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This 2007 Featherlite SURV is a 32′ fifth-wheel tandem axle toy hauler that was acquired by the seller approximately 10 years ago and is said to have been used exclusively on the West Coast. A loading ramp provides access to a rear cargo with recessed D-rings and a Uni-Trax cargo transport system. The galley features a sink, a cooktop, a microwave, and a refrigerator/freezer. The cargo area converts to serve as the main living and dining area. Additional equipment includes an air conditioning unit, an Onan generator, a removable floor-mounted winch, a fold-out awning, a Voyager CD stereo, and 16″ aluminum wheels. This Featherlite SURV is now offered with service records, owner’s manuals, and a clean Washington title in the seller’s name. The low-drag design features welded all-aluminum framework with riveted aluminum body panels finished in dark silver with multicolor graphics. Equipment includes a one-piece aluminum roof, a roof-mounted A/C unit, a Fan-Tastic thermostatically controlled intake/exhaust fan, tinted windows, a shore power connector, and an outdoor shower. An awning on the right side features a black-and-white checkered pattern. Scratches and a crease on a door are noted by the seller. The tandem axle trailer rides on 16″ aluminum wheels mounted with Carlisle 12-ply tires. Two full-size spares are mounted at the rear of the trailer. Stopping power is provided by drum brakes. The forward living section houses a sleeping area in the gooseneck as well as wood composition storage cabinets and residential-style 120V power outlets. The galley is equipped with a sink, a two-burner cooktop, a microwave oven, and a refrigerator/freezer. A bathroom with a toilet, an enclosed shower, and a separate vanity sink area is accessed via a sliding door. A Sunforce digital solar charge controller and a Voyager CD stereo are mounted on the wall. The rear compartment features a 108″ tall door that serves as a heavy-duty loading ramp. The door opening has a full-width pull-down insect screen and a cover over the cable equipment. The compartment houses a drop-down sleeping platform, a removable table, and flat-folding bench seats trimmed in blue cloth. Additional amenities include an Onan MicroQuiet 4000 series generator, a Voyager CD stereo system, and a floor-mounted winch. The seller notes the stereo volume control is inoperable. House power is supplied by two deep-cycle AGM batteries, backed by a 3600 Onan LP generator. 120V operations are through an on-board voltage converter or shore power when connected. The seller notes that operation of some equipment, such as the air conditioning and microwave, require the generator to be running if not connected to shore power. Additional accessories included are an RV cover, gooseneck and fifth-wheel hitches, a Lynx leveling block system, and Uni-Trax removable fastening rings along with service records and owner’s manuals. The winning bid does not include shipping. It is the buyer's responsibility to arrange the details of any shipping or delivery, and to pay any taxes, duties, or charges associated with shipping or delivery.View our third-party shipper recommendations. We need to confirm your billing address in order to appropriately charge fees and taxes should you win an auction. Please provide your billing address below. Congratulations! You're the high bidder. Your bid has been posted in the comment flow on the listing, and you can see other bids there as they happen. Good luck! Please confirm if the following details are aligned with your current contact information. If not, pleaseupdate your profile. Bidding will advance immediately to $. The BaT Service Fee is 5% of the bid, with a minimum of $250 up to a maximum of $7,500.VAT on Service Fee is charged in USD If you win the auction, your card will be charged for the service fee and you pay the seller directly for the vehicle. If you don't win, your existing pre-authorization will be released. When you bid we pre-authorize your credit card for the service fee(this helps prevent fraud). If you win the auction, your card will be charged for the service fee and you pay the seller directly for the vehicle. If you don't win, the pre-authorization will be released. *Exchange Rates You are bidding for this item in USD. This means, if you have the winning bid, you will need to make your payment to the seller in USD. It is your responsibility to check the conversion rate, and you should also note that exchange rates may fluctuate between now and the due date of your payment after the end of the auction. Taxation If you are the highest bidder, you will also need to pay the seller any applicable taxes/VAT. Your bid may not be inclusive of these amounts. Relevant details are included in the listing, so please ensure you have read and understood this information before placing your bid. Note that, if you will need to import the vehicle to your country, you may be responsible for import-related taxes. For more info,read about our auctionsoremail uswith any questions. By clicking on “Place a Bid” below, I acknowledge that theright to cancelservice will not apply once the bid has been placed, as the service will be provided immediately and agree to Bring a Trailer’sTerms of Use. Your bid of $is $more that the current high bid of $. Are you sure you want to proceed?

Italiano On August 10, 2019, Jeffrey Epstein was found dead in his cell; he had been accused of abuse and child trafficking. On January 30, 2026, the US Department of Justice will release three million documents on his power network. The investigation that will shock the world begins. In our search engine, 200 names and hundreds of documents can be consulted to reconstruct the hidden galaxy of the pedophile financierOn January 30, 2026, three million documents on Jeffrey Epstein's power network will be made public. In our search engine, 200 names and hundreds of documents can be consulted to reconstruct the hidden galaxy of the pedophile financier who died by suicide in prisonbyAnna LombardiandChiara Nardinocchi,with the collaboration ofSerena ConsoleandNiccolò Locatelli.Edited byVisual Lab Anna Lombardi "Can you change the time of tomorrow's massage? I wouldn't want to miss another day of school". There is also the appealof Jennifer Araoz, who ended up inJeffrey Epstein'sweb when she was only 14, in the vast sea of files posted online haphazardly by the US Department of Justice last January: her name was omitted only later, after a formal protest alongside other victims whose identities had been thrown to the curious, while those of their exploiters had been obscured. Because these are the Epstein Files: a cauldron of private emails and court papers that has (partially) revealed the shameless network of the pedophile financier that intertiene sex and power, connecting politicians, economists, writers, artists, Silicon Valley gurus and scientists, progressives and conservatives, Democrats and Republicans, the narrow-minded and the visionaries.

Elon Musk took the stand in a California courtroom today toask for OpenAI CEO Sam Altman’s ousting.Still, it wasn’t the worst thing that happened to the executive on Tuesday. That’s because on Monday night, theWall Street Journalpublished a report claiming that ChatGPT’s growth had slowed toward the end of last year, and as a result, OpenAI had missed its internal goal of one billion weekly active users and its own target revenue for the year. Citing people familiar with the matter, the WSJ reported that CFO Sarah Friar was worried about revenue growth and unsure if OpenAI could pay for its many computing contracts. These concerns have put Friar and a bunch of other executives at odds with Altman, the report claims, as they have sought to rein in costs. Meanwhile, the OpenAI board has questioned Altman on his “efforts to secure even more computing power despite the business slowdown,” the WSJ wrote. If the report is true, it clashes with the picture that OpenAI has been trying to portray. OpenAI and many of its peers in the AI industry have long claimed that AI demand would arrive, and to accommodate it, the industry has to rapidly shore up as much computing capacity as possible. This has led to a record investment in AI data centers, a risky bet that some experts have claimed could beoverkill, andan industry-wide dealmaking frenzythat has placed OpenAI at the center of it. OpenAI has inked so many multibillion-dollar deals that it sparked worries of circular dealmaking and a potential AI bubble where only one failure (such as if OpenAI were to fail to deliver on its massive financial commitments) could create a domino effect that could take the entire industry, andperhaps even the American economy, down with it. As a result, the market had a proper freakout on Tuesday, sending the shares ofany company with substantial ties to OpenAI down, which, in this current climate, is much of the tech industry. So much so that at least one company had to come out and renounce its reliance on OpenAI. The shares of cloud computing companies Oracle and Coreweave bothsustaineda particularly big hit because both have signed lucrative computing contracts worth billions of dollars with OpenAI. A Coreweave spokesperson tried to appease investor worries, telling Bloomberg that “OpenAI is a terrific partner, but not our only one.” OpenAI has alsodenied the claimsin the Wall Street Journal report and said in aposton X that the company has “breakout Codex growth, enterprise offerings on every cloud, the only consumer app that matters, a computer strategy built to accelerate, and the best researchers in the world.” But rumors of the AI giant’s struggles have been circling for some time now. They mostly began late last year, when Google’s Gemini release was deemed by many on the internet to be superior to ChatGPT. Shortly afterGemini’s success,OpenAI executives declared a “code red” crisis at the company. Then cameAnthropic’s agentic AI releasesClaude Code and Claude Cowork, both of which have dominated the coding and enterprise markets in the last few months. According to the WSJ, the 2025 revenue target miss was due partially to Gemini eating into ChatGPT’s market share. The report also claims that OpenAI has continued to miss multiple monthly revenue targets in 2026 due to Anthropic’s success. Meanwhile, OpenAI also raised many eyebrows when its$100 billion deal with Nvidia, which was the first multibillion-dollar OpenAI investment that really fueled fears of circular dealmaking last year, fell apart. As it reportedly prepares for anIPOlater this year, the company has taken some steps to reduce costs, likeshutting down its AI video-generator Sora, and to increase revenue, with controversial initiatives likeads in ChatGPT. Earlier this month,a New Yorker investigationcited numerous insiders who accused Altman of lying to OpenAI’s board and of being untrustworthy in business dealings. Around the same time, a report from The Information said that Altman and Friar were at odds over OpenAI’s readiness for an IPO. Similar to the claims made in the WSJ piece, The Information report also said that Friar was uncertain that OpenAI’s revenue growth could support its $600 billion spending commitment over the next five years, because the company is expected to burn more than $200 billion before it starts making money. These concerns over spending are also not unique to OpenAI. AI giants were scrutinized for theirheavy financial commitmentsin the last round of tech earnings, especially after analysts warned that it could turn the companies’cash flow negative.Microsoftspecifically was also under investor scrutiny for its heavy reliance on OpenAI, namely that almost half of its cloud commitments were solely from the AI giants. The fear was prominent enough that Nvidia CEO Jensen Huang had to spend his company’s earnings call doingdamage controlfor AI hyperscalers and repeatedly assuring investors that revenue would follow their investments. Now, the latest OpenAI news only adds more fuel to that fire, as Microsoft, Meta, Amazon, and Google are all set to report quarterly earnings tomorrow afternoon.

