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PALISADES TAHOE SKI RESORT — At midnight, a slender moon hangs above the snowy Sierra Nevada, casting only a faint glow on a sheer cliff and the dark canyon below. But snowcat operator “Bandit” Ferrante has laser-guided vision, measuring snow depth 150 feet ahead and to each side to sculpt the slopes with precision. By dawn, crowds will start arriving to ski and ride the weekend’s fresh powder. “These advancements are changing the way we do things,” said Ferrante, 36, who drives a new $400,000 German-made PistenBully rig with Light Detection and Ranging (LiDAR) technology to prepare the trails. “I see exactly where we’re going, and what’s going on.” After two winters of heavy snow, the snowfall so far this winter has been sporadic. While Mother Nature is always fickle, climate change could create less reliable snow, spelling hardship for the businesses and mountain communities that depend on storms for their economic survival. So resorts seek to make and protect each precious flake. Big corporations running Palisades, Heavenly, Northstar, Kirkwood and Mammoth Mountain have made major investments, worth many millions of dollars, in what’s dubbed “snow management.” With some daily lift tickets exceeding $250, the resorts seek to deliver a dependable high-end experience. Initially just farm tractors on tracks, snowcats have evolved into machines of design, detailed craftsmanship and computer-driven tools. Inside the warmth of his cab, with a chatty podcast for company, Ferrante monitors a computer screen with color-coded snow depths, guiding him on where to push and pull snow for the best coverage. Its SNOWsat LiDAR remote sensing technology uses laser pulses to measure snow depth. With accuracy to within an inch, it can construct perfect snowboard half-pipes or World Cup ski race terrain. The joystick that directs the 12-ton machine is smooth, responsive and comfortable to grasp. The blade shifts in 17 different directions, with wings to shovel the snow. With a sensor that detects incline, the powerful tiller automatically rises and falls when routes get steep. It’s turned a once lonely and tedious task into a skill-driven profession. “You keep learning new things,” said Ferrante, a South Lake Tahoe native with nearly 20 years of resort experience. A tidy tattoo — a snowcat control stick — adorns his neck. At competitive “Groomer Games” every spring, representatives of all California ski resorts gather to test their expertise by pushing a golf ball through a maze. Innovations in snow-making tools — such as the $40,000 Super PoleCat — perform alchemy, mixing massive drafts of water, air and electricity to cover miles of runs. Some have built-in automated weather stations. Snowcats maximize the efficiency of snowmaking. Some are simple utility vehicles, hauling things around the mountain. Others are “trooper carriers,” moving ski patrollers. “Dig rigs” have backhoes to excavate buried equipment. A few have forks, for installing fences and seats on race days. The smallest cats are adroit at digging out chairlifts and clearing sidewalks. “You use the right tool for the right job,” said Brendan Gibbons, director of snow surface at Palisades Tahoe. The most prized snowcats at Palisades are the new LiDAR-equipped machines. They are leading the fleets that are racing across the resort this weekend to groom freshly fallen powder, sending information by cell signal to the less well-equipped machines. Until recently, snowcats relied on GPS to measure snow depth; the technology knows how high the machine is sitting above the ground. But this tool offers a limited view of what’s directly under the rig and front blade, not what lies ahead. “It was a great start to this technology, but it only allowed us to see how deep the snow is where we’ve been, and where we are,” said Gibbons. “LIDAR shows us what the snow is before we get to it.” LiDAR also measures the volume of piles of manmade snow, helping guide its use. The tool is already in use in research and government agencies to study snow from the air. It helps water districts measure future water reserves. It can identify avalanche danger. Related Articles Technology | France rushes aid to Mayotte after Cyclone Chido leaves hundreds feared dead Technology | Here’s where burrowing owls have disappeared in California Technology | US hikes tariffs on imports of Chinese solar wafers, polysilicon and tungsten products Technology | Monarch butterflies to be listed as a threatened species in US Technology | World’s oldest-known wild bird lays an egg in Hawaii at age 74 It works by sending out up to 200,000 laser pulses per second. Then it measures the time of flight — how long it takes the laser to hit the snow and bounce back to the instrument. It calculates distance by using the known speed of light and the time it takes the laser to travel. In the summer, LiDAR builds a digital model of the bare terrain. In the winter, Bandit and other “night crawlers” creep along the mountain’s cold contours, taking