Capacity photos on Flickr

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Capacity Development Talk by International Monetary Fund

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IMF economists Lesley Fisher and Amanda Sayegh from FAD join Principal Secretary of Finance of the Government of Odisha, India, Vishal Kumar Dev, and Eria Hamandishe, Director, Department of Economic Affairs, Zimbabwe Ministry of Finance & Economic Development, at a Capacity Development Talk titled Building Capacity on Managing Fiscal Risks: A New Fiscal Risk Toolkit at the International Monetary Fund.

IMF Photo/Cory Hancock

12 April 2022

Washington, DC, United States

Photo ref: CH220412039.arw

CAPACITY_2023-237 by Capacity Media

DSCN1181 by ICARDA - Science for Resilient Livelihoods in Dry

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Capacity to innovate by ICIPE - International Centre of Insect Physiology and Ecology

An international workshop on innovation management in research institutions. Held at icipe Duduville Campus, Kenya, 27th – 30th March 2017.

Ford Mondeo Mk2 2.0 GLX by Dave R

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Saw this and realised I've not seen a Mondeo saloon of this shape for ages.

Vehicle make: FORD

Date of first registration: July 2000

Year of manufacture: 2000

Cylinder capacity (cc): 1988 cc

Capacity test for R282 single track reversing loop by Stephanie Stout

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Here is another view of my capacity test. The R282 is a sharp curve only 282mm in radius (11"), but I started and ended each curve with a wider radius to keep my long passenger cars and big steam engines on the track. This single track reversing loop is right at 2 feet wide and 4 1/2 feet long, and it can hold a train over 6 feet long (10 passenger cars or 18 freight cars plus three diesel units. It is the smallest permissible loop for the length of cars I run.

Reversing loops are not supposed be realistic. They are "hidden trackage" for turning trains around so the observer doesn't see the same train only running in one direction. Therefore, the track radius can be much sharper as long as the train stays on track. I set up and tested single, double, and triple track reversing loops last week. Not all of my equipment runs this well on my smallest loop, so those trains will have to use the outer, wider loops I tested.

My regular mainline radius uses R718 for an easement to start the curve and R481 (19") for most of the curve. That gives me an effective radius of 21.5" that looks so much better.

1988 RENAULT EXTRA by Jude C

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The enquiry is complete.

The vehicle details for F374 OPA are:

Date of Liability01 02 2013

Date of First Registration08 12 1988

Year of Manufacture1988

Cylinder Capacity (cc)1397cc

CO2 EmissionsNot Available

Fuel TypePETROL

Export MarkerN

Vehicle StatusLicence Not Due

Vehicle ColourBLUE

SWPF Process Vessels by Savannah River Site

Last of large capacity processing vessels installed in major SRS cleanup facility under construction.

The Salt Waste Processing Facility (SWPF) heralded 100% successful completion of a major construction milestone following installation of the remaining four large-capacity tanks integral to the facility’s future processing of 34 million gallons of highly radioactive salt waste currently stored in 47 underground tanks at the Savannah River Site (SRS).

Once operational, the one-of-a-kind SWPF will provide the critical treatment capability needed to fulfill the Department of Energy’s (DOE) cleanup mission to safely disposition Cold War legacy waste and support DOE’s risk reduction priority to empty and close nuclear waste tanks.

These last-arriving over-sized vessels, ranging in volume capacity of roughly 38,000 – 44,000 gallons, join the initial six tanks placed at SWPF last month.

Installation of the ten tanks allows for measurable progression of SWPF construction with piping and facility floors now on tap for completion, along with placement of the facility’s roof.

Manufactured by Precision Custom Components of York, PA, the vessels were all shipped by barge to Hardeeville, SC, and transported via double-drop, wide-load tractor trailers to SRS.

Parsons Government Services of Pasadena, California, is DOE’s prime contractor for designing, building, starting up and operating the SWPF for one year.

Full facility operations are currently scheduled for late 2015.

Capacity building course for experts from developing countries by The Official CTBTO Photostream

International Data Centre Director Lassina Zerbo (centre-left) hands Rafael Jose Fugarazzo Velazquez from Paraguay his certificate upon successful completion of the course. They are flanked by CTBTO staff Martin Kalinowski (left) and Misrak Fisseha.

For more on the course see the highlight: www.ctbto.org/press-centre/highlights/2013/capacity-build...

U.S. brewery capacity quotient by Thomas Cizauskas

Brewery Capacity Quotient (BCQ)

I'm no statistician, but to compare per capita brewery count with per capita production over different years (comparing apples and oranges), I've created the BREWERY CAPACITY QUOTIENT (BCQ).

BCQ = [ (# of breweries * barrels per 100k population) / 1028.619] * 100

For any given year, the product of the total number of breweries multiplied by the number of barrels produced nationally per every 100,000 citizens is divided by 1,028.619 and that result multiplied by 100.

I use the number 1,028.619 as the constant in the denominator because it's the product of the number of breweries in 1873 multiplied by the barrel production per 100,00 population that year. I chose 1873 as the baseline because, until 2015, that was the year that comprised the most breweries in the nation, but for a much smaller population, and thus indicating an evident capacity.

