Good afternoon Chairman Nelson, Ranking Member Collins and members of the committee. Thank you for the opportunity to testify before you today. My name is Dr. Grant Baldwin, and I am the Director of the Division of Unintentional Injury Prevention in the National Center for Injury Prevention and Control at the Centers for Disease Control and Prevention (CDC). In this role, I am responsible for the leadership and implementation of CDC's programs that prevent death and injury due to motor vehicle-related crashes, older adult falls, prescription drug overdoses, and traumatic brain injury.
I am pleased to be here today to speak with you about the intersection of transportation and public health and how transportation affects the health of older adults. I will also discuss what can be done to help older adults remain safe, active, mobile, independent, and healthy as they age.
In recent years, public health and transportation officials have been identifying how transportation influences public health and collaborating to incorporate consideration of health outcomes into the transportation decision-making process. This partnership recognizes that many factors outside of the traditional public health sector influence health and that addressing difficult health challenges effectively requires working collaboratively across sectors. For example, in 2010, CDC released the document, "Recommendations for Improving Health through Transportation Policy,"1 which includes a range of recommendations to reduce injuries associated with motor vehicle crashes, improve air quality, expand public transportation, promote active transportation, and encourage healthy community design. In 2011, the National Prevention Strategy (NPS) recommended that agencies consider health across multiple sectors, including transportation. CDC has participated in the Transportation Research Board's (TRB) Health and Transportation Subcommittee,2 which was established in 2011 to develop a research agenda to improve our understanding of the effects of transportation on health. CDC also has participated on other TRB committees that develop future research needs relating to the safety and mobility of older adults. In August 2012, CDC, the Department of Health and Human Services (HHS) and the U.S. Department of Transportation (DOT) co-sponsored a White House roundtable on Health and Transportation in the Built Environment, which brought together representatives of the health and transportation sectors from federal, state and local governments and non-profit organizations to share information and discuss possible future collaborations on public health and transportation.
CDC collaborates with DOT to promote health in transportation. Specifically, CDC has a Memorandum of Understanding (MOU) and an action plan for coordination with the National Highway Traffic Safety Administration (NHTSA) through which we work together to reduce motor vehicle injuries. This partnership facilitates work together within the public health and transportation sectors to improve data, strengthen policy, synergize research, and translate evidence-based interventions into real-world settings. One example of this collaboration is an appraisal of state-based ignition interlock program features that are related to higher usage of interlocks. In addition to the MOU with NHTSA, CDC is partnering with DOT to develop a simple-to-use transportation and health tool that will help state transportation agencies and Metropolitan Planning Organizations (MPOs) assess how their transportation systems affect the health of the people they serve and how these systems could better promote health. The importance of the MPO planning process to key health outcomes was highlighted in the National Prevention Strategy case example of the Nashville Area MPO's 2035 Regional Transportation Plan,3 which commits to devoting a minimum of 25 percent of its Federal Surface Transportation Program dollars for active transportation and public transit. CDC also is working with the Federal Highway Administration (FHWA) to assess the Nonmotorized Transportation Pilot Program's (NTPP) impact on health through investment in walking and bicycling infrastructure, such as walking trails, bicycle paths, and other enhancements, in four communities to make active transportation safer and easier. In addition, CDC will be participating with FHWA at upcoming peer exchanges and conferences to discuss how health can be incorporated into transportation planning at the regional level.
Mobility – whether by car, foot, bicycle, public transit, or other transportation options, such as ride sharing, shuttles, or volunteer driver services – enables older adults to remain independent, active and socially connected. Mobility concurrently helps older adults obtain needed health care and preventive care services, and access other health-promoting goods and services. Ease of mobility also may enable older adults to pursue volunteer or paid work opportunities, further connecting them with their communities, helping bring meaning and a sense of fulfillment to their lives and benefiting their communities as well.
In addition, the opportunity to walk to a destination, or combining walking with another form of transportation – like public transit – enables, facilitates, and encourages older adults to be physically active, thus reducing their risk for obesity, diabetes, heart disease, stroke, depression and other chronic health conditions.4 Communities need to be safe for older adults and all pedestrians to walk throughout the community, and CDC supports evidence-based interventions that encourage healthy lifestyles while promoting safety.
As the U.S. population continues to age in the coming decades, many older adults face safety concerns and challenges to their mobility. In 2012, 14 percent of the U.S. population was 65 years or older, and by 2030, it is projected to reach 20 percent. The vast majority of older adults prefer to "age in place" by continuing to live in their current homes and communities. As of 2000, 80 percent of people aged 65 and older lived in metropolitan areas, with two-third of those living in suburbs. Based on population projections, as the baby boomers continue turning 65, between 2010 and 2020, the suburbs will see a 50 percent increase in people aged 65-74. In addition, the fastest-growing segment of the older U.S. population is those aged 85 or older, and this group is at greatest risk for experiencing frailty and needing mobility assistance. Transportation issues will be of major concern.
