Designing a roadway should take into account a Safe System Approach which tolerates human errors, and can be supported by understanding the traffic operational safety effects by means of computerized design assistance tools and techniques. Signalization is an essential factor in this design and determines route and lane choice and wayfinding for drivers. This case study, performed for the Flemish Agency for Roads & Traffic, combined real-life videos with virtually simulated road environments to compare two signalization concepts; gantries and cantilevers. Twenty-two participants drove six different routes in a medium fidelity fixed-base driving simulator with a mock-up in front of a single projection screen. A within-subject design was used with origin (3 levels), destination (2 levels) and signalization (2 levels) as independent variables, and visual search behavior and accurate lane choice, at three fixed locations, as dependent variables. Compared to cantilevers (range from 28% to 56%), optimal lane choice percentages were higher in case gantries were presented (range from 39% to 100%), which translates in capacity and safety gains. Visual search behavior indicated significantly more glances on the gantry than on the cantilever. Consequently, based on this case study, the arterial road in Hasselt (Flanders; Belgium) is equipped with gantries.


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HomePage Magazine Conversations
Photologs
Melissa Chiu
Jessica Riddiford
Hong Kong, 26 November 2013
Asia Society recently played host to some of the most significant institutional figures in the art world, including Glenn D. Lowry (Director of The MoMA New York), Caroline Collier (Director, Tate Modern), Yuko Hasegawa (Chief Curator, Museum of Contemporary Art, Tokyo) and Lars Nittve (Executive Director, M+, Hong Kong). These figures along with a number of other art luminaries were gathered in Hong Kong for the Arts & Museum Summit held by the Asia Society at their Hong Kong Center. The Arts & Museum Summit is a milestone in Asia Society's initiative to create a network of individuals and museums willing to share collections and ideas about art and museums, and arrives at a time when museum development is rapidly on the rise in Asia. Bringing together some of the world's foremost directors and curators from the museum world, the Summit provides an opportunity to focus on issues such as what a museum of today should look like, what kinds of exhibitions create new thinking about art history, and how museum spaces can be activated for audiences through technology.
Melissa Chiu is the Museum Director of Asia Society in New York and Senior Vice President for Global Arts and Cultural Programs. As a leading authority and author on Asian contemporary art, she has led a number of major initiatives at Asia Society including the launch in 2007 of a contemporary art collection, and she is now overseeing the Arts & Museum Summit initiative. In the hour before her introduction address, Ocula met with Melissa Chiu to discuss the aspirations of the inaugural Summit, her views on what the museum model might be for the 21st century and Asia Society's role in supporting the widespread growth of museums in Asia.
The inaugural Arts & Museums Summit is the result of a renewed focus by the Asia Society on museum exchange between countries and the establishment of an Arts & Museum Network a year ago. Can you tell me about the thinking behind this?
The idea behind wanting to establish a Network is that most of the museum growth in the next 10 years will be here in Asia. In China they have slated about 3,000 new museums. So we are thinking about that and the fact that historically most museums in the U.S. were established in the 20th century, and before that the 18th and 19th centuries saw the transition from court and royal collections into public institutions in Europe. With this is a sense of momentum in Asia towards the establishment of new museums and a newfound sense of cultural awareness in many places across the region. I think there's a real opportunity, a moment to connect those interested in culture, whether they be artists, collectors, or museum professionals –people-to-people connections – in a way that goes above and beyond what we might do for our usual exhibitions. We're thinking about new ways to connect people to art, and that's essentially the driving impulse behind the Network.
The Summit that we have here in Hong Kong beginning today is really about opening up the conversations around museums and art. What could a museum be in the 21st century, given that there will be a whole lot of new museums beings established? I for one think the moment is right to think about new models. We don't necessarily want to replicate the legacies of European or American museums but think about something that is for Asia – a local context.
Recognising that the majority of new museums will be constructed in Asia over coming decades, and that this Summit is about discussing what is relevant for this region and era, what is your own view on this? How do you see the museum model evolving over coming years?
Well I think it's as much about looking at new ideas and innovations as understanding the legacy or modes of working that have been replicated across the field that may not be relevant today. So it's both looking at what we do now with a very critical eye as well as coming up with innovations. One of the key issues is around technology. Museums are about creating a direct encounter with art, yet there are opportunities to introduce new technologies, to open it up to new audiences online or virtually but also to think about how technology can augment the experience in different ways. There's a lot still to be done in terms of how to make new technology viable in a museum context and that's probably as much about tech innovations and smartphones as anything else. Then there are many other things that I hope our speakers we've invited to be here with us in the next couple of days are also able to articulate – what for their institutions are both the opportunities and challenges that lie ahead.
A direct encounter with art is obviously quite different to an online or digital experience. How do you see the Internet specifically playing a role with the enhancement of museums?
I think that the main issue museums are grappling with now is the fact that their virtual audience is so much greater than their actual visitorship. And whether this needs to be reconciled or whether you say 'okay, this is another kind of engagement with art that we're going to think about in a different way'. In the past few years, most museums have made enormous efforts to get their collections online. It's been about giving public access to the collection, because most museums only have about 5 per cent of their actual collections on display. So I think that the Internet can play a role in opening up the conversation about a collection or art in a way that the actual physical visit perhaps doesn't. These are all the very beginnings of broader discussions about how art can have a greater role in people's lives.
Why has Asia Society taken on this role to strengthen the museum exchange between countries, and how does this fit within your broader programme?
Asia Society was founded over 50 years ago with the main mission to educate Americans about Asia. The Arts and Museum Network is a recognition that the environment has really changed in this time. Now with a physical presence, a building here in Hong Kong, the dynamic of that model of importing Asian art to the U.S. has changed completely. In fact what we're looking at is much more of a conversation, one that has parity. It's not just one where American museums are determining the scholarship and discussion on Asian art. The development of new museums here in Asia completely changes the conditions. I think Asia Society is one of the few organisations that can play a role in determining and assisting in this kind of conversation through our deep connections with museums in Asia, with curators and artists and those who we've been working with for decades, and also our reputation in the United States and beyond. So we're one of the few institutions that are able to convene museum leaders, curators, and artists around this kind of conversation, and I think it's very timely.
We're kind of at this very interesting moment. You can see it. Asia Society is very often ahead of the curve in terms of looking at new ideas and new scholarship. We were the first American museum to do a Chinese contemporary art show over 14 years ago and many other kinds of initiatives, so we see this as a stake in the ground perhaps towards trying to build greater connections across Asia, but also with the United States.
You have a rare gathering of global museum leaders participating in the Summit. What are your hopes and expectations for the outcomes of this event?
The importance of the Summit is that we have been able to bring museum leaders together from lots of different kinds of institutions to discuss the future potential for museums. One outcome would be to have fostered a conversation that hasn't happened before about museums and new thinking about museums for an Asian environment. In the long term, we would like there to be many more connections across museums with the idea of established museums working with newly emergent museums. Another outcome of this Summit will be a publication about this very idea of 'making the museum in the 21st century' – a combination of the transcripts from our conversations, and newly commissioned essays.
The Summit is just a step, what we're calling the second phase of the project. The first phase was really established last November when we brought 15 American museum directors to Beijing to develop discussions on collaboration and partnership with museum directors in China. That was a bilateral conversation, and more private. This Summit is much more of a public conversation and one that we hope will allow more engagement between the speakers and the public throughout Asia The next step for us is really to build an online community through the Summit.
You mentioned 3,000 as the number of upcoming new museums in China – an impressive figure. In what timeframe will these be built?
That's over the next decade and just public sector too; it's not including private institutions. To put it into perspective though too – there are about 17,500 museums in the United States, but that includes museums of what I would call live collections, so they often include zoos and botanical gardens. But it is a larger number. So I think that there's still even room to grow in terms of that 3,000 figure. The most growth is coming from China. Japan has already had a substantial number of new museums in the 1980's that were largely provincial museums, and some private. In India we see some being built, and certainly in Singapore there are a number of new museums that have come online recently. It's across the board; it really is across the region.
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Bachelor of European Studies with Oriental Studies (Arabic)
Course title Bachelor of European Studies with Oriental Studies (Arabic)
Course code UBESTOSA
Postnominal B.Eur.Studies(Melit.)
Coordinator European Studies (Joint Area)
Mark Harwood
Martin Zammit
Delivered by Institute for European Studies
Students registering for the course shall be required to indicate their choice of a second Main Area of study to be taken with European Studies at the time of applying for admission.
Students shall be required to register and obtain credits for study-units to which a total of not less than 180 ECTS credits are assigned as indicated in the programmes of study for the chosen Main Areas.
The programme of studies aims to provide students with a solid and comprehensive knowledge of the European Union from a multi-disciplinary angle, involving the politics, economics, law and history of European Integration. The degree programme also allows students to focus on two major areas of study chosen from a list of study-areas offered by other faculties and university entities. Another aim is to develop students' analytical skills and to deepen their critical appraisal of EU policies and EU affairs in general. Special emphasis is also laid, where appropriate, on the deepening of knowledge of the theories and theoretical frameworks employed by the various disciplines in assessing EU policies.
An Intermediate Level pass in English.
By the end of the course the graduate will have the skills needed to understand the politics, economics and law of the EU and to assess and analyse to a very relevant degree policy developments in the EU, write reports on such developments and recognise the developing trends. With job training, the graduate will be employable in most EU policy related positions requiring no more than graduate skills. He/she should be in a position to make presentations or to report EU developments succinctly.
Course intended for
Students entering the University and also mature students in mid-careers who wish to further their education/training.
Career opportunites and access to further studies
Graduates in European Studies have found jobs in the EU institutions, in international organizations, government ministries where they have been detailed to work on EU related projects or units working on EU initiatives, in the diplomatic service, the media and some have also gone into teaching. A number of graduates have also found jobs in private enterprise and business organizations. Graduates with a good Bachelor of European Studies have also been admitted to read for a higher degree, usually at Masters Level in European Studies or closely related areas requiring a strong knowledge of European Studies.
While many graduates continue with their Masters at the University of Malta, European Studies graduates often gain admission to Universities overseas.
Students who wish to participate in an ERASMUS exchange are encouraged to do so during the second semester of the second year of the course or during the first semester of the third year of the course.
Click here to access the Programme of Study for European Studies (Joint Area) applicable from 2020/1.