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So,

In 1873:

There were 4,131 breweries in the U.S. for a nationwide population of 38,555,983. That would be the historically high count of breweries (until 2015). Per 100,000 citizens, there were 10.74 breweries that year. In total, those breweries produced 9,633,323 barrels of beer: 0.249 barrels (7.74 gallons) of beer per person.

▶ BCQ = 100

In 1980:

There were 44 breweries for a population of 226,545,805, a post-Revolutionary War nadir, equal to .194 breweries per 100,000 citizens. In total, these few breweries produced 188,373,657 barrels of beer: 0.8315 barrels (2015 gallons) of beer per person.

▶ BCQ = 3.5

In 2015:

There were 4,144 breweries in a population of 320,090,857, the most breweries ever in the nation. That was 1.29 breweries for every 100,000 citizens. In total, these breweries produced 174,721,000 barrels of beer (13.65 million fewer barrels than in 1980). Per capita, that was 0.545 barrels (16.92 gallons) of beer per person.

▶ BCQ = 219

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▶ Note that the BCQ was tiny in 1980, but in 2015 was more than twice that in 1873.

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Graphic by Yours For Good Fermentables.com.

Commercial use requires explicit permission, as per Creative Commons.

— Follow on web: YoursForGoodFermentables.com.

— Follow on Twitter: @Cizauskas.

— Follow on Facebook: YoursForGoodFermentables.

— Follow on Instagram: @tcizauskas.

At capacity by Oran Viriyincy

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4 New Flyer 60-ft hybrids fill the southbound platform of Pioneer Square station in the Downtown Seattle Transit Tunnel. The platform is long enough to accommodate a 4-car Link light rail train (800 passengers) or 6 of these buses (600 passengers-ish).

BeachVolleyball_London2012_Dancers_R9535 by Optical Artillery

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Dancers, Cheerleaders, The Mall, Horse Guards Parade, Whitehall, Olympic Venue, Beach Volleyball, Olympic Park, 2012, Stadium, London, Olympics, Olympic, Summer Olympics, London 2012, regeneration, capacity, 15000, Olympic Rings, Bikini, Architect, Populous

en.wikipedia.org/wiki/The_Mall,_London

en.wikipedia.org/wiki/Horse_Guards_Parade

en.wikipedia.org/wiki/Venues_of_the_2012_Summer_Olympics_...

en.wikipedia.org/wiki/2012_Summer_Olympics

Millennium UN Plaza Hotel New York by Richard Johnson

Millennium UN Plaza Hotel New York

One United Nations Plaza

44th Street between First and Second Avenue

New York, NY, 10017

One United Nations Plaza is on the left. Two United Nations Plaza is on the right.

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In the 1960s the U.N. had grown from 51 missions to over 120 missions without any parallel office and hotel room capacity being built in its neighborhood. According to the NY Times the city of New York was receiving complaints from the United Nations about the shortage of office space and hotel accommodations on the mideast side and it was having thoughts about leaving the city.

The city took action. In 1968 a joint agency was formed by the city, state and U.N. to develop a large scale extension of facilities across First Avenue from the U.N. The agency, the United Nations Development Corporation, acquired the land on the north side of 44th Street at 1st Avenue, essentially across the street from the U.N. headquarters.

The United Nations Development Corporation contracted with the architecture firm Roche-Dinkeloo. Kevin Roche acted as the principal designer for the firm while John Dinkeloo provided expertise in construction and technology. In the 60s and 70s they created stimulating examples of civic and corporate architecture. Later in the early 1990's they designed the 56-story Morgan Bank in the financial district.

The plan emerged for a four building complex of 40-story towers. The first building -- a combined office, apartment and hotel tower was completed in 1976.

The height of the tower was curtailed to 39-stories as it could not exceed height of the Secretariat Building of the U.N. Contradictorily - in 2000 Donald Trump built The Trump World Tower at United Nations Plaza three blocks to the north and was allowed to go 72 floors.

Known as One UN Plaza, it was completed with office space to the 26th floor and 247 hotel rooms on floors 27-39. On the 27th floor a health club with its glass-walled swimming pool was built. On the 39th floor is the only hotel tennis court available in Manhattan.

The 2nd phase known as Two UN Plaza was a mixed use office and hotel building. It was completed in 1983. It contained another 180 hotel rooms.

The exterior of the two buildings is uncompromisingly uniform in composition, being made of rectangular green-tinted glass plates tied together with narrow aluminum bands. The facade grid consists of floor-high elements of mirror windows -- the first used in NYC -- with four windows forming one element.

When the hotel opened in 1977 it was known as the United Nations Plaza Hotel - and in small print - (a United Nations Development Corporation project, managed by Hyatt International Corporation)

In the 1980s Hyatt added the hotel to its new Park Hyatt brand and altered the hotel's name to U.N. Plaza Hotel-Park Hyatt – New York, NY. Rakesh Sarna, the Chief Operating Officer for Hyatt International Operations, served as the hotel's general manager in the early 80's.

