By admin - June 09, 2016 - 16:05 pm For some, the 2016 SCORE-International Baja 500 was the most demanding race they’ve ever been a part of. For Vildosola Racing, the extreme temperatures that plagued these racers was no match for the #21 Trophy Truck of Tavo Vildosola. In the scorching heat pushing nearly 120 degrees, Vildosola won his first career SCORE-International Baja 500, averaging a speed of 56.86 miles per hour, three minutes faster than Rob MacCachren, and finishing in eight hours, twenty minutes and fifty-five seconds. By admin - June 10, 2015 - 09:27 am King Shocks takes the overall win in the 47th SCORE Baja 500 with Apdaly Lopez. The win earns King Shocks its third straight overall victory in the SCORE International Off-Road Racing Series. ![]() The SCORE season kicked off with Tavo Vildosola taking the overall win at the San Felipe 250. The Baja Sur 500 saw Apdaly's RPM Racing and King Shocks teammate Lalo Laguna as the fastest overall driver on the 500-mile course. At the Bud Light SCORE Baja 500, it was Apdaly's turn to outrun the field in a 500-mile Baja torture test. You might have seen the young Lopez taking a gold medal at the X-games behind the wheel of his Formula Off-Road Stadium Super Truck in 2014. His X-games gold medal performance made him the youngest driver in X Games history to win a gold medal in a car or truck. He also became the first Mexican National to earn an X Games gold medal. Now he has a prestigious Baja 500 victory to add to his credentials. INTRO: King Shocks has a comprehensive product line with shocks available for any application from stock trucks to all out race vehicles. Selecting the shock you need depends on your driving style, your vehicles specific configuration and its intended use. A shock that works well on a lightweight sand car or UTV cannot deliver the same results on a heavy 4X4 truck or unlimited race vehicle. Stock vehicles are sometimes limited when it comes to shock upgrades due to clearance issues that may exist. If you have a stock or lifted truck, the easiest way to get a huge performance advantage is to install one of our bolt on OEM upgrade kits that are designed to work with your vehicle. K i n g shows; shop; connect. The OEM upgrade kits have already been subjected to hours of real world testing to develop the correct damping curves and/or spring rates to match your vehicle. The same is true if you need shocks for your UTV, King has shock upgrade kits for stock or long travel UTV's that deliver incredible performance. King Shocks makes many different shocks that are designed to work with your suspension. In order to select the correct shock you need to determine what each shock type does. COILOVER SHOCKS: A coilover shock incorporates a coil spring mounted around the outside of the shock body that holds the vehicles weight. A single coilover on each wheel will hold the vehicle up and provide damping. You can also run a coilover shock as a coil carrier when used with a bypass shock. When used as a coil carrier the coilover has no valving inside it only suspends the cars weight while the bypass shock does the damping. A third coilover configuration combines two shocks in one. It includes a coil spring on the lower portion of the shock body to support the vehicle weight with a bypass shock on the top portion of the shock body to control the damping. The Coilpass shock was developed for racing classes that are limited to one shock per wheel. Cars that run a Coilpass are usually designed to accommodate the additional length of the Coilpass shock. BYPASS SHOCKS: Bypass shocks provide externally adjustable damping. Bypass tubes are welded to the outside of the shock body that allow the shock fluid to flow around the piston. Each tube has a bypass valve that controls how much fluid can pass. When the valve is opened up, it allows fluid to pass easily (soft). When the valve is closed down, less fluid is able to pass (firm). The tubes are arranged on the outside of the shock according to the intended application. They are position sensitive, which means they are able to individually control the amount of damping in several stages as the piston cycles up and down. The bypass valves allow you to achieve non-linear damping curves which means you can have the shock soft at ride height for a smooth ride and progressively firmer as the shock compresses for the bigger bumps. Bypass shocks are used with an existing means of supporting the vehicle like leaf springs or a coilover. Bypass shocks are necessary if you are subjecting your vehicle to high speeds over rough terrain SMOOTH BODY SHOCKS: King Smoothie shocks are a major upgrade from your OEM shocks. They contain the same race-proven damping technology and superior construction that King's all-out race shocks have. Smoothie shocks are used with an existing means of supporting the vehicle like leaf springs, torsion bars or coils. They have adjustable valving and are serviceable with simple hand tools. Several reservoir styles are available. Smoothie shocks with external reservoirs can be fitted with the Wide Range Compression Adjuster that allows you to change the compression valving from very soft to very firm with the twist of a knob. The Wide Range Compression adjuster is the perfect addition for vehicles that tow or occasionally carry heavy loads or additional passengers. King Smoothie shocks are custom built in several lengths and mounting options to fit your vehicle. AIR SHOCKS: King air shocks provide a compact and lightweight option when used in the appropriate application. Air shocks ride on the pressurized gas charge inside (nitrogen). All air shocks are limited in their use by the physical properties of nitrogen gas. Nitrogen expands when it gets hot and contracts when it cools. In a lightweight rock crawler that only travels a few hundred yards during a full day of competition this is not a problem. If you plan on running on the trail or the street for any length of time it becomes an issue. When shocks work, they create heat. The heat causes the gas inside an air shock to expand which then extends the shock and changes the damping, it gets stiff. The same thing happens in reverse when the gas inside cools. If you are driving a competition only rig and are looking to save weight above all else, air shocks may be the right shock for you. IN THE END: Regardless of your application, King Shock's technicians have a solution to your damping needs. King Shocks will work with you to achieve the best handling and performance possible from your suspension. If a custom project is needed, King is the industry leader in advanced design, manufacturing and engineering. When it comes to your special engineering projects, King Shocks has the necessary depth of knowledge to deliver everything from conceptual design consultation to working prototypes, production parts or one off custom creations. Whether you are restoring a vintage racer, building a monster truck, or in the conceptual stage of a brand new chassis, we have the knowhow and the tools necessary to help you accomplish your goals. BASIC INFORMATION NEEDED WHEN ORDERING SHOCKS If you are building your own chassis or upgrading to King Shocks on your existing vehicle you will need to know some technical information before you place your shock order. The suspension will need to be cycled from full extension to full compression so usable suspension travel (including articulation on straight axle applications) can be measured. You will need to determine the desired ride height, which is measured from the lowest point on the chassis to level ground. You need to determine the location of the ride height in relation to the suspension travel. It's common to set the ride height at mid-travel but you can increase droop by sitting lower than the mid-point or conversely increase up-travel by sitting above the mid-point of travel. The weight of the vehicle will be needed to help determine spring rate. If you have access to wheel scales you can check each wheel separately. Is the vehicle front engine, mid engine or rear engine? What is the front to rear weight ratio? What size tires are you using? What are your track width and wheelbase dimensions? What speeds will you be running? What type of terrain will you encounter? The more detail you can provide the easier it will be to design your shocks. Type of vehicle: Suspension travel in inches: Desired ride height: Suspension travel from ride height: Up-travel: Droop: Vehicle overall weight: Front to rear weight ratio: Front, Mid or Rear engine placement: Tire size: Track width: Wheelbase: Predicted average speed: Terrain encountered: GENERAL MOUNTING INFORMATION AND GUIDELINES King Shocks is dedicated to leading the way in design and technology through continuous testing and product development work with top teams worldwide. One of the characteristics that sets off-road apart from other forms of racing is the lack of 'belly-button' cars that are identical with the exception of a headlight decal or fiberglass body panels. Regardless if you are Rock Racing, Crawling, or racing Short Course, Rally or Desert Off-road, most chassis designs are totally unique to the builder and change frequently as new technology is continuously evolving. There is one constant that never changes, King Shocks can and will, build whatever shock is necessary to provide the maximum suspension performance for your vehicle. King Shocks got their start building custom shocks over a decade ago and they continue to excel at it to this day. King offers a multitude of custom options and features to choose from for each shock type they produce. The type of shock (or shocks) you need will be determined by several factors including their intended use, the weight of the vehicle, how the vehicle is suspended, in example leaf springs, torsion bars or coilover shocks, the speeds you will reach and the terrain you operate in. A Rock Crawler may travel only a mile or two at low speeds during an entire competition or trail run. A simple, light weight, airshock might be the perfect choice. Conversely, an 8000 Lb. Trophy Truck with over 30 inches of rear wheel travel reaching speeds in excess of 100 mph for hours on end needs extensive damping control, bypass adjustability and components able to withstand the elevated temperatures, incredible shaft speeds and dynamic loads generated. Suspension design is difficult enough when the travel limits are 2-3 inches, when you are traveling 2-3 feet the variables grow exponentially. King Shocks won't go so far as to tell you how your chassis or suspension should be designed but there are a few general principles that will help to make your shock packaging more functional. Shock shafts extend and compress in a linear path while most suspension components travel in an arc. As a general rule, the shock should be mounted so the shaft is as close to 90 degrees, as practical, to the moving suspension member at full compression. During normal operation your King shocks can reach high temperatures. They should be located away from potential spills of flammable liquids like fuel, oil or transmission fluid. Shocks should be exposed to direct airflow when possible to aid cooling and isolated from external heat sources like coolers, turbochargers or exhaust pipes. Excessive heat exposure may damage the seals. Shocks and reservoirs should be securely mounted taking care to provide ample clearance between the shocks and the suspension and/or chassis throughout the entire range of motion to prevent damage to the shocks from contact, or excessive side loading or binding. When clamping remote reservoirs locate the hose clamps at either end of the reservoir to allow expansion and prevent crushing the cylinder. Make sure hoses will not rub against the chassis or body panels or come in contact with sharp objects that may cut into the hose. Care needs to be taken when welding or grinding. Grinding sparks and weld splatter can damage shafts, hoses and shock bodies. When welding around your shocks, make sure the ground strap is directly adjacent to the area being welded. If the welding current is allowed to travel through the shock shaft and arc to nearby metals, permanent damage will be made to the hard