And yet the pyramid at Giza impresses me significantly more.

Is this the same North Karen that decides to send missiles over Japan? That North Karen? Sit down and shut the fuck up.

They've been doing it since 2018... and the fine is zero.

It can be both.

> Breathing into a paper bag is a technique that can help you regulate hyperventilation. It works by putting some of the lost carbon dioxide back into your lungs and body. This helps to balance oxygen flow in your body.

>However, breathing into a paper bag must be done properly and may not work for everyone. Medical research on using it to help hyperventilation is divided on whether it really works.

>Some case studies don’t recommend using this breathing technique.

>Other medical review studies find that breathing into a paper bag can help some patients with hyperventilation.

https://www.healthline.com/health/anxiety/breathing-into-a-paper-bag

It's called hyperventilating, a symptom of which is that you breath rapidly and as a result, your body eliminates more carbon dioxide than it can produce. Breathing into a bag, where you exhale carbon dioxide, can somewhat ease this process as you inhale back a greater percentage of carbon dioxide than you would without the bag.

It's heavy promoted everywhere. Online betting is advertised so heavily during hockey games now here in Ontario that's it's getting infuriating to watch.

Why not just have a credit card reader in the dashboard, in case we want to turn on the wipers, heat, or air conditioning? Greedy fucking bellends.

Biden has a life long stutter, and Fetterman just had a stroke. What is Trump's excuse exactly? Tongue spurs?

“Look, having nuclear — my uncle was a great professor and scientist and engineer, Dr. John Trump at MIT; good genes, very good genes, OK, very smart, the Wharton School of Finance, very good, very smart — you know, if you’re a conservative Republican, if I were a liberal, if, like, OK, if I ran as a liberal Democrat, they would say I’m one of the smartest people anywhere in the world — it’s true! — but when you’re a conservative Republican they try — oh, do they do a number — that’s why I always start off: Went to Wharton, was a good student, went there, went there, did this, built a fortune — you know I have to give my like credentials all the time, because we’re a little disadvantaged — but you look at the nuclear deal, the thing that really bothers me — it would have been so easy, and it’s not as important as these lives are — nuclear is so powerful; my uncle explained that to me many, many years ago, the power and that was 35 years ago; he would explain the power of what’s going to happen and he was right, who would have thought? — but when you look at what’s going on with the four prisoners — now it used to be three, now it’s four — but when it was three and even now, I would have said it’s all in the messenger; fellas, and it is fellas because, you know, they don’t, they haven’t figured that the women are smarter right now than the men, so, you know, it’s gonna take them about another 150 years — but the Persians are great negotiators, the Iranians are great negotiators, so, and they, they just killed, they just killed us, this is horrible.”

> I dare you to take any answer he gave in the debate, type it out and see if it is coherent or makes sense.

Now do Trump.

For those without an account:

Electric trucks are grabbing a lot of headlines lately. Elon Musk announced Tesla Semis will start shipping to PepsiCo in California. Volvo is delivering battery-powered big rigs to Amazon in Germany. But few markets are electrifying quite like China, where EVs have gone from less than 1% of light commercial vehicle sales to 10% in just the last two years. Sales reached a record high of almost 18,000 in August and look likely to keep rising in the final few months of the year.

China is the largest commercial vehicle market in the world, so what happens there moves the needle globally. At 10% electric share, China is well ahead of almost all other countries in this segment. Only South Korea has a higher adoption rate, with more than 20% of its light commercial vehicle sales already electric so far in 2022. The adoption curve for light electric vans and trucks in China has started to look a bit like what happened with passenger vehicles a few years earlier, when the combination of policy support, more model availability and a surge in charging-infrastructure investment led the market to take off. Momentum has continued on the passenger vehicle side, with plug-in vehicles hitting 29% of all sales in September. Full electrics were 22% of the market. The market for electric medium and heavy-duty trucks in China is also picking up. Sales of electric big rigs in that segment rose 224% in July and hit 3.4% of the total market. Deliveries dipped slightly in August, falling to 2% share, but the trend for the year is still strongly up and to the right.

So far, most of these heavy trucks are operating in shorter-range urban duty cycles, rather than long-haul routes, but the picture is changing quickly nonetheless. It’s easy to be dismissive of a few percentage points of market share, but technology adoption stories have a habit of going slowly, right up until they don’t. Earlier this year, I wrote about how China was experimenting with the right mix of policy, technology and economic levers to drive zero-emission options in these heavier vehicle segments, and that things could move quickly once the optimal mix becomes clearer. That point may be arriving now, and the latest data challenges two widely held beliefs in both the transport and energy sectors.

The first is that hydrogen fuel cells are the main, or even the only, way to clean up heavy trucks. The data so far shows that while fuel cells are playing a role, most of the alternative heavy trucks being sold in China are battery-electric. It’s early days and this could still change, but BNEF analysis indicates that at least for urban duty cycles, electric heavy trucks are already much more economically competitive and will remain so even with the expected decline in the cost of hydrogen and fuel cell stacks. The last standing area of contention is long-haul trucking. That segment is still up for grabs, but even there, recent BNEF analysis on planned model launches showed a huge divergence between the number of electric and fuel cell trucks coming to market. There are a lot corporate net-zero targets that are starting to filter down to the supply chain in the next few years that will pressure big logistics fleet operators to start getting zero-emission options on the road. Electric models have a serious head start. China is also experimenting with battery swapping for commercial vehicles, showing there’s more than one way to skin the cat. Data compiled by BNEF shows a 318% increase in the number of commercial battery swap stations set up in China last year, and planned deployment of 34,000 vans and trucks with swappable batteries. A single city, Tagshan, has deployed over 4,400 heavy-duty battery-swapping trucks as of September. That’s more than the entire global heavy duty fuel cell truck fleet. The other orthodoxy that sales data cuts against is that commercial vehicles will keep oil demand in the road transport sector growing steadily in the decades ahead. Most major oil outlooks now acknowledge that passenger vehicle oil demand has either already peaked or will soon. But almost all of them assume steady growth in demand from the commercial vehicle segment as countries get richer and more freight continues to be moved by road. In BNEF’s 2022 Road Fuel Outlook, commercial vehicle growth keeps oil demand growing, but not for long. This year’s outlook has overall road transport oil demand peaking in 2027, but if sales of electric trucks continue to rise sharply in China, that could be pulled forward.