In 1997 the NY Times reported that Mayor Rudy Giuliani determined it was time for the city to sell off assets -particulary those that put the city in the role of landlord. He felt the city should not be in the hotel business and thought there was a growing demand by investors for New York City hotels. J.P. Morgan, the city's financial advisor, circulated the prospectus spelling out the terms of the hotel sale to large international hotel concerns, including Hyatt International which held the management contract to operate the hotel. The hotel portions of the two buildings had a complex ownership structure involving the city and the United Nations Development Corporation which complicated the sale.

The hotel quickly sold in 1997 ending the city's 21 year tenure in the hotel business. It was thought the city made out like a bandit receiving $102 million from Hong Kong-based Regal Hotels International. The $238,000 price per key for each of the 428 rooms was much more then earlier city estimates of a price range of $40 million to $85 million. The hotel was rebranded to the Regal UN Plaza.

During the preceding 10 years New York City's share of the hotel's profits, rent payments and property taxes averaged $2.48 million. By shifting the United Nations Plaza Hotel's ownership from public to private hands the city expected to receive annual city taxes of $6 million, which could increase to $9 million by the year 2010.

On July 28, 1997 Mayor Rudolph Giuliani "handed-over" the city-owned 427-room U.N. Plaza Hotel to Hong Kong-based Regal Hotels International - the final step of the $102 million purchase. The mayor was joined at the ceremony by Daniel Bong, Deputy Chairman of Regal Hotels International Holdings LTD, Douglas Pasquale, President and CEO of Regal Hotels and the hotel's General Manager Richard Wilhelm. Wilhelm later worked for Donald Trump as President and Managing Director of the Plaza Hotel in New York City.

In November 1999 the London real estate company Millennium & Copthorne, acquired the 28 Regal hotels in the United States from Regal Hotels International paying $640 million ( $253 million in cash plus assuming $387 million in debt).

Some of the hotels included in the deal were the Regal U.N. Plaza in New York, the Regal Biltmore in Los Angeles, the Regal Bostonian in Boston and the Regal McCormick Ranch in Scottsdale, Ariz.

Millennium & Copthorne is 52.4 percent owned by Singapore based CDL Hotels International. Millennium and Copthorne already owns 42 percent of the Plaza and has interests in the Millennium Broadway and the Millennium Hilton, all in Manhattan.

In 2001 Millennium Copthorne renamed the Regal UN Plaza to - Millennium Hotel, New York, UN Plaza.

In 2010, Wanda Chan, the General Manager for the Millennium UN Plaza Hotel New York, told leadersmag.com the hotel would start guest room renovation in 2011, including new furniture, new wall coverings, new carpets, and new window treatments. Also, the lobby lounge is to be redesigned as a social space and an amenity for the guests and the general public by serving coffee/teas in the afternoon and wine in the evening.

Dirigibile Italia scala 1-250 Piazzai Models-70 by Maurizio Piazzai

Airship Italia was a semi-rigid airship used by Italian engineer Umberto Nobile in his second series of flights around the North Pole. It crashed in 1928, with one confirmed fatality from the crash, one fatality from exposure while awaiting rescue, and the disappearance (and presumed death) of six crew members who were trapped in the still-airborne envelope.

Italia was an N-class semi-rigid airship, designation N-4. In design it was almost identical to the N-1 Norge but slightly larger in gas capacity. Little is known of airship N-2. Airship N-3 was sold to Japan and became "Naval Airship No. 6". Nobile and some of his staff traveled to Japan in 1926 or 1927 to deliver this airship.[1] According to Italian sources, airship N-5 (which was larger and had three times the lifting capacity of N-1) was Nobile's preferred design for the Arctic expedition, but when funding was refused by the Italian government he built N-4 with the assistance of private backers and the City of Milan. In May 1928 the Italia set off for the Arctic Circle, stopping at a German airship hangar at Stolp, Pomerania, and the airship mast at Vadsø in Norway.

First flight: 1924

Length: 105.4 metres/347.8 feet

Diameter: 19.4 metres/63.9 feet

Gas capacity: 18,500 cubic metres/654,000 cubic feet

Performance: 112.3 km/h /70.2 mph

Payload: 9405 kg/20,900 LB

Power plant: 3 Maybach 560 kW/750 hp total

The Italia landed at Stolp in April 1928 before starting the polar flights. In this photograph Nobile is seen with his dog Titina.

At 01:15 on 15 April 1928, the Italia took off from its base at Milan for the Arctic. With 20 personnel on board, and a payload of 17,000 pounds of fuel and supplies, the journey to Stolp in Germany took 30 hours through a variety of bad weather conditions. Near Trieste a wind gust damaged one of the tail fins. Later in the Sudetes the ship faced severe hailstorms and narrowly escaped lightning strikes. On arrival at Stolp at 07:15 on 16 April 1928, inspection revealed hail damage to the propellers and envelope, and severe tail fin damage. All the ballast and most of the fuel had been used fighting the wind. Repairs took 10 days, and required parts and technicians to be sent from Italy.

