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Evaluating no-code platforms? Take five.
As mobile technology becomes more powerful, its deployment becomes more complex. Businesses are relying more and more on IT departments to support the evolution, but with the number of mobile devices and apps required for each business, the demand for IT resources has begun to outpace availability. The automation revolution has reached the field - and companies that have made the leap are improving service delivery, CSAT, sales, and cash flow. But with such a high demand on IT, they are turning increasingly to no-code platforms. These business-user-friendly platforms are empowering field technicians with powerful mobile apps to handle complex tasks reliably and with minimal training.
Though CRM, FSM, and EAM systems have existed in the back-office for decades in some form or another, enterprises are now realizing the mobile solutions promised by their existing solutions will never meet their needs. At the same time, IT teams have been overwhelmed by demands, and are not equipped to handle custom mobile application development to the scope and scale required to meet the volume of requests coming from every part of the business.
How, then, does an enterprise business with a complex list of needs - in the field and elsewhere - identify no-code solutions that improve field performance in a way that's built for business users in mind? No-code app development platforms have stepped up to bridge the growing gap between supply and demand. When thinking no-code, though, it's important to think field first - and here are five capabilities to consider.
You need to make changes to a process, but you don't have time to print and distribute updated forms to the field. A no-code platform should allow you to quickly modify and publish process changes to thousands of users with just a few mouse clicks - and without the support of a dozen developers.
Mobile native
Work in the field is never easy: whether there's inclement weather, or they're in the middle of the ocean, it's imperative that your apps function offline. And not just the bare bones - they should be fully functional, including hosted data sets and lookup features.
DIY-friendly
Systems of record often provide a mobile app that supports an integration to their own platform and nothing else, but your business needs so much more. Your no-code platform should allow you to customize the flow of data to suit you, not force you to build your workflow to accommodate them.
Beautifully branded
Whether your solution is customer-facing, or employees' eyes only, you want it to look good. The ability to brand your no-code solution ensures scalability across departments and use cases, from performing service on the app, to sending beautiful documents to customers.
The best field-focused platforms don't support databases, and for good reason. You already have a back-office system (or systems) of record that meets your data storage policies, so why make things complicated? A no-code field solution should be a conduit for data flowing from the field into the back-office systems you already know and trust.
There are high stakes for choosing a no-code mobile platform. Enterprise businesses require a robust developer tool set and the ability to utilize API connections, powerful automated app and user governance, and a pedigree of working with global brands who've deployed the solution for mission-critical processes.
At the end of the day, though, many deployments have failed or succeeded because of how much consideration those in charge gave the interaction between the back-office that would be deploying the solution, and the field where the solution would be deployed. The waters of no-code platforms are deep and complex, so learn from those who've sailed them before. When evaluating no-code platforms, take five and be sure to consider not only why you're looking at them - but for who.
Want to learn more about how mobile technology is changing the way businesses operate? Join ProntoForms' CEO and Founder Alvaro Pombo on January 31st, 2019 as he discusses the leading edge of mobile technology in a free webinar.
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As is customary, I begin with an expression of shame over not returning to this column as frequently as I (and the people who come up to me at events) would like. I usually feel a mix of pride and shame when having those conversations with readers like the ones I had at the recent Grand Prix Santa Clara. Pride in that I have vocal fans at all, and shame that I let them down nearly every month when I ignore my "write Sick of It" alert I have set up in Google Calendar.
Feelings of inadequacy aside (and oh boy, did Grand Prix Santa Clara provide me with plenty of those!), let's get to my top 4 that I'm sick of right now.
How do you begin to "fix" a problem that's actually 10 different problems? Forgive me if I'm skeptical that, "Easy—put Paul Cheon, Andrew Brown, and Melissa DeTora in a room for a few days" will prove a reliable answer. You can hire a QA team at the turd factory, but that doesn't make it a widget factory.
When we switch between these paradigms frequently and rapidly, blocks don't combine well to form a healthy and fun Standard environment. What is Standard's baseline for killing something the opponent spent 5 or 6 mana on? What should the player who spent 5 or 6 mana get out of it if the threat is not answered? What should the player who spent 5 or 6 mana get out of it if the thread is answered? Some stability in how we answer these questions will help the stability of Standard.
Oh, and don't print the damn Chupacabra in the same set as the 6/6 Sphinx with fake hexproof. I know that you know that your splashy rares shouldn't be newbie traps, so it's just a bit strange to see not just an available answer but one of the more pushed cards that is a deadly weakness for the Sphinx, in the same set.
4) At the end of the game, why is it legal to reveal your hand but not top card of the library?
Ask someone this question, even a judge, and you often get a very vague answer about "you know, the gambling laws." Ah yes, that age old gambling law that differentiates between the types of zones of hidden information revealed after a match. What about the argument that the order of the library is "random," so revealing it is using "random" information to determine the outcome of the match, which is gambling? By that logic, game 5 of extra turns would also be gambling, and hell, the entire match would probably be gambling were we to apply this reading of "the law" to what we're doing as a match of tournament Magic is played.
No law cares about this distinction at all. The intent and actions of the players are indistinguishable, legally.
What about non-legal arguments like this slowing the tournament down and leading to awkward and heated "who would have won?" discussions after the match has ended? Well, that may be a good reason to ban all revealing of hidden zones and post-match discussion of who should concede, but why wouldn't it apply to revealing your hand and making the same argument? If we are banning the "post-game show and tell and debate about who would have won," then ban it. Don't ban one version and allow another very similar version that even induces the opponent to do the illegal one.
Not everyone shares the same set of proficiencies. But there has to be a way to avoid immediately ruining something I just paid $6-10 for before the event began. There are many methods of shuffling a deck of sleeved cards. Let's all become proficient enough with at least one of them such that our opponent's sleeves (and cards—it's happened to me and I'm sure it's happened to you) are safer from damage during deck presentation.
I know this one is going to scare the crap out of at least one person who is already nervous about their shuffling proficiency. I'm sorry to be the bearer of bad news, but yes, your opponents have noticed and they do not enjoy their sleeves lasting 1/10th as long as they should. But let me try to put you at least somewhat at ease: I suspect most people who have this issue just need to loosen their grip a bit and find a better angle of holding and combining the cards. Practice finding a better angle and holding the cards more loosely and you will improve. The death-grip + bad angle = sleeves destroyed.
This has happened to me in many contexts now. So what am I talking about? I'm talking about situations where a player's actions don't fully reveal their intent, and so the judges have developed a framework for implying/assuming their intent to resolve the ambiguity, but then the judges don't even bother to ask the player what their intent was!
For example, on camera in round 4 of Grand Prix Santa Clara, my opponent attacked with Goblin Guide and didn't say anything. I said no blockers. He looked at me again, then turned to record the damage on the life pad. I called the judge to get a missed trigger warning enforced (which everyone should do when it comes to cards like Goblin Guide—as a community we cannot allow players, for whatever reason, to ignore the drawbacks on their cards without tracking how often it's happening). No big deal though—happens all the time. So the judge comes over and we explain what happened, and the judge rules that "since the attacking player didn't say anything, and you didn't ask about the trigger, it's not clear that he is waiting for you to respond to the trigger versus waiting to resolve damage." Now, I had problems with that because I thought there was enough evidence that we were past that point, and I shouldn't have to remind the opponent or get so far that I'm risking losing my own priorities in order to enforce the rules, but that's actually neither here nor there. What bothered me most after the fact was that the judge never even asked my opponent whether the trigger was missed! "Were you waiting for Matt to respond to the trigger, or had you forgotten about the trigger and were you waiting on him for other effects?" An honest opponent brings us to the correct outcome, and a dishonest one gets exposed in a way that lets me know that I need to be on guard if my intuition is in sharp contrast with the answers he provides. The judge did not even give us this opportunity by conducting this basic step of the investigation.
In another context, an opponent tried to counter a spell that could not be countered. The judge at no point asked my opponent, "Did you know the spell couldn't be countered?" The answer to that question is ultimately what separates cheating from mistake, yet the question was never asked.
And no, cheaters won't always deny it, because they might not know it is illegal rather than a permitted edge. Again, people can lie to shoot the angle, but if you don't even ask then you let them shoot the angle without even having to go out on a limb to do so. Ask the tough question, and do it early before the players are necessarily aware of what exact information the ruling will hinge on.
Even basic judge calls are investigatory exercises when the facts are unclear. Treat them as such by asking those in possession of the information that really matters to share that information, even if it is their own intent or state of knowledge about the game state.
We'll see if my editor let's this one through… Rich Hagon announced that each GP coverage day would be broken into three different shows such as "MasterPunt Theatre" at 9 a.m. and "Afternoon Nap" at noon (I might have already forgotten the real names of the segments).
I have what I think is an interesting proposal to make the show even better: Show me the damn matches and tell me what round it is.
Look, I know what round 5 of a Grand Prix is like. A couple 4-0 players will be looking to get to 5-0 whether you call it "Top Gearhulk" or "How Does Matt Nass Already Have 2 Losses Doesn't He Have 3 Byes?" or whatever else.