SeveralTorontoNDP MPPs and advocates for Toronto’s waterfront are warning the public about what they describe as grave concerns around safety and health regarding the province’s planned takeover ofBilly Bishop Airportand nearby lands. “This is another real estate scam by theDoug Fordconservative government. And it needs to be stopped before he destroys our waterfront,” said Chris Glover, the NDP MPP for Spadina-Fort York, at a Tuesday news conference. On April 23, the Ford government tabled legislation to seize the City of Toronto’s portion of the tripartite agreement that governs Billy Bishop. The legislation also lists many other areas that would be folded under Ontario’s control, including a third of Little Norway Park and a large swath of Toronto’s Islands. Premier Ford said at the end of March that taking control of Billy Bishop is to expand the airport’s capacity so that larger jets can land, which would bring more “flight options, more routes and more convenience.” Glover, flanked by fellow NDP MPPs Kristyn Wong-Tam and Alexa Gilmour, said at the news conference the airport expansion is simply a “really bad idea.” With Billy Bishop being at the bottom of “a dead-end street” just off of Bathurst, a sizable increase in traffic to the airport would create untenable levels of congestion at the waterfront area and through the city, said Glover. Wong-Tam said the focus should be on shoring up Pearson Airport and supporting the decade-long expansion and renewal of the airport that should be completed by the early 2030s. That is what should support commercial activity and tourism — not the island, she said. The MPPs said there are also concerns about air and noise pollution, as well as the exemptions that would be needed to allow jets to fly low on the city’s skyline and whether it is safe to increase air traffic around high rises. In 2013, Toronto published a report that examined the possible health impacts of expanding Billy Bishop Airport. At the time, Porter was looking to expand the airport to allow jets. The report, commissioned by Toronto Public Health, found the airport in its current form already contributes to health risks, including air quality and noise pollution. It said that traffic conditions, along with an increased risk of traffic-related injuries and fatalities, would be expected to increase with the expansion. But it found that the long-term presence of the airport overall creates the largest risks to population health in general, regardless of an expansion. It called for a reduction of current and future airport impacts. The MPPs also referred to a 2015 report on the requirements needed for expansion, by consulting firm Oliver Wyman, to illustrate why an expansion is not feasible. The Wyman report saidBilly Bishop is “not physically capable of serving as a Pearson on the lake” and that Pearson airport already serves the role as a full-service airport and is easily accessible by the UP Express. Since the province moved to take over the airport, Toronto Mayor Olivia Chow has been vocal in her opposition, calling the legislation a “unilateral action to grab city land.” In a statement to Global News, a spokesperson from the premier’s office said the province is supporting the “long-term modernization and expansion of Billy Bishop Airport, which is a critical and underutilized part of Ontario’s transportation infrastructure.” It said if it were up to the NDP or Liberals, “nothing would get built.” The spokesperson said that Pearson is “at capacity” and options are needed for the growing population. Ontario is looking forward to working with the Toronto Port Authority and the federal government on the project, they said. At a press conference at the end of March, Prime Minister Mark Carney called the Billy Bishop expansion a “very interesting vision.” He has not commented on the plan since then.

Unlike most airplanes or helicopters, I saw the all-electric Joby Air Taxi long before I heard it. It was cruising silently around Governor's Island and past the Brooklyn Bridge in New York as it made its approach to the NYC Downtown Skyport in Lower Manhattan. When it touched down moments later, it made history, completing the first point-to-point EV air taxi demonstration in New York City history. As someone who's been following the growing eVTOL (electric vertical take-off and landing) industry for almost a decade, this was a watershed moment for me, too. Never, in all that time, had I seen one in flight. Yes, I missed the smaller New York City Joby prototype demonstration in 2023. Still, the truth is, these EV vehicles, which can perform vertical takeoffs before converting into basically airplane mode, have yet to receive the necessary Federal Aviation Administration (FAA) clearance. And with how slowly bureaucracy moves, I assumed it might be another decade before I'd see one in flight outside of a highly controlled test, airfield. Yet here I stood under partly cloudy skies with minimal wind, watching the Joby drop down from the sky, its 6 propellers guiding it to a perfect three-point landing. Pilot Buddy Denham hopped out wearing a snappy, blue Joby's jump suit and greeted me warmly. I asked about how hard it is to fly what looks like a cross between a giant drone and a classic airplane. The EV, which will fly four passengers and a pilot once certified by the FAA, is "highly augmented fly by wire," explained Denham. This means that while he controls speed and altitude with physical controllers, much of what happens is when he tells the flight control system what he wants, and it carries it out. Denham should know. Before joining Joby seven years ago, he was with the Navy, where he helped develop a unified control concept for the F-35 fighter jet's hover system, essentially the same system the Joby aircraft uses today. While Denham described the Joby Air Taxi as "easy to fly," it is a complex air vehicle that does the neat trick of converting back and forth from hovercraft to, basically, aircraft. Denham gestured toward the two most forward of the six propellers and explained how they start facing up to support vertical liftoff and then automatically tip down to face forward to support airplane-like flight. Sign up for breaking news, reviews, opinion, top tech deals, and more. "We're excited that this is going to transform how people move around New York and the world." Joby CEO JoeBen Bevirt told me shortly after the flight demonstration. That transformation is about noise and air pollution. As an all-electric vehicle capable of traveling up to 200mph, the Joby Air Taxi produces zero emissions and, unlike the majority of helicopters flying over and around New York, it is whisper-quiet when in the air. While the noise level rises appreciably as the eVTOL is lifting off or landing, it's by no means ear-piercing. One company representative told me its in-flight "acoustic profile is 100 times lower than a helicopter." Perhaps nothing drove that point home more forcefully than when Bevirt was speaking to the assembled crowd as a large helicopter inexplicably (or purposely) pulled up to the skyport and hovered in space for a minute, essentially drowning out Bevirt's speech. Bevirt later told me that this is a pivotal moment for Joby and the industry and believes the day's flight is "a good indication of where we are going." It's notable, though, that the pilot flew alone and only over water. Without FAA approval, the Joby Air Taxi, which could just as easily land in your backyard as this skyport, cannot fly over land. Joby's efforts, though, were fast-tracked by a recentFAA eIPP(eVTOL Integration Pilot Program). Triggered by an order from US President Donald Trump, the eIPP helps foster public-private partnerships and made the day's flight, a joint operation between Joby and the New York and New Jersey Port Authority, possibly. Full FAA clearance will still be necessary before you catch a Joby from JFK. In the meantime, Joby's latest production prototype is jam-packed with safety features, including multiple redundancies that make it possible to continue flying if one of the six propellers fails. Even inside each propeller is a dual system to prevent failure. Joby representatives believe they may get FAA clearance to fly as early as next year. If so, customers will use the Joby app to book flights, much like they would an Uber. In fact, Joby and Uber are partners, and the idea is that you could book one trip that includes a Joby flight out of JFK and an Uber to pick you up at the skyport. There's an undeniable cool factor to vertical liftoff from JFK and touching down at your destination, but from a practical perspective, you have to ask why. What's the benefit of living this George Jetson existence? Why not just take an Uber from JFK to Midtown Manhattan? Joby CEO Bevirt has the obvious answer: "5 minutes instead of an hour," he grinned. While this day's flight took 10 minutes from point to point, a Joby that's allowed to fly over land will get the job done in as little as five minutes. That sounds amazing, but one can only imagine the costs will be sky (ahem) high. A Joby spokesperson admitted to me that "initially the price might be a bit higher," but they "want to make this accessible to all." Ultimately, it should cost no more than a comparable Uber Black ride. So figure, if and when this operation gets off the ground, $150 per ride. With a spacious cabin, four leather seats, and big windows, the Joby EV air Taxi could someday be the perfect New York City sightseeing vehicle, but first, the company has to build its EVs. This production prototype is close to the final EV, but Joby still has to build more — a lot more. Even here, though, the company is bullish. As a vertically aligned company, it builds the components it needs in Ohio and assembles the EV Air Taxis in California. A Joby spokesperson told me that by 2027, they hope to eventually build four aircraft a month. When Joby has enough Air Taxis and is certified to fly, its first passenger will be CEO Joben Bevirt. When I asked if the vehicles were safe, he said, "Absolutely," and when I followed with if he would be the first passenger, he quickly added, "I am." Follow TechRadar on Google Newsandadd us as a preferred sourceto get our expert news, reviews, and opinion in your feeds. A 38-year industry veteran andaward-winning journalist, Lance has covered technology since PCs were the size of suitcases and “on line” meant “waiting.” He’s a former Lifewire Editor-in-Chief, Mashable Editor-in-Chief, and, before that, Editor in Chief of PCMag.com and Senior Vice President of Content for Ziff Davis, Inc. He also wrote a popular, weekly tech column for Medium called The Upgrade. Lance Ulanoffmakes frequent appearances on national, international, and local news programs including Live with Kelly and Mark, theToday Show, Good Morning America, CNBC, CNN, and the BBC. You must confirm your public display name before commenting Please logout and then login again, you will then be prompted to enter your display name.

Profitable in the Third and Fourth Quarters of 2025 Delivered Record Annual Revenue of $489 million Q4 revenue increased 17% year-over-year to $151 million Increased Auto Partners’ Premiums by over 190% Signed Strategic AI Partnership with ByteDance NEW YORK, April 28, 2026 (GLOBE NEWSWIRE) -- SunCar Technology Group Inc. (the "Company" or "SunCar") (NASDAQ: SDA), an innovative leader in AI-powered auto insurance and auto services, today announced financial results for the year ended December 31, 2025. "SunCar had a transformational year where our products and partnerships with China’s leading EV companies became truly AI-centric.” Zaichang Ye, Chairman and CEO of SunCar, said. “China’s global leadership in open-source AI is now well-established. SunCar, through its partnership with ByteDance, is fully leveraging its partner’s valuable AI technology in both new product development and operations.” “ByteDance’s world-class multimodal AI is allowing us to create products such as agent-based policy matching and pricing, video inspections, predictive maintenance, accident analysis, and other products we could only imagine several years ago.” “I'm very pleased with our strong 2025 results, record revenue of $489 million, and profitability in the second half of the year. SunCar is building unique, AI-powered technology that enables our auto partners to sell insurance and other downstream services successfully. That is our key differentiator!” Full Year, Third and Fourth Quarter 2025 Financial Highlights Full Year 2025 & Recent Business Highlights Full Year, Third and Fourth Quarter 2025 Financial Results Third and Fourth Quarters 2025: Full year 2025: Insurance Segment Review Auto Services Segment Review Financial Outlook SunCar is maintaining its $600 million revenue forecast for the full year 2026. Forward-Looking StatementsThis press release contains information about the Company’s view of its future expectations, plans, and prospects that constitute forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Actual results may differ materially from historical results or those indicated by these forward-looking statements as a result of a variety of factors including, but not limited to, risks and uncertainties associated with its ability to raise additional funding, its ability to maintain and grow its business, variability of operating results, its ability to maintain and enhance its brand, its development and introduction of new products and services, the successful integration of acquired companies, technologies and assets into its portfolio of products and services, marketing and other business development initiatives, competition in the industry, general government regulation, economic conditions, dependence on key personnel, the ability to attract, hire and retain personnel who possess the technical skills and experience necessary to meet the requirements of its clients, and its ability to protect its intellectual property. Forward-looking statements in this release include statements regarding the planned launch of AI-powered services, expected improvements in customer experience, potential cost reductions, and the development of SaaS solutions. These statements involve risks, including technology development challenges, market acceptance, regulatory approval requirements, and the ability to scale AI implementations. For a detailed discussion of these risks, please refer to the Company's Annual Report on Form 20-F and other filings with the Securities and Exchange Commission. Forward-looking statements speak only as of the date of this press release, and the Company undertakes no obligation to update or revise these statements, except as required by law. Contact Information: SunCar: Investor Relations: Mr. Breaux WalkerEmail:IR@suncartech.com Legal: Ms. Li ChenEmail:chenli@suncartech.com SOURCE: SunCar Technology Group Inc.

