Funeral services for Bridgette Miles-Davis and Tamara Berryhill will be 11 a.m. Saturday, October 15, 2016 at Eastern Star Baptist Church with visitation from 9 a.m. until service time. Burial will follow in Live Oak Cemetery under the direction of Gabriel Funeral Home. Preceding her in death were her parents; three sons Adrian Miles, Aaron Berryhill and Deron Berryhill; grandfather, Albert White, Sr. and an adoptive sister Ola Mae Brown.She leaves to cherish her memories: a devoted husband Sammy Lee Davis, one daughter: Lashawna Miles (Tyrone), three sons: Marvin Berryhill, Bradford Jr. and Marcus Miles; Stepchildren, Jalisa and Jamon Davis and Shanissa Brown; 9 grandchildren; and a host of aunts, uncles, nieces, nephews, great-nieces, great-nephews, cousins and friends. Bridgette Miles-Davis was born on February 1, 1959 in Port Arthur, Texas. Bridgette was the only child of the late Hillman and Muriel Berryhill. She transitioned to her heavenly home on Saturday, October 1, 2016. Bridgette attended Lincoln High School and graduated with the class of 1977. She worked as a bus driver for Hotards Coach Services, and also employed by Care Point. Bridgette was a member of Eastern Star Baptist Church.
Maxine married Haywood Charles Smith Jr. (deceased) and gave birth to four children, daughters Adrienne and Zanthia, Her sons Haywood Smith (IV) and Ernest Smith preceded her in death.She reconnected with her childhood sweetheart George Jones Jr in 2007.The couple took up residence in Katy, Texas and became inseparable, relishing life during times of good health and striving to remain resolute during times of illness.Their time together was greatly cherished by both of them. On Tuesday, December 29, 2020, our Lord God gently withdrew the “Life’s Breath” that was given to her at birth and warmly welcomed her into the “Light of HIS Face.”Leaving to cherish her memory – The Love of Her Life, George Jones, Jr.; The Three Musketeers who steadfastly assisted Maxine and George with everything to help them live comfortably, daughters, Dr. Zanthia Smith & Adrienne Hebert, and son-in-law, Lloyd Hebert of Beaumont, Texas; Devoted sister, JoAnn Stringfellow & husband, Lucas of Texas City, Texas: Delightful sister-in-law, Rev. Dr. Ruth Blackwell of Texarkana, Texas; Loving daughter-in-law, Samantha Whitley of Beaumont, Texas; A Quartet of grandchildren, Haywood Smith, Lacey Smith, Ashley Hebert, Matthew Hebert & wife Shakara of Beaumont, Texas; Darling great-grandson, Gavin Hebert.She also leaves a host of other family and friends to celebrate her Homegoing.Maxine’s life will be celebrated at 10 a.m. Monday, January 4, 2021 at Gabriel Funeral Home Chapel, 3800 Memorial Blvd., Port Arthur, TX with a visitation from 9 a.m. until service time.Burial will follow in Greenlawn Memorial Park. God breathed life into Maxine Gerald Smith when she was born in Brenham, Texas on March 16, 1935 to Elnora “Honey” Eldridge and Maxwell Gerald Haskin.She was raised by Pearle and Leroy Horton.She was educated in Port Arthur schools. She graduated in 1952 from Lincoln High School.She earned Bachelor’s and Master’s Degrees from Prairie View A&M University.She taught in Port Arthur ISD for more than 35 years.