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Can Hillary Turn on Electricity in Yemen Better than AQAP?
June 13, 2012 /7 Comments/in Drones, Energy Policy, Intelligence, Terrorism /by emptywheel
Due to the vagaries of smart phone RSS feeds, I re-read this story over the weekend. In addition to describing Secretary of State Clinton's speech before the Special Operations Forces Industry Conference–in which she described how special ops fit into her idea of really smart power–it also aired JSOC complaints about Hillary's proposed closer ties between diplomacy and special ops.
But rumor has it Clinton's vision has its detractors — and that its implementation in hotspots such as Yemen and Congo has made some Special Operations Forces officers very unhappy. In Yemen, in particular, some commando officers look upon the State Department's expanding shadow-war powers as a bureaucratic intrusion on what should be military territory. A source tells Danger Room that in Yemen State has effectively hijacked all U.S. counter-terrorism funding, requiring a labyrinthine approval process for even small expenditures. According to detractors, the funding control is a way of cementing State's expansion into the Special Operations Forces traditional remit.
McRaven does not share the officers' objections. The admiral has enthusiastically widened and deepened his command's alliances with commando forces from allied nations — all in a bid to build what he calls the "global SOF partnership." The Army 10th Special Forces Group's ongoing deployment to Afghanistan is a perfect example: 10th Group's Afghanistan task force includes commandos from Poland, Romania and several other countries. In a sense, McRaven is becoming more of a diplomat as Clinton becomes more of a warrior. Meeting in the middle, they've apparently chosen to be allies instead of rivals.
In that context, Clinton's appearance at an otherwise minor military trade show is an important signal. McRaven is showing his officers that if he and America's top diplomat can get along, then they can get along with their own State Department counterparts, as well. An evolving vision of American warfare is counting on it.
This story came out on May 24, just a few days after this largely unnoticed AP story described John Brennan seizing control over targeting. One reason for Brennan to do so, it seemed, was to give State more direct influence over targeting.
The move concentrates power over the use of lethal U.S. force outside war zones at the White House.
The process, which is about a month old, means Brennan's staff consults the Pentagon, the State Department and other agencies as to who should go on the list, making a previous military-run review process in place since 2009 less relevant, according to two current and three former U.S. officials aware of the evolution in how the government targets terrorists.
But some of the officials carrying out the policy are equally leery of "how easy it has become to kill someone," one said. The U.S. is targeting al-Qaida operatives for reasons such as being heard in an intercepted conversation plotting to attack a U.S. ambassador overseas, the official said.[my emphasis]
That is, it seems like this process–which the AP dates to sometime in mid-April–allowed State to bypass DOD's vetting process by submitting targeting suggestions directly to Brennan. And the AP story appeared to arise out of the same disgruntlement within JSOC as Wired's story.
Now, I actually support Hillary's efforts to strengthen State's soft power efforts; we won the Cold War as much with soft power and oil price manipulation as we did by bankrupting Russia with an arms race. But we've sucked at it ever since. And while I maintain my grave concerns about running an unannounced counterinsurgency from within NSC, I admit that today the news from Yemen is good. Whoever's leading this campaign, US and Saudi-backed Yemeni forces just took back two key cities that AQAP has held for more than a year.
Which brings us to the tricky part: providing not just security, but basic services at least as well as AQAP has been doing for the last year.
Travelling from Sana'a to the Tihama, Abyan to Hajjah, the one thing every Yemeni (and one grumbling foreign journalist) has repeatedly demanded is water and electricity. These two most basic services are severely lacking across most of the country, something Ansar al-Sharia benefited from as they set out to provide electricity, water and food for residents in towns across Abyan, where out-governing the state isn't a tough challenge.
In Lawder the local power station was destroyed in the fighting. When asked what they'd do for electricity one of the commanders gave me a knowing look and smirked: "we wait for the government?"
As most of the country continues to 'wait' for regular electricity he and I joked about how 'the men down the road' [Ansar al-Sharia] could solve the problem, probably in a matter of days. But really this is no joke.
If Lawder is going to be held up as a shinning example of how to crush the insurgency then the state has to step in immediately and provide or renew basic services in order to convince people government rule is the better option. At the moment for many people across Yemen it's not.
See also this story, which suggests how much tougher this problem is going to be in Yemen than in Iraq and probably even in Afghanistan. In Iraq, we threw money at the problem, which promptly went into US contractors' bank accounts. In Afghanistan, we threw money at the problem, which promptly went into banks in Dubai and even to Taliban warlords.
We can match AQAP in propaganda volume, if not efficacy. But where we continue to lose is in our ability–exercised through a government with a least a shred of legitimacy–to improve people's lives, which is the field on which we're now fighting.
Tags: Bill McRaven, Hillary Clinton, John Brennan, JSOC
https://www.emptywheel.net/wp-content/uploads/2016/07/Logo-Web.png 0 0 emptywheel https://www.emptywheel.net/wp-content/uploads/2016/07/Logo-Web.png emptywheel2012-06-13 10:54:222012-06-13 10:54:22Can Hillary Turn on Electricity in Yemen Better than AQAP?
Duncan Hare says:
Now, I actually support Hillary's efforts to strengthen State's soft power efforts; we won the Cold War as much with soft power and oil price manipulation as we did by bankrupting Russia with an arms race. But we've sucked at it ever since.
No. The US has always sucked at "soft power." As a happy recipient of Kissinger's efforts in Southern Africa I got a first hand taste of "Soft Power."
The Locals got Mugabe, and that's gone well.
Adam Colligan says:
Maybe the most interesting long-term question raised by this is the relationship between the SOCs and the CIA NCS. Haven't we been reading for years now about the awkwardness of shifting kinetic operations away from the uniforms?
Maybe Clinton thinks that the counter-terror dynamic of the future will center on State partnerships with formal military assets, both US and partner ones, rather than (just) more sprawl and mission creep in the intelligence community. If that's the case, I'm not surprised to see McRaven welcoming the sentiment, even if it might mean trading some independence in exchange for future relevance.
Arbusto says:
Reading this, my mind-warped to Mad Magazine and Poachers poaching Poachers pitching Pitchers. How many departments,agencies, nations, NGO's and free-lancers can fit into Yemen? Christ we've got the White House, CIA, Army, State, JSOC with Poland and Romania in training bras, and Saudi and Israeli groups mucking up the works in their own special way. What a clusterfuck!
@Arbusto:
Twas thus before
http://en.wikipedia.org/wiki/Aden_Emergency
harpie says:
How Drones Help Al Qaeda; Ibrahim Mothana; NYT; OP-ED; 6/13/12
thatvisionthing says:
See also this story, which suggests how much tougher this problem is going to be in Yemen than in Iraq and probably even in Afghanistan
"this story" is Yemen and the Two Clocks (http://www.lineofdeparture.com/2012/06/11/yemen-and-the-two-clocks/):
Christopher Swift: Look, I drove down roads that I thought were pretty well-constructed roads. And I'd ask the question, "Gee, when did this road get built? This is sort of an odd location for a road out here in the countryside."
And they would say, "Oh, well, 10 years ago this road used to be a river."
There is no water for irrigation. There's no food in certain districts. The soil there, Carl, is so dry that you can't wear contact lenses very long in Yemen before you have trouble with your eyes. The soil, outside the coastal regions, is so dry that it's very difficult to get stuff to grow. And it's just getting drier and drier and drier.
Less than 3 percent of Yemen's surface is adequate for any kind of cultivation currently.
Carl Prine: Yeah, but I still see those parallel clocks. I don't know how much time Yemen has left. I think that they run out of oil in 2017ish.
Christopher Swift: And the capital runs out of water in the next five to 10 years.
Carl Prine: Yeah. And within the Arab world, it has the highest population growth rate. The only other place comparable is Gaza. Yemen has an amazingly high fertility rate.
Say Yemen does get electricity from AQ or us, military or state dept. Where's it going to get water from? Talk about buried lede.
Also, Harry Shearer played excerpts from an IEEE trade podcast on his radio program Le Show in April: http://harryshearer.com/news/le_show/player/?id=867&start=18:42
We bring electricity to Afghanistan, incredibly badly:
HARRY SHEARER: Today from Spectrum, aptly named trade publication of the Institute of Electrical and Electronics Engineers, you will hear from, they put out a podcast — it's a tradecast I guess you'd call it — and Glenn Zorpette of the IEEE, or the I triple E, spent 3 weeks in Afghanistan and discusses — and see if this sounds familiar to you, ladies and gentlemen, like another war we just had, discusses our project to bring more electricity to Afghanistan. Here's Glenn Zorpette.
GLENN ZORPETTE: In much of northern Afghanistan outside of the immediate area of Kabul, electricity is something that Afghanis see for a few hours a day—a few being, well, anywhere from, say, 2 to 6. … What we know is that roughly $55 billion has been spent on reconstruction. And that's reconstruction of all kinds. That's roads, schools, hospitals, electricity, lots of things. … A single large diesel plant, which has turned out to be largely useless, cost just over 300 million dollars, by everyone's account. A 105-megawatt plant just outside Kabul at a place called Tarakhil. And that cost, that plant cost a little over $300 million, as I say. … They're now trying to give southern Afghanistan an electrical network of sorts—transmission lines that would actually connect the north and south of the country. These projects, to give Afghanistan something like a modern electric grid, are budgeted at $1.2 billion, and they've started spending money on those. … The famous Tarakhil power plant…was built at a place northeast of Kabul, a little village called Tarakhil. And the idea was proposed that bringing power to Kabul would have helped get Hamid Karzai reelected. And an academic who studies Afghanistan later told me that this was a complete misreading of Afghan politics—that no one would really attribute this success to Karzai. But indeed this was lost on the USAID, the chief U.S. government development agency in Afghanistan. And so plans were drawn up to build a 105-megawatt plant. Things went wrong almost from the start. It was a sort of a comedy of errors. The plants wound up being in metric units rather than imperial. The blueprints for the plants were riddled with errors, according to the subcontractor, Symbion, that was supposed to build it. There were problems with the lease for the land on which the plant was built which took a long time to get straightened out. And then finally, when all these things were straightened out and they were ready to go, it was the beginning of Ramadan and the Afghan workers who were supposed to build the plant couldn't work. … And this led to a dispute between the subcontractor that was supposed to be building the plant, which was Symbion, and the prime contractor, which is Black & Veatch, which was working for USAID. So what happened was that Black & Veatch and Symbion sort of fired each other … and Black & Veatch ultimately took over and built the plant itself. The plant wound up being about two years late and nearly $200 million over budget. It's a 105-megawatt plant that uses diesel fuel to generate electricity. Diesel fuel is … extremely expensive in a war zone. It has to be trucked in through dangerous areas and so on. It has to probably, as far as I know, probably be brought through Karachi, Pakistan, then trucked in. So the end result is that electricity from the Tarakhil plant costs 42 cents per kilowatt-hour, which is stratospherically high; it would be high even in the northeast United States. Whereas power that is freely available from transmission lines from former Soviet republics—Uzbekistan and Tajikistan and so on—that electricity is available for 6 cents per kilowatt-hour. … The upshot is that Tarakhil is hardly ever used. It's a brand new plant, it probably cost more than any other 105-megawatt, 100-megawatt plant ever built, at over $300 million, and it's almost never used. … There was no need for this plant on any count.
From IEEE's No Power To The People: http://spectrum.ieee.org/podcast/energy/fossil-fuels/no-power-to-the-people
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Karzai Objects to Sham Agreement on Air Strike "Restrictions" The Whack-a-Moles Leave Women Unaroused

