LinkedIn Share on Twitter People suffering from major depressive disorder may have altered purine metabolism, according to a new study from the University of Eastern Finland and Kuopio University Hospital. Purines are nitrogenous compounds that serve as building blocks for DNA and they also play a role in cellular signalling, among other things.The study found that in people with depression, purine metabolism is partially hyperactive. “This can be the body’s way of combating the adverse effects of increased oxidative stress present in depression,” says PhD student Toni Ali-Sisto, the first author of the study. The findings were published in Psychoneuroendocrinology.The study carried out by the University of Eastern Finland and Kuopio University Hospital involved 99 adults diagnosed with major depressive disorder and 253 non-depressed controls. The study participants’ fasting serum concentrations of seven different purine cycle metabolites were analysed, and these concentrations were compared between the depressed and the healthy. The study also analysed whether the concentrations changed in people with depression during a follow-up of eight months, and whether remission of depression had an effect on the concentrations. Pinterest “Out of the purine metabolites we analysed, the concentrations of inosine and guanosine were lower, and the concentrations of xanthine were higher in people with depression than in healthy persons,” Ali-Sisto says.The concentrations of several metabolites changed in people with depression during the follow-up, but no significant differences were observed between remitted and non-remitted groups. The use of anti-depressants or anti-psychotics did not affect the concentrations of purine metabolites.Uric acid, the end product of purine metabolism, is produced from xanthine and it is an antioxidant combating the adverse effects of oxidative stress. Thus, the increased xanthine production may be the body’s compensatory mechanism seeking to increase the production of uric acid in order to combat increased oxidative stress caused by depression.Changes in purine metabolism have also been observed in association to low-grade inflammation and increased oxidative stress. Both of these are also associated with depression, but little research into the role of purine metabolism in depression has been conducted so far. Email Share Share on Facebook
Secretary of the U.S. Navy Ray Mabus announced yesterday, May 23, that the next Arleigh Burke-class destroyers (DDG) will be named USS Paul Ignatius and USS Daniel Inouye.“As secretary of the Navy it is my privilege to name these ships to honor a respected naval leader and a true American hero,” Mabus said. “For decades to come, the future USS Paul Ignatius and USS Daniel Inouye will represent the United States and enable the building of partnerships and projection of power around the world.”The future USS Paul Ignatius (DDG 117) honors Paul Ignatius who served as secretary of the Navy 1967–1969 and as assistant secretary of defense under President Lyndon Johnson. The future USS Daniel Inouye (DDG 118) is named to honor former Sen. Daniel Inouye, D-Hawaii. Inouye was awarded the Medal of Honor for his actions in Tuscany, Italy, during World War II and later became a U.S. senator. USS Paul Ignatius and USS Daniel Inouye will be the first naval ships to bear these names.Arleigh Burke-class destroyers conduct a variety of operations from peacetime presence and crisis management to sea control and power projection. They are capable of fighting air, surface and subsurface battles simultaneously and contain a myriad of offensive and defensive weapons designed to support maritime warfare.DDG 117 and DDG 118 are part of the DDG 51 multiyear procurement with the contract award to the building yard pending. The ships will be 509 feet long, have a beam length of 59 feet and be capable of operating at speeds in excess of 30 knots.[mappress]Press release, May 24, 2013;
The attorney general, one of the most europhile members of the government, has publicly attacked the European Commission as a ‘repeat offender’ in going beyond its legal powers.His comments, in a speech in Brussels, will fuel the growing row over the commission’s plan to create a ‘European area of justice’, and the extent to which the UK can exercise the opt-out negotiated under the 2007 Lisbon treaty.After taking pains to assert his pro-European credentials, Dominic Grieve said that over-stepping legal boundaries set by treaties ‘undermines the very legitimacy of EU action’. In particular, he said, the EU must not ignore the special arrangements for justice and home that pertain to ‘some member states’ under EU treaties. ‘It is unacceptable and very damaging to the legitimacy of the EU for legal bases to be aggressively exploited by the commission in order to side-step the opt-outs which have been negotiated by sovereign member states.’ One example of the commission over-stepping its authority was in its handling of plans to create a European public prosecutor.Grieve said that 14 national parliamentary chambers had sent a reasoned opinion to the European Commission that the proposal breached the principle of subsidiarity. However the commission had gone ahead anyway.‘To my mind, this can only strengthen the case for finding a way to give national parliaments a bigger and more significant role in the EU. I am afraid it also illustrates to me the extent to which some in the present commission now seem dangerously out of touch with the people of Europe they are supposed to serve.’Grieve also described the commission as a ‘repeat offender’ in taking action without authorisation by governments through the Council of the EU. He cited the signing of a memorandum of understanding with Switzerland at a time when it was still under consideration by the council. ‘I have to say that I find this case very troubling both as a lawyer and as a government minister.’Defending recent UK challenges to EU measures, he said: ‘The UK plays by the rules and we expect others to do so too.’Comments by a member of the UK government may not cut much ice with the EU’s justice commissioner, Viviane Reding, who recently singled out David Cameron for criticising ‘bureaucrats in Brussels’ for implementing measures which had been agreed by the British government.However, Grieve’s comments follow a call last month by Hubert Legal, counsel to the Council of the EU for more ‘humility’ and respect for national legal systems.
