Sep 7, 2020 Practitioners in Education to get Opportunity in Designing… CXC at 40 – Celebrating the Accomplishments: Continuing the Journey“This new institution forges another link in the chain of Commonwealth Caribbean integration, a chain whose links have been increasing in number and in strength over the past ten years. It is, therefore, fitting that so early in the year 1973, which augurs well to be a year of challenge…May 28, 2019In “Barbados”Region’s top CXC Performers in St. Kitts-Nevis(EMU) – St. Kitts, December, 10, 2017: The region’s top academic performers for 2017 will be guests of the Caribbean Examinations Council (CXC) and the Government of St. Kitts and Nevis as they are awarded as part of the 2017 Governance meeting scheduled for December 11-17. Students from throughout the…December 11, 2017In “CARICOM”CXC Visual Arts Exhibition opens in Guyana todayAfter first hosting the Caribbean Examinations Council (CXC) Visual Arts Exhibition 11 years ago, Guyana will once again host the annual showcase of Caribbean secondary school students’ best visual arts works. The 2015 edition of the CXC Visual Arts Exhibition will open on Monday 27 April at Castellani House in…April 27, 2015In “CXC”Share this on WhatsApp And listen to CXC Registrar, Mr. Glenroy Cumberbatch’s recent interview on CARICOM One-on-One: Oct 6, 2020 Sep 28, 2020 CXC Chairman Convenes Independent Review Team Statement by Professor Sir Hilary Beckles, Chairman,… Exactly 40 years ago, more than 30,000 young people took the first ever CSEC® examination.Check out this historical clip from the CXC archive: You may be interested in… Oct 5, 2020 It Is Our CXC: Let Us Work Out A Solution – Amb.… Share this:PrintTwitterFacebookLinkedInLike this:Like Loading…
FBR issued the notification on Wednesday and said it will apply for three months beginning 23rd June (2020).At the time of writing, Pakistan has reported nearly 218,000 cases of coronavirus and more than 4,400 people have died.A two-month lockdown was lifted in early May and at the moment, the government is targeting coronavirus hotspots in the country.
The wreck of a RORO cargo vessel Saloos, which sank at Cabinda anchorage in Angola in May 2014, has been removed from the area by Koole Mammoet Salvage, a wreck removal and salvage company.As the Panama-flagged vessel grounded, its cargo of 155 containers was scattered in an area of 60 km² while several containers were stranded on the beach.Koole was hired in 2015 to remove the 4,403 dwt vessel, survey the area, and remove all detected containers and debris.During the wreck- and cargo-removal operations, two tugboats and four barges, with 24 chainpullers, several cranes (500ton – 200 ton), salvage and survey-equipment, were used.By using directional drilling, Koole positioned a total of twelve chains underneath the wreck and pulled the wreck from the mud with hydraulic chainpullers.The 1983-built vessel was then removed in situ with chisel and torch cutting.The company said it also managed to remove all containers and debris scattered in the area.Saloos encountered troubles when it started taking on water and listing while it was en route from Congo’s Pointe Noire to Cabinda.The vessel’s crew attempted to stop the water ingress, however, they failed and Saloos sank some 380 km north of the capital Luanda.All crew members were safely evacuated before the vessel capsized in water depth of up to seven meters.