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Lekoil, an oil and gas exploration and development company with a focus on West Africa, has announced that David Robinson, the company’s Chief Financial Officer, is leaving the Board, and the company, with immediate effect.The company said that Valentine Ejiogu, Lekoil’s Financial Controller, will be assuming leadership of the company’s financial function until the company appoints a new Chief Financial Officer to the Board. The search for a new Chief Financial Officer, to be based either at the company’s operational office in Lagos or in London, will begin immediately and the company will issue a further update in due course, Lekoil said in the press release.David Robinson, the leaving CFO said: “I am extremely proud of what we have been able to achieve in such a short period of time. As Lekoil prepares to move to the next stage of its development as an oil producing company, the time commitment for the CFO in Lagos will increase. With a family in Asia, this was going to become increasingly challenging and so I have decided this is the right the time to move on.”Samuel Adegboyega, Lekoil’s Chairman, said: “The Board would like to thank Dave for his contributions to Lekoil and most especially its May 2013 IPO. The Board and Dave recognised that we now need different skills as we make the transition to a producing oil and gas business.”[mappress mapid=”2069″]
Reforms to legal aid are at odds with – and could even imperil – the prime minister’s ambition to break big businesses’ stranglehold on government contracts, the Gazette can reveal.Announcing ‘nothing less than a wholesale change in attitude’ David Cameron three years ago committed the government to increasing the proportion of public spending going to small and medium-sized enterprises (SMEs) to 25% by 2015. SMEs currently account for just under 20% of the government’s £43.5bn annual spending on procurement.However figures published this week reveal that the Ministry of Justice, which currently accounts for one-fifth of all government spending on SMEs, is heading in the opposite direction to government policy.The ministry’s spending with SMEs fell 3% in 2012/13 compared with the previous year, against an overall rise of 0.4% across Whitehall. The majority of the MoJ’s £1.56bn direct spending with SMEs comes from legal aid contracts, which account for 31% of its total procurement budget.In the Cabinet Office report Making Government More Accessible to SMEs: two years on , the MoJ says: ‘The slight reduction in direct spend with SMEs in 2012/13 represents efficiencies that have been made in procurement expenditure during this financial year.’The department said it is on track to increase spend with SMEs to 38% by 2015.However a Law Society spokesperson said that proposals for price-competitive tendering will shrink SME spend further as contracts go to larger suppliers.‘Legal aid represents about a quarter of all MoJ expenditure, over 90% of it with SMEs. As a direct result of government policy, that expenditure is falling. It is hard to see how the ministry can reconcile this with its confident assertion that in future an even higher proportion of expenditure will be channelled to SMEs,’ he said.The MoJ said it would achieve its 38% target by advertising opportunities over £10,000 on Contracts Finder, the single advertising portal for government opportunities; publish a pipeline of forthcoming opportunities on the MoJ website; remove red tape on tenders and split large requirements into ‘lots’.‘In addition we are about to commence a programme of targeted supplier events for our Rehabilitation Programme to ensure that SMEs are afforded maximum opportunities to participate,’ it said.Join our LinkedIn Legal Aid sub-group
International firm Eversheds Sutherland has furloughed certain staff members for the next three weeks, and has delayed pay and bonus reviews until the end of October.In a statement released today, the firm said it has accessed government-backed job retention schemes, and has placed individuals ‘who are not able to perform their duties whilst working remotely’ on furlough for the next three weeks. The firm will top up the payment from the government so staff receive their full salary during this time.It has also made the ‘difficult decision’ to delay the review of remuneration and bonus payments until the end of October. Promotion-related pay rises have also been deferred. However, candidates who successfully passed their assessments and interviews will be promoted from 1 May 2020 as planned.Meanwhile, it is expected that partner pay-outs will either be reduced or deferred. For staff who are balancing work and caring responsibilities, Eversheds Sutherland is offering five days of full pay and has also introduced an enhanced holiday scheme which gives an additional day of holiday for every four taken to care for others. A hardship fund has also been set up to help individuals who are particularly impacted by the outbreak. Eversheds Sutherland is one of many firms attempting to mitigate the impact of the coronavirus outbreak. Magic circle firms Allen & Overy and Freshfields have deferred partner pay-outs and suspended pay and bonus reviews, while Norton Rose Fulbright has asked staff to reduced their working week by 20%. *The Law Society is keeping the coronavirus situation under review and monitoring the advice it receives from the Foreign & Commonwealth Office and Public Health England. Find advice and updates here. Please see the Gazette’s dedicated coronavirus page here >>