chrome plating on the shafts. HOW SHOCKS CREATE HEAT Many are familiar with the outside of a shock but don't know what happens inside. Shocks are comprised of a body that is in the form of a tube that attaches to the chassis of the vehicle in most cases. The other end of the shock is a shaft that mounts to the moving parts of your suspension. The shaft moves in and out of the shock body as the suspension goes up and down. The shock body is filled with specially formulated fluid. The fluid has a high viscosity. Viscosity is the property of resistance to flow. Water has a low viscosity, honey has a high viscosity. A piston is attached to the end of the shaft. As the shaft cycles in and out, the piston is pushed and pulled through the fluid. The piston has a wear band on the outside diameter that allows the piston to slide inside the bore and seals against the shock body forcing the fluid to go through openings in the piston known as ports. The ports allow a path for the fluid to pass through the piston but for the most part, they don't control the amount of fluid that is allowed to flow. Thin plates called shims are stacked on top and bottom of the piston covering the ports. The shims are made in different diameters and thicknesses. As the piston moves through the fluid, the shims flex, opening the ports and allowing the fluid to pass through. The ports open and close depending on the velocity or speed of the piston moving through the shock fluid. Thicker shims flex less allowing less fluid to pass making the shock firmer. Thinner shims will create less resistance making the shock softer. By restricting the high viscosity shock fluid as it moves through the ports, the fluid is subject to friction that in turn creates heat. The heat dissipates the energy produced as the suspension cycles. There are thousands of shim configurations possible to precisely tune the shock to match your vehicle and driving style. The right shocks will enhance all aspects of your driving experience including traction, braking and steering. If you are building a new vehicle or upgrading an existing one, King Shocks has what you need to get the most performance possible out of your suspension. Henderson White, founder of the HN White Company, started his business as a proprietor of a small repair shop in Cleveland, Ohio. In 1894, with the help of Mr. Thomas King, a local trombone player, White developed his first trombone. It was considered a “revelation” to the music world due to its radically different bell, bore, and mouthpipe designs. Players loved the “King” trombone because the slide was smoother and lighter than any other. King became the world’s top selling jazz trombone and continues to be popular today.
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Check out Garbage on Amazon Music. Stream ad-free or purchase CD's and MP3s now on Amazon. 133.9k Followers, 509 Following, 2824 Posts - See Instagram photos and videos from @garbage. Garbage is an American alternative rock band formed in Madison, Wisconsin in 1993. It consists of Scottish musician Shirley Manson and American musicians Duk. ![]() Shortly before 5 a.m. On a recent November night, a garbage truck with a New York Yankees decal on the side sped through a red light on an empty street in the Bronx. The two workers aboard were running late. Before long, they would start getting calls from their boss. “Where are you on the route? Hurry up, it shouldn’t take this long.” Theirs was one of 133 garbage trucks owned by Action Carting, the largest waste company in New York City, which picks up the garbage and recycling from 16,700 businesses. Going 20 miles per hour above the city’s 25 mph limit, the Action truck ran another red light with a worker, called a “helper,” hanging off the back. Just a few miles away the week before, another man had died in the middle of the night beneath the wheels of another company’s garbage truck. The Action truck began driving on the wrong side of the road in preparation for the next stop. The workers were racing to pick up as much garbage as possible before dawn arrived and the streets filled with slow traffic. “This route should take you twelve hours,” the boss often told them. “It shouldn’t take you fourteen hours.” Working 10- to 14-hour days, six days per week, means that no one is ever anything close to rested. The company holds monthly safety meetings and plays videos, taken by cameras installed inside the trucks, of Action drivers falling asleep at the wheel. “You’re showing us videos of guys being fatigued, guys falling asleep,” a driver told me. (All Action employees asked for anonymity for fear of retaliation.) “But you aren’t doing anything about it.” “In the history of the company I am sure there have been times where supervisors have inappropriately rushed people,” said Action Carting CEO Ron Bergamini. “They shouldn’t be, and they’d be fired if they ever told people to run red lights or speed. But you have to find the balance between efficiency and safety, and that’s a struggle we work on every day. But you cannot turn around and say, ‘Hey just take your time, go as long as you want.’” He pointed out that workers can anonymously report concerns to a safety hotline. As to the questions of overwork and driver fatigue, Bergamini responded, “That’s a struggle that the whole industry has — of getting people to work less.” In the universe of New York’s garbage industry, Action is considered a company that takes the high road. A union shop, it offers starting pay of about $16 per hour for helpers and $23 for drivers, far more than many other companies. And unlike some other companies, Action provides high-visibility gear and conducts safety meetings. But since 2008, the company’s trucks have killed five pedestrians or cyclists. In New York City overall, private sanitation trucks killed seven people in 2017. By contrast, city municipal sanitation trucks haven’t caused a fatality since 2014. Pedestrians aren’t the only casualties, and Action isn’t the only company involved in fatalities. Waste and recycling work is the fifth most fatal job in America — far more deadly than serving as a police officer or a firefighter. Loggers have the highest fatality rate, followed by fishing workers, aircraft pilots and roofers. From the collection out on garbage trucks, to the processing at transfer stations and recycling centers, to the dumping at landfills, the waste industry averages about one worker fatality a week. Nationally, in 2016, 82 percent of waste-worker deaths occurred in the private sector. There are two vastly different worlds of garbage in New York City: day and night. By day, 7,200 uniformed municipal workers from the city’s Department of Sanitation go door-to-door, collecting the residential trash. Like postal workers, they tend to follow compact routes. They work eight-hour days with time-and-a-half for overtime and snow removal and double-time for Sundays. With a median base pay of $69,000 plus health care, a pension, almost four weeks of paid vacation and unlimited sick days, the Department of Sanitation workforce is overwhelmingly full time and unionized. It’s also 55 percent white, and 91 percent male. But come nightfall, an army of private garbage trucks from more than 250 sanitation companies zigzag across town in ad hoc fashion, carting away the trash and recycling from every business — every bodega, restaurant and office building in the five boroughs. Those private carters remove more than half of the city’s total waste. One Night on a Private Garbage Truck in New York City New York’s residential trash is hauled away by the city, but private companies collect trash thrown away by businesses, making hundreds of stops each. Since each business chooses its own carter, a dozen garbage trucks might converge on a single block over the course of a night. In one five-block stretch near Rockefeller Center, for example, 27 garbage companies stop at 86 businesses, according to an analysis of city data by ProPublica and the Investigative Fund at the Nation Institute. Plenty of other U.S. Cities split trash collection along the same lines — residential waste on the municipal side, commercial waste on the private side — but New York is singular in the scale of private collection operations. Many waste companies pay workers a flat fee, some as little as $80 a shift, no matter the hours, with no health benefits, overtime pay or retirement plans. The practice of employing helpers off the books is widespread, according to a 2016 report by New York Mayor Bill de Blasio’s administration. The workforce is more than 60 percent minority, and more than half of Latino workers and about a third of black workers earn less than $35,000 annually. Many of these jobs are non-union, and while the drivers tend to be full-time employees, the helpers are often contract workers with unstable hours — some scrambling to work enough to feed their families, others clocking 18-hour or longer days. A May 2016 study by the nonprofit New York Committee for Occupational Safety and Health found that the underpayment or nonpayment of wages is “rampant in the commercial waste industry.” Five Star Carting, the third biggest garbage company in New York City, with 10,400 customers, has received numerous citations from the New York State Department of Labor for underpayment or nonpayment of wages. In 2015, after two Five Star workers testified at a City Council hearing about their long hours, low pay and unsafe work conditions, they were fired. (They were later reinstated but only after labor advocates and City Council members organized a rally outside of Five Star’s headquarters.) Five Star declined to respond to detailed questions. Private garbage trucks are ubiquitous on New York’s streets after dark, yet the human effort involved remains largely invisible to most people. To travel deep into the world of New York’s midnight trash collection is to enter a realm where people often toil in grave danger for low pay. Those perils are easy to miss in the roar of a diesel engine, the rush of a giant truck and a waft of scent from a bag we’re all happy to see somebody else remove. My first night following a garbage truck was on a sweltering Thursday in July 2016. After many rejections, I had persuaded a driver to let me follow him for a shift. He was taking a big chance: Workers can get fired in an instant, but he was willing to risk his job to take me into his world. What I saw opened the door to a far more complex investigation than I’d anticipated, one that involved dozens of interviews over 18 months with drivers, helpers, regulators, owners and experts; combing through thousands of pages of civil and criminal records; reviewing hundreds of documents obtained through public-records requests; and building a database of federal truck inspection records. That night in 2016, Alex Caban prepared for his shift as a garbage truck driver at #1 Waste and Recycler. New York was then in the middle of the city’s longest heat wave in 14 years. In his apartment above a deli in Crown Heights, Brooklyn, Caban dressed quickly in a black T-shirt, black Dickies and black leather work boots. Hot trash and its many leaky juices will soil anything lighter. Caban, a garbage man of three years, does not like to look dirty. Caban snacked on banana chips while he drove his minivan to the company yard, a gravel lot on an industrial stretch of Pacific Street in Brooklyn where freight trucks, buses and pit bulls are kept behind chain link fences. He prefers to drive to and from work so that when he heads home at the end of his shift soaked in what workers call “garbage juice,” he is not the person in the subway car that other riders move away from. “They think you’re a bum,” Caban explained, wrinkling his face for effect. An animated 45-year-old, Caban spoke in a Puerto Rican staccato, one thought tumbling excitedly into the next. He looked a decade younger with his wire-rimmed glasses, shaved head, and — when he wasn’t working — a button-down shirt and a brimmed hat. Caban arrived at the yard. Awaiting him was Bilal, 18, an immigrant from Yemen (he asked to be identified only by his first name). A “helper,” Bilal would spend much of the night riding the back “stepper” of