treasure of aztec demo rupiah

treasure of aztec demo rupiah

Opinion: Why taxpayers deserve a public inquiry into Elections BCPathstone Holdings LLC grew its stake in shares of McCormick & Company, Incorporated ( NYSE:MKC – Free Report ) by 5.8% during the 3rd quarter, according to the company in its most recent disclosure with the Securities and Exchange Commission (SEC). The institutional investor owned 57,484 shares of the company’s stock after acquiring an additional 3,163 shares during the period. Pathstone Holdings LLC’s holdings in McCormick & Company, Incorporated were worth $4,731,000 at the end of the most recent reporting period. Other large investors have also recently made changes to their positions in the company. Capital Performance Advisors LLP purchased a new stake in McCormick & Company, Incorporated in the 3rd quarter worth approximately $28,000. Capital Advisors Ltd. LLC raised its position in shares of McCormick & Company, Incorporated by 87.5% in the second quarter. Capital Advisors Ltd. LLC now owns 375 shares of the company’s stock worth $27,000 after buying an additional 175 shares in the last quarter. OFI Invest Asset Management bought a new stake in McCormick & Company, Incorporated during the second quarter valued at $29,000. Kennebec Savings Bank purchased a new position in McCormick & Company, Incorporated during the third quarter worth about $40,000. Finally, 1620 Investment Advisors Inc. bought a new position in McCormick & Company, Incorporated in the 2nd quarter worth about $35,000. 79.74% of the stock is owned by institutional investors. Insider Buying and Selling In other news, Director Jacques Tapiero sold 5,000 shares of the stock in a transaction that occurred on Monday, November 11th. The stock was sold at an average price of $77.34, for a total transaction of $386,700.00. Following the completion of the sale, the director now owns 28,217 shares of the company’s stock, valued at approximately $2,182,302.78. This represents a 15.05 % decrease in their ownership of the stock. The transaction was disclosed in a document filed with the SEC, which can be accessed through this hyperlink . Insiders have sold a total of 20,000 shares of company stock worth $1,565,850 in the last ninety days. 22.90% of the stock is owned by insiders. McCormick & Company, Incorporated Trading Down 0.5 % McCormick & Company, Incorporated ( NYSE:MKC – Get Free Report ) last issued its earnings results on Tuesday, October 1st. The company reported $0.83 EPS for the quarter, topping analysts’ consensus estimates of $0.68 by $0.15. McCormick & Company, Incorporated had a net margin of 11.87% and a return on equity of 15.30%. The company had revenue of $1.68 billion for the quarter, compared to analysts’ expectations of $1.67 billion. During the same quarter last year, the company earned $0.65 EPS. The firm’s revenue was down .3% compared to the same quarter last year. As a group, analysts predict that McCormick & Company, Incorporated will post 2.92 earnings per share for the current fiscal year. McCormick & Company, Incorporated Increases Dividend The business also recently announced a quarterly dividend, which will be paid on Monday, January 13th. Investors of record on Monday, December 30th will be issued a dividend of $0.45 per share. The ex-dividend date is Monday, December 30th. This is a boost from McCormick & Company, Incorporated’s previous quarterly dividend of $0.42. This represents a $1.80 annualized dividend and a yield of 2.32%. McCormick & Company, Incorporated’s dividend payout ratio is currently 57.14%. Analyst Ratings Changes A number of brokerages have recently issued reports on MKC. BNP Paribas upgraded McCormick & Company, Incorporated to a “strong-buy” rating in a research report on Wednesday, October 2nd. Bank of America lifted their target price on shares of McCormick & Company, Incorporated from $95.00 to $96.00 and gave the company a “buy” rating in a research report on Wednesday, October 2nd. TD Cowen increased their price target on shares of McCormick & Company, Incorporated from $84.00 to $86.00 and gave the stock a “hold” rating in a report on Wednesday, October 2nd. Finally, Stifel Nicolaus raised their price objective on shares of McCormick & Company, Incorporated from $75.00 to $85.00 and gave the company a “hold” rating in a research report on Wednesday, October 2nd. One equities research analyst has rated the stock with a sell rating, five have issued a hold rating, two have assigned a buy rating and one has given a strong buy rating to the company’s stock. Based on data from MarketBeat, the stock currently has an average rating of “Hold” and an average price target of $79.57. Get Our Latest Analysis on MKC About McCormick & Company, Incorporated ( Free Report ) McCormick & Company, Incorporated manufactures, markets, and distributes spices, seasoning mixes, condiments, and other flavorful products to the food industry. It operates in two segments, Consumer and Flavor Solutions. The Consumer segment offers spices, herbs, and seasonings, as well as condiments and sauces, and desserts. Further Reading Want to see what other hedge funds are holding MKC? Visit HoldingsChannel.com to get the latest 13F filings and insider trades for McCormick & Company, Incorporated ( NYSE:MKC – Free Report ). Receive News & Ratings for McCormick & Company Incorporated Daily - Enter your email address below to receive a concise daily summary of the latest news and analysts' ratings for McCormick & Company Incorporated and related companies with MarketBeat.com's FREE daily email newsletter .