What are the issues in making metro stations accessible for persons with reduced mobility?,Most metro stations around the world rely on stairs for access to platforms. These are easy to build, especially for stations not far below the surface. However, this arrangement offers no accessibility for many people with disabilities — not only people who are permanently wheelchair-bound, but also passengers who have chronic pain, who rely on walking aids or who are temporarily injured. Furthermore, passengers carrying heavy luggage, such as those bound for airports, might prefer to avoid steps if possible. As governments pass tighter disability access laws, and as the proportion of old people in developed countries rises, public transport operators have begun painstaking programmes of investment into accessibility, especially step-free access for passengers in wheelchairs. New metros are generally designed to be friendly to disabled people. Typical features include step-free access to stations via lifts or ramps, tactile platforms, clear audio and visual announcements, and at least one fare gate at each access point wide enough to accommodate wheelchairs. In Singapore every station is accessible; in Delhi, most stations are. The same is true of new lines on old systems: in Paris, metro line 14, which opened in 1998-2007, is accessible. Across the English Channel, every Crossrail station in Greater London will have step-free access. Whereas new metro systems are generally accessible, old ones are often not. They were built in the first third of the 20th century, or even earlier, long before accessibility was a public concern. Disability advocates in major global cities such as New York, London and Paris have demanded investment into accessibility. These cities are spending money to retrofit old infrastructure, but most stations still require the use of stairs.Barrier-free BostonIn contrast with these cities, one medium-sized metro network from that era is almost fully accessible. The first line in Boston, the Green Line, opened in 1892; the last main line, the Red Line, opened in 1912. The Green Line features a central trunk that runs underground with several surface light rail branches. Many Green Line stops are not barrier-free, but the other three lines are conventional heavy metro lines, and all stations on these lines bar two are barrier-free. The most accessible line is the Orange Line, explains MBTA’s Assistant General Manager for System-Wide Accessibility Laura Brelsford. Most of the Orange Line is new: although its central segment opened in 1908, its northern and southern ends were both realigned in the 1980s. Nonetheless, even old stations are accessible. Orange Line stations are simple — under a street, in an open cutting or elevated. Every platform has a lift near the staircases, and the Massachusetts Bay Transportation Authority aims to have at least two lifts per platform to provide redundancy. On the Orange Line, the lift is generally at the centre of the platform. A disability advocate told Metro Report that placing the lift in the same place on every platform is doubly useful. Not only can wheelchair-bound passengers board and alight without moving far along the platform, but blind passengers can also orient themselves more easily. The situation on the Orange Line contrasts with that on the Red Line, where many stations are more complex and often have multiple exits, not all of which are equipped with lifts, making wayfinding more difficult. This is the result of construction techniques: some of the busiest stations on the Red Line were built as deep bores, with complex mezzanines under city squares with many access points. It is easier to make cut-and-cover stations accessible. The Green Line is still more complicated, because it has sections above- and below-ground. It operates a mixed fleet of high- and low-floor light rail vehicles, which are designed for low platforms. Even the low-floor LRVs do not have level boarding, as this would cause their accordion doors to crash into platforms. Instead, they have driver-operated wheelchair ramps. Future LRVs will have sliding doors to allow level boarding. Most surface stops are still not wheelchair-accessible, because passengers board from narrow platforms in raised street medians. Widening the platforms to make them accessible is possible, but politically difficult, as it would require reducing the amount of space for cars on the roads. All stations have automated, audible announcements 5 min and 1 min before a train arrives, in addition to visible countdown clocks. A longer-term controversy is whether to provide wheelchair access via ramps or lifts. Underground access means lifts, but at surface stops both options are available. The Blue Line is mostly on the surface in a segregated right-of-way, as it used to be a narrow-gauge commuter railway. For able-bodied passengers, access to most stations involves climbing steps to a footbridge and then descending to the platform. The height difference means that replicating this experience with ramps would require 500 m of horizontal distance, which is too long for most people who use manual wheelchairs. However, ramps may be the better solution in some cases. The TransitMatters activist group has criticised