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Welding machines are the most important part of the commercial industries to complete various applications. Here are the applications or key functions of these machines that you need to know.

Joining metal components:

Welding machines are primarily used to join or fuse metal components together. They provide the necessary heat and electrical energy to melt and fuse the metal, creating a strong and permanent bond.

Fabrication and construction:

Welding machines are extensively used in fabrication and construction industries to assemble metal structures, such as bridges, buildings, pipelines, and automotive components. They enable precise and reliable joining of metal parts to create structurally sound and durable assemblies.

Repair and maintenance:

Welding machines are essential for repairing or modifying metal objects and structures. They can be used to fix broken or damaged parts, reinforce weak joints, or replace worn-out components. Welding machines allow for effective repair and maintenance of various equipment, machinery, and infrastructure.

Metal art and sculptures:

Welding machines are employed by artists and sculptors to create intricate metal art pieces and sculptures. They provide the necessary tools and techniques to shape, mould, and join metal materials, enabling artists to express their creativity and bring their visions to life. Bonhoeffer is the industry leader of the best welding machines.

Industrial manufacturing:

Welding machines are extensively used in industrial manufacturing processes to assemble and fabricate metal products. They are employed in industries such as automotive, aerospace, shipbuilding, oil and gas, and manufacturing, where precise and efficient welding is essential to produce high-quality products.

Pipeline and infrastructure construction:

Welding machines are critical for the construction of pipelines, both for transporting fluids and gases. They ensure the secure and leak-proof connection of pipe segments, enabling the efficient and reliable transportation of resources across long distances. Welding machines are also used in infrastructure projects for welding structural steel, reinforcing bars, and other metal components.

The Bottom Line -

Overall, welding machines serve the purpose of joining and fabricating metal materials, allowing for the creation of strong and durable structures, repairs, and artistic expressions. They are essential tools in a wide range of industries and applications where metalwork is involved.

I recently moved to a new house and I’m trying to plan for some lawn maintenance this fall. My 1 acre property is split in half - the front is south facing with no shade, slight downhill towards the road, very little traffic, and half damaged by grubs; the back half is north facing with some shady spots, flat, considerable kid traffic in the near future, and no grubs.
Everything is currently perennial ryegrass. I’m not super fond of how coarse ryegrass can be but I do see the benefits. Heck, if it’s good enough for The Masters…lol.
With all of that being said, should I be looking into a different blend of seed to use come fall to make repairs to the grub damaged front, or am I overthinking it and should just embrace the rye?

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(Remember in all this there almost 100% blind)
Part one
Now this will be multiple posts as i can’t put out the amount of info i want too in just one
What i talk about in each part (only 2 of them) so you can see if your interested in any:
(I’m using this as -/- the left side is the part and the right side is what i’m referring to the claim)
1/1 Division Of Labor - Roles (Queen, soldiers, workers) - Caste system/Hierarchy - A second caste system in workers
1/2 Cooperative care: - Roles - Babysitting - Training and socialization - Nursing and grooming - Tending to weak.
2/1 Communication: - How they communicate - Each family having there own accents - Tactile signals - Chemical signals
2/2 Aspects of biology: - Having evolved an insanely strong cancer resistance - Living to 30 yrs when rodent sized usually die after 2-4 yrs. - Ability to survive with very low oxygen.
(Whichever number is in the title is the part)
2/1 Communication:
Dialects: Naked mole rats exhibit dialects, where different colonies or family groups have distinct vocalizations and scent profiles. These dialects arise from unique environmental conditions, social interactions, and genetic factors within each colony. The dialects help naked mole rats recognize and differentiate between individuals from their own colony and individuals from neighboring colonies.
Vocalizations: Naked mole rats produce a range of vocalizations to convey information. These vocalizations include chirps, trills, squeaks, and low-frequency calls. Each type of vocalization can carry different meanings, such as signaling danger, indicating mating readiness, or coordinating group activities.
Tactile signals:Naked mole rats also use tactile communication extensively. They have sensitive whiskers and use them to interact and communicate with each other. For example, they engage in nose-to-nose touching, which is a common behavior during social interactions and helps to establish social bonds and convey messages.
Chemical communication: Scent plays a crucial role in naked mole rat communication. They have scent glands located on various parts of their bodies, particularly around their faces. These glands produce specific chemical signals that convey information about individual identity, reproductive status, and social hierarchy. By detecting and interpreting these chemical cues, naked mole rats can distinguish between colony members and outsiders and establish territorial boundaries.
2/2 Aspects of Genetic Biology:
High cancer resistance do to evolving with things like:
• HMM-HA: High-molecular-mass hyaluronan inhibits cell proliferation and promotes tissue integrity, contributing to cancer resistance.
• Contact inhibition: Naked mole rat cells halt division upon contact, preventing uncontrolled growth and the formation and spread of tumors.
• DNA repair: Naked mole rats have highly efficient DNA repair mechanisms that rapidly identify and correct DNA damage, reducing the risk of mutations and cancer development.
• Tumor-suppressing genes: Naked mole rats possess additional tumor-suppressing genes, such as p16, which control cell division and prevent tumor formation, enhancing their resistance to cancer.
Long Lives: (Smaller animals very commonly have faster metabolisms which a species metabolism is how to determine lifespan and how we perceive time)
• Low metabolic rate: Naked mole rats have a relatively low metabolic rate, which reduces the production of harmful byproducts and slows down aging processes. This is because the underground environment lacks abundant oxygen, and naked mole rats have adapted to thrive in low-oxygen conditions i go into next.
• Enhanced oxidative stress resistance: They possess higher levels of antioxidants and increased activity of antioxidant enzymes, protecting against oxidative damage and extending lifespan.
• Efficient DNA repair mechanisms: Rapid identification and correction of DNA damage help maintain genetic integrity and minimize age-related decline.
• Cellular maintenance and protein stability: Effective cellular processes, such as autophagy and protein quality control, preserve cellular health and prevent the accumulation of damaged molecules.
• Insensitivity to age-related conditions: Naked mole rats exhibit resistance to age-related diseases, including cancer, neurodegenerative disorders, and cardiovascular diseases.
Ability to Survive With Low Oxygen intake: • Underground habitat: Naked mole rats adapted to low-oxygen underground burrows, necessitating efficient oxygen utilization.
• Anaerobic metabolism: They can switch to anaerobic metabolism to generate energy without relying on oxygen.
• Oxygen efficiency: Optimized respiratory and circulatory systems allow effective oxygen uptake and distribution

