What is the WSF Rider Membership?
What does the WSF Rider Membership include?
Who can obtain a WSF Rider Membership?
How to get a WSF Rider Membership?
What does the WSF Rider Membership cost?
What is the validity period of a Rider Membership?
Where does the money from the Rider Membership fee go to?
Does a rider need a WSF Rider Membership to compete at an event?
Is it possible to register for events using the Online Registration System without a membership?
Who is responsible for ensuring that riders have a membership?
Can a rider cancel a membership throughout the season?
1. What is the WSF Rider Membership?
With a 2018 membership you become a member of the World Snowboard Federation (WSF) and get voting rights in the WSF Annual General Meeting as per the WSF statutes.
processing of results for every event and assigning ranking points for every rider that participated.
generating and maintaining the World Snowboarding Points Lists (WSPLs) for SS, HP & BA on a weekly basis 52 weeks a year. The WSPLs are the only worldwide accepted, fair and transparent universal ranking system for freestyle snowboarding. The WSPLs are universally utilized by nations, FIS, IOC, event organizers, media, coaches, riders for: event seeding and entry, national & Olympic qualifications, performance tracking and talent scouting.
The complete range of services available as part of the membership is listed in 2).
2. What does the WSF Rider Membership include?
3. Who can obtain a membership?
It is also possible for the National Associations to bulk register the riders on their National Team for the rider membership.
4. How to get a Rider Membership?
To register for the membership, go to your rider account via the World Snowboarding website: worldsnowboarding.org/rider-login/ or directly to: ws.memberpro.net and log on to your existing account or create a new account. It is very likely that you already have an account in the system but you don´t remember your login credentials. In this case, don´t create a new account with false data but send an email to support (events@worldsnowboarding.org) requesting assistance or try to retrieve your username/password with the Forgot Password function.
Log in in to your account with your username and password and follow the steps to register for the membership and update your personal information. Payment is only possible with major credit cards (Mastercard, VISA, AMEX).
To bulk register riders of one Nation, the National Association needs to provide complete rider data of each rider who is to be signed up for the rider membership. The bulk registration form must be used to fill in the requested rider data. Payment is to be made by the National Association by bank transfer by receipt of invoice.
The Nation bulk registration form can be downloaded HERE.
5. What methods of payment are accepted?
Individual memberships can only be paid online through the WS membership system using one of the following credit cards: Mastercard, VISA, AMEX.
Payment for bulk registration through National Associations is to be made by bank transfer, by receipt of Invoice.
6. What does the Rider Membership cost?
For indiviudal rider registration, payment is possible with major credit cards in the WS membership system. For bulk registration through National Associations payment is to be made by bank transfer, by receipt of invoice.
7. What is the validity period of a Rider Membership?
A membership is valid for one year, from June 1 to May 31.
8. Where does the money from the Rider Membership fee go to?
The annual membership fee goes to funding services that are provided by the World Snowboard Federation including the World Snowboarding website, as described in 2). It allows us to provide consistent and professional services which directly benefit the riders and the sport.
9. Does a rider need a membership to compete at an event?
A membership is not mandatory to compete at an event nor do events have to verify if competing athletes have a current membership. Non-member riders can compete and will be scored and included in the final result of the event.
10. Is it possible to register for events using the Online Registration System without a membership?
No, only current members can use the Online Registration System on worldsnowboarding.org (if the event uses it).
11. Who is responsible for ensuring that riders have a membership?
It is the responsibility of the riders themselves to decide whether they want to become an active member of WSF and to sign up and pay for the membership. Also, the National Associations are asked to actively promote the membership program, sign up their National riders and to support the sport. Events are not responsible to ensure that riders have a membership. Though, as well are asked to actively support.
12. Can a rider cancel a membership throughout the season?
A membership is valid for one season and will not be refunded for any reason. Riders must actively renew the membership each year, following the process as described under 4).


text:
package com.scrachx.foodfacts.checker.ui.scanner;

import com.scrachx.foodfacts.checker.data.network.model.State;
import com.scrachx.foodfacts.checker.ui.base.MvpView;

/**
 * Created by scots on 07/05/2017.
 */

public interface ScannerMvpView extends MvpView {

    void openPageProduct(State stateProduct);

}

redpajama_set_name: RedPajamaGithub


Bunraku, Japan's traditional form of puppetry, was developed by the city-dwelling commoners of the Edo period and has survived to the present by both strict preservation of its heritage and the incorporation of new influences. The puppets used in bunraku are a half to two-thirds human size and require great skill and strength to operate, so becoming a master puppeteer can take decades. These open-air shows let you get in touch with the art over a beer and snacks – bringing your own food and drink is even encouraged. Two shows take place daily between October 14 and 17.