the MBTA for proposing lifts at commuter rail stations even where cheaper ramps would be feasible. TransitMatters member Ari Ofsevit notes that where commuter rail runs in open cuttings, the vertical distance between the street and the platforms is short enough that ramps are not onerous. As most Boston commuter rail stations are unstaffed, ramps are also easier to maintain. Boston’s accessibility programme persists despite high construction costs. According to Brelsford, the full reconstruction of Government Center, an interchange between the Green and Blue lines, was $90m, and provided more than just wheelchair accessibility. She estimates the cost of new Green Line projects at $25m, including lift access and slightly raising the platforms to match the ramps deployed by the low-floor LRVs.Cost comparisonsThe cost of the step-free access programme in London appears to be lower per station than that in Boston. The planned £200m investment over the next five years covers 19 Underground stations. Two of these are new: Nine Elms and Battersea on the Northern Line extension, which is due to open in 2020. The rest are existing stations, and four more are to be made partly accessible. The programme also covers some stations on the London Overground suburban network. The cost works out to be about £10m per Underground station, which is around two-thirds the cost in Boston, taking into account the different purchasing power parities. In Paris the costs are vaguer, but disability advocates claim that making the 300-station metro fully accessible would cost €4bn to €6bn. The costs in New York are also vague, but the New York Times reports that a $1bn programme is making 25 stations accessible. These are predominantly large interchanges. The entire network, with around 350 stations outstanding, would need $10bn, or about the same cost per station as Boston. Although the costs in London and Paris seem lower than those in Boston, accessibility on these networks lags behind Boston, and Paris lags behind even New York. This is the legacy of different national accessibility laws. The USA passed the Americans with Disabilities Act in 1990, and accessibility investments began even earlier, some going back to metros built in the 1970s. London prohibited wheelchairs on the Underground until 1993 for reasons of fire safety, and the UK began passing accessibility laws in 1995, continuing until the Equality Act of 2010. France only passed the Handicap Law in 2005. The USA thus had a substantial head start on Europe. The positive news for the oldest European metros is that they can retrofit accessibility more affordably than Boston did. Not only do costs per station appear lower, but ridership is higher. Annual ridership in Boston is 165 million passengers per year on the Orange, Blue, and Red lines. Spread across 53 stations, this is 3·1 million passengers per station. This compares with about 5 million in London and Paris. The Berlin U-Bahn, on which around half the stations are accessible, has 3 million passengers per station. Thus, even with the expense of accessibility retrofits, old metros can afford to install system-wide step-free access over time. Boston is not the cheapest city in which to build, nor does it have the most favourable pre-existing infrastructure. But due to strict American accessibility laws, over time it has made its heavy metro lines almost entirely accessible, and is moving on to its light rail line.
At IMS 2019 in Boston, Empower RF Systems is conducting a live demonstration of a remotely controlled, high power pulsed amplifier. The Model 2214 is a high power pulsed amplifier that operates from 2.9 to 3.5 GHz while delivering 8 KW of pulsed power with a 20% duty cycle and a 500 usec pulse width. The amplifier is physically located at Empower RF’s headquarters in Inglewood, California and is being remotely controlled and monitored from their booth in Boston. The team is showcasing full power pulse performance across the entire band via live streaming video. They are also demonstrating the easy to use GUI, internal metering, health monitoring, alarms and protections systems that the amplifier has.Key Features of the Amplifier & Demonstration: Common Architecture Across the Entire Family HF to X-Band Operational with any Radar Input Signal Electronic VSWR Protection with Power Reduction System Power Unbalance Detection for Optimized Performance 0 dBm Input, no RF Adjustment Needed and no external Driver Amplifier Required Real Time Monitoring and Control of all Operational Parameters Auto Fault Detection/Protections Include errors on Blanking , Duty Cycle, Output Limit, Overdrive, Interlock, VSWR, Power Supply and more Compact Air Cooled Size with Liquid Cooling Available Capable of CW Operation with 7 dB Back off Performance Monitoring and Sensing through Local, LAN, and Browser GUI Factory Remote Debug Capabilities Available with Service Contract Installation Service Available 3 Year Warranty Variations Based on COTS ModelsIn many cases variations in bandwidth and power can be easily and quickly produced from Empower RF’s COTS products line, leveraging their flexible hardware and software architecture. So you may not require a full custom design and can just use one of their standard products.Empower RF’s High-Power RF Amplifier Systems List: Click here to see Empower RF’s Amplifier portfolio.Click here to see everything RF’s Coverage of IMS 2019.