INTRO: Apart from Queensland, privatisation of rail freight in Australia could be completed this year. Operational efficiency has improved and trains are now moving more tonne-km than trucks, but publicly-owned interstate routes are still not getting the investment required to boost asset productivity and performanceBYLINE: John KirkExecutive DirectorAustralasian Railway AssociationAUSTRALIA’s railways are vital to the economy. The nation’s 40000 km network is an integral part of the distribution process for interstate freight and a range of regional produce, in addition to the key task of delivering bulk exports such as coal and iron ore. Yet the word ’network’ conceals serious historic problems that are still not being properly addressed by the federal and state governments, despite the fact that the national freight transport task is set to double by 2020.Australia’s legacy of multiple track gauges is notorious, but the failure to standardise former state railway operating rules and safety regulation still cripples efficient operation. And with some exceptions, very little has been done in the last 25 years to improve the basic infrastructure of key interstate trunk lines. This situation continues even though rail freight is expanding faster than road, and has seized the leading position among the three principal modes in the last couple of years (Table I)In terms of operations, Australia’s mainly state-owned rail freight industry changed dramatically in the 1990s as a result of privatisation and the increased commercial focus of government operators. The former rail freight deficits have been eliminated through productivity and efficiency improvements, and this has saved federal and state governments more than A$2bn in the past decade.Unfortunately, far from taking the lead in promoting the economic and social benefits this change has brought about, federal and state governments have been slow to reward the industry. Instead, they continue to insist on more reforms before they will invest in the infrastructure needed to deliver higher productivity. Operations privatisedPrivatisation of rail freight operations outside the long established and largely self-contained mining and ore railways began in 1995, when Specialized Container Transport commenced its own rail service between Melbourne and Perth.From 300000 tonnes per year carried initially, SCT’s volume has doubled and the company is operating trains up to 1800m long. SCT has expanded its operations to include refrigerated services for high value food products. In 1996, TNT (now Toll) commenced its own intermodal rail freight service between Melbourne and Perth, primarily competing with National Rail Corporation and SCT. Rail competition across the Nullarbor has been a factor in the rail market share between Adelaide and Perth increasing from around 65% to 77% of the land freight task, while reducing rail freight rates by over 40%. This is saving the Western Australian economy over A$60m a year, and the impact of this is clearly visible in the lower graph of Fig 1.In 1997 Patrick Stevedores began a wharf-to-wharf rail service between Adelaide and Melbourne, avoiding the need for ships to call at both ports. It has been so successful that its frequency has been doubled to six days per week in each direction. Importers and exporters are reaping the benefits from efficient rail services that save them time and money. Also in 1997, the former government-owned SA Freight and Tasrail operations in South Australia and Tasmania were sold to US regional railways. Genesee & Wyoming now runs Australia Southern Railroad, and Wisconsin Central is a partner in Australian Transport Network which operates Tasrail. This generated huge benefits, as both SA Freight and Tasrail were making large losses. Detailed financial data about these subsidiary companies is difficult to obtain, but both are trading profitably and winning new business.ASR growth has primarily been in the haulage of bulk commodities like grain. However, in a powerful demonstration that short-haul rail can work, ASR provides rail haulage of Western Mining containers 15 km across Port Adelaide to the SeaLand export container terminal at Outer Harbour. This service keeps 100 semi-trailers a week out of Port Adelaide’s central business district, reducing road congestion and accidents.Tasrail has reopened lines and won traffic back to rail in a very competitive and difficult market. Prevailing wisdom was that much of this traffic – cement, coal, logs, containers, newsprint – had been permanently lost to road. It is to be hoped that the proposed merger of Wisconsin Central with Canadian National, which has announced its intention to sell WC’s overseas shareholdings, will not interrupt this progress.Freight Australia, owned by Rail America, purchased the loss-making Victorian government owned V/Line Freight Corp early in 1999. Since then, gross revenues have increased from A$103m in 1997-98 to A$185m in the financial year ended June 30 2000. A net loss of nearly A$12m per year at takeover has been turned into earnings before interest, tax, depreciation and amortisation of A$45m.Traffic hauled by FA is up 20% to over 8 million tonnes per year, about 25% of which is intermodal, and A$53m has been spent on capital improvements. However, the company recently announced that it was suspending infrastructure investment because the Victorian government said that from July 1 it will permit open access for other freight operators to track which FA is obliged to maintain and improve.In addition to the sale of government railways, a number of niche operators such as Austrac, Great Northern Railway, Northern Rivers Railroad, Rail Technical Support