In Calif, some ships plug in to power up

The Manukai is tied up at "Dock C" and running on electric power at the Port of Long Beach on, Monday, May 6, 2013 in Long Beach, Calif. The port, the second-busiest in the U.S., has spent $65 million to install electrical plug-ins for its berths in preparation for new state guidelines that will eventually require all 80 percent of cargo ships to use electricity to power their on-board systems while in dock. (AP Photo/Chris Carlson)

The Manukai is tied up at "Dock C" and running on electric power at the Port of Long Beach on, Monday, May 6, 2013 in Long Beach, Calif. The port, the second-busiest in the U.S., has spent $65 million to install electrical plug-ins for its berths in preparation for new state guidelines that will eventually require all 80 percent of cargo ships to use electricity to power their on-board systems while in dock. (AP Photo/Chris Carlson)

The Manukai is tied up at "Dock C" and running on electric power at the Port of Long Beach on, Monday, May 6, 2013 in Long Beach, Calif. The port, the second-busiest in the U.S., has spent $65 million to install electrical plug-ins for its berths in preparation for new state guidelines that will eventually require all 80 percent of cargo ships to use electricity to power their on-board systems while in dock. (AP Photo/Chris Carlson)

The Manukai is tied up at "Dock C" and running on electric power at the Port of Long Beach on, Monday, May 6, 2013 in Long Beach, Calif. The port, the second-busiest in the U.S., has spent $65 million to install electrical plug-ins for its berths in preparation for new state guidelines that will eventually require all 80 percent of cargo ships to use electricity to power their on-board systems while in dock. (AP Photo/Chris Carlson)

LONG BEACH, Calif. (AP) ? In less than a year, many of the towering cargo ships loading and unloading goods at California ports won't just tie up at dock ? they'll also plug in.

In January, the state will become the first government body in the world to require container fleets docking at its major ports to shut off their diesel engines and use electricity for 50 percent of their visits ? or face crippling fines. The requirements also include slashing fleet emissions by half, and those requirements rise to 80 percent in 2020.

The regulations by the California Air Resources Board mark a sea change in the industry that has ports, shippers and terminal owners who do business in some of the busiest port complexes in the U.S. scrambling to meet the deadline and navigate new technological challenges.

It also comes at a time when California's bustling ports are under increasing pressure to remain competitive while at the same time reducing pollution with initiatives that have, in some cases, been met with harsh opposition from the truckers and shippers that are their life blood.

East Coast ports have been racing to deepen their harbors to accept the supersized cargo vessels that are expected to start arriving after the Panama Canal finishes a major expansion in 2015, gigantic deep-water vessels from Asia that have so far been primarily West Coast customers.

The Port of Long Beach, which showed off its shore power terminals Monday at a summit on the topic, began installing electricity at a handful of berths several years ago and has offered shippers new "green" lease terms since that included plugging in while at dock. It already has power flowing to four berths and has 12 more under construction in an overall plan to pour $200 million into the transition.

For its part, the twin Port of Los Angeles was the first in the world to offer a plug-in dock in 2004 and now has 10 berths with shore power capability ? more than any other port in the world. By January, the port plans to have 24 berths online for electric power. The two ports together are the eighth-busiest port complex in the world, as measured by container volume.

The ports are not responsible, however, for retrofitting the ships or for the electricity used at dock ? sizeable costs that have some shippers grumbling about upgrading their entire fleets to do business in one state. Early estimates show that retrofitting ships will cost between $500,000 and $1 million per vessel, said Renee Moilanen, an environmental specialist associate with the Port of Long Beach.

One shipper at Monday's event, Matson Inc., said it has already spent $14 million retrofitting its fleet at an average cost of $1.7 million per vessel. The novelty of the project meant the company, which mainly serves Hawaii and Guam, took two years to figure out how to customize the technology for the five different kinds of diesel ships in its fleet.

The company had to install 10- and 25-ton air conditioning units on board to cool the transformers required, said Lee Lampland, manager of new construction for Matson.

"A lot of this equipment, especially the transformer, has a 12-month lead time," he said. "You're not going to go down to Home Depot and pick this stuff up."

Terminals where the ships dock have also had a learning curve: The cables required to deliver electricity to ships of that size are three inches in diameter and weigh 20 pounds a foot, said Paul Gagnon, vice president of SSA Marine, which operates cargo terminals.

"You don't go over like you do at your home and plug it into a power strip," he said. "The safety of personnel is critical."

