Harbhajan Singh said India will be under pressure against Pakistan in Manchester when the two arch-rivals meet on June 16 in World Cup 2019. Harbhajan said India were far too strong but added Pakistan will have nothing to lose.On Sunday, Harbhajan Singh said people always remember how a player performed against Pakistan. Both him and Misbah-ul-Haq agreed India were the outright favourites when the two meet in what could be a crucial World Cup match 2 weeks from now.Harbhajan Singh said India will be wary of slipping up against a weaker team and recollected his experience after India lost to Pakistan.”India will be under pressure. They will have the fear of failure against a weaker team. I remember the extreme reactions after India lost to Pakistan in our playing days. People always remember what happened against Pakistan. No one remembers what happened against other teams. Pakistan have nothing to lose. But if India lose, it will be huge,” he said.Meanwhile, Harbhajan Singh said there was no chance for Pakistan to beat India.”India vs Pakistan is not as big as India vs England. Maybe from the media perspective, India vs Pakistan is more hyped up. But from a cricketing aspect, India vs England is more important. India can beat this Pakistan team 9 and a half times out of 10 times,” Harbhajan Singh said.However, former Pakistan captain Misbah-ul-Haq, who has been part of some riveting India-Pakistan contests in the past, said anything can happen in India-Pakistan clashes in the World Cup.advertisement”Logically, Bhajji is right but Pakistan is a dangerous team. In cricket, you cannot say anything. This Pakistan team is capable. There was a collapse in the last match. India have a better chance. Like he said, India and England are the two favourites.”Given the rivalry, intensity… You never know what can happen in World Cups. Pakistan were strong in the 1990s yet India would win every time in World Cups,” Misbah said at Salaam Cricket 2019.ALSO READ | Salaam Cricket 2019: Sunil Gavaskar would have smashed it all over the park in T20s, says Shane WarneALSO READ | Salaam Cricket 2019: Shane Warne picks his dream World Cup XIALSO SEE | Salaam Cricket 2019: Opening Address
Dale Evans sits in his hotel room in Oxford as the words tumble from him on a freezing night. At first, of course, it is difficult. Evans knows I will ask him about death and guilt. He knows we will return to a place which haunts him but, after a day working on the railways, a long way from his home in Wales, the former fighter finds the strength to talk with moving honesty.Eighteen months ago this week, on a tragic night in Glasgow, Evans and Mike Towell fought a British welterweight title eliminator. They both stepped through the ropes with grim determination on that late September evening. Boxing Humble Anthony Joshua has his sights on top of the boxing tree Dale Evans, with the name Iron Mike on his shorts in memory of Towell, pictured fighting Bradley Skeete. Photograph: Andrew Boyers/Action Images via Reuters Twitter The silence breaks when Evans says: “You don’t wish anything bad to happen. Back at the hotel I eventually came down as people had paid for flights, hotels and tuxes because it was a black-tie event. The least I could do was thank them.“This man said: ‘Mike’s not going to make it.’ He’d had a few to drink so I said: ‘Leave me alone.’ I was upset. Then one of the officials broke the news to Gary. Mike was on a life-support machine. The next day we had that dreaded phone call. I just locked myself away. I hardly slept, hardly ate.”It says much about Evans, and the Towell family, that his wish to attend the funeral was welcomed. “It was amazing. This lady came out of the funeral car. As soon as she walked towards me I realised it was Mike’s mum. It broke my heart and she said: ‘Come here. Don’t be silly.’ She kissed and hugged me and I thought this woman is unbelievably strong. I felt guilt all day surrounded by Mike’s friends and family but not one bad word was said to me. It was just me and Nick Blackwell who went up for the funeral. Nick had come out of his coma and understood what it meant to me.”Blackwell, still smitten with boxing, engaged in an illicit spar six weeks later and suffered a terrible bleed to the brain. He survived but will never recover fully. Evans takes comfort from Towell’s family. “They’re wonderful people. I went up for a football match in Mike’s memory for the anniversary last September. I still felt guilt but they welcomed me with love. I belonged with them.”Evans had stayed out of the ring for eight months before his low-key return in Swansea. Then, last July, he fought Bradley Skeete for the British title. “Bradley’s a tricky operator but my brother said: ‘Dale, you were crap. You were just happy to be hit.’”Was he afraid of hurting Skeete? “Yeah. I once had that nastiness in the ring. It’s gone now.” Topics Share on Pinterest Facebook Mourners arrive for the funeral of boxer Mike Towell at St Andrew’s Cathedral in Dundee. Photograph: Jane Barlow/PA Evans won the fight but Towell lost his life. The hurt is visible in Evans’s face but he has forged a poignant bond with Towell’s family, which is why the 26-year-old Welshman has refused other interview requests since retiring last month. He wants to honour Towell here and explain why he can no longer fight on.The pain is deepened because a month ago, on 25 February, three days after he publicly gave up boxing, another fighter died. “When I heard about Scott Westgarth all the emotions came back,” Evans says. Westgarth won a gruelling light-heavyweight battle against Dec Spelman in Doncaster but died in hospital the following morning. “I thought of Scott and his family and put out a tweet to say I was thinking of Dec.”Evans mentions his girlfriend Jess, who is studying to become a teacher and from whom he is parted every week while he works in Oxford. “It’s not often I cry but I broke my heart to Jess so often. Sometimes, sitting in silence, I’d break into tears. It will stay with me forever. I came home from that fight and Mike didn’t. Mike had a girlfriend, Chloe [Ross], who is mum to his young boy, Rocco. There’s no way I should dare think it’s hard for me.”Evans thought with new clarity last month when offered a European title fight. “I had five weeks to prepare. After work I trained every night in the fitness gym up the road. I was trying to get back into my old zone but I questioned myself: ‘Why am I going back in there knowing the risks more than ever?’ My friends said: ‘Dale, you can’t turn down a European title shot.’“I thought, ‘If I win or lose it’s a payday’, but my brother said: ‘Don’t do it.’ I then texted [his trainer] Gary Lockett and said: ‘I can’t do it. The passion and hunger is gone.’ Gary understood.”Evans had 19 pro fights and lost four while working as a labourer. “I’ve been a plasterer, worked in factories, done roofing and concreting. I’d be up at 4.30am, do a five-mile run, shower, go to work, train at night. I hated every minute of it. I’d say much more than 50% of professional fighters are having to work. It’s just that small minority on telly who are backed by big promoters. I started to hate the business of boxing.”Evans’s biggest payday of £16,000 came in 2013 when he won two three-round fights on the same night and reached the final of Prizefighter. One of his defeated opponents, Sam Eggington, eventually became the British champion and Evans was given only 10 days to prepare for their title fight in October 2015.