redpajama_set_name: RedPajamaCommonCrawl


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Dame Nancy Rothwell made the opening speech. She mentioned nearly half of the international alumni were from China and the number was increasing year on year. Most Chinese alumni came back to China, active in politics, business, academia etc.. She also mentioned that Manchester is one of the important cities in Northern England and the University of Manchester was top academic and research centers in this area. For example the National Graphene Institute (located in the UoM) already had closer collaborations with Chinese counterparts. Alumni were one of the key drivers for the development of the UoM. She encouraged our alumni to make higher achievements and became the ambassadors and bridge between the UoM and those in China.
Dr. Qian Ouyang, President of the UoM China Alumni Association, represented the China alumni to make a speech on the development of alumni and association in China. Sherry Fu, Director of the UoM China Centre also delivered a speech. As the founder of the China Centre, she looked back the development and major achievements made since its establishment in 2008. She also mentioned the SORSA UoM Alumni Association. Last year, Dame Nancy Rothwell visited Shanghai and announced the rename and launch of the UoM China Centre, showing the importance the UoM attached to China. The Centre would be endeavored to further collaborations in research and businesses, and would continuously support the alumni activities as usual.
Other distinguished guests from Manchester included Professor Martin Schroder (Vice-President and Dean of the Faculty of Science and Engineering and Professor of Chemistry), Professor Ian Greer (Vice-President and Dean of The University of Manchester's Faculty of Biology, Medicine and Health), Sir Kostya Novoselov, Helen Archibald (Senior Officer of Alumni Office).


Michael Crampton produced this series of illustrations for Capital One Ventures latest advertising campaign. Inspired by retro travel posters Michael's graphic style has created a stunning set of contemporary artworks. To see Michael's portfolio, click here.
Michael Crampton is represented by Meiklejohn. Published on 30 November 2017.


DDWA is pleased to share the Autism Parents' Handbook: 2018 Edition by Heidi Brandis.
You can order a print version: postage and handling costs apply at $5.00 per copy. See details below.
Then please email DDWA and advise the number of copies, amount transferred and your full name and address.
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A mid-tier firm has released guidance for tax agents looking to stay on the right side of the regulator during its crackdown on work-related expenses (WRE).
As heavily publicised by the Tax Office, work-related expenses will be under the microscope this tax time. ATO boss Chris Jordan has warned tax agents on several occasions that even small amounts inappropriately claimed will trigger regulatory action.
Mid-tier firm RSM said this tax time, it's more important than ever that tax agents take reasonable care in ascertaining a client's state of affairs, especially where it relates to statements being made or work being performed on behalf of a client.
"Whilst there is no requirement for tax agents to audit information provided by a client, tax agents should always query information provided by a client that is unclear, or that simply doesn't stack up," Rami Brass, national head of tax at RSM, told Accountants Daily.
"For example, if a client seeks to claim a deduction for travel and accommodation for a one week training course, but the documentation provided shows a two or three week trip was taken, further questions should be asked around whether the client was doing additional work whilst travelling, or whether the additional travel time was for a personal holiday," he said.
The tax office has also said substantiation will be a key focus in its surveillance activity, which has left some tax agents questioning how far they are reasonably expected to push their clients. In these situations, clients can be reminded the onus is ultimately on them to prove their costs were incurred.
"The commissioner seems concerned about tax agents claiming substantiation exempt deductions, for example work-related expenses that total less than $300 or laundry costs of less than $150, without querying whether the taxpayer is actually incurring the costs," Mr Brass said.
"These substantiation exemptions are there to ensure that taxpayers don't have to maintain detailed receipts where they have only minor amounts of work-related expenditure each year, but they still have to show through other means that they actually incurred the cost," he said.
Apportionment will also be a focus area for the Tax Office this year, and clients should be aware of the necessity here to keep records of a four-week representative period.
"Car expenses are the most commonly-claimed WREs at $8 billion per year. Taxpayers must keep a log book for 12 weeks to claim a percentage of all motor vehicle expenses. Alternatively, taxpayers can claim up to 5,000 kilometres of work-related travel at an ATO-defined cents-per-kilometre rate. It's important to note that substantiation is still required for the cents-per-kilometre claim," Mr Brass said.
"In the past, the ATO has contacted employers to confirm the nature of their employees' travel requirements," he said.


The pushing stage of labor rarely looks as it does in the movies! Did you know there are so many other options to birth a baby then flat on your back with you legs thrown up to the ceiling and pushing like your face is going to burst?
In this episode of Yoga | Birth | Babies, I speak with doula, childbirth educator, mother and creator of Pushing Power™, Chantal Traub. She breaks down some myths about pushing, introduces why a well aligned pelvis can help facilitate a more functional birth and how to talk to your care provider about birthing options. Enjoy!
Aligning well with an epidural.
Where to find Chantal's work!
Chantal Traub is a mother of 2 children and is a Certified Childbirth Educator (LAMAZE and through Childbirth Education of Metropolitan New York, of which she is a current board member) and Doula. She is the Founder of Pushing Power™ – a workshop to empower body and mind for birth. She is passionate about teaching women about core health for birth and postpartum and to give them the tools and resources to help themselves. She has been teaching and assisting expecting families in the New York Metro area since 2003. She is also Certified in both Prenatal and Postnatal Yoga and is a Certified MUTU® System Pro.


In the figure below, you can see a muscle divided into its component parts. You can see there is a sarcolemma, which is the surrounding tissue of a muscle fiber, and inside the sarcolemma, there are the myofibrils – the contractile portions of the muscle fiber.
Take Away – Sarcoplasmic hypertrophy is the growth of components within the sarcolemma, while myofibrillar hypertrophy is the growth of the myofibrillar components.
Sarcoplasmic hypertrophy can be thought of as a more long-lasting form of hyperemia (a.k.a. cell fluid increase). Increases in non-contractile substances such as intracellular fluid or muscle glycogen increase the size of a muscle.
An often used analogy is to compare this to filling a balloon with water to increase its size.
Sarcoplasmic hypertrophy can often be caused by hyperemia, or the pump. When a pump is large enough, it makes the sarcolemma expand, literally blowing up the muscle fiber to the point where it must grow, or risk bursting. This process is often the goal of bodybuilding-style exercise programs.
Myofibrils are the contractile portions of a muscle fiber, and myofibrillar hypertrophy is defined as the increase in the myofibrillar content of a muscle. The increase in myofibrils can be thought of as increasing the density of a muscle fiber (think, the thickening of the 'skin' of a balloon) — not the volume like sarcoplasmic hypertrophy — a process which leads to greater gains in strength. This is where people will commonly relate olympic lifters, and sprinters, who tend to be immensely strong without being very big — a result of their training methods, which aim to maximize myofibrillar hypertrophy.
Sarcoplasmic Hypertrophy – Traditional 'bodybuilder" style workouts.
Myofibrillar Hypertrophy – Traditional 'power-lifter' style workouts.
The reality is you must train in both aspects to make consistent progress. If you only train myofibrillar hypertrophy you will be missing out on the benefits of sarcoplasmic!
This is why we take a deeper look into proper program design and macro/micro cycling programs with our clients. This ensures constant progression, limits repetitive injuries, reduces imbalance and leads to overall healthier clients!


text:
La Fondation du Mérite européen est une association luxembourgeoise à but non lucratif, créée à Luxembourg en 1970. Elle a pour but de reconnaître les réalisations des individus, ou d'une manière occasionnelle des organismes, pour leur remarquable contribution à l'avancement vers l'idéal européen ou pour des accomplissements particuliers de nature transnationale, au-delà de leurs réalisations purement professionnelles.

Historique
La Fondation a été créée en 1970 par François Visine, haut responsable de l'OTAN de nationalité française. Son président est le Premier ministre du Grand-Duché, Xavier Bettel. Le président du conseil d'administration est Jacques Santer, ancien Premier ministre du Grand-Duché, ancien président de la Commission européenne et ministre d'État.

Traditionnellement, la Fondation décerne depuis de nombreuses années des médailles (d'or, d'argent et de bronze) aux ressortissants de nombreux pays de l'Union européenne. En 2010, à l'occasion du  de la Fondation, une décoration spéciale en or a été créée en vue de reconnaître des mérites européens au plus haut niveau: il s'agit du Grand Collier, décerné à SAR le grand-duc Henri. Les présidents du Conseil, de la Commission et du Parlement européen ont chacun reçu le Collier en or.

De nombreux pays ont institué un ordre du Mérite afin d'honorer leurs citoyens mais la Fondation du Mérite européen est le seul Ordre du Mérite reconnu officiellement sur une base européenne. Le rôle de la Fondation est de se développer afin de répondre aux défis actuels de l'Europe en organisant et en participant à des conférences universitaires et autres qui promeuvent l'idéal européen, notamment parmi les plus jeunes membres de la société. La Fondation a entamé récemment un partenariat avec le Centre virtuel de la connaissance sur l'Europe (CVCE) et a conclu un accord de coopération avec l'université du Luxembourg. La Fondation travaille en étroite collaboration avec les institutions de l'Union européenne et spécialement avec la Commission européenne à Luxembourg.

La Fondation a l'intention de créer en 2015 une association de médaillés (ceux qui ont déjà reçu des médailles d'or ou d'argent) en vue de les impliquer et d'utiliser leurs talents et leur expertise dans la poursuite de la promotion de l'idéal européen.