text:
Home > PORT AND HARBOUR > THE NEWHAVEN-DIEPPE CAR FERRY SERVICE >
PORT AND HARBOUR
THE NEWHAVEN-DIEPPE CAR FERRY SERVICE
Falaise enters the water, October 1946
Newhaven Museum
Falaise's maiden arrival at Jersey in 1947
K Le Scelleur
Falaise in the Channel Islands
Newhaven before the car ferry service started. Lisieux has just arrived from Dieppe while Arromanches is in the night berth, where the car ferry ramp would soon be built.
A Vauxhall Velox swings around while being loaded onto the Dieppe screw Brest at Newhaven in the late 1950s
Courtesy of www.oldclassiccar.co.uk
The same car being offloaded at Dieppe a few hours later
The model of 'Newhaven 1965'
Sussex Express / Newhaven Museum
The redundant Londres is towed away by Meeching, December 23rd 1963
Andy Gilbert
The link span prior to fitting
An almost completed ramp. Lisieux is still using the night berth.
Normannia tries out the ramp for size
Falaise moors at Newhaven for the very first time
14th May 1964. Falaise on trials off Newhaven
John Hendy
31st May 1964. Falaise sails with VIPs on board
Normandy dancers on the quayside as part of the festivities
With Meeching in attendance, Falaise leaves the ramp for her VIP trip
Falaise passes Brighton and heads for the harbour entrance.
The first paying car, appropriately a Rolls-Royce, goes aboard in 1st June 1964
Falaise leaves Newhaven for Dieppe during her first season.
Derek Longly
Official postcard of Falaise in her first season colours
Andy Gilbert collection
Full house at the East Quay in 1964. Falaise, Arromanches, Brighton (about to sail) and the Dieppe Screw Nantes
Falaise backs into the ramp, 1966. Note the two black balls hoisted on the after mast, showing that she is going astern.
Jim Ashby collection
Falaise at the East Quay, post 1965
Laurie Stonehouse
Falaise's final service departure from Newhaven, September 25th 1972
The anniversary exhibit at Newhaven Museum
Cote d'Albatre leaves on the 50th anniversary of the start of the car ferry service. No flags, no fuss.
Rod Main
50th Anniversary, 1st June 2014
By Andy Gilbert
In the late 1950s and early 1960s, the Newhaven-Dieppe route was being run as a summer-only service between Easter and the end of October. It was operated by four fast passenger steamers (which were often referred to simply as the 'mailboats' as Newhaven-Dieppe held the contract to carry mail between the UK and France) that could all top 25 knots if required. Two of the steamers, Londres and Brighton (VI), sailed under the Red Ensign while the other two, Arromanches and Lisieux, bore the French Tricoleur. Londres and Arromanches were pre-WWII designs, and had entered service in 1947. The handsome Brighton dated from 1950 and the sleek Lisieux from 1953. The service also employed three rather slower cargo ships, Rennes, Brest and Nantes, affectionately known as the 'Dieppe Screws', and this trio was also French-flagged.
Continental car travel was very much on the rise and there had been a regular car ferry service from Dover to France and Belgium for some thirty years. However, if you wanted to travel abroad with your car from Newhaven, you had to arrive here early and your car was carefully craned on board one of the Dieppe screws. Looking at the swing of the car in its lifting cradle in the photo, you can imagine what might have been going through the mind of its owner! The cargo ship sailed for Dieppe some time before you did so you then spent a relaxing hour or so in Newhaven until it was time for your passenger steamer to leave. On arrival at Dieppe, if all had gone to plan, your car would have been craned off the cargo ship and would be sitting on the quayside waiting for you. It was clearly quite a rigmarole, but nevertheless the official figures show that nearly 40,000 motorists travelled between Newhaven and Dieppe with their cars this way in 1963!
The four passenger steamers had all been built in the days when the railway was still very important to the Newhaven-Dieppe service, and many sailings and arrivals were timed to connect with special 'boat trains' at both ports, offering a fast and direct link to London or Paris respectively. However, the numbers of boat train passengers were in serious decline and had been for some years. Overall passenger numbers for Newhaven-Dieppe had fallen by 29% from 1955 to 1962, compared to a rise of 34% on the short sea routes. In addition, the steamers were still two-class vessels, requiring many of the on-board services to be doubled up, with the obvious impact on running costs. If you added up all these factors, you might well think that the Newhaven-Dieppe route was in jeopardy back then. You'd be right, and press reports from the time show that closure had in fact been mooted on more than one occasion.
It was clear from the successful operations on the short sea routes and elsewhere that what Newhaven-Dieppe really needed was a proper roll on, roll off car ferry service. Interestingly, it seems that that particular term, later almost universally shortened to 'ro-ro', hadn't yet appeared in the early 1960s - we were still talking about 'drive on, drive off' services in the advertising brochures and in the press back then.
However, it seems from local press cuttings that not everyone at Newhaven wanted the car ferry and all the extra traffic it would bring. Some felt that the route would be simply uneconomical, and one very prominent local politician described Newhaven as 'shabby' and 'Victorian', and stated he was certain that the town's roads around the port entrance would not be able to cope, especially with the regular openings of the town's swing bridge. (Looking at comments made these days about the route and the town's traffic, it would seem that nothing much changes!)
When the decision to go ahead with the car ferry service was finally made, British Railways had to find a suitable ship for the route. A newbuild was out of the question due to time and cost constraints (we wouldn't see a brand new British ship on the route until Senlac arrived in 1973) so they decided to convert two of their existing passenger steamers, Falaise and Normannia, into car ferries. The ship allocated to Newhaven was Falaise, built in 1946, though Normannia would be no stranger to the port in the years to come. At the time, Falaise was operating the Southampton to St Malo route, with weekly visits to the Channel Islands of Jersey and Guernsey and occasional stints on the Dover-Boulogne 'Golden Arrow' service. Falaise became available when the St Malo route was closed at the end of the 1963 season and on January 4th 1964 she was sent up to Vickers-Armstrongs' Palmers Yard at Hebburn on Tyne for work to start on her conversion to a stern-loading car ferry. She arrived there on the 6th January and the work was completed in early May.
Both Falaise and Normannia were very smart ships as built, intended to be virtual 'mini liners', and they certainly looked the part. In fact, part of Falaise's regular duties involved running 'Short Sea Cruises' to places like Rouen and Le Havre and, on her debut in 1947, the Daily Echo described her as the Southern Railway's 'biggest, most luxurious and newest ship' and stated that 'She sets a new standard of comfort in cross-channel travel. Her amenities are comparable with those of a modern luxury liner'. Quite some praise! Well, there was certainly a lot of old-fashioned charm, comfortable seats and fine wood panelling in evidence inside her lounges. Inevitably, both ships lost some of their good looks as a result of conversion and certainly became more utilitarian inside but I think that, externally at least, Falaise coped with the surgery a little better than Normannia, with her higher bow giving her a more balanced appearance. (I can see some of my friends up at Dover shaking their heads in disagreement with that!)
At Newhaven, changes started to take place in readiness for the start of the car ferry service in the early summer of 1964. The new link span ramp was to be sited in what had traditionally been the 'night berth' for the passenger steamers up at the northern end of the East Quay, near the harbour offices and the Customs House. Construction work had started in 1963 and was planned to be completed well in time for the service to commence at the start of Summer 1964. Plans were also drawn up for a brand new car ferry terminal building to be built between the ramp and the town station but this would not be ready until sometime later. A large model of 'Newhaven Harbour in 1965' was constructed, complete with a slightly inaccurate model of Falaise (the model was made well before conversion work had been completed), showing the new ramp and the access roads it would need. This went on display at Newhaven's Library in Church Hill some months before the opening of the route and attracted much interest.
Of course there was also to be a knock-on effect on the other ships on the route, one of which would immediately be surplus to requirements. Londres was withdrawn at the end of her 1963 season and towed away to Southampton by the tug Meeching just before Christmas. Her French-flagged sister Arromanches would follow her twelve months later at the end of the 1964 season. Both were to have new careers in Greek waters. Arromanches worked very successfully in the Mediterranean for many years, joined eventually by her Newhaven running mate Lisieux, but sadly Londres' time would be cut short by a fire that gutted her a couple of years later.
Construction of the link span ramp continued apace and on 18th February 1964, Newhaven received a visit from the French car ferry Compiegne from the Dover-Calais service. She had paid a courtesy visit to Newhaven in 1959 to show off a little when she was brand new, but this time she turned through 180 degrees some distance off the breakwater and came in stern-first, as our car ferries would have to do for many years. Local press reports talk of her coming in alarmingly fast but nevertheless managing to stop comfortably short of the yet unfinished ramp. With basic berthing trials complete she sailed back to her usual route and it wasn't until the 19th April that Normannia, fresh from her conversion work, became the first ship to actually use the brand new Newhaven link span. Interestingly, as can be seen in the photo of the nearly completed ramp, the night berth was still being used by the passenger steamers right up to the commencement of the car ferry service.
In May 1964, British Railways' French partners in the route, SNCF, announced that they had placed an order for twin diesel powered car ferries for the route. These were to be named Villandry and Valencay and would be delivered in the summer of 1965. This announcement reflected the usual historic 2/3 to 1/3 French/British split on the route but, even so, there was still some press speculation at the time that only Villandry would be paired with Falaise and that the two remaining passenger steamers, Brighton and Lisieux would carry on alongside them, with two of the Dieppe screws also being retained. This speculation ended quite quickly when the three-ship car ferry service was officially confirmed.
Falaise made her maiden entrance into Newhaven just after 9.00am on 13th May 1964. Her arrival, although just three minutes behind schedule, apparently gave the West Pier staff a bit of a shock. She had been unable to make radio contact with the harbour control and thus appeared without warning out of a thick bank of fog that had blanketed the harbour. Her master, Captain G H Campbell, had very wisely decided to enter bow-first in view of the poor visibility and the fact that it was her very first arrival.
Falaise's conversion had lowered her gross tonnage from 3710 to 2416 and had given her space for just 100 cars, 75 on the main car deck and a further 25 on a mezzanine deck accessed by an internal folding ramp. Her freight capacity was tiny, just four lorries could be carried near the stern doors, and this was at the expense of some 20 cars. She was given a passenger certificate for 700 people, all in one class. The days of first and second class travel on the Newhaven route were finally over.
Falaise had been brought to Newhaven by a 'spare' crew drawn from other ships in the Railway fleet. The next couple of weeks gave her own Newhaven crews a chance to familiarise themselves with the workings of their new ship and this shake down period started the next day with the first berthing trials at Dieppe, where the car ferry ramp on the Quai Henri IV had just been completed. Trade vehicles were carried in both directions and further trips were made until the service was officially due to start.
So, on Sunday 31st May 1964, and with all the Railway ships in Newhaven dressed overall for the occasion, Falaise operated a special round trip for invited VIP guests only. There was a fair degree of ceremony that day, with Normandy dancers performing on the quayside. As Falaise sailed, she was escorted from the harbour by Meeching and I can remember being in a rather crowded wheelhouse on the tug that day. The following day, Monday 1st June, saw her officially inaugurate the Newhaven-Dieppe car ferry service, leaving at 10.00 am, and the first paying car to be loaded on board was, appropriately for a British ship, a Rolls-Royce! First day covers to mark the commencement of the service were printed on both sides of the channel.
Falaise had a few incidents during her first season (and would continue to do so over the years), hitting the pier at Dieppe within a couple of months and then again at Newhaven in October. Normannia was hastily pressed into service to cover for her on these occasions. After steering tests at sea by the British Ship Research Association, it was discovered that Falaise was unable to hold a proper course and rudder modifications were made to correct this. Despite these quite literal bumps along the way, Falaise managed to keep pretty much to schedule and offered a reliable service. Bad weather sometimes delayed her and, if things got too windy, she would have to enter the harbour bow-first and then rely on Meeching to turn her around. Meeching would often be needed again a couple of hours later to help pull Falaise's bow off the berth for sailing. Bow thruster units wouldn't appear until the French twins arrived and even these two vessels needed help at times.
During her first season, Falaise was accompanied on the route by Brighton, Arromanches and Lisieux, plus the three Dieppe screws and, as you can see from the 'Full House' photo, the East Quay would often be chock-a-block with Railway ships. It wasn't only Brighton that made a lot of smoke as she fired up, Falaise would do the same and in those days she would sound a long blast on her whistle to announce her imminent departure, followed by a short blast as she left the berth. Nobody living nearby complained about either of these things back then, and you could almost set your watch by those whistle blasts! I heard them loud and clear from Southdown School every day.
It's hard to overstate the importance to the route of this relatively small, and already 18 year old, converted ship, affectionately known by some as 'Big F'. The impact Falaise had on Newhaven's traffic was instant and marked. In her first half year or so in service, she almost doubled the number of motorists using the route and increased the total number of passengers carried by over 12,000 despite the boat train figures dropping by more than 30,000. I think you could honestly say that Falaise single-handedly saved the route that year. When she was joined in the Summer of 1965 by Villandry and then Valencay, the route's future as a car ferry service was secured and the two remaining passenger steamers were relegated to operating day trips and special excursions (away from Newhaven in Lisieux's case) before they and the Dieppe screws were finally sold off. However, it wasn't until the end of the 1966 season that the last of the old ships, the Dieppe screw Brest, left the route. Apart from one year, when figures were badly affected by an SNCF strike, the next five years saw steady growth with almost half a million passengers being carried in 1970.
Falaise served the Newhaven-Dieppe route with the French twins until the end of her season on 25th September 1972. Her replacement, Senlac, arrived on the 5th March 1973, ushering in a new era, with the much larger ship offering more than double the capacity for cars and the ever more important freight traffic. After a short period working on the Dover-Calais run, Falaise was sent to Holyhead for further conversion work, involving the addition of new stern doors, and finally transferred back to the Channel Islands routes for which she was originally intended. She opened the new car ferry service from Weymouth to Jersey on June 1st, 9 years to the day after opening the Newhaven service. However, she was becoming increasingly unreliable and managed to run for only a season and a half before suffering serious boiler failures. She then came back 'home' to Newhaven for one last short lay-up period before being towed to Holyhead, where investigations showed she was beyond economical repair and she left for the breakers on Christmas Eve 1974. A sad and premature end to a ship that had made her mark by opening no less than three brand new services, in 1947, 1964 and 1973.
It's ironic that as we mark the 50th anniversary of the opening of the car ferry service, the route's future is once again in doubt, with current operators DFDS unwilling to continue running the services for Transmanche Ferries after 2015 under the conditions imposed by the route's owners, the Conseil de Seine Maritime. There is also much discussion in France about the large subsidies being paid by the French taxpayers to keep the route alive. There are hundreds of jobs at stake on both sides of the channel and we can only hope that a satisfactory agreement can be reached next year.
It's also sad that, given this level of uncertainty, Transmanche Ferries decided not to mark the anniversary themselves. I hope that this page has given a flavour of what it was like when the carry ferry service commenced, and I'd also recommend a visit to Newhaven Museum, where a special exhibit has been created to mark the occasion.
Acknowledgements and thanks go to: Peter Bailey MBE and Tony Helyar at Newhaven Museum, Nigel Thornton at the Dover Ferry Photos Forum, Sussex Express, John Hendy and Miles Cowsill - "Newhaven Dieppe – the Car Ferry Era", Kevin LeScelleur at www.channelislandsshipping.je, www.oldclassiccar.co.uk
This page was added by Andy Gilbert on 29/05/2014.
Hi Andy, I think you have done very well but there are a few amendments that you should alter (no offence).
1:The photo of the screw is the brest, note the portholes below the bridge are square.
The rennes & nantes were round.
2: Falaise crew engineroom & boileroom, these were the crew from the Londres; we went to Newcastle six before the ship was ready,the man that taught us all how she worked was George Sims' brother who was second engingeer on her at Southhampton.
After the Londres stripped her turbine we all went on the Brighton which ran the service for the last two weeks of the season,we all then stayed aboard for the refit period at Newhaven.
Then we all went to Newcastle and was staying in B/B at Jarrow.
Chief Engingeer Bill Blachford, David Groves, Second Fred Meardon, third Jack Duchosshey, forth Barry Gilbert, Bryan Berry.
Greasers -Bob Pettit, Ernie Simmons, Ken Bastin.
Firemen - Alan Wait, Doug Smith, Mick Cutler.
3:Last trip.
Myself & Jack Duchosshey went to Dover for three weeks to keep the ship running with a Dover crew. On the third day we sailed from the Western Docks to the Eastern Docks for loading to Calais.
We were going full astern all the way, the Captain thought it was like the Dover Ships that could stop in its own length, he did not know that it took half a mile. He rung the engine telegraph to full ahead too late and we rammed the link span at full speed which smashed the stern around the steering gear.
After temporary plates were welded over the splits and holes we came back to Newhaven for lay up.
By Mick Cutler
No offence taken, Mick. I always try to get things as accurate as possible, and corrections are therefore welcome.
I've merged your two comments into one.
Thanks for the information about the crew that brought her down here, Mick. My source stated that the crew was drafted from 'various railway ships', hence my use of the term 'spare crew'.
As for the identity of the Dieppe screw, I was going by the black top to the funnel, which appears to be parallel, indicating that it was Rennes or Nantes. I wasn't aware of the difference in the portholes. The caption has been duly amended.
I wonder if my Dover contacts have any photos of the ramp-ramming incident, I'll check.
Update: My sources up at Dover say that there are no records or photos of the incident. Someone clearly wanted that one kept quiet!
Aged 19 in 1964 I was a uniformed Swans courier accompanying groups of up to 250 tourists single handed via Paris to the Costa Brava and Barcelona. Generally using Brighton, Arromanches or Lisieux, but the odd overnight run on Falaise which I saw in harbour on the day of her inaugural crossing.
We couriers often fancied the idea of a few days in Dieppe as a quiet break. After the first two years of a university degree in foreign languages I was coincidentally posted to Dieppe in Sept 1966 for a year teaching at the Lycée on the cliff , clearly visible at sea. I taught children of French crew members who knew me and used to come across - some familiar faces of the Brighton and Falaise bar, and restaurant stewards like René Caprons in the Le Manche Océan café on the quay right by the car ferry ramp - in my Swans year he was a Frames Tours station rep, then a uniformed AA port officer, at which time he would leave the café in the hands of his wife Hermine, then would return on his Mobylette, and change his jacket and cap for his bar apron..
When I sent a letter home I used British stamps and through the kindness of Falaise bar stewards, Don Jenner and Martin Watts they were mailed in Newhaven. When I last saw Martin he was planning to be licensee in "The Flying Fish" at Denton . On occasions when Falaise was overnight in Dieppe I would be invited on board for some English beer. I can also remember George Page whose father was Swans' Newhaven station rep, and another George - actor George Sewell who had worked on transatlantic liners. He was an actor who played some villains and Chief Inspector Craven in ITV's "Special Branch"; A linguist like myself he was at one time a continental coach courier. I note from Wikipedia he retired with family to the South of France.
I write from Languedoc. 71, retired, living here since 2003. I also came across Dolly Moore installed in the perfume shop on Senlac some years later. I can remember smooth crossings and one memorable Force 11 Dieppe/Newhaven run - luckily I was never seasick - as well as 1964 courier runs on short sea on the old Canterbury and Maid of Orleans, but from the UK as a motorist I always used in preference Newhaven boats.
As a teacher for many years in Weymouth I was followed there by Falaise, Normannia and Dover doing the Channel Islands run.
These were fine ferries, with crewmen and women who were fine Newhaven and Dieppe folk, some great characters, and it is a pleasure to be able to recall a few old friends on this really good website.
Continental rail couriers, £25 package tours, International Wagon Lits restaurant cars on overnight Paris expresses are a part of travel history, the latter replaced by TGV sandwiches. Planes take less time than 30 hours from Victoria to Barcelona, Nice or San Remo which were my routes, but the magic of travel is not the same.
Bonne Journée Newhaven.
Chris Doyle.
By Chris Doyle
Y2Z 8A .I was a very new Argentinean bride married to Anthony Peter Stapley in Rosario, Argentina, on 27 April 1966 when I came to live in a caravan site in Newhaven with beloved Pete in July 1966. He had just left Houlder Bros to do his 2nd Mate Certificate and went on to join British Rail, I believe on the Falaise, whilst waiting to be called by Mærsk whom we joined together at the end of Aug 1966. This is a long tale so I would just say that I did sail with Pete to Dieppe and Boulogne and everybody on board was lovely. I cannot remember actually which ferry he was on. All my energy then went on trying to overcome my homesickness. She, the ship, was very beautiful, I had only sailed before with the Italian Costa line from Santos to B A, a very mini cruise.
So Pete was 3rd Mate for about 3 months. Pete died in 2012, we had divorced in 1989 and he was married afterwords to Sarah, a beautiful person. We had a son, Pierre-Jerome, who is now 46 and a very special person too and very keen to gather memories of his father's sailing career. Pete retired from the sea as a Townsend Captain.
I thank all of you who read these lines and would you be so kind as to let me know if you have met/ remembered/ sailed with Pete? God bless.Nora
By Nora Calace-Stapley
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redpajama_set_name: RedPajamaCommonCrawl


