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Why Christian Arroyo pointed to Bobby Dalbec after hitting home run in Red Sox’ Game 3 victory

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Why Christian Arroyo pointed to Bobby Dalbec after hitting home run in Red Sox’ Game 3 victory

As Christian Arroyo rounded first base after hitting his first career postseason home run in Monday’s Game 3 victory, he made sure to find Bobby Dalbec in the Red Sox dugout and point at him in appreciation.

It wouldn’t have been possible without him.

In his first at-bat of the game in the second inning, Arroyo wasn’t satisfied with the output. With the bases loaded, he hit a sharp grounder to second that probably should have been an inning-ending double play. But Jose Altuve’s error kept the rally going before Kyle Schwarber’s grand slam sent the Red Sox on their way.

When Arroyo returned to the dugout, he found Dalbec, one of his best friends on the team. Without any homers or RBIs to his name in the postseason to that point, he felt like he may have been pressing a bit.

“(Dalbec) was like, ‘Well, what do you feel like you’re doing?’” Arroyo recalled. “I said, ‘Well, I’m on time. My contact is there, the exit velo’s there, I’m just hitting it down on the ground.’”

Dalbec, a rookie, had some veteran-like words of wisdom.

“He’s like, ‘Sometimes when I’m going through something like that, what I’ll do is maybe quiet up my moves,’ and so we looked at some video together and had seen a little bit of the postseason anxiousness. You look up there and you don’t see RBIs, you don’t have a homer and stuff, you want to start forcing the issue.

“And he was like, ‘Maybe what we should do is quiet your moves down and go from there.’ So I was like, ‘That’s actually a pretty good idea. Let me try that.’”

In his next at-bat the next inning, Arroyo put it to use. He jumped on a first-pitch slider from Yimi Garcia and sent it into the Monster seats. The two-run homer — Arroyo’s first blast in three months — put the Sox up 9-0.

“As soon as I hit it, I was like, ‘Get up, get up, get up!’” Arroyo said. “And I tried to look back at Bob. I gave him a big hug and I was like, ‘You’re my favorite hitting coach.’”

“(Dalbec) was like, ‘I told you. Sometimes it’s that simple.’ I’m like, ‘Yeah, hitting in the big leagues is so simple.’ But no, it was cool. Especially for him because he hasn’t been playing and whatnot. It is what it is, but he’s a great teammate. He’s one of my best friends on the team and we talk all the time about hitting and all that kind of stuff. For him to do that, to look over that in the middle of the game, it was awesome.”

Dalbec hasn’t started a game since Game 1 of the ALDS, but he’s clearly staying engaged and embracing his role. For now, that means staying prepared on the bench in case he’s needed as a pinch-hitter, and supporting his teammates with whatever advice he can provide. Even though Dalbec only just finished his first full season in the big leagues, Arroyo is listening.

“That’s a team player,” Arroyo said. “It takes an army to win this stuff. It’s not just one guy. … Any time that you can help in one way, shape or form, it just builds confidence within everyone. To know you have someone that’s not even involved in the game at that time, to still invest in it and try to help you out, it’s awesome.”

Arroyo said he and Dalbec have built a bond ever since getting to know each other at the Red Sox’ alternate site last season, and playing first and second base regularly together over the course of their first full seasons in Boston. They regularly share hitting thoughts together, and Arroyo is very impressed with Dalbec’s acumen.

“Bobby’s very, very advanced when it comes to the mental side of it and the mechanical side of what he’s trying to do,” Arroyo said. “He has a very good idea of what he’s trying to do. To lean on somebody like that, that knows what they’re trying to do and then sometimes, I know what he’s doing and he can see what I’m doing and we just bounce that off each other.”

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How data is reshaping real estate

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How data is reshaping real estate

By Patrick Sisson, The New York Times Company

Jordan Fisher was troubled. Every variety of the Red Bull energy drink comes in a similar metallic can, and his company’s camera system, which tracks products that customers pick up in stores, was having trouble distinguishing them.

This obstacle was one of many that his company, Standard AI, faced while retrofitting a Circle K convenience store in Tempe, Arizona, with computer vision software, which tracks every item that customers pick up so they can simply scan their app-enabled phone to pay as they leave, eliminating the checkout line. A network of more than 100 cameras can identify any of the thousands of similarly sized candy bars or beverages grabbed by customers, including cans of Red Bull, now identifiable thanks to a combination of geometric projections and higher-resolution cameras.