Group, Silverton Rail and South Spur have become well established in the marketplace, supplementing larger operators.Current developmentsOne of the largest infrastructure projects to be undertaken in Australia will be the long-planned Alice Springs to Darwin railway, which finally achieved financial close on April 20 (RG 5.01 p282). Funding for this A$1·2bn line is coming from the private sector and public sector with governments committing nearly half.With construction set to start last month, completion of this 1400 km line is expected in 2004. Once the line opens, shippers anticipate reduced freight costs and improved access to markets for food and other high-value time-sensitive products such as perishables and car parts. The provision of cost-effective bulk transport haulage will also stimulate economic activity in the region, particularly in the mining, oil and gas industries.The proposed 2000 km Melbourne – Brisbane Inland Rail Expressway presents another exciting opportunity for freight operators. This A$1·4bn project is an incremental upgrade of existing track plus construction of 500 km of new lines including a tunnel through a mountain range near Toowoomba to access Brisbane. It is expected to create economic benefits of A$5bn, attracting nearly 50% of road freight in the corridor to rail with big savings in road damage, road accidents, fuel use and greenhouse gas emissions.The recent A$585m sale of Western Australia’s Westrail freight business (now trading as Australian Western Railroad) to the Australian Railroad Group has the potential to bring about major change in national rail freight operations. ARG is jointly owned by ASR and Wesfarmers, and is a member of the consortium constructing the Alice Springs – Darwin railway. This will give it considerable market power in the rail network west of Adelaide.Australia’s major interstate freight operator, National Rail Corp and the New South Wales based FreightCorp are also up for sale this year. If they are sold together, we might witness the creation of a west-coast and an east-coast rail network, similar to the situation in the USA where two major railways compete with each other on each side of the country. By the end of this year, it is likely that the only government rail freight operations left in Australia will be those operated by Queensland Rail.Investment imbalanceThe federal government says it supports an increased commercial focus on the provision of transport infrastructure.1 Specifically, improvements to rail infrastructure should be paid for by the companies that expect to use it. But if rail is to compete fairly, this must apply to roads as well. Road funding grants continue to be provided from government without any rigorous economic assessment or thorough appraisal of alternative modes. Transport efficiency is undermined because road investment is not required to earn a return on capital, unlike the rail sector.A$7bn of taxpayers’ money is spent on roads each year, 15 times national spending by governments on rail infrastructure. At the federal level alone, the disparity is worse with A$41bn being spent on roads since 1975 compared with just A$2bn on rail (Table II). This has seen rail’s share of interstate non-bulk freight decline from 60% to 35% despite this freight task tripling over the same period.Lack of investment in rail infrastructure has reduced consumer choice in many areas to one mode of transport – road. This increases transport costs to the wider community through increased wear and tear on roads and bridges, as well as causing more accidents, and consuming three times more fuel than rail transport.As has recently been demonstrated across the Nullarbor, rail is a cost-effective partner for highways that lowers overall transport costs. Australia’s domestic freight task is expected to double over the next 20 years. If most of this growth goes by road because rail infrastructure is inadequate, the road network will not cope either, certainly not in terms of motorists’ safety.In 1991 the Senate Standing Committee on Industry, Science & Technology found that increased use of rail could result in ’significant reductions in carbon-dioxide emissions and large savings in Australian consumption of liquid fuels for transport.’For example, there are presently 3200 trucks per day operating over the 1000 km between Melbourne and Sydney, Australia’s two largest cities. Just 10 extra trains each day each way would take all those trucks off the highway, saving 330 million litres of fuel and eliminating 1million tonnes of greenhouse gases per year.The Australian Bureau of Transport Economics (BTE) estimated that upgrading Australia’s intercapital main line rail infrastructure could result in a 40% shift of freight from road to rail and generate net social benefits of A$3400m by 2015 2. Transferring this amount of freight from road to rail in the Melbourne – Sydney – Brisbane corridor would save 200 million litres of fuel and 580000 tonnes of greenhouse gases per year, based on the existing freight task.A 1999 report for the ARA by the Allen Consulting Group clearly demonstrated that there were enormous economic, social and environmental benefits from rail upgrading. The report supported previous independent analysis that showed rail investments in Australia had high returns. For every A$1 invested in rail there is as much as A$9 return, much higher than road projects.Although interstate rail is the dominant mode to the west coast, it only carries just over 10% of Melbourne – Sydney road-plus-rail tonnage. A major reason for this difference in market share is the quality of rail infrastructure. Over the last 25 years, A$4bn has been spent on upgrading the