CRFM, CDEMA sign agreement to enhance disaster management, resilience in fisheries

first_img Sep 10, 2020 ‘Step In our Shoes’ – Dr. Carla Barnett Sep 4, 2020 Oct 7, 2020 Make COVID Recovery ‘a true turning point’ for people and… The CRFM Executive Director said: “This MOU was prepared to facilitate enhanced cooperation between the CRFM and CDEMA, recognising the need for effective and progressive responses to the urgent and growing threats of climate change and associated hazards, as well as the vulnerability of our fisherfolk and fishing communities which constitute a very important part of our food production system.” Immediate attention will be given to cooperation for sustained support for the Fisheries Early Warning and Emergency Response (FEWER) ICT Solution that had been spearheaded by the CRFM during 2017-18 in the course of the Regional Track of the Pilot Programme for Climate Resilience (PPCR), supported by the Inter-American Development Bank and The Mona Office of Research and Innovation (MORI) at the University of the West Indies (UWI), Jamaica. Other areas of cooperation include joint project initiatives, training, capacity building and awareness activities, data and information collection and dissemination, and a support mechanism to help CARICOM countries and fishing communities prepare for and manage the threats and risks arising from manmade and natural hazards, including storms and hurricanes. The agreement also addresses post-disaster rehabilitation and recovery support for the restoration of services, infrastructure and livelihoods, as well as the restoration of the physical and ecological integrity of the affected coastal ecosystems. In commenting on the signing, the Executive Director of CDEMA indicated that, “This represents CDEMA’s commitment to partnerships with other regional Institutions in an effort to advance resilience.” He expressed enthusiasm that CDEMA would be able to support the hosting infrastructure for the FEWER ICT Solution. Mr. Jackson furthermore pointed out this was in keeping with CDEMA’s role in advancing a comprehensive programme for Multi-Hazard Early Warning Systems, as well as serving as a regional hub for warning infrastructure.FEWER reduces fishers’ vulnerability to the impacts of climate change but also allows them to share local ecological knowledge to inform climate-smart fisheries planning and management, decision-making, as well as risk management in the fisheries sector. During 2017-18, the CRFM, IDB and UWI ICT experts worked with government authorities and fishers in Dominica, Grenada, Saint Lucia, and Saint Vincent and the Grenadines to pilot the development of the FEWER. The CRFM-CDEMA partnership is an essential step towards sustainably rolling out FEWER to other countries. The CRFM’s Ministerial Council had signaled its support at its 13th Regular Meeting held this June 2019 in Saint Kitts and Nevis, for the CRFM’s partnership with CDEMA, which had been developing as both CARICOM inter-governmental agencies mobilized to support to Member States in the wake of Hurricanes Irma and Maria in September 2017. In October 2018, the Council approved a protocol on climate change and disaster risk management under the Caribbean Community Common Fisheries Policy, for which the CRFM has the implementation lead.The CRFM has also been working with the CCRIF and World Bank to introduce risk insurance to protect the fisheries sector against disasters. The Caribbean Oceans and Aquaculture Sustainability Facility (COAST) Parametric insurance policy for the fisheries sector was launched at the beginning of July 2018. The policy was developed by CCRIF and the World Bank with support from the Government of the USA. The 17 Member States of the CRFM are also members of CDEMA. They are Anguilla, Antigua and Barbuda, Commonwealth of the Bahamas, Barbados, Belize, Commonwealth of Dominica, Grenada, Republic of Guyana, Haiti, Jamaica, Montserrat, St. Kitts and Nevis, Saint Lucia, St. Vincent and the Grenadines, Suriname, Republic of Trinidad and Tobago, Turks and Caicos Islands. The Virgin Islands is the only CDEMA member that is not a member of the CRFM. Share this:PrintTwitterFacebookLinkedInLike this:Like Loading… NASA Features Belizean Scientist, Emil Cherrington and… center_img CRFM fast tracks protocol for climate change, disaster risk management in fisheries, aquacultureBELIZE CITY, BELIZE, (CRFM)—We know from the devastation wrought in the Caribbean last September by Hurricanes Irma and Maria, just how important it is for the region to step up its game in tackling climate change and the risks posed by natural disasters. The Caribbean Regional Fisheries Mechanism (CRFM) has…February 26, 2018In “CAHFSA”Region advancing protocol on Climate Change, Disaster Risk Management in FisheriesBELIZE CITY, BELIZE, THURSDAY, 19 April 2018 (CRFM)—Fisheries officials from Member States of the Caribbean Regional Fisheries Mechanism (CRFM) met on 18 April, 2018, at the Montserrat Cultural Centre. The meeting was held to review and validate the Draft Protocol to Integrate Climate Change Adaptation and Disaster Risk Management in…April 19, 2018In “CARDI”Caribbean prepares to pilot COAST insurance to protect fisheries sectorBelize City, Belize, (CRFM)—The Caribbean Regional Fisheries Mechanism (CRFM) will conclude a two-day working group meeting at the Ramada Belize City Princess Hotel today. The meeting was being held to advance the implementation of a risk insurance facility for fishers in the Region. When Fisheries ministers from CRFM Member States…January 10, 2017In “Belize”Share this on WhatsApp Greater Focus on Regional Agriculture Sep 3, 2020 You may be interested in… (CRFM)—The Caribbean Regional Fisheries Mechanism (CRFM) recently signed a memorandum of understanding with the Caribbean Disaster Emergency Management Agency (CDEMA) to enhance comprehensive disaster management and climate change resilience in the fisheries and aquaculture sector within the Caribbean Community (CARICOM). CRFM Executive Director, Milton Haughton, signed the MOU for CRFM while the Executive Director of CDEMA, Ronald Jackson, signed on behalf of CDEMA. The signing took place during the Tenth General Meeting of the Caribbean Community (CARICOM) and the United Nations (UN) System, on Wednesday, 24 July 2019, in Georgetown, Guyana.last_img read more