This 2024 Pearl Yachts 72 is a flybridge cruiser that features four two-berth en-suite guest cabins and is powered by dual diesel 24-liter MAN V12 engines. Finished in a white gelcoat, the yacht also incorporates an aft hydraulic swim deck with fold-down side platforms, a tender garage, teak-clad exterior decks, a variable-position louvered flybridge sunroof, dual twin-seat helms, a Kelly-Hoppen-designed saloon with a galley, a flybridge wet bar, and an aft retractable awning. Additional equipment includes a Seakeeper stabilizer, a Humphree Interceptor trim stabilization system, dual diesel generators, a Victron inverter, Starlink internet, and air conditioning.Christa Leeis now offered on dealer consignment in California with a Marshall Islands certificate of registry. Pearl Yachts Ltd. was founded in 1998 in Stratford-upon-Avon, England, by Iain Smallridge and John Yarnold as a constructor of 41’ and 45’ aft-cabin yachts before expanding in 2003 under investment by Margaret and Tony Whittaker to offer larger, flybridge yachts for use on the Mediterranean and beyond. The Pearl 72 was introduced in 2022 with exterior design by longtime Pearl partner Bill Dixon of UK-based Dixon Yacht Design. This example is finished in white gelcoat with teak lining the decks of the aft cockpit, side decks, foredeck, and flybridge. The yacht also features an arched panoramic windshield, a multi-position louvered sunroof over the flybridge, stainless-steel guard rails, track lighting outlining the main deck, a foredeck sun pad adjacent a folding table and a couch, and a stainless-steel anchor. Exterior details typically finished in gray were optioned in gloss black, and the exterior upholstery was upgraded to a custom pattern. The divided tender garage can be accessed via a hydraulically operated liftgate and sits above a hydraulically operated swim deck flanked by fold-down side platforms. The aft cockpit area is shaded by the rear flybridge and hosts a couch and folding tables. The saloon is accessible via an electrically operated tinted sliding door with chrome frames and is furnished with an “Indulgence”-style layout by British interior designer Kelly Hoppen CBE. The lounge area features floor-to-ceiling windows with electrically operated blinds, a wrap-around couch and open-backed chairs upholstered in white, a black accent table, wood flooring, a mirrored ceiling panel outlined by strip lighting, track lighting, a black illuminated display case, Sonos speakers, and a 65″ 4k television. Air conditioning designed for tropical regions is provided in the saloon and cabins. The galley sits behind a marble-top bar and hosts a sink, a stove, an induction oven, a microwave, a wine cooler, Jura coffee maker, a dishwasher, and a chilled bar-top wine holder, and a full-height refrigerator and freezer are located across from the bar. A dining area with a wrap-around couch sits next to a lower helm with twin adjustable seats next to a starboard door. Pearl-branded dinnerware is housed in the saloon’s cabinetry. Both the lower and flybridge helms feature dual 17″ Garmin digital display screens, an array of gauges, rocker-style switchgear, and bow and stern thruster controls. The flybridge also hosts wraparound seating with a front sun pad, a walk-behind wet bar with an electric griddle and a refrigerator, and an open-plan rear deck that can be shaded under a retractable awning. The full-beam owner’s suite is accessible via its own entry and is situated in the bow along with its en-suite bathroom. Features include a forward-facing bed, tinted hull windows, eye-level forward windows, a dinette with chairs trimmed in white, a television, electric blinds, and a vanity with an upright mirror. A stairwell opposite the galley allows access to three additional cabins, including a full-beam VIP cabin positioned amidship, a double cabin, and a twin cabin with dual beds. Each cabin incorporates a television, electric blinds, and an en-suite bathroom, with hallway access also available to the twin room’s bathroom. A neon “work less, play more” sign is mounted in the hallway to the guest cabins. Crew quarters are situated behind the cabins and house bunk beds for two, a kitchenette with a microwave and refrigerator, a television, and a bathroom. A separate washer and dryer are also present. Dual diesel 24-liter MAN V12 engines are each factory rated at 1,550 horsepower, which is sent to the propellers via V-drive transmissions. Factory-rated top speed is 32 knots, while cruising speed is rated at 25 knots. Equipment includes a Seakeeper SK18 gyroscopic stabilizer, a Humpree Interceptor automatic trim and list stabilization system, dual generators, a Victron inverter, a 75-gallon-per-hour water maker, and Starlink internet. The boat has been converted to US-specification shore power. Each engine has approximately 405 hours of runtime. A 60-hour service is said to have been performed in August 2025, while a Seakeeper service is said to have been performed in January 2026. The boat cannot be sold to US residents while in US waters. There is a lien on the boat that must be paid before the boat can be registered. The winning bid does not include shipping. It is the buyer's responsibility to arrange the details of any shipping or delivery, and to pay any taxes, duties, or charges associated with shipping or delivery.View our third-party shipper recommendations. We need to confirm your billing address in order to appropriately charge fees and taxes should you win an auction. Please provide your billing address below. Congratulations! You're the high bidder. Your bid has been posted in the comment flow on the listing, and you can see other bids there as they happen. Good luck! Please confirm if the following details are aligned with your current contact information. If not, pleaseupdate your profile. Bidding will advance immediately to $. The BaT Service Fee is 5% of the bid, with a minimum of $250 up to a maximum of $7,500.VAT on Service Fee is charged in USD If you win the auction, your card will be charged for the service fee and you pay the seller directly for the vehicle. If you don't win, your existing pre-authorization will be released. When you bid we pre-authorize your credit card for the service fee(this helps prevent fraud). If you win the auction, your card will be charged for the service fee and you pay the seller directly for the vehicle. If you don't win, the pre-authorization will be released. *Exchange Rates You are bidding for this item in USD. This means, if you have the winning bid, you will need to make your payment to the seller in USD. It is your responsibility to check the conversion rate, and you should also note that exchange rates may fluctuate between now and the due date of your payment after the end of the auction. Taxation If you are the highest bidder, you will also need to pay the seller any applicable taxes/VAT. Your bid may not be inclusive of these amounts. Relevant details are included in the listing, so please ensure you have read and understood this information before placing your bid. Note that, if you will need to import the vehicle to your country, you may be responsible for import-related taxes. For more info,read about our auctionsoremail uswith any questions. By clicking on “Place a Bid” below, I acknowledge that theright to cancelservice will not apply once the bid has been placed, as the service will be provided immediately and agree to Bring a Trailer’sTerms of Use. Your bid of $is $more that the current high bid of $. Are you sure you want to proceed?