INDIANAPOLIS (AP) — Jarvis Walker's 20 points helped IU Indianapolis defeat Trinity Christian 106-49 on Saturday. Walker shot 7 for 12, including 6 for 10 from beyond the arc for the Jaguars (4-5). Paul Zilinskas shot 5 for 9, including 4 for 7 from beyond the arc to add 15 points. DeSean Goode had 14 points and shot 4 of 5 from the field and 5 for 5 from the line. The Trolls were led in scoring by Tylan Harris, who finished with 11 points. Kaden Eirhart added nine points for Trinity Christian. ___ The Associated Press created this story using technology provided by and data from . The Associated Press

Barcelona loses at home for the first time this season“Wicked” doesn’t need a movie adaptation to be relevant — it’s already a cultural phenomenon, even before the behemoth two-part film adaptation hits theaters. The beloved Tony-winning Broadway musical is adapted from Gregory Maguire’s 1995 novel “Wicked: The Life and Times of the Wicked Witch of the West,” a revisionist history of Frank L. Baum’s 1900 fantasy novel “The Wonderful Wizard of Oz” and that book’s iconic 1939 film adaptation “The Wizard of Oz.” While Dorothy’s tornado-twirl into Technicolor is burned into our collective consciousness, so too is the massive note sung at the end of Act 1 by the witch at the center of “Wicked,” Elphaba, in the show’s signature song, “Defying Gravity.” The battle cry that emerges from Elphaba (played here by Cynthia Erivo) is breathtaking. It’s just the preceding rising action that feels a bit underwhelming. “Wicked” seeks to understand the Wicked Witch of the West, and the movie, which is written by Dana Fox and Winnie Holzman (who wrote the musical book), starts off when a denizen of Munchkinland dares to ask Glinda the Good Witch (Ariana Grande), in her big, pink bubble, “Is it true you were friends with her?” inspiring a flashback to their days at Shiz University, where the pair first encountered each other. Elphaba, rejected by her father since birth due to the color of her green skin, finds herself enrolled at Shiz when she follows her sister Nessarose (Marissa Bode) to school and accidentally unleashes some rough, untrained powers, catching the eye of Madame Morrible (Michelle Yeoh). She’s forced to bunk up with pretty, popular, pink-obsessed Galinda (the first iteration of the Good Witch’s name), and though they are at first at odds, Galinda can’t resist a makeover, or the intriguing powers of her new pal. It’s essentially a high school musical, with more magic, but not enough movie magic. The script has got to get Elphaba and Galinda to Oz to meet the Wizard (Jeff Goldblum) and hone Elphaba’s motivation for eventually defying the wizard (and gravity), which is wrapped up in a rushed subplot about talking animals being shunted out of a previously integrated society. Elphaba wants to help the animals because she feels connected with their plight as someone who is also physically different, but that desire doesn’t go beyond surface motivations. What makes Elphaba tick is clear — it’s just not always convincing. Grande is delightful as Galinda, but her character turns are also quite flat, and the world-building of this school could have been so much sharper and funnier. Bowen Yang does heroic work with a few ad libs and reactions as Galinda’s pal Pfannee, and Jonathan Bailey is terrific as the dashing prince Fiyero, but the setting doesn’t feel well-rounded on the screen. The camera is liberated (via CGI) in the song and dance numbers, but everything else is filmed in a boring fashion, the background melting into a dim, unfocused blur behind the actors. “Wicked” will delight fans of the stage production as a faithful adaptation that is at once playful but reverent to the iconic “Defying Gravity” and the story of understanding and togetherness despite social power structures that depend on fear and divisiveness. The weight of expectations is heavy to bear, and they bog down this movie. The film may struggle to take flight, but when it does, it is undeniably moving, with a message of freedom and defiance that resonates now more than ever. Get local news delivered to your inbox!