10/ 2014

Prix actuels
Les sept classes de prix sont, par ordre décroissant d'ancienneté:
 Le Grand Collier Remise de manière discrétionnaire. Juste un reçu à ce jour
 Le Collier On le décerne chaque année
 La Médaille d'Or Décernée chaque année selon des quotas nationaux
 La Médaille d'Argent   Aucun quota
 La Médaille de Bronze Aucun quota
 Le Diplôme d'Honneur  Aucun quota
 Le Diplôme de Reconnaissance  Aucun quota

Liste des membres et de leurs postes occupés

Notes et références

Notes

Références

MÉMORIAL (15 juin 1990). Journal officiel du Grand-Duché de Luxembourg. Mémorial C, numéro 197, pp.9417-9420. Disponible: http://www.merite-europeen.eu/pdf/Statuts.pdf (consulté le 13 janvier 2015)

Fondation au Luxembourg

redpajama_set_name: RedPajamaWikipedia


Date on market reflect due to Contract Fell through BACK ON MARKET , Lowest price for fast sale and absolutely flawless and best buy in this very high demand subdivision for wonderful amenities that are part of Laurel Hill HOA. JUST REDUCED OVER 20 K. PROPERTY HAS APPRAISED OVER 850. INSTANT EQUITY PLUS MOVE-IN READY! Largest model in Laurel Hill one of the best communities in Lorton. Open and airy the only model with 5 bedrooms upper level and one on main level. Very spacious and open basement. Gourmet kitchen with center island and a 36 inch Bosh gas cook-top. Wood floors entire main, new carpet and paint. Community pool, Top new schools. Close to Lake Braddock and all Bike and jog trails. This community offers a lifestyle that is one of the best in Washington area yet the most reasonable price almost half compare to some other areas with almost no amenities and quality lifestyle. Just minutes to DC, Airports, military bases and Metro station.
Directions: EXIT I-95 LESS THAN A MILE RIGHT TO SILVERBROOK, RIGHT SWEET PECAN AND RIGHT ON FLOWERING DOGWOOD TO THE END ON THE LEFT. MINUTES TO RT-123, FFAX COUNTY PARKWAY, COMMUTER RAIL AND SHOPPING. WALK TO ALL SCHOOLS .