The offseason rumor mill is certainly a fun one to see churning. This time of year is always especially juicy because while the season is over for some teams, others are still fighting in the Stanley Cup Playoffs, so you get storylines that are dripping with intrigue as players fight their guts out for one team with the looming concept of them moving on as soon as their season ends is hanging over everyone’s head. Between trades and free agency, there will be plenty to keep track of as we make our way through the playoffs and into the NHL Draft before finally hitting free agency on July 1. This week, NHL Insider David Pagnotta dropped a very interesting nugget while appearing on “Hello Hockey.” According to Pagnotta, the Ottawa Senators could look into trading team captain Brady Tkachuk this offseason. "I think there's a good chance the Sens explore trading Brady Tkachuk this summer," Pagnotta said. "And it’s for a variety of reasons. I don't think it's exclusively to do with the fact that he plays in Ottawa. I think there are different parameters for him that have factored into perhaps that personal decision." If Tkachuk is indeed on the trade block, it wouldn’t be surprising at all to see the Florida Panthers kick the tires on what it would take to swing a possible deal for the feisty forward. Bringing the Tkachuk brothers together in South Florida would be quite the power move by Panthers General Manager Bill Zito. Florida already plays an incredibly fast and physical brand of hockey, and it would seem Brady Tkachuk would be a good fit with his brother Matthew and the Panthers. One of the biggest hurdles would seemingly be whether or not the Senators would be willing to trade Brady Tkachuk within the Atlantic Division. Beyond that, the financial element of making a move for Brady Tkachuk work in South Florida would be interesting to see play out. Brady has two years remaining on his current deal, which carries an Average Annual Value (AAV) of just over $8.2 million. According to PuckPedia, the Panthers will head into the offseason with around $15.3 million in cap space to work with. While Florida has 12 forwards and six defensemen under contract for next season, they need to shore up their goaltending situation. Could Zito bring in Brady Tkachuk while still addressing the team’s need for goaltending? A deal for Brady would likely have to include Florida’s 2026 first-round pick – which will be either the first, second, eighth, ninth or tenth overall depending how things shake out at next week’s NHL Draft Lottery – and some combination of NHL players or prospects. The 26-year-old younger Tkachuk brother was the fourth overall pick by Ottawa at the 2018 NHL Draft and has played 572 games with the organization, racking up 213 goals and 463 points while developing into one of the league’s grittiest two-way forwards. In the time since older brother Matthew Tkachuk was traded to the Panthers during the summer of 2022, there have been more than a few instances where the bothers have gotten a taste of what it would be like to play together at the highest level. They skated on the same line during the 2023 NHL All-Star Game, which just happened to take place in South Florida. Then came the 4 Nations Face-Off in February of 2025, when the Tkachuk’s again skated on the same line for much of the tournament, leading Team USA to the gold medal match against Team Canada. Perhaps the biggest and best example of what the two can accomplish together came during the 2026 Winer Olympics. Matthew and Brady were two of the biggest faces for Team USA, helping the United States claim its first Olympic gold in ice hockey since 1980. Will the brothers once again have the opportunity to put on the same sweater later this year? Stay tuned. LATEST STORIES FROM THE HOCKEY NEWS - FLORIDA Should Panthers' Sandis Vilmanis Be A Full-Time NHL Player In 2026-27? On This Date: Bill Lindsay Scores Most Iconic Goal In Panthers History, Clinching Florida's First Playoff Series Charlotte Checkers Eliminated From Calder Cup Playoffs Following Game 3 Overtime Loss On This Date: Panthers Stay Alive With OT Win In Boston, Sparking Epic Postseason Run The Hockey Show: Panthers-less Postseason Off To Strong Start, Greg Wyshynski Invades Philly Pair Of Panthers Trainers Join Brett Peterson, Bill Zito On Team USA World Championship Staff Photo caption: Feb 4, 2023; Sunrise, Florida, USA; Atlantic Division forward Matthew Tkachuk (19) of the Florida Panthers fist bumps Atlantic Division forward Brady Tkachuk (71) of the Ottawa Senators during the second period of a semifinal game during the 2023 NHL All-Star Game at FLA Live Arena. (Jasen Vinlove-Imagn Images)

Warlocks, are you tired of your demons looking a little… dull? Does the hellfire in your pets’ eyes just not have the spark that it used to? Well fear not, for there are many new appearances to collect to customize your fel friends with just a little bit of time, gold, and perhaps some sanity. It’ll help if you’re max level, mostly because some of these drops come from old raid or dungeon bosses so it’ll significantly cut down on the amount of time you’ll have to spend bringing ruin to your enemies — but that’s part of the fun, right? Once you collect an appearance, you can use them by visiting any Barber Shop. You select each pet with buttons on the upper right, similar to Druid forms. I’ll split the following sections by demon, because we’ve got quite a lot to go over. If you’re a fan of the old schoolImpmodel, there’s six options you can learn. Two of the six you can learn have unique color combinations (Felblaze Imp has green skin and red hair, while Darkfire imp has ash skin and dark crimson hair), while the rest are just shades of a single color. Fel Impswere added inLegion, and are the slightly uglier, stinkier cousins of the Imps. Nothing too daunting on this one (outside of Time Rifts, which can likely be soloed at this point), and nothing truly stands out as “amazing” looking in this warlock’s humble opinion. Fiendsare the cool mix of the original Imp and the Fel Imps: they’ve got the skinny original imp body, but more Fel Imp-style horns. They’re also really easy to unlock!Just finish the Warlock 10.1.5 questline that ends withWhen Revenge Burns Greenand you unlock them all. Our old blueberry-flavoredVoidwalkerfriends got the short end of the proverbial stick on this one. Sorry friends, you don’t have the power to shackle Dimensius… yet. While there’s currently no newIncubusmodels (I wish you were here…), there are two new Succubus models. If you are looking for a more pale Succubus to go with your void elf glamour — or, alternately — you’re looking for crimson and fel colors to really show off your green fire, you’re in luck! Much like with the Fiends, you unlock all fourShivarracustomizations when you grab a single item:Grimoire of the Shivarrawhich is crafted by, you guessed it, friendly neighborhoodLegionScribes (Inscription: the pattern is a drop off any demon, it appears. Check the comments inthis wowhead linkfor some ideas… shouldn’t take too long to get.) For our old trusty Felpuppies, there’s really only two options. There’s a greenish colored model with brown hair and purple arm tentacles, and there’s a purple colored model with grey hair and green tentacles. As for Dreadhounds, you have two options depending on what you’re after. There’s a really cool red and black flame-like hell-Dreadhound, which requires a little bit of work that I’ll describe below, and there’s a purple/fel dreadhound that you can easily just go grab fromLegionKarazhan. Hope you weren’t expecting cool new appearances for your Felguard, because there aren’t any. Wrathguards sadly just get some new clothing options (do you want red, purple or green clothes?), though the purple clothed one does have tan skin which makes it a bit unique looking! Demonic Tyrants at least give you some options! Though much like the Wrathguard, you’re mostly just picking the difference in skin color and slight variations of armor colors. At least there’s a really cool hellfire red model that I think is the coolest of the bundle. Ah, yes, our ugly floating eyeball friends. There’s multiple options for the Darkglare which come from all over the dungeons and raids ofLegion, so depending on the color you’re chasing, you’ll need to go slaughter different things. The Observer, meanwhile, has had a bit of a checkered past. Way back in the day you would get this model if you were specced into Grimoire of Supremacy, but that was later replaced with a glyph (remember those?). Now you just need to go click on a Carved Eye in different locations to collect the appearances. I’ll post the waypoints for anyone using an addon like TomTom, as it will really help for these. There’s one more Observer we should mention — the Ancient Observer. This model of Observer uses the same model that Durumu uses in Throne of Thunder, and it requires a bit of work to get. I’ll do my best to explain below how to get it. Sadly we don’t get any new Infernal models, but we do get the Abyssal models that you see pretty much all over Outland in theBurning Crusade. This is just another group of color swaps, with fel green, fire orange, but then a really neat blue-red model that stands out. Thankfully, these are super easy to grab. WHEW. That’s an awful lot of running around Azeroth and the connected worlds to grab some alternate appearances, but sometimes fashion is worth the hike. Hopefully you’ve managed to find some new looks that’ll match the cool transmog sets unlocked inMidnight. Blizzard Watch is a safe space for all readers. By leaving comments on this site you agree to follow ourcommenting and community guidelines.

Enter a term in the search box to find its definition. Use the controls in the far right panel to increase or decrease the number of terms automatically displayed (or to completely turn that feature off). Archives This is are-post from The Climate Brink by Andrew Dessler I am finalizing a textbook on climate risk and am posting chapters as I finish them. I’d previously posted chapters aboutembedded energyandphysical climate risk; this post is a chapter on transition risk, the economic and social risks of the transition to a clean-energy economy. In the context of climate risk, transition risk encompasses the economic and social risks associated with a shift towards a low-carbon economy. Such an effort would fundamentally reshape our world and create critical financial uncertainty for assets and industries tied to the old, carbon-intensive system. Reaching “net zero” is the ultimate goal of most climate policy. This means reducing greenhouse gas emissions as much as possible, with any remaining emissions that are too difficult or costly to eliminate are canceled out by an equivalent amount of “negative emissions” — processes that actively pull carbon dioxide out of the atmosphere. These negative emissions are the “net” part of net zero and it acknowledges the practical reality that some sectors, like long-distance air travel or ocean shipping, may be incredibly difficult to decarbonize in the near future. What are these negative emissions technologies? The two primary methods discussed are Direct Air Capture (DAC), which uses machines to filter carbon dioxide directly from the air, and Bioenergy with Carbon Capture and Sequestration (BECCS), which involves growing crops, burning them for energy, and capturing and burying the resulting carbon dioxide. However, both technologies face significant hurdles, including high costs, large energy requirements, and, in the case of BECCS, immense land use needs that could compete with food production and biodiversity. Once we reach net zero,global temperatures will stabilize— although they won’t recover to pre-industrial levels for tens of thousands of years. Getting the climate to actually cool on time scales we care about (decades to centuries) would would require pulling even more carbon dioxide out of the atmosphere, or deploying some type of climate engineering approach like injecting aerosols into the stratosphere. The scale of the net zero transformation means that reaching net zero will fundamentally overhaul vast parts of the global economy. Many big sectors of our economy — energy, transportation, industry, agriculture — must be reshaped, and that reshaping will create enormous opportunities as well as painful dislocations. The transition to a low-carbon economy is not simply a matter of swapping one energy source for another; it requires rebuilding infrastructure, retraining workers, and redirecting trillions of dollars in investment. Some industries are poised to prosper. Renewable energy is the most obvious example: in 2025, the world added over 700 GW of new capacity, and sustaining that pace for decades will require ongoing investment in manufacturing, installation, and maintenance of wind turbines and solar panels. The profits for those well positioned will be enormous. The electric vehicle industry and its supply chains — from battery manufacturers to mining operations for lithium and cobalt — also stand to grow dramatically. Companies