainability focusing on infrastructure at WAP Sustainability Consulting, recommends focusing on these pipes—swapping lead for PVC or other materials and fixing the leaks that spill some 6 billion gallons of treated water a day—as one high priority fix.

Our coastline is also dotted with facilities storing hazardous oil and other chemical waste cocooned in donut-shaped earthen structures, adds Bilal Ayyub, a professor of civil and environmental engineering at the University of Maryland at College Park—structures that, he notes, could be made of concrete. Because of soil’s vulnerabilities, he worries that dramatic rainfall or a storm surge could destroy these structures, resulting in a release of toxic chemicals “bigger than the Exxon Valdez spill by orders of magnitude.”

His worst-case scenario has already happened at least once, when floodwaters from Hurricane Harvey ate through the earthen container at the San Jacinto River Waste Pits, releasing noxious waste into a nearby river.

Physical Collapse is Happening Now

Meanwhile, the number of high-hazard-potential dams in the United States now tops 15,000. Many were built during or before the WWII era and have been widely neglected since then. And when it comes to bridges, “there are cautionary tales all over,” says Maria Lehman, president of ASCE and vice chair of the Biden Administration’s National Infrastructure Advisory Council. “Every county in the country has a list of bridges that, if they had money, they would replace tomorrow.”

Our 617,000 bridges include not just those spanning mighty rivers but also every highway overpass and minor link across a stream—and close to one tenth of them are significantly compromised. “If you have to think in terms of catastrophe, we’re already there,” Mukherjee says. In 2007, the collapse of an I-35W bridge in Minnesota killed 13 people and injured 145. More recently, a six-lane bridge over the Mississippi was closed for three months in 2021, disrupting interstate travel and shipping because an inspector missed a significant crack. Americans drive 178 million trips on structurally deficient bridges each day.

Every day, millions of Americans travel across bridges and overpasses, like the Marquette Interchange in Milwaukee, that may be structurally deficient. Photograph By Keith Ladzinski, National Geographic Image Collection

Yet the US spends only 1.5-2.5 percent of its GDP on infrastructure, proportionately less than half of what the European Union spends, Lehman says. This long-term lack of funding has run out the clock on many solutions. Many of our bridges were built to last 30-50 years, but nearly half are at least half a century old. The average age of our levees is also 50; our dams average 57.

Now, extreme weather is intensifying just as structures fail. We’ve already seen consequences in the devastation of Hurricane Katrina in 2005, for example, when collapsing levees inundated 80 percent of New Orleans, killing hundreds, or in the failure of an under-inspected dam in Edenville, Michigan, which flooded the region and destroyed thousands of homes in 2020. The trend is set to continue: after Superstorm Sandy engulfed New York City transit, Ayyub helped study similar risks in Washington, D.C and Shanghai. His models showed widespread flooding that could swamp D.C. metro stations and in severe cases even reach “the backyard of the White House.”

The Future of U.S. Infrastructure

Mukherjee is optimistic about the use of new technology to solve some of these issues, though adoption has been slow. Drones can provide human inspectors with up-close views of areas they can’t reach themselves and reduce chance of human error; a drone on an unrelated project captured footage of the Mississippi bridge crack two years before its discovery.

Ayyub has also worked with North American freight railroads to find weak links using computer modeling, combing through thousands of stations to “identify exactly which point if it fails will have the biggest impact,” he says. Why not do the same with our power grid and waterways?

One piece of good news: in 2021, Congress passed the Bipartisan Infrastructure Law, which provides $1.2 trillion over five years for the ailing systems that help American society run, the largest federal investment in US history. It was a major victory. “Every president for the last eight presidents said we should spend a lot of money—like a trillion dollars—on infrastructure, and none of them delivered,” Lehman says.

Unless it is renewed regularly, though, this funding will barely stop the bleeding. And meanwhile, across the country, families like Kirchhoff’s (who after a difficult year were able to rebuild both the destroyed houses) struggle to recover from a relentless march of disasters, many of them preventable. It’s time for the US to learn the lessons drawn from of a century of neglect, Lehman argues, and begin maintaining the systems that makes so much of American life possible while they’re still in working condition.

“If you have a leak in your roof, you go up there, find it, replace the shingles, put on a little tar” she says. “If you let it go, it’s not going to be a little fix: it’s going to be a replacement.”

[ecopowerpack]

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[awholewave]

The ultimate article & essay TBR

Will update as i read through them. I just need a place to dump all the links.

The case against the trauma plot

John Currin is the caligula of painting

I'm not feeling good at all

The laugh of the Medusa

Friends without benefits

the mother of strange fashion

On self-Respect by Joan Didion

David Lynch keeps his head

The trial of the century

Even artichokes have doubts

Life crafting as a way to find purpose and meaning in life

[properyingurgaon]

Samyak Boulevard 83 is a modern commercial development located in the vibrant Sector 83 of Gurgaon, designed to cater to businesses seeking prime, well-connected spaces. This state-of-the-art project offers a range of retail shops, office spaces, and food courts with high-quality finishes and infrastructure, making it an ideal choice for businesses and investors alike. Samyak Boulevard 83 stands out with its strategic location, surrounded by high-end residential areas and excellent connectivity to major highways and transportation hubs. With ample parking, 24/7 security, and a range of amenities for a smooth business experience, Samyak Boulevard 83 is set to become a bustling destination for retail and commerce in Gurgaon.