Hume Highway between Melbourne and Sydney from a winding two-lane road into a straight four-lane freeway. This is over 100 times the amount spent on a parallel railway that still has excessive curves and grades as well as inadequate crossing loops and signalling.Hardly surprising, then, that rail’s market share has been eroded from 50% to its present 10%. Rail transit times on this corridor are now 2 to 3 hours slower than road, excluding delivery times to/from rail terminals.National economy suffersThe unsatisfactory condition of the interstate rail network was recognised in 1997 by the London based Economist Intelligence Unit when its Business Environment Survey ranked 60 countries on 58 indices. The extent and quality of our rail network was one of four areas which the survey rated at 2 out of 5, the lowest ranking Australia received for any individual indicator. EIU said the lack of transport planning and upgrading of railways and ports had left Australia in a ’particularly poor’ position.This should have come as no surprise to the federal government. In 1995, its own National Transport Planning Taskforce had identified A$3bn worth of economically justified rail projects. NTPT rated Australia’s interstate rail corridors as generally well below world best practice. The only two that were close to world operating standards were Adelaide to Perth and Adelaide to Alice Springs.Interstate rail corridors east of Adelaide were identified as having excessive curves and grades and restricted clearances. These significantly impede efficient and competitive operations by restricting speeds and trailing loads, preventing improvements such as double-stacked containers, and increasing fuel and maintenance costs.NTPT noted that constraints in the Sydney – Brisbane corridor were of such magnitude that the railway may not survive as a commercial freight alternative unless parallel improvements are implemented. This gloomy prognosis gains increasing credibility as the parallel Pacific Highway undergoes a 10-year A$4bn upgrade, and rail’s market share is gradually eroded.Tracking Australia, the bipartisan federal report into the role of rail in the national transport network, recommended in 1998 spending a similar amount as the NTPT on rail infrastructure.This report was followed in 1999 by the Productivity Commission’s report Progress in Rail Reform and the Prime Minister’s specially commissioned report Revitalising Rail, both of which recommended substantially increased federal investment in rail. Progress in Rail Reform acknowledged that ’rail reforms [privatising operations] will not address problems of inadequate investment in track and infrastructure.’Trucks are subsidisedRail will continue to operate at a competitive disadvantage with road in the highly contestable east coast freight market as long as the heavily subsidised road transport industry continues to receive massive road funding and free productivity improvements from governments, while rail gets minimal investment.For example the National Road Transport Commission, responsible for setting heavy vehicle road user charges, has acknowledged that B-double trucks are undercharged as an incentive for truck operators to use these vehicles rather than road trains in areas where they can both operate. However, this means that rail’s strongest competitor, the B-double truck, is subsidised on the east coast where road trains are not permitted.High quality road infrastructure, poor rail infrastructure and under- recovery from trucks for the real costs of road use is undermining the ability of rail operators to gain an adequate return on investment in the east coast market, where infrastructure investment would significantly improve rail’s ability to compete.Regulatory chaosDespite having an excellent safety record, Australia’s rail operators are subject to a far more complex and costly regulatory regime than road operators. Although a standard gauge rail link between all the mainland capital cities was finally achieved in 1995, rail regulation continues to be state-based.Each state has its own rail safety rules, despite a signed inter-governmental agreement that is supposed to overcome these differences. Interstate rail operators face substantial costs in complying with different state requirements, including safety fees that must be paid to each state.The rail industry has been the major force over the past decade in attempting to standardise the confusing and costly state-based operational procedures. The industry has committed significant human and financial resources to this process, deploying some 200 personnel at a cost approaching A$3m.In contrast, the NRT is responsible for implementation of uniform road regulations throughout Australia, but has been government funded annually to the tune of approximately A$4m for the past eight years. Like spending on infrastructure, the road transport industry in Australia exists on handouts from government while the rail industry is expected to pay its way.Investment is not subsidyAustralia’s railways have made substantial improvements in productivity and efficiency over the past 10 years. Industry reform and competition have seen a more profitable, vibrant and dynamic industry emerge that is a vital part of the nation’s economy.Rail operators, whether government or private, face a difficult competitive environment so long as governments spend billions of dollars on roads that are not required to make a return on capital. Maximising transport efficiency and minimising transport costs requires balanced transport planning and investment. At the moment, this does not exist.Rail reform is more than just selling railways. Substantially increased