Takeoff from Stolp was further delayed by bad weather, but at 03:28 on 3 May 1928, Italia set off for Norway. Eight hours later, escorted by Swedish naval planes, Italia passed over Stockholm. Crewmember Finn Malmgren spotted his house from the air and the ship descended to drop a letter to his mother. Bad weather forced the ship east over Finland, and they passed over Rovaniemi at 01:49 on 4 May. Italia reached the mooring mast at Vadsø later that day.

While the ship was moored without difficulty, blizzard conditions followed by heavy rain kept the crew in a state of constant anxiety and caused minor structural damage. As soon as weather permitted, Italia took off for Kings Bay at 20:34 on 5 May, and by 05:30 had passed the meteorological station on Bear Island, but ran into high winds shortly after, also suffering an engine failure. By 12:00 on 6 May the airship reached Ny-Ålesund (Kings Bay) and spotted their support ship. However, in a foretaste of events to come, Captain Romagna of the Città di Milano refused to release 50 men requested by Nobile to form a landing crew. The Norwegian authorities summoned 150 miners at short notice to help haul the ship down and walk her to the shed.

Nobile planned 5 flights for the expedition, each starting from and returning to Ny-Ålesund (Kings Bay) and exploring different areas of the Arctic.

After the necessary engine and structural repairs were completed, the first flight departed from Kings Bay on 11 May 1928. Italia was forced to turn back after only eight hours flight because of thick ice forming on the envelope, as well as fraying of the control cables due to the extreme conditions.

The second flight left at 13:20 on 15 May and lasted 60 hours. In contrast, this time the weather conditions were excellent and visibility perfect. Valuable meteorological, magnetic and geographic data were gathered in a 2,500 mile (4,000 km) flight to the hitherto uncharted Nicholas II Land and back. Malmgren gathered weather and ice observations, while Pontremoli and Běhounek made measurements of magnetic phenomena and radioactivity. The ship returned safely to base on the morning of 18 May.

The third flight started on 23 May 1928, and following a route along the Greenland coast, with the assistance of strong tailwinds, reached the North Pole 19 hours later at 00:24 on 24 May 1928. Nobile had prepared a winch, an inflatable raft, and survival packs (providentially as it turned out) with the intention of lowering some of the scientists onto the ice, but the wind made this impossible. Instead they circled the pole making observations and at 01:20 dropped the Italian and Milanese colours, as well as a wooden cross presented by the Pope and a religious medal from the citizens of Forlì onto the ice during a short ceremony. At 02:20 on 24 May, the Italia started back to base.

The same tail wind that had helped Italia to the Pole now impeded their progress. Nobile calculated the return journey would take 40 hours, and had discussed their options with Dr Malmgren in the hours before their arrival at the Pole. Nobile considered a trans-polar route to Mackenzie Bay in Canada. According to Nobile, Malmgren advised a return to Kings Bay, predicting lessening winds on their return trip. On the other hand, Malmgren predicted a head wind all the way if the Canadian route was attempted. No doubt the prospect of a forced landing in the Canadian wilderness was unpalatable to both men, as it would mean the end of the expedition.

Heading directly south on a heading for Kings Bay, after 24 hours of increasing head winds and thick mist the Italia was only halfway back to base. The airship struggled to gain ground and break through to the zone of calmer winds which expedition meteorologist Finn Malmgren predicted was just ahead. Ice formed on the propellers and shot off into the envelope, necessitating running repairs. Engine speed was increased but with little effect, except for a doubling of fuel consumption. Dr Běhounek, in charge of the compass, started reporting variations in course of up to 30 degrees, and the elevator man Cecioni had similar problems maintaining control. By 07:30 on 25 May, Nobile, who had been awake for over 48 hours, knew that the situation was critical and Giuseppe Biagi, the wireless operator, sent out the message: "If I don't answer, I have good reason". By dead reckoning, Nobile estimated his position as 250 miles (400 km) northeast from Moffen Island. This estimate was 350 miles (560 km) off.

At 9:25am on 25 May the first critical incident occurred, when the elevator control jammed in the downward position while the ship was travelling at less than 1000 feet (300 metres) altitude. All engines were stopped and the airship began to rise again after it had dropped to within 300 feet (90 metres) of the jagged ice pack. The airship was allowed to continue rising to 3000 feet (900 metres) and above the cloud layer into bright sunlight for 30 minutes. After two engines were restarted the ship descended to 1000 feet (300 metres) with no apparent ill effect, with the headwind appearing to decrease slightly allowing an airspeed of 30 mph. Malmgren took the helm with Zappi supervising him. Cecioni continued to operate the elevators.

At 10:25 the ship was noticed to be tail-heavy and falling at a rate of 2 feet per second (0.6 m/s). Nobile ordered full elevators and emergency power, but although the nose rose to an upward angle of 21 degrees, the descent continued. Nobile ordered foreman rigger Renato Alessandrini to the tail of the envelope to check the automatic gas valves. A short time later, seeing a crash was unavoidable, Nobile ordered full stop and the cutting of electrical power to prevent a fire on impact. The port engine engineer failed to notice the order and the ship began to bank. At the same time Nobile ordered Cecioni to dump the ballast chain, but was unable to carry out the order in time owing to the steep angle of the floor and the secure way the chain was lashed.