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text:
André Derain Landscape near Cassis 1907
18 1/8 x 21 5/8" (46 x 54.9 cm)
Mrs. Wendell T. Bush Fund
© 2019 Artists Rights Society (ARS), New York / ADAGP, Paris
Painting and Sculpture
André Derain has 68 works online.
There are 2,409 paintings online.
We used machine learning to identify this work in photos from our exhibition history.
André Derain in the Museum Collection June 28–September 30, 1963 2 other works identified
Art in a Changing World: 1884–1964: Painting and Sculpture from the Museum Collection May 27, 1964 2 other works identified
Provenance Research Project
This work is included in the Provenance Research Project, which investigates the ownership history of works in MoMA's collection.
1907 - ?, André Derain.
[Bernhard Koehler (1849-1927), Berlin]
[1927 - 1938, Bernhard Koehler, Jr. (1882-1964), Berlin, probably inherited from his father]
1938 - 1945, Kurt Feldhäusser (1905-1945), Berlin, probably acquired from Bernhard Koehler, Jr.
1945 - 1949, Marie L. Feldhäusser (1876-1967), Kirchberg and Brooklyn, inherited from her son Kurt Feldhäusser.
1949, The Museum of Modern Art, New York, purchased from Marie L. Feldhäusser through Weyhe Gallery, New York.
Provenance research is a work in progress, and is frequently updated with new information. If you have any questions or information to provide about the listed works, please email provenance@moma.org or write to:
11 West 53 Street