that build and manage electrical grid infrastructure, including new transmission lines and energy storage systems, will see surging demand. So too will firms specializing in energy efficiency, building retrofits, and emerging technologies like green hydrogen and sustainable aviation fuels. Even agriculture could see new revenue streams as farmers are paid to adopt practices that sequester carbon in soil. Other industries, however, face serious decline. Fossil fuel producers (coal, oil, and natural gas) confront the prospect of their core product becoming obsolete, stranding assets worth trillions of dollars. Workers in these industries, from coal miners to oil rig operators, risk losing their livelihoods. The effects extend well beyond extraction: refineries, pipelines, and petrochemical plants all face an uncertain future. The automotive sector will also see significant disruption, as the shift to electric vehicles renders the internal combustion engine and its complex supply chain of transmissions, exhaust systems, and fuel injection components irrelevant. Communities built around these industries may face economic devastation if the transition is not carefully managed. This uneven distribution of winners and losers will create difficult economic and political challenges, particularly during the transition period. The enormous capital investment required — in renewable generation, grid modernization, EV charging infrastructure, industrial retooling, and carbon removal — must be mobilized quickly, creating the risk of supply chain bottlenecks, inflation in key materials, and financial instability. Managing this transition in a way that is both fast enough to meet climate targets and equitable enough to maintain broad public support is one of the defining policy challenges of our time. A core concept in transition risk is the “stranded asset”. A stranded asset is defined as an asset that loses significant value well before the end of its expected economic life. This loss is often sudden and unexpected, driven by changes in market conditions, technology, or policy. While this can happen for many reasons, it is a particularly potent risk in the context of climate change, arising from both direct physical impacts and the economic shifts of the energy transition. For example, here is ahouse that literally fell into the ocean in North Carolina in Sept. 2025: From Zillow.com, this was a pricey house: This house could have stood for another few decades, but it collapsed into the ocean due to coastal erosion that was certainly made worse by sea level rise. When that happened, its value instantly dropped to zero, a stark, nonlinear impact that produced a stranded asset. While physical risks can strand assets, the concept first gained prominence in discussions about transition risk and the fossil fuel industry. Oil and gas companies are valued in the trillions of dollars, with much of that valuation based on their proven reserves—oil and gas that is in the ground and ready to be produced. The transition to a net-zero economy, however, requires that a significant portion of these reserves be “left in the ground” and never burned. Once the market fully accepts that these assets cannot be produced due to climate policies, their value could drop to zero rapidly. The danger of these fossil fuel assets becoming stranded extends far beyond the energy companies themselves. It poses a systemic risk to the broader economy because large swaths of the general public have financial exposure to these companies through their investments, including 401k programs, pensions, and mutual funds. The sudden devaluation of these energy assets could negatively affect many people’s investment and retirement funds, which in turn could have a widespread and devastating impact on the financial security of the general public. This same principle applies to the real estate sector. Consider a commercial office building with a low energy efficiency rating located in a city that passes a new ordinance mandating high-performance standards for all buildings. The owner is suddenly faced with a difficult choice: either undertake a costly, large-scale retrofit to meet the new legal requirements or risk being unable to legally rent the space. If the retrofit is too expensive, the building’s value is stranded, as its primary function — generating rental income — has been eliminated by a policy change aimed at reducing emissions. Another often-overlooked category of risk lies in intangible assets. For companies in the S&P 500, these assets — such as brand value, reputation, and intellectual property (IP) — can represent up to 90% of their total market value. Their non-physical nature makes them vulnerable to rapid devaluation. For example, imagine a company that holds a highly valuable portfolio of patents for a new, efficient diesel engine technology. If a major country or region, aiming to meet climate targets, decides to ban the sale of all new diesel cars, the market for that technology disappears. The intellectual property, once a significant asset, has its value evaporate almost overnight. This is a direct parallel to the risk facing fossil fuel companies, whose reserves — a tangible asset on paper — could become worthless if they cannot be produced. A final critical category that is often overlooked is human capital. Human capital represents the skills, knowledge, and expertise that workers have developed over their careers — assets that can suddenly lose their value in the transition to a low-carbon economy. Consider a mechanic who has spent 30 years perfecting the art of repairing internal combustion engines. This individual has accumulated expertise in diagnosing problems, understanding the mechanical systems, and maintaining gasoline-powered vehicles. As the world shifts to electric vehicles — which require fundamentally different maintenance skills — this expertise becomes obsolete. The mechanic’s human capital, built over decades, is stranded. The scale of this challenge is enormous. Huge numbers of workers have built their careers in fossil fuel industries. Coal miners possess specialized knowledge about underground operations, safety protocols, and extraction techniques. Oil field workers understand drilling technologies, reservoir management, and petroleum systems. Pipeline operators and refinery technicians have invested years developing skills specific to a carbon-intensive economy. As these industries contract or disappear entirely, these workers face the prospect of their expertise becoming rapidly becoming worthless. This creates both an economic and social crisis. Unlike a stranded power plant that can be written off a company’s books, stranded human capital represents real people with families, mortgages, and communities that depend on their income. A 50-year-old coal miner cannot simply retrain as a software developer overnight. The geographical concentration of these industries compounds the problem — entire regions have been built around fossil fuel extraction, creating communities where the primary source of skilled employment may disappear. The human dimension of stranded assets also creates political risk for the climate transition itself. Workers facing the loss of their livelihoods can become powerful opponents of climate action, slowing the transition for everyone. The fear and anger generated by the transition can translate into political movements that resist or reverse climate policies, as workers vote to protect their immediate economic interests over longer-term economic reality. To better understand and manage transition risks, theTask Force on Climate-related Financial Disclosures (TCFD)developed a framework that organizes these risks into four distinct categories. This framework has become the global standard for how companies and investors think about and report climate-related financial risks. Policy and legal risks emerge when governments and courts take action to address climate change. These interventions can fundamentally alter the economic landscape, often with little warning. Carbon pricing represents one of the most direct policy tools. When governments implement a carbon tax or cap-and-trade system, they make it more expensive to emit CO2. For instance, a carbon price of $50 per ton of carbon dioxide would add around $20 to the cost of a barrel of oil, fundamentally changing the economics of oil production and consumption. Companies that built their business models around cheap fossil fuels suddenly face dramatically higher operating costs. Efficiency standards create another layer of policy risk. The UK’s Minimum Energy Efficiency Standard (MEES) provides a clear example: it prohibits landlords from renting properties with poor energy efficiency ratings. A landlord who owns an older, inefficient building faces a stark choice — invest heavily in retrofits or watch the property become unrentable, thereby creating a stranded asset. The legal dimension adds another layer of risk through climate litigation. There are many lawsuits winding through the courts where people are taking fossil fuel companies to court because they have been or expect to be harmed by climate-change-driven extreme weather. This potential climate liability could expose fossil fuel companies to enormous financial risk, much like tobacco companies faced when the health impacts of their products became legally actionable. Technology risk represents the classic story of disruption — when a new, cheaper, or better technology makes existing technologies obsolete. In the climate context, this risk is accelerating as clean technologies have reached critical tipping points. The most dramatic example is the drop in renewable energy costs. Solar power costs have fallen nearly 90% over the past 15 years. In most parts of the world, building a new solar or wind farm is now cheaper and faster than building a new coal or gas plant — even without subsidies. This is rapidly reordering energy economics and energy markets. Coal plants that were expected to operate profitably for 40 years are being shut down early not because of regulation, but because they simply can’t compete economically with cheaper energy sources. Natural gas plants will be next. Electric vehicles present another technological disruption. As battery costs decline and performance improves, EVs are becoming not just environmentally preferable but superior products — they accelerate faster, require less maintenance, and increasingly cost less to own and operate than internal combustion engines. This technological shift threatens not just automakers who are slow to adapt, but entire ecosystems built around gasoline vehicles: gas stations, oil change shops, parts suppliers, and even dealerships whose business models depend heavily on service revenue from complex internal combustion engines. Market risks encompass the shifts in supply, demand, and investor sentiment that can rapidly revalue assets and companies. As an example, demand for transition minerals like lithium, cobalt, and copper is soaring as the world builds batteries and renewable energy infrastructure. Companies that secured supply chains for these materials early have gained significant competitive advantages, while those arriving late face production bottlenecks and inflated costs. Conversely, demand for thermal coal is collapsing in many regions, leaving coal mining companies with reserves that may never be extracted. Perhaps more significant is the shift in investor perceptions. For decades, oil companies were valued based on their proven reserves — the oil and gas they had rights to extract. Now, many investors view these same reserves as worthless,unburnable carbonthat will never generate revenue. This shift in perception led BP to write down its assets by $17.5 billion in 2020, with Shell following with a $22 billion write down. These companies acknowledged that much of their oil would likely remain in the ground forever. The power of changing investor sentiment was dramatically demonstrated in 2021 when Engine No. 1, a tiny activist hedge fund, successfully won three board seats at ExxonMobil. Their argument wasn’t environmental but purely financial: Exxon’s failure to plan for the energy transition was destroying long-term shareholder value. This showed that transition risk has moved from the margins to the center of corporate governance. Reputational risk reflects the changing expectations of consumers, employees, and society at large. As public concern about climate change grows, companies associated with high emissions face damage to their brands and their social license to operate. The financial sector illustrates how reputational concerns translate into business decisions. In 2019, Goldman Sachs announced it would no longer finance new thermal coal mines or Arctic oil exploration. While framed partly in risk management terms, the bank explicitly cited reputational considerations and changing client expectations as key drivers. They recognized that being associated with these projects was becoming bad for business, potentially costing them