Many older adults are dependent on cars, particularly in suburban or rural areas, which typically developed around the motor vehicle as the primary mode of transportation. This is reflected by the fact that about 9 out of 10 trips by older adults are made in personal vehicles. The built environment – the human-made physical characteristics of a community – such as wide roads with high volume, fast traffic, long walking distances, and the absence of infrastructure like sidewalks, safe street crossings or public transportation often presents obstacles to other forms of transportation like walking, bicycling and public transit. Poor street conditions and fear of crime and victimization can also be significant deterrents to walking for older adults. These obstacles can limit older adults' mobility and thus their ability to remain active, mobile, socially connected and healthy.
Motor vehicle travel has become safer over time, but motor vehicle crashes continue to be a leading cause of injury-related death for older adults, who are disproportionately affected by motor vehicle fatalities. They have higher rates of motor vehicle occupant deaths, pedestrian deaths, and overall motor vehicle deaths than younger adults. Earlier this year, CDC published findings in a Morbidity and Mortality Weekly Report (MMWR) article indicating that pedestrian death rates generally increase with age and that the highest death rate for both sexes is among those aged 75 and older.5 Older adults take fewer walking trips than younger adults; however, when struck while walking, they are more likely than younger adults to die from their injuries.
As they age, some older adults will face limitations in their ability to drive (e.g., inability to drive at night), and some will have to stop driving altogether, due to age-related declines in vision, cognitive functioning (the ability to reason and remember), and physical changes (such as arthritis or reduced strength). When driving is no longer an option, other transportation options may be limited. In rural or suburban areas where public transportation may not be available, other options should be considered to help with mobility, such as ride sharing and volunteer ride programs. CDC research that is pending publication, has found that many older adults anticipate driving for years to come and do not plan for future alternative mobility needs. Therefore, more work is needed to ease the transition from driving to not driving and to help older adults find other ways to stay mobile in their communities. This transition is very challenging, and more research is needed to understand the factors that enable older adults to successfully and safely manage this transition.
Public health can play an important role in working with transportation officials and those with expertise in healthy community design and age-friendly communities to create environments that promote health and address the mobility challenges facing older adults.
Designing communities that meet the needs of all road users can help older adults remain active, mobile and healthy. Healthy community design encourages streetscapes that promote opportunities for walking, bicycling and wheelchair access by incorporating safe sidewalks and street crossings, accessible transit and slower traffic speeds. It is also important that exterior walkways and signage are accessible to a population with a proportionately higher prevalence of impairments in hearing, vision, and mobility.
Older adults interact with their communities in ways that reflect changing lifestyles and changing physical capabilities. For instance, after retirement, people have more time to volunteer in their community and enjoy parks, recreational activities, libraries and other community facilities. Local planners can enhance communities by considering the design of neighborhoods so that older adults and others in the community whose mobility may be limited can engage with and participate fully in their communities. At the same time, conditions such as chronic diseases leading to disabilities such as limited vision, hearing or cognition may present barriers to mobility and require strategies to overcome those barriers. An older adult who is no longer able to drive but lives in a community with a safe and secure pedestrian environment that is near destinations such as libraries, stores, and places of worship, and is served by transit and other transportation options has the ability to remain mobile, active and healthy. Affordable, accessible, and suitable housing options can allow older adults and others living with disabilities to age in place and remain in their communities. Housing that is convenient to community destinations can provide opportunities for physical activity and social interaction.
One tool available to aid communities in making informed choices about improving public health through community design is Health Impact Assessment (HIA), which evaluates the potential health effects of a plan, project, or policy before it is built or implemented and provides recommendations. This information about potential health impacts can inform the decision-making process for plans, projects, and policies that fall outside the traditional public health arenas, such as transportation and land use.
For those older adults who are able to drive, we must continue to find ways to improve motor vehicle safety and reduce the disproportionate number of fatalities and injuries suffered by older adults whether they are drivers, vehicle passengers or pedestrians. This requires partnerships with organizations like AARP to help improve older adult driver safety. CDC, together with our colleagues at NHTSA, also will continue to identify effective, evidence-based interventions to prevent motor vehicle crashes.
We also must understand the various stages of transition for older drivers from driving independently to relying on other means of transportation. To this end, CDC worked with the Centers for Medicare & Medicaid Services (CMS) to include new questions about older adults' use of various transportation options in its Medicare Current Beneficiary Survey (MCBS), a nationally representative survey of the Medicare population. CDC also is developing a tool to help older adults quickly assess their own mobility and receive individualized feedback based on their assessment. Currently, we are researching national prevalence estimates of U.S. older adult views on driving cessation, including when older adults predict that they will stop driving. In light of the growing population of older adults, we have recently identified older adult mobility as a new priority area for our motor vehicle injury prevention work, and we expect to undertake additional projects in the future.
97 percent of these transportation clients rate OAA-funded transportation services as good or excellent.
These transportation services, in combination with other community-based supports tailored to meet individual needs, serve as a vital lifeline for many older adults, allowing them to maintain mobility while safely remaining in their homes and communities as they age.
We recognize that transportation influences public health in a variety of ways and that it is important for public health and many critical sectors, including transportation officials, to work together to ensure that our transportation system, like our entire community, supports health, which is why these relationships and collaborations are so important for our agency. By helping older adults remain active, mobile and independent as they age, we also have an opportunity to help them remain healthier. We look forward to continuing to collaborate with our colleagues at DOT and other organizations to make progress toward this goal.