Canada: The federal, provincial and city governments have announced funding commitments totalling C$660m to extend Ottawa’s O-Train DMU-operated line from Lebreton to Limebank, and to develop plans to run to Barrhaven and the city centre.Europe: Eurotunnel has appointed Lazard and Lehman Brothers as banking advisors. Dresdner Kleinwort Wasserstein will continue as structuring advisor.Ireland: Iarnród éireann is to invest a further €650000 in upgrading the Dublin – Sligo line.Nigeria: The government has allocated an additional N1bn to revive a stalled project to rehabilitate bridges on the Kafanchan – Maiduguri line which were damaged by flooding in 2000, isolating the final 468 km of the 706 km route.Philippines: South Korea’s Economic Development Fund and Export-Import Bank are to provide 10-year loans totalling 50·4m pesos towards the 3·6bn pesos project to upgrade PNR’s 32 km South Manila line from Caloocan City to Alabang in Muntinlupa City. PNR would acquire 21 DMUs to increase capacity. Romania: HVB Romania is to provide CFR with a loan of €60m to fund the purchase of 30 new locomotives.Russia: This year RZD plans to invest 4·5bn roubles in container transport, including larger capacity boxes and extra flat wagons.Vietnam: Using Asian Development Bank and Chinese loans, DSVN plans to spend US$80m upgrading the Vinh Yen – Lao Cai line and US$70m modernising signalling on the lines from Hanoi to Thai Nguyen, Dong Dang and Lao Cai.
Climate change strategyThe coalition government had identified rail as a central element in its strategy for meeting climate change goals, and as part of Zukunftsbündnis Schiene six taskforces were set up to formulate proposals under a 28-strong steering group led by Parliamentary State Secretary Enak Ferlemann. Each taskforce was assigned a specific area: the introduction of regular-interval services (Deutschlandtakt) to achieve better punctuality; expansion of capacity to ensure reliability; making rail competitive; noise and environmental issues; promotion of innovative technology; and staffing in the rail sector — forecasts suggest that up to 100 000 new personnel will be needed by DB AG alone over the coming years.According to Scheuer, this was the first time that such an all-embracing platform had been set up to formulate railway strategy anywhere in Europe.The steering group produced an interim report in May 2019. It followed this in October 2019 with a list of measures for immediate action, which the government then incorporated into its policy as commitments to the rail sector. Some of these are already in progress or have been agreed or implemented, while others remain aspirations and are not yet funded. Eisenach – Cottbus 3 h 46 min 2 h 52 min 9. Rhein-Ruhr-Express with upgrading between Dortmund and Köln to allow 15 min interval regional services Fig 1. As part of the government’s strategy to combat climate change, the Master Plan proposes 20 years of sustained investment in expansion and upgrading of the German network. Additional capacity will be essential if Deutschlandtakt is to become a reality.Priority projectsThe need for extra capacity applies to many other routes, and timely completion of major and minor enhancement projects will inevitably set the timescale for the different phases of Deutschlandtakt.The government has identified 12 major priority projects, which are deemed essential (Table I). These are to be completed ‘as quickly as possible’, which will require a guaranteed flow of funds. The proposed availability of funding to cover the different projects over the next 20 years is shown in Fig 1. Note that the Karlsruhe – Basel project, which has already been in progress for three decades, is expected to require ongoing funding until 2040.The government is urging budget legislators to make the money available to a timetable that matches the progress of the various projects through the planning legislation, with at least €3bn a year being required in the medium term. The Master Plan notes that ‘all players must work together’; one recommendation is that a dedicated fund should be established.Another requirement is for legislation covering the long-distance freight network (Schienengüterverkehrs-netzförderungsgesetz) to be modified to cover infrastructure work on the territory of non-federal railway companies — around 50% of Germany’s freight traffic is now handled by companies other than federally owned operator DB Cargo.In addition to the major capacity enhancement projects, the government envisages making funds available for small and medium-sized schemes. Work has already begun on a ‘starting portfolio’ of projects that