clients and talented employees who increasingly consider environmental factors in their career choices. Consumer pressure is also reshaping entire industries. The rapid growth of plant-based milk alternatives like Oatly directly responds to, among other things, consumer concerns about dairy’s environmental impact. Traditional dairy companies, seeing their market share erode, are scrambling to launch their own non-dairy alternatives. This shift isn’t driven by regulation or technology costs but by changing consumer preferences that make high-emission products less desirable, regardless of price or quality. These four categories of risk — policy and legal, technology, market, and reputation — don’t operate in isolation. They interact and amplify each other, creating feedback loops that can accelerate the transition and magnify risks for unprepared economies. Consider how technological advances in renewable energy trigger cascading effects across all risk categories. As solar and wind become cheaper than fossil fuels (technology risk), governments gain political cover to implement stricter emissions standards and carbon pricing (policy risk), knowing these policies won’t dramatically increase energy costs for voters. These policies, in turn, shift investor capital away from fossil fuels and toward renewables (market risk), further driving down clean energy costs through economies of scale. Companies slow to adapt find themselves not just technologically obsolete but facing reputational damage for clinging to outdated, polluting technologies (reputational risk), which makes it even harder to attract capital, customers, and talent. The automotive industry provides another vivid example of these interconnected risks. As electric vehicles improve and battery costs fall (technology risk), governments implement EV mandates and phase out internal combustion engines — Norway by 2025, the UK by 2030 (policy risk). These policies signal to investors that traditional automakers without credible EV strategies are poor long-term investments, triggering capital flight (market risk). Meanwhile, young consumers increasingly view gas-powered vehicles as environmentally irresponsible, especially luxury gas vehicles (reputational risk). Each risk reinforces the others: technological improvements justify stricter policies, which shift market dynamics, which shape public perception, which in turn creates pressure for even more aggressive policies and faster technological development. Understanding these interconnections is essential for understanding transition risk. A company cannot address one type of transition risk while ignoring the others — they must recognize that these risks compound and prepare for the systemic changes that result from their interaction. The recognition that the shift to a low-carbon economy will create winners and losers, particularly among workers and communities reliant on fossil fuel industries, has given rise to the concept of ajust transition. A just transition is an effort to ensure that the benefits of a green economy are shared broadly and that the costs do not fall unfairly on those who can least afford them. The core idea is to provide support, retraining, and new economic opportunities for workers and communities whose livelihoods are threatened by the phase-out of carbon-intensive industries. This is not merely an ethical consideration; it is a pragmatic one. The threat of widespread job losses can create powerful political opposition to climate action, potentially slowing down or even derailing the transition for everyone. Therefore, managing the human side of the transition is critical to its success. In a just transition, we would repurpose skills: For example, the skills required to build an offshore oil rig are similar to those needed for constructing an offshore wind platform. A just transition would facilitate this shift through targeted programs. The private market is unlikely to manage this process efficiently or equitably. Government action is therefore needed to fund retraining programs and help workers seamlessly switch to new jobs in the growing green economy. Germany’s approach to phasing out coal mining in its Lausitz region serves as a prominent example. The German government is investing €40 billion to manage the process by funding new infrastructure, research institutes, and extensive retraining programs. The goal is not just to compensate for lost jobs but to actively build a new, sustainable economic future for the region. Transition risk represents a fundamental restructuring of the global financial and social order. As this chapter has detailed, the journey toward a net-zero economy is far more than a simple technological swap. It is a complex, multi-dimensional shift driven by the interplay of policy, technology, and market and social dynamics. While this transition offers immense opportunities for innovation and growth in green sectors, it simultaneously creates the systemic threat of stranded assets — devaluing not just physical infrastructure and fossil fuel reserves, but also intangible intellectual property and the human capital of millions of workers. Ultimately, the success of this overhaul hinges on the ability to manage these risks. Because the private market is not naturally equipped to solve the social dislocations caused by such rapid change, proactive governance and strategic investment are essential to ensure a just transition, so that the shift to sustainability does not leave vulnerable communities behind. Balancing the urgent need for decarbonization with the economic security of the workforce is not just a moral imperative, but a practical necessity to maintain the political and social stability required to reach our climate goals. This is a draft of a section of my climate risk textbook (slightly edited & reformatted to make it appropriate for Substack). I’d very much like to identify errors now, so if you see any, please let me know in the comments. 00 Printable Version|Link to this page Comments 1 to 6: You need to be logged in to post a comment. Login via the left margin or if you're new,register here. The Consensus Project Website THE ESCALATOR(free to republish)

Winning the NBA MVP award, nicknamed theMichael JordanTrophy since 2022, is the highest individual honor that can be bestowed on a basketball player. Jordan himself has won it five times. His chief competitor in the all-time GOAT debate, who many,including us, believe has surpassed him in the race,LeBron James, has won it four times in his career.Bill Russellis tied with Jordan for the second-most MVPs in league history with five. And an underrated GOAT candidate,Kareem Abdul-Jabbar, once the NBA's all-time leading scorer, won the award a record six times in his illustrious career. Today, what we're going to discuss is the NBA players who have gotten the largest share of first-place MVP votes in their careers. This list is about to be littered with some of the biggest names the sport of basketball has ever seen, so buckle up. Number of MVPs won:Five Seasons getting MVP votes:13 out of 15 The runaway No. 1 winner of this honor, His Airness,Michael Jordan, owns the top spot here thanks to his otherworldly talent, as well as his relatively shorter career compared to other megastars. If you take away Jordan's Washington Wizards years, his career was only 13 seasons long, and if you remove the year that included his late-season return in '95, it was 12. And if you remove Jordan's 18-game second season, which was cut vastly short due to injury, you realize Jordan's peak was more like 11 years. That, coupled with how dominant Jordan was as a player, makes it easy to see how he has such a huge lead in this exercise. In Jordan's 11 full seasons pre-Wizards, he earned MVP votes, finishing Top 3 in the vote an astounding 10 times, and winning it outright five times. That number would be higher, too, if it weren't for voter fatigue, as our Global Rating metric determined that Jordan was the best player in the league, according to the stat,nine timesduring that stretch. Making that even more impressive is the fact that Jordan was this dominant in an era that was still the Age of the Big Men in the NBA, in which centers dominated award voting. In the 29 seasons prior to Jordan's rookie campaign of 1984-85, a center had been named league MVP 23 times. What's more, only two backcourt players had won MVP prior to MJ, and they were both point guards, making his utter domination from the 2-guard spot not only awe-inspiring, but totally unheard of. We don't see anyone passing Jordan ever in share of first-place MVP votes won, at least not anytime soon, not with how long modern careers last thanks to modern medicine. Number of MVPs won:Three Seasons getting MVP votes:8 out of 11 AsDenver NuggetssuperstarNikola Jokicgets up there in age, this number will likely go down, as will the big Serbian's place in this ranking. But for now, Jokic ranks second all-time in percentage of first-place MVP votes gotten during his career, an even more impressive feat considering he came off the bench for nearly 40 games over his first two seasons in the NBA. By his fourth season, Jokic was on his way to establishing himself as an eventual first-ballot Hall-of-Famer, earning MVP votes every season since 2018-19, winning the award three times and finishing in second two other times. Number of MVPs won:Six Seasons getting MVP votes:17 out of 20 People give LeBron James a ton of credit for his longevity, and rightfully so, but a player who deserves more love in that regard isKareem Abdul-Jabbar, who ranks third all-time in percentage of first-place MVP votes received at 26.90 percent. That's a particularly wild number considering his career spanned two decades. The first year Abdul-Jabbar got MVP votes was in 1969-70, his rookie season. The last season Abdul-Jabbar got MVP votes was 1985-86, his 17th season, when he finished fifth in the vote in his age-38 campaign. Another fun longevity stat about Abdul-Jabbar is the fact that he's the player with the most time between Finals MVP awards in league history. The UCLA legend's first time winning the award was in 1971 and his next time winning it was in 1985, his age-37 season. Abdul-Jabbar owns the record for most MVP awards ever, though his peak happening during the 1970s, when the NBA was a bit down in talent, has to be taken into account there. Still, Abdul-Jabbar is one of only two players ever to win MVP back when players voted for the award (prior to 1979-80), and then to win the award again once the media took over the vote after that.Moses Maloneis the only other player who can say the same. Number of MVPs won:Five Seasons getting MVP votes:12 out of 13 Prior to 1979-80, players decided who would win league MVP every year, with the rule that they couldn't vote for themselves or teammates. And one player who benefited from that rule was the all-time rings leader, Bill Russell, who was clearly more respected by his contemporaries on the court than by the media who covered the league. Russell is one of just two players in NBA history to win league MVP honors without making 1st Team All-NBA that same season, and he accomplished that three times, in '58, '61 and '62. In 1957-58, Hawks big manBob Pettitearned 1st Team All-NBA, as voted on by the media, while Russell won MVP. And then in '61 and '62,Wilt Chamberlainwas 1st Team All-NBA, while Russell was MVP. The only other player who can say the same is another legendary Celtic,Dave Cowens, who pulled off the same feat once, in 1972-73. Who could say how many regular-season MVPs Russell would actually have if the media were voting for MVP back then, and not players with personal vendettas against other frontrunners for the award? Either way, Russell earned MVP votes in 12 out of his 13 seasons in the NBA, and has one of the highest shares of first-place MVP votes earned in NBA history. Number of MVPs won:Three Seasons getting MVP votes:12 out of 13 Another player who benefited from having a shorter career than most others on this list,Larry Birdwon league MVP honors three times, and earned MVP votes in 12 out of his 13 seasons in the league, to go with his 22.72 percent of first-place MVP votes earned in his career. It also helped that Bird arrived in the NBA as a ready-made product after spending three dominant seasons at Indiana State, before getting to the league for his age-23 campaign. Had Bird gotten to the NBA as a 19-year-old former one-and-doner, it's unlikely he'd have garnered as large a share of first-place MVP votes as he did. Nevertheless, Bird was dominant out of the gate in the NBA, finishing fourth in the MVP vote as a rookie, while earning 1st Team All-NBA honors as a first-year player. Bird is one of just four players ever, along with Chamberlain,Wes UnseldandTim Duncan, to make 1st Team All-NBA as rookies. Bird would then finish second place in the MVP vote from his second season to his fourth season, before finally winning the award for the first time in 1983-84. The Celtics all-timer would then reel off three straight MVP awards, a feat that