Seconds afterwards the airship's control cabin hit the jagged ice and smashed open. Suddenly relieved of the weight of the gondola, the envelope of the ship, with a gaping tear in the keel and part of one cabin wall still attached, began to rise again.

Nine survivors and one fatality were left on the ice, and six more crew were trapped in the still drifting airship envelope. The envelope and the crew members aboard it have never been found. The position of the crash was close to 81°14′N 28°14′E, about 120 km (75 mi) northeast of Nordaustlandet, Svalbard. The drifting sea ice later took the survivors towards Foyn and Broch islands

Causes of the crash

The causes of the crash remain controversial even today. The severe Arctic climate and decision to head back to base in the teeth of a worsening gale, rather than continue across the Pole to attempt a landing in Canada, was the main cause. This fact drove meteorologist Finn Malmgren to attempt suicide twice soon after the crash.

Another factor is the decision to let the airship rise above the cloud layer, causing heating and then expansion of the hydrogen, which triggered automatic valving of the gas. Once the engines were restarted, the ship dived through the cloud into freezing air again and, either because the automatic valves were jammed open, or because the ship had already lost too much gas above the clouds, it could no longer stay aloft.[1] Although Umberto Nobile was the victim of a smear campaign after the crash, one criticism of him, from the master airship pilot Hugo Eckener is perhaps justified — that Nobile should never have climbed above the cloud layer in the first place.

Another possibility is a rupture of one of the gas cells, although it is difficult to understand why this would not have been immediately noticed by any of the crew on duty. The most recent theory suggests that the outer shell of the airship was damaged during the pre-flight ice removal, when a group of men wearing ice cleats hacked at the airship with pickaxes.

In his book Dr. Eng. Felice Trojani, one of the airship engineers reported that in the years after crash, he examined 11 different possible causes in detail without coming to any real solution.

Cecioni was hurled out the ruptured cabin and into a mound of ice injuring both his legs. As he looked up he saw the envelope drifting above him, and Ciocca halfway out of the starboard engine car staring down in horror. Lago, Dr Pontremoli, and Alessandrini were also visible, in the torn opening where the companion way had been. Chief Engineer Ettore Arduino, with remarkable presence of mind, started throwing anything he could lay his hands on down to the men on the ice as he drifted slowly away with the envelope. These supplies, and the packs intended for the descent to the ice helped keep the survivors alive for their long ordeal on the ice. Arduino perished with the drifting airship envelope.

Troiani, at the engine control signals fared better, being hurled into soft snow and rolling before immediately jumping to his feet and cleaning the snow off his glasses, which had survived the crash unscathed. Viglieri and Mariano, standing next to the chart table, briefly saw the rear engine car about to strike the ice hard and then found themselves prostrate but unharmed in a mass of debris. Biagi, with no time to send out an SOS grabbed the portable emergency radio and wrapped his arms around it trying to save it from damage. The impact on the ice winded him but left him inside the wreck of the cabin. Nobile lay unconscious with a head wound, with Malmgren and Zappi nearby. Mariano, Běhounek, Trojani, and Viglieri were on their feet first and began to examine the others for injuries. Nobile gradually regained consciousness - he had a broken leg, right arm, and cracked rib in addition to the wound on his head. Cecioni had two badly broken legs. Malmgren had an injured shoulder (possibly broken or dislocated), and much later was suspected to have internal injuries to his kidney. Zappi had severe chest pains from suspected broken ribs. Almost immediately the survivors were buoyed by the discovery of a waterproof bag containing chocolate, pemmican, a Colt revolver, ammunition and a flaregun. Biagi's radio was intact and he began searching for material to construct a radio mast. Biagi soon discovered the rear engine car smashed on the ice, and the body of Pomella, who had apparently survived the impact and sat down on a block of ice, but died minutes afterwards from a head injury. Despite this shock Biagi erected an antenna and within a few hours began to send the first SOS from the stricken survivors. Nobile and Cecioni were placed together in a sleeping bag for warmth and spent the next few hours in semi-consciousness while the others gathered what they could from the wreck. According to Nobile, Malmgren, in pain, and suffering from guilt about his role in the crash announced he would drown himself and began walking away from the crash site, only stopping when sharply ordered to return by the General. Later the same day, Mariano had to disarm Malmgren after he started to walk away from the crash site with the loaded Colt revolver. Meanwhile, the uninjured men surveyed the ice pack, collecting supplies and chose a stable patch of ice to erect a 2.4 x 2.4 metre (8 ft x 8 ft) silk tent they recovered which was to be their only shelter during the coming ordeal.