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Seaport Museum: Fish Out Your Photos

first_imgIndependent/EESMMFCalling all true locals: You know who you are, and you’ve heard all the stories about how things used to be, because you’ve got a good three generations of East End running through your veins. Or even if your parents just owned a house out here back in the day, the East End Seaport Museum & Marine Foundation in Greenport still wants you to submit whatever photos or memorabilia you can fish out from the 1950s and ‘60s for next month’s exhibit featuring the aforementioned decades, all of which will be catalogued and then returned, according to EESM’s chairman, Paul Kreiling.“The Southold Historical Society was doing a show on the waterfront and stopping in the early ‘50s, so I decided why not do the ‘50s and ‘60s — just do a continuation of that show,” Krieling said.“History is history, but history doesn’t have to be dusty tomes,” he said. “I’ve got pretty interesting stuff coming in.” The new chairman is looking for submissions from those that may have slides, photographs, fishing gear, or other memorabilia left over from these divergent decades when farming and fishing began to give way to waterfront and resort living with a strong middle-class representation from those making a good living at Grumman.Kreiling, an artist and sailor who grew up on the North Fork, was elected to the board of EESM last April and said the museum foundation’s reinvigorated board is excitedly taking on a new chapter and approach to maritime history.“The tourist industry was all the way along. It never stopped, but the base industries that were here started to become less successful because a few storms hurt the oysters; some groups were overfishing; they dredged the creeks, so the nursery was not as good — a number of factors happened that turned it more into a resort area than a farming/fishing community. But there were always party boats. There were always people coming out from Brooklyn for weakfish and whatever. That never stopped,” he noted.Kreiling said people can continue to feel free to submit whatever they may be able to lend the museum leading up to — and even during — the projected run, so the show continues to evolve and give repeat visitors a more complete picture of retro life on the East End. Those with photos or memorabilia to lend EESM, or who are just looking for more information about upcoming programs and events, can visit www.eastendseaport.org. To make an appointment, call 631-477-2100.gianna@indyeastend.com Sharelast_img read more