snow measurements. Managers study the freshly updated maps on their phones, then strategize a nighttime plan based on weather, wind, melting and skier traffic. After a long day of wear and tear, LiDAR helps “clean up the holes, remove the moguls and return the slope back to a nice, perfect skiing surface,” said Brian Demarest, SNOWsat manager for Kassbohrer All Terrain Vehicles in Reno, which sells PistenBully (“trail worker,” loosely translated, in German). Snowcats no longer lurch and rock. An eight-hour shift “is like driving to L.A.,” said Gibbons. The snowcat’s taco-shaped blade can turn in 17 different directions. On each side of the blade is a wing that shoves the snow left or right. Its weight compresses the snow as it rolls, squeezing out dangerous air pockets and creating a more firm surface. Each track works independently, so the rig can pivot. Cleats add traction. In the back is a spinning barrel with teeth, which chews up the snow. The barrel’s spin speed is adjustable, influencing how much the flakes heat up and bind to each other. A comb, also adjustable, drags behind to deposit rows of perfect corduroy. Grooming is still dangerous, with peril on slippery and avalanche-prone slopes. One recent winter, when winds hit 192 mph gusts, machines skidded on ice. Ferrante arrives at Palisades in mid-afternoon from his home in Garnerville, Nevada, to get his assignment for the night’s “swing shift.” When he’s done, he’ll hand it off to a colleague on the graveyard shift that grooms until the lifts open. By 5 a.m., he’s in bed. “I don’t get lonely,” said Ferrante, who drinks a thermos of black tea to stay alert. Food can be heated by the exhaust pipe. Throughout the long night hours, operators coordinate with each other, traveling together when there’s avalanche danger. A winch can help secure a machine, allowing it to work on steep slopes. Ferrante sees coyotes, deer, porcupines, and occasional bear. One crew saw migrating ducks fall from the sky, lost in a storm. His crew started the season with “track packing” to compress November’s snow. Now, with the arrival of a new storm, he’ll push snow into rigid “wind rows,” like fences, to catch blowing drifts; later teams will smooth them out. Post-storm priorities are roads, then ramps, then runs. His discipline, largely unrecognized by resort visitors, is building the foundation for a whole season of sport. “There is a ‘skill ceiling’ that’s infinite,” said Ferrante. “You’re never going to be the very best. You’re never going to figure it all out.”
Rigetti Computing Stock Leaps On New Flagship Quantum Computer Launch: Retail Celebrates ‘Santa Claus’ Rally
(Photo by Kampus Production via Pexels) By Stephen Beech Employees are suffering "techno-strain" as a result of digital systems making it difficult to switch off from work, warns a new study. Staff are experiencing mental and physical issues due to being "hyperconnected" through digital technology, according to the findings. Researchers from the University of Nottingham’s Schools of Psychology and Medicine conducted detailed interviews with employees from a variety of professions. They found that the cognitive and affective effort associated with constant connectivity and high work pace driven by the digital workplace is detrimental to employee well-being. The study is the final part of a research project exploring the "dark side effects" of digital working which include stress, overload, anxiety and fear of missing out. The results, published in the journal Frontiers in Organisational Psychology , highlight an "overarching" theme of "digital workplace technology intensity" as a result of digital workplace job demands. The research team says their findings indicate a "sense of burden" associated with working digitally which surfaced for most participants in perceptions of overload and feelings of being "overwhelmed" by the proliferation of messages, apps and meetings in the digital workplace. They say "fear of missing out" - or FOMO- on important information and contact with colleagues also contributed to stress and strain for digital workers, as did hassles encountered when using digital technologies. (Photo by Tara Winstead via Pexels) Study leader Elizabeth Marsh said: “Digital workplaces benefit both organizations and employees, for example by enabling collaborative and flexible work. "However, what we have found in our research is that there is a potential dark side to digital working, where employees can feel fatigue and strain due to being overburdened by the demands and intensity of the digital work environment. "A sense of pressure to be constantly connected and keeping up with messages can make it hard to psychologically detach from work." Fourteen employees were interviewed in detail and asked about their perceptions and experiences of digital workplace job demands and impacts to their health. Comments from interviewees included: “[It’s] just more difficult to leave it behind when it's all online and you can kind of jump on and do work at any time of the day or night.” Another