text:
Rumena Bužarovska – Nectar
Read a short story by Rumena Bužarovska, one of the Literary Europe Live's "New Voices from Europe".
Posted by admin on 12 August 2016 Literary Europe Live, Literature Across Frontiers
Written by Rumena Bužarovska.
Translated by Paul Filev.
A story from the book My Husband.
Although he's a gynecologist, my husband tries to make out he's an artist. That's just one of the things that annoys me about him. Actually, I don't remember exactly when most of the things he says and does first started getting on my nerves, but I can single out this one as one of the more irritating things. For instance, when we have guests over, he tells them that he "dabbles in art," but that he's not an "artist" per se, thereby falsely representing himself as modest. People come over to our place often. For my part, I find it wholly undesirable, because it means having to cook and clean both before and after they arrive.
My husband insists on there being an abundance of food, by which he aims to show that we're a so-called functional family. These lavish banquets are normally held in our living room, on the low table surrounded by a two-seater sofa, a three-seater sofa, and an armchair, which can accommodate four others besides us. I'm the one who does all the serving, and I'm mainly stationed in the kitchen. When I go into the living room to have a chat with them, I have to sit on a stool. Lying through my teeth, I always say that it's quite comfortable.
Meanwhile, he talks to the guests, mainly about himself. Because it's indecent to talk about cunts, which are the sum total of his knowledge, he talks to them about his "art," namely his oil paintings. He works on them in one of the rooms in our apartment, his "studio." Consequently, our two boys, who are always fighting, have to share a room.
His paintings are extremely amateur. The colors are somewhat blurred, leaden, and depressing. Whenever he makes a mistake, he smears the canvas with a new coat of paint. In that way, his paintings resemble huge piles of vomit—like a hearty meal that's been regurgitated. He believes that his paintings are "abstract" and that they "render emotional states of anxiety and exultation," but in reality they depict what he knows best: cunts—from inside and out. I assume that others can see this too, at least those who are more intelligent. I'm almost certain they refer to him as "the gynecologist who paints cunts," and that they laugh at him behind his back. What's more, he totally deserves it. I wouldn't be the least bit upset if that were the case. Though, to his face they flatter him. "But you're a true artist," they say to him, staring at the paintings as if before them stood a canvas painted by Leonardo.
And then he pulls out his well-known phrase: "No, I merely dabble in art," adding, once again with false modesty, "I'm just a plain old doctor," knowing full well the kind of status his profession enjoys.
The second topic of conversation during the course of the evening, as one would expect, is his patients and their health problems. My husband, it's worth mentioning, has lost those friends who are outside of his profession. All of his friends are also doctors, whom he met at university, and whose wives have now become his patients. Together they form a "boys' club." From today's perspective, boys' clubs seem extremely funny to me. When I was young, when my husband and I first met, I thought it sweet that he had a set of faithful friends. But at the time, it wasn't obvious to me what they discussed among themselves. Even less, what they said about us, their wives. And I think that my husband is the biggest culprit among them, mainly because of his status as a gynecologist and his knowledge of the intimate details of all the wives. Unfortunately, I have a terrible, sinking suspicion, which I'm afraid to put into words, and that is that his friends deliberately take their wives to see my husband, because in that way they have control over them. If one of his friends contracts a sexually transmitted disease, my husband can maintain his secret. If "the guilty party" is the wife, then he can inform his friend before she has the chance to do it herself, or not as the case may be.
This is just a suspicion on my part, because this tribe claims that their brotherhood is "above all else," and that they would literally do anything for each other. Sometimes I think that they're gay. That if we weren't around, and if there were no social restraints, they'd line up behind one another and get off with each other.
That's what I imagine about them at times, when they get on my nerves—squashed together like sardines in a tin, or behind one another like the carriages of a train, moving in the same rhythm. The only member of the tribe who'd feel shortchanged, who wouldn't get to do anything with his dick, would be the one at the head of the line. In my fantasies, we women sit on the side and watch them. As we do in real life. They talk while we watch, or at times we whisper recipes to each other, when we get bored of their talk. Sometimes the wives also manage secretly to exchange a few words with my husband in our hall, as an additional consultation regarding their health. "Take a dose of Betadine" I would overhear, or "Perhaps it's my diet, I don't know why it keeps reappearing." "Don't go on any diets." "But I eat properly. And I don't even smoke anymore."
He and I met on a gynecological examination table, when I went to see him for a checkup. He was exceptionally good, and gentle, and his technique impressed me. I was very, very young—and that should be taken into account—the other gynecologists to whom I'd previously gone, were bad, and rough, and unfriendly. Not that I had any sort of problem—quite the contrary. First, he sat me down in his office. His charm and friendliness made me feel at ease. Soft classical music played quietly in the background. He offered me some fragrant tea, which he'd already prepared. After I'd relaxed some more, he showed me where to get undressed—it was a lovely little dressing room, with beautiful, white fluffy slippers on the floor, a brand spanking new coat hanger, and a loose white gown I could wear before climbing up onto the examination table. When I climbed up, he said, "lower down, sweetie, a bit lower down dear," and he gently squeezed my thighs to pull me down further. After that, he began talking to me as he prepared to insert the speculum, telling me that it would be uncomfortable, but that he would be gentle. He even attempted to warm it up so that it wouldn't be so unpleasant for me when he inserted it. The way he spread my labia before inserting the speculum caused something warm to stir within my soul. Then he looked inside, and I at his face. I thought him handsome, most handsome, the handsomest. His blue eyes looked inside me as if they were gazing at a sunset over a peaceful lake. His face bore an expression of delight. "Ah, everything's perfect. You have flawless anatomy," he said, repeating it when he did an ultrasound of my ovaries. "You have a magnificent uterus," he said to me several times. But before doing the ultrasound, he did something that I now know he does to other women—perhaps that's why he's so popular, because of the fluffy slippers, the brand new coat hanger, the tea, the friendliness. With his long, delicate fingers, he poked about inside me to see if I had any pain.
Naturally, he apologized several times before he did it, and he explained exactly what he was going to do. While he was poking around inside left and right with his forefinger, with his other fingers he gently caressed my clitoris. I enjoyed it. I went back again after six months, making up some lie about internal pains. "Everything's in order, it's perfect," he said. "I've never seen such clean and flawless anatomy," he repeated, looking rapturously inside me. And so I went to him again, every six months, for three years.
Until one day we bumped into one another in one of the city cafés, and in a drunken state he told me that I was the most beautiful patient with the most exquisite "how can I put it . . . it begins with C" that he'd ever seen before. Then he told me that after saying what he'd just said, I could no longer be his patient, but that I could be his girlfriend. And after a few months he told me that I could be his wife. I accepted. I was twenty-one years old. He was thirty-eight. I'm still his patient.
His paintings are the main source of our quarrels, but not the reason for them. The reasons are varied, but here's one more example: on one occasion, my husband and I were discussing art. Of course, he sees himself as some sort of Chekhov, someone who was once a doctor, but who later on became well known for what he really was—a great artist. We were discussing our favorite writers, painters, musicians, and I began to talk about how much I liked the poetry of Sylvia Plath. He paused as if something suddenly occurred to him.
"Have you noticed that all great artists are men?" he said.
That thought had struck me previously, and I experienced it as a sore point. With disappointment I told him I had.
"What do you think—why is that so?"
I started to mull it over. At the time, I wasn't able to fire off the quick retort that I would give him today: that women were never afforded the conditions to be creative. That it simply wasn't permitted, when they spent the whole day at home, wiping up the shit from babies' bottoms, as I myself had done while he traveled to conferences in China, Africa, Europe, getting inspired.
"Well . . .," I stammered, which I now deeply regret.
"It's because men are the soul, women the body. Men are creative, women are practical. Men soar, women scavenge. Women can't be artists—it's not in their nature."
I was quite offended, but I didn't know how to respond to him. I was twenty-four years old, if that can serve as my defense today.
"Go on, name just one great female writer. In the ranks of Dostoevsky, Chekhov, and Hemingway, for example," he said.
"Well, Marguerite Yourcenar," I said, because only she came to mind at that moment.
"She doesn't count. She was a lesbian," he replied, and he went off to take a crap in the toilet, where he remained for fifteen minutes, while I had to go and pick up our son from kindergarten. We never finished the conversation, in which I would have enumerated hundreds of gay male artists, such as his much-loved composer, Tchaikovsky, for example.
His ideas about the greatness of being an artist, coupled with his own desire to become one, surfaced long ago, but he only started painting much later, after he "found himself," as he put it. Actually, he started painting intensively after our second son was born—that is, eight years ago. By then I was barely tolerating him and I'd stopped being so afraid of him. When he first started painting, accustomed merely to singing his praises, I would tell him that his paintings were really good, and that he had true talent. His face flushed with joy whenever I said those kinds of things and he would get all emotional, swallowing hard repeatedly or looking as if he might burst into tears as he gazed at his finished canvas. "I've always wanted to be a painter!" he would say. "I was torn between medicine and art. But my father didn't force me to follow in his footsteps. And behold—destiny," he repeated reverently. I was surprised that he even spoke to me about these things, his wife before whom he didn't have to pretend.
After that I began to ignore his paintings, and finally, a few years ago, I began to tell him that I didn't like them at all. The last time we fought, in a moment of rage, I told him that they looked like ugly, smeared cunts, and when they didn't look like that, that they looked like an omelet or vomit. He was offended like never before.
"At least I create," he said to me.
"A crap artist who creates crap art," I said to him.
He was furious. The blood ran to his face. But, having the ability to remain composed, he swallowed his rage and his face returned to its normal composure after a few seconds.
"You're quite the wit today," he said without knowing what else to say to me. "It's a shame you're not a writer," he said, knowing full well that I've always wanted to write. He could see that I was getting upset and he continued to torment me.
"Oh! I forgot that you write poetry. Why don't you read me one of your little rhymes so that I too can have the chance to critique it?" he reproached me pointedly, laughing with triumph, because he'd never read any of my poems. I'd never given any of them to him to read for one simple reason, which I no longer wanted to hide from him. I went into the bedroom, and from under the bed, I took out the sheets of paper on which I'd secretly written my poems when he was at work. I gave him my most recent poem. I told him to read it aloud.
He lies beside me
while I dream of you
your night flower
opens up for me
you moan like the wind
my beloved rose
from your sweet nectar
tonight I would drink
My husband's jaw clenched and moved a bit to the right when he stopped reading. His eyes were wide open and staring at me intently. His face was pale.
"It doesn't exactly rhyme," I said to him cynically, "I'm sorry to have disappointed you."
"No," he said to me, "I'm not disappointed. I expected it to be crap."
Rumena Bužarovska has been selected as one of the New Voices from Europe, ten of the most interesting writers working in Europe today. The New Voices from Europe selection is part of the Literary Europe Live project which is co-ordinated by Literature Across Frontiers and co-funded by the Creative Europe Programme of the European Union, with support from Arts Council Wales.
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Q: Filter fields from 1/n table using clause on multiple columns ok, first of all sorry for the title, but I could not work out a better one :(
This is the problem:
I have two tables, properties and properties_rooms, linked each other by the propery ID.
properties table:

+---------------+------------+
| id_properties | pr_title   |
+---------------+------------+
|             1 | test       |
|             2 | dummy      |
+---------------+------------+

properties_rooms table:
+---------------+-------------------+--------------+----------+
| id_prop_rooms | pro_id_properties | pro_id_rooms | pro_size |
+---------------+-------------------+--------------+----------+
|             1 |                 1 |            4 |     5.00 |
|             2 |                 1 |           18 |    17.00 |
|             3 |                 2 |            6 |    12.00 |
|             4 |                 2 |           24 |    11.00 |
|             5 |                 1 |            4 |    10.00 |
|             6 |                 1 |            6 |    10.00 |
|             7 |                 1 |            6 |    12.00 |
+---------------+-------------------+--------------+----------+

I'm working on an advanced search, where users can search for a property that has more than a rooms of the same type (ie two bedrooms, 3 bathrooms and so on).
Sadly, I find myself stuck on this, since I can't "filter" the same dataset with multiple clause; if i have to filter only one there will be no problems, since I can use an HAVING clause.
I worked out this select:
SELECT id_properties, pro_id_rooms, COUNT(*) as total,
        IF ((pro_id_rooms = 4 AND COUNT(*) >= 2) OR (pro_id_rooms = 6 AND COUNT(*) >= 2), 1, 0) as flag
FROM `properties`
INNER JOIN properties_rooms ON id_properties = pro_id_properties
WHERE id_properties IN (4,10)
GROUP BY id_properties, pro_id_rooms
ORDER BY id_properties

Inside the IN clause there are the properties that I know they have at least one of requested rooms. They came from a previous query since I have to work with GROUP BY and HAVING.
The IF part inside the select is built at run-time, since I get the information from the request.
This is the result:
+---------------+--------------+-------+------+
| id_properties | pro_id_rooms | total | flag |
+---------------+--------------+-------+------+
|             1 |            4 |     2 | 1    |
|             1 |            6 |     2 | 1    |
|             1 |           18 |     1 | 0    |
|             2 |            6 |     1 | 0    |
|             2 |           24 |     1 | 0    |
+---------------+--------------+-------+------+

I think it could work, I only need to add an HAVING flag > 0 and I'm done.
My question is, is there anything better?
Tables aren't very large: properties one could be something like 1k, rooms one about 10k.
I'm afraid that if the user puts too much rooms, the query would become an enormous IF statement...