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SCT&E Chairman Speaks at LNG 360 Degrees Forum, USA

first_imgGreg Michaels, Chairman and CEO of Southern California Telephone & Energy (SCT&E) and subsidiary North Energy Central (NEC), was invited to speak at the annual LNG 360˚ Forum, Latin American & Caribbean in Houston, Texas. Michaels was featured as an industry leading speaker among the following: Manuel Perez Duduc, President of AES Corporation, Panama, Rudolf Araneda, CEO of GasAtacama, Chile, Javier H. Estrada, Secretaria de Energía, Mexico, and Hugo V. Hodge, CEO of Water and Power, US Virgin Islands.Chairman Michaels returned from the weeklong conference in Houston, Texas, where the topic of discussion centered on the commercial and strategic opportunities for LNG projects and partnerships in the Americas. Michaels said, “The outlook for LNG in the Caribbean and Latin America looks great. With the development of affordable shale gas here in the United States and the ability to easily export our American natural gas to Free Trade partners, this opportunity will not only benefit and strengthen our neighbors but will create significant long-term jobs right here at home.”SCT&E is currently looking at LNG-powered generation projects in several Latin American countries where the need for a source of affordable and clean fuel is urgent. SCT&E’s subsidiary, NEC, currently has secured a Memorandum of Understanding with the government of the Dominican Republic to develop a 400 megawatt natural gas fired power plant. While at the conference, Michaels spoke of the challenges and benefits of delivering LNG to Latin America where infrastructure is needed to receive LNG. While in Houston, Michaels met with potential investors and interested equity partners for the project in the Dominican Republic.[mappress]Press Release, January 24, 2014; Image: AES Dominicanalast_img read more

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Eni picks TOOLS for Goliat

first_imgEni Norge has entered into a contract with TOOLS for the provision of services and supplies to the Goliat FPSO, leading to a further buildup of activity for the supplier in Hammerfest.According to Eni, the contract extends over a period of three years, plus options, and includes the provisions of tools, pipes and fittings, transmissions, cleaning products and other suppliesfor the Goliat project. The contract will be administrated from the TOOLS offices in Tromsø and Hammerfest, adding increased activity and employment particularly in Hammerfest.Eni says that the Goliat platform is expected to arrive in Hammerfest by early April, before tow out to the field. To remind, the Goliat FPSO was towed on board the transport vessel Dockwise Vanguard on February 2.Furthermore, production start up of Goliat, the first oil field to come into production in the Barents Sea, is planned by mid 2015.[mappress mapid=”1240″]last_img read more

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Clipper moves Indo-African shipment

first_imgThe heaviest single piece weighed 75 tonnes – although the most challenging part of the project was the unusual size of the structure.The loading operation at Bintan Island took four days. Thereafter, Clipper Galaxy sailed for Angola to discharge its cargoes at Lobito and Luanda.www.clipper-group.comlast_img

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Murder investigated

first_imgPolice have opened a murder case after the body of 39-year-old Thurston Micheals from Boekenhout Street, Bonteheuwel, was found on the corners of Bracken and Bramble streets, Bonteheuwel, on Tuesday August 23 at 4.10am. Bishop Lavis police found the man with a bullet wound in his head, he later died in hospital due to his injury. No arrests have been made yet.Anybody with information can call Captain Marie Louw at Bishop Lavis SAPS on 082 302 8437.last_img