participant said: “You kind of feel like you have to be there all the time. You have to be a little green light,” while another commented: “It's that pressure to respond [...] I've received an e-mail, I've gotta do this quickly because if not, someone might think “What is she doing from home?” In their analysis, the researchers explored potential underlying psychological, technological and organizational factors that may influence ways in which employees experience digital workplace job demands. The findings showed that participants' dark side experiences were particularly shaped by a pervasive and constant state of connectivity in the digital workplace, termed "hyperconnectivity." Those experiences contributed to a sense of pressure to be available and the erosion of work-life boundaries, according to the research team. (Photo by Thirdman via Pexels) They said the evidence also indicates that "hyperconnectivity" has become the norm among workers post-pandemic. PhD student Marsh said: “The findings underline the need for both researchers and professionals to identify, understand and mitigate the digital workplace job demands to protect the well-being of digital workers.” The research also makes practical suggestions for employers including helping workers improve their digital skills and empowering them to manage boundaries in the digital workplace. The team says their findings could also be used by IT departments to consider how to improve the usability and accessibility of the digital workplace, as well as reining in the proliferation of applications. Dr. Alexa Spence, Professor of Psychology, said: “This research extends the Job Demands-Resources literature by clarifying digital workplace job demands including hyperconnectivity and overload." She added: "It also contributes a novel construct of digital workplace technology intensity which adds new insight on the causes of technostress in the digital workplace. "In doing so, it highlights the potential health impacts, both mental and physical, of digital work.”Saturday Night Live has lined up its last trio of hosts for 2024. After a season full of nostalgic bits, political bites, and even some emotional moments, Season 50’s first stretch will conclude with three back-to-back-to-back episodes in December. Javascript is required for you to be able to read premium content. Please enable it in your browser settings.
Article content If Edmonton politicians don’t like the province’s move to axe all speed trap “fishing holes,” they only have themselves to blame. Edmonton had three of Alberta’s top five revenue-generating sites last year, Gateway Boulevard at 34 Avenue, 170 Street at 118 Avenue, and 127 Street at 126 Avenue. Between them they pulled in $7.1 million in fines. Those “fishing holes,” as Transportation Minister Devin Dreeshen calls them, will be gone as of next April 1, along with 70 per cent of Alberta’s 2,200 current photo radar sites. It’s about time. The moment city politcians and bureaucrats got control of photo radar more than a decade ago, they secretly lowered the tolerance for speeding, they jacked up the number of photo radar locations, and they put in photo radar in all kinds of places where there was a low incidence of collisions. There was never any strong argument for Edmonton to hammer on drivers more than any other Canadian city. Our collision numbers are driven by ice, snow and a constellation of bad driving habits, only one of which is speeding. Of course, it might well be reasonable to ignore my verdict as the rantings of a photo radar hater but during this debate numerous civic politicians, police officers and radar enforcement personnel have spoken out against the cash grab. There were rarely any complaints about photo radar for the 20 years the police ran the program in the 1990s and 2000s. You generally had to be going more than 15 km/h over the limit to get a ticket, with the whole aim of the program to target the small percentage of drivers who go faster than the safe flow of traffic. When city photo radar operators took over, revenue more than doubled, in large part because the tolerance for speeding was secretly dropped to 10 km/h and lower. Jim Howse, a former city police officer who ran traffic safety programs, said he was alarmed to hear city traffic authorities now saying you can get a ticket for going as little as one km/h over the limit. “Can you envisage a situation where every driver afraid of being charged drove under the posted speed limit? Massive road rage.” Citizens complained that photo radar was put in places with low risk of collisions. In 2015, former photo radar operator Alan White admitted it, saying the city’s hunger for new revenue was just as strong as its intention to keep our roads safe. If operators did not get high numbers of violations, they were directed to go to sites where more speeders would be caught, White said. “That’s not about safety anymore. That’s about, ‘Let’s get the numbers up.'” In 2016 then-Morinville mayor Lisa Holmes spoke out about the need to not let