This tracking of consumer activity within the store — where shoppers look and linger, with cameras capturing their interactions and their near-misses — is part of a growing effort to use data collection to make commercial real estate more efficient.

“Checkout is kind of the killer app, but that’s just the tip of the iceberg,” said Fisher, CEO of Standard AI, which hones camera accuracy in high-volume, high-density environments. “You have a system that understands where people are in real time, down to the centimeter. It’s all about utilization of real estate.”

From the invasion of big-box stores to the ascendancy of e-commerce and, most recently, pandemic lockdowns, physical retail may seem stuck in perpetual crisis. But in-person shopping is still very popular and the subject of significant investment. (Retail tech investment hit a record $31.5 billion in the second quarter this year.) Amazon has spent generously on physical retail, including $13.4 billion on the acquisition of Whole Foods, and the development of its Just Walk Out system, which kick-started a race for cashierless checkout among grocery stores and retailers.

The added layers of technology in stores and entertainment venues — crowd-tracking cameras, information gleaned from smartphones, tallies of neighborhood foot traffic and sophisticated demographic data — aim to replicate the data measurement and analysis of the online experience.

But privacy advocates are sounding the alarm about the technology as Big Tech is under increased scrutiny. Congressional testimony from the Facebook whistleblower, Frances Haugen, in October has intensified calls for new regulations to rein in Silicon Valley giants.

Outcast via The New York Times

A handout photo shows the crowd analysis software used by Standard AI to track customers in a Circle K store in Tempe, Arizona. Tech start-ups are offering new tools to help retailers and entertainment venues be more efficient by counting crowds, tracking foot traffic and following local shopping habits.

Complicating efforts to address privacy concerns is a lack of regulatory clarity. Without an overarching federal privacy law or even a shared definition of personal data, retailers must sort through layers of state and municipal rules, such as California’s Consumer Privacy Act, said Gary Kibel, a partner at law firm Davis+Gilbert who specializes in retail privacy.

Technology companies counter the pushback by noting that their systems are designed to limit what they collect and anonymize the rest. For instance, Standard AI’s system does not capture faces, so they cannot be analyzed with facial recognition technology.

The growing volume of data on consumer and crowd behavior is having significant implications on real estate design. It is making even physical space more interactive for marketers.

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Can supersonic air travel fly again?

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Can supersonic air travel fly again?

By Roy Furchgott, The New York Times Company

Despite the promise of two-hour flights from New York to Los Angeles, the supersonic airline industry never really got off the ground. That is largely because of physics: specifically, the sonic boom, the thunderclap noise made when an aircraft breaks the sound barrier, which essentially doomed supersonic aviation as a viable business.

In 1960s-era tests, booms reportedly broke windows, cracked plaster and knocked knickknacks from shelves; in 1973, the Federal Aviation Administration forbade civilian supersonic aircraft from flying over land. Planes could go supersonic only over the ocean — most famously, the Concorde, the sleek British-French passenger plane that flew a handful of routes in less than half the average time. But potentially lucrative overland routes were off-limits, restricting supersonic travel’s business prospects.

NASA and aviation entrepreneurs, however, are working to change that, with new aircraft designed to turn the boom into a “sonic thump” that is no louder than a car door being slammed 20 feet away. That may induce the FAA to lift the ban, which could allow for two-hour coast-to-coast supersonic flights.

“The main reason NASA is working on this is to enable regulation for supersonic flight,” said Craig Nickol, NASA’s low-boom flight demonstration project manager. “The main objective is to open up new markets.”

The supersonic age dawned Oct. 14, 1947, when Chuck Yeager broke the sound barrier while piloting the rocket-powered Bell X-1 over the Mojave Desert. In the following decades, the barrier was also broken by a succession of military jets, once by a passenger airliner (during a test flight of a Douglas DC-8 in 1961) and, ultimately, by regular commercial service from the Soviet Tupolev Tu-144 and the Concorde, both long defunct.

The far more successful Concorde mostly traveled trans-Atlantic routes at about $6,000 to $7,000 per ticket for a 3 1/2 hour flight in a cramped, noisy cabin, which was nonetheless considered glamorous. The Champagne-and-caviar flights were discontinued in 2003 after 27 years of intermittent profitability and one crash that killed 113 people. What the Concorde’s chief pilot called “the airliner of the future” was consigned to the past.

But the possibility of a supersonic renaissance was arriving even as the Concorde was on its way out. The slide rules and log tables used to design it had been pushed aside by supercomputers, which enabled engineers to test and tweak virtual aircraft designs comparatively cheaply and quickly.