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Deregulation changes the face of Canadian railroading

first_imgSince the Canada Transportation Act came into force in 1996, the country’s rail industry has undergone a dramatic transformation, with modernisation and restructuring at the two big national operators matched by a mushrooming of small and medium-sized feeder railways,Bob Ballantyne is President of the Railway Association of Canada, and Roger Cameron is General Manager, Government & Public RelationsTHIS YEAR, the Canadian government is to launch a review into the effectiveness of the Canada Transportation Act, which came into force during 1996. But it is already clear that the Act has succeeded in its aim of ushering in a new era for the country’s railways. Over the last three years the industry has undergone a dramatic transformation, and more change is hurtling down the track.Employment downsizing, investment in more productive equipment and advanced technology, and better asset utilisation have been the keys to the transformation. It is far too soon to say whether the government will make any significant changes to the law following the review, but even if change does come the railways will have a couple more years to reshape their networks.The CTA has clearly assisted the railways in their efforts to become more productive. For starters Canadian National, once the archetype of government-owned enterprises, has become a darling of North American stock exchanges. CN shares now trade at about three times their original value when issued in 1995. The Montreal-based carrier, with a former civil servant in the president’s suite, is poised to take over Illinois Central to create a Y-shaped network linking the Atlantic, Pacific and Gulf coasts. And an alliance with Kansas City Southern announced last year will extend that reach even further, right into Mexico. Meanwhile Canadian Pacific Railway, operating from its new home in Calgary, has invested almost C$2bn in new locomotives and intermodal yards since the Act was passed. It has also seen a revival of traffic in eastern Canada, thanks to a determined effort by its subsidiary, Montreal-based St Lawrence & Hudson Railway, and aggressive short line partners in New Brunswick, Quebec, Ontario and the northeast USA.Freedom to modernise The railway revival has probably exceeded the wildest hopes of those who drafted the 1996 Act. One of their goals was to correct a perceived defect in the 1986 National Transportation Act to make sure that CN could be successfully privatised. The old act, brought in by the former Conservative government, provided competitive protection for shippers and deregulated freight rates for most commodities. But it left the carriers with little room in terms of cutting costs to boost their profitability so they could invest in new equipment and technologies. The result was poor earnings by both CN and CPR through the late 1980s and the early 1990s while their American competitors were solidly in the black and steadily reducing their operating ratios. CN and CPR even proposed a merger of their eastern operations in the early 1990s to try to stem their losses. With the advent of the 1996 Act, the railways were able to speed up the long-overdue restructuring of their operations. In 1988 there was 82000route-km in Canada. By the end of 1997, that figure had been whittled down to 64000 km.Faced with a decline in freight rates in real terms over the last few years, growing truck competition and increased productivity by American railroads, the Canadian freight railways are under continual pressure to lower their costs and become more efficient. Following the changes brought about by the 1996 Act, operating ratios quickly began to close in on the levels achieved by the American roads. Both big players have cut their ratios down to around 80%, but they still haven’t caught up with the major American carriers – whose tax burden is 50% less than their Canadian counterparts. In addition to the reduction in their network size, CN and CPR have also slashed their workforces. The number of railway jobs in Canada dropped from 75000 in 1988 to 46000 in 1997. Perhaps the most dramatic downsizing has been at CN, where the number of employees has halved from 34000 in 1993 to just 17000 today. While the pressure to improve won’t go away, the railways have already achieved some positive results. Assisted by a strong economy, they began to increase earnings. From 1988 to 1997 CN and CPR increased traffic by 63·7million tonnes. Over the same decade their wagon fleets fell by 13%, their loco stock by 11%, and their network length by 36%. In 1997 Canada’s railway industry handled a record 304·2 billion revenue tonne-km giving a net income of more than C$1bn, the best results for a decade.Building for the futureIncreased earnings have also justified major investment which was long overdue. Both companies were operating some of the oldest locomotives in North America, because of an imbalance between Canadian and American depreciation rules. But they have added a lot of muscle in the last few years. CN has acquired about 150 high-horsepower diesel locomotives to replace almost 500 older units. CN is sticking with DC traction motors, but CPR has opted for AC drives. With 262 new AC diesels coming mostly from General Electric, CPR has in effect renewed 40% of its loco fleet. CPR President & CEO Rob Ritchie says the move to AC locomotives is as significant as the switch to diesels from steam in the late 1950s. He feels the AC locos perform especially well under winter conditions; ‘they pull more weight more efficiently.’ CN and CPR also know they have several years of labour peace ahead. New contracts with all the unions will be in force until the end of 2000, a major improvement over the nasty strikes that disrupted services in 1995. But over the next year and a half, the companies must start to make good on their frequent promises to improve their labour relations, and begin treating the unions as partners rather than opponents. CN President & CEO Paul Tellier admits that labour relations have not improved as much as he would like. ‘We have made a lot of progress on that front, but I wish we would have with our unions a genuine partnership and that the dialogue would be ongoing.’Tellier also thinks the railways need to focus more on relations with their customers. He feels that the industry suffers from a lack of entrepreneurship, and could learn lessons from other business sectors such as telecommunications. ‘We’re still trying to catch up. The customer focus is not what it should be and therefore we are not increasing our market share the way we should as compared to other transport modes.’Tellier has proposed the idea of a ‘bill of rights’ for shippers, that would set out clear obligations and expectations for both the carriers and the customers. Meanwhile CPR has instituted a customer satisfaction index, to gauge how well its service stacks up against customer expectations.Short line revolutionHowever, for a growing number of shippers the main contact is with short lines that have taken over the line that runs into their plant. CPR’s Ritchie says the growth of short lines is the ‘most astounding partnership development of all. I must say how impressed I am to see some of the things they are doing. Such strong business development. One new railway is being created in Canada every month.’ This is another aspect of the CTA that has been highly successful, if little noticed by the government or the public. The act simplified the process of dealing with unprofitable lines, in order to encourage CN and CPR to transfer their marginal operations to new independent operators. After a timid start, both majors have been actively shedding tracks and plan to dispose of even more. While critics feared a wholesale abandonment of lines across the country, most of the tracks have been snapped up by short line operators. Figures collected by the Railway Association of Canada show that for every kilometre of track that has actually been abandoned since the passage of the CTA, another 6 km has been taken over by a short line. That adds up to 7200route-km transferred to new operators during the last three years. Locally managed enterprises have sprung up across the country. Short line and regional railway operators have taken over branch lines and secondary main lines from CN and CPR and increased traffic to levels unseen for many years – if ever. The new breed includes home-brew RaiLink of Edmonton, which has grown from a tiny Alberta grain hauler to become the third largest Canadian railway in terms of mileage operated. It has done well enough in Canada to consider expanding south of the border, according to President & CEO Gordon Clanachan. Besides its own operations, RaiLink is part owner of another successful company, Quebec Railway Corp, which has lines in Quebec, Ontario and New Brunswick. Its newest operation, the Ottawa Central Railway, runs through the national capital.The well-established American short line industry has also moved into Canada. Among those operating lines from Nova Scotia to British Columbia are RailTex, Iron Road, Wisconsin Central, OmniTrax and Rail America. Genesee Rail One of Montreal is half-owned by US-based Genesee & Wyoming.Short line executives are optimistic about the potential for growth in the future. They contend that what has really changed in their relationships with CN and CPR is that they are no longer considered simply as a dumping ground for marginal lines but as viable operators of secondary main lines and busy branches.RaiLink President Gordon Clanachan feels the relationship between the majors and the short lines has been very good. ‘They are very aggressive in terms of the traffic they are trying to build up. And they have been very supportive of us.. The success of the short lines will see CN and CPR concentrating more and more on main line movements, leaving the pick-up and delivery of much of the freight to the short line partners. Peter McCarron, President of RailTex Canada, says the short lines have won the confidence of the shippers. ‘We have shown them that we can deliver and that gives them a basic sense of security. We have access to CN and CPR’s Electronic Data Interchange systems so we can schedule our freight. CN and CPR can concentrate on long-haul traffic. While we bring them the traffic; we’re also there to pick up the freight.’In some cases, groups of short lines have been integrated to create larger regional networks that interchange with several Class I operators. The 1600 km Bangor & Aroostook system