he shares with Russell and Chamberlain. Number of MVPs won:Four Seasons getting MVP votes:11 out of 14 As we discussed in the Russell section, Chamberlain got hurt in MVP award voting, more than likely due to his lack of popularity with other players. Despite the fact that he won league MVP honors four times in his career, Chamberlain made 1st Team All-NBA seven times, including twice in seasons that the media voted him as the best center in the league (by naming him to 1st Team All-NBA), while the players voted Russell as league MVP. According to astudywe did over three years ago, no player got hurt by MVP voting more than Chamberlain did, as our Global Rating metric believes he was the best player in the league nine times, while he won MVP just four times. If nothing else, Chamberlain probably should have won MVP at least twice more in his career, specifically in the seasons in which he was named 1st Team All-NBA over the actual MVP winner, Russell. Journalists likely had an easier time being more impartial when it came to award voting than fellow players, hence why the NBA switched to letting the media decide the winner every year starting in 1979-80. Even so, Chamberlain was so dominant that even despite getting somewhat shafted by fellow players in MVP voting, he still earned over 21 percent of first-place votes during his time in the NBA. Number of MVPs won:Four Seasons getting MVP votes:20 out of 23 James would sit comfortably behind Jordan in this exercise had he retired at a more normal age, but as he runs up the score in the longevity stats, he obviously does lose out on the more impressive "peak" stats, such as share of first-place MVP votes earned. Even so, despite playing an astounding 23 seasons so far and counting, James has earned a near-20 percent of first-place MVP votes in his career, just a ridiculous mark considering how long he's been in the NBA. James is tied for No. 2 all-time in most unanimous NBA MVP award wins, a feat he accomplished in 2012-13, when he earned 120 out of 121 first-place votes. James is another player who was also hurt by voter fatigue, as, according to ourGlobal Rating metric, it could be argued that James should have won MVP nine times, as that is how many times our stat had him as the best player in the league. Number of MVPs won:Two Seasons getting MVP votes:9 out of 11 Atlanta Hawks legend Bob Pettit earned MVP votes in nine of his 11 seasons in the NBA, while winning the award twice and finishing Top 3 in the vote five times. He won a championship in 1953-54 and led the league in scoring twice. Pettit also owns the distinction of earning 1st Team All-NBA honors in a season that he did not win MVP, which took place in 1957-58, when the media voted Pettit 1st Team All-NBA while the players voted Russell as MVP. Number of MVPs won:Two Seasons getting MVP votes:9 out of 13 It's impressive that the Greek FreakGiannis Antetokounmporanks in the Top 10 ever for share of first-place MVP votes earned, as the (current) Bucks superstar came in to the NBA as such a raw product, one who took quite some time to develop into the eventual first-ballot Hall-of-Famer he became. Antetokounmpo was a bench player for most of his first season, one in which he averaged 6.8 points on 41.4 percent per game in his age-19 campaign. He then became pretty much a full-time starter in Season 2 and 3, before winning Most Improved Player in 2016-17, his fourth campaign in the NBA, when he put up 22.9 points, 8.8 rebounds, 5.4 assists, 1.6 steals and 1.9 blocks per game. From then on, Antetokounmpo became a perennial MVP candidate, finishing Top 7 in the MVP vote every season from his fourth through his 12th, and if he hadn't gotten injured this season, he very likely would have continued that streak in 2025-26. Antetokounmpo would win the award back-to-back years, in '19 and '20, the latter season being when he became just the third player, after Jordan andHakeem Olajuwon, to win MVP and Defensive Player of the Year in the same campaign. Number of MVPs won:Three Seasons getting MVP votes:12 out of 13 There's no doubt the greatMagic Johnsonwould rank higher here if his prime hadn't been cut short by his HIV diagnosis. When he stepped away after his age-31 campaign in 1990-91, Johnson had just finished second in the MVP vote to Michael Jordan, earned 1st Team All-NBA honors and led the Lakers to the Finals. He surely had years of elite-level play left in him. Thankfully, Magic's health remains strong to this day; he even returned to the NBA in '96 for 32 games, finishing 12th in the MVP vote that year, but it's a shame we couldn't see him add more to his legacy deeper into his 30s. Johnson enjoyed a ridiculous nine-year stretch from 1982-83 to 1990-91 where he finished Top 3 in the MVP vote every single year, winning the award in 1986-87, 1988-89 and 1989-90, and finishing second two other times. Number of MVPs won:Two Seasons getting MVP votes:11 out of 17 The only unanimous MVP in NBA history, achieving the honor in 2015-16,Stephen Curryis also theMVP winner to have missed the playoffs the most timesin their career, tied withKevin GarnettandMoses Malone. Curry ranking as high as he does is actually more impressive when you factor in how much time he's missed due to injury, both early in his career and more recently. The former Davidson standout has eight seasons in which he played fewer than 70 games. As such, the league's all-time greatest shooter has just three Top 3 MVP finishes in his career, two of which saw him win the award. Number of MVPs won:Two Seasons getting MVP votes:Four out of eight Probably winning the NBA MVP award for a second season in a row and running away with the vote, Canadian superstarShai Gilgeous-Alexanderis very likely going to climb this ranking in the coming years, as we don't see his reign of excellence ending anytime soon. SGA has simply mastered the modern game, with his quickness, burst, ball-handling, tough-shot-making prowess, pull-up scoring and propensity for drawing fouls, as well as knocking down free throws at an elite rate. Gilgeous-Alexander is downright putting up modern MJ numbers these days, averaging 31.3 points, 4.9 rebounds, 6.2 assists and 1.7 steals on 52.9 percent shooting from the floor over the last four seasons. If the Thunder lead guard keeps that up for another five years (and there's no reason to think he won't, as he remains just 27 years old), plenty more first-place votes await him. He earned 71 percent of first-place MVP votes last season and is probably getting a similar share this year, so his climb has already begun. We have a strong feeling this is only the beginning of SGA's ascent up the MVP historical hierarchy.

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The Maritime and Port Authority ofSingapore(MPA) is making moves to improve shipping sustainability. The entity recently entered a partnership with United Nations Trade and Development (UNCTAD) and renewed an agreement with the ports of Los Angeles and Long Beach for a green and digital shipping corridor. The UNCTAD partnership will allow MPASingaporeto make a significant contribution to accelerating the transition toward more sustainable, resilient and inclusive global maritime transport—no small feat since many ports are reliant on fossil fuels.Related StoriesLogisticsIndonesia Shuts Down Malacca Strait Toll Talk, Distancing From HormuzLogistics'Pressures Are Indeed Mounting' from Iran War, Says Port of Long Beach CEO The second-busiest port in the world,Singaporehas the potential to play a significant role in shaping practical, scalable solutions for improving the sustainability of global maritime trade. Under the agreement, MPA Singapore will join UNCTAD in promoting cleaner fuels and digital technologies across ports and shipping networks. The effort will focus on solutions that can be adapted elsewhere in the world, such as sustainable finance, digital innovation and workforce development. The initiative will also support developing countries through outreach such as training, advisory services and institutional strengthening. Along with environmental sustainability, the effort aims to also fortify the ports in preparation for potential disruptions, allowing them to better anticipate and react to shipping challenges such as those experienced during the pandemic and more recently due to the Iran conflict’s impact on the Strait of Hormuz. “This partnership brings together Singapore’s operational excellence andUNCTAD’s global development expertise,” said Pedro Manuel Moreno, acting secretary-general of UNCTAD. “It will help accelerate a maritime transition that is not only greener and more efficient, but also resilient and inclusive—while contributing to global discussions at the UN Global Supply Chain Forum 2026.” MPA Singapore also renewed its memorandum of understanding on the green and digital shipping corridor with the ports of Los Angeles and Long Beach. First signed in 2023 and renewed for another three years with this latest commitment, the agreement solidifies the ports’ commitment to decarbonization and digitization along the trans-Pacific route, one of the world’s busiest container lanes. Since signing the initial agreement, the three ports have achieved several milestones, including completion of a baseline study in 2024, onboarding of industry partners to explore the potential for pilot trials, and the establishment of work streams to promote pilot initiatives in alternative fuels, digitization and energy efficiency. “The Singapore-Los Angeles-Long Beach Green and Digital Shipping Corridor has made good progress, transitioning from intent to implementation,” said Ang Wee Keong, chief executive of MPA. “The renewal of our partnership paves the way towards more sustainable shipping along the trans-Pacific route. This gives industry greater confidence to plan investments and diversify energy options for greener shipping.” The three ports also have accelerated their alternative fuels bunkering capabilities over the past three years. MPA completed methanol bunkering trials in 2023 and subsequently awarded three methanol bunkering supply licenses, while the Los Angeles and Long Beach ports have commissioned a clean fuels study and are preparing for a methanol pilot in 2026. These advancements will prepare the three ports for green fuel trials in the next phase of their partnership. The ports also have conducted port-to-port data exchange testing and started pilot collaborations with Mitsui O.S.K. Lines. By renewing the memorandum, the ports also agree to continue working to deploy low- and zero-emission fuels and digital solutions for shipping on the trans-Pacific corridor. That includes supporting fuel supply and infrastructure, developing pilot and demonstration projects, strengthening port-to-port data connectivity, and promoting interoperability, cybersecurity and common standards. “Decarbonizing goods movement between the largest ports in the United States and Asia requires international cooperation and that’s exactly what we’re doing through our work on the green and digital shipping corridor,” said Gene Seroka, executive director of thePort of Los Angeles. “We are committed to working toward the deployment of zero lifecycle carbon container ships on the corridor by 2030. This important corridor is the foundation upon which we’ll build the future of maritime shipping.” The memorandum was signed ahead of Singapore Maritime Week 2026, facilitated by C40 Cities, a global network of mayors working to advance city climate action around the world. “Seaports sit at the intersection of trade, geopolitics, climate and technology,” said Noel Hacegaba, CEO of thePort of Long Beach. “This convergence is what makes partnerships like the green and digital shipping corridor so impactful as a tool to decarbonize maritime shipping. We call it the ‘green print’ for decarbonizing the trans-Pacific route, the busiest trade route on Earth. It will be particularly important in the years ahead as we tackle our largest source of emissions, from cargo vessels, by accelerating the use of clean fuels such as methanol.” Receive Our Daily Newsletter & Special Offers