That is exactly what DARPA, the research and development wing of the U.S. Defense Department, and NASA did in 2003 with the Shaped Sonic Boom Experiment, which confirmed that computer-designed modifications to a Northrop F-5E jet would hush the sonic boom in the way the software forecasted.

“We flew it and measured it, and our model predicted the boom very well,” Nickol said. “It was the first time we could prove that we could shape the sonic boom in a way we could predict.” That demonstration set the course for research to follow.

Taming the boom is complicated. Air has substance, which an aircraft slices through, much as a boat moves through water. A plane pushes air aside as it flies, creating ripples of air pressure. As an aircraft approaches the speed of sound, pressure builds up on surfaces like the nose and tail, creating waves of high pressure in front and low pressure behind. At the speed of sound, waves pile up and combine to reach the ground as an abrupt change in pressure that is heard as that thunderclap sound.

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CDOT’s Safety Patrol works to clear highway crashes as quickly as possible to keep traffic moving

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CDOT’s Safety Patrol works to clear highway crashes as quickly as possible to keep traffic moving

The crash that hit Interstate 225 in Aurora at the height of the evening rush hour was garden-variety: A sedan smashed into the back of a sport-utility vehicle, and nobody was hurt.

But the wreck quickly backed up northbound traffic all the same, with the heavily damaged Toyota Camry stuck, its engine dead, in one of the middle lanes near Colfax Avenue.

John “Boston” Alborghetti knew just what to do. Arriving before police, the CDOT Safety Patrol driver first checked to make sure no one was hurt. Then he used his specially outfitted Ford F-250 pickup to nudge the Camry over to the shoulder, where it joined the Jeep that had been hit.

Traffic was moving in all four lanes within five minutes.

Patrollers in the Colorado Department of Transportation’s roadside assistance program have kept tabs on a growing network of metro Denver and Colorado highways for 29 years, offering free help to stranded motorists while assisting authorities at crash scenes. The Safety Patrol recently added new routes in metro Denver to its network and signed up a new sponsor, the Geico insurance company, which will contribute $550,000 a year toward the program’s $6.5 million budget, CDOT says.

Alborghetti’s response on I-225 on the recent Monday evening prioritized safety and speed, since a quicker clearance of the highway lessens the chances for another crash. He left broken glass and debris on the pavement, but the people involved in the crash were safely on the shoulder.

“If (the stalled car) was in the left lane or right lane — not in the middle — I would have kept the lane shut down with my cones and I would have swept the debris up,” said Alborghetti, 50, a no-nonsense Army Reservist with a Boston accent whose nickname was inspired by his upbringing there.

“But people just want to go — I want to open it up quick and fast, get people going.”

Safety Patrol drivers don’t investigate crashes or issue tickets, but they do help responding state troopers and police officers with traffic control and safety. They also can clear most anything that’s blocking the highway, whether it’s a car, a large appliance that’s fallen off a truck — or even an 18-wheeler, which takes two Safety Patrol drivers working in tandem, Alborghetti said.

For three years, he’s been the operational manager for IncidentClear, CDOT’s Safety Patrol contractor. Its drivers assist more than 40,000 motorists a year, CDOT says, between crash responses and helping drivers who need a flat tire changed, a jump-start, extra fuel or lockout assistance.

When needed, the program’s towing partner provides free tows to safe, well-lit locations off the highway.

Eli Imadali, Special to The Denver Post

Boston Alborghetti, a CDOT Safety Patrol driver, buckles his seat-belt after helping two drivers involved in a crash on I-70 in Denver during his evening shift driving on Monday, Nov. 8, 2021.

“We see accidents happen right in front of us”

Alborghetti was joined by a Denver Post reporter and photographer on that Monday in early November as he drove nearly 100 miles of metro Denver highways in three and a half hours.

As Alborghetti drove, he kept an eye out for collisions and for vehicles pulled over on the shoulders.

“So as I’m looking, I’m not only looking at this side (of the highway), I’m looking at that side, too,” he said as he neared the Sixth Avenue exit on Interstate 25 near downtown. “Because an accident may happen before CDOT or everybody else knows about it. We see accidents happen right in front of us.”

The afternoon had started quietly. Alborghetti’s first stop was on Interstate 70 near Sheridan Boulevard, where officers were responding to a car traveling the wrong direction in the eastbound lanes. He stopped in the left lane, his truck’s yellow emergency lights flashing, and placed cones to block it off for extra safety.