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After remaining invincible and impregnable for centuries, the mighty Pir Panchal is witnessing enormous developmental activity for a new expressway, a challenging railway line and most of the dam-fed hydropower projects involving an investment of tens of thousands of crores. At places, this is triggering the fragile range to cave in at the cost of homes and livelihoods of age-old villages, a situation that experts believe could have been avoided with better pre-feasibility studies and sophisticated project implementation, reports Masood Hussain
Anticipated for years, finally, the increased incidence of land subsidence and sinking in the Pir Panchal Mountains is Jammu and Kashmir’s new normal. The young fragile and unstable mountain range separating Kashmir from the rest of the world is in news frequently as the slopes housing small habitations for centuries are caving in.
On February 19, 2023, around 16 structures of Duksar Dalwa (Duksar Dal), a hamlet almost 45 km uphill from Ramban, suffered serious damage as the land caved in. It crippled road connectivity between Gool and Ramban where almost 500 meters developed cracks, tripped the electric supply and snapped the water supply. Three homes developed cracks forcing authorities to shift the impacted population to safer areas.
Officials said while they are working overtime to resume power and water supplies, they are also improving the Dharam-Salballa road to make it an alternative supply route to the “literally disconnected” area. In the sinking village, the official encouraged the residents to move swiftly to safer spots. For residents, however, the gradual 3-day sinking was a painful watch of their life earnings slowly cracking up and becoming black holes over hills.
It started with a crater that widened to almost 500 meters during two nights, making almost everything around unsafe, unstable and life-threatening. A mosque, Darsgah, the village seminary and the village graveyard were destroyed. Residents quickly exhumed a recently buried body and laid it to rest at a “safe” place.
Officials who visited the spot said the village’s agriculture fields were rendered useless, pushing residents into poverty. They lost homes and their livelihoods too.
The Duksar erasing came less than a fortnight after Doda lost a cluster of houses to a similar instance on February 3, 2023. Located on the foothills on the road to Kishtwar near Thathri, nearly 35 km from Doda, the volunteers, residents and government officials had to quickly shift 117 members of 19 families as the patch of slope housing the Nai Basti cluster gave in within three days. A total of 21 structures cracked and became unsafe.
Horrific Tunnel Collapse
The last horrific tragedy took place on May 19, 2022, when the workers were digging into an adit (minor access to the T3 tunnel) near Khooni Nalla at Ramsu’s Makerkot area. It collapsed over them killing ten workers including two local residents and eight Nepalese labourers. The tragedy struck during the day amid incessant rain but still, only two persons could be rescued alive.
The workers were on the challenging stretch of the national highway between Digdole and Khooni Nallah, which is otherwise notorious for frequent landslides and shooting stones due to fragile geology. It was part of the twin-tube tunnel that would connect Digdole to Panthyal and was implemented by Ceigall India Limited in a JV with Patel Engineering Limited. (The contractor has been imposed a heavy fine.)
The National Highway Authority of India (NHAI) that has taken over the Jammu Srinagar national highway from Border Roads Organisation (BRO), a few years back, is constructing at least five tunnels to bypass the highway’s 3-km “killer’’ stretch from Panthyal to Makerkote. Tunnel T3 is part of this intervention.
Unlike the rest of the highway, the 36-km Banihal Ramban stretch has been the most challenging one and that is why it is still under implementation. On this stretch are six “killer spots” located on a 14-km road stretch and NHAI intends to spend Rs 2000 crore to manage this. Implementation of this would offer some safety from frequent halts owing to shooting stones at Marog, Panthial, Digdol and Battery Chashma.
Triggering Instability
Implementation of these projects is triggering crises for the localities living around them. As many as 13 houses in Sujmatana village near Ramsu were literally devastated. The round-the-clock blasting for the tunnel projects and cutting work made these houses inhospitable after they developed cracks. Most of them have left their unsafe homes and migrated elsewhere. Though officials are looking into the crisis since 2017, it is yet to be settled.
On August 4, 2022, 36 families had a providential escape when their Bassan village in Reasi became the casualty of sinking and erosion at the same time. Without any notice, landslides carried down boulders and muck that crashed the houses and put the agriculture fields out of sight. It was so abrupt, villages said, that they had no time to take their belongings along.
Officials admitted that almost 60 kanals of land sank as another 400 kanals patch was rendered useless. Almost all the fruit trees, mostly walnut and apricot, were engulfed in mud. Almost 200 meters of a PMGSY road was also downthrown by around 25 meters from its actual alignment.