photo radar operators have free rein. If a photo radar contractor is getting paid per ticket, Holmes said, they will sit at a certain site if they know it has a huge amount of traffic, even if there’s no real safety issues there. “They were spending 90 per cent of their time in three different spots that were on the edge of a town and it’s just like it was a bit of a cash cow, honey pot situation.” That same year, retired RCMP officer Mike Steneker, who patrolled Queen Elizabeth II Highway near Leduc, said, “Photo radar does not make the roads safer. Speed is just easy to enforce compared to the real culprits.” When Steneker and his partner dug into collision reports over a 10-year period in the Leduc area, they found not one traffic injury could be blamed on speed. Instead, injuries and deaths were caused by distracted driving, impaired driving, drivers merging too slowly, improper maintenance of cars and trucks, folks not wearing seat belts, and drivers parked at the side of the road. Rachel Notley’s government studied photo radar and found that Alberta’s unprecedented embrace of photo radar had led to just a small reduction in accidents, 1.4 per cent over an eight-year period, compared to jurisdictions that didn’t have photo radar. Jason Kenney’s UCP brought in some limitations to photo radar, with Premier Danielle Smith now essentially closing the deal on fishing holes. Red light cameras will remain, but there will be no photo radar outside of construction, school and playground zones. If Edmonton thinks it has a major trouble spot for speed collisions, it can request additional two-year photo radar locations “on an exceptional basis.” Photo radar should never have been about revenue generation, Dreeshen said. “It’s a tool that should be making our roads safer. And if it’s not, if it’s about making municipalities money, well, that’s a cash cow, and that’s ending.” Amen. dstaples@postmedia.com Recommended from Editorial 'Cash cow': Alberta to reduce photo radar sites by 70 per cent Edmonton intersection photo radar tickets down for fourth straight season Bookmark our website and support our journalism: Don’t miss the news you need to know — add EdmontonJournal.com and EdmontonSun.com to your bookmarks and sign up for our newsletters . You can also support our journalism by becoming a digital subscriber. Subscribers gain unlimited access to The Edmonton Journal, Edmonton Sun, National Post and 13 other Canadian news sites. The Edmonton Journal | The Edmonton SunAustin Peay 62, Georgia St. 50MONTREAL - Bombardier Inc. says it has reached an agreement with Honeywell International Inc. to settle a lawsuit relating to the cost of the jet engines it makes for the Montreal-based plane maker. Read this article for free: Already have an account? To continue reading, please subscribe: * MONTREAL - Bombardier Inc. says it has reached an agreement with Honeywell International Inc. to settle a lawsuit relating to the cost of the jet engines it makes for the Montreal-based plane maker. Read unlimited articles for free today: Already have an account? MONTREAL – Bombardier Inc. says it has reached an agreement with Honeywell International Inc. to settle a lawsuit relating to the cost of the jet engines it makes for the Montreal-based plane maker. Bombardier first sued Honeywell in 2016, arguing that it was going against a contractual obligation to reduce the cost of the engines and to give Bombardier the best price, which the company disputed. About a year ago, a Quebec Superior Court judge ruled that Honeywell must negotiate with Bombardier in good faith on the cost of the engines, with the goal of reducing prices. At the time, Honeywell filed a motion to appeal the decision. Now, Bombardier says the lawsuit and the pending request for appeal are resolved. The terms of the settlement were not made public. Winnipeg Jets Game Days On Winnipeg Jets game days, hockey writers Mike McIntyre and Ken Wiebe send news, notes and quotes from the morning skate, as well as injury updates and lineup decisions. Arrives a few hours prior to puck drop. This report by The Canadian Press was first published Dec. 2, 2024. Companies in this story: (TSX:BBD) Advertisement
Experts urge stronger collaboration in cybersecurity among OIC nations
Thanksgiving Weekend Sports Guide: Your roadmap to NFL matchups, other games, times, oddsPercentages: FG .400, FT .632. 3-Point Goals: 10-21, .476 (Carpenter 4-9, Thomas 3-4, McCubbin 2-3, Brookshire 1-3, Haney 0-2). Team Rebounds: 6. Team Turnovers: 1. Blocked Shots: 2 (Daniel, Hammer). Turnovers: 11 (Thomas 5, Brookshire 2, Carpenter, Lax, Loos, McCubbin). Steals: 7 (Brookshire 2, Thomas 2, Carpenter, Daniel, Lax). Technical Fouls: None. Percentages: FG .385, FT .652. 3-Point Goals: 5-13, .385 (Brown 3-4, Lane 2-5, Hamilton 0-1, McMullen 0-1, Nutter 0-2). Team Rebounds: 1. Team Turnovers: None. Blocked Shots: 2 (Edwards, Hamilton). Turnovers: 17 (Brown 6, McMullen 5, Lane 2, Nutter 2, Edwards, Peters). Steals: 7 (Lane 3, Brown 2, Edwards, Nutter). Technical Fouls: None. A_148.