includes ‘service facilities’ as well as infrastructure; these are to be given priority as they can be implemented faster and more easily than major schemes. Such projects will help to ensure ‘operational stability’, with implementation envisaged over the next five to eight years.Table I. Major capacity improvement projects in Master Plan 6. Upgrading from Hof to Marktredwitz, Regensburg and Obertraubling, known as Ostkorridor Süd The German government presented the definitive version of its Master Plan at the Rail Summit in Berlin at the end of June. Transport Minister Andreas Scheuer and Secretary of State Enak Ferlemann joined Deutsche Bahn Chairman Richard Lutz and representatives from across the sector in signing specially fabricated sections of rail to symbolise the launch of the Schienenpakt, an agreement setting out future rail strategy.Ambitious objectivesThe Master Plan has two primary objectives. First is to double the volume of passenger traffic by 2030 and second is to increase rail’s share of the freight market from the current 19% to at least 25% by the same date.Switching freight from road to rail forms a ‘key element’ in the proposals for combatting climate change within the transport sector. Traffic, both freight and passenger, will only switch, the government believes, if network capacity is increased, with matching increases in rolling stock provision and staffing, accompanied by measures to make rail more attractive to its customers.TaktfahrplanThe most ambitious proposal in the Master Plan is Deutschlandtakt, a national regular-interval timetable. This would see half-hourly inter-city services on the principal corridors connecting major cities, and hourly services on less important inter-city routes; frequent regional and local services would be tailored to offer good connections in and out of long-distance services across the network.As happened with the introduction of the Swiss Taktfahrplan as long ago as May 1982 and its evolution into Switzerland’s Bahn 2000 programme, this represents a fundamental change of policy. Whereas previously the timetable was formulated to suit the infrastructure, the timetable requirement would now dictate what infrastructure needs to be made available.Taking the Swiss Taktfahrplan as his model, Ferlemann saw the potential of Deutschlandtakt back in the 2000s. Acknowledging that the Swiss network was about the same size as that in the Land of Hessen, he recognised that the task of introducing connecting regular-interval services across the whole of Germany would be much more complex and demanding.The slogan chosen to promote Deutschlandtakt is Öfter, Schneller, Überall. (more frequent, faster, everywhere.). Yet it is quite clear that achieving these objectives will be neither cheap nor quick. Adapting the network to handle many more services will require a huge programme of infrastructure upgrading and some new line construction, suggesting that many years will elapse before the full Deutschlandtakt concept becomes reality.Ferlemann’s proposals were met initially with a lot of scepticism, especially from train operators — ‘it was as if I was a lone voice in the wilderness’, he recalls. But persistence eventually paid off, and over time Ferlemann succeeded in convincing much of Germany’s rail sector that the idea offered considerable merit. He now claims that ‘everyone supports the system’.As proof that travellers will use rail if the service is good enough, Ferlemann cites the success of the Berlin – München route following completion of the new Erfurt – Ebensfeld line in December 2017; this was the final stage in a project that was launched in 1991. The trip between the federal capital and the Land capital of Bayern was cut to under 4 h by the fastest Sprinter services, and forecasts of extra traffic turned out to be quite conservative compared to what actually happened — inter-city traffic on the route more than doubled within the first year.The ministry team leading the Deutschlandtakt concept is certainly not short of ambition — Scheuer has already talked about extending regular-interval services to other countries, mentioning a Europatakt and ‘trans-European express’ services. This was a vision and not a fantasy, he told Die Welt.Article continues below ↓ 2. Upgrading with sections of new line from Hanau to Würzburg/Fulda and Erfurt Going digitalDigitalisation is identified as another area for action, and the Master Plan cites the capacity benefits of shorter signalling blocks which ‘can be achieved more easily and cost-effectively’ with ETCS than with conventional signalling. Combined with digital control centres, ETCS