The earlier worst case was reported from Dalwas when on March 28, 2020, the residents fled when their homes and fields were literally buried by landslides. Almost 40 households were impacted.
The village has been there for ages and never experienced any such threat. Then one day it literally disappeared. Residents alleged that being away from Srinagar and Jammu, deep into the mountains they hardly were reported. At one point in time when they wanted to protest, authorities invoked Covid19 concerns to prevent it.
Response Protocol
Over the years, the government response has remained unchanged. Once the reports land that spots are sinking, they as the first quick reaction, send cops, paramilitary, SDRF and revenue officials to oversee and, in most cases, extend help in quick evacuations. In stage two, the respective Deputy Commissioner writes to geologists and the Department of Geology and Mining and, off late, to the Geological Survey of India, who rush their experts to these spots. In the subsequent few days, they study the local rock formations and submit reports, part of which goes to newspapers and by and large the files get closed.
At the same time, files start rolling about relief and rehabilitation. It takes its own time. In many cases, people who lose their homes and livelihoods are yet to be properly rehabilitated.
Invariably, the policymakers and the administrators avoid two vital ingredients of the story – the assessments that the local populations make about the crisis they land in and the wider angle that remains unchanged across the Pir Panchal range.
Resident Assessments
Affected populations are unwilling to accept that these crises are natural. They see them as man-made disasters. Raqeeb Wani, a former Sarpanch of Daskar Dalwa told The Telegraph that his village’s erasing is directly linked to the construction of two railway tunnels downhill, that would link a 3km rail track between Sangaldan and Chaddi. He attributed it to the “continuous blasting” that loosens the soil and adds to the instability of the mountain.
“A few years ago, we had a similar disaster in Sangaldan a few years ago when an entire market caved in,” Wani was quoted as saying. “That also was owing to the railway project.”
In the case of Dalwas, for instance, a former lawmaker from Ramban Ashok Kumar Dogra said the “unscientific planning” of the widening of the national highway is responsible. “The highway authorities started excavation of the road from beneath the village without raising any wall on the side of the village. As no concrete measures were taken by the NHAI to protect the village and debris was also disposed of at the same place, the tragedy was bound to happen and the houses collapsed and the village sank,” Dogra told Outlook. “I will not call it a natural disaster. It was the unplanned construction that destabilised the soil of the whole area, leading to its sinking.”
Right to A Road
Pir Panchal mountain range has remained literally invincible and technically impregnable for centuries. It took decades of thought process and a lot of resources to lay a foot track between Jammu and Srinagar, to have an alternative to Mughal Road. Known to history as the Banihal Cart Road, it was difficult and always retained by Dogra despots as a private route. It remained inaccessible to people till 1922. Till the Jawahar Tunnel was inaugurated, the road would pass over the Banihal pass, the abandoned remnants of which still exist.
This made Kashmir rely on the Jhelum Valley Road (JVR) as the main highway.
Almost 225 residents from 48 households who somehow survived the tragedy moved to another village and are still struggling to pick the threads of their lives. Though life has returned to the village, they are still fighting for an electric supply line and the rebuilding of the school building.
An Upcoming Railway
The road is just not the only thing that is happening deep inside the Pir Panchal mountain range. While the road is being upgraded, there is a railway project in an advanced stage of implementation.
Unlike the road that is being laid over the foothills not far away from the old alignment that also followed a foot track of the eighteenth and nineteenth century, the railway track is passing through a virgin area, part of which has not seen even a bus. For making rail reach Baramulla from Udhampur, the 272-km project is going to cost a whopping Rs 37012 crore of which more than ninety per cent has already been spent.
Work on JVR started in 1880 and was formally thrown open in September 1890, when Maharaja Partap Singh was driven through from Baramulla to Kohala. The construction of this gigantic road project was implemented by a major British Indian contractor M/S Spedding, Mitchell & Co and was overseen by different British engineers at different stretches. While General de Bourbel oversaw everything as the Chief Engineer Kashmir, it was Alexander Atkinsonmanagedmost of the road up to Chakoti (on the other side of LoC now) and a few parts on the Kashmir side; Farrant was in charge of construction between Chakotiand Baramulla; as EG Hebbert supervised its completion in November 1889. Resources apart, it cost too many lives. Between Chakoti and Baramulla, 54 Pathans were killed in four years. Besides, 20 lives were lost to snake bites.
Post-partition, the Banihal Road became arterial and pressure built with a surge in population and demand in Kashmir. For seven decades, this road bore the brunt of all the pressures of travel, demand and consumerism and gave in. The rise of the Kashmir apple added another pressure factor so did the security requirements.