Shipping fleets must file quarterly reports with the state and if they miss a goal, they can face fines of $10,000 to $100,000 per hour for each hour the fleet is out of compliance.

That's also created concerns among shippers who worry that if they can't plug in for a visit or two because of technical issues, they'll miss their quota and be assessed a huge fine, said T.L. Garrett, vice president of the Pacific Merchant Shipping Association, which represents international shipping companies and terminal operators directly affected by the rule change.

A pending state Senate bill would address that issue, he said.

"The controversy that exists is over the expense and over the benefits of that expense," said Garrett. "It's the capital cost and it's very hard over the life of the equipment to pay back that cost."

Still, ports have largely embraced the opportunity to clean up their emissions and say it's the latest in a line of changes to improve air quality, from requiring cleaner-running trucks to asking ships to reduce their speed into port to creating a zone around the shore within which vessels must use less polluting fuel.

In Long Beach, the second-busiest port in the U.S., pollution from massive cargo ships makes up 60 percent of all port emissions and 40 percent of those come from diesel ships that are docked and running their engines to power on-board systems and refrigeration, said Moilanen.

The port has already reduced its overall pollution by 75 percent since 2005 through a combination of voluntary and mandatory programs and shore power is a key part of further reducing those emissions, she said, comparing a diesel ship at berth to a car idling in a driveway for three days.

Hooking up just one of the huge container ships to electricity instead is like taking 33,000 cars off the road, she said.

"Ships by far are the biggest challenge and they're the hardest to get at because they're flagged in foreign countries and deployed all over the world. We don't have a lot of tools to get at them," she said. "That's why shore power is critical to us."

The new regulations would apply to ports in San Diego, Long Beach, Los Angeles, Port Hueneme, San Francisco and Oakland.

Some other locations, such as the Port of Tacoma, allow vessels to plug in while at dock, but it's voluntary and primarily used by ships that return hundreds of times to the same berth. The technology is also attractive for cruise ships, which dock repeatedly at the same location but use lots of power.

Ports in Japan, Hong Kong, Rotterdam and Antwerp have all expressed interest in shore power, said J. Christopher Lytle, executive director of the Port of Long Beach.

"I think the shipping lines understand that this is an idea whose time has come," he said. "This is the start and I think you'll see this spreading. It just makes sense."

Associated Press

Source: http://hosted2.ap.org/APDEFAULT/495d344a0d10421e9baa8ee77029cfbd/Article_2013-05-06-Plug-In%20Port/id-126895025d0841fd8ef78133e40f21b4

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Biomechanical performances of old-fashioned leather and modern football helmets compared

May 7, 2013 ? Researchers at the Center for Injury Biomechanics at Virginia Tech in Blacksburg, Virginia compared the relative safety afforded by two 1930-vintage leather football helmets and 10 modern football helmets during impacts to players' heads. These researchers found that all 10 modern helmets provided significantly more protection than leather helmets used in the first half of the twentieth century, and demonstrated that differences also exist between modern helmets.

Details on their methods and findings are found in "Biomechanical performance of leather and modern football helmets. Technical note," by Steven Rowson, a research assistant professor. Ray W. Daniel, a biomedical engineering graduate student, and Stefan M. Duma, professor and head of the Virginia Tech -- Wake Forest School of Biomedical Engineering, published today online, ahead of print, in the Journal of Neurosurgery.

The authors evaluated leather and modern football helmets by performing a series of 20 drop tests that represent a variety of impacts that could occur during a football game. An anthropometric head form was placed on an adjustable mount suspended from an overhead carriage. Each helmet in turn was placed on the head form, which was dropped in a controlled fashion from heights of 12, 24, 36, 48, and 60 inches onto a standardized anvil to simulate impacts delivered from blows to the head during play. The head form was placed in four different positions before impact simulation -- front, side, rear, and top according to which surface of the head form faced downward -- so that linear acceleration of the helmeted head form in each position could be measured.

Drop tests were used to measure the performance of two Hutch H-18 leather football helmets and 10 modern football helmets that differed in model, manufacturer, and 2011 Virginia Tech Helmet Rating?. The measures were: 5 stars, best available; 4 stars, very good; 3 stars, good, 2 stars, adequate; 1 star, marginal; and no star, not recommended.