Walmart employees testing body cameras at some stores for 'security measures'CNN reporter Edward-Isaac Dovere predicted that President Biden's legacy risks being overshadowed by President-elect Donald Trump after Biden lost the 2024 election. CNN reporter Edward-Isaac Dovere predicted that President Biden's legacy may be largely forgotten after he lost to President-elect Donald Trump in the 2024 election. "I think it’s a really difficult thing for Joe Biden to know that he came into the presidency as a rejection of Donald Trump," Dovere said. "And here he is being replaced by Donald Trump." Biden's approval ratings have fallen since October, with the president standing at 34% approval and 66% disapproval in a Marquette Law School national poll conducted Dec. 2-11. It is the lowest approval rating for Biden in Marquette Law School polling since the president entered the White House four years ago. NEW NATIONAL POLL REVEALS APPROVAL RATINGS FOR BIDEN, TRUMP AMIDST TRANSITION CNN reporter Edward-Isaac Dovere predicted that President Biden's legacy may be largely forgotten after he lost to President-elect Donald Trump in the 2024 election. (CNN) "I do think that what you’ve seen is a slow receding into the bushes from Joe Biden here," he said. "That is not the approach that Joe Biden has been taking, at least publicly since the election, certainly, and even since he ceded the nomination to Kamala Harris," Dovere said, citing "The West Wing" as an example of a hard-charging political leader. "But there are things that he could be doing through executive authority. A lot of things that he could be doing would probably put a target on them for Donald Trump to go after first." "It does not seem like taking another vacation now is the kind of running through the tape mentality that White House staff has said he and the whole building is approaching things with," Dovere said. Biden departed the White House for St. Croix in the U.S. Virgin Islands for his final vacation as president with First Lady Jill Biden this month. JOE BIDEN POSES WITH HUNTER'S CHINESE BUSINESS ASSOCIATES IN NEWLY SURFACED PHOTOS: 'INCREDIBLY DAMNING' Biden departed the White House for St. Croix in the U.S. Virgin Islands for his final vacation as president with First Lady Jill Biden this month. (Kevin Dietsch/Getty Images) "I think back to an interview that I did with Joe Biden," Dovere said. "He’d been president for about three weeks, I was talking to him for a book that I wrote. And part of the takeaway that I had from it was him trying to assert himself as Joe Biden, the guy who got elected president." "Not just Barack Obama’s vice president, not just the guy who beat Donald Trump," he continued. "But now that is part of who he is, and it may define who he is. A couple weeks before the election, I had a conversation with a senior person in the White House, and I said, if Harris loses, most of the way that Biden is going to be remembered, at least in the short-term, is the guy who was just in between the Trump terms." "At this moment, that is the way that he is acting," Dovere said. Fox News' Paul Steinhauser contributed to this report. CLICK HERE TO GET THE FOX NEWS APP Jeffrey Clark is an associate editor for Fox News Digital. He has previously served as a speechwriter for a cabinet secretary and as a Fulbright teacher in South Korea. Jeffrey graduated from the University of Iowa in 2019 with a degree in English and History. Story tips can be sent to jeffrey.clark@fox.com.