Caban’s aging green garbage truck. Several lights were smashed in the rear, and the driver’s side door hung crookedly behind the cab, offering a view inside of ripped seats. Faded lettering on the side recorded the truck’s past lives. (“UNDER CONTRACT TOWN OF ISLIP”) showed it had once hauled trash in a Long Island town. (“PUT YOUR CANS IN OUR HANDS”) pointed to time in the recycling business. Dumpsters (known as “containers” in the business) can fall and maim — or kill — workers. (Michael Santiago for ProPublica) Caban hoped for the same things that every garbage worker hopes for at the start of each shift. No fires in the hopper. No truck breakdowns. In Caban’s five weeks of driving for #1 Waste, something was always breaking down. One night it was the transmission, he said, another the radiator, another the compactor. Twice the brakes failed, he said — this on a 10-wheeled vehicle that weighs about 40,000 pounds without a load of garbage and more than 80,000 pounds with. Making it home alive each night was a small victory. (#1 Waste and Recycler did not respond to a detailed list of questions.) It was shortly after 6 p.m. On a night that could last past eight in the morning. Caban stepped up through the opening where the driver’s side door should have been. His helper, Bilal, rode shotgun. The engine growled, the throttle shaking the truck’s body, and with a blast of black exhaust, Caban pulled out and took a right on Classon Avenue, the broken driver’s side door flopping in the breeze. Rushing makes the job more dangerous, and most everyone has to rush in order to finish hundreds of stops — sometimes more than 1,000 — in a night, covering a route that could easily be 85 miles. As most any private sanitation worker in New York City will tell you, the routes are often too long to finish within the 11-hour driving limit set by federal Department of Transportation regulations. As a result, many garbage truck drivers routinely drive far more than the 11-hour limit, hardly getting any time to rest before they must return to the wheel. After working a double shift in August 2016 that lasted nearly 23 hours, Queens County Carting driver William Bonds was fired after refusing to work another double shift less than two days later. On the first shift, Bonds had fallen asleep at the wheel. He was worried he might kill someone. (Queens County Carting owner Michael Bilik acknowledged in an unemployment hearing that Bonds routinely worked 60 to 80 hours a week, and his dispatcher explained that daytime drivers sometimes worked doubles when the company was short nighttime drivers. An administrative law judge found that Bonds “had good reason for refusing overtime that day. Feeling exhausted and incapable of driving the truck.” Bonds is now a plaintiff in a negligence lawsuit against the company.) It doesn’t help that many rigs are in terrible condition. Garbage trucks from New York City’s 50 biggest companies are pulled off the road and declared unsafe to drive after 53 percent of government inspections, according to an analysis of data from the city and the Federal Motor Carrier Safety Administration. Fourteen of those 50 companies hadn’t been inspected even once in the past two years. Nationally, commercial trucks are pulled off the road after 21 percent of inspections. The industry doesn’t display a lot of urgency on safety issues. In October, garbage company owners, lobbyists and city officials held an event billed as a Safety Symposium, where industry participants seemed more eager to blame cyclists than take responsibility. “We’ve been talking about as an industry what we’ve been doing,” said Bill Falletta, safety manager of Action Carting, whose truck killed 27-year-old cyclist Neftaly Ramirez in the Greenpoint neighborhood of Brooklyn on July 22. “Is there anything being done to educate the bicyclists on safety? They should be following the same traffic rules that we do. I very rarely see that.” Later, when a city official explained that — although it was perhaps counterintuitive — narrower streets are actually safer because they slow the flow of traffic, David Biderman, an industry lobbyist, raised his hand and asked if narrower bike lanes could be used to slow down bicyclists. The consensus seemed to be that two-wheeled transportation was the real menace on the road. Said City Council member Antonio Reynoso at a Nov. 27 hearing on safety in the industry: “I thought by now that we would have seen more change, and we haven’t.” In real life, the need to move fast trumps traffic rules as often as not. On the July night I spent following Caban’s truck, it barreled past restaurant supply stores of Atlantic Avenue, made a right on Franklin Avenue, a left on Dean Street and another left on Kingston Avenue. Along the way, Caban and Bilal, his helper, sent bags sailing through the air from the curb into the street and from the street up into the truck’s back hopper. From Broccoli Farm to Superior Market, from Subway to Fulton Gourmet Deli, Caban made his way down the 500 stops on his route sheet, leaving a plume of hot garbage odor in the truck’s wake. Delis, liquor stores, laundromats, grocery stores, pharmacies, pizzerias, restaurants — Caban’s stops went from Crown Heights to Fort Greene and Bedford-Stuyvesant and Bushwick in Brooklyn, and then to the Lower East Side, Midtown, the Upper East Side, Harlem, East Harlem and Washington Heights in Manhattan. Maneuvering a dumpster into the back of a garbage truck is a two-man job. When the driver is at the wheel, a “helper” often calls out directions from the back. (Michael Santiago for ProPublica) Setting up, as it’s called, is the foundation of successful — which is to say fast — driver-helper teamwork, and it requires both driver and helper to memorize the entire route sheet. The drill worked like this: Bilal jumped off the back stepper, raced ahead to a stop, and began to toss or drag garbage bags from the curb to the street. Caban, meanwhile, parked the truck to align its back hopper with the garbage and ran around back in time to help heave the bags from the street into the hopper. If a helper is skilled, like Bilal, and if there are multiple stops on a single stretch, he won’t wait for the driver but run ahead and continue setting up stops along the route. Tonight, Caban would often drive further ahead, get the stops with lighter bags himself and then circle back to get the set-up garbage. And if a helper is really, really fast, by the time Caban drives back the helper will have returned to where he started, and together the two can quickly make their way down the set-up stops. Helpers change from night to night, and having a good helper is the difference between Caban working 10 hours and 15. In Caban’s estimation, Bilal is “the number one helper” at #1 Waste. “He dazzles me every time,” said Caban. Bilal knows the art of the set-up and he knows the route; he knows when and where to sprint ahead. Theirs was a carefully choreographed routine, their faces set and focused, every motion swift and economical to shave off the seconds and the minutes. At a stop on Verona Place, Bilal threw bags over a parked silver Jeep, Caban catching one in mid-air and tossing it in the hopper, like a perfectly executed assist. At the Kennedy Fried Chicken on Marcus Garvey Boulevard, Bilal hopped off the back of the moving garbage truck, sprinted ahead to the curb, motioned back-up directions to Caban with a few quick flicks of the wrist. Caban then jumped out to get the bags while Bilal sprinted through traffic to the next stop. Caban then ran back into the truck and drove diagonally across the intersection to meet him. “It’s a beautiful thing,” Caban said, and it was. Baby-faced, with a ready grin, Bilal looked young for his 18 years and barely weighed more than some of the bags he was lifting. He wore a blue and white striped polo shirt, and neither he nor Caban wore reflective vests — they said #1 Waste hadn’t provided any safety equipment. Workers say that’s common in the industry. Caban and Bilal purchased their own thin black cloth work gloves with traction on the fingers (about $15 for a pack of three, which might last a week or two). Cloth won’t protect against the glass that often protrudes through the garbage bags, but nobody wears thick leather safety gloves. The grip is bad and slows you down; you’re liable to lose your hold on the slick plastic bags and punch yourself in the face. A single garbage truck might pick up 20 or 30 tons in a night. When the compactor runs, “garbage juice” spurts out the back. (Michael Santiago for ProPublica) Private carting companies have been part of the fabric of New York since the early 1900s. The carters handled trash in commercial areas, and municipal sanitation workers picked up the trash everywhere else, residential and business alike. That changed in 1957 when the city decided that commercial trash was too much trouble. Suddenly, all businesses had to pay for their trash collection. The Mafia quickly carved the city into territories. Under what was called the property-rights system, each stop was “owned” by a specified hauler. Attempting to underbid another carter was considered to be “stealing” his customer. Garbage haulers colluded, submitting uniformly high price estimates to a customer. Then the stop’s owner would offer a slightly lower estimate to win the contract — a practice better known as bid-rigging. Controlled primarily by the Gambino and Genovese crime families, four trade waste associations enforced the property-rights system — the cartel — using extortion, threats and violence. Favored tactics involved baseball bats, firebombing garbage trucks and the occasional murder. When Browning-Ferris Industries, a major national waste company, tried to enter the market in 1993, an executive found the severed head of a dog on his doorstep one morning. A note was stuffed into its mouth: “Welcome to New York.” “It was an open secret for four decades that the mob was in control of the commercial carting industry,” explained Daniel Castleman, former head of investigations in Manhattan District Attorney Robert Morgenthau’s office. Castleman was a script advisor for “The Sopranos” and even played the federal prosecutor who tried to take down Junior Soprano. The show’s fictional universe was very much representative of reality, Castleman said. “There’s a reason that Tony Soprano was in the carting industry.” In the early 1990s, Morgenthau’s office launched an undercover investigation of the industry. An NYPD agent posed as “cousin Danny” in a Brooklyn carting company, another posed as a building manager, and another as a Browning-Ferris Industries employee. Secret recordings confirmed the existence of the property-rights system and its control by mob members. The first of many rounds of indictments came down in 1995, and ultimately 72 defendants were charged: carting companies, owners, trade waste association leaders, the trade waste associations themselves, and the capos and soldiers they reported to. In 1996, the city passed Local Law 42, aimed at cracking the cartel, and created the licensing agency that is now known as the Business Integrity Commission to root out organized crime. The waste industry fought the reforms, but its suit against Local Law 42 was unsuccessful. The prosecutions brought down the cartel. Many leaders went to jail, had their assets seized and agreed to a lifetime ban, called a debarment, from the industry. Others were never prosecuted but still signed debarment agreements. Some people on BIC’s debarment list moved their companies out of town or sold them. But many on the debarment list simply handed their companies over to their wives or sons, who continued in the industry. Being related to someone on the debarment list is not grounds for the denial of a BIC license. (Haulers must be of “good character, honesty, and integrity.”) More than one person told me the sins of the father should not be imputed to the son but you might want to want to take a close look at anyone related to past cartel members. To get a flavor of the sometimes dizzying ways in which families and entities intertwined, consider the Toscano family and its waste operations. In 1975, a company called TNT Carting was one of 55 haulers in New York that pleaded guilty to restraint of trade. TNT’s officers included Thomas J. Toscano and his brother Nicholas. Later Thomas J. Toscano founded Mr. A nonagenarian, today he fills a more ceremonial role in the company (currently the fifth-largest hauler in New York), while his grandson Thomas N. Toscano is the company’s CFO. For their parts, Nicholas Toscano and several other family members were debarred from the industry. They had started a spin-off company in the 1980s called Mr. N Carting on purchased by a realty corporation based at the as Mr. (“The companies were completely separate. It was strictly a tenant-landlord relationship,” explained Thomas N. “There’s an old saying, ‘You can’t pick your family.’ So, you know, we had nothing to do with them.”) For all the upheaval, many cartel-era companies survived the transition. For example, Liberty Ashes, Mr. T Carting and New Style Waste Removal Corp (now Boro-Wide Recycling) were all members of the trade waste associations in the days of the cartel, according to lists recovered from the associations’ offices during the execution of search warrants in 1995. “You couldn’t do business in this industry without being members of those associations,” explained Thomas N. “Yes, we were members. Yes, we paid dues. And the only time they ever went there was every three years when the union negotiation came up.” The Brooklyn association pleaded guilty to criminal restraint of trade in 1997, and the Queens association pleaded guilty to a criminal antitrust violation in 1998. Lupe Todd-Medina, a spokesperson for New Yorkers for Responsible Waste Management, an industry group, responded to questions sent to multiple companies, including Liberty Ashes, New Style Recycling, Viking Sanitation and Boro-Wide Recycling. Todd-Medina did not address the detailed questions regarding the individual companies, but did provide a general statement: “The companies addressed in your story are all privately-held businesses — many of which are multi-generational,” she wrote. “For more than twenty years, the city’s Business Integrity Commission regulates [sic] the industry’s operations, and granted licenses to these companies following an intensive review process that independent observers agree has restored the industry’s competitiveness and high level of service to its customers.” Still, the industry has its fair share of eyebrow-raising episodes. In late 2012, the BIC that it couldn’t hire a convicted drug trafficker with ties to the Gambino and Lucchese crime families as a sales representative. Toscano, the CFO of Mr. T Carting, then the BIC in an attempt to keep the employee, which proved unsuccessful. (“They literally put the poor guy on ice after he had quit his other job,” said Toscano of the employee, who the BIC had previously approved to work for another carting company.) In August 2016, the de Blasio administration released a study that recommended reining in the chaos of New York’s waste and recycling industry by dividing the city into zones. A company would make a bid to collect the garbage from all of the businesses in a given zone, and the city would pick the winner. According to the study, which was done by the Department of Sanitation and the BIC, zoning could reduce truck traffic by up to 68 percent and reduce greenhouse gas emissions by 64 percent, leading to “cleaner air” and “safer streets,” as well as improve recycling rates, customer service and worker safety. A handful of cities, including Seattle, San Jose and Los Angeles, have introduced zoning. The efforts in Seattle and San Jose have yielded improved recycling rates and higher wages; the changes in Los Angeles are still being implemented. One Block, Many Trucks Many blocks in New York are visited by numerous private carters in the course of a night. One high-traffic block is 32nd Street between 5th Avenue and Broadway in Manhattan’s Koreatown. From top: Waste Connections, 1:02 a.m; Crown Waste, 2:21 a.m.; Action Carting, 3:27 a.m. Demetrius Freeman for ProPublica Past city administrations have periodically attempted to adopt zoned waste collection, but industry resistance proved insurmountable. Today, again, zoning has the support of the de Blasio administration but legislation has yet to be introduced in the City Council — and the industry is still resisting. In 2016, the haulers launched NYRWM, which has spent $298,000 lobbying city officials. Workers at several LIFE 890 shops, meanwhile, have said they’ve either never heard of the union or rarely see its representatives. And to the extent that the union plays a role, it hardly seems like a champion for its workers’ wages. At Liberty Ashes, the LIFE 890 contract sets starting pay at $0.25 per hour above minimum wage in perpetuity. Perhaps as a result of such stances, companies seem more enthusiastic about LIFE 890 than workers do. When LIFE 890 attempted to replace the Teamsters as the union at Planet Waste last year, company owner Tom Tolentino told the Daily News he favored LIFE 890, claiming the Teamsters pension plan could bankrupt the company. The workers then voted to join LIFE 890. (Tolentino declined to comment.) In a wage-related class action lawsuit filed against Five Star in 2014, LIFE’s representative submitted an affidavit that supported the company rather than the workers the union ostensibly represents. “Nino [Tristani] is very quick to respond to my emails and address the grievances,” the union rep said of Five Star’s cofounder, “and is open to discussing the best way to resolve the issue.” Five Star settled with 61 workers in 2016 for $400,000 without admitting liability; LIFE 890 members were excluded from the settlement because the union’s contract mandates arbitration for grievances. LIFE 890’s role is at issue in a current suit in Manhattan federal court, in which former Liberty Ashes workers are suing over unpaid overtime wages. The company argues that the plaintiffs lack legal standing to bring the case on the grounds that all pay disputes must be addressed in arbitration proceedings. As it happens, LIFE 890 added a mandatory arbitration clause to the Liberty Ashes contract in December 2016 — just weeks before the company submitted it as evidence — which lawyers for Liberty Ashes maintain should be applied retroactively. A federal judge expressed skepticism about that position. “It seems to me at least counterintuitive that an employer and current employees through their union would be able to negotiate away rights of former employees,” said the judge, Richard Sullivan, in a hearing in February 2017. When I described LIFE 890 to Ronald Goldstock, the former director of the New York State Organized Crime Task Force, he emailed me a law review article on labor racketeering, defined as “the use of union power for personal benefit.” Goldstock said, “This is right out of the playbook. I think a DA’s office would be very interested.” Independent unions have helped lower wages across the industry. In 1985, a helper started out making $16 an hour. At #1 Waste in 2016, Caban — a driver — made less. Broken glass is among the many perils for those picking up trash. (Michael Santiago for ProPublica) The sun hadn’t even set, and Caban was already tired. On Sunday and Monday, Caban had a helper who didn’t know the route, so they were on the road for 14 1/2-hours each shift and didn’t finish up until 8:30 a.m. Six days a week on the nightshift made it hard for anybody to ever get enough sleep. Caban usually woke in the afternoon, and before long it was time to head back to the yard. On Saturday, his one day off, his body ached and he was too exhausted to leave his apartment. Days passed where Caban hardly talked to anyone outside of work. Caban raced down Marcy, west on DeKalb, and north on Bedford, following a circuitous route and running more red lights than one could count. As the hopper filled with bags spurting garbage juice, Bilal pulled a lever on the right side to “run a cycle,” bringing the blade down to grab the bags. Then he pulled it again to “send it up,” packing the garbage into the truck’s body. If there was one thing Caban was grateful for each night, it was that his route involved only garbage bags — no containers (what laypeople call dumpsters). When he had worked with containers at previous jobs at Viking Sanitation and La Vega Carting, he faced the constant fear of being crushed. Wrestling a container into the back of a garbage truck is a precarious maneuver, and it can easily slip and fall on you — a common way to die or lose a limb in this industry, according to the New York Committee for Occupational Safety and Health. After three years on the job, Caban was marked from head to toe. He had a deep scar on his left leg (stitches after glass in a bag sliced open his calf). On his right leg, there was crosshatching below his kneecap (more glass), and below that another scar from the time he missed when jumping onto the back of a Viking Sanitation garbage truck as it hurriedly pulled away (a jump he might have landed had he not been so exhausted at 5 a.m.). Then there was the deep indent on the left side of his head “about four inches behind what used to be my hairline,” Caban explained: A winch once slipped off a Viking container and smashed open his skull. Perhaps the most gruesome injury was from November 2013, when another Viking worker moved a container at just the wrong moment, crushing his hand. That night, he lost the tip of his right index finger. That severed finger was how I originally found Caban. I was tracking down injuries in New York City’s waste industry through contacts from a Teamsters local. Caban entered my notes as “severed finger #5.” Missing finger #1 was Sidney Marthone, a former Five Star Carting worker. He severed his left middle finger while emptying a broken container. “If you make a complaint about safety, they just stop calling you to come and do work,” said Marthone, a young Haitian immigrant. (A spokesperson for Five Star Carting declined to comment.) After Marthone, I found three men who’d worked at Liberty Ashes who each lost a finger on the same garbage truck — Truck 11 — according to a review of workers compensation records and interviews with five workers. Several workers said the company had removed a safety latch in the back that would have locked in the container while it was being emptied. Liberty’s containers were too big to fit the latch, the workers said, so the company took it off instead of spending the money to buy new containers. The three amputations occurred between 2010 and 2016: First, Lenny Menna, a driver, severed a pinkie. Then came Luis Acevedo, a helper, who also severed a pinkie. A third worker lost his ring finger in early 2016. (Michael Bellino, Jr. Of Liberty Ashes said, “I’m well aware of incidents that have happened with my company.”) Menna and Acevedo are plaintiffs in the wage and hours suit against the company. Luis Acevedo, a former helper at Liberty Ashes, is one of three workers who lost a finger on the same garbage truck. Acevedo now works at a different private sanitation company. (Michael Santiago for ProPublica) No New York City agency is directly responsible for waste worker health and safety. Instead, it’s a regulatory patchwork: The city’s Department of Sanitation oversees what’s done with the waste itself, the state’s Department of Environmental Conservation oversees the waste transfer stations, the state’s Department of Transportation inspects the trucks, and the city’s Business Integrity Commission handles licensing and background checks to determine that a company isn’t mobbed up. That leaves the Occupational Safety and Health Administration, a federal agency with 67 inspectors for millions of workers in the state of New York, to look after the wellbeing of the workers. Waste companies “routinely violate OSHA requirements,” according to the 2016 study by the New York Committee for Occupational Safety and Health. Removal of a safety latch is the kind of thing that would probably warrant an OSHA citation, but Liberty, according to OSHA’s database, has never received one; what’s more, the company has never been inspected, according to several FOIA requests of OSHA. (Todd-Medina, speaking