Each modern helmet was subjected to all 20 drop tests (four impact locations at five drop heights). Each vintage leather helmet was subjected to 12 drop tests; the 48- and 60-inch drop tests were not undertaken because it was feared that accelerations from those heights might damage the head form when covered by vintage helmets. Drop testing of modern helmets was conducted during an earlier study, at which time the modern helmets were assigned star ratings. Drop testing of vintage helmets was undertaken for the present investigation.

The ten modern helmets were split into two groups: six helmets with a four- or five-star rating in the first group and four helmets with a three-star or lower rating in the second group. The two vintage helmets constituted a third helmet group. Based on the results of the drop tests, the researchers calculated each helmet group's average peak accelerations for each head form position and each drop height.

Rowson and colleagues found that vintage leather helmets were associated with substantially greater peak accelerations for each drop height than all modern helmets. In addition, the researchers found modern helmets reduced the concussion risk by 45 percent for the 24-inch drop height and 96 percent for the 36-inch drop height. Modern helmets with lower star ratings had greater peak accelerations for each drop height than modern helmets with higher star ratings, and the differences in peak accelerations between the two modern helmet groups increased with each increase in drop height. All comparisons were statistically significant at a level of p < 0.001.

The authors state that the purpose of the technical note is to provide insight as to how a previous study (Bartsch A et al. Impact test comparisons of 20th and 21st century American football helmets. Laboratory investigation. J Neurosurg 116:222-233, 2012) could find little difference between older and modern helmets with respect to head impact doses and head injury risks at the severity level of subconcussive injury.

Rowson and his coauthors state that they offer "biomechanical analysis based on helmet testing methodologies that compare relative helmet performance." The source of their disagreement with the Bartsch study centers on the different methods used by the authors of the two studies. Much of the discussion explains how differences in impact testing methodologies can influence the resulting data.

In an editorial companying the paper by Rowson and his colleagues ("Editorial. Leather football helmets," by Adam Bartsch, Edward Benzel, M.D., Vincent Miele, M.D., and Vikas Prakash, also published today online, ahead of print in the Journal of Neurosurgery, Bartsch and his colleagues defend the study they published in the Journal of Neurosurgery in 2012 and state that differences in results between the two studies are based on the different testing methodologies used by the two groups of researchers and the resulting head motions that were induced.

They state that their study simulated both linear and rotational head motion, whereas the drop test used by Rowson and colleagues provided mainly linear head motion. Bartsch and colleagues reiterate that their data demonstrated test conditions akin to common on-field impact scenarios, which cause both linear and rotational head motion. These researchers call for continued examination of experimental protocols that may lead to better quantification of helmet performance during simulated on-field conditions.

In their response to the editorial, Rowson and colleagues discuss points of difference and agreement between the two sets of researchers and their methodologies.

Disclaimer: This article is not intended to provide medical advice, diagnosis or treatment. Views expressed here do not necessarily reflect those of ScienceDaily or its staff.

Source: http://feeds.sciencedaily.com/~r/sciencedaily/most_popular/~3/QoG9DuCuU6U/130507075724.htm

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NYC cigarette tax fight hampered by low fines

NEW YORK (AP) -- High taxes have emerged as the No. 1 weapon in the war on smoking. The more cigarettes cost, research has shown, the fewer people buy them. That is one of the reasons six states are considering proposals to hike tobacco taxes.

But the effectiveness of that strategy is being undercut in the home of the nation's highest tobacco taxes ? New York City ? by light penalties for merchants caught selling cheap cigarettes smuggled in from low-tax states.

Of the 1,105 licensed tobacco retailers inspected by New York City's sheriff last year, 586 had cigarettes in their inventories that had been purchased on the black market, according to the city's Finance Department.

Evidence of tax evasion is literally all over the ground in some neighborhoods.

An Associated Press reporter who took a short stroll up the Grand Concourse in the Bronx recently picking up discarded packs found that 6 out of 10 had a tax stamp from Virginia. Some had no stamps at all. Only 1 in 10 had a stamp indicating that the pack was purchased legally within the city limits.

The reason for so many out-of-state packs is simple: A bootlegger who stuffs a van with 50 cases of cigarettes in Virginia, where the tax is 30 cents a pack, can evade $166,500 in tariffs by selling that load in New York City, where the combined city and state tax is $5.85.

And the penalty for getting caught has historically been low. Shops caught selling untaxed cigarettes currently face fines of around $150 per carton.

That will change in June, when the penalty goes up to $600 per carton as a result of budget legislation recently signed by Gov. Andrew Cuomo.