A: SELECT id_properties, SUM(pro_id_rooms = 4) AS bedrooms, SUM(pro_id_rooms = 6) AS bathrooms
FROM `properties`
INNER JOIN properties_rooms ON id_properties = pro_id_properties
WHERE id_properties IN (4,10)
GROUP BY id_properties
HAVING bedrooms >= 3 AND bathrooms >= 2

Changes
SUM(pro_id_rooms = 4) AS bedrooms, SUM(pro_id_rooms = 6) AS bathrooms

For each checkbox the user has selected, you need a SUM(pro_id_rooms = x) AS nrofx in your WHERE.
HAVING bedrooms >= 3 AND bathrooms >= 2

This is where you check the number of a particular room.

redpajama_set_name: RedPajamaStackExchange


post some of their best Punchlines -put-his-brains-in-the-street-now-you-can- see-what-he-was-just-thinkin Best PUNCHLINE Rappers/MCs of All-Time. Do not post songs from an album or collection on the . He is arguably the best punchline rapper ever. Diabolic Kool G Rap and it ends there. Roc is the MC's MC, your favorite rapper's favorite rapper, and a . 'Concord' Air Jordan 11s Will Be Easy to Get, and That's a Good Thing.
Best punch lines in rap songs "Them kids ain't have no guns/And the police knew it/Jay need to talk to Obama/Or let me do it". Uncle Murda on "Hands Up" Common on collaboration of MC Lyte's "Dear John". There are two punchlines that come to my mind for this question: First, Rock, from There is the obvious wordplay on Amy's name, which he does by rapping the same two . N.W.A – If It Ain't Ruff (THE WHOLE SONG, MC REN IS ALL BARS). Prime Minister Pete Nice, MC Serch, Everlast, Miilkbone and Vanilla Ice were all that this line is the "one of the greatest extended metaphors in rap music.".
Last week, we took a look at the fifty worst rap lyrics of all time. Your browser does not currently recognize any of the video formats available. You'll find the guide full of tips plus lessons on wordplay, punchlines, flow, do your best to incorporate your mistake into your next lines like Eminem did on this . rap about. Is no good, remove all the crap about a rap. The only other people you can see is scoob and scrap Oh, you should keep quiet while the MC rap. These two lines often rhyme. Punchlines give weight and impact to your rap. Good punchlines can be difficult to think up on the fly, which is why many rappers .


Tuesday, June 19th, 2007 | 5:22 am	and filed in Reason, Propellerhead.
It's been months since the sneak preview of Thor was announced at the winter NAMM show. Finally the speculation is over and the anticipation begins as Propellerhead Software Announces Reason 4! Besides the new synthesizer, THOR, the upcoming release will include the RPG-8 arpeggiator, new transport interface and features, a new sequencer with improved automation features, and a new groove quantization system.
Did I not previously say that this would be an exciting month for Reason Users Worldwide?
« Thank You Denmark, Italy, and the UK!


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Google Tracker: Making Allies And Enemies
ExpensiveWall A massive malware campaign infiltrated Google Play last week, sending fraudulent text messages and charging up to 21 million people for...
Google Protects 3 Billion Devices With Safe Browser Service
Google announced that its Safe Browsing service now protects more than 3 billion desktop and mobile devices. According to a Tech Crunch...
Google Tracker: Challenging The Champions
Google seems to want a slice of everybody else's pie this week. Some of the search engine giant's latest moves are strikingly...
Merchant Innovation
Google Brings Allo IM To Desktop
What cell phones were to landlines, instant messages are to smartphones: a more streamlined way of communicating. In today's fast-moving tech society,...
Android Pay Takes To The Web
Google, the internet search leader, has rolled out an update to the Chrome browser that adds Android Pay mobile payment support and...
The Coming Clash Of The Commerce Titans
There's a battle brewing in commerce, Karen Webster says. One that's driven by the fear of being boxed into the whims of...


Limited edition giclée print made from Matt Adrian's original acrylic painting "Prolonging Revenge Through Reincarnation". Printed on 310 gsm museum quality paper using archival pigment inks. Fine Art Trade Guild approved for 100+ years.
18" x 24" (image size is 16.5" x 22.5"), paper is 19" x 24"
We're happy to announce that framing is now available for all of Matt Adrian's fine art prints.


A cucumber is not a vegetable as we often think, but a fruit because of all the little seeds inside. Both cucumbers and parsley provide abundant vitamins (A, B and C) and minerals (magnesium, sulfur, iron, zinc and manganes) that support digestion, fight dehydration, mouth related diseases and replenish your body when feeling tired and exhausted. Because Super Foods provide fantastic benefits to the cells, organs and skin, we are encouraged to consume them without moderation!
1 cup chickpeas (soaked overnight and cooked or canned), 2 crushed garlic cloves, ½ cup diced cucumber, ½ cup chopped parsley, 1 tbsp finely chopped red onion, 2 tbsp sesame oil, 1 tbsp freshly squeezed lemon, Himalayan salt and freshly ground black pepper.
1. In a large bowl, mix the sesame oil, lemon juice, garlic, red onion, cucumbers, salt and pepper.
2. Add skinless cooked or canned chickpeas to the bowl and mix well.
4. Before serving the salad, mix in fresh parsley. Enjoy!
• Note: Dry soaked and cooked chickpeas are tastier and healthier than canned ones. The canned chickpeas should be rinsed well and drained.
• Any other healthy oil can be used: extra virgin olive oil, coconut oil or walnut oil are good.
• The salad can (be kept) in the refrigerator for up to 3 days.


Developed by esports enthusiasts and professionals, GG.BET has created an intuitive and convenient platform for betting on all major esports events in the world. On GG.BET users can always find the latest information and news on major esports events that will help them make successful bets!
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text:
BEGIN;

ALTER TABLE report ADD COLUMN hardwaredb_systems_id INT(11);

CREATE INDEX report_idx_id02 ON report (id);

DROP INDEX reportgroup_idx_report_id_repo;

DROP INDEX reportgrouparbitrary_idx_report_id_reportgrouparbi;

DROP INDEX reportgrouptestrun_idx_report_id_reportgrouptest;

DROP INDEX reportsection_idx_report_id_re;