on behalf of Liberty Ashes, declined to comment.) A missing safety latch can claim more than a finger. In 2014, a helper at Flag Container Services on Staten Island was crushed to death after a container slipped. His truck had no safety latch. OSHA fined the company $7,000, the maximum allowable by law. Drivers devise inventive ways to make do with broken equipment and run-down garbage trucks. As Rodney Miles, a former driver at Five Star, put it, “You’ve got to know the distance.” Which meant: the length it took for his truck to come to a rolling halt. On his truck, moving below 25 miles an hour, he estimated the distance was the length of five cars. “If you were going down a hill with no load on it, you stand a better chance of stopping,” he said. “But if you have a load, then forget about it.” Twice, Miles said, unable to stop suddenly, he crashed into other vehicles. Another night, a wheel of his garbage truck came rolling off while he was driving on Canal Street in Staten Island. On a different night, both the brakes and the steering failed. “God was with me that night. I avoided death and killing somebody else,” Miles recalled. (Trucks from Five Star Carting are pulled off the road for being unsafe after 69 percent of Federal Motor Carrier Safety Administration inspections. A spokesperson for the company declined to comment.) Workers at companies large and small told similar stories. At Queens County Carting, Ernesto Waight said he drove one truck where the shifter would suddenly jump into reverse, and another where a wheel rolled off on Astoria Boulevard in Queens. After Wilson Perez’s brakes failed exiting the Brooklyn Queens Expressway, he said, a supervisor told him to drive the truck back to the yard regardless. Carl Orlando said he drove one truck where the dashboard caught fire. Orlando recalled another shift, this one on a cold winter night, when the air line in his brakes froze. To stop the truck, he crashed it into a utility pole. Queens County’s owner, Bilik, disputes that his trucks were ever “anything less than safe,” adding “we have recently replaced almost our entire fleet.” And he denies that a driver would ever have been required to drive a truck he’d flagged for failing brakes. Queens County trucks were pulled off the road for being unsafe after 12 of the last 16 inspections, according to data from the Federal Motor Carrier Safety Administration. Federal Department of Transportation regulations require that truck operators maintain logbooks of inspections, but Orlando and Perez allege that Anthony LaPuma of Queens County Carting gave instructions to falsify the records. “You put ‘Everything is good’ on the report, and then you write on a piece of paper what is wrong and you give that to the mechanic. When you get pulled over, the DOT will see that everything is good,” Perez remembered LaPuma saying. (Bilik called the allegation “fictional.” He added, “We run a tight ship here.”) In 2007, LaPuma was among four defendants in Queens for trying to take over another waste company by setting fire to garbage trucks, stealing 205 of their containers and threatening to kill the owner. LaPuma pleaded guilty to first-degree attempted falsifying of business records, a felony. He did not respond to requests for comment. At 7:30 p.m., Caban made his way south on Franklin Avenue in Bed-Stuy, reversing diagonally against traffic through the intersection at Lafayette Avenue to get the garbage from a deli across the street from Dough Donuts, then drove diagonally back into southbound traffic. Bilal perched on the stepper with his back pressed to the truck (hanging wide increases the odds of getting knocked off and run over, another common way to die, according to the National Council for Occupational Safety and Health). When the squeeze was tight with a parked car, Bilal swung gracefully from the back right stepper up into the truck’s hopper. With less experienced helpers, Caban taught them what they needed to know. “Place your back, your legs, and your arms like if you’re swinging a golf club,” he explained. Swinging a bag like a baseball bat will risk spraying garbage juice in your partner’s eyes or mouth. Hold the bag away from your body to avoid gashes from glass. For lighter bags, use a down-and-up-and-over torso twist-swing. For heavier ones, over 70 or 80 pounds, do a full 360-degree spin-and-drag move, not unlike an Olympic hammer throw, using the weight of the bag to gain momentum. Falling off the back of a garbage truck is a common way for workers to be killed on the job. A bump in the road or a tight squeeze with a parked car could easily lead to getting run over. (Michael Santiago for ProPublica) At the Putnam Deli on the corner of Classon Avenue, Caban tossed bags into the hopper and then ran inside to get his first bottled water of the night. Caban, who is Muslim, chatted in Arabic with the proprietor while Nancy, the bodega cat, looked on. Arabic was one of several languages he taught himself in jail. Caban has a rap sheet that included several felonies and trips “upstate,” as he called New York state prison, for drug, violence and other convictions. Caban readily admitted that his criminal record was “messed up,” and as a result his job options were severely curtailed. To his great frustration, he knew there were many other kinds of work besides hauling garbage that he was capable of doing: work that paid more and was far less dangerous. But those doors were closed. Driving for Uber, for example, was forever out of reach. He applied for a license from the city’s Taxi and Limousine Commission and was denied. “So you see,” said Caban, “I’m forced to work in this type of company.” For many men with a criminal record, private sanitation is one of the few jobs they can get. When Caban got out of jail, he began as a helper at Viking Sanitation, in south Brooklyn. His first night on the job, he showed up and hopped aboard the back stepper — no training at all, a common way to start in this industry. Other helpers showed Caban the ropes, and after two years of hanging off the back of a garbage truck, he passed the commercial driver’s license exam and road test, and received a license to drive vehicles that weigh more than 26,000 pounds. In making the leap from helper to driver, he went from $120 to $200 per night at Viking. At #1 Waste, he made $1,000 a week working six days a week, routinely driving more than 10 hours a night. Caban’s dream was to work at New York City’s Department of Sanitation, but between his criminal record and the intense competition, he couldn’t believe that would ever happen. Picking up residential trash is one of the city’s most coveted municipal jobs. In 2015, more than 68,000 people took the sanitation civil service exam; it was the first time in eight years DSNY had offered the exam, and the department hires only about 500 people a year off the list. With seniority and overtime, experienced workers can make $90,000 or more annually. The job, which requires no college degree, offers a chance at a comfortable middle-class life, a five-day work week and the promise of upward mobility. Of the many private sanitation workers I talked to for this story — more than 20 in all — again and again I heard the same longing. In their eyes, DSNY workers have won the lottery. One night shift worker said, “We look at them like you made it.” Municipal sanitation work is still dangerous, to be sure, but workers undergo weeks of training, and the safety regulations are strict. In recent years, DSNY removed the back steppers from its entire fleet after pressure from the Teamsters. Anthony Carmona started out at as a helper at Viking Sanitation, where he made $120 per night, no matter the hours. He later got a break: a better-paying job at a company called IESI. (Michael Santiago for ProPublica) The difference between the day shift and the night shift can be measured by pace. In New York, the municipal garbage man almost never runs. The private carters also work far more hours and hoist way more trash. “We’re going crazy sweating bullets,” said Anthony Carmona, who worked with Caban at Viking Sanitation. “Department of Sanitation, you see them chilling. I wish I could work like that.” Carmona still hopes for a city job, but he has since achieved the next best thing: a spot at one of the top private companies. Carmona knew a guy who pulled some strings and got him hired by IESI, the second-largest waste hauler in New York City. It’s a Teamsters shop where starting pay for helpers is $22.40 an hour. The job was still backbreaking — it requires picking up far more tons per night than the day shift at the city — but IESI workers had a pension to look forward to. With overtime, a helper could pull in $70,000-$85,000; an experienced driver at IESI could make $80,000-$110,000 a year. And with that comes medical coverage, paid vacations and sick days. When he wasn’t on the back of an IESI truck — a behemoth outfitted with all the bells and whistles, like a back-up camera for the driver to monitor — he was dreaming of the vacation days he’d save up. Meanwhile, Eric Hyde, another Viking helper, had been cut from working three days a week, to two days, to one day — never knowing which day it’d be, making it nearly impossible to hold a second job. Hyde was now close to losing his apartment. On the Department of Sanitation hiring list, his number was 63,019. In this industry, everyone hopes for a break, but few will get one. Hyde said simply: “I’m probably going to die on the back of the truck.” As the night wore on, Caban started treating red lights like stop signs: Slow down, look both ways, then go. A little before 9 p.m., Caban stopped at a deli on Pulaski Street, at the edge of Bushwick — a new stop his boss added to the route the night before with a short text message. Routes were always getting longer, but the nightly pay stayed the same. Caban made his way down Broadway in Brooklyn, then headed to Speedy Gas on Metropolitan Avenue to refuel. It was their first, brief rest after four breakneck hours. With his glasses atop his head, Caban played a phone game while Bilal put 62 gallons of diesel into the truck’s underbelly tank. Then Caban handed him a plastic bag and a rubber band. “Be sure to make it nice and tight,” Caban told him. “Strong—strong like bull.” Their truck had no gas cap. Shortly before 10 p.m., Caban headed to Hi-Tech Resource Recovery, one of New York’s 60 waste transfer stations (half of which are located in three black and Latino neighborhoods — north Brooklyn, the south Bronx and southeast Queens). Hi-Tech, which looks like a massive warehouse from the street, sits in an industrial but gentrifying area now known as East Williamsburg. From Hi-Tech, the garbage would get loaded onto long-haul trucks and carted to landfills and recycling centers hundreds of miles away. A private garbage truck dumps a load at Hi-Tech Resource Recovery, one of New York’s 60 waste transfer stations. From there, long-haul trucks transport the refuse to distant landfills and recycling centers. (Michael Santiago for ProPublica) From there, Caban headed toward the Williamsburg Bridge. He would spend the second half of the night in Manhattan, picking up cardboard. Garbage and cardboard can’t (or rather, shouldn’t) mix in the truck. On other nights, the order was reversed: garbage stops in Manhattan then cardboard stops in Brooklyn. Learning the route meant memorizing which stops were which — garbage or cardboard — and on which days of the week, and how much to pick up (businesses pay by weight). A stop might be only cardboard on a Wednesday, or only garbage on Mondays and Thursdays, or only garbage on Tuesdays, or every day. How did he keep all the stops straight? Trust me,” said Caban. “If you don’t learn, you don’t get to drive for them too often.” Businesses tend to complain about smelly trash left on their curb, or getting a ticket for a pile of cardboard that never got picked up. Caban stopped at a deli, a pizzeria and a grocery on Pitt Street just above Delancey Street on the Lower East Side. He carried a small packing knife with a retractable blade of about 2.5 inches, using it to slash through the cords of unwieldy bundles of cardboard, making the