On Passing of John Pombe Magufuli We extend our condolences to Tanzanians mourning the passing of President John Pombe Magufuli. We will continue to work with the Government of Tanzania to improve ties between the American and Tanzanian people. The United States remains committed to continuing to support Tanzanians as they advocate for respect for human rights and fundamental freedoms and work to combat the COVID-19 pandemic. We hope that Tanzania can move forward on a democratic and prosperous path. /Public Release. This material comes from the originating organization and may be of a point-in-time nature, edited for clarity, style and length. View in full here. Why?Well, unlike many news organisations, we have no sponsors, no corporate or ideological interests. We don’t put up a paywall – we believe in free access to information of public interest. Media ownership in Australia is one of the most concentrated in the world (Learn more). Since the trend of consolidation is and has historically been upward, fewer and fewer individuals or organizations control increasing shares of the mass media in our country. According to independent assessment, about 98% of the media sector is held by three conglomerates. This tendency is not only totally unacceptable, but also to a degree frightening). Learn more hereWe endeavour to provide the community with real-time access to true unfiltered news firsthand from primary sources. It is a bumpy road with all sorties of difficulties. We can only achieve this goal together. Our website is open to any citizen journalists and organizations who want to contribute, publish high-quality insights or send media releases to improve public access to impartial information. You and we have the right to know, learn, read, hear what and how we deem appropriate.Your support is greatly appreciated. All donations are kept completely private and confidential.Thank you in advance!Tags:america, american, covid-19, Democracy, Department of State, Government, Human, Human Rights, pandemic, President, Tanzania, United States
In celebration of Earth Day, Professor Carl Koval of the University of Colorado at Boulder will discuss CU’s Energy Initiative on April 22 from 11:30 a.m. to 1 p.m. at the Hotel Boulderado in downtown Boulder.The talk and lunch is open to the public and is part of the CU-Boulder Alumni Association’s Smart Lunch series, which features professors and their research twice a semester. The Hotel Boulderado is located at Spruce and 13th streets.CU-Boulder’s Energy Initiative aims to play a leading role in addressing the world’s pressing need for innovative solutions to the challenge of renewable and sustainable energy. The initiative involves several departments and colleges on campus, including several in the basic sciences, engineering, business, law, social science and the humanities. Koval’s presentation will summarize the Energy Initiative’s accomplishments over the past two years and its plans for the future.”In the 21st Century, humanity is faced with two critical challenges: meeting an increasing societal demand for energy in various forms and reducing greenhouse gas emissions associated with energy production and use,” said Koval, who is a faculty member in CU’s chemistry and biochemistry department.The event, which includes lunch and Koval’s lecture, costs $20 for Alumni Association members and $25 for nonmembers. Interested persons can get more information and also may register for the luncheon online at cubuffalum.org/2008/03/12/smart-lunch-energy-initiative/.The CU-Boulder Alumni Association was established by CU graduates on June 4, 1882 and today serves 30,000 dues-paying members and more than 200,000 alumni worldwide.Based in the Koenig Alumni Center at the corner of Broadway and University Avenue, it administers scholarships, awards, online networking opportunities, alumni clubs and campus lectures, and publishes the monthly electronic newsletter Buffalum Notes and the quarterly alumni magazine, the Coloradan. Share Share via TwitterShare via FacebookShare via LinkedInShare via E-mail Published: April 17, 2008
FacebookTwitterWhatsAppEmail MONTEGO BAY — Minister of State in the Office of the Prime Minister (OPM) with responsibility for Local Government, Hon. Shahine Robinson, wants the Trelawny Parish Council to encourage more partnerships between the public and private sectors in the parish, to accelerate its development. Addressing the third in her islandwide series of ‘Day-in-Council’ meetings, in the Falmouth Council Chamber on Wednesday, October 5, Mrs. Robinson explained that the meetings were designed to get discussions going between the Council, stakeholders and agency heads on more tangible economic development in Trelawny. “No doubt, the new (Falmouth) pier that has generated much excitement had some consensus and input from Council and, I am saying, build on that model in improving your local economic development. By this, I am alluding to deepening the private-public partnership dialogue enhanced and embraced by citizens’ participation,” she said. “The public-private partnership should not be seen as something that central government alone engages in, and the local economies benefit from the trickle-down effect. The time has come for this partnership to become a dominant feature, in the way forward for the economic development of our parishes,” she stated. The Minister suggested that the theme for the upcoming Local Government month (November) celebration, ‘Local Government – your partner in community development’, be embraced as a first step in guiding citizens to building partnerships for their local economies. “This is where I introduce the local economic concept. This is not a new one, but is being favourably viewed as a highly recommended practice to improving economic competitiveness, within Local Government jurisdictions the world over,” she said. She explained that it also focuses on enhancing partnerships within the community, increasing sustainable growth and ensuring that growth is inclusive. Mrs. Robinson said that all the initiatives in the Local Government Reform Programme were aimed at empowering the Parish Councils. RelatedCouncils Need More Public/Private Sector Partnerships RelatedCouncils Need More Public/Private Sector Partnerships By Glenis Rose, JIS Reporter RelatedCouncils Need More Public/Private Sector Partnerships Councils Need More Public/Private Sector Partnerships Local GovernmentJanuary 8, 2011 Advertisements