COMMIT;

redpajama_set_name: RedPajamaGithub


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Sanctuaries - top destinations to find zen
Home Other articles
Sometimes you just need some time to yourself away from the cares of every day life, so find some calm in these top places.
1. Bali, Indonesia
This majestic island is home to an active volcano and has been a popular tourist attraction for decades - Bali has some top beach resorts to relax in and soak up the sun, good international restaurants and the local people are known to be very friendly.
Ubud, the hillside inland town, is famous as a centre for traditional healing and spirituality and you can find some serenity here in the wide choice of day spas. Balinese massage techniques are amazing and give you an all-round feeling of calm.
2. St.Vincent and the Grenadines
If you want to get away from it all where better than the Caribbean? St. Vincent and the Grenadines is a tranquil place to go and is the ideal location for those who love sailing, yachting and sunshine. Once on the main island you can experience an eco-adventure through one of the world's best kept botanical gardens or in the rainforest. It's an expensive destination so this is the perfect place to go for a very special treat.
3. St Helena, British Overseas Territory
This British overseas territory is part of the Tristan da Cunha islands, the most remote archipelago on the planet and is certainly a good place to get away from it all. Most famous for being the location where Napoleon was detained, it is an 'undiscovered' treasure, which offers walking, hiking and even spotting dolphins as possible pursuits. It is currently only accessible by boat, which takes four days from Cape Town, South Africa. However, St Helena will soon be on the tourist map when its new airport opens in 2016.
We recently wrote about the highlights of this breathtaking place, which has fascinating history and heritage. Escape to it before everyone can!
4. Chiang Mai, Thailand
Chiang Mai is an increasingly modern city, mixing the ancient and modern and catering for tastes as broad as backpackers and 5 star luxury tourists - this means there are plenty of places to offer amazing spa retreats. There are also over 300 temples to get lost in, elephant riding and affordable delicious food on offer for a relaxing break.
5. Bhutan
Nestled in the Himalayas is Bhutan and to get here visitors must pre-arrange a trip or be part of a guided tour, which makes it a very special place to get away from it all.
Tourism is strictly monitored and visitors must adhere to traditional dress codes. This landlocked kingdom is also dedicated to maintaining harmony between spiritual and material wealth and overall happiness of its people. This is the last remaining location that practises Mahayana Buddhism, which is its national religion. It is a calm and sacred place.
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Homepage Get Inspired Top Destinations 24h Guides Top Lists Other articles


466 million years ago two large asteroids collided violently, sending meteorites raining down on Earth across the Globe. This one fell to the seafloor, where it was preserved as a fossil untilit was uncovered in a quarry in Sweden un 2002.
This meteorite is embedded in a limestone slab like the four in the case in front of you. This scan only shows the "meteorite" part of the slab. The flat side shows where the slab was cut by quarry workers. The lumpy sides are the parts hidden inside the surrounding rock.


text:
Hamlet Review
As you can tell from my raving yesterday I had a brilliant time at Hamlet last night. I sort of worship Hamlet in any case, in any production.
Tennant was, as you would expect, very physical and lively. He gave the impression that he and Horatio were miles more intelligent than everyone else, but at the same time he did a lot of that hopping on one leg waving his foot about and holding himself over the grave with one arm and so on. I have no problem with that sort of thing, and he externalised a lot of what was going on inside which I like anyway. It was all very clear, very obvious, and this ties in a bit with what I was taking about yesterday about emphasising the meaning. I suppose this makes it a performance suitable for a young audience, coming to the play for the first time. But I don't think that takes anything away from a person who has been watching it for years.
I like Hamlet to be shared and experienced communally, and this performance brought it right up to people as a ritual in which we all participated, because it was transparent and obvious. I want everyone in the theatre to get it, because it is so important and good. It's like Look - look at this.
So for instance when Horatio says to Hamlet 'You will be dead in half an hour' Tennant's face is like - like you would feel if someone said that to you. Not 'this is the death scene in this famous play' and not sort of bug-eyed tragedy.
There were a lot of good performances. Oliver Ford Davies in particular was outstanding as Polonius, but they all were to be honest. R&K were a couple of twits out of their depth. Ophelia was a daft galumphing girl, as absurdly expressive as Hamlet, so you could see how they were probably very bad for each other.
I am tempted to tell you the things that weren't quite right about this production to show that my critical faculties haven't entirely left me. I thought Patrick Stewart made an appropriately nasty selfish Claudius but his final scene wasn't quite right, and I thought David Tennant started a bit slow. He was stunned, face frozen, sleepwalking until Horatio turned up. I know this was intentional but it had me feeling for the first twenty minutes that it was merely an OK performance. I wonder whether the quality may be a little uneven as other reviews I have read have been much more critical. Anyway, all of these points are almost completely irrelevant to the experience I had.
A couple of other thoughts. One is that Hamlet is a bit like Alien for me. The beginning of Alien where you are walking through the Nostromo, and it's all cold and grey, and everyone is asleep, and soon they will wake up and all will be killed. Elsinore exists outside of normal time as somewhere we can all go to.
And then finally, being entirely superficial, when Claudius interrogates Hamlet to find out where he has left the dead body, Tennant was tied to a chair and gagged. But a soldier stood in the way so I couldn't see properly! I wish I could get another ticket and go and see it all again.