will form the ‘technology platform’ for Digitale Schiene Deutschland (Digital Railway Germany).DSD is seen as another piece in the Deutschlandtakt jigsaw, with a rollout of digital train control technology required to match the various phases of the timetable upgrade. Preparations are currently in hand for financial agreements needed to bankroll a ‘starter package’ of DSD projects. The programme anticipates that €28bn will be required for ETCS infrastructure work and a further €4bn for equipping rolling stock. Görlitz – Nürnberg 5 h 25 min 4 h 08 min Noise and pollutionThe Plan reports that rail generates just 0∙6% of greenhouse emissions from the transport sector compared with 60∙6% for private cars and 35∙6% for lorries and buses. It is therefore the only mode, the Plan says, that can be made climate neutral within the near future. As part of the government’s decarbonisation policy, rail is urged to increase its use of renewable energy sources and to minimise consumption.Another goal is to ensure that noise emissions do not increase as more traffic is attracted to rail. Huge progress has already been made thanks to refitting of wagons with composite brake blocks — by the end of April 88% of the 183,000 strong wagon fleet used in Germany had been retrofitted or equipped from new with quieter brakes. Problems remain, however, particularly on busy routes at night.From this year’s December timetable change, noisy freight wagons will, in theory at least, be banned from the German network. From December 2024 they will also be prohibited across the EU from so-called ‘quieter routes’, meaning those with more than 12 trains a night.Disturbance caused by the use of automated warning systems while engineering work is in progress is also seen as a sensitive issue that needs addressing. Questions remain about how open access operators such as FlixTrain can be incorporated into a regular-interval timetable.AcceptabilityThere is recognition in the Plan that completion of major projects requires a speedier planning process. It also recognises that this can only be achieved if the need for major works is better accepted by the local population in the affected areas.To foster social acceptance for railway schemes, the government envisages that regional bodies should be set up with members drawn from politics, commerce and local organisations. These bodies would be tasked with communicating the benefits of rail projects to the public, in order to establish a dialogue at local level. 8. Upgrading from Burgsinn to Gemünden, Würzburg and Nürnberg Table II. Example journey time cutswith Deutschlandtakt Lübeck – Berlin 2 h 40 min 2 h 12 min 7. Upgrading from Uelzen to Stendal and then southwards to Magdeburg and Halle, termed Ostkorridor Nord 3. Central Rhein corridor, including the existing Köln – Frankfurt new line; a new line from the Frankfurt area to the Mannheim region; upgrading between Hagen, Siegen and Hanau; upgrading and sections of new line from Molzau via Graben Neudorf to Karlsruhe 12. Completion of a network allowing unrestricted use of 740 m long freight trains with overtaking loops able to accommodate the longer trains 1. New line from Würzburg to Nürnberg Connecting services across the national network will make rail travel more attractive.Freight Master PlanThe previous federal government published a Master Plan for Rail Freight in June 2017. This has now been incorporated into the overall Master Plan, which includes the 66 measures agreed in 2017 and five short-term measures that have already been implemented or are in progress. These include a reduction in access charges, works to accommodate 740 m long trains across the core network, and the launch of a test site for automated train formation at München Nord yard.The need to attract high-value freight to rail is also accepted, with a suggestion that this could bear higher margins which could be used to fund improvements. A virtuous cycle is envisaged, whereby the introduction of improvements to make rail more attractive would generate increased revenues that could be reinvested in further enhancements.Of the 66 longer-term measures, some are already in progress. These include development of the ‘digital automatic coupling’, including the launch of a demonstrator train; initial trials began in July.Annual ‘Day of Rail’In order to encourage support for these ambitious proposals, the Ministry of Transport & Digital Infrastructure intends to launch an annual event termed Tag der Eisenbahn (Day of Rail), starting in 2021. The main event will be a conference about the future of rail that will involve all stakeholders. Apart from being