job go faster. Cardboard can be easier than garbage — at times it’s lighter — except when it isn’t. Some stops had 300-pound bales of cardboard, which Caban and Bilal had to lift together, bringing them from the pavement to a winch mounted onto the back of the truck. Tonight, luckily, it did not bash his head in. To stay awake the rest of the night, Caban followed his routine: coffee, Red Bull when it got bad and 5-Hour Energy when it got really bad. As the hours wore on, the streets grew quiet. That was another reason he kept the packing knife on him. One night they were stopped on a deserted Manhattan street, and three guys jumped Bilal and punched him, according to Caban. He came to Bilal’s rescue with his knife at the ready. Caban and Bilal made their way up First Avenue. On other nights he continued up to the top of Manhattan, to stops at 191st Street and St. Nicholas Avenue, but not tonight. Tonight, the two men picked up cardboard from the Crown Fried Chicken on 163rd Street and Amsterdam Avenue, then headed west to Broadway and south. A fish market, a pizzeria, a deli, Boost Mobile, another Crown Fried Chicken — toward Second Avenue and then all the way back downtown. When Caban passed other garbage trucks, they honked their horns in salute. “We know we down in this shithole together,” he said. The stops became a blur. By the end of the night, when Caban did stop for red lights, he fell asleep at the wheel. A little before 4:30 a.m., he parked the truck back at the yard. Pacific Street was desolate. Caban and Bilal had made good time, finishing the route in about 10 1/2 hours. Still, Caban was exhausted. Driving back to his apartment, he passed the hulking armory building on Pacific Street, a homeless men’s shelter dubbed Grayskull Castle. He had lived there after getting out of jail. After he got the job at Viking Sanitation and got a place of his own, each injury that put him out of work left him feeling one step closer to Grayskull Castle. He got home and took a shower. The next night he would do the same thing again. ![]() Opening ('atlantide story') - Daniel White, • 1.02. Diurnal melody for a bird - Daniel White, • 1.03. Aquatic sequence (#1 - wi - th sfx) - Daniel White, • 1.04. First attack - Daniel White, • 1.05. - Daniel White, • 1.06. Le lac des morts vivants (original title) Not Rated. The Thing-Inspired Print, Breakdown Lane, The Eyes, Zombie Lake Soundtrack 6 April 2017 8:53 AM. More Le Lac Des Morts Vivants videos. Love scene (# - 1) ('monologue pour piano') - Daniel White, • 1.07. Nudist sequence (with s - fx) ('joie') - Daniel White, • 1.08. Love scene (#2) - ('eromantic violins') - Daniel White, • 1.09. Aquatic sequence (#2) - Daniel White, • 1.10. Love scene (#3) ('vox - intima') - Daniel White, • 1.11. Peasant terror (#1 - with - sfx) - Daniel White, • 1.12. - Daniel White, • 1.13. Aquatic sequence (#3 - w - ith sfx) - Daniel White, • 1.14. Peasant terror (#2) - Daniel White, • 1.15. Horror - Daniel White, • 1.16. Love scene (#4) - Daniel White, • 1.17. Aquatic sequence (#4) - Daniel White, • 1.18. Night symphony for a bird - Daniel White, • 1.19. Aquatic sequence (#5) - Daniel White, • 1.20. Love scene (#5) - Daniel White, • 1.21. Aquatic sequence (#6) - Daniel White, • 1.22. Peasant terror (#3) - Daniel White, • 1.23. French trailer (audio) - Daniel White. Synopsis Zombie Lake weaves the tale of a contemporary French village haunted by water-logged Nazis slain by the Resistance. With little regard for narrative subtlety, the film veers from the shamelessly exploitive (as when a women's volleyball team skinny-dips in zombie-infested waters) to the tearfully sentimental (depicting a young orphan girl's psychic connection to one of the walking dead). Beneath its garish surface, however, Zombie Lake embraces several themes that run throughout Rollin's body of work, showing that this eclectic artist could not help investing even a playful film such as this with his personal sensibilities. Metrics Movie Details February 26th, 2013 by, released as Zombie Lake Running Time: 86 minutes Comparisons: Source: Genre: Production Method: Creative Type: Production Countries. ![]() The article talks about the difference between noise, tones and notes. White noise is a type of noise that is produced by combining sounds of all different frequencies together. If you took all of the imaginable tones that a human can and combined them together, you would have white noise. The adjective 'white' is used to describe this type of noise because of the way white light works. White light is that is made up of all of the different colors (frequencies) of light combined together (a prism or a separates white light back into its component colors). In the same way, white noise is a combination of all of the different frequencies of sound. You can think of white noise as 20,000 tones all playing at the same time. Because white noise contains all frequencies, it is frequently used to mask other sounds. If you are in a hotel and voices from the room next-door are leaking into your room, you might turn on a fan to drown out the voices. The fan produces a good approximation of white noise. Apr 27, 2015 Buy Celestial MP3: Hey YouTubers! Here is an HD version of our popular Celestial White Noise video. In addition to higher picture. The Paperback of the White Noise: (Penguin Orange Collection) by Don DeLillo at Barnes & Noble. FREE Shipping on $25 or more! Why does that work? Why does white noise drown out voices? Here is one way to think about it. Let's say two people are talking at the same time. Your can normally 'pick out' one of the two voices and actually listen to it and understand it. If three people are talking simultaneously, your brain can probably still pick out one voice. However, if 1,000 people are talking simultaneously, there is no way that your brain can pick out one voice. It turns out that 1,000 people talking together sounds a lot like white noise. So when you turn on a fan to create white noise, you are essentially creating a source of 1,000 voices. The voice next-door makes it 1,001 voices, and your brain can't pick it out any more. Here are some interesting links. Ever heard of Alfred Hitchcock´s Lifeboat from 1944? This is the same story only in space. It all begins with a sabotage on big passenger spaceship. It blows up and there are only like 10 survivors who luckily (?) got on the lifepod. And there more trouble begins. They are not able to contact the 'starfleet' so they have no one to rescue them. But the most terrifying thing is that they find out that the person who sabotage the passenger ship is someone of them on the lifepod. But who is it? Very thrilling, guaranteed to make you sweat a whole lot. The grade: 9/10. Amazon’s Alexa Voice Service and voice assistants in general have been a subject of interest for many of our clients looking to explore how they could extend their brand and the usefulness of their products or solutions with voice interaction. While exploring this possibility with one such client, they proposed a concept that would use Alexa to help the elderly and people with chronic illnesses live more independent lives. Out of this idea sprung LifePod, an Alexa voice-enabled device that acts as a virtual caregiver and digital assistant. LifePod automatically generates reminders, daily routines, checks in on users and provides updates to loved ones while keeping the user stimulated throughout the day with random events like singing songs, quizzes and telling jokes or stories. LifePod is Semi-Autonomous and works without any Alexa wake words or Alexa Skill invocation names. LifePod is one of three product concepts we have been working on with Transcendent Technologies. As they are looking to license the product concept, it was important for them to bring three ideas to life quickly and efficiently. This made them a perfect fit for the. Launching the product from the kit allowed us to deliver a pre-commercial LifePod prototype that demonstrates the core functionality along with two other product variants in two months. How Does It Work? LifePod utilizes the Alexa Voice Service (AVS) and Alexa Skills Kit while extending Alexa in two unique and proprietary ways: • It allows her to start a conversation without wake words: Good morning John, it is time to take your pills. Did you take them? • It automates routines with a sequence of commands either automatically at a pre-programmed time or from a single voice command: Turn on the lights, open the blinds, say the time of day, date, weather, start playing music. This ability to start a conversation, and automate a sequence of commands unlocks a rich set of new capabilities: • Daily routines: LifePod can have five daily routines (Wake-up, morning, afternoon, evening, and bedtime) that can be customized to the needs of the user with functions like initiating home automation actions. • Periodic check-ins: Between the first and last routine of the day, LifePod can check-in with the end-user to ensure they are doing ok. • Voice reminders: Configured voice reminders can be set at specific times to remind end-users of tasks based on their own personal needs, like taking their pills, brushing their teeth, or special events like a doctor’s appointment. • Give a sense of companionship: Research has shown that elderly users have a need for companionship and social inclusion. To help fill that need, LifePod can trigger a randomized set of actions that Alexa already supports such as reading an audiobook, saying the word of the day, asking trivia questions, or telling them a fun fact. • Stay in touch: Based on the interactions between Alexa and the user, LifePod can automatically send alerts and daily reports. For example, if the user falls or has an emergency or does not confirm they took their pills or failed to answer a check-in after a configured number of retries, then an SMS can be automatically sent to a caregiver or a family member. Integrating other devices We leveraged Alexa and the rich home automation ecosystem that it supports to extend the LifePod functionality in a meaningful way without re-inventing the wheel. We took this opportunity to explore what other devices could be hooked into LifePod to extend its usefulness. We integrated the LifePod with: • Amazon Dash button: Using a Wi-Fi connected button like the, we can extend the capability of LifePod to provide either an emergency alert necklace or place one next to the pillbox to confirm that the user took their pills. Companion devices like a connected pill box could also be created to track when users opened a compartment. • Fire alarm: A smoke and CO detector is also planned to be incorporated into the device to further increase the safety of the user, and alert the caregiver if an alarm is triggered. ![]() Lifepod is a 1981 science fiction film distributed by Golden Key Entertainment. It stars Joe Penny, Jordan Michals, Kristine DeBell, Carl Lumbly and Sandy Kenyon. • Phone calls: As LifePod can tap into the increasingly valuable set of existing Alexa Skills, scenarios like automatically initiating a phone call using Ooma when the end-user needs help can be easily supported. With the breadth of connected devices only increasing, the potential for further integrations seems endless. LifePod could be integrated with personal hygiene devices like connected toothbrushes, or motion detectors to better track the actions of the user and increase their safety or further assist them in the home. It could also integrate with medical devices like blood pressure monitors, glucose meters, or sleep trackers to track the user’s health in correlation to the other data and include it in the daily reports, or use it to trigger alerts. Has purchased the assets and IP related to the LifePod solution described above from Transcendent Technologies and is continuing to enhance LifePod to address the needs of the elderly, and their caregivers, as they age in place. Timon is the Director of Macadamian's growing business in the Internet of Things (IoT). Responsible for IoT strategy, partnerships, and platform product management, his areas of focus include healthcare, cleantech, and consumer products. He was previously VP Operations for SDTC, Canada’s largest cleantech