Key takeaways Early adopters of charging microgrids can gain a competitive edge with flexible pricing Solar-powered microgrids cut costs with zero marginal cost energy Collaboration on green corridors boosts savings and revenues First movers with electric truck charging microgrids have a superpower, which is much more flexible energy pricing options to maximize profit. The big truck logistics firms that operate numerous depots, truck stop chains, and turn-key services vendors need to put on this cape. As the authors — Rish Ghatikar and Michael Barnard, experts in sustainability, transportation, and strategy — explored in their diagnosis of the challenges of truck charging, there are overlapping concerns which can heavily slow down deployment of megawatt-scale charging solutions to accelerate truck electrification, and getting derailed into non-charging value propositions is one of them. The first action article dealt with creating standardized, incrementally increasing capacity microgrids to roll out consecutively to each site over several years. A related key lever is the electricity pricing flexibility that a charging microgrid with solar power provides. Truck logistics firms and truck stop and depot operators have few levers to deal with the margin that they can make on the energy services that they rely on supply today. Wholesalers of diesel are trucking a fully commoditized product. Upstream cost and price fluctuations can be exploited for short term increases in margin by truck stops, but just represent additional expenses for logistic firms. Every truck stop is price-aligned in local markets because competition is fierce. Margins on fuel sales today are in the 1% to 5% range, hence the captive market goods and services sales that have exploded at truck stops. Locations with on-site refueling facilities typically meet specific operational and logistical criteria. These facilities are most common in depots supporting large fleets with high fuel consumption, where centralized refueling reduces costs and improves efficiency. Remote locations or urban areas with heavy traffic often necessitate on-site options to save time and ensure fuel availability. Additionally, bulk fuel purchasing and centralized monitoring of usage make on-site refueling appealing for cost control and operational oversight. Truck depots with tight schedules or integrated maintenance services often benefit from this setup, enabling seamless truck turnaround and compliance with regulatory safety standards. The United States has over 577,000 registered motor carriers, with the majority of them operating a form of depot or facility for freight operations. Of the roughly estimated 15,000 major logistics depots with larger terminals in the country, perhaps a quarter have onsite refueling facilities today, per a rough estimate of the likelihood of factors converging to make it worthwhile by the authors. This comes with downsides, as onsite refueling typically creates the same environmental remediation challenge for the real estate as is found with public refueling stations, something that can prevent later resale and some rental use case for the property in the future. For both truck stops and depots, the cost-benefit balance changes substantially when electrified trucking and charging infrastructure is considered. Consider a hypothetical scenario for a large heavy-duty truck stop that can also charge light-duty vehicles (see figure 1 below). It has battery storage beside a restaurant, repair, and rest facilities providing 8 MWh of buffering storage energy. It has a refueling/charging canopy, rooftop and parking lot canopy solar charging covering eight acres in total, capable of generating 5.2 MW of electricity when the sun is shining, and will still generate some on cloudy days. It has 6 megawatt-scale truck chargers and perhaps 20 Level-3 light vehicle chargers under the solar canopies. It has a grid connection capable of providing 2 MW of power to the battery 24/7/365. (The state of charge of the battery in MWh isn’t shown, as the chart is already somewhat busy.) This configuration can charge around two hundred light duty vehicles and heavy duty trucks each per day, about 80 MWh of electricity. The solar panels, which have zero marginal cost of electricity and are inexpensive, commoditized 30-year assets with virtually no maintenance requirements, would provide a greater percentage of the charging electricity than would be drawn from the grid, roughly 60%. The grid connection would be much smaller and faster to deliver — while still taking a year or more — than attempting to charge this volume of vehicles from the grid alone. This increases the argument of availability and resiliency of electricity for heavy duty and medium duty vehicles. The battery can be charged from the grid more in the lowest electricity rate hours or when the grid demand is low during the day. At present, this simplified energy scenario shows no grid draw when solar generation is at its peak, but it could equally be optimized for higher draw at low electricity costs during solar peaks, something that modeling will refine. At night it can charge up to optimum levels for expected daytime demand and supply. During the mid-day solar depressed electricity pricing regime which is already being experienced in multiple jurisdictions, the batteries can be filled for the evening charging period when grid electricity rates and/or the axiomatic grid peak demands are high. Computerized electricity management systems can juggle the equation of grid electricity price, projected charging demand, projected solar supply, and battery performance to get the lowest possible cost of electricity provided to trucks every day. It will still service approximately 200 heavy and light vehicles each daily. This is another operational revenue that the truck stop operators and heavy and light duty vehicle owners can uniquely benefit from. Because the solar electricity