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Part II: Vol. 153 (2019)
Regulations Amending the Canadian Aviation Regulations (Parts I, VI and VII — Seaplane Operations): SOR/2019-49
Canada Gazette, Part II, Volume 153, Number 5
SOR/2019-49 February 25, 2019
AERONAUTICS ACT
P.C. 2019-94 February 23, 2019
Her Excellency the Governor General in Council, on the recommendation of the Minister of Transport, pursuant to section 4.9 footnote a and paragraphs 7.6(1)(a) footnote b and (b) footnote c of the Aeronautics Act footnote d, makes the annexed Regulations Amending the Canadian Aviation Regulations (Parts I, VI and VII — Seaplane Operations).
Regulations Amending the Canadian Aviation Regulations (Parts I, VI and VII — Seaplane Operations)
1 (1) The definition personal flotation device in subsection 101.01(1) of the Canadian Aviation Regulations footnote 1 is repealed.
(2) Subsection 101.01(1) of the Regulations is amended by adding the following in alphabetical order:
seaplane means an aeroplane that is capable of normal operations on water; (hydravion)
2 Subpart 3 of Part VII of Schedule II to Subpart 3 of Part I of the Regulations is amended by adding the following after the reference "Section 703.82":
Column II
Maximum Amount of Penalty ($)
Subsection 703.83(1)
3 Paragraph 602.59(2)(b) of the Regulations is repealed.
4 The reference "[703.83 to 703.85 reserved]" after section 703.82 of the Regulations is replaced by the following:
703.83 (1) Subject to subsection (4), the air operator of a seaplane shall have, in its company operations manual, procedures to ensure that each crew member and passenger wears an inflatable life preserver, an inflatable individual flotation device or an inflatable personal flotation device when the seaplane is operated on or above water.
(2) Subject to subsection (4), the pilot-in-command of a seaplane shall give an instruction to each crew member and passenger to wear an inflatable life preserver, an inflatable individual flotation device or an inflatable personal flotation device when the seaplane is operated on or above water.
(3) For the purposes of this section, a person is wearing an inflatable life preserver, an inflatable individual flotation device or an inflatable personal flotation device if it
(a) is in a pouch that is attached to the person's waist;
(b) has been placed over the person's head and is secured at his or her waist; or
(c) is attached to the person in accordance with the manufacturer's instructions.
(4) This section does not apply in respect of a person who is carried on a stretcher or in an incubator or other similar device.
[703.84 and 703.85 reserved]
5 Subsection 703.98(2) of the Regulations is amended by striking out "and" at the end of paragraph (c) and by adding the following after paragraph (c):
(c.1) initial training followed by training every three years on underwater egress for seaplane pilots; and
6 Subsection 704.115(2) of the Regulations is amended by adding the following after paragraph (a):
(a.1) initial training followed by training every three years on underwater egress for seaplane pilots;
Coming into Force
7 (1) Subject to subsection (2), these Regulations come into force on the day that, in the 18th month after the month in which they are published in the Canada Gazette, Part II, has the same calendar number as the day on which they are published or, if that 18th month has no day with that number, the last day of that 18th month.
(2) Sections 5 and 6 come into force on the third anniversary of the day on which these Regulations are published in the Canada Gazette, Part II.
REGULATORY IMPACT ANALYSIS STATEMENT
(This statement is not part of the Regulations.)
In seaplane accidents on or over water, survivors of an impact with water (i.e. passengers and pilots) may not have enough time to locate and put on a flotation device, or may overlook doing so before leaving the sinking seaplane. Currently, the Canadian Aviation Regulations (CARs) require that a flotation device must be provided for each person on board the aircraft (e.g. it can be under the seats), but it is not mandatory for each person to wear that device during the flight.
Commercial seaplane pilots are not currently required to undertake underwater egress training (i.e. how to exit the plane underwater). Pilots who do not undergo underwater egress training are at greater risk of not escaping a submerged aircraft and/or not being able to help passengers to escape the aircraft.
The amendments to the CARs are necessary to require passengers and pilots of commercial seaplanes to wear a flotation device when the aircraft is operated on or over water, and to require pilot underwater egress training. These requirements will reduce the risk of passenger fatality caused by seaplane accidents.
A seaplane is a fixed-wing aircraft capable of taking off from or landing on water. Seaplanes include float planes (an aeroplane on which floats have been attached), amphibious aircraft (an aeroplane on which retractable wheels are installed) and hulled aircraft (a plane which has no wheels nor floats, but has a smooth surface hull).
The Canadian commercial seaplane industry is comprised of approximately 188 active air operators across the country, 80% to 90% of which are considered small businesses. These businesses take passengers to fishing or hunting camps, conduct seaplane tours, and transport passengers or goods to remote locations. The larger seaplane operations are found in the province of British Columbia, where they generally transport passengers and goods to and from cities, towns and villages or operate seaplane tours. There are seaplane operations in eight provinces and all three territories. Most operators are seasonal, but there are some that operate year-round.
Seaplane operators in Canada are regulated by the CARs. All air operators, including seaplane operators, are subject to the specific rules set out in Part VI, General Operating and Flight Rules, which stipulate that a flotation device must be on board for every person in the aircraft and that the flotation device must be easily accessible when the person is seated.
Air operators are also subject to additional rules depending on the nature of their operations, whether it is a private operation (subject to Subpart 604 of the CARs), an air taxi operation (subject to Subpart 703; aircraft with 9 passengers or less) or a commuter operation (subject to Subpart 704; aircraft with 10 to 19 passengers). Specific training program requirements for pilots are set out in subparts 703 and 704 of the CARs.
Survivable seaplane accidents, following an impact with water, present the twin risks of the inability to egress the aircraft and drowning. In Canada, there is no requirement for flotation devices to be worn by either the pilot or the passengers, nor are there any requirements for pilot underwater egress training.
On November 29, 2009, a fatal accident of a de Havilland DHC-2 (Beaver) occurred at Lyall Harbour, Saturna Island, in British Columbia, when it collided with the water. The pilot and one passenger survived with serious injuries. The other six occupants drowned inside the aircraft.
Following the accident, Transport Canada launched a seaplane/floatplane safety promotion and education activity and, in July 2010, published the Seaplane/Floatplane — A Passenger's Guide footnote 2 to provide advice to passengers on reading the safety briefing cards, stowage of baggage, location and use of exits and life preservers, how to use the seatbelts, and steps for underwater egress.
On March 17, 2011, the Transportation Safety Board (TSB) released their Accident Investigation Report (A09P0397) footnote 3 to the public, finding that 50% of people who survive a crash are unable to evacuate the aircraft and drown, that those inside a sinking aircraft are unable to locate and don a life vest or overlook doing so, and that of those that are able to evacuate, 86% drown. The TSB made two recommendations:
That the Department of Transport require that all new and existing commercial seaplanes be fitted with regular and emergency exits that allow rapid egress following a survivable collision with water.
That the Department of Transport require that occupants (i.e. passengers and pilots) of commercial seaplanes wear a device that provides personal flotation following emergency egress.
In 2010, Transport Canada conducted a study of 39 seaplane accidents that were investigated by the TSB for the period from 1990 to 2009. Of the 31 survivable accidents, the study showed that 97 of 165 people survived the impact (59%) but only 21 people (22%) donned their flotation device. None of the 68 people (41%) who did not survive were wearing flotation devices.
In the same study, it was found that 18 of the 39 accidents (46%) involved the aircraft overturning, 14 of the 18 accidents (78%) were considered to be survivable. In the 18 accidents involving overturned aircraft, 33 of the 60 people on board survived (55%; 6 of which were able to evacuate the cabin before it was submersed) and 27 people were fatally injured (45%; 2 of which were able to evacuate the cabin but did not survive). None of the fatally injured were wearing a flotation device.
The accidents reviewed in the 2010 study represent a significant loss of lives, and Transport Canada believes that many of these lives could have been saved had the pilots undergone egress training (i.e. helped passengers to exit the aircraft) and if passengers had been wearing their flotation devices.
In 2017, Transport Canada conducted a more detailed assessment of the incidents involving seaplanes comparing air taxi operations (Subpart 703) and commuter operations (Subpart 704), and concluded that risks associated with seaplane incidents were greater for air taxi operations. Seaplanes operated under Subpart 704 are generally larger and their interior cabin space provides enough room to allow occupants to don their flotation devices. In comparison, seaplanes operated under Subpart 703 are smaller than those operated under Subpart 704, and do not provide enough interior cabin space to allow a person to don a flotation device while on board.
Additionally, the accident records of occurrences not investigated by the TSB show that over half of Subpart 703 aircraft that have accidents on water end up overturned in the water. The disorientation experienced by occupants in overturned aircraft in the water prevents them from being able to find and don a flotation device before leaving the seaplane.
Following accidents on water involving Subpart 703 aircraft that resulted in overturned aircraft, Transport Canada also found that not a single occupant was able to don a flotation device. Transport Canada found that none of the seaplanes operated under Subpart 704 involved in an accident on water overturned. Seaplanes typically have a single engine mounted at the nose and, as a result, are front-heavy. This results in roll-overs being more likely for the smaller Subpart 703 seaplanes whose centre of gravity is towards the front of the aircraft, while roll-overs are less likely for seaplanes operated under Subpart 704 because the centre of gravity on the larger seaplanes is further towards the back. In addition, when a seaplane operated under Subpart 703 is fitted with floats, the entire fuselage is raised higher off the ground than when fitted with wheels. The combination of a high centre of gravity and a heavier weight in the front of the seaplane makes the smaller seaplanes more susceptible to overturning following an impact with water.
The objective of the amendment, which is in response to recommendations made by the TSB, is to enhance the level of safety for seaplane operations in Canada to increase survival rates for commercial seaplane occupants following a seaplane impact with water.
The amendment