text:
1Origins
1.1North Atlantic Route
1.2Mid-Atlantic Route
1.3Crimson Route
2Airfields
North Atlantic air ferry route in World War II
Air Transport Command emblem
Map all coordinates using: OpenStreetMap
Download coordinates as: KML
The North Atlantic air ferry route was a series of Air Routes over the North Atlantic Ocean on which aircraft were ferried from the United States and Canada to Great Britain during World War II to support combat operations in the European Theater of Operations (ETO).
The route was developed as one of four major routes along which United States aircraft were ferried to the major combat areas. It originated at several Army Air Bases in New England, which permitted short range single-engined aircraft to be flown to Britain using a series of intermediate airfields in Newfoundland, Labrador, Greenland and Iceland. Long-range multi-engined aircraft could be flown from Newfoundland directly using Great Circle routes to airfields in Ireland and southwest England; or via the Azores to the UK or airfields in French Morocco to support Allied air forces in the Mediterranean Theater of Operations (MTO). Later in the war, air routes over the North Atlantic were developed from South Florida via Bermuda to the Azores.[1]
Origins[edit]
The Air Ferry Routes of WWII, including North Atlantic Route, South Atlantic Route and South Pacific Route
Although many air route surveys of the North Atlantic had been made in the 1930s, by the outbreak of World War II in Europe, civilian trans-Atlantic air service was just becoming a reality. It was soon suspended in favor of military activities. The increasing need for Britain and France to obtain military aircraft in the United States revived interest in intermediate airfields along the "stepping stone" of the North Atlantic.[2] [3] [4] [5] [6][7] Although airports existed in Newfoundland, and Britain built an airfield in Reykjavik, Iceland (1940), the only practical way to get short-range aircraft to Europe was by cargo ship.
With the Fall of France in June 1940, and the loss of much war materiel on the continent, the need for the British to purchase replacement materiel from the United States was urgent. Aircraft ordered by France and also by the Netherlands were impounded. The aircraft purchased in the United States by Britain were flown to airports in Nova Scotia and Newfoundland, partially dis-assembled and loaded on ships and transported to England where they were unloaded and re-assembled, a process that could take several weeks, not counting repairing any damage to the aircraft incurred in the shipment. In addition, German U-boats operating in the North Atlantic Ocean were a constant menace to shipping routes in the North Atlantic making it very hazardous for merchant shipping between Newfoundland and Great Britain.[8] Larger aircraft could be flown to the UK and the Atlantic Ferry Organization was set up to manage this using civilian pilots.
On 2 September 1940, the Destroyers for Bases Agreement was completed. In exchange for fifty obsolete destroyers, the U. S. got ninety-nine-year leases for air and naval bases in the Dominion of Newfoundland, Bermuda, British Guiana, Antigua, Trinidad, St. Lucia, Jamaica and the Bahamas. (Technically, not all bases were exchanged; some were "gifted.")[9]
Although Iceland was viewed as a part of Europe, Greenland was considered a part of North America and subject to the Monroe doctrine. President Roosevelt vetoed Canadian and British plans for the occupation of the island. In 1940, Greenland was subject to a U.S. protectorate enforced by the U.S. Coast Guard, and a survey for airfields was made. On 9 April 1941, the United States signed a treaty with the defected Danish Ambassador in Washington, allowing for unlimited U.S. military use of the island. The agreement, after explicitly recognizing Danish sovereignty over Greenland, granted to the United States the right to locate and construct aircraft landing fields and other facilities for the defense of Greenland and for the defense of the North American continent. President Roosevelt then authorized the War Department to build airfields and other facilities in Greenland. The United States had also taken over the defense of Iceland under an agreement with Britain in July 1941, relieving the British Empire troops then in Iceland. United States Army engineers began improving the airstrips previously begun by the British.[10][11]
Using these new airfields in Newfoundland, Greenland and Iceland, land based air routes were developed to transport United States aircraft, soldiers and war supplies between the United States and the United Kingdom.
North Atlantic Route[edit]
Under the Destroyers for Bases Agreement, the first United States troops arrived in Newfoundland on 29 January 1941. The first USAAF presence in Newfoundland came in May 1941 when six Douglas B-18 Bolos from the First Air Force 21st Reconnaissance Squadron arrived at RCAF Station Gander. Attached to the 21st Recon was Captain Elliott Roosevelt, the son of the president. He made the 1941 surveys that resulted in construction of airports at Goose Bay, Fort Chimo, Frobisher Bay, and Padloping Island. Captain Roosevelt also surveyed Iceland and Greenland and reported to his superiors on the air route development during the Atlantic Conference in August 1941. In September 1941 Canada began the development of Goose Bay in Labrador.[10][11] The other stations followed in October, but they were built by the United States.
In July 1941, the United States sent construction crews to Narsarsuaq in Greenland to build the air base that came to be known as Bluie West 1 (BW-1), later the headquarters of Greenland Base Command. The following October, work began on Bluie West 8, a much more northerly base at Sondrestrom on the western coast of Greenland. Next year, on the east coast, an airfield was built 50 kilometers northeast of Angmagssalik (Bluie East 2).[12] This air route was known as the North Atlantic Route, and became one of the major transport and supply routes of World War II.
The North Atlantic Route was initially operated by the 23d Army Air Forces Ferrying Wing, Army Air Forces Ferrying Command, initially headquartered at Presque Isle Army Air Field, Maine. Ferrying Command was re-designated Air Transport Command on 1 July 1942. The 23d Ferrying Wing was replaced by the ATC North Atlantic Division, Grenier Army Air Base, New Hampshire on 1 January 1944.[11] The Royal Air Force counterpart organization was RAF Ferry Command (before mid-1941 known as RAF Atlantic Ferry Service and after March 1943 No. 45 (North Atlantic) Group within RAF Transport Command).
The route was inaugurated in the spring of 1942, with large movements of aircraft taking place during the summer. Many serious problems were encountered, and the total loss rate on the route approached 10%. On 22 November Air Transport Command suspended the transportation of passengers across the North Atlantic for the duration of the winter. ATC traffic to Great Britain was diverted to the South Atlantic air ferry route in World War II. The distance to Britain by this route was significantly longer, but operations could be maintained on a year-round basis.[10]
Mid-Atlantic Route[edit]
Efforts on another front were also productive. Prior to 1943 the Portuguese government only allowed German U-boats and navy ships to refuel in the Azores[citation needed]. However, diplomatic efforts in 1943 persuaded Portuguese Prime Minister António de Oliveira Salazar to lease bases on Azores Islands to the British. This represented a change in policy and was a key turning point in the Battle of the Atlantic allowing the Allies to provide aerial coverage in the middle of the Atlantic.[10]
The British established RAF Lagans Field at an existing airport on Terceira Island, and the United States constructed Santa Maria Field on Santa Maria Island. On 1 December 1943, British and United States military representatives at RAF Lagans Field signed a joint agreement outlining the roles and responsibilities for the USAAF and United States Navy use of RAF Lagans Field. In return, the US agreed to assist the British in improving and extending existing facilities at Lagens. Air Transport Command transport planes began landing at Lagens Field immediately after the agreement was signed. On 31 December 1943, Prime Minister Salazar gave his consent to the arrangement with the understanding the Americans would be under British control. By the end of June 1944, more than 1,900 American airplanes had passed through these two airfields in the Azores.[13]
The air routes established allowed long range multi-engined aircraft fitted with auxiliary fuel tanks to be ferried from Morrison Field, in South Florida through Kindley Field, Bermuda to one of the two airfields in the Azores. then on to RAF St Mawgan in Cornwall throughout the year. Single-engine aircraft, however, had to be ferried on the North Atlantic Route due to their shorter ranges. Also aircraft were ferried from Newfoundland via the Azores to Cornwall. This route was subsequently designated as the Mid-Atlantic Route. In addition, ATC ferried aircraft to French Morocco to support forces in the Mediterranean Theater of Operations (MTO) from the Azores.[10][14]
Crimson Route[edit]
Main article: Crimson Route
The Crimson Route was a planned Great Circle route to ferry aircraft from manufacturing plants in Southern California and Seattle via Montana over Canada to Greenland using Arctic air routes. This route had the advantage of avoiding the poor weather over the North Atlantic by flying over the high latitudes of northern Canada to Greenland, then across Greenland to Iceland and on to Great Britain. Aircraft manufactured in the Midwest and Eastern United States could be flown north over Ontario or Quebec to Greenland as well, avoiding the often stormy North Atlantic. Several airfields were developed in northern Canada, and the route was tested by some RAF aircraft, however the project was ended in 1943 by the development of the Mid-Atlantic Route from Florida to the Azores and never fully developed.[10][11]
Airfields[edit]
Grenier Army Air Base New Hampshire 42°55′57″N 071°26′08″W / 42.93250°N 71.43556°W / 42.93250; -71.43556 (Grenier AAB) Initially First Air Force base, jurisdiction assumed by Air Transport Command on 1 January 1944.[15][16] Grenier became the headquarters of the North Atlantic Division of Air Transport Command (ATC), its primary mission was the ferrying of aircraft from the United States to Great Britain.[17] Operated by 1377th AAFBU, ATC. Approximately 300–400 aircraft transited the airfield each month over North Atlantic Route.[11] Placed on standby status on 30 October 1946.[18]
Presque Isle Air Force Base Maine 46°41′20″N 68°02′41″W / 46.68889°N 68.04472°W / 46.68889; -68.04472 (Presque Isle AAF) Presque Isle Airport taken over by the Army Air Corps on 15 September 1941.[19] 23d Ferrying Wing AAC Ferrying Command headquarters was established, later 1380th AAFBU, North Atlantic Division, ATC. June 1942 became HO ATC, North Atlantic Wing. The mission of the wing was to facilitate the transfer of Lend-Lease aircraft to England and act as an embarkation point for movement of Army Air Corps personnel and equipment. From Presque Isle, most ferried aircraft were flown to RCAF Station Gander, Newfoundland, then switching to Goose Bay, Labrador in mid-1942.
The airport remained Corporate HQ of Northeast Airlines, and was operated as a Civil/Military airfield throughout the war. Presque Isle remained the primary point of departure on the North Atlantic Route throughout the war. Returned to civil control September 1945.
Dow Army Airfield Maine 44°48′51″N 068°49′51″W / 44.81417°N 68.83083°W / 44.81417; -68.83083 (Dow AAF) Commercial airport taken over by USAAC in September 1941. Assigned to Air Service Command. Its initial mission was the maintenance and preparation of Lend-Lease aircraft bound for Great Britain, being transported by AAC Ferrying Command to RCAF Stations in Newfoundland.[20] After American entry into World War II, performed any necessary servicing on aircraft transiting over North Atlantic route. In addition, beginning in early 1943, it acquired the additional mission of training engineer aviation personnel and staging hundreds of 4-engined heavy bombers and preparing them for the overseas flight to European and Mediterranean combat theaters. Jurisdiction transferred to Air Transport Command March 1944.[11] Controlled by 1379th AAFBU, North Atlantic Division, ATC. Over 8,400 aircraft passed through Dow in 1944, and approximately 2,150 in the last five months of the European conflict in 1945. After the end of the European war in May 1945, Dow was a stop on the return leg for aircraft returning to the United States, and remained part of ATC's North Atlantic Transport route for strategic air transportation between the United States and the United Kingdom.[10] Placed on standby status May 1946.[21]
Stephenville Air Base Newfoundland 48°32′38″N 058°33′12″W / 48.54389°N 58.55333°W / 48.54389; -58.55333 (Stephenville AB) 460 miles (740 km) from Presque Isle.[14] Developed by the United States and Newfoundland as a ferrying staging field in mid-1941 as a result of the 1940 Destroyers for Bases Agreement under Newfoundland Base Command.[9] Specifically developed with long runways to accommodate large multi-engined aircraft capable of Trans-Atlantic crossings when equipped with internal auxiliary fuel tanks.[11][22][23] Used by Air Transport Command for direct flights to RAF St Mawgan in Cornwall, an air distance of 2,357 miles (3,793 km).[14] Was capable by use of the largest United States aircraft and was the largest military airfield located outside of the Continental United States when constructed. The base became a frequent stopping and refueling point for USAAF aircraft crossing the Atlantic in both directions.[14] Remained active after the war, renamed Ernest Harmon Air Force Base in 1948. Turned over to Canadian national government in 1966 with expiration of United States agreement with Canada for use of military bases.
RCAF Station Gander Newfoundland 48°56′13″N 054°34′05″W / 48.93694°N 54.56806°W / 48.93694; -54.56806 (RCAF Station Gander) 643 miles (1,035 km) from Presque Isle.[14] Established as civil airport, turned over to RCAF in 1940. Became part of Newfoundland Base Command.[9][10] Heavily used by Ferrying Command and ATC for transporting military aircraft from Canada and the United States to the European Theater of Operations (ETO) via Greenland and Iceland airfields.[24]
RCAF Station Goose Bay Labrador 53°19′09″N 060°25′33″W / 53.31917°N 60.42583°W / 53.31917; -60.42583 (Goose Bay Airdrome) 569 miles (916 km) from Presque Isle.[14] Established in 1941 by RCAF, became joint airfield with United States AAF and Royal Air Force. Became part of Newfoundland Base Command. In 1943, RCAF Station Goose Bay was the busiest airport in the world transiting aircraft being ferried to Greenland by ATC.[10][11]
Bluie West 1 Greenland 61°10′00″N 045°25′59″W / 61.16667°N 45.43306°W / 61.16667; -45.43306 (Bluie West 1) 776 miles (1,249 km) from Goose Bay.[14] Established in 1941 by United States Army, operational in 1942. HQ Greenland Base Command. Primary refueling/servicing stop in Greenland for North Atlantic Route. Remained under United States Air Force control until 1958. Now a civilian airport.[10][11]
Bluie West 8 Greenland 67°00′38″N 050°42′33″W / 67.01056°N 50.70917°W / 67.01056; -50.70917 (Bluie West 8) 1,000 miles (1,600 km) from Goose Bay.[14] Established in 1941 by United States Army; operational in 1942. Alternate refueling/servicing stop in Greenland for North Atlantic Route, also planned for use on Crimson Route over Canada. Used when weather in southern Greenland prohibited ferrying over direct route to Iceland. Remained under United States Air Force control until end of Cold War. Became Greenland's main airport after the war.[10][11]
Bluie East 2 Greenland 65°34′59″N 37°37′00″W / 65.58306°N 37.61667°W / 65.58306; -37.61667 (Bluie East 2) 375 miles (604 km) from BW-8.[14] Established in 1942 by United States Army; evacuated in 1947 and now abandoned. In limited use as a refueling/servicing stop; also planned for use on Crimson Route over Canada.[10][11]
Meeks Field Iceland 63°59′03″N 22°36′24″W / 63.98417°N 22.60667°W / 63.98417; -22.60667 (Meeks Field) 748 miles (1,204 km) from BW-1, 455 miles (732 km) from BE-2.[14] Built in 1941, headquarters of Iceland Base Command. Long runway used for ferrying of multi-engined aircraft. 1386th AAFBU, North Atlantic Division, ATC. Became NATO interceptor base during the Cold War as Keflavik Airport. Turned over to Iceland Government 2006.[25]
Patterson Field Iceland 63°57′31″N 22°32′58″W / 63.95861°N 22.54944°W / 63.95861; -22.54944 (Patterson Field) Originally Svidningar field, used by Iceland Base Command as a fighter base for air defense, however also used by ATC as an overflow base for ferrying single-engine aircraft due to its short runways. USAAF air activity ended at the airfield in March 1947.[25][26]
RAF Reykjavik Iceland 64°07′48″N 021°56′26″W / 64.13000°N 21.94056°W / 64.13000; -21.94056 (RAF Reykjavik) Built in October 1940 at Reykjavík Airport by the British Army for the RAF. Used as a civil/military airfield during the war, also used by ATC as an overflow base.[10] Turned over to Icelandic government in July 1946 and since then it has been operated by the Icelandic Civil Aviation Authority (now named Flugstoðir Airport).[25][26]
RAF Vágar Faroe Islands 62°03′49″N 007°16′38″W / 62.06361°N 7.27722°W / 62.06361; -7.27722 (RAF Vágar) 491 miles (790 km) from Iceland. Used as refueling/servicing/emergency landing base. Built by British Royal Monmouthshire Royal Engineers in 1942 after the pre-emptive occupation by British forces of the Danish Faroe Islands in 1940 following the occupation of Denmark by Nazi Germany. Control of the islands reverted to Denmark following the war.
Prestwick Airport Scotland 55°30′34″N 004°35′40″W / 55.50944°N 4.59444°W / 55.50944; -4.59444 (Prestwick Airport) 467 miles (752 km) from RAF Vágar, 852 miles (1,371 km) from Iceland.[14] Initial ATC base in United Kingdom for receiving ferried aircraft from the United States. 1403d AAFBU. Began operations in July 1941 as Eastern Terminus, Atlantic Division, Ferrying Command. Jan 1943 became HQ Air Transport Command, Eastern European Wing.[27] Remained as primary terminus of North Atlantic route throughout the war. Under United States control until 31 May 1945.
RAF Nutts Corner Northern Ireland, UK 54°37′45″N 06°09′00″W / 54.62917°N 6.15000°W / 54.62917; -6.15000 (RAF Nutts Corner) 519 miles (835 km) from RAF Vágar, 863 miles (1,389 km) from Iceland.[14] Opened in 1941, ATC base established in June 1943, 1404th AAFBU, European Division. Detachment also at RAF Langford Lodge, Northern Ireland. Langford Lodge also was used as a servicing facility (403d Air Depot).[28] Closed 30 June 1945.[29]
RAF Valley Wales, UK 53°14′53″N 04°32′07″W / 53.24806°N 4.53528°W / 53.24806; -4.53528 (RAF Valley) 621 miles (999 km) from RAF Vágar, 979 miles (1,576 km) from Iceland.[14] An established RAF Station, it was brought into use in April 1943 as an ATC base, 1407th AAFBU, European Division. Was the closest ATC controlled airfield to most of the USAAF Eighth and Ninth Air Force stations located in the East Anglia region of eastern England. Sixty to seventy aircraft arrived each day, then forwarded to operational bases.[30] Returned to sole RAF use in September 1945.
[11] During the 1950s, MATS operated WB-50 Superfortress weather aircraft (28th Weather Squadron) from the base.[31]
RAF St Mawgan Cornwall, England 50°26′16″N 05°00′21″W / 50.43778°N 5.00583°W / 50.43778; -5.00583 (RAF St Mawgan) Pre-war civil airport taken over by RAF initially as a satellite of nearby RAF St Eval. Rebuilt in new location with longer wider runways.[32] Turned over to Air Transport Command, 1 June 1943[11] for long-distance transports arriving from Stephenville Air Base, Newfoundland and aircraft being ferried to England from the Azores.[14] Operated by 1406th AAFBU, ATC European Division.[33] Served as hub for North African Division, ATC flights from French Morocco, along with ferried aircraft over the South Atlantic Route by ATC South Atlantic Division originating in South Florida.[14] Was also terminal for ferrying of aircraft to Twelfth Air Force in French West Africa and Tunisia from United Kingdom, along with transport of supplies and materiel. From 1943 it was also used by RAF Ferry Command and BOAC. RAF control from February 1946.[34]
Morrison Field Florida 26°41′05″N 080°05′21″W / 26.68472°N 80.08917°W / 26.68472; -80.08917 (Morrison Field) Initially a Third Air Force Base, reassigned to Army Air Forces Ferrying Command (later Air Transport Command) on 19 January 1942, and for the balance of the war became Headquarters for the Caribbean Wing of ATC.[35] Operated by 1103d AAFBU, ATC. Primary mission was to operate the South Atlantic Transport Route,[11] although when Azores bases became available in the summer of 1943, also handled ferrying of long-range aircraft via Bermuda to United Kingdom.[10] Also operated intermediate emergency refueling/servicing airfield at Grand Bahama Airport (Detachment, 1103d AAFBU), Freeport.[14] Aircraft likely ferried over Mid-Atlantic Route from Homestead AAF (1104th AAFBU) and Miami Army Airfield 1105th AAFBU.[14][36] Placed in reserve status on 1 July 1947.[37]
Kindley Field Bermuda 32°21′58″N 064°41′16″W / 32.36611°N 64.68778°W / 32.36611; -64.68778 (Kindley Field) 1,005 miles (1,617 km) from Morrison Field. Built by United States after basing rights obtained via Destroyers For Bases Agreement.[9][38] Part of Bermuda Base Command, Ferrying operations began 1943 with opening of Mid-Atlantic route.[11] 1389th AAFBU, North Atlantic Division, ATC. Performed servicing/refueling en route to Azores. Remained active after World War II, became Kindley Air Force Base in 1948.[38]
RAF Lajes Field Terceira Island, Azores 38°45′42″N 027°05′17″W / 38.76167°N 27.08806°W / 38.76167; -27.08806 (RAF Lagans Field) 2,145 miles (3,452 km) from Bermuda, 1,698 miles (2,733 km) from Newfoundland, 1,346 miles (2,166 km) from RAF St Mawgan. Usage rights obtained in December 1943 from British, former civil airport. Operated by 1390th AAFBU, North Atlantic Division, ATC, used as servicing/refueling airfield between bases in Bermuda, Great Britain and French Morocco. Air Transport Command traffic increased from approximately 90 planes in January 1944 to more than 600 planes in June 1944. By the end of June 1944 more than 1,900 American aircraft had passed through the base. In order for aircraft to operate on schedule, a 45-minute period was the average time limit allowed to service the aircraft after landing[11][13] United States granted military rights, September 1946, remained active as Lajes Field, active today as joint Portuguese Air Force/USAF/Civil Airport.[39]
Santa Maria Island, Azores 36°58′28″N 025°10′10″W / 36.97444°N 25.16944°W / 36.97444; -25.16944 (Santa Maria AAF) Built by United States, early 1944. Operated by 1391st AAFBU, North Atlantic Division, ATC. Used as overflow airfield for RAF Lagans.[11] Later became Azores Air Transfer Station.[40] Turned over to Portuguese Government, 1 September 1946,[41] now civil airport.
Menara Airport Marrakech, French Morocco 31°36′25″N 008°02′11″W / 31.60694°N 8.03639°W / 31.60694; -8.03639 (Menara Airport) Seized from Vichy French control as part of Operation Torch, November 1942. Became ATC base, operated by 1257th AAFBU, North African Division, ATC. Received ferried aircraft on South Atlantic route primarily from Roberts Field, Liberia, supporting Twelfth Air Force.[11] Air route to Azores 1,182 miles (1,902 km) established in January 1944.[13]
Anfa Airport Casablanca, French Morocco 33°33′25″N 007°39′38″W / 33.55694°N 7.66056°W / 33.55694; -7.66056 (Anfa Airport) Seized from Vichy French control as part of Operation Torch, November 1942. Became ATC base, operated by 1251st AAFBU, North African Division, ATC. Received ferried aircraft on South Atlantic route primarily from Roberts Field, Liberia, supporting Twelfth Air Force.[11] Air route to Azores 1,140 miles (1,830 km) established in January 1944.[13]
World War II portal
South Atlantic air ferry route in World War II
South Pacific air ferry route in World War II
Northwest Staging Route
West Coast Wing (Air Transport Command route to Alaska)
Crimson Route
This article incorporates public domain material from the Air Force Historical Research Agency.
^ Christie, Carl (1995). Ocean Bridge The History of RAF Ferry Command. Toronto and Buffalo: University of Toronto Press. ISBN 978-0-8020-8131-5.
^ Northrop A-17 Archived 15 April 2012 at the Wayback Machine
^ Curtiss P-40D (Kittyhawk I)
^ Airacobra I for RAF, P-400
^ Mitchell with Royal Air Force
^ Brewster F2A-1
^ Global Networks Before Globalisation: Imperial Airways and the Development of Long-Haul Air Routes
^ The Early Development of Air Transport and Ferrying
^ a b c d The New Bases Acquired for old Destroyers
^ a b c d e f g h i j k l m n The North Atlantic Route
^ a b c d e f g h i j k l m n o p q r s John D. Carter, "The Air Transport Command", The Army Air Forces in World War II, vol. 7, Services Around the World, ed. Wesley Frank Craven and James Lea Cate, 42, 44–45 (Washington, D.C., Office of Air Force History, new imprint, 1983).
^ "US Air Defense in the Northeast, Lydus H. Buss, USAF Continental Air Defense Command, 1957". Archived from the original on 2 October 2008. Retrieved 4 April 2011.
^ a b c d "Lajes Field History - The U.S. Enters the Azores". Archived from the original on 28 March 2016. Retrieved 4 April 2011.
^ a b c d e f g h i j k l m n o p q Interesting facts about the Atlantic Air Routesof WWII
^ AFHRA Document 00172794
^ MANCHESTER, NH AIRPORT (MHT) The World War Two Years by Tom Hildreth
^ MacLeod, Malcolm (1986). Peace of the continent: The impact of Second World War Canadian and American bases in Newfoundland.. St. John's, Nfld.: Harry Cuff Publications. ISBN 0-919095-96-8.
^ a b c Establishing the Iceland Base Command
^ a b Historical buildings and sites in Iceland
^ RAF Valley History
^ "RAF St Mawgan airfield".
^ a b "American Military Bases in Bermuda from 1941 to 1995". Archived from the original on 9 November 2018. Retrieved 5 April 2011.
^ Fletcher, Harry R. (1989) Air Force Bases Volume II, Active Air Force Bases outside the United States of America on 17 September 1982. Maxwell AFB, Alabama: Office of Air Force History. ISBN 0-912799-53-6
^ 00007512
Biss RCAF Ret., F/L E.E. (2005). Yesterday's Sky. Mississauga: Winston Manor Press. ISBN 978-0-9869660-0-2.
Google Maps Distance Calculator (Used for calculating great circle distances)
Retrieved from "https://en.wikipedia.org/w/index.php?title=North_Atlantic_air_ferry_route_in_World_War_II&oldid=1116447648"
Aerial operations and battles of World War II involving the United States
Aircraft ferrying
Military history of the Atlantic Ocean
Newfoundland in World War II
Greenland in World War II
1940s in Newfoundland
Wikipedia articles incorporating text from the Air Force Historical Research Agency