fund where he had an opportunity to review hundreds of business plans and guide new management teams on their product commercialization strategies. He was also VP Engineering for March Healthcare, a wholly owned subsidiary of March Networks, where he developed a telehealth platform that was later sold to Intel. Timon is active in his community, serving on the Board of Directors of Big Brothers Big Sisters of Ottawa. In his spare time he enjoys running, biking, skiing, and traveling the globe with his family. ![]() Dec 17, 2009 Timothy Spall (and a fat suit) stars as 46-stone Georgie in Caroline Aherne's new comedy, The Fattest Man In Britain. But what is it really like to be that. The Fattest Man In Britain. A new one-off comedy drama written by Caroline Aherne and starring Timothy Spall as an obese character with a dilemma. Morris Morrissey (Bobby Ball) is a part time taxi driver and full-time personal manager to the one and only Georgie Godwin (Timothy Spall), who is convinced he holds the title of 'Fattest Man In Britain'. Find The Fattest Man in Britain [Region 2] at Amazon.com Movies & TV, home of thousands of titles on DVD and Blu-ray. Morris Morrissey () is a part time taxi driver and full-time personal manager to the one and only Georgie Godwin (), who is convinced he holds the title of 'Fattest Man In Britain'. Combining both his roles, Morris keeps Georgie well fed and watered then brings taxi loads of tourists to gawp at the 'eighth wonder of the world'. It's 23 years since Georgie left his house and he relies on Morris and Janice to survive. A new addition to his 'family' arrives when social services send problem teenager Amy to tend to his overgrown garden. When the pregnant teen rows with her drug addict boyfriend, Georgie offers her a safe place to stay and she moves in and in return sets about cooking his supersize meals, cutting his hair and decorating the house. But Amy worries about Georgie's health and wants him to lose weight, offering to cook him low fat meals, but Morris thinks their futures depend on Georgie staying fat. And the big man is unwilling to change his ways as it's all he knows and he's proud of his title. Finally, Morris engineers Georgie a shot at the big time when he is asked to take part in a live weigh off with his rival Big Brian on the local TV news. Georgie sets about gorging on food like he has never done so before and is helped along by his friends and neighbours who bring him a steady stream of meals and snacks - from curries and samosas to lemon meringue pies and bags of broken biscuits. Will Georgie reign triumphant in the weigh in or will Big Brian take his title? Use the menu bar above to access more pages. Mr Thompson attributed his weight gain to the death of his mother in 2012. They are pictured together, above, when he was a teenager Last night the owner of his favourite takeaway, who would deliver food to his bedside using a key to his flat, spoke of sending him what may have been his final food order. In the weeks before he died their best customer had been reducing the number of dishes he bought to lose weight. Merdad Mohebbi, owner of nearby Q Pizza, told The Sun: 'I can't believe it. He had cut right down on what he was eating. He was only ordering one or two things a day. 'When I took the order he seemed happy enough. He was talking about how he was going to the hospital and they were going to do tests for him. He was full of life.' Share Last month Mr Thompson appeared on This Morning and begged for help to lose weight, saying he wanted to do it naturally rather than using a gastric band. When his mother died of a brain tumour in 2012, Mr Thompson turned to junk food as a means of coping with his grief – despite already being obese. His weight went from 30 stone to 65 in three years, leaving him unable to care for himself. Consuming a staggering 10,000 calories every day – four times the usual daily amount for a man – Mr Thompson binged on Chinese takeaways and pizzas he had delivered to his door and claimed to have spent £10 a day on chocolate – relying on state handouts for money. Unable to walk or even dress himself, he was bathed and cooked for by a team of NHS carers. Living off incapacity benefits and disability allowances, he had not worked since the age of 17 and spent roughly £200 a week on takeaways and online food shopping. While Mr Thompson attributed most of his weight gain to the death of his mother, he admitted he had always ‘loved’ food. Last month he made a public appeal for help to overcome his problem after tipping the scales as Britain’s fattest man – and was inundated with offers. Doctors warned he could be faced with death if efforts were not made to shed at least 45 stone. Mr Thompson said: ‘Any professional opinion or other knowledge would be great. I’ve had a lot of that coming in anyway but the more the better. ‘I could die, that’s the bottom line if I keep going the way I do. ‘Because of what I eat I’m missing out on everything in life.’ Unable to leave the house to go food shopping, the 33-year-old lived on Chinese takeaways and pizzas that he had delivered to his door. He also claimed to have spent £10 a day on chocolate, relying on benefits to pay for his junk food. While Mr Thompson attributed most of his weight gain to the death of his mother, he admitted that he had always 'loved' food. 'I was only about three or four and no one knew why I did it. I would just eat anything out of the cupboards,' he said. When his mother died of a brain tumour in 2012, he turned to unhealthy food as a means of coping with his grief. His weight soon doubled from 30stone to 65, leaving him unable to work. Mr Thompson spent the last few years in and out of hospital, where he was treated for a range of ailments including septicemia. Mr Thompson died just weeks after vowing to shed weight after being 'touched' by the outpouring of sympathy he received since sharing his story Unlike Paul Mason – previously Britain’s heaviest man at 70 stone before losing 48 stone after gastric band surgery – Mr Thompson did not want to undergo an operation. He said: ‘I don’t want a gastric band, they’re dangerous. I’d like the help of a dietician and a psychiatrist to help shift the weight,’ he said. ‘I will go anywhere which will help me lose weight. It’s taken over my life. I can’t move, and it’s time for that to end.’ He confessed to struggling with his weight since childhood, indulging in late-night fridge raids even as a toddler. ‘I was only about three or four,’ he said. ‘I would just eat anything out of the cupboards.’ Kent Police said his death was not being treated as suspicious. Read the The Number 23 movie synopsis, view the movie trailer, get cast and crew information, see movie photos, and more on Movies.com. 23 Enigma is the belief that all incidents and events associated with number 23 (e.g. So what’s the deal with the Number 23? The Joel Schumacher film starring Jim Carrey hits theaters at the end of the month. In the movie Walter Sparrow (Jim Carrey) finds a book that seems to be based on his life. While reading the book, he comes across details of a murder that hasn’t YET happened; and as a consequence, he becomes obsessed with the number 23 and its ambiguous involvement with the murder. So why is the number 23 so mysterious? We have 23 reasons after the jump. Each parent contributes 23 chromosomes to the DNA of a child. It takes 23 seconds for blood to circulate throughout the entire body. In humans, the 23rd chromosome determines gender. There are 23 letters in the Latin alphabet. Julius Caesar was stabbed 23 times when he was assassinated. ![]() Earth’s axis is off by 23.5 degrees. The Knights Templar had 23 Grand Masters. William Shakespeare was born on April 23, 1564. William Shakespeare died on April 23, 1616. The ancient Egyptian and Sumerian calendars begin on July 23. The Titanic sank the morning of April 15th, 1912 (4 + 1 + 5 + 1 + 9 + 1 + 2 = 23) 12. The Mayans believed the world will end on December 23, 2012 (20 + 1 + 2 = 23) 13. Jim Carrey’s production company is JC23 Entertainment. John Dillinger robbed 26 banks, but only 23 for money. The distance from the center of Mars to its nearest moon is 23,500 km. 230 people died on TWA Flight 800. Kurt Cobain was born in 1967: 1+9+6+7 = 23. Kurt Cobain died in 1994: 1+9+9+4 = 23. The Number 23 began filming on January 23, 2006. The letters in Joel Schumacher and Jim Carrey’s names add up to 23. The letters in Virginia Madsen and Jim Carrey’s names add up to 23. Charles Manson was born on November 12th (11 + 12 = 23) 23. The Number 23 opens in theaters on February 23rd, 2007. The Number 23 hits theatres on February 23rd, 2007. Art Department. Gang boss propmaker. Property production assistant. Set decorating buyer. Construction coordinator. Assistant props. Property maker. Set designer (as Billy Hunter). Assistant property master. Art and set decoration coordinator. On-set dresser. Art assistant. Set designer. Property master. Paint supervisor. Lead scenic: reshoots. Stand-by painter. Graphic designer. Assistant decorator. Assistant art director. Props production assistant. Prop fabricator (uncredited). Visual Effects. Lead compositor: Intelligent Creatures Inc. 3d artist: Intelligent Creatures Inc. (as Sneha Prabhakaran) / digital compositor: Intelligent Creatures Inc. (as Sneha Prabhakaran). Senior 3D artist: Intelligent Creatures (as Alison Middaugh). Visual effects producer: Intelligent Creatures Inc. Visual effects. Visual effects editor. Digital compositor: Intelligent Creatures Inc. 3D artist: Intelligent Creatures Inc. Digital opticals. Digital compositor: Intelligent Creatures Inc. (as Amy Spencer). Visual effects supervisor. Visual effects. Digital compositor. Visual effects production executive: Intelligent Creatures Inc. Visual effects supervisor: Intelligent Creatures Inc. Visual effects technical advisor: Intelligent Creatures Inc. Visual effects consultant: Intelligent Creatures Inc. 3D artist: Intelligent Creatures Inc. Systems administrator: Intelligent Creatures Inc. Concept artist: Intelligent Creatures Inc. (as Ken Lam). Executive visual effects producer: Intelligent Creatures Inc. Digital compositor: Intelligent Creatures Inc. Digital compositor: Intelligent Creatures Inc. Digital effects designer: Intelligent Creatures Inc. / lead compositor: Intelligent Creatures Inc. Senior 3D artist: Intelligent Creatures Inc. Visual effects executive producer: Intelligent Creature. Digital compositor: Intelligent Creatures Inc. Visual effects production manager: Intelligent Creatures Inc. Visual effects creative advisor: Intelligent Creatures Inc. Visual effects production supervisor: Intelligent Creatures Inc. Digital compositor / matte painter. Systems administrator: Intelligent Creatures Inc. Visual effects production manager: Intelligent Creatures Inc. Lead compositor: Intelligent Creatures Inc. Production assistant: Intelligent Creatures Inc. Digital compositor: Intelligent Creatures Inc. Digital compositor: Intelligent Creatures Inc. Lead compositor: Intelligent Creatures Inc. Digital opticals editor. 3D artist: Intelligent Creatures Inc. Digital compositor: Intelligent Creatures Inc. Visual effects. Digital compositor: Intelligent Creatures Inc. Concept artist: Intelligent Creatures Inc. / senior digital matte painter: Intelligent Creatures Inc. Concept artist: Intelligent Creatures Inc. / senior digital matte painter: Intelligent Creatures Inc. Visual effects. Data manager (uncredited). 