Finally, a stage reached that the health of the national highway was directly linked to the economic well-being of Kashmir. This paved the way for the decision by the Government of India that distances need to be reduced and the highway must be improved so that commuters do not end up spending a day on a 300-km highway.
More than a decade after the first spadework, it is emerging as one of the best roads. There are three major tunnels that have skipped dangerous patches while reducing distance and uphill driving: a set of four small tunnels near Nandni with a combined length of 1.4 km; 9.2 km Chenani-Nashri tunnel has bypassed a gruelling uphill drive and 8.5 km Banihal-Qazigund tunnel is going to tame dangerous Banihal Pass forever.
Distance has dropped from 300 to 270 km and the travel time from 12 to around 5 hours. But the Banihal-Ramban stretch remains a challenge. Earlier, it was merely a technological crisis, now it is a serious ecological issue.
These villagers were fortunate in comparison to the Sadal hamlet of Udhampur which was buried under a massive mudslide at noon on September 6, 2014. Following incessant rains for many days, it triggered massive floods in Kashmir and the rest of the erstwhile state. As many as 41 residents from 65 households were killed by the wee hour mountain collapse that brought an almost 30-foot-thick blanket of rafted rock fragments mud, sludge and rubble.
The rail is already chugging between Udhampur and Katra (25 km) since July 2014, Baramulla to Qazigund (118 km) since October 2009; and Qazigund to Baramulla (18 km) since June 2013. This leaves the most challenging stretch of 111 km between Banihal and Katra to be implemented.
However, the cost of the track does not define the project. It is the work that details the challenge. Nearly 119 km of the entire track will pass through 38 tunnels, the longest of which is 12.77 km long.
What is interesting is that in the 111-km Banihal – Katra track, 97.42 km are tunnels and most of the rest are bridges. Railway officials have to do 163.82 km of tunnelling in total – 66.4 km are escape tunnels – to make the track possible. For making these tunnel spots accessible to men and machines, there is a network of 205 km of roads, which remain busy round the clock.
This track will have 37 bridges – totalling 7 km in length, including the iconic Chenab Bridge, which is tipped to be the highest railway bridge on earth. While this bridge is ready, the current focus is on the first cable-stayed railway bridge on Anji Khad.
With thousands of people working deep inside the mountains with basic cutting and blasting machinery a lot of activity is generated.
There were dozens of instances in which the portions of various tunnels collapsed resulting in either changing the alignment or repairing the damage and restoring the tunnel. In July 2006, an almost 3 km long tunnel on the Udhampur-Katra track gradually started sinking after massive soil swelling on the two ends making it unusable and thus delaying the project. Northern Railways later hired an Austrian consultant, Geo Consult International (GCI), to salvage the project after many years of delay. The causes of the damage were visible to even the then Chief Minister, Ghulam Nabi Azad, who said he saw “a river flowing under the tunnel”.
A number of tunnels between Katra and Sangaldan witnessed “abnormal” water discharge making construction a challenging task. In Sangladan, the managers were shocked when they saw a 500-meter track between two tunnels actually missing one fine morning. Reported in 2006, it destroyed a vast stretch of land on a slope housing as many as 100 structures besides over 400 meters of the road connecting Mahore and Gulabgarh.
In 2016 summer of 2016, authorities shifted 124 families – almost the entire village of Dharam, after the vast patch of land that housed the hamlet caved in within three months. Though the officials attributed it to natural reasons, the residents linked the unprecedented situation to the ongoing work on the railway line passing close to the village.
Oceans In Gorges
Piercing the Pir Panchal mountains for smooth, faster and better communication is just not the only thing happening in the region. Owing to the mighty Chenab, the region is Jammu and Kashmir’s powerhouse. More than 90 per cent of the hydropower potential is restricted to the region owing to the availability of water and enough space to construct dams within the mountain gorges. This has led to a situation where the region holds a massive amount of water in its dams.
The region’s tryst with power generation started late last century with the implementation of the 900-MW Salal power project in Reasi in 1978. The project’s 1.45 million cubic meter dam has created the Salal lake which has the capacity to retain more than 28 million cubic meters of water.
Then came the 390-MW Dul-Hasti Power Project near Kishtwar. It was followed by the 900-MW Baglihar power with 1.8 cubic meters of the dam and an additional reservoir capacity of 39.5 cubic meters – a facility that has created a huge water body in the mountain gorges between Chanderkote belt and Thathri to the extent that certain localities and infrastructures had to be relocated. Quite a few people still live in the highway town of Pul Doda.