supply has zero marginal cost to the truck stop, with only the capital costs to service, the truck stop operator has significant flexibility in retail pricing of electricity and its operational use. One key factor in pricing consideration models for electrification is still the average cost of diesel. All potential price points should be below the energy cost per mile of diesel trucks to strategically create more value to electrified customers. The margin on sales of electricity will still be high, but price gouging is not a strategically wise move, as pushing other competitive truck stops that don’t electrify as quickly out of business is a design point of the strategy. In the scenario the authors envisage, the truck stop chain would centralize this power management and provide it as a service to local truck stop managers. Shrewd turnkey services contractors building truck stops would provide the same service. When 60% of the fuel a truck stop provides every day is essentially free, the flexibility for profit maximization is high, especially in early days when they are the only game in town. Over time as more electrified truck stops emerge, the competitive landscape will change, but in the initial rush, early movers that can build incrementally scaled microgrids will be able to expand their market share. The scenario is different for major logistics depots (illustrated below in figure 2). The same grid connection and the same solar generation again will service roughly 200 heavy duty and light duty vehicles each day. In this model, due to lower travel distances per vehicle due to a more local and regional duty cycle, two-thirds of all electricity in this scenario has zero marginal cost to the logistics firm. (Similar to figure 1, battery state of charge is excluded to reduce the busy-ness of the visualization.) However, the requirement for megawatt-scale chargers and power equipment is optimally sized and replaced with many more Level 3 and Level 2 chargers. Each vehicle’s dominant pattern is overnight charging in this scenario, with much lower levels of electricity flowing into each one at any given time over a longer duration. Further, depot fleet vehicles, on average, travel fewer kilometers per day and can increasingly depend on en route megawatt-scale charging for longer journeys. The buffering battery must be scaled up for this and the megawatt-scale chargers on site are replaced with many more Level 3 and Level 2 chargers. One key challenge that has to be designed into the truck fleets and charging solution is that standardized megawatt-scale charging adaptors are different from present Level 2 and 3 charging adaptors, so fleet charging and flexibility may be inhibited depending on the vehicle manufacturer if they don’t support both. This challenge will not be relevant when projects deploy the North American Charging Standard chargers and trucks support them. At this point, the profit maximization model looks at each vehicles’ expected route for the following day with contingency, and optimizes the amount of electricity it receives for that journey. It’s unlikely that it will ever be more profitable to charge at retail locations barring exceptionally long routes. Over the night hours, a Pareto optimum can be identified for the size of the grid connection vs the size of the buffering battery for the use cases for the depot. More optimization can occur with operational data analyses between depot and logistics operators. Once again, building to this point is an incremental process with this degree of electrification being the third or fourth increment. Early increments will optimize lower revenue against lower capital costs and be constrained by grid connection timeframes. Organizations considering this will quickly realize that the solar generation curves in the examples above are for a notional average day in spring or fall. On longer summer days, more solar power will be generated, more than the buffering batteries and vehicles can absorb. Almost every utility in the US has net metering in place, where local power generators can put electricity they don’t require into the grid and receive compensation for it. The scenarios above have electricity from the grid going to zero for much of the day, allowing for zero marginal cost fuel. However, electricity flowing back into the grid provides another revenue lever. But the larger concern with this average is not long, sunny days in July, but short, dark days in December. The solar curves will be much lower, but trucks will still have to roll. Thankfully, there are three easy answers. Upscaling the battery capacity and solar by 10% each covers 40% more of the declining curve of days outside of the sweet spot. During the microgrid increments design process, modeling a dozen sites around the US against historical weather data per day — available on an hourly basis from the National Oceanic and Atmospheric Administration with historical records stretching back years — will enable optimization of each increment for scale and charging cost and benefits. After those two levers are pulled, however, there will still be days without sufficient electricity for the needs of trucks. What’s the answer there for mission-critical sites beyond a bigger grid connection that delays all charging? Diesel, in two ways. For such selective depots and truck stops, diesel will remain a part of the truck energy equation for a couple of decades. Depots and truck stops already have backup generators intended for emergency use. During the modeling exercise, the days with insufficient solar generation and grid supply for the expected charging demand and what the electricity shortfall is will be clear. Running the backup generator to charge the buffering batteries on those days can be modeled. In many cases, the existing backup generator will be completely adequate. In others, part of microgrid deployment will be increasing the size of the generator at some