Today, May 22, 2018, is the 25th International Day for Biological Diversity (aka World Biodiversity Day). The goal of the United Nations is to promote biodiversity issues, including sustainable development, agriculture, energy, health, land, water, and other issues. More importantly, the UN promotes taking appropriate actions to address these issues.
One issue that is of particular concern to us, is our oceans and seas. After all, SASN staff and guests spend considerable time underwater, on the ocean surface, and above the ocean surface. We throughly appreciate the incredible marine, terrestrial, and aerial biodiversity across the Central Visayas, the Philippines, and the Coral Triangle.
Each year, the International Day for Biological Diversity has a different theme. For example, the theme in 2012 was marine biodiversity and the theme in 2014 was island biodiversity. This year, the theme is celebrating 25 years of concerned citizens and organizations taking action. SASN is thrilled to be part of that celebration!
Any mention of biodiversity has to include mention of the Danajon Bank Double Barrier Reef. Danajon Bank puts the "diversity" in the word "biodiversity". East of Mactan, Cebu and north of Bohol, it is thought that much of the marine life in the Pacific Ocean evolved from this region.
Although the area of the Danajon Bank Double Barrier Reef is only a small percentage of the Philippines' total area, more than half of Filipino fishers catch their fish here. Danajon Bank has been feeding a majority of Filipinos for centuries, and it continues to do so.
In addition to its spectacular biodiversity, Danajon bank is also a rare geological formation. There are only six double barrier reefs in the entire world! Plus, out of those six, Danajon Bank is in the best condition. Barrier reefs protect coastlines from weather conditions such as typhoons, and double barrier reefs are two, parallel barrier reefs.
What do we do about biological diversity?
At SASN, we educate our staff and guests about biological diversity. When you go scuba diving or snorkeling at any of our dive spots or island destinations, particularly Danajon Bank or the Caubian Islands, you get fun-filled information to help you know more about the wildlife and enjoy the experience to its fullest.
We do more than educate, however. For the past decade, SASN has been consistently working to build up Shangri-la Marine Sanctuary, the house reef at our headquarters on Mactan Island in Cebu. Also, our Boracay staff help protect the local coral reefs by regularly removing harmful crown-of-thorns sea star infestations.
Furthermore, SASN divers at all our dive centers regularly participate in underwater cleanups. Scotty's Dive Club members participate, as well. You will regularly see divers departing with empty mesh bags, and returning with debris from the ocean floor. One way to maintain biodiversity, after all, is to help keep the habitats pristine from pollution.
Most importantly, we actively work with the next generation. Our coral reef restoration project, for example, has included young observers and assistants from Cebu International School.
We also conducted a reef assessment with students from Mindanao State University. We want to ensure that future generations will continue the work that we do today.
We are not stopping in Mactan, Cebu, either. We are currently working toward building another marine sanctuary with Shangri-la's Boracay, and repeating such projects from our dive center there.
We also want to thank our club members for some amazing images on this page!