introduces a requirement for passengers and pilots of commercial seaplanes with nine passengers or less conducting air taxi operations (Subpart 703 operations) on or over water to wear a flotation device that is inflatable and not inherently buoyant. The flotation device may be a life preserver, an individual flotation device or a personal flotation device as defined in Chapter 551 of the Airworthiness Manual (AWM) and per the standards referenced therein. All occupants will be required to wear a flotation device provided by the air operator while it is in operation on or above water;
introduces mandatory underwater egress training for pilots of commercially operated seaplanes (both Subpart 703 and 704 operations), with recurrent training every three years;
introduces a definition for "seaplane." The term "floatplane," although not defined in the CARs, was commonly used in the associated standards and its reference did not include aeroplanes that land on their hull or hybrid land/water aeroplanes. The new definition of seaplane means "an aeroplane that is capable of normal operations on water";
repeals the exception of personal flotation devices (paragraph 602.59(2)(b) of the CARs), thereby requiring that personal flotation devices meet the applicable standards specified in Chapter 551 of the Airworthiness Manual. This change will restrict the use of flotation devices to those that meet minimum standards. This amendment does not introduce any changes to the minimum standards themselves; and
repeals the definition of "personal flotation device." This definition refers to an outdated 1972 standard, and is redundant since the terms "life preserver," "individual flotation device" and "personal flotation device" are defined in Chapter 551 of the Airworthiness Manual.
"One-for-One" Rule
The "One-for-One" Rule does not apply, as there are no new record keeping or reporting requirements, and no change in administrative costs incurred by business.
Small business lens
The small business lens does not apply, because the amendment is anticipated to have nationwide cost impacts less than $1 million annually, and small businesses will not be disproportionately impacted. Small businesses were consulted on the amendment, and some small seaplane operators have already begun implementing the requirements.
A focus group, formed of representatives from the seaplane industry (those involved in commercial operations and the associations that represent them), aircraft manufacturers, and Transport Canada inspectors, discussed the TSB recommendations from August 22 to August 25, 2011. The purpose of the focus group was to determine the best mitigation strategy to improve levels of safety for commercial seaplane operations in an effective and sustainable way.
The focus group determined that mandating the constant wearing of a flotation device was acceptable, and would enhance safety, but deemed the TSB recommendation of requiring that all new and existing commercial seaplanes be fitted with regular and emergency exits to be not viable. Instead, the focus group recommended that commercial seaplane pilots be required to undergo specific training to facilitate egress of both pilots and passengers after an accident occurs, to further mitigate the risk associated with exiting a seaplane following an accident. The lack of mandatory underwater egress training was a finding documented in the TSB's investigation report.
On August 15, 2014, a Notice of Proposed Amendment (NPA), with a 30-day consultation period, was made available to all members of the Canadian Aviation Regulation Advisory Council (CARAC) for consultation. footnote 4 The NPA was also sent by email to approximately 525 stakeholders. Sixty-two comments were received from seaplane operators (including small businesses), seaplane pilots, seaplane passengers, underwater egress training providers, air operator associations, private pilot associations, and a passenger briefing card provider. Comments pertained to the mandatory wearing of flotation devices and to the mandatory egress training, and their application to both air taxi operations (Subpart 703) and commuter operations (Subpart 704).
Mandatory wearing of flotation devices
Fifty-nine stakeholders submitted comments regarding the mandatory wearing of flotation devices, of which fifty-four were opposed, four were in support (three operators and one provincial association), and one suggested that the proposed rule should be extended to private operations as well.
Opposed stakeholders expressed concerns relating to safety and human factors, as well as concerns pertaining to durability and maintenance of the flotation devices. The lack of availability of aviation-related flotation devices was also perceived as a potential problem by some stakeholders.
Most pilots felt that inadvertent deployment of the devices prior to exiting a sinking seaplane is a significant safety risk. Transport Canada is of the view that, although there could be incidents where passengers inflate their flotation devices before getting out of the aeroplane, the possibility of this happening can be addressed by focussed briefings before each flight. Many seaplanes have marginal space in the rear cabin area, which greatly restricts effective donning of a flotation device after an accident. The combination of the confusion, the shock, and the urgency to get out of the seaplane makes it unlikely that the passengers will retrieve and don their flotation device at that time, especially if the seaplane is sinking. Transport Canada maintains that a passenger forgetting their flotation device on board in the rush to escape an overturned seaplane represents a greater safety issue, and that mandating the wearing of flotation devices is the best option for mitigating the risk of drowning outside of the seaplane after an incident or accident.
Many pilots feel that the flotation devices are not durable enough for constant wear applications. Transport Canada is of the view that newer models of flotation devices address concerns of durability and maintenance. Newer models remain in a pouch attached at the waist of the passenger. Other models of approved flotation devices are available with nylon covers to protect the devices. In addition, a quick visual inspection by the air operator between flights will normally reveal any damage or tampering. Durable models of flotation devices that are to be worn repeatedly and constantly by passengers, while on or over water, are currently available. As to perceived lack of availability of aviation-related flotation devices, Transport Canada is of the view that the various models currently available are effective and appropriate for aviation operations.
Mandatory underwater egress training
Twenty-four stakeholders submitted comments on the mandatory egress training. Eighteen stakeholders were in support (six individual pilots, five air operators, five regional/provincial associations, and two egress training companies). Two companies indicated that they already provide this training to their pilots. Two air operators were opposed to the proposed amendment. The remaining four stakeholders were partially supportive, citing concerns over the commuting costs associated with, and the availability of, egress training for remote or northern companies. Private pilots also proposed that a new focus group be established to review the design and use of underwater egress trainers, rather than making egress training a mandatory requirement. Most passengers that were able to evacuate an aircraft after an accident on water did so with the help of the pilot. Therefore, egress training for pilots will benefit passengers and increase the likelihood that passengers are able to evacuate an aircraft.
Prepublication in the Canada Gazette, Part I
The proposed amendment was prepublished in the Canada Gazette, Part I, on May 21, 2016, with a 30-day comment period. Forty-eight comments were received, mostly from commercial pilots and air operators. A majority of comments expressed opposition to the mandatory wearing of flotation devices.
The comments revolved around five themes, namely passengers to don flotation devices before boarding, constant wear of flotation devices, scope of constant wear of flotation devices, egress training and, finally, impact on tourism.
1.	Passengers to wear flotation devices before boarding
The proposed amendment included a requirement that flotation devices be donned before boarding the aircraft. Stakeholders indicated that operational constraints (such as the logistics of flotation device hand-out on the docks, and increased flotation device wear-and-tear, and associated maintenance) would have a negative impact on air operators. A large seaplane operator indicated that the requirements would result in hardship for larger seaplane operators because of the large volume of passengers and frequency of flights.
A large seaplane operator in Canada identified a number of concerns (1) increased wear-and-tear due to frequent handling; (2) logistical challenges associated with flotation device transfer given annual passenger volumes up to 500 000; (3) potential delays due to the donning of flotation devices before boarding; and (4) incompatibility with alternative flotation device products (e.g. devices attached to passenger seats).
Transport Canada has taken these concerns into consideration. Given that a requirement to don a flotation device before boarding would not have any impact on risk, the amendment does not require that flotation devices be donned prior to boarding — passengers may don their flotation devices once they are on board, and are required to wear them when the seaplane is operated on or above water. This revised requirement will have the same result as requiring passengers to wear the device throughout the duration of the flight (i.e. during the times when the seaplane could impact water, passengers will be wearing their flotation devices). To provide operators with an opportunity to adopt the requirement, the implementation timeline has been extended in the amendment, from 12 months to 18 months.
2.	Constant wear of flotation devices
A number of stakeholders reiterated their views that there are additional risks due to the inadvertent or premature inflation of flotation devices inside submerged seaplanes, and that no suitable design exists.
Inadvertent / premature flotation device inflation
Stakeholders, mostly individual pilots, continued to be concerned with inadvertent or premature inflation of flotation devices in the aircraft. There are no reports from the TSB indicating that premature inflation was an issue nor are there any reported cases known to Transport Canada. Available evidence does not corroborate this perception of additional risk related to premature inflation of a flotation device.
Suitable flotation device designs
Transport Canada assessed the availability of suitable flotation device designs, and determined that appropriate flotation devices are currently available on the market, although these devices do range in cost, durability, and life expectancy. Transport Canada notes that high-end flotation devices, which require replacement and repair less often, will be more cost-effective but also recognizes that some operators may choose less expensive models to replace their current devices. These factors, including the associated costs, were taken into consideration when the amendment was developed. Since appropriate flotation devices are available, Transport Canada anticipates that compliance will be feasible within 18 months of the coming into force of the amendment.
3.	Scope of constant wear flotation devices
Stakeholders reiterated past concerns that requirements to wear flotation devices during flight were not justified in light of past incidents and that the amendment is a hasty reaction to the recommendations made by the TSB.