Gov’t committed to sports development – Grange SportApril 23, 2011 RelatedGov’t committed to sports development – Grange RelatedGov’t committed to sports development – Grange RelatedGov’t committed to sports development – Grange Advertisements By CHRIS PATTERSON, JIS Reporter FacebookTwitterWhatsAppEmail KINGSTON — Minister of Youth, Sports and Culture, Hon. Olivia Grange, says that the Government is committed to investing in sports as a vehicle for economic advancement and wealth creation. She was speaking at an intellectual property and sports seminar on April 19 at the Knutsford Court Hotel in New Kingston. Miss Grange said that despite limited resources, some $465 million was injected in the sector in 2009/10, with $218 million spent on infrastructure projects through the Social Development Fund (SDF), and more than $247 million was contributed to the national sports associations. She informed that several sports facilities have been constructed by the various Government and quasi government institutions, while the physical facilities at the National Stadium, Montego Bay Sports Complex, and the Mona Bowl have been improved. She noted further that every effort is being made to maintain existing facilities while encouraging and paving the way for individuals and business entrepreneurs to come on board, especially with respect to the maintenance of community facilities. “We are in the process of streamlining our administrative machinery so that we can offer more technically savvy and efficient professional services,” she stated. Calling for more private and civil society investment in the sector, the Minister suggested the promotion of sports as a commodity and commercial venture be undertaken as part of a new business model, thereby encouraging further investment. In the meantime, Miss Grange commended the organisers of the seminar, which looked at the protection of sporting rights and intellectual property (IP). She said it is important that athletes learn that their intellectual property goes beyond their years of active engagement and becomes their pension. “Even if they change careers, the legacy of their prowess will always bring added value, and it should be well managed so that they can reap all the benefits,” she posited. Miss Grange noted that in today’s world where information spreads instantly, it is also vital that persons learn how to enforce rights against piracy, how to use domain names, and even how to leverage IP in getting the right sponsorship package and reaping the benefits. “We must also recognise that brand management is a team sport so these concepts must be understood by athletes, managers, publicists, agents, and lawyers – everybody. The seminar was organised by the World Intellectual Property Organisation (WIPO) in co-operation with the Jamaica Intellectual Property Office (JIPO) and in collaboration with Attorneys-at-Law, Gordon McGrath.
A young boy from Chandler, Ariz., is going from baseball player to local hero after saving his coach’s life. The two were alone running drills on a spring afternoon when 26-year-old Isaac Wenrich collapsed after having a massive heart attack. Thirteen-year-old Nathan Boyer said at first he thought his coach was joking, but when Boyer kept asking Wenrich if he was okay, he got no answer. Boyer grabbed his coach’s cell phone and dialed 9-1-1, alerting first responders to the situation. He hung up-and it was in that moment that some of Boyer’s Boy Scout training came to the forefront of his memory. He began chest compressions, and continued to administer CPR for four minutes until medics arrived. Wenrich and his appreciative family members agree that if it weren’t for Boyd’s quick action, he wouldn’t be alive. We give a thumbs up to the Spokane Fire Department for donating their time to a truly priceless cause and to the local rock climbing gym Wild Walls for lending their space for such an awesome event. Of course, we also give a big thumbs up to the Courageous Kids Climbing group for organizing and developing an impactful program. At the end of the fun, long day of climbing, the firefighters gave everyone a tour of their rig. We give a thumbs up to Boyd for keeping a cool head in the middle of a scary situation, and for successfully saving his coach’s life. Rock climbing is just one of the many activities children with developmental disabilities will most likely never get to experience. But thanks to one organization, and some generous firefighters who gave their time, nine kids and young adults with special needs from Spokane, Wash., got the opportunity to trek up an indoor climbing wall. When high school junior Priya Pohani learned that 31 states require CPR training for high school students before graduation, she was disappointed to find it didn’t include her home state of Florida. This inspired her to make a change at her school. Pohani said that although she didn’t feel like she had the power to affect statewide legislation, she could make an impact on her campus. High School Heroes Out-of-the-Park Save Pohani created the Heart Health Awareness club at Eastside High School in Gainesville, Fla., at the beginning of the 2015-2016 academic year. It was created to “spread awareness about the importance of heart health and CPR,” which was expertly demonstrated at one of the group’s first events. Pohani and the club organized a CPR training course one Saturday at the school’s gym, with portions of the admission price going toward the purchase of an AED for a nearby school. With the help of GatorCPR, a local CPR training organization, several students learned lifesaving techniques they may have never learned otherwise. Courageous Climbing We give a thumbs up to Pohani for taking direct action to benefit her community by creating the Heart Health Awareness club. We applaud the club for putting on such an important event, and we hope they continue their critical educational efforts. Courageous Kids Climbing is an Idaho-based organization of rock climbers who teach children with special needs how to climb at organized free events. When they recently came to Spokane, the local fire department’s special operations team wanted to lend a helping hand. Firefighters helped the kids ascend and descend the indoor rock faces, and brought special equipment and harnesses to help lift the participants so they could experience climbing.
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.