sites. Doesn’t this defeat the purpose? , many will ask. No. First, if trucks are running on solar-generated electricity and increasingly low carbon grid electricity 95% of the year, running them on diesel-generated electricity for 5% of the year is still a major reduction in emissions, which is a significant part of the point. Second, an electric truck running on diesel-generated electricity is actually lower emissions than a diesel truck due to both the generator and the truck operating at optimal efficiency. Depot operators also have the opportunity to keep a few of their diesel trucks around on much lower duty cycles, using them on those dark December days, if that’s the optimal solution. Depots that electrify charging with solar and battery buffering isolate themselves from fluctuations in both diesel prices and grid electricity prices, and have 66% zero marginal cost energy for moving goods. This gives them a strategic pricing advantage over legacy depots that don’t have the ability to invest, enabling early movers to take business away. One of the authors, Barnard, was discussing this strategic disruption coming to the road freight industry with a freight forwarder in Brussels recently, who projects 10% to 20% expense reductions for battery-electric trucking operators, and hence a very different competitive landscape. The major logistics firms that take advantage of this integrated microgrid charging strategy early will be about to outcompete the ones that don’t, taking market share during the transformation. Vehicle grid integration services facilitate interaction between electric trucks, microgrid infrastructure, and the electric grid to enhance grid reliability and integrate renewable energy. These services include managing charging based on grid prices or demand, using parked trucks (e.g., depots) to power local infrastructure, and powering the grid, when the freight operations allow it. Ghatikar has focused on improving vehicle grid integration operational economics and enabling interoperability of transportation systems across the grid stakeholders from standards. The standards cover data and communications, charging controls, and bidirectional energy flow, enabling trucks to be ready to offer vehicle grid integration services. Key standards include those developed by organizations such as SAE International, Open Charge Alliance, OpenADR Alliance, IEC, IEEE, etc., which address the technical specifications for power systems’ connectivity. Standards for these services help cost-effective management of peak loads, grid reliability, and smart charging that aligns with integrating renewable energy sources into microgrids and managing grid reliability, and thus increasing the certainty of revenue streams while providing environmental and social values. For both logistics firms and truck stop or depot operators, solar- and battery-enabled microgrids with dynamic energy management open up new pricing and competitive levers to provide high-grounds. This gives them the opportunity to overcome part of the challenges of capital expenses preceding revenue and uncertain revenue streams identified in the diagnosis section of this self-reinforcing strategy. For green corridors, the differences in charging vs sunshine suggest that it would be in the best interests of both truck stop operators and logistics firms to compare notes to optimize costs vs revenue. There’s the possibility to reduce the battery and solar arrays at depots, increasing dependence on en route charging at microgrid-enabled truck stops, at a lower total cost of ownership for the logistics firm and greater revenue for the trucking firms. For all three audiences, as initiators, starting to explore their strategies around microgrid truck charging and developing revenue models that accommodate the changes becomes important. Previous articles in this series: Accelerating Electrification: Freight Trucks Will Dominate In The US Electrified Freight: Trucking Will Grow & Big Logistics Players Will Dominate Trucking Will Electrify, But What Hills Must Be Flattened? Charging Microgrids: Progress for Electric Trucks, Challenges Remain Truck Charging: Start Small, Scale Smart About the authors: Rish Ghatikar has an extensive background in decarbonization, specializing in electric vehicles (EVs), grid integration, and demand response (DR) technologies. At General Motors (GM), he advanced transportation electrification energy services, as part of a broader climate strategy. Previously, at Electric Power Research Institute (EPRI), he focused on digitalizing the electric sector, while at Greenlots, he commercialized EV-grid and energy storage solutions. His work at the DOE’s Lawrence Berkeley National Laboratory spearheaded DR automation to support dynamic utility pricing policies. An active climate advocate, Ghatikar advises on policies and technologies that align the grid with transportation and energy use for sustainable growth. Michael Barnard, a climate futurist and chief strategist at The Future Is Electric (TFIE), advises executives, boards, and investors on long-term decarbonization strategies, projecting scenarios 40 to 80 years into the future. His work spans industries from transportation and agriculture to heavy industry, advocating for total electrification and renewable energy expansion. Barnard, also a co-founder of Trace Intercept and an Advisory Board member for electric aviation startup FLIMAX, contributes regularly to climate discourse as a writer and host of the Redefining Energy – Tech podcast. His perspectives emphasize practical solutions rooted in physics, economics, and human behavior, aiming to accelerate the transition to a sustainable future. CleanTechnica's Comment Policy LinkedIn WhatsApp Facebook Bluesky Email Reddit

Cowboys and Commanders ride losing streaks into the NFC East rivals' 1st meeting this season

Softcat plc's (LON:SCT) Stock Has Been Sliding But Fundamentals Look Strong: Is The Market Wrong?