The day after the crash was spent looking for more supplies amongst the wreckage. Navigational instruments and charts were recovered allowing the position of the crash site to be calculated. The quantity of rations per man was also calculated. This was a scant 300 grams (11 oz) of food per day, mainly pemmican and chocolate, calculated for a 25-day stay on the ice. Eventually 129 kg (284 pounds) of food were recovered extending this supply to 45 days. Finally the crowded tent was dyed red for improved visibility from the air, with dye marker bombs that had been aboard the airship. Biagi continued to signal for help with his radio; the survivors quickly became exasperated at the stream of mundane personal messages pouring out of the Citta di Milano interspersed with occasional messages for the Italia. After several days cold began to take its toll. The fliers had been equipped with many layers of woollen clothes and lambskin flight suits, but not all of them were fully dressed at the time of the crash and none had proper Arctic survival clothing. On 28 May land was sighted in the distance, breaking the despondency of the survivors. Discussions began as to whether the survivors should attempt a trek towards land and eventually it was decided that Malmgren, Zappi and Mariano should be sent to try to summon help. On 29 May Malmgren shot a polar bear which approached the crash site, augmenting the food supply with about 189 kg (400 pounds) of fresh meat.

Rescue effort

An international rescue effort followed, but was bedevilled by official apathy and political interference on the part of the Italians. Romagna, the commander of the base ship, seemed to be paralysed with indecision when the Italia went missing. Lengthy telegrams asking for instructions were sent to Rome, but there was no effort to move the ship closer to the presumed crash site or otherwise begin a search. The Citta di Milano was admittedly old and unsuited to the Arctic, but considering the season could easily have taken up station further north and west of Kings Bay without any danger to itself. No attempt was made to keep a radio watch, and Guglielmo Marconi, who monitored the messages from the base ship later said: "No wonder that on the Citta di Milano the SOS of the survivors could not be picked up by radio operators. They simply were not paying attention to her signals.”

Pedretti, the alternate radio operator left behind by the Italia; and Amedeo Nobile, Umberto's brother were the most concerned about the radio silence from the airship. Amedeo Nobile was the first to visit the Norwegian ship Hobby to try to get Norwegian help for a search. Word also reached Amundsen in Oslo, who immediately volunteered to start on a search mission. When the Norwegian government officially approached the Italian government proposing Amundsen as expedition leader, they were rebuffed and Lieutenant Hjalmar Riiser-Larsen was appointed instead. Almost every Arctic explorer of note offered assistance or money for the search, including the American Lincoln Ellsworth.

In Italy, Arturo Mercanti, former air force chief and friend of Nobile requested that air force planes be sent to the Arctic to begin a search. Repeatedly frustrated by official inaction he attempted to hire private aircraft himself and threatened to publicise the government's inaction in the international press. As a result, two sea planes were sent from Italy, a Dornier Wal piloted by Luigi Penzo and a state-of-the-art Savoia-Marchetti S.55 piloted by Ten. Col. Umberto Maddalena who was the first rescuer to spot the "Red Tent" survivors on 20 June. Mercanti himself went to Kings Bay where his frustration continued.

Cpt. Gennaro Sora (of the Italian Army Alpini ski detachment) did run a heroic over-ice sled attempt from the Città di Milano support ship, while Matteoda and Albertini of the SUCAI (the University Section of the Italian Alpine Club) did the same from the Italian-hired ship Braganza. Both attempts were made in the face of opposition (some sources state direct orders) from the base-ship commander, Romagna.

The lack of co-ordination meant that it took more than 49 days before all the crash survivors (and stranded would-be rescuers) were retrieved. Roald Amundsen was lost, presumed dead, flying to Spitsbergen in a French Latham sea plane piloted by René Guilbaud to take part in the operation. Two hundred thousand cheering Italians met Nobile and his crew on arrival in Rome on 31 July. This show of popularity was unexpected by Nobile's detractors, who had allegedly been seeding the foreign and domestic press with sensational accusations against him.

Chronology of the rescue operations:

25 May 1928 - The Italia crashes on the ice. Radio operator Biagi salvages radio, constructs a radio mast and begins transmitting SOS.

31 May - Survivors unable to establish radio contact because of weather conditions and negligence by base ship Città di Milano who fail to maintain radio watch and instead continue to send routine traffic. Malmgren, with Commanders Mariano and Zappi, begin a trek toward land.

3 June - A Soviet amateur radio operator Nikolai Schmidt in Vokhma village hears the Italia SOS signals.

5 June - A Norwegian pilot makes the first flight in search of the Italia. In the ensuing weeks, pilots from Norway, Sweden, Finland, Russia and Italy make search and rescue flights.

8 June - Radio contact established between the ice floe and the Città di Milano. Search operations continue.

June 15/16 - Malmgren collapses from exposure on the ice and asks to be left behind. His body is never found.

18 June - Roald Amundsen and five others disappear on a flight to Spitsbergen to aid in rescue operations. Captain Sora of the Italian Alpine troops defies orders and sets off by sled with Arctic explorers Ludvig Varming and Sjef van Dongen to try to reach the crash zone.