A big thankyou to all the wonderful people that turned out for our album launch last week!!! Couldn't have asked for more. The video and audio recordings have come out really well and we hope to put together a live release soon.


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Obama Urges Russia To Stop Bombing 'Moderate' Syrian Rebels
The president spoke with Russian President Vladimir Putin on Sunday.
BEIRUT/WASHINGTON (Reuters) - U.S. President Barack Obama urged Russia on Sunday to stop bombing "moderate" rebels in Syria in support of its ally Bashar al-Assad, a campaign seen in the West as a major obstacle to latest efforts to end the war.
Major powers agreed on Friday to a limited cessation of hostilities in Syria but the deal does not take effect until the end of this week and was not signed by any warring parties - the Damascus government and numerous rebel factions fighting it.
Russian bombing raids directed at rebel groups are meanwhile helping the Syrian army to achieve what could be its biggest victory of the war in the battle for Aleppo, the country's largest city and commercial hub before the conflict.
The Kremlin said President Vladimir Putin and Obama had agreed to intensify cooperation to implement the agreement on Syria struck in Munich.
After a phone call between Putin and Obama, the Kremlin said both gave a "positive valuation" to the Munich meeting.
The Kremlin statement made clear Russia was committed to its campaign against Islamic State and "other terroristic organizations", an indication that it would also be targeting groups in western Syria where jihadists such as al Qaeda are fighting Assad in close proximity to rebels deemed moderate by the West.
Russia says the "cessation" does not apply to its air strikes, which have shifted the balance of power toward Assad.
It says Islamic State and the al Qaeda-affiliated Nusra Front are the main targets of its air campaign. But Western countries say Russia has in fact been mostly targeting other insurgent groups, including some they support.
The White House said Obama's discussion with Putin stressed the need to rush humanitarian aid to Syria and contain air strikes.
"In particular, President Obama emphasized the importance now of Russia playing a constructive role by ceasing its air campaign against moderate opposition forces in Syria," the White House said in a statement.
Relief workers said efforts to deliver humanitarian aid were being threatened by the latest escalation of violence.
"We must ask again, why wait a week for this urgently needed cessation of hostilities?" said Dalia al-Awqati, Mercy Corps Director of Programs for North Syria.
The situation in Syria has been complicated by the involvement of Kurdish-backed combatants in the area north of Aleppo near the Turkish border, which has drawn a swift military response from artillery in Turkey.
The Kurdish YPG militia, helped by Russian air raids, seized an ex-military air base at Menagh last week, angering Turkey, which sees the YPG as an extension of the PKK, a Kurdish group that waged a bloody insurgent campaign on Turkish soil over most of the past three decades.
Turkey began shelling while demanding that the YPG militia withdraw from areas it has captured from Syrian rebels in the northern Aleppo region in recent days, including the Menagh air base. The bombardment killed two YPG fighters, according to the Syrian Observatory for Human Rights.
The Syrian Kurdish PYD party rejected Turkish demands for withdrawal, while the Syrian government said Turkish shelling of northern Syria amounted to direct support for insurgent groups.
Other fronts were also active on Sunday.
Kurdish-backed forces were fighting with insurgent groups near Tel Rifaat in the northern Aleppo countryside, while further south, government forces renewed their shelling of rebel positions to the northwest of Aleppo city.
The Observatory also reported air strikes by jets believed to be Russian in areas east of Damascus, north of Homs, and in the southern province of Deraa.
"POSITIVE VALUATION"
Reaction from politicians in the West to the Munich deal was skeptical.
U.S. Senator John McCain said he did not view the deal as a breakthrough. "Let's be clear about what this agreement does. It allows Russia's assault on Aleppo to continue for another week," he said at security conference in Munich.
"Mr Putin is not interested in being our partner. He wants to shore up the Assad regime, he wants to establish Russia as a major power in the Middle East, he wants to use Syria as a live fire exercise for Russia's modernizing military," McCain said.
A senior ally of German Chancellor Angela Merkel said Russia had gained the upper hand in Syria and the surrounding region through armed force.
Norbert Roettgen, head of the foreign affairs committee in the German parliament, was skeptical about how Russia would behave in the days and weeks ahead, despite agreeing to a cessation of hostilities.
"Russia is determined to create facts on the ground," Roettgen said.
"RECONCILIATION"
As the fighting continued, the Syrian army urged citizens in Deraa province, the Ghouta area east of Damascus, and in rural districts east of Aleppo to quickly seek out "reconciliation" with the government.
So-called local reconciliation agreements are often seen as a means for the government to force surrender on insurgents, and have typically followed lengthy blockades of rebel-held areas and the civilians living there.
Saudi Arabia confirmed it had sent aircraft to Turkey's Incirlik air base to join the fight against Islamic State. But said any move to deploy Saudi special forces into Syria would depend on a decision by the U.S.-led coalition combating the ultra-radical militants.
U.S. Defense Secretary Ash Carter said on Friday he expected Saudi Arabia and the United Arab Emirates to send special forces to Syria to help local opposition fighters in their drive to retake the city of Raqqa, Islamic State's de facto capital in Syria.


(+)-Isatisine A (4) was isolated from Isatis indigotica, long used in traditional Asian medicine for the treatment of viral diseases. James S. Panek of Boston University set the stage (J. Org. Chem. 2015, 80, 2959. ) for the synthesis of 4 by the addition of the allyl silane 2 to the aldehyde 1 to give the highly substituted tetrahydrofuran 3.
Fernando Sartillo-Piscil of Benemérita Universidad Autónoma de Puebla devised (J. Org. Chem. 2015, 80, 2601. ) an H-atom abstraction/fragmentation/cyclization cascade that converted 5 into the spiroketal Cephalosporolide E (7). Cephalosporolide F, the unstable kinetic product from the cyclization, could be observed in the NMR spectrum of the crude product when a base was added.
(+)-Xestodecalactone A (10) was isolated from the fungus Pencillium cf. montanese, that was secured from the marine sponge Xestospongia exigua. Michael P. Jennings of the University of Alabama constructed (Eur. J. Org. Chem. 2015, 3303. ) the macrolactone of 10 by cyclizing the carboxylic acid 8 to 9 under Friedel-Crafts conditions.
Cochliomycin B (13), isolated (without acetone!) from the marine fungus Cochliobolus lunatus, is a naturally occuring acetonide. Martin G. Banwell of the Australian National University showed (J. Org. Chem. 2015, 80, 460. ) that the Nozaki-Hiyama-Kishi cyclization of 11 to 12 proceeded with high diastereoselectivity.
Lactimidomycin (16) binds to and so blocks the tRNA E-site of the 80S ribosome. Gunda I. Georg of the University of Minnesota assembled (Chem. Commun. 2015, 51, 8634. ) the macrolide triene of 16 by the cyclization of 14 to 15.
Alois Fürstner of the Max-Planck-Institut für Kohlenforschung, who developed effective catalysts for alkyne metathesis, has been exporing (Angew. Chem. Int. Ed. 2015, 54, 6241. ) the conversion of the product cyclic alkynes to trisubstituted alkenes. In the synthesis of 5,6-Dihydrocineromycin B (19), he took advantage of the directing propargylic alcohol for the conversion of 17 to 18.
D. F. Taber, Org. Chem. Highlights 2015, November 16.


Looking back on the past ten years and how fast it has gone by, I have a grateful heart. I understand what life means and I am still learning. I'm thankful for what was written in the sand for the life I shared with John and I'm thankful for what was written in the sand waiting for me after loss. I'm blessed for everyone in my life that helped me along the way. Live your life so fully through the seasons of it. Feel through the pain and don't hold yourself back for fear of the hurt that may be ahead, because you will be missing out. Make an impact in your life each day.


Midnight Endeavor is a four piece pop-rock band with 80's influence – think an updated mix of The 1975, The Killers and David Bowie. M.E. writes catchy licks and lyrics over a funk based rhythm section while reminiscing about romance and mischief, which makes for a fun live show everyone can dance along with. Check out their most recent single 'Friends' here.