The New York City Council held a hearing Thursday on a bill that would also create a city fine of $2,000 for selling untaxed cigarettes. A second offense would lead to a $5,000 fine and mandatory revocation of the retailer's cigarette license if it occurs within three years of the first offense. The bill would also allow the city to shut merchants for 60 days for selling untaxed cigarettes.

But Finance Commissioner David Frankel is concerned that even those increased penalties won't be enough. Most merchants who sell bootleg cigarettes, he said, "think of our enforcement efforts as the cost of doing business."

Part of the issue, he said, are quirks in state and city law that make it unlikely that business owners caught selling modest amounts of contraband will feel any serious pain. Under the current system, fines usually have to be assessed on the clerk who makes the sale rather than the store owner.

"We are entitled to arrest the clerk who is on duty. The 20-year-old who is just sitting there ... I don't get to go after the guy who is really doing it," Frankel said.

Last year, investigators working for New York City Sheriff Edgar Domenech seized 4,814 cartons of contraband cigarettes during spot inspections. They also made 15 arrests and issued 122 summonses. But because the city has no practical system in place for taking administrative action against retailers for tax violations, those operations didn't result in any businesses losing their license to sell cigarettes, the finance department said.

Frankel said New York City officials plan to seek state legislation in the coming weeks to give authorities greater enforcement power.

The details are still being worked out, but Frankel said the city would like to lower the number of cartons of untaxed cigarettes a person is allowed to have for "personal use" without facing any penalty ? now set at five. He said the city would also like tougher sanctions for store owners, rather than a system of fines that targets low-paid clerks.

New York state officials already have the power to suspend or fine retailers caught selling contraband cigarettes, but it isn't clear how often that happens.

Of the 18,300 cigarette retailers in the state, fewer than 70 currently have their registrations suspended, according to an Internet database maintained by the state Department of Taxation and Finance.

A spokesman for the department, Geoff Gloak, refused to say how many, if any, of those suspensions were related to tax evasion as opposed to other offenses such as selling tobacco to minors. "As a policy, we don't release information about our investigations or enforcement program," he said.

Lawmakers in several states are now weighing legislation to increase cigarette taxes, including Minnesota, Massachusetts, Vermont, Maine, California and Connecticut. President Barack Obama has also proposed an increase in the federal tobacco tax.

Officials in Virginia have taken action this year in an attempt to stem that state's flow of illegal cigarettes. State lawmakers recently passed legislation making it a criminal offense for unauthorized individuals to possess more than 25 cartons of cigarettes at a time.

That will at least make things more difficult on some smugglers, who in the past have been able to walk into warehouse retailers and walk out with 1,000 cartons or more.

In the meantime, New York City plans to roughly double the size of its relatively anemic enforcement staff, which now consists of five sheriff's deputies, two fraud investigators and a lieutenant.

The City Council is also considering legislation to raise the minimum age to purchase cigarettes from 18 to 21, and another that would prohibit merchants from displaying the packs of cigarettes that are for sale. Merchandise would have to be kept in a cabinet or behind a counter instead.

Jim Calvin, president of the New York Association of Convenience Stores, said he had no problem with tougher penalties for merchants who turn to smugglers to evade high taxes.

But he thought that infractions by licensed detailers were few, compared to a burgeoning underground trade by unregistered bootleggers who sell out of backpacks, apartments and the trunks of their cars.

"The problem is the alternative sources of cigarettes," he said. "And who is holding the unlicensed, unregulated, untaxed sellers of cigarettes accountable? No one."

Source: http://news.yahoo.com/nyc-cigarette-tax-fight-hampered-144738747.html

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Solar-powered plane wraps first leg of flight across United States

(Reuters) - The flight from San Fransisco to Phoenix took 18 hours and 18 minutes on Saturday - and didn't use a drop of fuel.

A solar-powered airplane that developers hope eventually to pilot around the world landed safely in Phoenix on the first leg of an attempt to fly across the United States using only the sun's energy, project organizers said.

The plane, dubbed the Solar Impulse, took 18 hours and 18 minutes to reach Phoenix on the slow-speed flight, completing the first of five legs with planned stops in Dallas, St. Louis and Washington on the way to a final stop in New York.

The spindly-looking plane barely hummed as it took off Friday morning from Moffett Field, a joint civil-military airport near San Francisco.

It landed in predawn darkness at Sky Harbor International Airport in Phoenix, according to a statement on the Solar Impulse's website.