20 June - Italian pilot Maddalena spots the survivors and drops supplies, many of which are smashed or useless.

22 June - Italian and Swedish pilots drop more supplies, this time successfully.

23 June - Swedish pilot Lundborg forcibly removes Nobile from the ice floe but crashes his plane on the return for more survivors and is trapped with the others. Rescue operations suspended pending arrival of suitable light aircraft capable of landing on the ice.

6 July Lundborg is picked up from the ice floe by his Swedish co-pilot Birger Schyberg in a light Cirrus Moth ski-biplane. Schyberg intends to rescue the other five persons as well, but changing ice conditions lead him to change his mind after having brought Lundborg to safety.

12 July - The Soviet icebreaker Krasin rescues Mariano and Zappi, who were located from Krasin's large aircraft the previous day. The five remaining Italia survivors are rescued by the ice-breaker later the same day.. Soviet pilot Boris Chukhnovsky and his four crew also rescued by the Krasin on its way back to Kings Bay. It had made an unsuccessful safety landing after seeing Zappi and Mariano.

14 July - Rescuers Sora and Van Dongen rescued from Foyn Island by Finnish and Swedish aircraft.

Capacity Development Talk by International Monetary Fund

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IMF economists Lesley Fisher and Amanda Sayegh from FAD join Principal Secretary of Finance of the Government of Odisha, India, Vishal Kumar Dev, and Eria Hamandishe, Director, Department of Economic Affairs, Zimbabwe Ministry of Finance & Economic Development, at a Capacity Development Talk titled Building Capacity on Managing Fiscal Risks: A New Fiscal Risk Toolkit at the International Monetary Fund.

IMF Photo/Cory Hancock

12 April 2022

Washington, DC, United States

Photo ref: CH220412031.arw

ND-9512 C.B.S. Depot Ashok Leyland - 12M A type Bus at C.B.S. Pettah in 30.11.2020 by Primal Madusanka

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Make :- Ashok Leyland

Model :- 12M

Coach Builder :- Ruby Coach Builders Ltd in India

Steering type :- Power

Seating Capacity :- 50

Wheel Base :- 6200 mm

Year of Manufacturing :- 2019

Date of Registration :- 17.09.2019

SLTB type :- A

No of Buses :- 286

Status :- In service

Information as at 26.01.2022

Capacity Development Talk by International Monetary Fund

IMF economists Lesley Fisher and Amanda Sayegh from FAD join Principal Secretary of Finance of the Government of Odisha, India, Vishal Kumar Dev, and Eria Hamandishe, Director, Department of Economic Affairs, Zimbabwe Ministry of Finance & Economic Development, at a Capacity Development Talk titled Building Capacity on Managing Fiscal Risks: A New Fiscal Risk Toolkit at the International Monetary Fund.

IMF Photo/Cory Hancock

12 April 2022

Washington, DC, United States

Photo ref: CH220412030.arw

Small Indigenous Species (SIS) pond visit in Barisal, Bangladesh. Photo by Zohurul Hasan Sohel, 2013. by WorldFish

From left: Md. Mokarrom Hossain (Project Coordinator of CSISA, NJ and SHOUHARDO 2), Craig Meisner (Director - WorldFish South Asia), Mohammed Zakir Hossain (Project Manager, FtF Aquaculture), Dr. Stephen Hall (Director General - WorldFish) and Md. Zamal Uddin (Technical Specialist, FtF Aquaculture).

10.12.2018 PCCB Capacity-building Hub by COP24 Official

10.12.2018 PCCB Capacity-building Hub

Meeting Room 112 by Office for Campus Life Tufts

Capacity: 30 Chairs (Conference Seating for 20)

This room includes movable conference tables, chairs, blackboard, whiteboard, bulletin boards, and projection screen. Phone connection available (phone # 627-4610), phone must be provided by user.

Wheat improvement course participants learn about rust by CIMMYT

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Participants in CIMMYT's 2010 Wheat Improvement and Pathology Training Program examine and take notes on the symptoms present in a set of leaf rust differentials. These are wheat lines with known responses to different leaf rust races, or pathotypes. Pathotypes vary in their virulence to different resistance genes, and so infection types and levels in different lines vary depending on the genes they contain. By codifying the responses of the differentials scientists can determine the pathotype of an unknown isolate of the pathogen.

The training course ran for three months, from 15 February to 14 May 2010, with sixteen participants from eight countries (India, Paraguay, Brazil, Ethiopia, Bangladesh, Turkey, and Afghanistan). They program was balanced between theoretical and practical learning, including wheat breeding, pathology and quality, molecular techniques, applied statistics, and participation in hands-on fieldwork such as selections, crossing, and disease screening..

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Photo credit: X. Fonseca/CIMMYT.

1992 Rover Montego Countryman 2.0 Diesel Turbo by Dave K

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The vehicle details for J727 GUF are:

Date of Liability 01 12 2014

Date of First Registration 31 03 1992

Year of Manufacture 1992

Cylinder Capacity (cc) 1998cc

CO₂ Emissions Not Available

Fuel Type HEAVY OIL

Export Marker N

Vehicle Status Licence Not Due

Vehicle Colour WHITE

Pride of Longbridge 2014.