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Internet Stats & Facts (2020)
List of Internet, eCommerce, Hosting, Mobile & Social Media Statistics for 2020
HostingFacts Team — Sep 7, 2020
The Internet is in constant change so needless to say also the facts and stats may differ from each other from one year to another.
Rather than leave you with old or irrelevant data to reference and share, we regularly revisit and revise our list of Internet and hosting statistics.
In the following Internet Stats & Facts for 2020, we've rounded up all the important data related to:
The mobile web
Web hosting and websites
Internet Statistics 2020
1. There are 7.77 billion people in the world. (Worldometer), 4.54 billion of them are active Internet users. (Statista)
2. Asia has the largest percentage of Internet users by continent/region. Of all people using the Internet:
50.3% are in Asia
15.9% are in Europe
11.5% are in Africa
10.1% are in Latin America and the Caribbean
7.6% are in North America
3.9% are in the Middle East
0.6% are in Oceania and Australia
(Internet World Stats)
3. Kuwait is the country with the highest penetration of Internet users, with 99.6%. (Internet World Stats)
6. The United States has the third-highest number of Internet users by country, with 293 million. (Statista)
7. Users of all ages use the Internet in the U.S. However, a greater percentage of younger users are online:
100% of 18- to 29-year-olds
97% of 30- to 49-year-olds
73% of 65-year-olds and older
(Statista)
8. More users access the Internet with a Chrome browser (64.45%) than any other browser. (statcounter)
9. More users access the Internet with an Android device (38.9%) than any other desktop or mobile device. (statcounter)
10. The average Internet user spends 6.5 hours online every day. (We Are Social Global Digital Report 2019)
11. For every second of the day, there are 88,555 GB of Internet traffic. (Internet live stats)
12. The average Internet connection speed is 11.03 Mbps. (Seasia 2019)
Mobile Internet Statistics and Facts 2020
13. There are 4.18 billion mobile Internet users. (Statista)
14. Over half of all Google search visits (61%) take place on a mobile device. (Statista)
15. On average, there are 40.77 exabytes of mobile traffic every month. (Statista)
16. 29.15 petabytes of that monthly traffic comes from video. (Statista)
17. The average mobile Internet connection speed is 17.6 Mbps. South Korea has the fastest Internet speeds with 52.4 Mbps. (OpenSignal The State of Mobile Experience 2019)
18. In the U.S., smartphone users spend an average of 3 hours 49 minutes on their devices every day. (eMarketer)
19. 90% of mobile time is spent on mobile apps. (eMarketer)
20. There are millions of apps in mobile app stores:
2,570,000 in Google Play Store
1,840,000 in Apple App Store
669,000 in Windows Store
489,000 in Amazon Appstore
21. In 2019 alone, there were 204 billion mobile app downloads. (Statista)
22. 25% of those apps were only used once though. (Statista)
23. It's estimated that mobile apps will generate $581.9 billion worldwide in 2020. (Statista)
Domain Name Statistics 2020
24. The first domain name was symbolics.com, registered in 1985. (Wikipedia)
25. The most expensive domain name sold (that was publicly reported) was Voice.com for $30 million. (Wikipedia)
26. There are 362.3million registered domain names. (VeriSign Domain Name Industry Brief Q3 2019)
27. The most popular top-level domain (TLD) is .com with 145.4 million. (VeriSign Domain Name Industry Brief Q3 2019)
28. There are in total of 161.8 million registered country code TLD (ccTLD). (VeriSign Domain Name Industry Brief Q3 2019)
29. The fastest-growing general TLD (gTLD) is .icu, which 6,330,341 registered domains use. (NameStat)
Web Hosting/Website Statistics and Facts 2020
30. Tim Berners-Lee created the first web server (called CERN HTTPd) and the first website at https://info.cern.ch/. (Wikipedia)
31. The 3 most popular web hosting companies are:
Endurance Group (parent company of HostGator, Bluehost, and more)
(W3Techs)
32. The United States is home to more web servers than any other country, with 42.8%. (W3Techs)
33. There are 1.75 billion websites. (Internet Live Stats)
34. 59.9% of all websites use HTTPS. (W3Techs)
35. 44.1% of all websites use HTTP/2. (W3Techs)
36. These are the top 3 languages used on websites:
English: 59.3%
Russian: 8.2%
Spanish: 4.3%
37. The average transfer size of a website is:
Desktop: 1,957.8 KB
Mobile: 1,791.9 KB
(HTTP Archive)
38. The average mobile page takes 9.3 seconds to load (until interactive). (HTTP Archive)
39. Mobile visitors are 123% more likely to bounce from a mobile website if it takes 10 seconds to load (as opposed to 1 second). (Think with Google)
40. WordPress is the leading content management system with 63% market share and 36.2% of all websites built with it. (W3Techs)
Web Search Statistics 2020
41. Google holds the majority market share of all search engine activity, with 92.07%. (statcounter)
42. Google generated $160.74 billion in revenue in 2019. (Statista)
43. $134.81 billion of Google's annual revenue in 2019 came from ads. (Statista)
44. Google receives about 40,000 search queries every second. (Internet Live Stats)
45. Google has indexed hundreds of billions of web pages. It estimates that the Google Search Index contains over 100,000,000 gigabytes of data. (Google)
46. Beginning July 1, 2019, Google indexes all websites using a mobile-first algorithm. (Google Developers)
47. More than half (50.33%) of all Google searches result in zero clicks. (SparkToro)
Internet Advertising Trends 2020
48. 66% of companies use online advertising and do so through a variety of channels. The most popular are:
Social media ads: 86%
Display ads: 80%
Paid search marketing: 66%
Retargeted ads: 43%
(The Manifest)
49. The greatest share of ad spend (for all media) goes to the following:
Television: 29%
Paid search: 17%
Social media: 13%
(Zenith Media)
50. U.S. businesses generated over $100 billion from advertising in 2018. (Statista)
51. 65% of that revenue came from mobile advertising efforts. (Statista)
52. 6.85% of all Google desktop search clicks and 11.38% of mobile are on paid ads. (SparkToro/Jumpshot)
53. 20.3% of consumers have never purchased anything after seeing an ad for it in search or on social media. (Statista)
54. More commonly, 37.9% of consumers will buy something a quarter of the time that they see an ad. (Statista)
55. Nearly 50% of consumers had an ad blocker installed on at least one device in 2018. Here's the geographic breakdown:
APAC: 50%
MEA: 49%
North America: 45%
Latin America: 44%
Europe: 40%
(GlobalWebIndex Global Ad-Blocking Behavior infographic)
56. The top 3 reasons consumers give for using ad blockers are:
Too many ads: 48%
Ads are annoying or irrelevant: 47%
Ads are too intrusive: 44%
57. It's estimated that businesses will lose $16 billion in 2020 if they put ad-blocking countermeasures in place. If they don't, they stand to lose $78 billion. (Digiday/Ovum)
E-Commerce Statistics 2020
58. There are 2.05 billion people who shop online. (Statista)
59. 47% of all global retail sales are made online. (Think with Google)
60. In Q1 2019, 28% of online sales took place on mobile devices. (comScore State of Retail)
61. In 2019, retail e-commerce sales worldwide amounted to 3.53 trillion US dollars. (Statista)
62. The top 100 online marketplaces sold $203 trillion in goods in 2019. (Digital Commerce 360 2019 ecommerce in review report)
63. Amazon alone sold $275.86 billion in goods. $160 billion of it came from marketplace merchants. (Digital Commerce 360 2019 ecommerce in review report)
64. 83% of U.S. consumers leveraged data from e-commerce websites to inform their retail shopping experiences. (Think with Google)
65. The average online order value varies depending on the device:
Desktop: $128.08
Mobile: $96.88
Tablet: $86.47
Other: $80.06
66. 50% of consumers say free shipping is the #1 factor when deciding whether to make a purchase. (comScore State of Retail)
Social Media Statistics 2020
67. There are 3.8 billion active social media users around the globe. (Statista)
68. Consumers spend an average of 2 hours and 24 minutes every day on social media and messaging apps. (GlobalWebIndex Social Media Trends 2020)
69. The 3 most popular social media and messaging platforms are (in millions):
Facebook with 2,449,000 users
YouTube with 2,000,000 users
WhatsApp with 1,600,000 users
70. Although social media users usually are on more than one network, there's a generational divide in how many they manage at one time:
Millennials have the most with 8.1 accounts
Gen Z has 7.9
Gen X has 6.3
Baby Boomers have 4.6
(GlobalWebIndex Social Media Trends 2020)
71. There are over 140 million businesses that use Facebook and its associated properties (i.e. Instagram, Messenger, etc.) every month. (Facebook)
72. Over 100 billion messages are sent and 1 billion stories are shared through Facebook products every day. (Facebook)
73. 70% of the time spent on YouTube is through users' mobile devices. (YouTube)
74. 60% of Instagram users have discovered new products there. (Instagram)
75. Over 200 million Instagram users will visit at least one business profile every day. (Instagram)
76. People most commonly use social media in the following ways when shopping:
Do research on products they're interested in (43%)
Learn about brands and products from ads (27%)
Get recommendations from their connections (24%)
77. 20% of online shoppers have bought something because a social influencer recommended it. (Adobe 2019 Holiday Shopping Trends report)
78. 57% of online shoppers have found holiday gift inspiration on social media. (Adobe 2019 Holiday Shopping Trends report)
79. On average, 11% of mobile website traffic comes from social media. (Adobe 2019 Holiday Shopping Trends report)
Nowadays, you can't imagine a world without the Internet. We use it for almost everything we do.
It is reported that by 2021 the percentage of people going online will grow to be 53.7%. The continuous increase of Internet users will also mean that technology will go through innovations, creating new opportunities and benefits of accessing the Internet.
To think that there were hardly any social media platforms and no smartphones available 15 years ago, what will the next 15 years bring?
It is hard to predict how the future of the online-world will look exactly but one thing is for sure – the Internet era has only just begun.


Some members of our Club have asked us about the "Club of 4000 Macugnaga".
- During the last meeting (September 2002) the Assembly has renewed the Governing Council has appointed the Chair Nino Mascaretti Milan.
Club "Friends of the Matterhorn"


Marc Brown's standalone book about Bionic Bunny was really good in my opinion. I think that the idea of a comic book series of their own is a bit far fetched, but I think that he should have made more picture books about the Bionic Bunny, or another one about Dark Bunny.
Also, I feel like "Arthur's Superheroes: Vol. 1" sounds like the title to the next Arthur DVD.
Read this story It is very helpful here. Read undertakings have been taught very well.


Author(s): Ogata, S. ; Sasaki, N. ; Iwase, Y. ; Kunibe, T. ; Sugimoto, R. ; Yokoo, H. ; Suzuki, H. ; Fujiyama, J. ; Yuyama, J. ; Sakurada, Y.
Single wafer processing high current ion implanter is one of the leading candidates for the new generation semiconductor and LCD manufacturing line-up. As its key-technology, ULVAC has developed a high-speed scanning system by which a large ion beam as high as 25 mA is scanned at high speed more than 100 Hz. The principle of scanning and the reduction of non-uniformity such as space charge effect and/or deflection aberration will be discussed.


pale green with insane amount milky to amber trichomes that are drenched and overlapped in every crevice . You know right of the bat that this is serious!Great bag appeal.
strong couch lock and strong head lock!narcotic crippling stone but will also makes your ears ring ,mess with your vision and make heat radiate off your neck.very strong medicine.
Popular Indica strain (also known as "White Strain."). Strong body buzz coupled with an uplifting mental high.