PALISADES TAHOE SKI RESORT — At midnight, a slender moon hangs above the snowy Sierra Nevada, casting only a faint glow on a sheer cliff and the dark canyon below. But snowcat operator “Bandit” Ferrante has laser-guided vision, measuring snow depth 150 feet ahead and to each side to sculpt the slopes with precision. By dawn, crowds will start arriving to ski and ride the weekend’s fresh powder. “These advancements are changing the way we do things,” said Ferrante, 36, who drives a new $400,000 German-made PistenBully rig with Light Detection and Ranging (LiDAR) technology to prepare the trails. “I see exactly where we’re going, and what’s going on.” After two winters of heavy snow, the snowfall so far this winter has been sporadic. While Mother Nature is always fickle, climate change could create less reliable snow, spelling hardship for the businesses and mountain communities that depend on storms for their economic survival. So resorts seek to make and protect each precious flake. Big corporations running Palisades, Heavenly, Northstar, Kirkwood and Mammoth Mountain have made major investments, worth many millions of dollars, in what’s dubbed “snow management.” With some daily lift tickets exceeding $250, the resorts seek to deliver a dependable high-end experience. Initially just farm tractors on tracks, snowcats have evolved into machines of design, detailed craftsmanship and computer-driven tools. Inside the warmth of his cab, with a chatty podcast for company, Ferrante monitors a computer screen with color-coded snow depths, guiding him on where to push and pull snow for the best coverage. Its SNOWsat LiDAR remote sensing technology uses laser pulses to measure snow depth. With accuracy to within an inch, it can construct perfect snowboard half-pipes or World Cup ski race terrain. The joystick that directs the 12-ton machine is smooth, responsive and comfortable to grasp. The blade shifts in 17 different directions, with wings to shovel the snow. With a sensor that detects incline, the powerful tiller automatically rises and falls when routes get steep. It’s turned a once lonely and tedious task into a skill-driven profession. “You keep learning new things,” said Ferrante, a South Lake Tahoe native with nearly 20 years of resort experience. A tidy tattoo — a snowcat control stick — adorns his neck. At competitive “Groomer Games” every spring, representatives of all California ski resorts gather to test their expertise by pushing a golf ball through a maze. Innovations in snow-making tools — such as the $40,000 Super PoleCat — perform alchemy, mixing massive drafts of water, air and electricity to cover miles of runs. Some have built-in automated weather stations. Snowcats maximize the efficiency of snowmaking. Some are simple utility vehicles, hauling things around the mountain. Others are “trooper carriers,” moving ski patrollers. “Dig rigs” have backhoes to excavate buried equipment. A few have forks, for installing fences and seats on race days. The smallest cats are adroit at digging out chairlifts and clearing sidewalks. “You use the right tool for the right job,” said Brendan Gibbons, director of snow surface at Palisades Tahoe. The most prized snowcats at Palisades are the new LiDAR-equipped machines. They are leading the fleets that are racing across the resort this weekend to groom freshly fallen powder, sending information by cell signal to the less well-equipped machines. Until recently, snowcats relied on GPS to measure snow depth; the technology knows how high the machine is sitting above the ground. But this tool offers a limited view of what’s directly under the rig and front blade, not what lies ahead. “It was a great start to this technology, but it only allowed us to see how deep the snow is where we’ve been, and where we are,” said Gibbons. “LIDAR shows us what the snow is before we get to it.” LiDAR also measures the volume of piles of manmade snow, helping guide its use. The tool is already in use in research and government agencies to study snow from the air. It helps water districts measure future water reserves. It can identify avalanche danger. Related Articles Technology | France rushes aid to Mayotte after Cyclone Chido leaves hundreds feared dead Technology | Here’s where burrowing owls have disappeared in California Technology | US hikes tariffs on imports of Chinese solar wafers, polysilicon and tungsten products Technology | Monarch butterflies to be listed as a threatened species in US Technology | World’s oldest-known wild bird lays an egg in Hawaii at age 74 It works by sending out up to 200,000 laser pulses per second. Then it measures the time of flight — how long it takes the laser to hit the snow and bounce back to the instrument. It calculates distance by using the known speed of light and the time it takes the laser to travel. In the summer, LiDAR builds a digital model of the bare terrain. In the winter, Bandit and other “night crawlers” creep along the mountain’s cold contours, taking snow measurements. Managers study the freshly updated