a regular opportunity for the sector to exchange experience and best practice, it will allow progress with the various Master Plan developments to be tracked and monitored.This article first appeared in the September 2020 issue of Railway Gazette International Competition questionsThe Master Plan acknowledges the need to make rail more competitive against other modes. It also recognises that intramodal competition can stimulate improvements in quality of service, noting that poor performance in terms of punctuality and reliability in recent years has damaged the railway’s image.The need for fair allocation of paths and equitable access charging is set out in the Plan. Balancing this with other requirements such as having long-term planning certainty is acknowledged, but there is also acceptance that short-term changes may be needed to cope with spot contracts in the freight market. Arranging pathing and path pricing to fit the national timetable structure as well as respecting competition and access principles under EU regulations will be required, and an iterative process is envisaged as Deutschlandtakt is rolled out.This would appear to represent one of the biggest challenges, as it is not clear how private or open access operators will be treated as regular-interval services are stepped up. Germany’s independent operators’ association Mofair has already flagged up the need for neutral allocation of paths, and criticism has been levelled at Scheuer for announcing the launch of intensive regular-interval services between Hamburg and Berlin with the next timetable change in December without an adequate answer to this question.Finding a formula will almost certainly beg further questions, for example about inter-availability of tickets and commercial policy.Critics point out that significant infrastructure work will be needed between Hamburg and Berlin before additional services can be accommodated, and there are fears that freight trains will be delayed if priority is accorded to the more frequent passenger services. One requirement is the adaptation of track and signalling to cope with ICE trains using eddy-current brakes. 10. Upgrading and sections of new line between Karlsruhe and Basel (ongoing project) The German government has assigned rail a fundamental role in its climate change strategy, promising unprecedented levels of financial support for expansion and modernisation of the national network. Murray Hughes investigates.,‘Never before in the history of the Federal Republic was rail transport so important as today’. Praising rail’s performance and achievements during the Covid-19 pandemic, Federal Minister for Transport & Digital Infrastructure Andreas Scheuer said ‘we have seen how important and reliable rail is, with robust passenger services and uninterrupted carriage of freight’.In his Foreword to the coalition government’s Master Plan for Rail, published at a ‘Rail Summit’ in Berlin on June 30, Scheuer went on to assert that ‘we will do all we can to make sure that the rail sector comes successfully through the pandemic situation and goes strengthened into the future … We have a clear plan for the railway and for rail transport in Germany’.On the face of it, the Master Plan represents an unprecedented government commitment to the rail mode. The planning process began in October 2018 when Scheuer unveiled details of the Zukunftsbündnis Schiene (Future Alliance Rail). This was a body set up to bring together organisations from politics, commerce and the rail sector with the aim of developing proposals and strategies that could be incorporated in the Master Plan. 4. Upgrading and sections of new line between Hannover, Hamburg and Bremen based on an ‘optimised’ version of the so-called Alpha-E project Route Current timing Future timing 11. Upgrades of major nodes at Frankfurt am Main, Hamburg, Hannover, Köln, Mannheim and München Berlin – Düsseldorf 4 h 13 min3 h 32 min Stuttgart – Berlin 5 h 38 min 4 h 34 min 5. Upgrading and sections of new line from Hannover to Bielefeld and Hamm On September 2 2019 DB celebrated the recruitment of 4 200 new interns for the academic year, up from 3 600 the year before.Finding the right peopleThe number of people employed in Germany’s rail businesses grew from 241,475 in 2015 to 262,608 in 2018. Of these, 44% are employed by train operators, with about 36% active in infrastructure and trackwork. The other 20% work for suppliers and manufacturers. In all, there are around 500 different job types across the sector, which directly and indirectly employs 640000 people.If the vision of growth outlined in the Master Plan is to become