“I knocked him down with a big shot in the second but I didn’t have the conditioning to beat him. I lost on points but I was cheered out after being booed in. My purse was £10,000 but after tax, paying your manager, trainer and cut man, half goes straightaway.”Evans’s next big chance came in September 2016 against Towell. They were both 25 and, as Evans says, “Mike was unbeaten [after 12 fights] and reminded me of myself. He was intimidating because he wanted the title so bad. Before the fight I was watching videos of him chopping trees down with an axe. I’m scared before every fight. I had fear against Mike.”Six months earlier, Nick Blackwell, who trained alongside Evans, had been put into an induced coma after fighting Chris Eubank Jr. “Nick’s my friend and a lovely boy. That fight upset me but you never think it’s going to happen to you. At the press conference, Mike and me were having to do take after take for TV. We were getting annoyed but had a laugh together.”Evans’s face scrunches up. “His family told me Mike said to his girlfriend and friends that: ‘Dale seems a nice fellow.’ They were winding him up saying: ‘Oh, Mike, you’ve gone soft.’”His distress is evident. When I remind him he knocked down Towell in the first round Evans shakes his head. “I can’t remember. Was it the first? He got up because he was tough. He could punch as well. I’ve never been hit like that before but I was winning.”After the fight was stopped in the fifth round, “the paramedics came into the ring with oxygen and we knew something was up. The room was just cold. It was quiet. It was silent when Mike was taken away.”Evans looks up, bereft: “I can’t get any words out now.” Share on Messenger Facebook Pinterest Evans’s trunks carried the name Iron Mike in his last two fights. “I wanted to win the title for Mike and some of his friends came to London to support me against Bradley. They had a big Scottish flag with Iron Mike Towell on it. To see that from the ring brought a tear to my eye.”Towell should not have been in the ring against Evans. “I’ve heard he was complaining of headaches before the fight. He was in excruciating pain but they just gave him paracetamol. The dangers are never changing but we need more scans to protect fighters.“I’m passionate about it. You have one MRI scan at the start of your boxing year but some of the worst damage is done in sparring and one scan isn’t enough. All you get before fights is a visual check during a quick medical. Why can’t the Boxing Board give a free brain scan before a fight? It would save lives. Chloe and Tracey, Mike’s mum and girlfriend, raised money for two brain scanners. If you think of the amount of money boxing generates, and the money the board makes, surely each boxer can have a full MRI before a fight?”Away from boxing, Evans is doing “everything you don’t see on the railways, underground. We’re doing the sidings at Oxford station and putting the platforms in. I’ve had harder jobs.”Will Evans find peace away from boxing? “I think so but former boxers need help. They make promoters all that money but after it’s over so many turn to alcohol and drugs. They’re depressed. People say boxing is one of the loneliest sports but retired fighters are 10 times lonelier. Sometimes I feel I’ve gone from the limelight to being nothing. But if you’ve got good people you can avoid deep loneliness. I’m also lucky Mike’s family are such beautiful people.”It’s raining but, after two hours together, Evans insists on walking us to the car park – even carrying the photographer’s lights. He is gentle when I thank him for talking. Evans stretches out his hand and I remember his closing words in that empty hotel room. “Talking was hard but it was good. I just want people to know I think of Mike Towell, and his family, every day. They are always with me.” Twitter interviews Share on Facebook Read more Pinterest Share on Twitter … we have a small favour to ask. More people, like you, are reading and supporting the Guardian’s independent, investigative journalism than ever before. And unlike many news organisations, we made the choice to keep our reporting open for all, regardless of where they live or what they can afford to pay.The Guardian will engage with the most critical issues of our time – from the escalating climate catastrophe to widespread inequality to the influence of big tech on our lives. At a time when factual information is a necessity, we believe that each of us, around the world, deserves access to accurate reporting with integrity at its heart.Our editorial independence means we set our own agenda and voice our own opinions. Guardian journalism is free from commercial and political bias and not influenced by billionaire owners or shareholders. This means we can give a voice to those less heard, explore where others turn away, and rigorously challenge those in power.We hope you will consider supporting us today. We need your support to keep delivering quality journalism that’s open and independent. Every reader contribution, however big or small, is so valuable. Support The Guardian from as little as $1 – and it only takes a minute. Thank you. Support The Guardian Since you’re here… Share on LinkedIn Share on WhatsApp Share via Email Reuse this content
zoom An official opening of the upgraded training complex equipped with the Transas state-of-the-art simulators for N.Y. Vaptsarov Naval Academy took place on September, 30.Numerous high-rank officials attended the ceremony, dedicated to the start of a new academic year. Among them was Mr. Rosen Plevenliev, the president of Bulgaria and the supreme commander of the armed forces, Mr. Ivan Ivanov, the deputy minister of defence, and many others. International representatives of Italian and USA Navies also took part in the ceremony.The Naval Academy training center was recently upgraded with the extended Transas Navigational simulator NTPRO 5000, installation of a full-mission Engine Room Simulator (ERS 5000), GMDSS Class simulator, and Vessel Management Traffic System (VTMS) simulator. The new setup creates a “total ship” environment with a real-time connection between the navigational and engine room simulators, where two main units can interact with each other during training exercises.The extension of the simulator complex at Naval Academy in Varna, Bulgaria was made to enable more students to receive a wide range of knowledge and skills. Transas Navigational simulator, installed at the Academy several years ago, is expanded by transforming two workplaces of virtual class to two bridges with five and three visualization channels each. The bridges are also equipped with ARPA/Radar simulation and Navi-Sailor ECDIS modules. With the most realistic relief and target reflection, weather conditions and noise simulation, offered by Transas radar picture generation algorithm, students will have the opportunity to learn the logic associated with the systems they will find onboard. Meanwhile, the Navi-Sailor ECDIS module allows both IMO 1.27 and type-specific ECDIS training in accordance with the latest regulations.The VTMS simulator has been upgraded to the latest version and extended by additional workplaces for an instructor, a