I was struck immediately when reading Emma Copley Eisenberg’sFat Swim,a book of interconnected short stories, out today from Hogarth. In the opening story of the collection, also called “Fat Swim”, we meet Alice, eight years old, who lives on an avenue in West Philadelphia with her father, and who has confusing, relatable, and evolving thoughts about her own body. Alice, in a moment that seems like it may change her life forever, strikes up a friendship with the fat women who come to swim at the public pool in her neighborhood. First, I was struck by the relationship between young Alice and her father. Much has been written in other reviews about the lovely, vivid descriptions of the fat women and persons Alice sees swimming in the pool across her stoop, which I love, and drew me deeper into the collection as a whole, but less about this: the emotional realities we glimpse through the windows and doors and stoops and neighborhoods Eisenberg’s characters inhabit, and to which we are only visitors. Alice is fat, and she is lonely. As is her father, for reasons that will become clearer as the book progresses. But still, even in that opening, we see the way a lonely only child (and in this case functionally) single parent’s relationship borders shift. You go deeper, even when they try to protect you. And you are, at the end of the day, loyal to them. Tied to them, like the form you inhabit. There’s an emotional tenor here, and a lived bodily reality, which is so often removed from contemporary literary fiction. Alice is precocious in ways I was and ways I was not. For Alice, early tendrils of desire, which are well-wrought though occasionally uneasy to read (in a good way), as her explorations of her body shift and go deeper, also allow her the power to acknowledge her own fatness, and even begin to appreciate it. This, we learn, and perhaps we know, is just the beginning of the long hard work of having a body. Especially a fat one. Let me deliver to you an image. I’ve lived in this city of seven hundred thousand people for years now, and I like it. I do. I like the Asian District and the many branches of libraries and knowing the secret best spot for coffee or lunch and going across the big empty field to walk at the community college. According to the Internet, and perhaps my own common sense, this broader metropolitan area hosts over 1.4 million people. I’m from a town that still bans the sale of liquor on Sundays. I readFat Swimin my backyard mostly, at my camping table, but also in the lobby of the eye doctor, in a town of only 126 people, and in the middle of another field. Philadelphia, I learned, isn’t that much larger a city than my own. One and a half million people in the city but with a greater metropolitan area of 6.33 million. While most stories inFat Swim, which is composed of ten tales, are set in Philly, a few go even further afield. One, to the Jersey Shore. A few to the wildness of Central Pennsylvania. But throughout, we are connected to Philly, to that web of millions of people. Picture it, won’t you. Still, in Eisenberg’s detailed rendition, we live in the microcosm. The neighborhoods we enter function as townships in their own right. Though all are too liberal to ban the sale of alcohol, you still wonder what it might be like to be a part of them. One recognizable person out of many. While there are ten stories inFat Swim,there are many more than ten characters (many recurring), reflective of the community element present in all of Eisenburg’s work. In “The Dan Grave Situation”, we see the pervasiveness of alcohol and drinking problems in the MFA, queer solidarity in academia, loneliness as theme. In “Beauty,” the reality of a fat body. Tea tree soap and fibrous breasts and how one who wasn’t fat and now must reckon with the “consequences.” In “Mama,” Cara, who we met in “The Dan Graves Situation” and who is an important character to remember, recurs. We think, oh what a miraculous thing, to have a mother like this. Oh, how impossible, and how odd. In “Lanternfly”, we understand a character we had met previously in a new context. The uncomfortable nature of desire in a body that isn’t what other people want it to be, that is not usually seen as desirable. In “I Want a Friend” which takes place in Paris instead of Penn, the idea of “my other self,” that is, a fat person’s inner incessant societally programmed monologue, is deeply present. This is a refrain throughout all the stories and takes different forms. The voice in your head, the air conditioning unit that constantly runs. I won’t spell out all the connections in this book, for discovering them yourself is part of the delight, but suffice it to say there are many, and in my notes for this review I tried to web them together in a cohesive way, but would need a thousand more words to expound on them. These are interconnected stories, yes, and that is some of the honest pleasure of readingFat Swim. Sometimes the truth of the characters we meet, particularly in “Swiffer Girl”, stings. For example, Alice’s father returns, and casts a new light on the beginning. One can never say thatFat Swimdoes not tap into societal truths. The odd perception that fat people do not know they are fat, and are waiting, simple and stupid, for a thinner person to tell them so. The way a fat child’s parents can wreck their relationship with food, with their body, or heal it, forever. The way that a person can say something and mean wholly another. Of the narrators inFat Swim,it is the recurring “I” that is my favorite (we also have: Alice, Tracy, Meredith Lovelace, Marion, Jules) and that makes me so fanatical about this book. The “I” orbits everyone and acts as a daring experiment, as interstitial. In another review, the reviewer says the book ends in, “a ponderous metatextual coda rather than a deeper sense of who these characters are,” which I must disagree with, as I think it slides past the point. Yes, desire is messy, and so are our bodies, but this is not a book that avoids filth, nor is it one that lingers. It is the “I” that pushes forward and operates the spine of all the stories. We are peeking into Philly neighborhoods, into their windows. As readers, we all embody “a body,” though not this body. With the “I” we can become, for a moment, someone else, and so can its author. There is the sensation in these stories of the briefness and transitory nature of life. The way we enter in through one door and leave out another. The way we occasionally bump into someone that we wish we hadn’t. And the way, everyday, we must contend with ourselves, money, space, time, pleasure, pain. In-betweenness. Some stories are stronger than others, yes, but so it goes in a short story collection. My personal favorites are: “Fat Swim,” “Ray’s Happy Birthday Bar,” “Beauty,” “Lanternfly,” and “Camp Sensation.” Nonetheless, the characters we meet, even if it is briefly, and even if they throw us for a loop, are memorable in their flawed humanness, in their recognizable bodies. They stuck with me, their feelings about their forms, even long after I finished reading. So it is embodiment, and lack thereof, I think, that is the unifying presence in Eisenberg’s work. Not feeling embodied appears, too, inHousemates(her first novel),in many ways, but most notably for me in Bernie, a character who, without a doubt, is thin. In this world of Meta and AI, of Instagram and the endless scroll, the characters inFat Swim(and Eisenberg’s work largely) contend with the presence of the Internet just as we do, in a country that, above all, wants us to be disconnected from the matter of our flesh, to not give into our bodily desires, to be emaciated and weak and skinny, skinny, skinny. This is another reason why I can say “fatness” isn’t really the theme ofFat Swim,though perhaps, like Ray’s Happy Birthday Bar, it is part of the celebration. And what is celebration if not looking closely, observing, lifting up? It is why I can recommend this book widely and without prejudice, for who, among us all, does not have this thing we call a body?

Los alcaldesde Albacete, Madrid y Cartagena en la reunión que han matenido para exigir a Gobierno de España la reapertura inmediata de la línea ferroviaria que las conecta. - AYUNTAMIENTO ALBACETE 28 Abr. (EUROPA PRESS) - Los alcaldes de Albacete, Manuel Serrano, Madrid, José Luis Martínez-Almeida, y la alcaldesa de Cartagena, Noelia Arroyo, se han aliado para exigir al Gobierno de España que reabra de forma inmediata la línea ferroviaria directa que conecta estas tres ciudades, interrumpida desde el pasado 28 de febrero de 2022, durante la reunión mantenida en el Consistorio madrileño para evaluar la situación creada por el nuevo retraso en la recuperación del servicio. Según informa el Consistorio albaceteño, los tres alcaldes han defendido que la reapertura no puede seguir sometida a aplazamientos ni a decisiones pendientes de concreción, reclamando al Ministerio de Transportes que aclare cuándo volverá a estar operativo el servicio entre el sureste peninsular, Castilla-La Mancha y la capital de España; qué trenes se van a programar y qué compromisos asumirá Renfe o el operador correspondiente para recuperar la conexión directa. Manuel Serrano ha destacado la vinculación de la ciudad con el ferrocarril y los 170 años de historia compartida y de progreso que han unido los destinos de Madrid, Albacete y Cartagena a través de un eje ferroviario que ha sido históricamente una "infraestructura clave", lamentando el proceso de degradación que sufre desde hace décadas por la "falta de inversiones, de modernización, la obsolescencia técnica y la reducción de servicios". "El corredor no sólo conecta ciudades, sino que es un eje vertebrador de comarcas y municipios, siendo especialmente relevante su conexión con el puerto de Cartagena: una de las principales infraestructuras logísticas del Mediterráneo donde el transporte por carretera no es una opción", ha dicho. Serrano ha mostrado su preocupación ante los problemas provocados por este "aislamiento ferroviario" en los municipios afectados, una vez que el cierre de esta línea ha limitado las oportunidades laborales, educativas y sanitarias de sus ciudadanos; ha reducido la competitividad de las empresas; dinamitado las posibilidades turísticas; y ha perjudicado el medio ambiente ante el aumento de emisiones de gases contaminantes al crecer el uso del vehículo privado y el transporte de mercancías por carretera. El alcalde albaceteño ha apostado por abordar las soluciones desde una "perspectiva integral", con la reapertura inmediata del servicio ferroviario "para que no se eternice ni se normalice una situación anómala", modernizando y electrificando posteriormente la línea, adaptándola a estándares europeos e integrando el corredor Albacete-Cartagena en una estrategia global de transporte. "La cohesión territorial, el desarrollo económico y la sostenibilidad ambiental serán los grandes beneficiarios de la recuperación de una infraestructura ferroviaria que nunca debió dejarse perder y que además tiene una demanda consolidada", ha añadido. El alcalde de Madrid, José Luis Martínez-Almeida ha señalado que "es incomprensible que Cartagena esté aislada desde hace cuatro años", asegurando que "hay que decir basta" ante esta situación. En este sentido, Almeida ha añadido que "no puede pasar ni un solo día más sin que exista esta conexión férrea entre las tres ciudades". La alcaldesa de Cartagena, Noelia Arroyo, ha remarcado que la situación es especialmente crítica para su municipio, señalando que "Cartagena lleva cuatro años condenada al aislamiento ferroviario por el incumplimiento del Gobierno" y ha reiterado que "la falta de servicio perjudica a los vecinos, a los estudiantes, a las empresas, al turismo y a la actividad industrial de Cartagena, que necesita una conexión ferroviaria directa, fiable y competitiva con Madrid". Arroyo ha asegurado que seguirá impulsando un "frente común" para evitar que los vecinos afectados sigan perdiendo oportunidades, recordando que, en la Región de Murcia, da servicio a Cartagena, Torre-Pacheco, Murcia, Archena, Fortuna y Cieza; en la provincia de Albacete, atraviesa Hellín, Tobarra, Pozo Cañada, Chinchilla de Montearagón, Albacete, La Roda, Villarrobledo, Socuéllamos y Alcázar de San Juan, y en la Comunidad de Madrid, incluye Aranjuez y Madrid.

Middleboro baseball's Ryan Tullish is the Enterprise Brockton-area High SchoolMale Athlete of the Week. In an 8-5 victory over Bishop Stang, Tullish led the Sachems offensively with 4 RBIs and 2 runs on 3 hits at the plate. He received 25.83% of the votes to earn the honor. Below are the candidates fromhigh school sportsaction during April vacation. Tracey threw his second complete game of the season, this time shutting out Millbury in a 5-0 victory. With 5 goals, Spry reached 100 career points in a 11-7 win over Archbishop Williams in the first round of the Grit Cup. He also added 4 goals in a 15-8 loss to Milton. LaCivita made 20 saves and allowed just 2 goals for the Trojans to pull out a 3-2 win over Concord-Carlisle in the first round of the Battle Road Cup. Cunningham struck out 9 across 6 innings to pick up an 11-3 victory over West Bridgewater. Azevedo went 3-for-4 at the plate with 3 RBIs to power the Cardinals to a 11-3 win over West Bridgewater. Meserve allowed 1 earned run while striking out 6 across 6 innings to get a win in a 7-2 victory over Dennis Yarmouth. In a 7-2 win over Dennis Yarmouth, DelCarmen paced the Vikings at the plate with 3 hits and 2 RBIs. In a 16-5 win over New Bedford, Sylvia earned the win by allowing just 2 hits with 8 strikeouts in 5 innings pitched. Levy pitched a 2-hit, complete-game shutout, striking out 6 while adding 2 hits at the plate in a 3-0 win over Silver Lake. Levy also struck out 7 and allowed 1 run across 5 2/3 innings in a 11-1 win over South Shore tech and went 2-for-3 with 3 RBI offensively. Nicholson starred in a double-header vs South Shore Tech, combining to go 6-for-8 with 4 RBIs and 3 runs. He also threw a one-hit shutout in the second game on the mound.