in eastern Canada and New England, owned by Iron Road Railways Inc, is a case in point. The network includes the Quebec Southern and the Canadian & American Railroad.By building two new intermodal terminals, in Montreal and Bangor, Maine, BAR has pushed up its intermodal traffic from 3000 revenue units in 1997 to an astonishing 20000 in 1998. At the same time, the railway is gaining business from an expanded lumber mill and a new wood chip shipping enterprise in Lac Megantic, Quebec. The mill alone could generate up to 2000 carloads a year while the chipping plant chews out 100000 tonnes of chips a year, most of which will be shipped to US destinations. The marketing manager for QS and CDAC Gabriel Tessier says growth of business on the Bangor & Aroostook has meant a healthy injection of traffic for CPR, which used to own the lines. In the last two years, business has tripled and Tessier thinks there is more to come; ‘no customer is too small … that is key to our marketing strategy.’In the future, the short line groups are likely to run terminal railway operations at the major ports and take over switching work at major industries. OmniTrax has already won a five-year contract to handle shunting at Vancouver’s Deltaport container terminal (RG 2.98 p100).Further opportunities are possible as CN and CPR continue to rationalise. The two majors may sell off their competing lines between Calgary and Edmonton to a single operator. Other potential sales have been identified in eastern Canada, including Saint John – Moncton in New Brunswick and a number of routes in southern Ontario. However, RaiLink’s Gordon Clanachan says the main focus must be getting more traffic on the existing lines: ‘we want to grow the business.’The perils of passengersIn marked contrast to the unheralded success of the short lines is the uncertainty hanging over Via Rail, the state-owned operator of inter-city passenger services. Via has driven up revenue from its 3·8 million passengers to C$200m and cut its dependence on government subsidy to C$170m a year. But that isn’t enough to allow the company to renew its ageing fleet of locomotives and coaches. Nor does the federal government have the funds available, so it is looking to the private sector for help. The government has enlisted Hambros Bank to work with Via and the Transport Department on developing a new long term business plan, which is due to be presented to Parliament in September. The plan is supposed to spell out Via’s route network, levels of service, funding requirements, proposals for equipment renewal and the scope for private sector involvement.This could include franchising out the various passenger train operations as was done in Britain. One option proposed in a report by the House of Commons transport committee in the autumn of 1998 was to split Via’s network into three franchises. These would cover the corridor trains between Quebec City and Windsor via Toronto, Ottawa and Montreal, the transcontinental route from Toronto to Winnipeg, Edmonton and Vancouver, and the Maritimes services from Montreal to Halifax, Nova Scotia. The three franchises would share the few ‘remote service’ trains which Via runs to meet government requirements.A government spokesman said: ‘we’re exploring any kind of alternative financing arrangement. That could include franchising, partial franchising, public-private arrangements or selling shares to the public.’ Meanwhile Transport Minister David Collenette has called for proposals from private operators interested in taking over any of the passenger routes. But while Via attracts a lot of public interest, its fate will have little impact on the rest of the Canadian railway industry. Probably more significant in the longer term will be the recent wave of megamergers in the USA. This poses threats and offers potential opportunities for the Canadian freight railways, and CN and CPR will be closely tracking developments south of the border. La déréglementation change la donne des chemins de fer canadiensDepuis l’entrée en vigueur, en 1996, de la loi sur les transports, l’activité ferroviaire du Canada a subi de profondes transformations, avec la modernisation et la restructuration des deux grands opérateurs nationaux, face à un développement de petits et moyens réseaux affluents qui naissent comme des champignons. De nouveaux partenariats avec les clients et les salariés ont contribué à l’accroissement du trafic et de la productivité, inversant la courbe tracée par des décennies de déclin. L’opérateur voyageurs Via Rail est toujours confronté à un avenir incertain, le secteur privé étant susceptible de s’investirDeregulierung verändert das Gesicht der kanadischen BahnenSeit das ‘Canada Transportation Act’-Gesetz 1996 in Kraft getreten ist, hat die Eisenbahnindustrie dieses Landes einen dramatischen Wandel durchgemacht, mit Modernisierung und Restrukturierung bei den beiden grossen nationalen Gesellschaften und den aus dem Boden schiessenden kleinen und mittleren Zubringerbahnen. Neue Partnerschaften mit Kunden und Personal haben zu einer Steigerung von Verkehrsaufkommen und Produktivität geführt und Jahrzehnte des Zerfalls angehalten. Die Zukunft der Personenverkehrsgesellschaft Via Rail ist immer noch ungewiss, es ist jedoch mit einem Einbezug privater Mittel zu rechnenlast_img read more