communication operator and a trainee. GMDSS simulator is also to be upgraded and will offer work space for eight trainees.The most significant part of the installation is a Full Mission Engine Room Simulator ERS 5000 with eight workstations. Ship models, included into this ERS 5000 software, allow training crews of ANZAC frigate ships, diesel electric cruise vessels and diesel-engine product tankers. The existing ERS 4000 simulator was also upgraded to ERS 5000 version for six trainees. This means, that more engineers can now receive high-class hands-on training with ERS 5000 by Transas.N.Y. Vaptsarov Naval Academy is the oldest technical school in Bulgaria and one of the symbols of Varna and Bulgaria in the global maritime community. Today, the Academy trains specialists for Navy and for merchant marine in all areas of maritime life and is also strongly engaged in research. N.Y. Vaptsarov Naval Academy maintains international contacts with similar schools and academies from many countries. The Academy is one of the founders and an active member of the International Association of Maritime Universities (IAMU). My location Print Close 此页面无法正确加载 Google 地图。您是否拥有此网站？确定 Transas, October 24, 2013
zoom German-based shipping trust Marenave Schiffahrts said that it has conducted “promising negotiations” with financing banks in order to avoid insolvency.The move comes less than a month after the company received notice from two banks financing the Marenave-fleet stating that Marenave’s restructuring concept, which has been negotiated so far, will not be supported.“Already at the beginning of this week some of the financing banks notified the company that they will support a restructuring concept outside insolvency,” Marenave informed.Additionally, the company said that it received further statements by the respective banks, according to which they will for a limited period of time seriously demand payment from the single ship companies of the amounts due under the respective ship financing loans only to the extent the respective single ship companies actually have the financial capacity to make such payments in light of their revenue situation and the liquidity accumulated until the relevant due dates.“At the same time Marenave shall not be held liable under the guarantees given for the respective ship financing loans,” the company added.Subsequently, the company has concluded that the positive going concern forecast is restored for the company and that all single ship companies are solvent.Marenave expects that “a paper with key issues for a restructuring agreement” between the company and some of the financing banks would be concluded until December 9, 2016.
The province’s Serious Incident Response Team (SIRT) has concluded that no charges will be laid against a Halifax Regional Police (HRP) booking officer. On June 13, 2012, just before 3 a.m., police responded to a robbery alarm at the Chebucto Road Needs store. One male was arrested, and eventually booked into HRP cells for court later in the day. Seven hours later, he was discovered to be unconscious and was taken to hospital where he remained in coma for five days. The SIRT investigation reviewed the circumstances of his arrest and handling prior to being in his cell and found no evidence of excessive force or injuries caused by police action. SIRT also evaluated the care given to the male after he was placed in his cell. He laid on his back on his cell bench and remained completely motionless for seven hours. His initial unconsciousness was caused by the ingestion of a variety of substances. The lack of movement that followed appears to have contributed to his medical condition. SIRT made a formal referral to HRP’s discipline process under provisions of the Police Act for consideration whether the booking officer breached HRP policy regarding when and how he conducted cell checks. However, any inaction was not sufficient to constitute grounds to justify a criminal charge. The full report can be viewed at sirt.novascotia.ca.
While the majority of the attention around Virgin Atlantic’s new Airbus A350 aircraft is perhaps understandably on its doorless but nonetheless improved Upper Class seats, there are also positive passenger experience improvements in the premium economy and economy sections, with customization of Collins Aerospace’s widely used MiQ seat in Virgin’s Premium Economy cabin, and Recaro’s increasingly popular CL3710 seat in economy.The Premium cabin is Virgin’s largest ever non-leisure cabin with 56 seats: while the Gatwick-based Boeing 747 fleet used for holiday destinations has 66 seats, the Airbus A340-600 which the A350 is set to replace offers 38. “In comparison to the aircraft it’s replacing, certainly on the New York route, the premium cabin is 30 percent bigger now,” Gareth Salt, A350 programme director, explained to Runway Girl Network. “Premium economy is one of our most popular cabins.”Daniel Kerzner, vice president for customer experience, highlighted that Premium is not just popular: it’s profitable. “It’s our highest-performing cabin when it comes to a customer satisfaction standpoint, and so for us there’s more of a demand for the premium product that we put out there, not less of a demand for that.”Yet Virgin Atlantic will be installing eight-abreast, not seven-abreast, Collins MiQ seats on its A350, in the tighter 2-4-2 configuration. Crucially, the question of comparison with arch-rival British Airways is yet to be answered: BA, too, will offer 56 seats, but that means either seven rows of eight seats or eight rows of seven.RGN asked Kerzner and Salt about whether 2-4-2 premium economy was a large enough “comfort canyon” between the A350’s wide 3-3-3 economy seats, and the 34-inch pitch with which Virgin plans to outfit its extra-legroom economy in particular, and Premium, but the line taken separately by both executives referred back to the existing fleet, which is 2-3-2 on board the A330/A340 and 787 cabins.“For us, the aircraft is a different fuselage to the rest of the fleet,” Kerzner explained. “The A350 is a wider aircraft, which actually means that you can put more seats in the aircraft without sacrificing comfort for our customers. What we’ve tried to do is put one of the best premium seats on board the aircraft. For a lot of people traveling in premium, that is their business class or their Upper Class experience.”2-4-2 means these are Virgin’s narrowest premium economy seats. Image: John WaltonVirgin Atlantic has focussed on refining the color, materials and finish of the hard product, said Mark Croucher, head of customer experience and CRM at Virgin Holidays, recently moved over from the A350 program. “We did redesign the rear shield of the MiQ, actually, working with Collins, both to get the level of quality that we want, the coloring, and the monitor arm. It’s a pretty standard seat, and they’re somewhat less inflexible than others in terms of what opportunities we have.”But will a well-designed seat make up for width, even with the clever drop-arm of the MiQ platform?Virgin Atlantic redesigned the MiQ seatback shroud. Image: John WaltonCroucher thought it will, “both from a seat and a service perspective. I think — I will be biased! — but I wholly believe it’s true that we lead in the premium economy market. We have the best seat out there, we have the best