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Joys of Dubois: Mountain Shoshone Heritage (Part 1)
Those nearly traceless migrant people who left no written records clearly loved this valley and knew how to use its scarce resources to live well.
New to this valley, I quickly became captivated with its first residents: Those people with the musical name, the Mountain Shoshone.
Elusive and misunderstood when they existed as a tribe, they're now largely lost to oral history. (Some residents of the nearby Wind River Reservation may carry their blood, but their culture has vanished.)
Many people here treasure that heritage, because those nearly traceless migrant people who left no written records clearly loved this valley and knew how to use its scarce resources to live well.
The archaeologists have offered up a few relics that survive them: Bowls made of soft soapstone, flakes and points used to hunt, scant signs of their villages at treeline (of which I will tell much more later), and these: Their sheep traps, some of which are still remarkably intact.
They were sometimes known as "Sheepeaters," because they hunted the bighorn sheep that still travel these hills. The first picture shows State of Wyoming archaeologist Dan Eakin walking along a drive line, one of the pincers of timber that the Shoshone laid over many of the high slopes to herd the sheep, passively, toward a high ridge.
Cresting the ridge, the sheep would find themselves wedged between lines of timber and driven with no escape route toward a pen. There by some means (I believe we still don't know how), the hunters dispatched the sheep.
Today, with a dozen other hardy folks, I hiked a very steep slope toward a ridge to see the remains of some Shoshone sheep trap systems. "I don't want to get personal," Eakins called out as we were huffing our way up the slope this morning, "but I'm 57. Is anyone here younger than me?"
We called out our ages. Nobody was. The woman who organized the hike is 73.
The wood in the sheep traps has been dated to the 1760s–before the Revolutionary War, Eakins said, and well before Lewis and Clark explored this general territory in 1804-1805. He called them some of the oldest human structures in the American West. High and generally dry, they remain remarkably intact.
The second picture shows some of my friends at the end of another drive line, admiring a catch pen. The next picture shows the catch pen itself. A tree has grown up inside it, long after the last sheep was bludgeoned inside.
It's sort of fallen in, but can you see the ramp that the animal had no choice but to climb?
Below you see the trap from the side. From a distance, it may look like a pile of rubble. But close up, it's clear that this was built intentionally. But built by non-white people, long ago, almost certainly: There are no signs of ax marks, and certainly no nails. All of it was dead wood, put to very good use.
For years the purpose of these structures (and in fact the identity of the builders) was mere conjecture, because nobody ever found arrowheads, or bones, or any signs of butchery nearby. But a few years ago Eakin and others found a sheep processing center near Greybull, to the north, filled with artifacts identified with the Shoshone.
Why locate the processing center remote from the sheep trap? Makes sense, Eakin said. It was probably smelly. Might have spooked the sheep away from the drive lines somehow.
Anyhow, it probably wasn't so far back in the day. Now it's about a 4-hour drive around to Greybull, but the Mountain Shoshone didn't drive around. They walked the ridgelines, which are much more direct.
Want to read more about living in Dubois WY? You can read weekly updates via email using the link at the top of the right column.
© Lois Wingerson 2015
Author LivingDuboisPosted on September 6, 2015 January 14, 2016 Categories Hikes, History
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With this release Classic Instruments is the only aftermarket instrument manufacturer to offer a complete lineup of instruments to cover every monitoring need; a fact especially useful to those in the performance and autocross crowds. With a full-sweep, each gauge provides greater accuracy and readability while the size option between 2 1/8″ or 2 5/8″ allows for easy installation in various applications. The rugged air-core movement coupled with microprocessor technology offers longlasting precision and durability plus great new features never before offered by Classic Instruments. Want to review your vitals at the end of your run? No problem. Each new full-sweep gauge provides an analog .5–4.5VDC output for data logging systems. Each gauge is also equipped with a programmable warning indicator light. Program it for a high or low trigger point and it illuminates the entire gauge face red when activated. Never miss a warning with the additional warning light output for use with an existing external indicator. The fuel level gauges are programmable to any resistance range for compatibility with all fuel sending units. All temperature and pressure gauges come standard with the necessary temperature sending unit or pressure transducer.
All instruments are packaged individually, include wiring harness, installation hardware, and necessary sending unit, and are available through any authorized Classic Instruments' dealer or direct.


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In preparation for the gala release of In the Land of the Head Hunters in 1914, Edward Curtis commissioned an original orchestral score, which we now believe to be the earliest surviving complete score for a silent feature film. The project to restore the film was driven in large measure by the discovery of this score at the Getty Research Institute.
As part of his larger ethnological salvage project, Curtis routinely made wax cylinder recordings of Native American music with his photographic subjects (a large number of these are preserved today at the Archive of Traditional Music at Indiana University, Bloomington). The volumes of his North American Indian book series frequently include transcriptions of these, many produced by the ethnomusicologist and composer Henry Gilbert. Around 1910, Curtis made a number of recordings of Kwakwaka'wakw songs (see "Music Samples" section), some of which are transcribed in Volume Ten, The Kwakiutl.
In 1911-1912, Curtis produced and toured "The Vanishing Race"—what he called a "Picture Opera" or "Musicale"—a commercial entertainment featuring an in-person lecture by Curtis set to a dissolving slide show enhanced by short motion pictures, elaborate stage sets, and fancy lighting effects. To accompany his show, Curtis commissioned Henry Gilbert to write a musical score based on the wax cylinder recordings he had made among various groups; these included a series of pieces based on Northwest Coast music. Though intended to raise funds for the book project, the Musicale was a financial failure, and Curtis and Gilbert had a falling out over long unpaid bills.
Thus, in 1914, Curtis could not rely on Gilbert to compose an ambitious score for Head Hunters. Instead, he turned to John J. Braham, a New York-based conductor and arranger long associated with American Gilbert and Sullivan opera productions (see "Braham bio" below). Braham was also a composer who had, in fact, just completed a score for a 1913 film version of Hiawatha, a story that directly influenced the narrative of Head Hunters. Perhaps based on exposure to this film, Curtis commissioned Braham to score his own film, and it is likely that Curtis maintained his practice of supplying Braham with the wax cylinder recordings of Kwakwaka'wakw songs to "inspire" the film score. The film's premiere screenings were heavily advertised at the time as featuring "Native music symphonized," one component of the larger claim to cultural authenticity based on the use of an all-Native cast and on-location shooting. However, it seems as if this particular pronouncement was a hollow promotional tool, as there is little if any trace of the Kwakwaka'wakw sources in Braham's final score for Head Hunters. Nonetheless, Braham's score clearly embodies Curtis's ambitions for his film in its blending of melodramatic, pop-culture musical clichés—the familiar thrum of the "tom-toms"—with "high-art" aspirations.
Though the film may have received limited distribution in 1915, we do not know if the score traveled with it. By the time the film was located and re-edited into In the Land of the War Canoes in the 1970s, the score was presumed lost. Within the two decades after Curtis's death in Los Angeles in 1952, various area archives obtained portions of his estate. The Getty Research Institute acquired many boxes of sheet music composed by Henry Gilbert for the Musicales. In amongst these were a couple of files labeled "The Head Hunters," containing Braham's score for the film, which Aaron Glass discovered during his dissertation research. This project marks their restoration and public presentation for the first time since 1914.
Both John Braham's original 1914 manuscript score for Head Hunters and David Gilbert's 2008 transcription are available in complete form through the Getty Research Institute's online library.


text:
#include <string.h>
#include "unity.h"
#include "esp_attr.h"
#include "test_utils.h"

/* Global variables that should be part of the coredump */
COREDUMP_IRAM_DATA_ATTR uint32_t var_iram = 0x42;
COREDUMP_DRAM_ATTR uint32_t var_dram = 0x43;
#if SOC_RTC_MEM_SUPPORTED
COREDUMP_RTC_DATA_ATTR uint32_t var_rtc = 0x44;
COREDUMP_RTC_FAST_ATTR uint32_t var_rtcfast = 0x45;
#endif // SOC_RTC_MEM_SUPPORTED

/* Memory regions to dump, defined at compile time. */
extern int _coredump_dram_start;
extern int _coredump_dram_end;
extern int _coredump_iram_start;
extern int _coredump_iram_end;
#if SOC_RTC_MEM_SUPPORTED
extern int _coredump_rtc_start;
extern int _coredump_rtc_end;
extern int _coredump_rtc_fast_start;
extern int _coredump_rtc_fast_end;
#endif // SOC_RTC_MEM_SUPPORTED

static inline bool is_addr_in_region(void* addr, uint8_t* region, int region_size)
{
    const void* start = (void*) region;
    const void* end = (void*) (region + region_size);
    return addr >= start && addr < end;
}

TEST_CASE("test variables presence in core dump sections", "[espcoredump]")
{
    uint32_t section_start = 0;
    uint32_t section_size = 0;