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The Importance of Being Churro:
The Sheep at the Heart of Navajo Culture
By Colleen Oakes
"When I came back, I asked my mother, 'by the way where's my umbilical cord?' And then she says, 'you know where it's at,' she said, 'I buried it in the sheep corral.' Ah ha! It brought me home. No matter what you do, the umbilical cord brings you home."
Roy Kady (sheepherder, weaver, teacher, activist)
The Importance of Being Churro
Lyle McNeal, Carnegie Professor, Utah State
Stacia Spragg-Braude, Photographer
Visits with Native Women
Aimee Swenson
Dinah DeWald
Laura Tohe, Poet
Sheep Trek
Chip Thomas
Vasile Oanea
Roy Kady
Renée Dennison
© Emily Matyas
The Navajo say that the deities gave them the Churro sheep. Descended from the Spanish Churra sheep introduced in North America by Don Juan de Onate in 1598, this breed of sheep quickly became central to Navajo culture. The sheep were not only a source of meat and wool, but caring for them set the tone and pace of life for the Navajo sheepherder. In addition to daily care and grazing, the sheep must be shorn in the spring, ewes can have lambs up to twice a year, and the sheep have to be moved to follow the change of seasons—up to the mountains in the summer and back down in the winter. In order to be used for weaving, the wool has to be cleaned, processed, and spun into yarn.
SEE magazine's mission is to explore the intersection of arts and social issues. We chose to research this story because of the threat to a traditional way of life for Navajo sheepherders and weavers. We soon discovered a tangled web of related issues involving history, politics, culture, economics, environment, health, education, language, and the arts. We have tried to maintain our focus on the Churro while providing links to relevant information wherever possible.
While the history of conflict with indigenous people following the arrival of Europeans is long and complicated, when considering just the past two centuries, the Navajo have experienced major disruptions to their homeland, language, economy, and culture. Starting in 1864 and continuing through 1866, after disputes and skirmishes with the United States military, large numbers of Navajo were subjected to a forced relocation now known as, "The Long Walk." Although the Navajo were eventually allowed to return to part of their homeland, many disputes continue about their land and associated water and mineral rights. From 1860 until 1978, their children were required to attend boarding schools teaching English only curricula and, as a result, many young people haven't learned the Navajo language and have difficulty communicating with tribal elders who don't speak English. The federal government's actions in the 1930's to reduce populations of the Navajo Churro sheep due to concerns about over-grazing proved to be another major cultural and economic disruption for the Navajo.
The Navajo Nation (also referred to as the Navajo Reservation) is defined as a "semi-autonomous Native American territory" located in the four corners region of the southwestern United States. Covering over 27,000 square miles, it is slightly larger than the state of West Virginia. As of 2011, over 300,000 people were registered as members of the Navajo Nation. Current total population living in the Navajo Nation is estimated to be 180,000, of whom 96% are Navajo. Tuba City, with a population of about 8,600, is the largest town on the reservation. By comparison, the total population of West Virginia is about 1,800,000 and the largest city is Charleston with a population of just over 50,000. Additional statistics illustrating the current levels of unemployment, poverty, crime, and substance abuse in the Navajo Nation are daunting.
Near the end of a four hour conversation, Majerle Lister, born on the Navajo reservation and recently graduated from Arizona State University, sighed and said, "This isn't just about the sheep." Our intention in this issue is to start with the sheep, and follow the thread to present the story in a way that is instructive, engaging, and beautiful. We also hope to motivate others and then guide them in a direction to help effectively. Navajo Lifeways was founded in 1991 as a nonprofit organization dedicated to reviving Navajo traditions related to Churro sheep in a sustainable way. The group provides support and education to sheepherders, as well as outreach to the larger community by way of the annual Sheep is Life Festival.
The research for this issue proved to be a long, steep, and sometimes dusty, climb. We are grateful to the many people who gave so generously of their time and knowledge as we worked to bring the story together. We will publish the story in three installments.
Dr. Lyle McNeal, Carnegie Professor and Sheep, Goat, Wool & Range Specialist at Utah State University and his wife Nancy, an artist and teacher, talked about the role of the Churro sheep in Navajo culture and explained how the federal government's actions nearly decimated the breed. When he discovered some surviving Churro on a farm in northern California in the 1970's, he and Nancy were moved to action and founded the Navajo Sheep Project to breed and re-introduce the animal on the Navajo Reservation.
Stacia Spragg-Braude is a photographer, journalist, and farmer living in New Mexico. She became close to a family of Navajo sheepherders and this relationship is documented in a book called, "To Walk in Beauty."
Emily Matyas, photographer and founder of SEE magazine, presents photographs and notes taken during her visits with a family of Navajo sheepherders and weavers.
Aimee Swenson, self-described, geographer, artist and shepherdess, is currently at Michigan State University working on her Ph.D. in Community Sustainability. She starts with the Churro and expands the story to look at sheep centered cultures in other parts of the world. Aimee describes how economic and government forces have radically reshaped those communities, often resulting in sheepherding no longer being sustainable.
Dinah DeWald, a graduate of Swarthmore College and an environmental activist, told us about her experience as a volunteer, living and working with a family of Navajo sheepherders.
Dr. Laura Tohe, Navajo Poet Laureate and Associate Professor in the ASU English Department, talked with us about writing and her childhood memories of the women weavers in her family.
Roy Kady, Navajo artist, activist and teacher, heads a traditional sheepherding trek twice a year. The journey takes place in June and October, traversing 22 miles to bring the sheep back and forth to their summer and winter grazing lands. Emily Matyas, SEE co-founder and photographer, joined the trek last summer. She writes about the Navajo people and stories involved.
Chip Thomas is a doctor with the Indian Health Service who has lived and worked on the Navajo Reservation for almost thirty years. He is also a photographer and an activist. Chip told us how he came to start the Painted Desert Project and thereby discovered a way to merge his medical work and his photography to feed his soul while furthering his commitment to serve.
Vasile Oanea, a Romanian farmer and photographer, talks about the role of sheep in his culture along with his photographs.
We had a list of Navajo weavers we wanted to find when we attended the Heard Museum's Indian Market in Phoenix, and we thoroughly enjoyed meeting them and seeing their work. When we located Roy Kady at the festival, he gave us his contact information and invited us to visit him on the Navajo Reservation. So we did. Roy, a sheepherder, weaver, teacher and activist, graciously arranged a full day of visits with sheepherders and weavers while also sharing his perspectives on Navajo history, current challenges, and ideas for moving forward.
Renée Dennison is Diné and a photographer. She lived several years off the reservation but returned when inspired to pursue a career in photography. Here she shares images of her grandmother who lived a traditional Navajo lifestyle and lived to be 106 years old. Renée is an MFA Candidate in Photography at ASU.
© 2019, Society Environment Engagement