service, we have the best food, the Wander Wall, the added snacks that you get on those aircraft. It’s a really good product, and I think the A350 is going to be no exception even with a 2-4-2.”The styling rather unfortunately makes the seats look much narrower than they are. Image: John WaltonA crucial question is the differentiation from economy, where at the rear of the aircraft is the relatively small 235-seat cabin, of which 36 seats are 34” extra-legroom “Economy Delight”, with the rest pitched at 31”: the Virgin standard. The seats are the latest Recaro CL3710 fully-featured space-saving slimline, and the amount of space that the engineering behind these new-generation seats creates was truly remarkable in Virgin’s demo room, and the effort put into the fabric design and conception was equally visible.The amount of space squeezed out of the seat pitch by CL3710 is truly astounding. Image: John WaltonIt’s a fascinating contrast that at the same time Virgin Atlantic will be offering its widest-ever economy class seat and its narrowest-ever premium economy class seat, on the same aircraft. Observing passengers’ purchasing behavior and relative satisfaction when comparing between cabins on the A350 and across cabins between the Virgin fleet of A330s and 787s will be equally compelling.The Recaro CL3710 in its A350 configuration is Virgin’s widest ever economy seat. The RAVE IFE is provided by Safran (former Zii) and the inflight connectivity is Inmarsat GX. Image: John WaltonVirgin Atlantic provided economy class intra-Europe travel and accommodation in Crawley, UK for this event.Related Articles:Virgin Atlantic on design safaris and stoking the fires of brand loveVirgin Atlantic eschews doors in new Cirrus NG business classBA’s new Collins Club Suite opens Pandora’s Door of questionsPress Release: Virgin Atlantic selects Inmarsat GX for A350sVirgin Atlantic introduces three levels of economy faresNew A350 premium economy layouts offer 7, not 8, seats per rowBehind the customisation and certification cleverness of Rockwell MiQConsidering the future of alternative LOPAs and passenger comfort
Lufthansa is eager to offer a consistent inflight connectivity experience for passengers, irrespective of whether they’re flying on long-haul aircraft equipped with Panasonic Avionics’ Ku-band satellite-supported Internet or short- and medium-haul aircraft with Inmarsat GX. But without service level agreement (SLA) standardization in place, Lufthansa is encumbered in its ability to really judge how they’re faring, according to Lukas Bucher, head of connectivity at MRO giant Lufthansa Technik, which has a long history of installing connectivity systems for airlines. This lack of standardization is among the reasons why Lufthansa Technik is participating in the Airline Passenger Experience Association’s (APEX) Connectivity Working Group (CWG), which aims to establish uniform measurements for the effectiveness of inflight connectivity (IFC).In terms of service quality, said Bucher, “the most important part” is to make the airline happy by ensuring it has aircraft “that are online and reliably online and preferably always online, which has been a big headache with respect to quality of service as such over the last few years, many years, and that is getting better. [It’s] still not where it is supposed to be so we are – outside of doing operational projects and product improvements [and] whatever we can support to make that happen – also working on standardization as part of the APEX working group for SLA standardization.”The APEX CWG is chaired by Lufthansa Technik manager strategy and business development Dr. Stephan Schulte. “We chose a bit more than a year ago to head that activity because we do believe that there is so far limited interest by the existing big connectivity providers to standardize because they all have their pros and cons and if you standardize, that is going to go away to some extent,” explained Bucher to RGN at the recent Aircraft Interiors Expo in Hamburg. “So even though they are working along, I guess we are the ones with some others that think that this is absolutely crucial to make that a better situation.”He refrained from judging or comparing the Panasonic Ku solution with Inmarsat GX, noting: “I don’t think it would be smart to comment on that because eventually it would be a very subjective opinion since there are no standards to measure SLA.”Last fall, Panasonic and Inmarsat agreed a strategic collaboration that will see Panasonic sell the Ka-band GX solution to airlines, whilst still investing in its own Ku network. Will the fact that Panasonic is now selling GX as a creative partner make life easier in terms of standardization work, RGN asked Bucher. “I don’t know,” he said flatly. “Honestly I believe that they do not know exactly how that will work out. We are certainly working with both. We’ve been working with Panasonic for years. We have been working with Inmarsat and Honeywell [the GX terminal unit provider] extensively. And we do see that there might be some merit of that partnership. How exactly that is going to work out for the airlines and the end customer, the passengers, I am not yet certain, but certainly it seems to be on the right track.”At the end of the day, however, it’s really up to Panasonic and Inmarsat “to be jointly better”, said Bucher, “because eventually they’re still in competition with others”. Those competitors include providers that will exploit shared satellite networks involving LEOs or MEOs together with GEOs, which in turn will add complexity to APEX’s standardization work because, traditionally, the conversation has been around GEO-only constellations supporting IFC. “Nowadays latency as such is of – well nobody likes it – but it is of less relevance because satellites are far away, they are geostationary and the time for light to get there and back hasn’t changed,” noted Bucher with a smile. “So only if we do see new constellations we will see changes which might have an effect and should be considered as part of an SLA…”Lufthansa Technik’s partners are already preparing for this new world order, which will require further investment, said Bucher. “Eventually they all will have to move forward. With the current economical situation, some of the big ones out there that might be a bit difficult for them. They also probably wouldn’t tell you at a show like we are right here. But somebody who is cash strapped might have a different situation then somebody who is well positioned. And there will be investment required not only by those parties but many other parties to make the new ecosystems happen.”While deep pockets are still clearly required to play in IFC, Bucher believes airlines may increasingly “take more of a stand on what they really want to do, maybe also including some financial aspects but really nobody knows how that is going to work out I guess”.Relative to whether airlines might bring more connectivity work in-house, he added: “Well there has obviously not been any decision or anything like that but depending on how the situation evolves – and don’t forget about data protection rights, which are changing an aspect when it comes to what does the business model look like – certainly it is smart to look at the situation. It is certainly smart to think about how could it be done differently and