maps on their phones, then strategize a nighttime plan based on weather, wind, melting and skier traffic. After a long day of wear and tear, LiDAR helps “clean up the holes, remove the moguls and return the slope back to a nice, perfect skiing surface,” said Brian Demarest, SNOWsat manager for Kassbohrer All Terrain Vehicles in Reno, which sells PistenBully (“trail worker,” loosely translated, in German). Snowcats no longer lurch and rock. An eight-hour shift “is like driving to L.A.,” said Gibbons. The snowcat’s taco-shaped blade can turn in 17 different directions. On each side of the blade is a wing that shoves the snow left or right. Its weight compresses the snow as it rolls, squeezing out dangerous air pockets and creating a more firm surface. Each track works independently, so the rig can pivot. Cleats add traction. In the back is a spinning barrel with teeth, which chews up the snow. The barrel’s spin speed is adjustable, influencing how much the flakes heat up and bind to each other. A comb, also adjustable, drags behind to deposit rows of perfect corduroy. Grooming is still dangerous, with peril on slippery and avalanche-prone slopes. One recent winter, when winds hit 192 mph gusts, machines skidded on ice. Ferrante arrives at Palisades in mid-afternoon from his home in Garnerville, Nevada, to get his assignment for the night’s “swing shift.” When he’s done, he’ll hand it off to a colleague on the graveyard shift that grooms until the lifts open. By 5 a.m., he’s in bed. “I don’t get lonely,” said Ferrante, who drinks a thermos of black tea to stay alert. Food can be heated by the exhaust pipe. Throughout the long night hours, operators coordinate with each other, traveling together when there’s avalanche danger. A winch can help secure a machine, allowing it to work on steep slopes. Ferrante sees coyotes, deer, porcupines, and occasional bear. One crew saw migrating ducks fall from the sky, lost in a storm. His crew started the season with “track packing” to compress November’s snow. Now, with the arrival of a new storm, he’ll push snow into rigid “wind rows,” like fences, to catch blowing drifts; later teams will smooth them out. Post-storm priorities are roads, then ramps, then runs. His discipline, largely unrecognized by resort visitors, is building the foundation for a whole season of sport. “There is a ‘skill ceiling’ that’s infinite,” said Ferrante. “You’re never going to be the very best. You’re never going to figure it all out.”
Rigetti Computing Stock Leaps On New Flagship Quantum Computer Launch: Retail Celebrates ‘Santa Claus’ Rally
(Photo by Kampus Production via Pexels) By Stephen Beech Employees are suffering "techno-strain" as a result of digital systems making it difficult to switch off from work, warns a new study. Staff are experiencing mental and physical issues due to being "hyperconnected" through digital technology, according to the findings. Researchers from the University of Nottingham’s Schools of Psychology and Medicine conducted detailed interviews with employees from a variety of professions. They found that the cognitive and affective effort associated with constant connectivity and high work pace driven by the digital workplace is detrimental to employee well-being. The study is the final part of a research project exploring the "dark side effects" of digital working which include stress, overload, anxiety and fear of missing out. The results, published in the journal Frontiers in Organisational Psychology , highlight an "overarching" theme of "digital workplace technology intensity" as a result of digital workplace job demands. The research team says their findings indicate a "sense of burden" associated with working digitally which surfaced for most participants in perceptions of overload and feelings of being "overwhelmed" by the proliferation of messages, apps and meetings in the digital workplace. They say "fear of missing out" - or FOMO- on important information and contact with colleagues also contributed to stress and strain for digital workers, as did hassles encountered when using digital technologies. (Photo by Tara Winstead via Pexels) Study leader Elizabeth Marsh said: “Digital workplaces benefit both organizations and employees, for example by enabling collaborative and flexible work. "However, what we have found in our research is that there is a potential dark side to digital working, where employees can feel fatigue and strain due to being overburdened by the demands and intensity of the digital work environment. "A sense of pressure to be constantly connected and keeping up with messages can make it hard to psychologically detach from work." Fourteen employees were interviewed in detail and asked about their perceptions and experiences of digital workplace job demands and impacts to their health. Comments from interviewees included: “[It’s] just more difficult to leave it behind when it's all online and you can kind of jump on and do work at any time of the day or night.” Another participant said: “You kind of feel like you