Chitral model Butcher shop at Chitral by Ground Report

Fighting Zonoses in Pakistan

4 days capacity building training workshop on Bio Safety zonotic diseases for social health club master trainers (teachers) concluded.

By: Gul Hamaad Farooqi

CHITRAL: Four days capacity building workshop on Bio Safety zonotic diseases reporting & surveillance for social health clubs master trainers under live stock for life was concluded by Relief International. Medical Superintendent DHQ hospital Chitral Dr. Noorul Islam was chief guest on the occasion who distributed certificates among the trainees participants. Dr. Riazur Rehman district program manager of Relief International (RI) and other expert briefed the participants (comprising over male and female teachers of different schools) about pneumonia, Brucellosis , bird flue and other zonotic diseases which transferrable from animal to human and from human to animal. They said that some 296 diseases have been declared zonotic out of 353 which is a big thread for those who have close links with animal. Experts stressed upon trainees to motive their students regarding adopting recessionary measurement and using safety device during contact with animal.

They said that we should to use protective mask, glows, shoes etc when we goes near to animal and should to use boiled milk, meat and other edible things to save from these diseases. They said that we should to work on behavior changes and to strengthen our amenity system which saves us from different diseases naturally. They said that we should to follow health and hygiene principles for a healthy life. A question answer session was also held during the workshop and they were responded by expert doctors. At last chief guest Dr. Noorul Islam distributed certificates among the successful participants. The participants thanked RI for conducting this informative and fruitful session for sensitization teachers to aware their students onward about zonotic diseases.

Earlier that a model butcher shop was also opened by RI at Chitral market. A function was also held in this connection at town hall. Assistant Commissioner Chitral Noorul Ameen was chief guest on the occasion while the ceremony was also attended by chief Municipal officer Muhammad Zahir Khan, Magistrates, district administration, president trade union Haji Habib Hussain and journalists of press club. Addressing on the occasion Dr. Riaz DPM said that RI opened a model butcher shop as a symbol of hygienic shop by providing them refrigerator, and other equipments so as to motivate other butches to follow it. They also should to clean their shops and to separate it from poultry, greengrocers, backers and edible things shops because most of these disease communicable and can easily transfer by oval and air. AC Chitral cut ribbon of model butcher shop and inaugurated at at Kroprasht market. A large number of social workers were also present on the occasion.

G.H. Farooqi C/O Manager bank Islami Main branch Chitral phone No 0943-320737, 0943-316052, 0943-414418 , 03025989602, 03337069572, 03159698446, 03469002167

email: gulhamad@gmail.com

President Bush visits Yongsan by Morning Calm Weekly Newspaper Installation Management Command, U.S. Army

President Bush thanks troops, families, commends alliance

by R. Slade Walters, IMCOM-K Public Affairs Office

YONGSAN GARRISON, Republic of Korea— President George W. Bush spoke to a full-capacity crowd of service members, families and civilian employees here at U.S. Army Garrison Yongsan Collier Field House Aug. 6.

The president arrived to the enthusiastic cheers of more than a thousand Americans who serve, live and work on the Korean peninsula along with their Republic of Korea military counterparts. Bush thanked the service members for their dedicated service, lauded military families and commended the U.S. alliance with the Republic of Korea, which has endured for 55 years.

“The American people are grateful for your service and so is your Commander in Chief,” Bush said. “So to the military spouses and to the children who are here, please know that the United States of America is grateful for the sacrifices that you all are making on behalf of our country. And I am proud to be in your presence.” To ROK military personnel, Bush said “We’re honored by your friendship. We’re proud of our alliance, and we’re inspired by your work to advance the cause of liberty.”

Bush commented on the historical importance of the ROK-US alliance for the region. “Fifty-five years have passed since the guns went quiet and the cease-fire was signed on this peninsula,” Bush said. “And since that time our forces have kept the peace. Our nations have built a robust alliance.”

The president described the Korean people and the Korean military as strong allies to the United States. “Thanks to the contribution of men and women who are wearing the uniform just like you, the partnership between America and Korea has become one of the great success stories of modern times,” Bush said.

The president also stated that working with its ROK allies to help build a free and prosperous country was good for America and enhances U.S. national security. In his remarks, the president underscored the fact that the U.S. Army in Korea is undergoing one of the largest transformations in its history in support of the alliance. “As South Korea has grown in strength, it takes a larger role, more significant role in its own defenses,” Bush said.

“The bedrock of this alliance is our belief in liberty,” the president said. “And there is no place on earth that clearly demonstrates the contrast between free and open societies, and repressive, closed societies than the Korean peninsula.”

Applause erupted from the crowd as the president discussed working with U.S. allies in Asia to deter the North Korean nuclear program. “We are going to stand united with South Korea and China and Japan and Russia until we reach our ultimate goal -- and that is a Korean peninsula where people are free from nuclear weapons and free from oppression.” Bush said.

The president was joined by his wife, Laura, his daughter, Barbara, his brother Marvin and his sister-in-law Margaret.