The region has many other power projects at different stages of implementation. These include 850-MW Rattle, 100-MW Pakal Dul, 624-MW Kiru, 540-MW Kwar, 800-MW Bursar, and 930-MW Kirthai-II. This is an investment of tens of thousands of crore in mountain gorges on a single river within a river length of fewer than 100 km.
Baglihar is the only project that Jammu and Kashmir’s fully-owned JKSPDC owns. Chenab Valley Power Projects Ltd, a joint venture between JKSPDC and NHPC, India’s hydropower giant, is implementing four power projects – Pakal Dul, Kiru, Kwar and Karthia-II. Salal and Dul Hasti owned fully by NHPC and Ratle is being executed under a fresh JV with JKSPDC in which the latter holds 49 per cent stakes.
Stakes apart, hydropower stations are gigantic projects. These need huge spaces for water storage – even in the case of run-of-the-river schemes, and a lot of tunnelling. All projects have main tunnels, both head race and tail race, and then there are a lot of additional adits and small tunnels for servicing. Even though most of the tunnels and the dams are concrete structures, having such critical infrastructure usually triggers soil erosion and soil swellings too often. The 110-km Batote Kishtwar road has been ailing for all these years. Never in a year could it operate for all 365 days.
Cause versus Consequence?
Science has fundamentally opposed the idea of correlating causes with consequences especially when there is no plausible explanation. In the case of the Pir Panchal region, however, there are striking correlations. For most of recent history, land sliding has been happening around the national highway only. However, in the last decade, land subsidence is a routine and it is happening at all places where developmental activities are going on.
Bhaderwah town and its surroundings are witnessing “region-exclusive” tremors almost every year. In August 2022, there were 21 tremors, reaching up to 3.9 on the Richter scale. Such summer tremors have been there in 2013, 2016, 2017, and 2018. In fact, 2013 was harrowing as the earthquakes touched 5.8 on the Richter scale.
Land patches are caving in at spots closer to some kind of major developmental activity. This is as true with railway projects as it is in road widening projects. Certain spots caved in because works were implemented without a detailed study.
In Sangaldan, for instance, when the railway track collapsed, it was pointed out by geologist Prof GM Bhat that it had been built “on a fossil slide”, which failed to withstand the weight and crumbled down. “We knew it for decades but we were never consulted,” Bhat said. “In this part of the Himalayas, rock types change after every half a kilometre.”
A respected geologist, Bhat insists that developmental activities can take place in any space that is as fragile as Pir Panchal but it needs adequate pre-implementation study and proper implementation mechanism.
“In the four-laning of the highway, the crisis would have been manageable had there been least vertical cuts,” Bhat said. “Impounding so much of water (in power projects dams) within a small patch has the potential of inducing earthquakes.” He insists that the managers of the water projects must ensure better maintenance of the tunnels or these could become a serious crisis in future.
Bhat, however, sees society also going unruly. “In Banihal near the Mahu Mangat side, a hillock is a completely populated town now,” he said. “Has anybody tried to verify where the waste goes? Are we expecting a major crisis in the coming days when the hill will cave in because of seepage?”
The region is a risky belt given its fragile geology. The upcoming railway line is built over three major active geological fault lines: the Main Boundary Thrust (between Udhampur and Katra), the Muree Thrust (between Baglihar and Sangaldan) and the Panjal Thrust (between Digdol and Mahu Mangat). “I never say railway tracks cannot cross fault lines but I believe that had local expertise been involved, extensive fieldwork would have reduced the costs and perfected the alignment”. Entire Jammu and Kashmir is classified as seismic zone-V, the highest earthquake-prone area. CAG has already done a thick report on the resources that were wasted because of the geological surprises that erupted after various rail projects were implemented. Parts of the alignment were changed and completed works were abandoned.
A fault line actually passes through the centre of the Baghlihar dam and most other reservoirs are very close to the fault lines underneath. “A dam burst will be worse than the earthquake itself,” Bhat, who retired recently after heading the University of Jammu’s Geology Department for a long time, said. Interestingly, the area is reporting an increased incidence of cloudbursts, seen as an indicator of climate change. “One major cloudburst near a dam can trigger unprecedented devastation.”
One such cloudburst on July 28, 2021, almost decimated Honzer, a hamlet concealed within inaccessible mountains of remote Dacchan, killing 26 residents. The bodies of almost 18 of the victims were never found.
Many geologists who studied Dalwa fall attributed the land subsidence to water seepage, and extensive cutting of steep slopes. They have suggested a robust urban land use plan, a prerequisite for any activity, especially in hilly areas.
https://kashmirlife.net/o-pir-panchal-vol-14-issue-49-311779/