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Venezuela ends two-day workweek crisis measure

first_img 68 Views   no discussions Share Tweet Sharing is caring! Sharecenter_img InternationalNewsPoliticsPrintRegional Venezuela ends two-day workweek crisis measure by: Associated Free Press – June 15, 2016 Share President Maduro (file photo)CARACAS, Venezuela (AFP) – Venezuela’s president Nicolas Maduro said Tuesday he was scrapping an emergency measure that had public sector employees working only two days a week.The socialist leader in late April restricted the work week to just Mondays and Tuesdays to save power in a country hit by electricity shortages.The shortages have worsened hardship in the South American country, where citizens are suffering shortages of basic supplies.“From this week, on Wednesdays, Thursdays and Fridays public workers will go back to work until one o’clock in the afternoon, six hours in total,” Maduro said in a televised address.Pupils will also go back to schools on Fridays after several weeks of closure on that day.Maduro blames the power shortages on a drought that has dried up Venezuela’s hydroelectric dams.His opponents say officials have mismanaged the power network.The opposition blames him for the economic crisis and is calling for a referendum on removing him from office.last_img read more

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Omata leads Japan Women’s Open

first_img IN FIVE EASY PIECES WITH TAKE 5 HIGASHI HIROSHIMA, Hiroshima Pref. – Namika Omata fired a 3-under 69 to grab sole possession of the clubhouse lead after the first round of the Japan Women’s Open on Thursday.Omata, a 27-year-old who is winless in her sixth year on the Japanese pro tour, made seven birdies against a bogey and a double bogey on the par-4 ninth hole for a one-stroke lead over Fuki Kido and Yukari Horikoshi at the Hiroshima Country Club in Hiroshima Prefecture. GET THE BEST OF THE JAPAN TIMESlast_img

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Sullivan Questions Security Concerns And Manning’s Sentence

first_imgFacebookTwitterEmailPrintFriendly分享U.S. Senator Dan Sullivan is questioning President Obama’s position on cyber security in light of the President’s decision to commute Private Chelsea Manning’s sentence for stealing government secrets. Manning was sentenced to 35 years in prison after Manning was convicted of sharing government secrets with Wikileaks. Sullivan wrote, “In recent weeks, we’ve seen stern condemnations and tough talk from President Obama regarding cyber-attacks against America and our intelligence community. Those words ring hollow today as President Obama commutes the sentence of Private Manning, who, as a member of the U.S. military, was found responsible for leaking hundreds of thousands of classified U.S. diplomatic cables and U.S. Army reports.” The commutation releases Manning on May 17 of this year, rather than in 2045. Sullivan says the leak “endangered the lives of our men and women in uniform, other Americans – some under cover – as well as the lives of allies all across the globe.” He described the commutation as “outrageous” and “a slap in the face to our service members who do the right thing day in and day out, serving our country with honor.”last_img read more

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