    /* Check DRAM coredump section */
    section_start = (uint32_t)&_coredump_dram_start;
    section_size = (uint8_t *)&_coredump_dram_end - (uint8_t *)&_coredump_dram_start;
    TEST_ASSERT(section_size > 0);
    TEST_ASSERT(is_addr_in_region(&var_dram, (uint8_t*) section_start, section_size));
#if IRAM_8BIT_ACCESSIBLE
    /* Check IRAM coredump section */
    section_start = (uint32_t)&_coredump_iram_start;
    section_size = (uint8_t *)&_coredump_iram_end - (uint8_t *)&_coredump_iram_start;
    TEST_ASSERT(section_size > 0);
    TEST_ASSERT(is_addr_in_region(&var_iram, (uint8_t*) section_start, section_size));
#endif
#if SOC_RTC_MEM_SUPPORTED
    /* Check RTC coredump section */
    section_start = (uint32_t)&_coredump_rtc_start;
    section_size = (uint8_t *)&_coredump_rtc_end - (uint8_t *)&_coredump_rtc_start;
    TEST_ASSERT(section_size > 0);
    TEST_ASSERT(is_addr_in_region(&var_rtc, (uint8_t*) section_start, section_size));
    /* Check RTC Fast coredump section */
    section_start = (uint32_t)&_coredump_rtc_fast_start;
    section_size = (uint8_t *)&_coredump_rtc_fast_end - (uint8_t *)&_coredump_rtc_fast_start;
    TEST_ASSERT(section_size > 0);
    TEST_ASSERT(is_addr_in_region(&var_rtcfast, (uint8_t*) section_start, section_size));
#endif // SOC_RTC_MEM_SUPPORTED
}


text:
Rubio calls Breitbart conspiracy site for ICE betrayal interview; Sessions backs 'honest' ICE spokesman | BizPac Review
Rubio calls Breitbart conspiracy site for ICE betrayal interview; Sessions backs 'honest' ICE spokesman
February 21, 2016 | Michael Dorstewitz | Print Article
SHARE2.0K
During an appearance on Fox News Saturday, Sen. Marco Rubio blasted Breitbart News as being not credible as a news source after it reported that Rubio had betrayed Immigration and Customs Enforcement officers.
The Florida Republican, who's also seeking his party's presidential nomination, added that it wasn't ICE agents who had made the claim against Rubio, but rather ICE union president Chris Crane, whom he accused of engaging in conspiracy theories.
But Sen. Jeff Sessions released a statement afterwards supporting Crane and blasting the Senate's "Gang of Eight" that had hammered out a proposal for comprehensive immigration reform in 2013.
By extension, the Alabama Republican also criticized Rubio, who was a member of the Gang of Eight and played a significant part in the unpopular immigration bill.
Sessions posted his statement in support of Crane on his Facebook page.
Sen. Sessions released a statement today highlighting the important role ICE Council President Crane played in defeating…
Posted by Jeff Sessions on Saturday, February 20, 2016
The statement said:
"Chris Crane is an honest man of integrity who has served his country for many years as a United States Marine and as an Immigration and Customs Enforcement officer. He is an American hero who was chosen by nearly 6,000 ICE officers, agents and employees to head their union and speak to the nation on their behalf. He courageously spoke up to expose the administration's political manipulation of ICE officers, providing all of us an early warning of the administration's near total non-enforcement of immigration laws, years before it was widely known. When the Gang of eight and President Obama were drafting their immigration bill, he asked to be allowed to participate and provide input. In fact, House Judiciary Chairman Goodlatte and I personally requested that President Obama meet with the ICE union, but he never did. The White House and the Gang of Eight refused to listen to Chris and his officers because the truth is they never wanted their professional advice. The bill was designed to benefit the powerful special interests who guided its creation from the beginning – it was not designed to benefit the national interest, nor the interests of our nation's law enforcement officers. Chris Crane exposed the fatal weaknesses of that bill and played a major role in stopping what would have been a disaster for the country."
Here's Rubio's interview with Fox News host Neil Cavuto. They discuss Breitbart's article and Crane at about the 2:10 mark into the 12-minute interview.
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The Brazilian Journal of Infectious Diseases
The Brazilian Journal of Infectious Diseases is the official publication of the Brazilian Society of Infectious Diseases (SBI). It aims to publish relevant articles in the broadest sense on all aspects of microbiology, infectious diseases and immune response to infectious agents.
The BJID is a bimonthly publication and one of the most influential journals in its field in Brazil and Latin America with a high impact factor. Since its inception it has garnered a growing share of the publishing market.
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Tuberculosis drug resistance profiling based on machine learning: A literature review
Abhinav Sharmaa,
abhi18av@outlook.com
, Edson Machadob, Karla Valeria Batista Limac,d,1, Philip Noel Suffysb,1, Emilyn Costa Conceiçãoe,f,1
a Faculty of Engineering and Technology, Liverpool John Moores University (LJMU), Liverpool, United Kingdom
b Fundação Oswaldo Cruz-Fiocruz, Instituto Oswaldo Cruz, Laboratório de Biologia Molecular Aplicada a Micobactérias, Rio de Janeiro, RJ, Brazil
c Instituto Evandro Chagas, Seção de Bacteriologia e Micologia, Ananindeua, PA, Brazil
d Universidade do Estado do Pará, Instituto de Ciências Biológicas e da Saúde, Pós-Graduação em Biologia Parasitária na Amazônia, Belém, PA, Brazil
e Programa de Pós-graduação em Pesquisa Clínica e Doenças Infecciosas, Instituto Nacional de Infectologia Evandro Chagas, Fundação Oswaldo Cruz, Rio de Janeiro, RJ, Brazil
f Department of Science and Innovation - National Research Foundation Centre of Excellence for Biomedical Tuberculosis Research, South African Medical Research Council Centre for Tuberculosis Research, Division of Molecular Biology and Human Genetics, Faculty of Medicine and Health Sciences, Stellenbosch University, Cape Town, South Africa
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Q: Determining $\gcd(94, 27)$ I want to determine $\gcd(94, 27)$.  Using the Euclidean algorithm, I got
\begin{align}
94 &= 27 (3) + 13 \\
\implies 27 &= 13 (2) + 1 \\
\implies \;\;2 &= 2 (1)
\end{align}
Does this mean the GCD is $2$?  Clearly $2$ doesn't divide $27$, so what am I doing wrong?

A: Using the shorthand notation for gcd:
$$(94, 27) = (13,27) = (27,13) = (1, 13) = 1,$$
so $94$ and $27$ are relatively prime. In your work, you incorrectly pulled the $2$ from the second line to work with; you wanted the $13$.

A: As mentioned in the comments, the last non-zero remainder is the GCD, not the quotient corresponding to the expression with zero remainder.  To highlight, that is the red/boxed number below:
\begin{align}
94 &= 27 (3) + 13 \\
27 &= 13 (2) + \color{red}{\boxed{1}} \\
13 &= 13  (1) + 0
\end{align}
For another example, consider $\gcd(45, 81)$:
\begin{align}
81 &= (1)45 + 36 \\
45 &= (1)36 + \color{red}{\boxed{9}}  \\
36 &= (4)9  + 0
\end{align}

redpajama_set_name: RedPajamaStackExchange


It's well known that honeybees are bound to their colonies, but a recent upload, originally recorded in May 2017, has shocked viewers, as it shows worker bees engaging in a fully coordinated, wave-like defense.
The process, referred to by experts as "shimmering," involves the bees flipping their abdomens in an upward motion to repel potential predators such as the wasp in the video, according to Gizmodo.
The website also notes that the ripples of abdomens shield the insects and make it difficult for enemies to accurately select an individual bee to prey on. Much better than losing a life by trying to sting a foe!
Most dogs go crazy when they see water. Dogs love rivers, lakes, seas and pools for the same reasons we do: because splashing around is fun and helps to keep cool. This dog, as a rule, is always in a good mood and it is ready to play 24 hours a day.
Guess it's time to set a new goal!
Do you think these monkeys are mother and child? Or maybe brother and sister? Does it really matter? What is really important is the love and care they have for each other and... you, of course! Take a break and let this cheeky monkey melt your heart!