The flight crew plans pauses at each stop to wait for favorable weather. It hopes to reach John F. Kennedy International Airport in New York in about two months.

Swiss pilots and co-founders of the project, Bertrand Piccard and Andre Borschberg, will take turns flying the plane, built with a single-seat cockpit. Piccard was at the controls for the first flight to Arizona.

The lightweight carbon fiber Solar Impulse has a wingspan of a jumbo jet and the weight of a small car and from a distance resembles a giant floating insect.

The plane was designed for flights of up to 24 hours at a time and is a test model for a more advanced aircraft the team plans to build to circumnavigate the globe in 2015. It made its first intercontinental flight, from Spain to Morocco, last June.

The aircraft is propelled by energy collected from 12,000 solar cells built into the wings that simultaneously recharge four large batteries with a storage capacity equivalent to a Tesla electric car that allow it to fly after dark.

The lightweight design and wingspan allow the plane to conserve energy, but make it vulnerable. It cannot fly in strong wind, fog, rain or clouds.

The plane can climb to 28,000 feet and flies at an average of 43 miles per hour (69 km per hour).

The project began in 2003 with a 10-year budget of 90 million euros ($112 million) and has involved engineers from Swiss escalator maker Schindler and research aid from Belgian chemicals group Solvay.

(Reporting by David Bailey, Laila Kearney and Braden Reddall; Editing by Doina Chiacu)

Source: http://news.yahoo.com/solar-powered-plane-wraps-first-leg-flight-across-042845904.html

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Timber! Forest Service asks states to return cash

Forest Service Chief Tom Tidwell testifies on Capitol Hill in Washington, Friday, April 26, 2013, before the House Appropriations Committee, subcommittee on Interior, Environment, and Related Agencies budget hearing on forest service. (AP Photo/Manuel Balce Ceneta)

Forest Service Chief Tom Tidwell testifies on Capitol Hill in Washington, Friday, April 26, 2013, before the House Appropriations Committee, subcommittee on Interior, Environment, and Related Agencies budget hearing on forest service. (AP Photo/Manuel Balce Ceneta)

WASHINGTON (AP) ? The U.S. Forest Service is in the business of preventing fires, not starting them.

Yet the agency set off alarms in Congress and state capitols across the West by citing automatic spending cuts as the basis for demanding that dozens of states return $17.9 million in federal subsidies. And it's all come down to a bureaucratic squabble over whether the money is subject to so-called sequestration because of the year it was paid ? 2013 ? as the Obama administration contends, or exempt from the cuts because of the year it was generated ? 2012 ? as the states insist.

Right now, it's a standoff heightened by history and hard fiscal realities. But with taxpayer cash scarce, both sides are digging in: The Forest Service has to slash 5 percent of its budget under sequestration. The states, meanwhile, have depended for decades on a share of revenue from timber cut on federal land. Perhaps least willing to compromise are members of Congress who are up for re-election next year and are loath to let go of money that benefits potential voters back home.

It's not clear who gets to decide or whether the question ends up in court. But lines have been drawn.

"We regret having to take this action, but we have no alternative under sequestration," Forest Service Chief Tom Tidwell wrote in March to governors in 41 states, explaining that since the payments were issued in the 2013 budget year, the money would be subject to sequestration.

Infuriated, Republicans and Democrats from Capitol Hill to the governor's offices banded together to fight back, arguing the money was paid to the states well before the spending reductions went into effect. The governors of Alaska and Wyoming have flat out refused to send the dollars back.

"The frustration level is off the charts on this," said Sen. Ron Wyden, D-Ore., whose timber-rich state is the top recipient of the Forest Service payments and stands to lose nearly $3.6 million.

Wyden, chairman of the Senate Energy and Natural Resources Committee, said he and Alaska Sen. Lisa Murkowski, the panel's top Republican, are working together to "turn this around" so their states and others are not forced to return any money to the federal government.

"This is slap-your-forehead-in-disbelief kind of stuff," Wyden said.

At issue are so-called county payments, a revenue sharing plan that's existed since President Teddy Roosevelt created the national forests to protect timber reserves from the cut-and-run logging going on at the time. For nearly a century, hundreds of counties received a quarter of the revenue from the timber sold on federal land.

In recent years, the law has acted as a subsidy for states and counties hard hit by logging declines triggered by measures to protect threatened species. The money is being used for roads, schools and emergency services and is a welcome addition to cash-strapped county coffers, especially in the Northwest.