have to be there all the time. You have to be a little green light,” while another commented: “It's that pressure to respond [...] I've received an e-mail, I've gotta do this quickly because if not, someone might think “What is she doing from home?” In their analysis, the researchers explored potential underlying psychological, technological and organizational factors that may influence ways in which employees experience digital workplace job demands. The findings showed that participants' dark side experiences were particularly shaped by a pervasive and constant state of connectivity in the digital workplace, termed "hyperconnectivity." Those experiences contributed to a sense of pressure to be available and the erosion of work-life boundaries, according to the research team. (Photo by Thirdman via Pexels) They said the evidence also indicates that "hyperconnectivity" has become the norm among workers post-pandemic. PhD student Marsh said: “The findings underline the need for both researchers and professionals to identify, understand and mitigate the digital workplace job demands to protect the well-being of digital workers.” The research also makes practical suggestions for employers including helping workers improve their digital skills and empowering them to manage boundaries in the digital workplace. The team says their findings could also be used by IT departments to consider how to improve the usability and accessibility of the digital workplace, as well as reining in the proliferation of applications. Dr. Alexa Spence, Professor of Psychology, said: “This research extends the Job Demands-Resources literature by clarifying digital workplace job demands including hyperconnectivity and overload." She added: "It also contributes a novel construct of digital workplace technology intensity which adds new insight on the causes of technostress in the digital workplace. "In doing so, it highlights the potential health impacts, both mental and physical, of digital work.”Saturday Night Live has lined up its last trio of hosts for 2024. After a season full of nostalgic bits, political bites, and even some emotional moments, Season 50’s first stretch will conclude with three back-to-back-to-back episodes in December. Javascript is required for you to be able to read premium content. Please enable it in your browser settings.
Article content If Edmonton politicians don’t like the province’s move to axe all speed trap “fishing holes,” they only have themselves to blame. Edmonton had three of Alberta’s top five revenue-generating sites last year, Gateway Boulevard at 34 Avenue, 170 Street at 118 Avenue, and 127 Street at 126 Avenue. Between them they pulled in $7.1 million in fines. Those “fishing holes,” as Transportation Minister Devin Dreeshen calls them, will be gone as of next April 1, along with 70 per cent of Alberta’s 2,200 current photo radar sites. It’s about time. The moment city politcians and bureaucrats got control of photo radar more than a decade ago, they secretly lowered the tolerance for speeding, they jacked up the number of photo radar locations, and they put in photo radar in all kinds of places where there was a low incidence of collisions. There was never any strong argument for Edmonton to hammer on drivers more than any other Canadian city. Our collision numbers are driven by ice, snow and a constellation of bad driving habits, only one of which is speeding. Of course, it might well be reasonable to ignore my verdict as the rantings of a photo radar hater but during this debate numerous civic politicians, police officers and radar enforcement personnel have spoken out against the cash grab. There were rarely any complaints about photo radar for the 20 years the police ran the program in the 1990s and 2000s. You generally had to be going more than 15 km/h over the limit to get a ticket, with the whole aim of the program to target the small percentage of drivers who go faster than the safe flow of traffic. When city photo radar operators took over, revenue more than doubled, in large part because the tolerance for speeding was secretly dropped to 10 km/h and lower. Jim Howse, a former city police officer who ran traffic safety programs, said he was alarmed to hear city traffic authorities now saying you can get a ticket for going as little as one km/h over the limit. “Can you envisage a situation where every driver afraid of being charged drove under the posted speed limit? Massive road rage.” Citizens complained that photo radar was put in places with low risk of collisions. In 2015, former photo radar operator Alan White admitted it, saying the city’s hunger for new revenue was just as strong as its intention to keep our roads safe. If operators did not get high numbers of violations, they were directed to go to sites where more speeders would be caught, White said. “That’s not about safety anymore. That’s about, ‘Let’s get the numbers up.'” In 2016 then-Morinville mayor Lisa Holmes spoke out about the need to not let photo radar operators have free rein. If a photo