Congressman Don Young will address the crowd during today’s noon luncheon at the Old Carr,s Mall before the keynote speaker takes the stage: ConocoPhillips Chief Economist Marianne Kah. Tomorrow’s keynote speaker will be U.S. Senator Lisa Murkowski. According to recently released campaign finance disclosures, Murkowski has nearly $1.6 million on hand for her bid. The document shows Murkowski raised $415,000 from July 28 to September 30. The other candidates have not yet released details from the latest fundraising period. Republican-turned-Libertarian Joe Miller will not be participating. Miller’s campaign says he will be in Sitka, but will visit Kodiak before the November election. Murkowski’s campaign says this should put to rest Miller’s complaints that Murkowski is not making herself available for debates. FacebookTwitterEmailPrintFriendly分享Alaska’s Congressional Delegation will be in Kenai this week for the Alaska State Chamber’s Fall Forum, in the midst of a busy re-election season. Murkowski is in the final weeks of her reelection campaign and will spend tonight in Kodiak, taking part in a fisheries debate with fellow candidates Ray Metcalfe (Democrat), Margaret Stock (Independent), and Breck Craig (Independent).
Rugby League NRL star David Fifita called the Gold Coast Titans last night to tell them he was rejecting their monster deal for next season and staying in Brisbane — sparking an even bigger offer from the club that would make him the richest player in NRL history. The boom back-rower is at the centre of a tug-of-war between the two Queensland sides that has seen plenty of twists and turns as the 20-year-old struggled to make up his mind. Kayo is your ticket to the 2020 NRL Telstra Premiership. Every game of every round Live & On-Demand with no-ad breaks during play. New to Kayo? Get your 14-day free trial & start streaming instantly. Fifita reportedly told the Broncos on Tuesday night he was accepting the Titans’ lucrative $1.1 million offer, before backflipping on Wednesday morning and telling the Broncos he was back in and wanted to stay at Red Hill in 2021. Fifita called Titans coach Justin Holbrook this evening to break the bad news but Gold Coast has since made a stunning last-ditch play to get their man. The club’s head of culture and performance Mal Meninga has reportedly tabled Fifita a deal worth $1.25 million-a-season — the richest deal in NRL history. Fox Sports chief rugby reporter James Hooper — who described the whole situation as a “circus” — mentioned the jaw-dropping offer on NRL 360 as the news was broken in the Courier-Mail. The Broncos can only offer Fifita $700,000 so if he opts to stay in the Queensland capital, he will be sacrificing $550,000 next year. Rugby league writer for The Australian, Brent Read, spoke to Fifita’s mum Gwen who said earlier on Wednesday her son was having real trouble making a decision. “Even she said, ‘One day it’s the Titans, the next day it’s the Broncos … tomorrow it could be the Titans again’,” Read said on NRL 360. “He’s struggling with it all.” Queensland Origin great Ben Ikin said if the Broncos convince Fifita to stay on less money, it’s “one of the greatest pieces of negotiation I have ever seen”. Fifita has been earmarked as a franchise player the Broncos can build their club around, and is one of several young forwards Brisbane hopes will guide it to its next premiership. The injured star has been the most sought-after talent in the game as he negotiates his next contract, reportedly also receiving rich offers from clubs in Sydney, including the Bulldogs, Rabbitohs and Roosters. It was reported last month the Titans had offered the 20-year-old a five-year, $5 million deal, but it has since been revealed Fifita will only sign a one-year contract for 2021 before he intends to sign a long-term deal at the end of next season. Broncos legend Gorden Tallis said last month he hoped Fifita made the decision to move to the Titans to become the face of the club. – AAP