3D artist: Intelligent Creatures Inc. Camera and Electrical Department. Rigging electrician. Chief lighting technician. First assistant camera. Camera loader. Best boy electric. Lighting technician. First assistant camera: 'b' camera. Camera loader: second unit. Video assist intern. Preview technician. Electrician: second unit. Electrician: fixtures. Rigging grip foreman. Rigging grip best boy. Lighting technician. Rigging electrician. Electrician / electrician: second unit. Rigging key grip. Electrician: second unit. Camera operator. Best boy grip. Camera operator: second unit. Technocrane operator. Video assist operator. Electrician: second unit. Camera operator: 'a' camera / steadicam operator. Best boy electric: second unit. Rigging electrician. Still photographer. First assistant camera. Gaffer: second unit. Lighting technician. First assistant camera: second unit. Second assistant camera. Lighting programmer. Lighting technician. Additional camera operator (as Diego Quemada). Director of photography: second unit. Chief rigging electrician. Additional camera operator. Assistant camera. Rigging grip. Rigging electric. Rigging grip. Chief lighting technician: second unit (uncredited). Additional video assist operator (uncredited). Electrician (uncredited). Music Department. Music clearances. Music executive. Composer: additional music. Composer: additional music. Musician: guitar. Assistant music editor. Assistant music editor. Music technical engineer. Music scoring engineer. Music scoring engineer. Orchestration coordinator. Lead orchestrator. Orchestra contractor. Music editor. Musician: french horn. Soloist: cello. Music preparation. Composer: additional music (uncredited). Composer: additional music (uncredited). Music assistant (uncredited). Composer: additional music (uncredited). Music preparation (uncredited). Production accountant. Production assistant. Executive assistant: Mr. Production coordinator. Rights and clearances. Assistant: Mr. Assistant: Mr. Textile artist. Personal security: Mr. Production medic. Office production assistant. Production assistant. Production coordinator: re-shoots. Assistant: Mr. Main title design. Talent coordinator. Production executive. Set production assistant. Set production assistant: second unit. Script supervisor. Payroll accountant. Supervising Production Coordinator. Assistant: Mr. Libatique (as Chelsey Dailey). Production assistant. Production assistant. Production assistant. Production assistant. Assistant: Mr. Drake (as Rebecca Ferrell Hedrick). Second assistant accountant. Key craft service. Credits administrator. Personal trainer: Mr. Assistant accountant. Unit publicist. Executive in charge of film investment. Assistant: Ms. Production assistant. Assistant: Mr. Animal coordinator. Production resources. Site representative. First assistant accountant. Production assistant. Stand-in: Lynn Collins. Animal trainer. Production assistant. Rights and clearances. Assistant: Mr. Assistant production coordinator. Acting coach: Virginia Madsen. Double: Jim Carrey. Production secretary. Set production assistant. Staff set production assistant. Production assistant (as Kelly Sullivan). Animal trainer. Production assistant. Assistant craft service. Inventory services (uncredited). Production manager: titles (uncredited). Production assistant (uncredited) / stand-in (uncredited). Body double for Mark Pellegrino (uncredited). Storyline Plot Summary On his birthday, Walter Sparrow, an amiable dog-catcher, takes a call that leaves him dog bit and late to pick up his wife. She's browsed in a bookstore, finding a blood-red-covered novel, a murder mystery with numerology that loops constantly around the number 23. The story captivates Walter: he dreams it, he notices aspects of his life that can be rendered by '23,' he searches for the author, he stays in the hotel (in room 23) where events in the novel took place, and he begins to believe it was no novel. His wife and son try to help him, sometimes in sympathy, sometimes to protect him. Slowly, with danger to himself and to his family, he closes in on the truth. Written by • • Plot Keywords • • • • • • Taglines The truth will find you. Genres • • Parents Guide Certification • • • • (Alberta/British Columbia/Manitoba/Ontario) • (Quebec) • • • • (with warning) • • • • • • • • • • • (video) • • • • • • • (canton of Geneva) • (canton of Vaud) • •. Did You Know? Trivia Jim Carrey was paid exactly $23 million to act in this movie. Goofs (at around 1h 10 mins) After Walter and his son have found the buried skeleton only to return with the police to find it gone, they are met by his wife, whose hands are clean. However as they drive home Walter notices her hands are very dirty. Movie Connections Featured in (1986). Soundtracks Blue Christmas Quotes: There's no such thing as destiny. There are only different choices. Some choices are easy, some aren't. Those are the really important ones, the ones that define us as people. Horror Hotel The Movie is now available for FREE on Amazon Prime. Watch here: OR rent on amazon for just $1.99 Rent on YouTube Red starting at $1.99 An anthology featuring intriguing tales spanning sci-fi/fantasy/suspense. See aliens/clones/killer psychos/brain swapping and a futuristic world without men. FAMILY FRIENDLY! Extraordinary talent. Starring Stephanie Stevens, James Edward Thomas, Anastasia Pekhtereva, Austin Freeman, Kalyn Wood, Troy Halverson, Neil Ramsay, Amber Seidel, Derrell Keith Lester, Brittany Savoie, Deborah Childs, Philip Spartis, Ryan Littmann, Tera Buerkle, Jeremy Michael Grey, Michael Gladden, Baby Norman, Jordan Demers, Erin Ownbey, RC Sayyah, AMAZON - FREE on prime or rent for $1.99 YOUTUBE RED - RENT for $1.99 ITUNES - GOOGLE PLAY - Rent for $1.99 VUDU - INDIE RIGHTS. Sep 25, 2008 A young coed (Nan Barlow) uses her winter vacation to research a paper on witchcraft in New England. 'Aliens Stole My Boyfriend' - Two cute alien chicks crash land their space buggy in the parking lot of the motor court looking for Earth boyfriends. 'Coma Girl' - A macabre maintenance man falls in love with a comatose patient at the convalescent home where he works much to the dismay of her faithful husband. 'Brain Robbers In Love' - A powerful older woman steals the body of a young woman using a top-secret brain-swapping devise stolen from a government vault. 'The Problem With Clones' - A skip-tracer must search through a family of clones to find the sister who murdered her look alike. 'Four-Eyes' - A paraplegic hit man is encouraged to pursue his gruesome talent by a man who wants to murder his ex-wife. 'Life After Men' - In the near future, males are virtually extinct from disease and are tracked down my man hunters working for the new government. More details on what is eligible with ShippingPass: Shipping Speed Items & Addresses FREE 2-day shipping • Items sold by Walmart.com that are marked eligible on the product and checkout page with the logo • Nearly all addresses in the continental U.S., except those marked as ineligible below. FREE value shipping • Select items that are not included in ShippingPass will ship for free but with value shipping. Look for items sold by Walmart.com and marked with FREE shipping. You will also see this noted in checkout. • Addresses in the following State Codes AK, HI, AE, AP, AA, PR, GU, MP, PW, AS, VI, FM and APO/FPO addresses with U.S. ZIP Codes will ship for free with value shipping. You will see this noted in checkout. ![]() Ineligible items & addresses • Items with freight charges • Items fulfilled by Walmart.com Marketplace sellers • Personalized items • eGift Cards • Any item that is not marked eligible on the product page or in checkout • International destinations SHIPPING & RETURNS. What does 2-day shipping really mean?• Your product will be shipped to its final destination to arrive in 2 business days or faster. If your order is placed before the 11 a.m. Visit your nearby Firestone Complete Auto Care for car and truck brake service and repair. Schedule an appointment online or visit us today! If your brakes squeal or grind, grab causing jerky stops or your warning light flashes it may be time for a free* brake system inspection. It can be hard to apply these words correctly: they sound exactly the same, and their spellings aren't easily connected to their meanings. One of the pair, however. Brake definition, a device for slowing or stopping a vehicle or other moving mechanism by the absorption or transfer of the energy of momentum, usually by means of. PST cutoff time, then it will ship that day and arrive 2 business days later. If your order is placed after the 11 a.m. PST cutoff time, we will do our best to process it the same day but may need an extra day. Place your order BEFORE 11 a.m. PST cutoff: Monday Tuesday Wednesday Order before 11 a.m. PST, and your order is picked, packed and sent out Your order is on its way to you Your order is delivered Place your order AFTER 11 a.m. PST Cutoff: Monday Tuesday Wednesday Thursday Order placed after 11 a.m. PST is received Your order is picked, packed and sent out Your order is on its way to you Your order is delivered. ShippingPass Want to get your items fast without the pricey shipping fees? With ShippingPass from Walmart, you can enjoy Every Day Low Prices with the convenience of fast, FREE shipping. Whether you need a gift in a pinch or you're simply running low on household essentials, a ShippingPass subscription gets you the things you need without hurting your pocket. When you purchase ShippingPass you don't have to worry about minimum order requirements or shipping distance. No matter how small the order or how far it needs to go, ShippingPass provides unlimited nationwide shipping. If you need to return or exchange an item you can send it back at no cost or take it to your neighborhood store. To see if ShippingPass is right for you, try a 30-day free trial. Also, with ShippingPass, there is no need to worry about commitment. If you decide you want to discontinue the service, you can cancel your subscription at any time. No matter what your shipping needs, Walmart's got you covered. Sign up for ShippingPass so you can shop more, save money and live better. ![]() Brace yourselves for The BIG Stampede! Lanarkshire sculpture trail will raise funds for Glasgow Children’s Hospital Charity. A mass of giant safari animals which took over Hamilton this summer as part of The BIG Stampede have raised an incredible £90,050 at auction to help, bringing the popular art trail to a spectacular close. Hundreds of bidders, sponsors, artists and spectators attended the auction held in Hamilton Town Hall on Friday (29 September 2017) to try and secure one of the bespoke sculptures which included a selection of lions, giraffes, elephants, rhinos and gorillas. Those who could not be there in person were able to take part by phone including a lucky bidder from Cyprus who is the new owner of Patchula the giraffe designed by Andrea Cumming. The highest value sculpture was Clyde the lion designed by artist Debbie Ryan which sold for £6,600, followed by Alfie Astonia the gorilla by Alice Dansey-Wright at £5,400 and giraffe, Out of the Loch designed by Peter Poole which went for £4,400. 23 June – 27 August 2017 Head to Hamilton this summer and spot majestic beasts! Just half an hour by car from Glasgow, the town of Hamilton sees of 30 majestic safari sculptures created by talented artists descend on its streets, parks and football club! Find a Zoot Sims - The Big Stampede first pressing or reissue. Complete your Zoot Sims collection. Shop Vinyl and CDs. Nearly 80 baby hippos that have been lovingly designed, created and nurtured by schools from all over the region have also joined in the fun. Use The BIG Stampede to track down all of the sculptures. Simply input the unique code on each plaque to collect them and unlock rewards. Don’t forget to upload your photos to our gallery and share them on social media. FREE on the App Store and on Google Play ™. Pick up a from where you can also win an iPad Mini and other great prizes as part of its. After a summer of discovery and smiles, the trail comes to a thundering finale at the auction of all giant sculptures in aid of. At the end of the event organised by (BID) and Wild in Art, each safari animal sculpture will be auctioned in aid of Glasgow Children’s Hospital Charity, to support the 160,000 babies, children and young people treated at the Royal Hospital for Children in Glasgow every year, thousands of which are from Lanarkshire. LIVE AUCTION Friday 29 September 2017 The Hamilton Town House| 7pm Tickets £10 (includes glass of prosecco on arrival) Online Auction You can start bidding NOW! Bids are now being accepted on all sculptures via an online auction. Buy Tickets for Live Auction Buy tickets via the or by calling 99. For further information about The BIG Stampede, please visit. Follow The BIG Stampede on Twitter and Facebook. |
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