Idaho's Valley County, for example, would have to return more than $128,000 from its budget of $2.5 million for roads and schools. That leaves Gordon Cruickshank, chairman of the Valley County commission, in a no-win position. Should he forgo the repaving of even a single mile of the county's 300 miles of paved roads, defer maintenance on a bridge or lay off two county employees?

"We are struggling really hard now to figure out what to do," Cruickshank said. "It's a tough pill to swallow that they sent these payments out just a few months before sequestration, and now they want them back."

The Forest Service has paid billions of dollars to counties over the decades, but the receipts dwindled as logging on national forests dropped precipitously in the 1990s ? first in the Northwest to protect the northern spotted owl and salmon, and then later across the country as concerns grew over the impact of clear-cut logging on wildlife and clean water.

In 2000, Wyden led the charge for a new law, called the Secure Rural Schools Act, a way for the government to pay counties that no longer could depend on revenue from logging in federal forests. But the law has expired, and the last payments went out in January. Wyden and other lawmakers are pushing to renew the law.

The Forest Service issue provides one look at the real-world fallout of sequestration, which began March 1 after Congress and President Barack Obama failed to agree on a deficit-cutting plan. Forced to find the required savings in the wobbly aftermath of recession, federal officials are getting creative ? reducing hours at courthouses, furloughing employees and cutting back services. The full impact of sequestration remains unclear because most of the reductions have yet to take effect.

Tim Josi, a member of the board of commissioners in Tillamook County on Oregon's Pacific coast, said his road repair budget of $2.2 million will be reduced by more than $30,000. That's a tiny sum in the eyes of Washington policymakers, but not for his county. Tillamook has 269 miles of paved roads, 65 miles of gravel roads and 100 bridges that have to be maintained, according to Josi.

"Experts have given Tillamook County's roads the worst rating of any in the state," Josi said. "We can no longer afford to surface pave any of our roads. The cut means less money to fill potholes, which are now an overwhelming problem for our county."

Ryan Yates of the National Association of Counties said state and local officials understand that sequestration is the law of the land and that future cuts to scores of federal programs are inevitable. But there is widespread concern that the Forest Service's action means that the sequestration's reach is far greater than they anticipated.

"This retroactive move by the administration to squeeze more money from rural forest communities is not only legally questionable, but insults the longstanding relationship between counties and the federal government," Yates said.

Tidwell's March letters to the governors incited lawmakers and state officials, who said the payments came from revenues generated in the 2012 budget year and were therefore not subject to sequestration.

The National Governors' Association advised governors to consult closely with their legal staffs before making a decision.

"No one has ever heard of an agency demanding money back that they have already spent," said NGA Deputy Director Barry Anderson.

In a letter sent to senior Obama administration officials in late March, four House Democrats joined 27 House Republicans in assailing the Forest Service's demand, calling it an "obvious attempt by President Obama's administration to make the sequester cuts as painful as possible." The Forest Service was aware for months that sequestration was a possibility, they said. Yet even after it went into effect, the agency waited for several weeks before informing states that payments would have to be returned.

"We request that this action be halted," the House members wrote.

___

Associated Press writers Matthew Daly in Washington and Jeff Barnard in Grants Pass, Ore., contributed to this report.

___

Follow Richard Lardner on Twitter: https://twitter.com/rplardner

Associated Press

Source: http://hosted2.ap.org/APDEFAULT/89ae8247abe8493fae24405546e9a1aa/Article_2013-05-03-US-Spending-Cuts-Pay-It-Back/id-3aaa3fd530414987b77ecee2e4913cbf

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Watch: 'Seeking Asian Female': American Finds Chinese Bride

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-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- --

This transcript has been automatically generated and may not be 100% accurate.

Source: http://abcnews.go.com/Health/video/seeking-asian-female-american-finds-chinese-bride-19103715

Yunel Escobar Irish Daily Star Black Mesa matt ryan matt ryan att wireless Mother Jones

The conman and all-around terrible human being who sold fake bomb detectors to Iraq is getting 10 ye

The conman and all-around terrible human being who sold fake bomb detectors to Iraq is getting 10 years in jail, the maximum sentence that the judge could give. Good.

Source: http://gizmodo.com/the-conman-and-all-around-terrible-human-being-who-sold-487207090

reggie wayne taylor allderdice vincent jackson vicki gunvalson pierre garcon brown recluse spider wiz khalifa taylor allderdice