text:
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Home/Tanzania Ferry Disaster
Tanzania Ferry Disaster
Tanzania ferry disaster toll rises to 151
Tanzania Ferry Disaster: The death toll after a ferry capsized in Lake Victoria has risen to 151, state-run TV station TBC said Saturday as rescue workers pressed on with the search to find scores more people feared drowned.
"Operations resumed early this morning," TBC said.
Late Friday, the toll had stood at 131, with 40 people known to have survived after the MV Nyerere capsized close to the pier on Ukara Island on Thursday.
The vessel may have been carrying as many as 200 passengers — double the ferry's capacity — according to reports on state media.
Tanzanian President John Magufuli on Friday ordered the arrest of the management of the ferry.
Witnesses reached by AFP said the ferry sank when passengers rushed to one side to disembark as it approached the dock.
In a speech broadcast on TBC 1 public television, Magufuli said "it appears clear that the ferry was overloaded", adding that "negligence has cost us so many lives… children, mothers, students, old people".
"I ordered the arrest of all those involved in the management of the ferry. The arrests have already begun," he added.
The president declared four days of national mourning and said the government would cover the funeral expenses of the victims.
Hopes are fading that more survivors might still be found.
State television cited witnesses reporting that more than 200 people had boarded the ferry at Bugolora, a town on the larger Ukerewe Island, where it was market day when locals said the vessel was usually packed with people and goods.
"I have not heard from either my father or my younger brother who were on the ferry. They had gone to the market in Bugolora to buy a school uniform and other supplies for the new school term," said Domina Maua, who was among those seeking information about loved ones.
Davita Ngenda, an elderly woman in Ukara, had already received bad news.
"My son is among the bodies recovered," she said, weeping. "He had gone with his wife but she has not been found yet. My God, what did I do to deserve this?"
Sebastian John, a teacher, said such tragedies had become part of life for those living on the lake.
"Since my birth, people have gone to their deaths on this lake, but what are we to do? We did not choose to be born here, we have nowhere to go," he said.
Overloading and 'negligence'
Tanzania's Electrical, Mechanical and Services Agency, which is responsible for ferry services, said it was unknown how many passengers were aboard the MV Nyerere.
The ageing ferry, whose hull and propellers were all that remained visible after it overturned, was also carrying cargo, including sacks of maize, bananas and cement, when it capsized around 50 metres (55 yards) from Ukara dock.
The cause of the accident was not immediately clear, but overloading is frequently to blame for such incidents.
The country's opposition has accused the government of "negligence".
"We have often raised concerns about the poor condition of this ferry, but the government turned a deaf ear. We have repeatedly denounced this negligence," said John Mnyika, deputy secretary general of Chadema, the main opposition party.
Mnyika said overloading was "another failure of the authorities" and criticised "inadequate relief efforts as well as delays" in the rescue operation.
Russian President Vladimir Putin and the leaders of Uganda and Kenya offered their condolences, while Pope Francis in a statement expressed "the greatest solidarity with those who have been bereaved" by the disaster.
With a surface area of 70,000 square kilometres (27,000 square miles), oval-shaped Lake Victoria is roughly the size of Ireland and is shared by Tanzania, Uganda and Kenya.
Capsizes are not uncommon in the massive lake, and the number of fatalities is often high due to a shortage of life jackets and the fact that many people in the region cannot swim.
The deadliest such accident in recent decades was in May 1996, when around 800 people died after their ferry sank on the way to Mwanza in Tanzania.
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text:
HomeBuju BantonKoffee to join Buju Banton on the Long Walk to Freedom Tour.
Koffee to join Buju Banton on the Long Walk to Freedom Tour.
Koffee and Buju Banton
Koffee was called on stage by Coco Tee at the first leg of Buju Banton's Long Walk to Freedom tour in Jamaica but when the tour gets to Trinidad this brilliant and talented young lady will be officially a part of the lineup.
High Frequency Entertainment had booked Koffee to join Buju Banton much to the delight of fans of dancehall and Reggae music. This addition will ensure that along with the thousands of mature adults who have already bought tickets to see the living legend, Buju Banton, the younger crows will also be coming out to enjoy some Koffee.
Not only does Koffee have a sweet and unique voice but her lyrical contents are reminiscing of the artistes in the Reggae Revival Movement such as Jah9, Kabaka Pyramid, Chronixx, Jesse Royal and Protégé.
Related Article: Social Media influencer insinuates that Shenseea had an abortion.
Other top performers in the lineup include Luciano, Wayne Wonder, Singing Melody and the group and LUST.
"We've gotten reports that hotels across the country are enjoying increased reservations for the Easter holiday weekend. Many foreigners are capitalizing on this event to make a vacation of it all. High Frequency Entertainment is pleased to be aiding in what will ultimately be a weekend of fun and increased holiday consumerism," said Glenroy Watson- CEO of High Frequency Entertainment
"Safety a priority, we're accommodating Linx and Credit Card payments so that patrons can avoid having large amounts of cash on them. It's truly all about the overall experience. This isn't just about one artiste; neither is it a one-time event. I Am Legend returns in 2020 and beyond, and for that reason, we're pulling out the stops," said Watson.
Related Article: Rihanna is working on a Reggae album.
Trinidad and Tobago will be the third leg of the Buju Banton Long Walk to Freedom tour. The Hills and Valleys singer has already performed in Jamaica and the Bahamas. After his Trinidad performance he will be heading to Barbados to perform the following week.
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High HIV rate in Jamaican prisons does not mean prisoners are having sex with each other, according to doctor.
Foota Hype chooses prison in the United States over freedom in Jamaica.
Jamaican celebrity Foota Hype has chosen to be a prisoner in the United rather than be a free man in Jamaica much to the astonishment […]
Kelissa and Keznamdi join forces with Walshy Fire of Major Lazer.
Kelissa has been burning a trail for herself in the whole reggae revival movement. She has collaborated with the leader of the movement, Chronixx. She […]
Buju Banton
Could Vybz Kartel draw 30,000 fans? Buju Banton did.
The promoters of the Long Walk to Freedom tour are laughing all the way to the bank as Buju Banton was able to pack over […]
Teacher rapes 14-year-old-boy, gets no jail time.
More to Bob Marley than love, peace and smoking weed; according to Ziggy.
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text:
Home CSR / Sustainability NTB empowers Colombo University undergrads
NTB empowers Colombo University undergrads
7 September 2017 12:00 am - 0 - {{hitsCtrl.values.hits}}
Nations Trust Bank together with the University of Colombo Alumni Association has commenced a three-year engagement to conduct Personal Effectiveness Workshops for undergraduates of the University of Colombo.
Recognizing the importance of emotional intelligence, interpersonal communication and personal resilience to be effective in the working environment, the bank has sought the support and expertise of Bridge Partnership, an international leadership development consultancy.
The first workshop under this programme was conducted recently at the NTB's Hive Training Center with 27 participants representing Faculties of Arts, Management and Science from the University of Colombo.
Participants were introduced to several techniques that they could use to maintain a positive mindset when faced with challenging circumstances and role plays were conducted for the students to internalize these techniques.
Bridge Partnership Consultant Keshini Jayawardena was the main resource person for the workshop and was aided by members of the bank's senior management team, who over the following three months will act as mentors to these students and help them envision and pursue their career aspirations. Aimed at students who would be graduating in a year's time, the programme hopes to ensure a smooth transition for final year students from university life to their career.
Expressing the thought process behind the programme and Nations Trust Bank's emphasis on empowering the next generation through education, CSR Head Theja Silva said: "The final year of studies for an undergraduate can be a year of trepidation as they worry about their final examinations but also what is to follow in terms of their career after graduation. Job exploration and an early career can be quite challenging and in order to succeed, it is important that these students have a positive mindset to develop skills in problem solving and communication. Therefore, when the Alumni Association of the University of Colombo approached us on a possible partnership, we felt that we could add value to this partnership by bridging this gap and offering our senior management team's support as mentors."
Further elaborating on this partnership, University of Colombo Alumni Association President Rajeev Amarasuriya said: "Through this partnership, selected students would benefit from a top notch programme developed by a world-renowned consultancy group. This is a great opportunity and the Association commends Nations Trust Bank for their participation and appreciates the facilitation of its programme by spearheading value additions for these students."
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The heart of our children's ministry occurs at the same time as the adult worship service, Sunday mornings at 9:45. We meet until about 11:15 and have different teaching activities, memory verse activities, and crafts. We also occasionally have children's ministry special events. Our vision is to provide a Christ centered learning environment that is safe, fun, welcoming and interactive for children ages 4 years old – 5th grade. We implement this by presenting the gospel in an understandable way through songs, prayer, biblical studying, activities/crafts, games, biblical videos and by memorizing God's word.
A typical Sunday morning will include a welcoming time for children to interact with one another with toys and various assorted activities. Then an interactive group discussion will be led by a Children's Ministry leader, which will include a devotional time of songs, biblical teaching and prayer. Children will be separated into age appropriate groups and will participate in various work stations (Bible study, activity/craft, and memory verse/bible challenge). To conclude the program all the children will gather together to watch a biblical video and eat snacks.
Our Children's Ministry workers are volunteer parents, youth and church attendees who desire to model God's loving-kindness to the children. The Children's Ministry workers serve one Sunday every four weeks as part of a rotating team. Each team is designed to promote spiritual unity through prayer, support, and accountability.


text:
Q: Git Fetch with Source:Destination vs Git Pull From all the questions regarding differences between fetch and pull, the answer is that fetch will update your copy of the remote and not merge anything into your local branch. But if you use the fetch command with source:destination say "git fetch origin development:development" it will update both the remote copy and the local copy. So what is the difference in this case between a pull and a fetch?

A:
But if you use the fetch command with source:destination say "git fetch origin development:development" it will update both the remote copy and the local copy.

This isn't quite true.
One exception (which we can perhaps discount) occurs with Git versions predating 1.8.4, where git fetch origin development:development simply fails to update refs/remotes/origin/development entirely.  However, git fetch origin development also fails to update refs/remotes/origin/development here.  That's why I suggest discounting old versions of Git: they still behave the same way with respect to fetch-and-merge, as it were.  (Well, that, and they're really quite old.)
The more important exception, though, is when a fast-forward operation—a "fast forward merge", as git merge will claim it to be—is not possible or is prohibited through the merge.ff and/or pull.ff configuration variables or command line options.  This gets into the difference between a fast-forward and an actual merge.
When you have git pull run fetch-and-merge, the second Git command is, or is equivalent to, running an actual git merge command.  This command will:

*

*find the merge base commit(s) between HEAD and the merge target(s);

*then, consider whether a merge is possible and/or whether a fast-forward operation is possible and allowed.

A fast forward is possible and allowed when:

*

*the merge base is HEAD;

*there's one other commit to merge and HEAD is an ancestor of that commit; and

*neither the command line nor the configuration prohibit fast-forwarding.

In this case—the fast-forward possible-and-allowed case, that is—git merge will do that fast forward instead of merging, and in this case, git fetch origin development:development would also fast-forward the local branch name development.
But if a merge is possible, but fast-forwarding is prohibited or impossible, the git merge will do a real merge, while the git fetch origin development:development will simply fail to fast-forward the name development.  So here, the two commands differ.  Of course if you want your pulls always to fast-forward, and have configured pull.ff to only for instance, we're back to the operations being the same.
Well, almost.  There's still one more difference: git pull's git merge will fast-forward the current branch (only), but git fetch origin development:development will fail if development is the current branch.  So you have to be on some other branch.  There is a way to make git fetch fast-forward the current branch (supply the --update-head-ok flag) but if you do this, you must use extreme caution as the updated branch name has not affected the index and work-tree, unlike a git merge driven fast-forward operation.