investment in rail will provide significant economic, social and environmental benefits to Australia.For further information about the ARA and its members, please visit our website: www.ara.net.auTABLE: Table I. Domestic freightbillion net tonne-kmYear ended Rail Road Sea TotalJune 301995 99·7 114·4 109·2 323·31999 127·4 127·3 109·0 363·72000 134·2 – – -TABLE: Table II. Federal investment in national roads and railwaysFive years Roads Railwaysto June 301980 A$5·48bn A$0·26bn1985 A$8·33bn A$0·22bn1990 A$7·94bn A$0·11bn1995 A$8·75bn A$0·84bn2000 A$7·70bn A$0·37bnTotals A$41bn A$2bnReferences1. Commonwealth Government response to the House of Representatives Standing Committee on Communications, Transport & Microeconomic Reform reports into road and rail infrastructure and other government transport reports, p6.2. Transport and Greenhouse. Report 94, Bureau of Transport Economics, 1996, p214.CAPTION: FreightCorp in conjunction with CRT group operates intermodal freight trains between Melbourne and SydneyCAPTION: Australia Southern Railroad provides locomotives and crews to private operator Toll to haul its trains across the Nullarbor between Adelaide and Perth CAPTION: Westrail was sold recently to the Australian Railroad Group for A$585mCAPTION: Fig 1. Australia’s rail freight task expanded substantially in the 1990s; the impact on interstate tonnage due to on-rail competition is visible after 1995 in the lower graphCAPTION: 1 800 metre double stacked container trains are the mainstay of rail’s 77% share of land freight between the eastern states and Perth in the westCAPTION: Freight Australia has turned the former loss making V/Line Freight into a highly efficient, profitable businessCAPTION: Fig 2. Rail freight carried in the year ending June 30 2000, by commodityCAPTION: Great Northern Rail is one of many small private companies supplementing services provided by larger operatorsThe deficits have gone – now we need the investmentApart from Queensland, privatisation of rail freight operations in Australia should be completed this year. Operational efficiency improved dramatically during the 1990s. Former deficits have been eliminated, and since 1998-99 trains have moved more tonne-km than trucks. Yet the publicly-owned interstate trunk lines are not getting the investment needed to boost economic performance because the Federal government spends 20 times more on highways than on rail infrastructure.Adieu les déficits – nous avons désormais besoin d’investirQueensland mis à part, la privatisation de l’exploitation du fret ferroviaire australien devrait être achevée cette année. L’efficacité de l’exploitation s’est améliorée de manière spectaculaire dans les années 90. Les précédents déficits ont été éliminés et depuis 1998-99, les trains ont acheminés plus de tonnes-km que les camions. Jusqu’à présent les lignes publiques inter-états ne reçoivent pas les investissements dont elles auraient besoin afin de donner un coup de pouce à la performance économique, tout cela parce que le gouvernement fédéral dépense 20 fois plus pour les autoroutes que pour l’infrastructure ferroviaireDie Defizite sind weg – nun brauchen wir InvestitionenAbgesehen von Queensland sollte die Privatisierung des Bahn-Güterverkehrs in Australien bis Ende dieses Jahres abgeschlossen sein. Die Effizienz der Produktion hat sich in den 1990er-Jahren dramatisch verbessert. Frühere Defizite wurden eliminiert, und seit 1998-99 wurden mehr Güter- Tonnenkilometer per Bahn als per LKW erbracht. Trotzdem erhalten die sich in der
Credit: Eureka EntertainmentEureka Entertainment has released a trilogy of horror films starring Bela Lugosi as part of their Masters of Cinema series. They are all adaptations of Edgar Allan Poe stories.The films included on this 2-disc set are Murders in the Rue Morgue (1932), The Black Cat (1934) and The Raven (1935). One major draw is that two out of the three (The Black Cat and The Raven) team up Bela Lugosi with Boris Karloff – one of the most celebrated pairings in cinema history.Credit: Eureka EntertainmentFilms of this age which predate the golden age of cinema are an intriguing viewing experience. At a distance of almost a century, contemporary viewers are inevitably being entertained entirely by the deceased. Fashions come and go, and the acting methods on display are considerably more theatrical than we’re used to now. And yet these titles and their long-gone stars keep calling us back, enthralling new generations with their creepy, atmospheric tales. Watching them in quick succession, it’s easy to see the appeal.Credit: Eureka EntertainmentThe first movie in the release is Murders in the Rue Morgue, which runs to only an hour. The story rattles along at a fast pace. A young scientist, Pierre (Leon Ames – who is credited as Leon Waycoff) and his fiancee Camille (Sidney Fox) visit a carnival, where they witness the sideshow of Dr Mirakle (Bela Lugosi – fresh from his success as Dracula), who exhibits an ape and lectures on its close evolutionary relation to humans. The ape is aggressive towards Pierre but takes a shine to Camille.It turns out that several young women have gone missing – and Pierre uses forensic evidence to work out the nefarious plot of Dr Mirakle. The film shares some similarities with King Kong, which would be released the following year, but its main influence is the German film The Cabinet of Dr. Caligari (1920). Director Robert Florey uses flourishes of German Expressionism to create and sustain a sinister atmosphere, and some of the special effects achieved by mixing model work with studio sets are highly impressive. Less successfully, it inevitably jars when close-up footage of a real ape is intercut with an actor in a