In contemporary society, despite the dominance of the nation state in establishing and maintaining social order, other social actors are also effectively forming and upholding social order. At the same time, in the course of globalization with its worldwide dynamics of interaction, normative projections have to be co-coordinated within a global background. Moreover, the social agents that participate in the local process of social ordering are no longer acting on the local field alone but interacting with a multitude of others on the global level, and thus being exposed to new problems of governance and legitimacy. Research on these fundamental questions about social order within the Human Sciences section of the Max Planck Society is centered on specific scientific agendas with a wide scope such as to understand conflict and integration, the changing composition of society and processes of integration, or to explain the communal dimension of goods and the corresponding collective decision-making processes. The same holds true for many research activities carried out at the Universities. Yet, there are scientific problems shared by all these agendas that lie at the bottom of the fundamental question about social order and require theoretical groundwork. One of the main problems of such a cross-cutting nature is the relationship between retaliation, mediation and punishment (REMEP).
The scientific agenda of the IMPRS REMEP aims at theorizing on the basis of different disciplinary perspectives regarding REMEP and social order. By focusing on the conceptions, procedures and stereotypes of retaliation, mediation and punishment and their significance in establishing and maintaining social order, the IMPRS responds to the need for joint inquiries on cross-cutting problems common to many of the scientific fields that emerge out of the demand to explain an increasing complex world. At the same time, the IMPRS research focus contributes basic knowledge to the across-the-board question about how social order is operative in the emergent complexity of interaction worldwide. For this purpose, all disciplines involved in the IMPRS take as a joint starting point that retaliation, mediation and punishment have been developed everywhere and throughout history although with a different content and meaning. Consequently, the question of REMEP provides the condition for theoretical generalizations both in terms of time and space, thus establishing the necessary basis to understand at a global level a fundamental element of social order. This requires comparative work from the perspective of social and legal sciences as well as from corresponding historical research that traces back the role of REMEP in the processes of social ordering. With such an approach to a basic cross-cutting problem of social order that up to now has found few, if any, systematic interest, the scientific work in REMEP contributes to the related scientific agendas within the Human Sciences Section of the Max Planck Society and the corresponding research at the university level.
Following on from this starting point, the scientific agenda of the Research School seeks to understand retaliation, mediation and punishment as a resource for social actors in establishing and maintaining order that has developed three fundamental options for action. Retaliation, mediation and punishment are understood broadly as normative elements of social ordering, rather than pertaining to a specific body of state law, although retaliation, mediation and punishment may be shaped by state law and its institutions. According to this concept, all the disciplines involved in the scientific agenda of the Research School start from the assumption of the plurality of forms in establishing and maintaining social order and of its corresponding social agents. In line with this, the disciplines analyze from their theoretical standpoint and with their methodological canon how the different social agents such as international organizations, the state, the church, non-governmental organizations, local communities, families and neighborhoods make strategic use of retaliation, mediation and punishment. Corresponding to this approach, research of the participating disciplines depicts specific functions of retaliation, mediation and punishment in the varying forms of interactions to establish and maintain social order, in terms of intensity and scope, time and space. This provides a fertile basis for comparative analysis about the relative significance of retaliation, mediation and punishment in establishing and maintaining social order.


text:
Dubai Harbour to include Mideast's largest marina
Sheikh Mohammed bin Rashid announces 20 million sq. ft. project to be developed by Meraas
Dubai Media Office
Dubai plans to build the Middle East and North Africa's largest marina as a part of its latest megaproject announced Monday.
The waterside 'Dubai Harbour' development, to be developed by Meraas, is set to span 20 million square feet and include berths for 1,400 boats.
It was announced by Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai.
IN PICTURES: Meraas to build 20 million sq. ft. Dubai Harbour project
The project will be located on King Salman bin Abdulaziz Al Saud Street, in the area between Jumeirah Beach Residence and Palm Jumeirah, also known as Mina Al Seyahi, a government statement said.
It will also include a cruise ship port and terminal, a shopping mall covering 3.5 million sq. ft., an events arena, luxurious residential buildings, hotels, offices, retail stores, public services, restaurants and cafes and the 'Dubai Lighthouse'.
The masterplan of the new destination integrates Skydive Dubai, Dubai International Marine Club (DIMC) and Logo Island into a single community. To be developed in phases, the Dubai Harbour project will be completed in four years once ground has been broken.
Sheikh Mohammed said: "We are happy that this new project, which represents a unique and innovative new addition to the region's tourism landscape, opens up a range of new opportunities to investors. 'Dubai Harbour' creates a venue for new investments that support our vision for this important sector and promises to further accelerate the expansion of the tourism industry in the UAE, which is already growing rapidly. I am confident that the project will have a highly positive impact on our entire region's tourism sector. We are keen to encourage new projects and promote investments that will contribute to bringing to the region more tourists interested in experiencing this part of the world."
Meraas will work closely with various Dubai government entities, in particular with the RTA, to deliver a "futuristic infrastructure" that connects 'Dubai Harbour' to the surrounding areas and provides multi-mode transport systems within the development, the statement said.
Dubai Harbour will have a fully equipped urban port to welcome global cruise liners and a fully serviced and state-of-the art passenger terminal, offering a duty free shopping experience. The 150,000 sq. feet terminal will be able to accommodate 6000 passengers at one time, the statement said.
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Meraas to build 20 million sq. ft. Dubai Harbour project