Although the amendment does respond to the TSB's recommendation that all occupants of commercially registered seaplanes wear flotation devices throughout the flight, Transport Canada further considered crash dynamics and survival factors, as well as past accident data for Subpart 703 and Subpart 704 seaplanes.
The revised amendment only requires occupants to don their flotation device when the seaplane is on or over water, as these are the times when the seaplanes could impact water and has the same effect as constantly wearing a flotation device. The scope of the amendment has also been reduced by requiring flotation devices to be worn when a Subpart 703 seaplane operates on or over water. Subpart 703 seaplane operations represent a greater risk of occupant drowning (i.e. they are more prone to roll-overs), therefore, the requirement to don a flotation device has been retained.
As a result, the amendment will not fully address the TSB recommendation that all occupants of commercially registered seaplanes wear flotation devices throughout the flight.
4. Egress training
Some stakeholders felt that recurrent egress training for pilots every three years would be burdensome and that remote operators would have to incur significant travel costs. Emergency procedures training is required every year, except where practical training is required, which must be completed every three years, in accordance with the CARs. Transport Canada also recognizes that egress training providers are available to travel to an increased number of cities where remote seaplane operators may already need to travel for provisions, and, as a result, it would not necessarily be overly burdensome for pilots to receive the training. In recognition of the stakeholder concerns regarding the availability and full cost of egress training, the estimated cost of travel for egress training, in the cost-benefit analysis, was increased from $100 to $1,200.
5. Impact on tourism
One tourism association and one tourism destination were concerned that the flotation device constant wear requirement may affect public perceptions of safety, and reduce demand for tours. It is expected that Transport Canada's decision to establish flotation device requirements only for air taxi operators (Subpart 703) will alleviate most of these concerns.
Stakeholder engagement subsequent to prepublication in the Canada Gazette, Part I
Since the prepublication of the proposed amendment in the Canada Gazette, Part I, Transport Canada continued to engage stakeholders in informal consultations. Stakeholders continued to raise the issue of flotation device design and how to prevent wear and tear of these devices with Transport Canada. Transport Canada has engaged the National Research Council (NRC) and a large seaplane operator in discussions regarding the development of new designs for flotation devices. It is hoped that these innovative research initiatives will help create better, more durable flotation devices.
Delay in publication between the Canada Gazette, Part I, and the Canada Gazette, Part II
It has been more than 18 months since the publication of the proposed amendments in the Canada Gazette, Part I. After that publication, Transport Canada spent a considerable amount of time reviewing and analyzing the comments received. Consequently, the amendment was revised and resulted in a reduction in scope of the amendment (the wearing of flotation devices is no longer required for Subpart 704 and only requiring flotation devices to be worn when the seaplane is operated on or over water). This change in scope will not impact the safety of seaplane operations, but will reduce the impact of the amendment on stakeholders. In addition, Transport Canada gathered information on the development of flotation device designs and reviewed the amendment to ensure that it contained enough flexibility to allow the use of new flotation devices in the future. During this time, Transport Canada also provided funding to the NRC for research into innovative flotation device design.
Regulatory cooperation
Canada has the highest volume of seaplane operations in the world. In the United States (U.S.), the U.S. Federal Aviation Administration (FAA) does not mandate the use of personal flotation devices over water in general, but does for air tour operators (commercial passenger operations) in the State of Hawaii using special operating rules. In addition, the U.S. FAA has developed guidance material for Part 91, General Operating and Flight Rules, of the Federal Aviation Regulations and suggests that operators establish a policy where all occupants wear an inflatable personal flotation device anytime the seaplane operates on or near the water.
The International Civil Aviation Organization's standards and recommended practices requires that seaplanes be equipped with a flotation device for each person on board in a location that is easily accessible from the passenger's seat. There is no requirement for passengers to don the flotation device while the seaplane is in operation.
Transport Canada maintains that a Canadian approach is appropriate, given the prevalence of seaplane operations in Canada, the risks identified by the TSB, Transport Canada and stakeholders, the lack of a suitable international standard that would address those risks, the low overall impact of the amendment, and the absence of any identified impact on international competitiveness.
Following the prepublication of the amendment in the Canada Gazette, Part I, Transport Canada modified the requirement for the wearing of flotation devices so that it applies only to air taxi seaplane operators (Subpart 703), excluding commuter seaplane operators (Subpart 704). The scope of the amendment has been modified to target the area of higher risk — seaplanes operated under Subpart 703. In addition, it has been modified so it only applies when the aircraft is operated on or over water. Reducing the scope of application of the amendment reduces the associated costs, but it is not anticipated to have a significant impact on risk, or the benefits of the amendment. Transport Canada did not make any changes to the requirement for egress training, which applies to pilots operating seaplanes under subparts 703 and 704 of the CARs, because many pilots work in both operating environments and the presence of more trained pilots on the water will increase safety overall, by facilitating successful evacuation of passengers from an aircraft under water.
The overall cost impact associated with the amendment is estimated to be $7.34 million in present value (PV) over 10 years with a base year of 2018 or $1.05 million annualized. Transport Canada anticipates the costs associated with the flotation device requirement to be $3.99 million in PV over 10 years or $0.57 million annualized. The cost to operators associated with the egress training for pilots is estimated at $3.35 million in PV over a 10-year period or $0.48 million annualized.
For the purpose of this analysis, it was assumed that 100% of the current Subpart 703 seaplane operator population would be required to equip themselves with new models of flotation devices that are more practical and durable. It is a conservative estimate, since Transport Canada does not know how many operators will maintain their current flotation devices or for how long before replacing them. With inflation and a discount rate of 7% and the cost of a new flotation device of $140 for each of the possible 4 524 passengers and crew in the Canadian commercial air taxi (Subpart 703) seaplane fleet (630 seaplanes), the cost to the operators is estimated at $7.34 million in PV over 10 years. The estimate, which accounts for 2.5 times the required flotation devices, amounts to 11 310 units due to the fact that they may need to be rotated out of service for inspections and repair. The current flotation devices have about a 10-year life cycle, but the increased wear devices may have a 3-year life cycle, thus Transport Canada estimates total replacement of each unit every 3 years. Current annual maintenance costs of the flotation devices are estimated to be $32,000 for all of the 4 524 flotation devices; thus the change in cost due to the amendment is estimated to be an additional $48,500 annually for all of the 11 310 units.
The total population of pilots in the Canadian seaplane fleet (Subpart 703, Air Taxi Operations, and Subpart 704, Commuter Operations) is estimated at 716 pilots plus 25% for alternate pilots. After consulting air operators, it is assumed that 316 of the 716 pilots have already received underwater egress training. Initial training is estimated for 400 pilots in the first year. Recurrent training is every 3 years and calculated for the 400 pilots in addition to those lost to turnover. It is assumed that due to turnover, 12.5% of the total pilot population would have to be trained each year. The estimated cost of the training is $400 per individual plus $1,200 in travel expenses. The initial training and recurrent training is estimated at $2.93 million in PV over 10 years.
The benefits associated with the amendment are related to the increase in the level of safety following a seaplane accident in Canada. Pilots and passengers benefit, from a safety perspective, by the increased probability of evacuation of the aircraft underwater, as a result of the requirement for pilots to undergo egress training as well as decreasing the probability that passengers who have evacuated the seaplane will drown (i.e. through the wearing of a flotation device). Accidents over a 19-year period show that at least two people drowned outside of the seaplane following a survivable accident. With the statistical value of a life at $6.11 million, the regulatory amendment could be beneficial. When considering the cumulative effect of the amendment, the mandatory egress training will likely increase the number of occupants able to egress an overturned seaplane in water and will justify the need for flotation devices.
Implementation, enforcement and service standards
Inspectors will ensure compliance (wearing of flotation devices and training schedule) during the course of their regular oversight activities. The amendment comes into force 18 months after the day on which it is published in the Canada Gazette, Part II, except for the initial underwater egress training requirement, which will come into force 36 months after the day on which it is published in the Canada Gazette, Part II.
The amendment will be enforced through the assessment of monetary penalties imposed by designated provisions under sections 7.6 to 8.2 of the Aeronautics Act, and which carry a maximum fine of $1,000 for individuals and $3,000 for corporations; through suspension or cancellation of a Canadian aviation document; or, as applicable, proceeding by way of an indictable offence, pursuant to section 7.3 of the Aeronautics Act.
Regulatory Affairs (AARBH)
Safety and Security Group
Place de Ville, Tower C
K1A 0N5
Telephone: 613‑993‑7284 or 1-800‑305‑2059
Fax: 613‑990‑1198
Email: carrac@tc.gc.ca
Website: www.tc.gc.ca
Footnote a
S.C. 2014, c. 39, s. 144
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Footnote b
S.C. 2015, c. 20, s. 12
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Footnote c
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Footnote d
R.S., c. A-2
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SOR/96-433
Return to footnote 1 referrer
Transport Canada, Seaplane/Floatplane — A Passenger's Guide, TP 12365 (06/2010) [http://www.tc.gc.ca/Publications/en/tp12365/pdf/hr/tp12365e.pdf].
http://tsb-bst.gc.ca/eng/rapports-reports/aviation/2009/a09p0397/a09p0397.asp
CARAC is comprised of members representing the aviation community, other interested parties and Transport Canada. CARAC provides a consultation forum for civil aviation proposals.
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