costume for the long shots. The performances are broad. Sidney Fox, playing the heroine, is best remembered for her tragic personal life rather than her acting range. Leon Ames, who lived until 1993, would later be embarrassed by his work on it. That’s perhaps a touch modest of Ames, but certainly it’s Lugosi who steals the show.Credit: Eureka EntertainmentThe Black Cat was the first feature film to pair Bela Lugosi with the lugubrious Boris Karloff (celebrated for his portrayal of Frankenstein’s monster), and it’s immediately obvious that it’s cinematic magic. The film is known for a chess match between the two in which they play for the lives of an innocent young couple caught up in their drama following a motorcar accident. Edgar Allan Poe’s short story is updated to give the two leads a backstory involving WWI, as Werdegast (Lugosi) emerges from a Siberian prison camp. Poelzig (Karloff) is his former friend, but skeletons in the closet (almost literally) reveal that the relationship is never going to return to its cordial roots. The film is notable for some vivid sets and for the sustained tension between the two stars.Credit: Eureka EntertainmentThe final release in this collection, The Raven, is perhaps the most gruesome. It has everything from torture chambers to monstrously botched facial reconstruction surgery and a dinner party from hell. This time, the roles are reversed, and Karloff is the more sympathetic of the two beloved screen villains, whilst Lugosi plays an outright psychopath. In one scene, he uses his skills as a surgeon to skin alive one of his guests. There’s more than a touch of the Grand Guignol about it. Once again, the studio sets are on a large scale and impressive – much like the acting.Credit: Eureka EntertainmentIf you enjoy melodramatic horror films and the unsettling shadows created by black and white film stock, then you’ll be thoroughly entertained by this Bela Lugosi Edgar Allan Poe collection. All of the films are short – running to little over an hour at most, so they are easy to digest in one sitting. This release on Blu-ray has given a surprising crispness to the picture quality, though there are some sequences in low-light in Murders in the Rue Morgue that are notably less focussed, but this only makes the rest of the restoration work the more impressive. With film stock of that age, there is inevitably some grain to the picture, and the audio, whilst sharp, doesn’t have the same resonance as modern films. But most viewers used to the general quality of the era will be impressed by the restoration which brings vividly to life an era of cinema long gone but much treasured and fondly remembered.Credit: Eureka EntertainmentCast: Bela Lugosi, Boris Karloff, Sidney Fox, Leon Ames, Lester Matthews, David Manners Directors: Robert Florey, Edgar G Ulmer, Lew Landers Writers: Tom Reed, Dale Van Every, Peter Ruric, David Boehm Certificate: 15 Duration: 189 mins Released by: Eureka Entertainment Release date: 20th July 2020 buy now
The not-for-profit organization, Waitt Institute, hosted its fifth annual Kids Ocean Camp from July 24 to July 28 on the Eastern Caribbean island of Barbuda. The week-long camp provided 31 students ages 7-12 with the opportunity to explore Barbuda’s marine environment first-hand through ocean-themed activities, lessons and field trips.The camp, led by Veta Wade, founder of Aqua Montserrat and Fish’n Fins, taught children about ocean conservation and marine biology around Barbuda. Activities also included:SwimmingSnorkelingField trips to local beachesBoat trip to the Frigate Bird SanctuaryPier cleanupOngoing Since 2012The Institute has organized this kids ocean camp every summer since starting Blue Halo Barbuda, a comprehensive ocean and coastal management project, in 2012. “These camps get students out of the classroom and encourage hands-on learning about the ocean, in the ocean” said Waitt Institute Site Manager, Robin Ramdeen. “The Waitt Institute partners with governments to develop and implement sustainable ocean policies through Blue Halo Barbuda. We strongly believe that educating communities about the ocean is key to fostering a generation of ocean leaders and ensuring sustainable resource use in the long run,“ added Ute Zischka, Waitt Institute Program Manager.Government Agencies SupportThis year’s camp received support from a diverse group of government agencies. Children had lessons from individuals from the following agencies:Barbuda FisheriesDepartment of Environment EducationBarbuda CouncilSecondary SchoolsTeaches Kids to Keep the Ocean Clean“Working with kids is the way to go, it has to start with them for things to work” said Doug Beazer of Barbuda Fisheries. Asha Hope added, “I hope that the children realize the importance of the ocean, in terms of jobs, in terms of food, in terms of our survival as people. This camp is great because it really teaches them about keeping the ocean clean and the overall importance of the ocean.”Children Excited About Ocean and Beach CleanupRobin Ramdeen said, “It was rewarding to see how excited the children were about the ocean lessons and beach cleanups. I believe this experience will have a lasting effect on the children and will grow their interest in marine conservation. These students are our future and with their passion we can continue to improve our marine environment on Barbuda.”Camp leader, Veta Wade said “This camp is a great example of how shared love of the ocean, and collaboration between islands can empower, inspire and educate the future generation and our people. I look forward to seeing more partnerships like this throughout the Caribbean as we work to protect our most valuable resource: The Caribbean Sea.”