HT Archive: Manmohan Singh’s two stints in top office

Respect orders? | The Spectator AustraliaA late-game rally derailed by a missed field goal and Cowboys stun Commanders 34-26Aptiv PLC (NYSE:APTV) Shares Acquired by Caprock Group LLC

Principal Financial Group Inc. lessened its stake in iShares Russell Mid-Cap Growth ETF ( NYSEARCA:IWP – Free Report ) by 68.4% during the third quarter, according to its most recent Form 13F filing with the Securities & Exchange Commission. The institutional investor owned 7,300 shares of the company’s stock after selling 15,800 shares during the quarter. Principal Financial Group Inc.’s holdings in iShares Russell Mid-Cap Growth ETF were worth $856,000 at the end of the most recent reporting period. Several other hedge funds also recently modified their holdings of the stock. Adirondack Trust Co. raised its position in iShares Russell Mid-Cap Growth ETF by 78.3% in the 2nd quarter. Adirondack Trust Co. now owns 296 shares of the company’s stock valued at $33,000 after buying an additional 130 shares during the last quarter. Lynx Investment Advisory bought a new stake in shares of iShares Russell Mid-Cap Growth ETF in the 2nd quarter worth $33,000. Centennial Bank AR raised its holdings in shares of iShares Russell Mid-Cap Growth ETF by 1,335.7% in the second quarter. Centennial Bank AR now owns 402 shares of the company’s stock valued at $44,000 after purchasing an additional 374 shares during the last quarter. Carmichael Hill & Associates Inc. lifted its position in shares of iShares Russell Mid-Cap Growth ETF by 30.7% during the second quarter. Carmichael Hill & Associates Inc. now owns 413 shares of the company’s stock valued at $46,000 after purchasing an additional 97 shares in the last quarter. Finally, Kimelman & Baird LLC purchased a new position in iShares Russell Mid-Cap Growth ETF during the second quarter worth about $47,000. iShares Russell Mid-Cap Growth ETF Stock Performance Shares of IWP stock opened at $134.36 on Friday. The company has a market capitalization of $17.38 billion, a price-to-earnings ratio of 29.60 and a beta of 1.15. iShares Russell Mid-Cap Growth ETF has a 52-week low of $95.85 and a 52-week high of $134.49. The company has a 50-day simple moving average of $121.87 and a two-hundred day simple moving average of $114.53. iShares Russell Mid-Cap Growth ETF Company Profile iShares Russell Mid-Cap Growth ETF, formerly iShares Russell Midcap Growth Index Fund (the Growth Fund), is an exchange-traded fund. The Fund seeks investment results that correspond generally to the price and yield performance, before fees and expenses, of the Russell Midcap Growth Index (the Growth Index). See Also Want to see what other hedge funds are holding IWP? Visit HoldingsChannel.com to get the latest 13F filings and insider trades for iShares Russell Mid-Cap Growth ETF ( NYSEARCA:IWP – Free Report ). Receive News & Ratings for iShares Russell Mid-Cap Growth ETF Daily - Enter your email address below to receive a concise daily summary of the latest news and analysts' ratings for iShares Russell Mid-Cap Growth ETF and related companies with MarketBeat.com's FREE daily email newsletter .