whether that would include having more parts done internally and be more vertical or not. I guess that is an open and maybe only starting discussion.”Yet, as next generation IFC systems, services and models emerge, Lufthansa Technik feels well-placed to meet the MRO needs of airlines, with Bucher noting that “one thing that is currently about to start is – and we do see that very slightly – is that there are airlines with various aircraft types out there that do have some type of connectivity solution flying and they are some way or the other approaching the end of their contract or the end of their patience maybe also and therefore are looking for alternatives which eventually very physically requires some changes to the aircraft and there is not really that many airlines that had to do that. Maybe the only real big known campaign was ourselves because we had to somehow modify Connexion by Boeing after [it shuttered] to be Panasonic suitable.”So, Lufthansa Technik is readying for connectivity system transitions that will see airlines swap one system for another. Such work has already started in the United States, with Gogo air-to-ground systems being replaced by satellite solutions (be that, for instance, Gogo 2Ku or Viasat Ka) and Southwest Airlines’ recent announcement that it is removing Panasonic IFC systems from its aircraft.But Bucher suggests that others in the US, plus some European carriers “and some in Japan might be getting to the point that they are more and more facing that issue and I guess that is one of the areas where we are very fortunate to have a lot of experience already. So we might see some business.”Related Articles:Seamless Air Alliance lab work begins with multiple players at SprintGloves are off as Viasat CEO talks IFC opportunitiesExclusive: Southwest Airlines and Panasonic Avionics part waysPanasonic to sell GX connectivity to airlines in deal with rival InmarsatPanasonic assures it is committed to XTS plan despite Inmarsat pactIntelsat, OneWeb work to bring new economics to Ku connectivityDelta deepens involvement in 2Ku MRO in face of reliability issuesLufthansa rethinking IFEC experience with an eye on future-proofingLufthansa carries a big stick and it’s called TechnikLufthansa carries a big stick and it’s called Technik
They say may you live in interesting times. And I think it’s fair to say that the last two years have qualified as interesting, and for many people, very concerning times and even very frightening times.In society, it seems as if we often take two steps progressively forward, only to take one step back. Or we take one step forward, and two steps back. And living in the United States, I can tell you that, as a woman, it feels like we’re doing a lot of the latter these days.Those steps back in society have a very real, very negative impact on human lives.But in aviation, there is also a to and a fro, a push and a pull, and the need to balance revenue generation and profit-making with meeting the needs of the modern passenger.Our industry succeeds on many fronts, but it is also clear there is work to be done to ensure a safer experience, a more pleasant experience, and indeed, a more humane and dignified experience for passengers, including passengers with reduced mobility and disabilities.When I first became an aviation journalist, many in industry referred to the passenger as the end user. Doesn’t that rather sound clinical? The end user.The world wide web, mobile devices, mobile connectivity, and social media helped to change that narrative. We don’t talk of end users anymore. We talk of passengers. We talk of people. We talk of human beings.And we must talk of people, not only because respecting one’s humanity is the right thing to do, but because it is also good business to consider your customer.Thankfully, the airline passenger has an increasingly loud and impactful voice, a voice that is helping to bring balance to the discussion of people versus profits.Would we have seen the worldwide grounding of the Boeing 737 MAX if passengers were not mobile, social and vocal? I think we know the answer to that question.In the last two months, myriad travelers have expressed fears about flying the MAX even after the FAA gives its stamp of approval for service re-entry, and airlines begin weaving the type back into their operations.Some pilots have also voiced their concerns. Retired hero pilot, Captain Chesley Burnett “Sully” Sullenberger, in March decried the “too cozy” relationship between industry and regulators, and suggested in a blistering Op-Ed that, “Boeing has focused on trying to protect its product and defend its stance, but the best way, indeed the only way, to really protect one’s brand or product is to protect the people who use it. We must not forget that the basis of business, what makes business possible, is trust.”Of course, as Sullenberger noted, Boeing is not alone in seeing an erosion of trust. The spotlight is also quite rightfully trained on the US Federal Aviation Administration, whose stated mission – lest we forget – “is to provide the safest, most efficient aerospace system in the world”.Importantly, the FAA’s vision is defined thusly:We strive to reach the next level of safety, efficiency, environmental responsibility and global leadership. We are accountable to the American public and our stakeholders.Yet an internal FAA review has tentatively determined that senior agency officials didn’t participate in or monitor crucial safety assessments of the MAX flight-control system at the heart of the probes into the Lion Air and Ethiopian Airlines crashes, the Wall Street Journal is reporting today.As industry eyes a re-entry into service of the MAX, it is imperative that trust be restored not only in the airframer but in the agency tasked with keeping passengers safe. One idea presented here on RGN, by Canada’s transport minister, and indeed by some (though not all) pilots is that MAX pilots should receive mandatory flight simulator training to learn how to use the new software on the twinjet, before they can fly.Though simulator training for pilots might not convince deeply fearful flyers to board the MAX, it would help to instill confidence at a time when there is precious little.An industry that ignores passenger voices does so at its peril. A governmental body that wipes its hands of its core duties begs for a correction.Related Articles:Opinion: Boeing must give maximum assurance on 737 MAX airworthiness MAX pain could see some suppliers gain, but nobody is celebratingIn Conversation: AIX 2019In Conversation Transcribed: AIX 2019#PaxEx Podcast: Why people and profits must be balanced in aviation#PaxEx Podcast Transcribed: Why people and profits must be balancedPodcast 065: Max Flight and Mary Kirby on why no-MAX flightCanada, US ban 737 MAX flights citing new dataEditorial: Passengers must help to keep industry’s nose cleanNTSB calls for FAA to fill the safety gap on Part 135 operationsOpinion: Passengers scheduled on MAX forced into impossible decisionNorth American carriers express confidence in MAX; union wants probeLion Air crash should remind us not to rush to judgment