Kenya records 96 new COVID-19 cases A health worker dressed in personal protective equipment (PPE) takes a nasopharyngeal swab sample from a resident during a Covid-19 testing drive at Olympic Primary School in Nairobi, Kenya, on Tuesday, May 26, 2020. Halfway through Kenyan President Uhuru Kenyattas second term his pledge of transforming the economy through manufacturing, farming, health care and low-cost housing have been slow to show results, and the coronavirus pandemic could now reduce that to little more than an election promise. Photographer: Patrick Meinhardt/Bloomberg via Getty Images A health worker dressed in personal protective equipment (PPE) takes a nasopharyngeal swab sample from a resident during a Covid-19 testing drive at Olympic Primary School in Nairobi, Kenya, on Tuesday, May 26, 2020. Halfway through Kenyan President Uhuru Kenyattas second term his pledge of transforming the economy through manufacturing, farming, health care and low-cost housing have been slow to show results, and the coronavirus pandemic could now reduce that to little more than an election promise. Photographer: Patrick Meinhardt/Bloomberg via Getty ImagesThe Kenyan Ministry of Health on Wednesday announced that 92 more people tested positive for COVID-19 in Kenya from 2,985 samples tested in the last 24 hours, taking the total number of confirmed cases to 36,393.Addressing the daily coronavirus briefings Health Chief Administrative Secretary Dr. Mercy Mwangangi, said all the cases are Kenyans except 4 foreigners.The 92 include 64 males and 28 females, with the youngest being two years old and the oldest 75.Dr. Mwangangi also revealed that 165 people recovered from the disease, 60 of them from the Home Based Care program, and 105 discharged from hospitals, taking the tally of recoveries to 23,529.Three patients however succumbed to the disease hence the fatalities now stand at 637.Related Kenya records 143 new COVID-19 cases Kenya records 48 new COVID-19 cases
Share Share Sharing is caring! InternationalNewsPrintSports FIFA suspect Burzaco turns himself in to Italian police by: Associated Press – June 9, 2015 Alejandro BurzacoMILAN (AP) — An Argentine businessman who was indicted by US authorities in connection to the FIFA corruption case turned himself in to Italian police on Tuesday.Bolzano police official Giuseppe Tricarico told The Associated Press that Alejandro Burzaco arrived at the local police station Tuesday morning with an Italian and Spanish-speaking lawyer.Police spokesman Francesco Bianco later told the AP that Burzaco, who is accused of being involved in a $110 million bribe, was placed under house arrest after a hearing in the northern Italian city.The 50-year-old Burzaco, who has dual Argentine-Italian nationality, has rented a house in Bolzano.Burzaco was one of 14 people indicted by US authorities on May 27 on bribery, vote-rigging and other corruption charges. Seven of the indicted men were arrested during dawn raids on a luxury Zurich hotel.FIFA President Sepp Blatter, who has not been officially implicated in the investigation, won re-election to a fifth, four-term on May 29. But four days later, as the scandal intensified, the 79-year-old Blatter said he would resign and start the process of looking for a successor.In a separate Swiss investigation, authorities seized documents at FIFA headquarters in their probe into the bidding contests for the 2018 and 2022 World Cup tournaments.Burzaco was named on Interpol’s most wanted list last Wednesday, along with five other men with ties to FIFA.Burzaco and Hugo and Mariano Jinkis, also from Argentina, were named in the US indictment saying they bribed soccer officials in exchange for the media and commercial rights to international tournaments.Argentine Secretary of Security Sergio Berni said Tuesday that the whereabouts of the Jinkis’ was still unknown. Berni told Radio del Plata that authorities were trying to find them.Burzaco, who is the president of sports marketing company Torneos y Competencias, and the Jinkis’ merged their companies to form part of Datisa, which obtained the exclusive worldwide rights to the 2015, 2019 and 2023 Copa America tournaments as well as the 2016 centenary edition of the South American championship.The indictment states that Datisa agreed to pay $110 million in bribes to Jeffrey Webb, Eugenio Figueredo, Rafael Esquivel, Jose Maria Marin, Nicolas Leoz and several other soccer officials for the rights.Leoz, a former FIFA executive committee member who is under house arrest in Paraguay, was also named on the Interpol list, as was FIFA vice president Jack Warner and Jose Margulies, a Brazilian broadcast executive.Warner was arrested in Trinidad but has been released on bail. Share 82 Views no discussions Tweet