reality, the rail sector will need to recruit many more employees. Even with digitalisation, the number of railway staff needed is forecast to rise by 50% by 2030, making it essential to attract people into the sector, especially women. Infrastructure contractors alone reckon with a need for 15,000 more staff by 2024.How to achieve this is a major question, not least because — as the Plan notes — the sector has a poor image. On the other hand, it cites a recent survey which placed the job of train driver within the top five careers, along with airline pilots and doctors.The government believes that its investment programme will have ‘an enormous effect’ on employment in the railway sector. Traditional jobs such as shunters and crossing-keepers will vanish, to be replaced by a requirement for new skills. New jobs that may appeal to young people are likely to include drone pilots and big data analysts. There will also be high demand for IT and communications expertise.In rethinking the role of railway staff, the Plan suggests, railway organisations must take more account of ‘soft’ factors such as work-life balance and the trends towards home office, part-time and mobile working.During 2019 and before Covid-19 arrived, a shortage of train drivers was already plaguing the industry. About 31,000 drivers were active on the national network, and a further 16,000 drive U-Bahn trains and trams, but the age profile remains high and many are approaching retirement. Automated marshalling is one of a package of measures designed to enhance the efficiency of rail freight services. A test site is being established at München Nord yard.Research and innovationThe government considers that research activities in the rail sector have not been sufficiently geared to actual requirements, while some technologies have proved too expensive for market take-up. Hence the Master Plan calls for fresh impetus from both the state and the rail sector, leading to Germany becoming ‘the world’s leading market for research and application in rail transport’. This would also strengthen the domestic railway supply industry, it suggests.A start was made in May 2019 when the German Centre for Railway Research was established in Dresden under the aegis of the Federal Railway Office. In the long term this is intended to become ‘a platform for co-operation with commerce and science’. Departments have been set up to mirror the federal railway research programme, with the focus on efficiency, the environment and safety; digitalisation and automation will apply across the board, in parallel with policies covering legal issues and migration from experimentation to practice.A test site for exploring automation technologies is to be established in the Lausitz area in eastern Germany, and a study due to be finished by the end of this year will set out how this might be done. Driverless operations using all types of traction and different signalling and train control systems will be examined, and the site will also be used as a train noise laboratory. Making funds availableThe German government has announced a package of measures designed to kickstart the Master Plan. Some are already in progress and others must await further legislation.Measures in the 2020 national budget for electrification of regional lines, providing €2bn a year in the medium term;Investment in local and regional services under the Gemeindeverkehrsfinanzierungsgesetz (Municipal Transport Financing Law), with an allocation of €1bn/year from 2021 and €2bn/year from 2025;Legislative changes providing for accelerated implementation of major rail projects, for example at nodes used by S-Bahn and other services;Investment in maintenance and modernisation of the national network under the 10-year LuFVIII agreement signed in January this year; this allocates funds worth €5∙1bn a year, making a total of €86bn;As part of a programme to combat climate change, €11bn is being allocated for modernisation and expansion of railway infrastructure through to 2030, including €1∙4bn for smaller and medium-sized projects;To compensate for the winding down of coal-fired power generation, funding will be provided for a range of measures in the affected regions including 39 rail infrastructure schemes;Legislation to accelerate planning processes;A reduction in value-added tax on long-distance rail tickets to 7%, the same as that applied to local tickets;Funding for the regions to be increased to more than €5bn by 2031 so that the Länder can increase their spend on local services;A ‘starter pack’ for railway digitalisation making federal funds available through the national budget.