Singapore Airlines recently launched a brand new service to Seattle, capping a year-long push to increase flights to North America.The airline invited Runway Girl Network to join the inaugural flight between Seattle Tacoma International Airport and Singapore’s Changi Airport in business class. While SIA comped the Airbus A350-900 flight and one night at a hotel, our opinions remain our own.Preflight festivities are always a good time. The inbound aircraft landed at Sea-Tac with a water cannon salute, and a rainbow.Executives from the airport and the airline welcomed the new flight, and boarding passengers were provided a goodie bag complete with aircraft model.The flight to Changi took off a bit late, which is hardly unusual for first flights out of a new station. With 15 hours aloft, there’s a lot to cover, so let’s dive right in.One of the highlights is Singapore’s world renowned catering, and this flight did not disappoint. A black cherry flan, inspired by Seattle’s renowned cherries, was delicious. A baked chicken entree with cheese shavings, rosemary, and veggies was absolutely superb, ranking as one of the best meals I’ve ever had in-flight. And a surprise mid-flight snack of local Top Pot doughnuts was a welcome treat.But what struck me were some of the smaller points.First, the portion sizes. The airline has moved away from gut-busting entrees and appetizers, moving to smaller plates overall across the board. I still had a culinary adventure during each of the two meal services, while not being so overfull that I’d need to be rolled off the plane after landing. I like that.It’s Singapore, so if dinner wasn’t enough or you simply wish to engorge yourself, you can. Snacks between meals range from guilty pleasures like chips and chocolate to quasi meals such as sandwiches and soups. Drink service continues throughout with a range of wine, spirits, and cocktails/mocktails.Second, food waste. It was refreshing to see so many plates, my own included, headed back to the galley virtually clean. In an industry that, when put into perspective, borders on luxury, on an airline that prides itself – quite rightly – on being luxurious, its great to see a focus on reducing waste.Third, mocktails don’t get enough love. I enjoy a great whiskey, but on long flights alcohol isn’t my friend. The mocktail, of which Singapore offers a dozen or so, offers a way to taste something new and interesting while staying hydrated. I’d love to see more airlines move into this space.The seat itself is generally good. Singapore outfits the business class cabin with 42 seats in a two-cabin, industry standard 1-2-1 configuration. I had seat 19A, a bulkhead at the foot of the second cabin. It has all the usual accouterments, like international power ports, USB chargers, seat controls, reading lights, storage, and a clever vanity mirror.The inflight entertainment screen is enormous and fantastically crisp, and the mattress topper was exceptionally comfortable. I appreciated the ‘do not disturb’ button, and the additional privacy afforded to those in bulkhead seats like mine. The three pillows and large duvet were great, too. And the 28” of seat width is virtually palatial.The bespoke Jamco seat only partially reclines into a lounge position before stopping. To go full flat requires putting the seat back full and upright, getting out of the seat, and then folding it over into a bed. The relatively small pitch of 60” requires a footwell to accommodate the full 78” length, which isn’t unusual, except that the seat design requires the passenger to sleep angled across the seat instead of inline. It doesn’t bother me, but I know it definitely bothers others.Singapore stocks its Panasonic Avionics-driven IFE system extremely well, with well over 1,000 TV shows and movies to choose from and almost the same number of music options. The screen can only be controlled via a tethered remote, which itself has its own screen. The system is intuitive and easy to use.The airline offers 49 shows with complete seasons available, including my favorite, Barry, which I binged-watched straight through. It is a welcome change to the usual two to five seasons that many other airlines carry.A handful of wellness videos provide realistic ways to keep as limber as possible on a long flight. And for those wondering, yes, Sleepless in Seattle was available for viewing.The Internet, also provided by Panasonic, was a little off on the flight. Passengers were treated to 30MB of free data, after which prices ranged from $5US for 15MB to $15 for 300MB.The free package disappeared in six minutes flat checking emails alone, while a $10 100MB plan installed on my phone lasted a big longer when restricted to chat apps and basic email. Business class passengers were supposed to receive 100MB free, but for whatever reason it did not work and was not redeemable.The flight landed on time 15 hours later at 5pm the next day. The timing is fantastic, and lines up well with both evening regional connections onward or adjusting to the new time change. Had this flight been available when I was flying to Southeast Asia in July, my journey would’ve been cut down by eight hours.Overall, it’s a great new addition for Seattle, and one I imagine I’ll be utilizing again soon.All images are credited to the author, Jeremy Dwyer-LindgrenRelated Articles:The surprisingly unexciting business class seats on the longest flightsWhy Bangkok Airways deserves its award-winning reputationSlow down, do the research for a PaxEx win on low-cost carrier AirAsiaCathay Pacific chairman John Slosar ready for LCC HK ExpressThe good and the meh of Korean Air PaxEx aboard the 787-9Simple touches don’t go unnoticed on Jin Air 777 short-hopThoughtful mocktails Nudge passengers away from over-imbibingMalaysia Airlines’ new CEO wastes no time in creating new MASPress release: Panasonic, Singapore Airlines introduce personalized IFEPress Release: Singapore Airlines A350 with Thales IFEC enters service
Suica and PASMO are IC card used for traveling by train in Japan. It’s a prepaid type card it prevents wasting time with figuring out train fares and buying singular tickets. You can buy these kind of IC cards all over JApan but they are named differently in different regions.As the Suica Card is a prepaid card, you might charge a large sum of money at once to prevent charging over and over again. This might result in a larger sum of money left on your Suica when you leave Japan.You can not use these cards outside of Japan. Some people like to keep them as a souvenir or to use when they come back to Japan. The money on the card doesn’t expire for ten years, so it possible to use it again if you plan on returning to Japan.However, if you do want to exchange your Suica Card and get your money back instead, we’ll tell you how.Where Can I Refund My IC Card? Suica and Pasmo IC Cards – How To Purchase Your Own Suica refunds can only be done at East Japan Railway Company stations where Suica cards are issued. If you leave the Greater Tokyo Area, you can use your Suica card but won’t be able to refund it. Be mindful about this in case you are planning to travel around Japan.This rule is the same for all the other IC cards available in Japan. For example, you can perform the refunding process for ICOCA cards in the West Japan Railway Company area, and in the Central Japan Railway Company area for TOICA cards. Don’t Panic! Reissue Your Lost Suica Card! Even if you are in the Tokyo area, you won’t be able to get a refund at stations or bus offices other than those operated by