963 Views no discussions LocalNews Capital City returning to normalcy after riot by: Dominica Vibes News – February 8, 2017 Sharing is caring! Share Share Tweet Share The Capital City, Roseau, is today returning to normalcy after a night of rioting and vandalism.A number of privately operated businesses were stoned and vandalized, streets set on fire, flower pots dismantled and turned upside down in the road on Tuesday 7 February 2017. These include Digicel Dominica’s both locations on Great George Street and the Dame Mary Eugenia Charles Boulevard, Piwi’s Icecream, Valentine Shoes Store’s both locations on Great George Street and Kennedy Avenue, Outdoor World (located downstairs the Prevost Cinemall), Dr Curvin Ferreira’s Office, Attorney At Law Duncan Stowe’s office; Universal Elegance Muslim’s Store and the ATM door of FirstCaribbean International.This morning, businesses have reopened, school is in session and a major clean-up of the City is underway.“I want to condemn all forms of violence against our people, and also against the properties of our hardworking entrepreneurs and business people,” Tourism Minister, Senator Robert Tonge told Dominica Vibes on Wednesday 8 February 2017.“As you can see this was a planned and coordinated attack on the City of Roseau and by extension the people of Dominica. I want to thank the police and the firefighters for risking their lives last night and ensuring that the City was safe by putting out fires,” Tonge added.The riots took place after a demonstration held by the Opposition United Workers Party and the Dominica Freedom Party on Kennedy Avenue in Roseau. The organizers were granted permission from the Chief of Police to hold the demonstration from 11AM to 3PM.“The action of the demonstrators caused teargas to be used which caused obviously pain to persons in the City with young children and the elderly as the tear gas entered their houses so we really saddened by what has happened,” Senator Tonge stated. He added that the organizers agreed to the 11AM to 3PM time with the Police but “unfortunately they did not adhere to the rules and terms and conditions and ensure that at the end of the event that the crowds were dispersed”.“The truck that was there had to be removed but unfortunately we heard even members of their party suggesting that they lay down at the back of the truck preventing the truck from moving out, so this squarely falls in the hands of the organizers so they have to held responsible for what has happened in the City,” Senator Tonge said. Two cruise ships are on island today; one at the ferry terminal on the Dame Mary Eugenia Charles Boulevard and the other at the Woodbridge Bay Port. As such two teams were deployed to clean “the debris and bottles and broken stuff” which were left behind as a result of the riot. This was done, Senator Tonge said, to ensure that the City was “cleaned as quickly as possible”.“We have two cruise ships that came in this morning so you can well imagine the risk that is there for the passengers, but the police have assured us that all is safe,” he informed.Moreover, there will be additional security personnel deployed today “to ensure that our visitors are safe, and also the police will be out in full force ensuring that not only are our visitors safe but our people of Dominica will be safe”.“But we are not happy, I am not happy that this has occurred and the organizers of this event have to take some responsibility,” Senator Tonge said.In the meanwhile, he is advising all “let’s be safe, let’s look out for each other and let’s continue to grow the economy for the prosperity of our people and our children”.– / 29
The Farmington Hills/Farmington Emergency Preparedness Commission (EPC), in cooperation with the Farmington Hills Fire Department, will offer an American Heart Association Heartsaver® Class, featuring instruction in CPR/AED (Automated External Defibrillator), First Aid, and “Stop the Bleed” Tourniquet Training from 5:30 to 10 p.m. on Tuesday, April 10.The class is open to the public and will be held in the upstairs training room at Fire Station #4 located at 28711 Drake Rd.“Stop the Bleed,” a national awareness campaign, encourages bystanders to become trained, equipped, and empowered to help in a bleeding emergency before professional help arrives. Participants will receive hands-on training in applying wound pressure and using tourniquets.The fee for the class and materials is $10 for residents of Farmington Hills/Farmington and $20 for non-residents, and an additional $20 fee for an American Heart Association Certificate of Training.Participants must register and pay fees one week in advance and must be at least 12 years old.To register, contact Sara West at firstname.lastname@example.org or 248-871-2802.–Press release Reported by Farmington Voice Share this:Click to share on Twitter (Opens in new window)Click to share on Facebook (Opens in new window)Click to share on LinkedIn (Opens in new window)Click to share on Pinterest (Opens in new window)