So, I just bought my first bike last week, it's a 1980 GS850L. The bike is in great shape, runs beautiful and really just has a few small things to take care of like bleeding all the brakes, new front master cylinder diaphragm, loose clutch; really minor things. The other day I noticed it has an oil leak around the #1 tube, not major, but enough that it drips and burns when running. My real question is: how difficult is it to change the head gasket and all on this engine? I have a great bike shop up the road I could take it to, but I also feel capable of doing it myself, and I'd obviously like to save money if i can. I do work industrial maintenance for a living, but small engines are foreign territory for me. Any advice really?
Thanks in advance, and sorry if this is a trivial question. I've watched a few videos online and have the original manual. I suppose my main hesitation is I don't have much experience in small engines.

Hey all! Apologies in advanced, this is my first post. Happy to share more info if needed. Looking for some advice here, after reviewing and getting a good(i think) understanding of the report.
The total estimated cost for all repairs is 10K, however these do include things the surveyor is speculating, so I am only going to discuss things that have photo evidence against it. My plan here is to go back to the estate agent and try and get the seller to fix these or cover the cost of the issues that have evidence against them. This is what I need advice on as I don't want a cow boys job done here.
First issue - Underfelt on roof has holes and rips which needs to be fixed - 3k
By the sounds of it, it needs to replaced completely as you putting tape etc over the holes will not fix the main issue and water can still get in. Exact wording from the report
'We noted repairs to rips and tears to underfelt and rips and tears to the roofing felt that have not been repaired, the underfelt will require overhaul.'
Is this a reasonable request to the seller to get fixed and is it likely he will fix this correctly? in my opinion anyone who see the attic will see these holes in the underfelt.
Second issue - Roof tiles - 2k with scaffolding
Some tiles on the roof have 'slipped' and need to be replaced or reset. Exact wording from the report 'The roof coverings require a general overhaul, we noted defective tiles to the rear roof slopes, we noted some tiles to the front rows to the front and rear slopes have slipped, appeared to be due to lack of support at eaves, slipped and defective tiles should be reset or replaced.'
Again is a this a Is this a reasonable request to the seller to get fixed and is it likely he will fix this correctly?
Third and final issue - Chimney stacks - 1k The report just states chimney stacks requires general program of maintenance including repairs to lead flashing and pointing to brickwork.
So overall given everything here, the total estimated cost is around 6k, is this a fair request to go the seller and ask him to fix these things? It looks like the seller bought the house with the only intention of doing it up and selling it on for value in the first place. How do i go about this conversation to the estate agent and is likely they will just pull out if I start making demands?
Also how urgent and important are these issues needed to be fixed?
I am not happy with buying a house which requires fundamental fixes to the house, especially at this cost.
I am happy to take on the other 4k worth of fixes as these are cosmetic issues.
Any advice would be great help.
Thank you.
​