LocalNews DCOA reflects on past year by: Dominica Vibes News – December 31, 2014 The Dominica Council On Ageing (DCOA) Inc., has expressed gratitude to its many benefactors and supporters throughout 2014 and is looking forward to even closer collaboration in 2015.In a press release issued on Wednesday, 31 December 2014, the president of the Council, Zetma Toussaint said the organization is indebted to the Government of Dominica, its many affiliates, well-wishers, institutions, corporate citizens and Patrons for the “invaluable assistance rendered to it during the course of the year 2014”.It said without the respective contributions in cash and kind that were meted out by the various patriots, “the Council would not have been able to pursue its objective of bringing care, comfort and hope to the Elderly of the State through its advocacy work”. “At the dawn of the New Year, 2015, it is right to reflect on the past year and be thankful for the goodwill of the people of this land whose generosity continues to reflect our care for humanity and particularly for those who still enjoy the golden era of life,” Mrs Toussaint said. The President made that statement at the end of an island wide three-week tour with members of the DCOA Inc. visiting all the 29 centenarians on island. During these visits the respective care-givers were complimented for the quality of care that were observed to have been given to the centenarians, all of whom were in high spirits and some still eager to engage in dialogue. Additionally, during the visits the Council gave donations and presented a food hamper to all through the centenarians courtesy of Issa Trading Company Ltd., “a gesture which this corporate entity has undertaken for the past three years”. The statement notes that the Council is aware of the challenges that lay ahead in the coming New Year and beyond but “remains steadfast in its resolve to advocate on behalf of the elderly”.“It recognizes that there is more that needs to be done and call on all to do whatever, wherever and whenever possible, to assist in promoting the cause and registering the voices of the elderly in our communities,” the statement notes.“The DCOA Inc takes this opportunity to wish all a blessed and prosperous new year”. Sharing is caring! Share 197 Views no discussions Tweet Share Share
Share 614 Views no discussions BusinessLocalNews Grand Bay man wins in CashWiz Dominica Promo by: – April 11, 2017 Share Sharing is caring! Share Tweet Dwight Baron receiving cash Prize with Antoine of CashWizPress ReleaseDwight Baron of Grandbay is USD$100.00 richer after winning a recent Brand Ambassador Promotion organized by CashWiz Dominica.Greg Jules, General Manager of CashWiz Dominica made the announcement on April 4, 2017. During the month of March 2017, each CashWiz Sales Associate gave out personalized business cards to as many people outside of the store as they could. The recipients of the cards were required to write their name and address on the back of the card and place in a draw bowl, thereby giving them a free opportunity to win US$100.00 in a draw which was held April 1, 2017. As a perk to staff, the team member with the most cards in the bowl won the title of Brand Ambassador.When asked how he felt, Baron said, “It’s my first time doing business with Cashwiz and I am extremely happy knowing that I won some of the cash I had just spent to repurchase an item.” Started in 2009 in Providenciales, Turks and Caicos Islands, CashWiz now has 18 locations in the Caribbean over 10 islands. CashWiz provides quick cash for those in need and sells quality, reasonably priced items for everyone.
“Bumawi doon sa mga bumawi sa amin noong first round so ’yon muna ang goal namin and then kung kakayanin ma-sweep ang second round isa ’yon sa mga goals namin,” added De Jesus, glad to see the Lady Spikers get back at the Lady Warriors, who won their first-round match in four sets.“Well after siguro ng mga losses namin noong first round siguro nakita nila ’yong problema and unti-unti namin binuo ’yon, ’yong goal,” said de Jesus.“Sa nakikita ko ngayon mas determined silang manalo every game and nakita na nila kung ano ang role nila as a player inside the court,” he added.La Salle dominated UE in attacks 39-12, had nine points on blocks against two by the Lady Warriors, and also had five service aces against one by the bottom team in the one-hour and nine-minute match.“Kasi kapag nagkaroon ng chance ang team na tapusin ng straight sets pinipilit namin pero kung hindi talaga kaya ang goal namin ’yung manalo na lang eh,” said de Jesus.La Salle will face University of Santo Tomas on April 8 after a two-week break, Adamson University on April 11 and Ateneo on April 15.Shaya Adorador scored 5 points for Lady Warriors, out of contention with a 2-10 win-loss record. (SPIN.ph) Majoy Baron (center) scores for La Salle Lady Spikers, which made it to nine wins in 11 outings. MARLO CUETO FOR SPIN.PH MANILA – Three-peat seeking La Salle advanced to the Final Four after a 25-8, 25-14, 25-12 rout of University of the East in the UAAP Season 80 women’s volleyball tournament on Saturday at The Arena in San Juan.Skipper Majoy Baron scored 13 and Kim Dy had 11 points for the Lady Spikers, who extended its winning run to five and improved to 9-2 to book its ninth straight semis appearance.But La Salle coach Ramil de Jesus does not want to focus on the Final Four just yet.“Sa ngayon hindi ko pa iniisip ang Final Four basta ang iniisip ko ’pag may dumating na kalaban paghandaan,” said the 10-time UAAP champion coach.