The driver turned out to be an older man who entered on the wrong ramp. By then, he’d pulled over on the inside shoulder and was talking with the officers. Alborghetti said they asked family members to come and drive the man home.

A half-hour later, while driving on I-25 near University Boulevard, Alborghetti spotted police and a CDOT incident management crew on the other side of the highway. He exited and turned back. They were managing traffic for a food truck that was stranded and blocking the right lane after its back axel busted, throwing the wheels out of alignment.

But this time, there was nothing for him to do, since the truck was upright and couldn’t move on its tires. If it had overturned and “it’s sitting out there, then boom! We will push it,” he said. Instead, Denver police called in a flatbed truck.

Boston Alborghetti, a CDOT Safety Patrol ...

Eli Imadali, Special to The Denver Post

Boston Alborghetti, a CDOT Safety Patrol driver, walks at the scene of a food truck spin-out on I-25 in Denver on Monday, Nov. 8, 2021.

New patrols added on I-270, I-76

The Safety Patrol has nearly two dozen trucks stocked with equipment, extra gas and cleanup materials. Its drivers patrol interstates 25, 70 and 225 as well as the Sixth Avenue Freeway and C-470 in the Denver area; stretches of I-25 near Colorado Springs and Fort Collins; and I-70 in the mountains between Golden and Vail.

In mid-November, the Safety Patrol added new regular patrols on interstates 76 and 270 in metro Denver.

Most shifts cover the morning and evening rush hours, but some Safety Patrol drivers roam the highways during off-peak hours and on weekends, especially on the I-70 mountain stretch. They operate everywhere except construction zones, which have their own safety crews.

“I really want to tell people,” Alborghetti said, that “if you see one of our trucks … move out of the way — because there is something hindering and stopping you from going home to your family, going to work, going out on a hot date or something,” and the Safety Patrol can get traffic moving again.

The Navy veteran lives in Castle Rock and now is in the Army Reserves. He said his most recent deployment was in the last year at the U.S. military’s detention camp at Guantanamo Bay, Cuba. He worked in security at Lockheed Martin’s Jefferson County campus, he said, before joining IncidentClear and the Safety Patrol.

Five years from retirement, he says he enjoys overseeing the patrol crews, while driving routes himself occasionally.

It’s a job that brings gratitude from the people helped by the patrol drivers. But the job also comes with its share of dangers, despite extensive training aimed at minimizing safety risks while working in traffic. Safety Patrol drivers also might be the first ones to arrive at a fatal crash scene — an incident that’s more likely to shut down a highway while it’s sorted out.

The drivers’ pay starts at $18 an hour and increases by $1 each year, Alborghetti said, with drivers eligible for safety bonuses.

For some, the variety is appealing. Drivers see similar patterns of crashes and roadside breakdowns, but each day brings a reshuffled deck — with winter storms throwing an extra wildcard into the mix.

“What’s today, Monday?” Alborghetti said, noting it had been relatively tame. “It’s a free-for-all on Fridays.”

Boston Alborghetti, a CDOT Safety Patrol ...

Eli Imadali, Special to The Denver Post

Boston Alborghetti, a CDOT Safety Patrol driver, fills out a report after responding to a wrong-way driver on I-70 in Arvada on Monday, Nov. 8, 2021.

Reducing the risk of more crashes

The quiet afternoon would soon give way to a flurry of radio traffic after 5 p.m., as rush-hour traffic grew denser.

But before that happened, Alborghetti talked about how the Safety Patrol responds to crashes. There’s a reason the drivers move quickly, with the program touting an average clearance time of less than 12 minutes.

As traffic backs up and drivers slam on the brakes, each minute brings a greater risk of another crash.

Alborghetti took the ramp from C-470 back onto I-70 as the sun was setting. He passed the stretch in Lakewood where the driver of a runaway semitrailer crashed into stopped traffic in April 2019, setting off a fiery chain-reaction pileup involving 28 vehicles. Four people died, and the driver recently was convicted of vehicular homicide.

The tragedy was a secondary crash, Alborghetti pointed out: That traffic was stopped because of a less-severe crash involving a car, a semitrailer and a school bus that happened five miles up the highway in Wheat Ridge about an hour earlier.

Clearing that one was more complicated than a fender-bender. But he said the time it took prompted hindsight discussions within CDOT and the Safety Patrol that underlined the importance of clearing most crashes quickly, to lessen the traffic backup.

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