text:
Facebook Lifestage app vs. Snapchat
First Internet/Blog/Facebook Lifestage app vs. Snapchat
Facebook launches Lifestage app for school teens
In a constant attempt to innovate and gain a younger audience, Facebook is directly taking on Snapchat by launching a video-sharing mobile app aimed at teenagers.
Those who use the Lifestage app can create profiles based on shared pictures and videos according to their feelings, likes and dislikes. The app's description says that Lifestage makes it fun and easy to share a visual profile with your school community. Once more than 20 members have registered to a school, students can then access other students' profiles from their own school and those nearby too.
According to Statista, only 8% of Facebooks US users are aged 13-19, emphasising why Facebook have been keen to highlight that the app is designed for a younger audience. The app is geared towards users aged 21 and younger; past this age you will no longer be able to view others profiles apart from your own. Currently there are no messaging features or one-to-one interactions in the app, which emphasises more safety and reduces the risk of issues with bullying and inappropriate content being shared privately.
However, privacy concerns have been sparked as Lifestage warns that: "All Lifestage posts remain public and accessible by everybody, inside and outside your school. You cannot limit the audience of your videos and we cannot confirm that those who claim to go to a certain school actually go to that school. Everything you share on your profile is fully public content." However, users can be reported and blocked if they are thought to be stalking students on the app.
The launch of Snapchat rival, Lifestage, was created and led by Facebook's 19-year-old product manager, Michael Sayman. Michael commented that he wanted to work on an app that his demographic would relate to and his friends would want to use. In a Facebook post Michael wrote that the app was based around the original social network's early days, when it was meant for use by university students only.
Michael said that back in 2004, Facebook was all about 'who I am' and expressing yourself. You could share your relationship status, your favourite music. Today, as Facebook has grown into so much more, the opportunity to explore that concept of 'who I am' has risen once again, but this time, for Generation Z.
Currently, the app is only available in the US on Apple devices, with a UK release to follow.
The question is, will teens actually use the app? Or will they stick to the already popular Snapchat?
APP, Facebook, social media


text:
A Little Slice of History, Artist Spotlight
Penelope Spheeris–Rock and Roll Anthroplogist
Back in the 80's there was no internet which means no YouTube. Back then a large part of learning about punk rock was swapping homemade cassettes and VHS tapes. Two very important movies in my circle of friends were The Decline of Western Civilization and Suburbia. These movies heavily influenced what bands we listened to, but more importantly they portrayed the tribal culture of punk dress, dance and worldviews. When Izzi suggested that we make a movie list for this issue of Women in Rock, I immediately thought of these two films. Not because they focused on female bands, but because they were made by a female. I decided to…
RIOT REVIEWS!
I was lucky enough to attend Riot Fest in Chicago this weekend and saw some extremely legendary Women in Rock as well as some newer acts! It was a three day music overload and I loved every minute of it… except for the nonstop rain on Sunday. Nonetheless, it was an amazing time. Here are some brief show reviews of the Women in Rock at Riot Fest! DAY 1: Joan Jett & the Blackhearts– Joan Jett played to an amazingly packed crowd of people. She still looks great and sounds great and is as enthusiatic as ever. The Blackhearts played all their hits including, "Cherry Bomb," "Bad Reputation," "I Love…
Best 10 Female Punk Songs 1970's-1980's
10. Joan Jett- "Bad Reputation"- Joan doesn't give a damn about her reputation and neither should you. Born and bred a rock n' roller this song defines her punk rock attitude toward life. After her commercial success she grew from a mere punk into the "Queen of Rock." 9. Blondie- "One Way Or Another"- Although better known as new wave than punk, Blondie's regular appearances at Max's Kansas City and CBGB's threw them into the emerging scene during the 70's. "One Way or Another" was included on Blondie's best selling album "Parallel Lines" and has been used as a creepy break up anthem ever since. 8. The Runaways- "Cherry Bomb"-…


St Michael's Academy is proud of our many sporting achievements.
As an academy, St Michael's is fully committed to developing children's skills and abilities and our sporting programme is an essential part in achieving this. Over the last academic year we have endeavoured to provide a wider range of competitive sports for the children to participate in. These events have led to a number of sporting achievements of which we are very proud. Click here to find out what we have been doing!
Congratulations to our cross country team.Our boys team became the winners of the Penn area boys competition .Well done Luke who was a gold medal winner.Well done AJ for winning a bronze medal .One of our girls Mia also won a bronze medal in this inter school cometition.Well done team!
Our Tag Rugby team took part in the finals of City competition.The team competed against pupils from 13 other schools in the city who had become sub city champions for their area of the city.For the third consecutive year St Michaels have become THE CITY CHAMPIONS.Well done team !!!
What next to look foward to.
Mr Blaney is alread preparing to enter our pupils in cricket ,rounders and tennis competitions.
Watch this space for news of our year 1 and 2 pupils taking part in a mini pentathalon .This event is scheduled to take place prior to the close of the Spring term.
We are very proud of the way pupils represent our schools and so clearly enjoy taking part in a full and varied range of sporting challenges.Well done everyone.
West Midlands Regional Tag Rugby Twickenham Final .Super league Finalists -National Qualifiers.
Tag Rugby City representatives at the Black Country games.
Wolverhampton City Athletics Competition Winners Girls 600m/Boys 150m and the Boys long jump events.
During the academic year 2012 -13 St Michael's boys football team have remained unbeaten in both Cup and League competitions.
We have again this year qualified for the Four a side football finals in both boys and girls competitions. With the girl team winning their division.
The St Michael's Cross Country team were winners of the WASPS cross country relay event and will go on to represent St Michael's in area competitions which are scheduled to take place in the new year.
The boys' team were runners up in the Wolves Community trust football competition.
Well done to everyone who has represented St Michael's school in sporting competition.
From 2013, as part of our continued extended schools development programme, St Michaels will be introducing table tennis with a view to offering Key Stage Two children the opportunity to experience a fast growing school sport. We also hope to begin to develop a badminton and tennis programme during the coming year.
It is our schools policy to constantly and regularly review our extended schools activities with a commitment to get all children involved in extra curricular sports and activities.


Mourners gathered today for the funeral of a popular Doncaster teacher who died last month.
Lewis Siddall, aged 24, was found dead last month, the day after he was assaulted in a Doncaster town centre bar.
The hearse was followed into the Rose Hill Crematorium grounds in Cantley by two funeral cars carrying Mr Siddall's family.
One of the many mourners, Kirstie-Louise Jackson, posted on Facebook afterwards, describing the service as 'beautiful'.
She wrote: "What a beautiful service it was! Today just shows how many people's lives he touched.
An inquest into Mr Siddal's death was opened at Doncaster Coroner's Court earlier this month.
The proceedings were adjourned until February to allow additional tests to be carried out by forensic pathologists and for the police to continue their investigations.
Mr Siddall's body was identified by his brother, Blake Siddall, at the home he shared with his parents in Skellow at around 6.10am on Friday, August 14.
He had allegedly been assaulted at the VDKA bar in Silver Street at around 11 o'clock the night before.
A 22-year-old man was arrested on suspicion of murder and has been released on bail pending further enquiries.
On Friday, staff and pupils at Copley Junior School, where Mr Siddall taught, will be releasing balloons in Mr Siddall's memory.
Pupils will join with their families, school staff and last year's year six pupils to release 300 balloons at the school, on Cadeby Road, at 4pm.
The school will also be raising money for the Eve Merton Dreams Trust, as Mr Siddall was a keen supporter. The Doncaster cause helps local cancer victims realise a dream.
A Let's Get Sporty week, which will give children the chance to experience a range of sports, is also being organised for March, to honour the PE and games teacher.
If you would like to donate to the Eve Merton Dreams Trust in Mr Siddall's memory you can send money to the school.
The collection will close on Friday afternoon after the balloons are released.


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Enter For A Chance To Win Pass To See THE HATE U GIVE on September 25th at 7:00 PM in Las Vegas.
Starr Carter is constantly switching between two worlds: the poor, mostly black, neighborhood where she lives and the rich, mostly white, prep school she attends. The uneasy balance between these worlds is shattered when Starr witnesses the fatal shooting of her childhood best friend Khalil at the hands of a police officer. Now, facing pressures from all sides of the community, Starr must find her voice and stand up for what's right. THE HATE U GIVE is based on the critically acclaimed New York Times bestseller by Angie Thomas and stars Amandla Stenberg as Starr, with Regina Hall, Russell Hornsby, Issa Rae, KJ Apa, Algee Smith, Sabrina Carpenter, Common and Anthony Mackie.


Truckee River Taxi began as a shuttle service for river rafters and has grown into a full-blown taxi service in the North Lake Tahoe area. They are still the go-to resource for DIY rafters with affordable shuttle service, great tips and info on the recreational activity, but they also offer day and night taxi service and airport transportation to and from the Reno airport. Flat rates are charged for trips of less than 3 miles. Truckee River Taxi offers a special Rider's Club for locals and is a pet-friendly company.
Tahoe Boats & RV Rents makes having fun in Lake Tahoe a breeze. This is a family-run business providing the tools needed to access the water and the great outdoors. Offering rentals of both RV trailers and water-ski boats with delivery service and pickup anywhere in the basin, they take the fuss out of enjoying Lake Tahoe. They offer four different power boats that sit between eight and 11 people. For sleeping accommodations they provide the glam camp Travel Trailer in the 25-foot version, sleeping between four and eight people.