The year 2024 has marked a significant shift in investment patterns for Indian investors, with a remarkable focus on US tech giants like Nvidia and Tesla. Indian investors have strategically turned their attention towards tech stocks in the US market. Nvidia and Tesla topped the charts, attracting considerable investments, according to data from Vested Finance. These two companies alone accounted for more than a quarter of the total investments from India, highlighting a robust belief in the future prospects of AI, GPUs, and electric vehicles. As the global economy navigates through uncertain waters, tech stocks remain the preferred choice for Indian investors, followed closely by ETFs. The broader market witnessed small-cap US equities rally, largely driven by Trump’s re-election and subsequent strengthening of the Republican party’s influence in Congress. Despite market volatility due to political and economic changes, Indian investors have shown a sustained appetite for diversified portfolios. This interest extends to diversified ETFs that use leverage and inverse strategies, which gained momentum over 2024. Vested Finance emphasizes the importance of balancing risk and opportunity. Investors are advised to diversify across high-growth areas like technology and renewable energy while not ignoring defensive sectors such as healthcare and financial services. As market trends evolve, the finance platform encourages careful observation of emerging market stocks, considering currency and geopolitical fluctuations. Besides Nvidia and Tesla, a variety of other tech investments such as Alphabet, AMD, Amazon, and leveraged ETFs like ProShares UltraPro QQQ (TQQQ) remain favored among Indian investors. This investment strategy underscores a keen interest in both maximizing returns and managing potential risks through diversified portfolios featuring both high and stable growth sectors. Why Indian Investors are Betting Big on US Tech Giants in 2024 In 2024, the investment landscape in India has taken a transformative turn, as Indian investors increasingly focus on US technology companies, with significant investments in industry leaders Nvidia and Tesla. This shift underscores a growing belief in the growth potential of artificial intelligence, GPU innovation, and electric vehicles, making these tech giants appealing prospects for robust returns. Investment Patterns and Market Insights Indian investors have shown a profound interest in the tech sector, viewing it as a cornerstone for future growth. In particular, Nvidia and Tesla have emerged as standout choices, capturing a substantial portion of the investment from India. This trend reflects not just confidence in these companies but also a broader shift toward tech-driven innovation and sustainable energy solutions. Additionally, investors have diversified their portfolios beyond individual stocks to include leveraged ETFs like ProShares UltraPro QQQ (TQQQ) and other tech entities such as Alphabet, AMD, and Amazon. This strategic diversification points to a cautious yet optimistic approach to capturing market gains while managing risks. Factors Driving the Trend Several factors are behind this shift towards US tech stocks and ETFs: 1. Global Economic Climate: The global economy remains uncertain, prompting investors to seek reliable growth sectors. Tech stocks provide a viable option due to their innovation-driven potential and resilient performance. 2. US Political Landscape: With Trump’s re-election, small-cap US equities have experienced a boost, further attracting foreign investments, including those from India. The Republican party’s enhanced influence in Congress adds a layer of political stability, bolstering investor confidence. 3. Tech and Renewable Energy Synergies: There is a dual emphasis on technology and renewable energy as key growth areas, aligning with global trends towards sustainability and innovation. Strategic Diversification and Risk Management Vested Finance, a prominent investment platform, underscores the importance of balancing risk and opportunity. They advise investors to spread investments across high-growth areas such as tech and renewable energy while maintaining positions in defensive sectors like healthcare and financial services. A tactical approach to investment, considering both emerging market dynamics and geopolitical shifts, can help mitigate risks associated with currency fluctuations and political disruptions. Future Predictions and Market Trends Looking ahead, Indian investment in US tech giants is expected to continue expanding, with Nvidia and Tesla remaining at the forefront. As technological advancements in AI and electric vehicles progress, these sectors present compelling opportunities for high returns. Moreover, the integration of sustainability into corporate strategies aligns with the global shift towards greener economies, offering an attractive proposition for forward-thinking investors. In conclusion, the 2024 trend of Indian investors channeling funds into US tech companies signifies a strategic alignment with global growth sectors and sustainable innovation. As this trend evolves, investors will likely keep a close eye on technological advancements, policy shifts, and economic indicators that could influence future performance. For more on investing in US markets, visit Vested Finance .

Jacksonville St. 86, East Carolina 78Mayor Olivia Chow’s city hall has inconsistently addressed antisemitism in Toronto, based on a range of community complaints