I have a 2013 Subaru Crosstrek xv with 115,000 miles on it that I've had for almost three years, I paid 15k for it and have spent around 3k in maintenance and repairs sinse purchase. Had a lot of issues come up recently and was estimated around 6,300k for repairs and I'm just not sure if it's worth it at this point. I still owe 8k on it so would it be better to sell it and try to get something else or just suck it up and do the repairs? Three of the main things are a cam shift carrier leak (3k) wheel bearing replacement for both rear (1k) and spark plugs (500) these are the main ones that need to be done, there's also been issues with sensors.
Any advice would be appreciated, I'm not good with cars and I'm just really not sure what to do, if I should just fix the important stuff and leave everything else or try to get a different car. I'm just not sure if these repairs are considered "normal" or if I just got a bad year vehicle

Introduction

As a business owner, you know how important it is to keep track of your fleet vehicles. Not only do you want to ensure the safety of your drivers and cargo, but you also want to optimize routes and reduce costs. This is where GPS Fleet management and tracking solutions come in! With advanced technology at your fingertips, you can monitor your entire fleet in real-time, improve driver behavior, and increase efficiency. In this blog post, we'll explore everything you need to know about GPS Fleet management and why it's an essential tool for any modern business with a vehicle-based operation.

What is GPS Fleet management and tracking solution ?

GPS Fleet management and tracking solution is a technological tool that enables fleet managers to monitor their vehicles' location, speed, fuel consumption, and driver behavior in real-time. This system employs the use of GPS technology integrated with software applications to help businesses manage their fleets efficiently.
The use of GPS Fleet management systems has become increasingly popular over the years due to its ability to provide accurate data about fleet operations. It allows companies to track their vehicles remotely from anywhere in the world, giving them access to valuable information about their business operations.
With this system in place, businesses can optimize routes for drivers and avoid traffic congestion by monitoring live traffic updates. Additionally, they can identify any unsafe driving habits or practices such as speeding or harsh braking which could lead to accidents on the road.
GPS Fleet management systems are an essential tool for businesses looking to improve operational efficiency while reducing costs associated with vehicle maintenance and fuel consumption.

Benefits of GPS Fleet management and tracking solution

GPS Fleet management and tracking solution is a viable option for businesses that depend on the transportation of goods, equipment or people. It provides several benefits to fleet owners, including increased efficiency, reduced costs and improved safety.
One of the most significant advantages of GPS Fleet management is its ability to enhance productivity by optimizing routes. The system can quickly identify shorter routes with less traffic, reducing travel time and fuel consumption. This translates into faster delivery times, higher customer satisfaction rates and lower operating expenses.
Additionally, GPS monitoring allows fleet managers to track driver behavior in real-time. They can enforce safe driving practices such as maintaining speed limits and avoiding harsh braking or acceleration. Furthermore, they can identify drivers who may require additional training or support to improve their performance.
Another benefit of GPS Fleet management is asset protection against theft or unauthorized use. Geofencing technology alerts fleet managers when vehicles enter restricted areas outside working hours or deviate from predefined routes. This feature helps prevent vehicle misuse which ultimately reduces insurance premiums.
GPS monitoring helps companies comply with regulatory requirements such as Hours-of-Service regulations mandated by the Federal Motor Carrier Safety Administration (FMCSA). By ensuring that drivers take mandatory breaks during long journeys,it prevents fatigue-related accidents while minimizing legal liabilities for non-compliance
In conclusion,GPS Fleet Management has become an indispensable tool for organizations seeking greater control over their fleets’ operations through better route optimization,safety measures,and cost savings opportunities

How does GPS Fleet management work?

GPS Fleet management works by using a GPS tracking device installed in each vehicle of a fleet. These devices transmit location data to a central server, which analyzes the data and provides real-time information on the whereabouts of each vehicle.
The GPS tracking device uses satellite technology to determine its precise location, speed and direction. This information is then sent via cellular or satellite network to the central server where it's stored and analyzed.
Fleet managers can access this information through an online dashboard or mobile app. They can monitor their fleet's activity, track routes taken by drivers, view fuel consumption rates and other important metrics that help them optimize their operations.
This system also allows for geofencing which means setting up virtual boundaries around certain areas on a map. When vehicles enter or exit these zones, alerts are triggered notifying managers immediately so they can take appropriate action if needed.
GPS Fleet management helps businesses streamline their operations resulting in improved efficiency and productivity while reducing costs associated with excessive fuel usage, maintenance requirements or unauthorized usage among others.

Features of GPS Fleet management

GPS Fleet management solutions come with a variety of features that can help to improve fleet efficiency and reduce costs. One of the key features is real-time tracking, which allows fleet managers to monitor vehicles and assets in real-time using GPS technology. This makes it easy to keep track of drivers' locations, speed, and other important information.
Another important feature is route optimization, which helps to reduce fuel consumption by identifying the most efficient routes for drivers to take. This can also help to minimize vehicle wear and tear, reducing maintenance costs over time.
In addition, many GPS Fleet management solutions offer driver behavior monitoring tools that allow fleet managers to monitor driving habits such as speeding or harsh braking. By helping drivers adopt safer driving practices, this feature can contribute towards lower accident rates and fewer insurance claims.
Advanced platforms may also include geofencing capabilities - setting predefined boundaries within a given area- where alerts are sent when a vehicle enters or exits these areas. Additionally temperature sensors can be used via IoT devices in refrigerated transportation scenarios for added compliance measures ensuring cold chain integrity throughout the journey until delivery at destination.
These features make GPS Fleet Management an invaluable tool for businesses looking to optimize their fleets while maintaining safety standards

Case Studies

Case Studies
Real-life examples are always useful in understanding how GPS fleet management and tracking solutions can help businesses. Case studies provide valuable insights into the challenges faced and the benefits gained by companies that have implemented these solutions.
One such example is a construction company that was struggling with managing its large fleet of vehicles spread over various job sites. With GPS fleet management, they were able to monitor their vehicles’ locations in real-time, ensuring efficient routing and timely delivery of materials. They also reduced fuel consumption through optimized routes resulting in significant cost savings.
Another case study involves a transportation company that had difficulty maintaining a consistent level of customer service due to frequent breakdowns and delays caused by vehicle maintenance issues. By implementing GPS tracking devices on their trucks, they could perform proactive maintenance checks before an issue turned into downtime. This reduced repair costs while improving customer satisfaction rates.
Case studies demonstrate how GPS Fleet management and tracking solution can benefit businesses across different industries by reducing costs, increasing efficiency, improving safety standards, strengthening compliance measures while enhancing overall productivity levels.