JR. JR stations have the JR mark. How To Charge Your Suica Make Shopping In Japan Easier With A Suica Card Luggage-free Sightseeing! How To Use IC Card Coin Lockers At JR stations, there are consultation and travel offices called Midori-no-Madoguchi also known as Ticket Office. This is where you can refund your Suica card. Just look for their green writing. All you have to do is tell the staff that you want a refund, and they will start the procedure. Don’t worry, most of the staff should speak at least simple English.How is the Suica Refund Calculated?Please note that you will be charged a commission fee of 220 yen in order to get a refund of the money in your Suica card. However, you will also get back the 500 yen deposit you paid when purchasing your Suica card. If your remaining money in your card is less than 220 yen, you will only receive your deposit of 500 yen.The amount you receive will be calculated like this:Remaining Balance – Commission Fee (220 yen) + Deposit (500 yen) = Refundable AmountRefund or Keep your Suica Card?You will have to return your Suica card if you want your refund. If you don’t want to pay a commission fee of 220 yen or want to keep your Suica card as a souvenir, you can’t get a refund.An IC card can be a fun souvenir from your trip with many memories attached, so chose wisely!Read also
Rabat – ‘King of Rai’ music Cheb Khaled has been convicted for stealing the song, Didi, one of his biggest hits, from another Algerian Rai music singer. “Didi”, the 1993 hit is by far Cheb Khaled’s most famous song. It became popular throughout the Arab World and also in Asia, where it entered musical top charts in India and Pakistan, and in Europe, including France, Belgium and Spain.The song was also used in a Bollywood film titled Shreeman Aashiq and was played during the inauguration ceremony of the FIFA World Cup 2010 in South Africa. However, on Tuesday, April 7th, the song’s originality was called into question when a Paris Court convicted Cheb Khaled for stealing the song from another Algerian Rai singer called Cheb Rabah.The court ordered Cheb Khaled to pay Cheb Rabah 100,000 euros as compensation for non-pecuniary damage and an additional 100,000 euros in compensation to his moral copyright law.The court took into consideration that Rabah Zeradine, better known as Cheb Rabah, a composer, author and a Rai performer, lost a chance to gain significant reputation due to the song’s success, Jeune Afrique reported.“This is a success that was based on a lie,” said Jean-Marie Guilloux, the plaintiff’s lawyer. Meanwhile, Cheb Khaled’s lawyer, Laurence Goldgrab announced his client’s intention to appeal the verdict.
Twitter To kick off our Career Style Special, we gathered the power players behind Toronto Fashion Week (which is on from September 3 to September 5 in Yorkville), from the executive director to one of the designers, and chatted all things work, fashion and conquering the hustle—while wearing Canadian fashion, of course.NATHAN CYPRYSErika Larva (left) wears a Pink Tartan shirt and Carolyn Quinn wears a Victoria Hayes dressTHE EXECUTIVE DIRECTOR: CAROLYN QUINNGo-to Canadian designers: Greta Constantine, Smythe, Jenny BirdCarolyn Quinn is one of Canada’s top champions of home-grown fashion talent. “I wear Canadian during Fashion Week, but I also wear Canadian the other 362 days of the year,” she says. Quinn’s day-to-day wardrobe is stocked with bright colours, metallics and sparkle. She pulls tailored pieces into her office looks to create balance: “I love Smythe—they have the perfect little jackets to wear to the office over my dresses.” NATHAN CYPRYS Login/Register With: Facebook Advertisement LEAVE A REPLY Cancel replyLog in to leave a comment Advertisement
Listen now to Celine’s 3 new songs: Imperfections, Lying Down and Courage. 🔥Album available for pre-order now before the official release on November 15th. – Team Celine 👉 https://t.co/zStYvl3LEfhttps://t.co/mne6qQAUis pic.twitter.com/l4R48ra3el— Celine Dion (@celinedion) September 18, 2019TORONTO — Canadian pop superstar Celine Dion has teamed with contemporary hitmakers on three newly released ballads as she launches a world tour Wednesday.Dion, who plays three shows in Quebec City this week to begin the Courage World Tour, drops her first English-language album in six years in November titled “Courage.” LEAVE A REPLY Cancel replyLog in to leave a comment Facebook Celine Dion dropped “Courage,” “Lying Down” and “Imperfections” from her “Courage” album to be released November 15. (Andrew Whelan/Sony Music) Advertisement Advertisement “You can’t take this from me. Can’t you see I won’t take this lying down,” she sings in the inspirational power-ballad “Lying Down,” co-written by “Chandelier” singer-songwriter Sia, who she teamed with on the 2013 track “Love Me Back to Life,” and French DJ David Guetta.On the smooth “Imperfections,” co-written by pop singer-songwriter Lauv, she sings of a need to love herself before she can love somebody else: “I got my own imperfections. I can’t hold your heart when I’m fixing mine.” Login/Register With: Advertisement Twitter
Speaking at a press briefing in Geneva, a spokesman for the UN Relief and Works Agency for Palestine Refugees in the Near East (UNRWA) said the entire Gaza Strip was currently under “economic strangulation,” as it was divided into three parts, with internal checkpoints which were closed most of the time. All movement inside the Gaza Strip was severely restricted, while only international staff could go from Gaza to Israel. The movement of goods was also “very, very limited,” said Rene Aquarone, noting that there were serious shortages of food, cement and animal fodder. UNRWA had loaned 250 tons of flour to the Palestinian Authority to sell to bakeries for bread, but a result of the shortage of cement, 54 of the Agency’s 67 employment generation projects were suspended. On the West Bank, the centre of Bethlehem was still under a curfew lifted every five or six days, Mr. Aquarone said. During those “windows of opportunity,” UNRWA and other UN agencies attempted to deliver food and medical supplies. In Nablus, which had been the object of considerable destruction, the body count was quite high. In Jenin, where an area of about the size of four football fields had been completely flattened, UNRWA estimates that $41.3 million would be needed to reconstruct the camp.The UN Assistant Emergency Relief Coordinator, Ross Mountain, who has just returned from a mission to the occupied territories, said both the Palestinians and the humanitarian agencies faced problems of access. Noting that closures deprived all Palestinians who had been working in Israel of their income, he said the signs were not good that the closures policy would soon be relaxed.Meanwhile a spokesperson for the World Food Programme (WFP) said that security restrictions had prevented the agency from reaching many Palestinians. WFP was currently negotiating with the Israeli authorities for access into the territories to distribute of food. In a related development, a senior World Health Organization (WHO) official met in Ramallah yesterday with the Deputy Palestinian Health Minister, who voiced concern over problems arising from restrictions on the movement of health workers, as well as shortages of vaccinations and potential dangers posed by the drinking water.