radar contractor is getting paid per ticket, Holmes said, they will sit at a certain site if they know it has a huge amount of traffic, even if there’s no real safety issues there. “They were spending 90 per cent of their time in three different spots that were on the edge of a town and it’s just like it was a bit of a cash cow, honey pot situation.” That same year, retired RCMP officer Mike Steneker, who patrolled Queen Elizabeth II Highway near Leduc, said, “Photo radar does not make the roads safer. Speed is just easy to enforce compared to the real culprits.” When Steneker and his partner dug into collision reports over a 10-year period in the Leduc area, they found not one traffic injury could be blamed on speed. Instead, injuries and deaths were caused by distracted driving, impaired driving, drivers merging too slowly, improper maintenance of cars and trucks, folks not wearing seat belts, and drivers parked at the side of the road. Rachel Notley’s government studied photo radar and found that Alberta’s unprecedented embrace of photo radar had led to just a small reduction in accidents, 1.4 per cent over an eight-year period, compared to jurisdictions that didn’t have photo radar. Jason Kenney’s UCP brought in some limitations to photo radar, with Premier Danielle Smith now essentially closing the deal on fishing holes. Red light cameras will remain, but there will be no photo radar outside of construction, school and playground zones. If Edmonton thinks it has a major trouble spot for speed collisions, it can request additional two-year photo radar locations “on an exceptional basis.” Photo radar should never have been about revenue generation, Dreeshen said. “It’s a tool that should be making our roads safer. And if it’s not, if it’s about making municipalities money, well, that’s a cash cow, and that’s ending.” Amen. dstaples@postmedia.com Recommended from Editorial 'Cash cow': Alberta to reduce photo radar sites by 70 per cent Edmonton intersection photo radar tickets down for fourth straight season Bookmark our website and support our journalism: Don’t miss the news you need to know — add EdmontonJournal.com and EdmontonSun.com to your bookmarks and sign up for our newsletters . You can also support our journalism by becoming a digital subscriber. Subscribers gain unlimited access to The Edmonton Journal, Edmonton Sun, National Post and 13 other Canadian news sites. The Edmonton Journal | The Edmonton SunAustin Peay 62, Georgia St. 50MONTREAL - Bombardier Inc. says it has reached an agreement with Honeywell International Inc. to settle a lawsuit relating to the cost of the jet engines it makes for the Montreal-based plane maker. Read this article for free: Already have an account? To continue reading, please subscribe: * MONTREAL - Bombardier Inc. says it has reached an agreement with Honeywell International Inc. to settle a lawsuit relating to the cost of the jet engines it makes for the Montreal-based plane maker. Read unlimited articles for free today: Already have an account? MONTREAL – Bombardier Inc. says it has reached an agreement with Honeywell International Inc. to settle a lawsuit relating to the cost of the jet engines it makes for the Montreal-based plane maker. Bombardier first sued Honeywell in 2016, arguing that it was going against a contractual obligation to reduce the cost of the engines and to give Bombardier the best price, which the company disputed. About a year ago, a Quebec Superior Court judge ruled that Honeywell must negotiate with Bombardier in good faith on the cost of the engines, with the goal of reducing prices. At the time, Honeywell filed a motion to appeal the decision. Now, Bombardier says the lawsuit and the pending request for appeal are resolved. The terms of the settlement were not made public. Winnipeg Jets Game Days On Winnipeg Jets game days, hockey writers Mike McIntyre and Ken Wiebe send news, notes and quotes from the morning skate, as well as injury updates and lineup decisions. Arrives a few hours prior to puck drop. This report by The Canadian Press was first published Dec. 2, 2024. Companies in this story: (TSX:BBD) Advertisement
Experts urge stronger collaboration in cybersecurity among OIC nations
Thanksgiving Weekend Sports Guide: Your roadmap to NFL matchups, other games, times, oddsPercentages: FG .400, FT .632. 3-Point Goals: 10-21, .476 (Carpenter 4-9, Thomas 3-4, McCubbin 2-3, Brookshire 1-3, Haney 0-2). Team Rebounds: 6. Team Turnovers: 1. Blocked Shots: 2 (Daniel, Hammer). Turnovers: 11 (Thomas 5, Brookshire 2, Carpenter, Lax, Loos, McCubbin). Steals: 7 (Brookshire 2, Thomas 2, Carpenter, Daniel, Lax). Technical Fouls: None. Percentages: FG .385, FT .652. 3-Point Goals: 5-13, .385 (Brown 3-4, Lane 2-5, Hamilton 0-1, McMullen 0-1, Nutter 0-2). Team Rebounds: 1. Team Turnovers: None. Blocked Shots: 2 (Edwards, Hamilton). Turnovers: 17 (Brown 6, McMullen 5, Lane 2, Nutter 2, Edwards, Peters). Steals: 7 (Lane 3, Brown 2, Edwards, Nutter). Technical Fouls: None. A_148.
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