Conclusion

GPS Fleet management and tracking solution is a must-have technology for businesses that use fleets of vehicles. It provides numerous benefits such as increased efficiency, productivity, safety, and cost savings. With GPS Fleet management systems in place, managers can monitor their fleet's location, speed, fuel consumption and maintenance needs in real-time.
The system is designed to streamline operations by providing accurate data on each vehicle's status and usage. Thus ensuring proper scheduling of deliveries or pickups while maximizing the efficiency of the entire fleet.
GPS Fleet management solutions also offer important insights into driver behavior and performance through advanced analytics tools that can help reduce accidents and improve overall road safety.
It’s an investment worth making if you want to optimize your business growth while reducing operational costs.

In recent years, the beauty and wellness industry has witnessed a surge in innovative hair treatments. One such popular procedure gaining attention is hair Botox treatment. Inspired by the success of Botox in facial rejuvenation, this innovative hair treatment has become a go-to solution for those seeking to revitalize and transform their hair. In this blog post, we will delve into the world of hair Botox treatment and explore its price range in India.

Understanding Hair Botox Treatment:

Hair Botox is a non-invasive cosmetic procedure aimed at repairing and revitalizing damaged or lackluster hair. Unlike traditional Botox injections used in facial procedures, hair Botox does not contain the neurotoxin found in facial Botox. Instead, it combines a unique blend of proteins, vitamins, and amino acids that penetrate the hair shaft, restoring and rejuvenating it from within.
The treatment works by filling in gaps and frayed cuticles, replenishing lost keratin, and improving the overall health and appearance of the hair. It can effectively address issues such as dryness, frizz, split ends, and lack of volume, leaving the hair smoother, shinier, and more manageable.

Factors Affecting Hair Botox Treatment Price:

Several factors contribute to the overall cost of hair Botox treatment in India. Here are some key factors to consider:

1. Salon/Spa Reputation: The reputation and expertise of the salon or spa where you undergo the treatment can significantly impact the price. Well-established and renowned establishments may charge higher rates due to their brand value and quality of service.
2. Location: The geographic location of the salon or spa also plays a role in determining the cost. Metropolitan cities and upscale areas generally have higher prices compared to smaller towns or suburban regions.
3. Hair Length and Thickness: The length and thickness of your hair are crucial considerations. Longer or thicker hair may require more product and time, thus leading to higher costs.
4. Additional Services: Some salons may offer additional services as part of the hair Botox treatment package. These could include haircuts, styling, deep conditioning, or specialized aftercare products. Such services can influence the overall price.

Average Hair Botox Treatment Price in India:

The cost of hair Botox treatment in India can vary significantly, ranging from approximately INR 3,000 to INR 10,000 or more. The price range depends on the factors mentioned above, as well as the expertise of the stylist and the products used.
It’s important to note that the cost mentioned above is an average estimate and can vary from salon to salon. It is always advisable to consult with a professional hairstylist or salon to get an accurate price quote based on your specific hair type and desired results.

Benefits of Hair Botox Treatment:

Hair Botox treatment offers several benefits, making it an appealing option for those seeking hair rejuvenation. Some key advantages include:

1. Restores Hair Health: Hair Botox treatment repairs and nourishes damaged hair, improving its strength, elasticity, and overall health.
2. Smooths and Reduces Frizz: The treatment smoothens the hair cuticles, minimizing frizz and enhancing manageability.
3. Adds Shine and Luster: Hair Botox infuses the hair with essential nutrients, resulting in a healthy shine and lustrous appearance.
4. Lasting Results: The effects of hair Botox treatment can last for several weeks or months, depending on individual hair care routines and maintenance.

Conclusion:

Hair Botox treatment has emerged as a popular solution for rejuvenating and transforming dull and damaged hair. While the cost may vary based on several factors, it is essential to remember that quality and expertise are paramount when undergoing any cosmetic procedure. Consultation with a professional hairstylist or salon is crucial to determine the exact hair Botox treatment price and tailor it to your specific needs. Invest in your hair’s health and beauty, and unlock the secret to gorgeous, revitalized locks with hair Botox treatment in India. Contact us at Cosmohair.in to know more…