Mauritania, Senegal and Mali are most threatened by the swarms coming from their spring breeding areas in northwestern Africa, with many more expected also in Niger and Chad in the coming weeks, the agency warned.”A dramatic increase in locusts could threaten crop production during the coming months,” FAO said. “Additional international aid is urgently needed to supplement the major efforts already made, in particular by the countries concerned, and to prevent the situation from developing into a plague.”Due to the size and number of the current locust infestations, effective control can only be carried out by conventional pesticides, according to FAO. More than 4 million hectares have been treated so far in Algeria, Morocco, Tunisia, Libya and Mauritania.FAO said that to respond better to future emergencies, longer-term support is also needed to strengthen national capacities in early warning, early reaction and research within the agency’s Emergency Prevention System for Transboundary Animal and Plant Pests and Diseases.The costs of the last locust plague in 1987-89 amounted to more than $300 million, with control operations carried out in 28 countries.
At a three-day regional workshop in Nairobi, Kenya, representatives of 16 African countries, the EC, the European Union’s executive arm, and the UN Human Settlements Programme (UN-HABITAT) agreed that the overwhelming challenges of rapid urbanization could only be addressed by partnerships.UN-HABITAT said Africa needed to develop sustainable human settlements that would include the Millennium Development Goals (MDGs) by protecting the environment, providing good infrastructure and promoting economic growth, social equity, poverty reduction and cultural and ethnic tolerance.“Africa now has the world’s highest urbanization rates with an annual rate of urban growth of about 4 per cent – almost twice that of Latin America and Asia,” it said. “Currently, 37 per cent of the total African population lives in cities, but the figure is expected to rise to 53 per cent by 2030.”The participants said urgent help was needed with housing policy formulation, urban planning and management, environmental urban management, collecting and analyzing urban development indicators and statistics, participatory urban governance, decentralization and strengthening of local authorities, and housing and infrastructure finance.The problems that needed addressing also included post-disaster rehabilitation and reconstruction, urban safety, urban-rural linkages, safe water supplies, adequate sanitation, preventing the spread of HIV/AIDS and enhancing its treatment.
USA Basketball head coach Mike Krzyzewski on Friday made his final cuts before the 2014 FIBA World Cup, slicing the team’s roster to 12 players. So we now know who will represent the Stars and Stripes in Spain next week. But how does this year’s edition stack up to previous versions of Team USA?To measure this, I used Statistical Plus/Minus (SPM), a box-score-based metric that tries to estimate a player’s on-court influence per 100 possessions. (For current players, I’d normally use ESPN’s Real Plus/Minus, but for this exercise we also need numbers for players going back to the early 1990s.) By averaging together each player on a given team’s NBA performance in the seasons before and after a particular international tournament — both FIBA events and the Olympics — we can approximate how much talent each American roster had to work with. (The full rosters are in a table at the end of this post.)A few notes: For this year’s team, I used minutes from the 2014 Team USA exhibitions, excluding players who were cut. I also averaged the players’ 2013-14 performance with what we’d predict for 2014-15 using the rough SPM projection system we’ve employed over the summer. The 1998 team wasn’t included because few of its players were in the NBA. Finally, Magic Johnson didn’t play in 1991-92 or 1992-93, so I used his SPM from 1990-91 and deducted 0.4 rating points per an aging curve I computed.It comes as no surprise that the U.S. saves its best rosters for the Olympics. Including the fabled 1992 Dream Team at No. 1, each of the four most gifted American teams on our list were sent to the Summer Games, and the drop-off between No. 4 (the Redeem Team of the 2008 Olympics) and No. 5 (the 2006 FIBA World Cup squad) is substantial.You can also trace USA Basketball’s twisting path over the last two-plus decades by looking at these team ratings. The 1992 and 1996 Olympic teams were every bit the powerhouses their reputations would suggest, but the 2000 and 2004 versions were considerably weaker, culminating in an embarrassing performance in Athens. (That 2000’s team still won gold, however narrowly, while the 2004 squad fell to bronze probably speaks to how much teams in the rest of the world improved in the intervening four years.)The humiliation of 2004 would lead to a renewed commitment to American basketball dominance, headed up by the brain trust of former Phoenix Suns executive Jerry Colangelo and Krzyzewski, the Duke University coach. Unlike the U.S. teams sent to the 1994, 1998 and 2002 FIBA Worlds, the 2006 team (and the subsequent 2007 FIBA Americas team) was nearly Olympic-level in quality, and the 2008 Olympic squad was the best the U.S. had fielded since 1996 — the lessons of the weak 2004 selection were duly heeded.This year’s team is of roughly the same quality as the 2010 FIBA Worlds team (the U.S. tore through that tournament without losing). There is no LeBron James or Kevin Durant on the roster, but Stephen Curry, James Harden, Anthony Davis, Kyrie Irving, DeMarcus Cousins and company still make for a formidable group. (Our projection, based on last year’s numbers, also considers Derrick Rose to be a below-average player, which may be badly underrating him if Krzyzewski’s impressions from the exhibition season are correct.)This isn’t the best team the U.S. has ever had to offer, but it’s above the usual standards of FIBA World Cup fare, 2006’s vengeance-minded selection notwithstanding.CORRECTION (Aug. 27, 10:22 a.m.): A previous version of this article incorrectly said Mike Krzyzewski was Duke’s former men’s basketball coach. He is the current coach.
Share this:Click to share on Twitter (Opens in new window)Click to share on Facebook (Opens in new window)RelatedFourth mining fatality recorded for 2019April 15, 2019In “latest news”Another miner killed in mining pit cave-inOctober 2, 2018In “Business”Mining operation that resulted in child’s death was operating illegally- PoliceDecember 29, 2018In “Crime” A teenager was on Monday afternoon killed after the mining pit in which he was working caved in at Oko Baramally Sand Hill Backdam, Linden Region 10.The dead man was identified as Emanuel Narine of La Granger Village, West Bank Demerara. He was reportedly working along with others in a mining put at Oko Baramally Sand Hill Backdam when the pit caved in, completely covering him.According to the police, the teenager might have suffered a broken neck and later succumbed to his injuries.Emanuel’s brother, Orwin Narine would have informed the relevant authorities some three hours later after the mining pit caved in. Police are presently investigating the circumstances leading to the teen’s death.