Cm. Marquez: “The wishes of the Council as a whole is to have this special election. It doesn’t really about our minority vote and so we have to fund that special election and the money has to come from some place. We can’t just say we’re not going to have the election.” FacebookTwitterEmailPrintFriendly分享The City of Soldotna was left with an unfunded mandate last night when the City Council failed to pass an ordinance appropriating $3,400 for this year’s special election. City Manager Mark Dixson said he’ll find another way to finance the election… Soldotna resident Daniel Lynch criticized the decision to use “floating money” to pay for an election he doesn’t believe is necessary. For more on the original Council vote, click here. Councilor Meggean Marquez was in the minority on both votes, saying the question should wait until the general election in the fall… Last month the Council voted 4-2 to hold an election on May 10 to ask voters if they want to form a home rule charter commission; but with one councilor absent last night, the 3-2 vote wasn’t enough to approve the funding. The question was put to voters last year and failed. It was brought back to the ballot via voter initiative. Dixson: “It’s going to come from other appropriated monies. I have no idea where we’re going to be pulling that from. We’re going to be looking and seeing where we have appropriated or budgeted monies that aren’t going to be spent in this fiscal year and we will have to utilize that.”
Bristol make five changes for last game of the campaignHurrell makes first league start since DecemberFive internationals in starting line-upAcademy back rower Jack Capon could make debut league outingThe centre – who has been on loan at Bath – returns to the midfield, while Lam makes a total of five changes for the College Stadium encounter.Academy graduate trio Ryan Edwards, Callum Sheedy and Andy Uren also come into the backline as Bristol target a 100% away record for the campaign.In the only change to the pack, loanee prop James Lay is included in the front row, while Sam Graham retains his place in the back row following an impressive league debut.Lam said: “It’s been a good week’s training and there’s been a sharp focus. The main thing for us is the preparation and getting our mindset right.“We understand that Hartpury have extended seating at their ground, we’ve got a lot of supporters heading up, so we take a lot of pride in ensuring that we give them a performance to be proud of.”With a multitude of injuries in the back five, Jack Capon could make his first Championship outing from the bench.Bristol Rugby team to face Hartpury at College Stadium on Saturday, 28 April (3pm KO):15. Jordan Williams; 14. Ryan Edwards, 13. Will Hurrell, 12. Tusi Pisi, 11. David Lemi; 10. Callum Sheedy, 9. Andy Uren; 1. Soane Tonga’uiha, 2. Nick Fenton-Wells, 3. James Lay, 4. Joe Joyce, 5. Ed Holmes, 6. Sam Jeffries, 7. Sam Graham, 8. Jordan Crane (c).Replacements: 16. Will Capon, 17. Ryan Bevington, 18. Ollie Dawe, 19. Jack Capon, 20. Rhodri Williams, 21. Billy Searle, 22. Jack Tovey.UNAVAILABLE: Jack Cosgrove (foot), Jason Harris-Wright (knee), John Hawkins (knee), Chris Vui (ankle), Joe Latta (shoulder), Ehize Ehizode (shoulder), Steven Luatua (knee), Joe Batley (illness), James Dun (knee), Nick Haining (hip), Jack Lam (neck), Dan Thomas (knee), Siale Piutau (dead leg), Aaron Chapman (achilles), Mat Protheroe (knee).