Thank you again for the opportunity to be here with you today, and thank you for your continued support of CDC's essential public health work. I look forward to answering any questions you may have.
4 More People Walk to Better Health, CDC Vital Signs, August 2012.
5 Motor Vehicle Traffic-Related Pedestrian Deaths – United States, 2001-2010, Morbidity and Mortality Weekly Report, April 19, 2013.


Brajesh Pathak, Minister of Law and Justice in Yogi Adityanath government, said high-level officials were trying to manipulate and hide things in the death of Apple executive Vivek Tiwari.
Lucknow: Uttar Pradesh Cabinet Minister Brajesh Pathak on Sunday claimed that high-level officials were trying to manipulate and hide things in connection with the death of techie Vivek Tiwari in a late night shooting incident here on Friday. "Some high-level officials are trying to manipulate and hide things. A probe will be conducted against them as well. UP govt will not pardon any criminal, including the police personnel who killed the innocent youth," said Pathak.
The victim's wife, Kalpana Tiwari, filed a fresh FIR at Gomti Nagar police station, naming two of the accused police constables. Tiwari (38), an Apple executive was allegedly shot dead by constables Prashant Chowdhury and Sandeep Kumar in Gomti Nagar locality while he was going to drop his colleague Sana Khan.
The accused constable, Prashant Chaudhary, has been taken into police custody and a case has been registered against him under Section 302 (murder) of the Indian Penal Code (IPC). However, Chaudhary claimed that he fired in self-defense. Tiwari was cremated on Sunday at Bhaisakund in presence of state minister Brijesh Pathak and local MLA Ashutosh Tandan and others.
When asked about the incident Pathak said, "It's an unfortunate incident and we are with the family members of the victim. We will try to fast-track the case so that the family can get justice. I will also request Principal Secretary Home and the DGP to post sensitive policemen in big cities."
Uttar Pradesh Chief Minister Yogi Adityanath on Saturday denied that the killing of Vivek Tiwari was an encounter and asserted that the probe will be handed over to the Central Bureau of Investigation (CBI) if necessary.


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Tackling the threat of cyber crime
Barclays discusses the fast-evolving cyber crime landscape and how professional services firms can protect themselves from attack.
The changing cyber threat landscape
Senan Moloney, Head of Cyber Crime for Barclays Chief Security Office, and Alex Maclean, Barclays Head of Corporate Cyber & Information Security, discuss the fast-evolving cyber crime landscape and how professional services firms can protect themselves from attack.
Cyber crime today Cyber crime today
The changing cyber economy Cyber economy
Key cyber fraud threats Key fraud threats
Tackling cyber crime Tackling cyber crime
Cyber crime today The changing cyber economy Key cyber fraud threats Tackling cyber crime
Cyber crime today
Professional Services firms operate in an increasingly data-driven, online world. Data has become critical to the way firms operate and more and more of it is being stored digitally.
As firms continue to operate online and store information in the cloud, the threat of cyber crime continues to grow.
Cyber attacks against organisations have reached an unprecedented scale and frequency. For example, new variants of global ransomware and wiper attacks have toppled international companies.
Data breaches are also growing exponentially: 10 billion records were reportedly stolen in 2018 and that figure increased to 12 billion for the first half of 2019 alone.
With 72% of large businesses suffering a cyber-breach or attack during 2018, it's clear that all firms are at risk.
As the technology firms use evolves, cyber attacks become more sophisticated. The integration of 5G and move to cloud infrastructure open different avenues for cyber criminals' to steal data, while recent advances in quantum fusion may render existing encryption methods obsolete within a matter of years.
The impact of cyber crime can be enormous: firms that fall victim to attacks not only face substantial financial losses and regulatory fines, but client confidence is undermined.
Firms therefore need to understand the scale of the cyber economy, how they could potentially be exposed to an attack, and what they should do to protect themselves.
The changing cyber economy
The term 'digital underground' might bring to mind an image of criminals sitting at computers in dark rooms, using complicated code to hack into systems, but that's no longer the reality. These days, the digital underground – or dark web as it's sometimes called – isn't that far underground.
Crime as a service
A surprising amount of information on cyber criminal activity is readily accessible on the internet. For example, without any special tools or internet browser, anyone can google 'CVV' in order to buy credit card CVV codes to use in online fraud.
The barriers to entry to cyber criminality are therefore lower than ever before. Cyber criminals don't need to be coders or technical experts because they can simply buy or rent the services they need online. From credit cards to malware, it's all available to those who know where to look. Some suppliers even offer contracts, money-back guarantees and product support.
It's also possible to learn about hacking and cyber crime simply by watching YouTube videos. While a lot of the material available is there to educate those trying to fight cyber crime, it can also help educate criminals.
This 'crime as a service' model has opened up cyber crime to organised criminal groups and the wider population, whereas in the past it was limited to the more technically minded.
The new global cyber criminal
Meanwhile, the 'traditional' cyber underground has developed considerably over the past few years.
For example, online criminal forums have existed for a long time, but are now evolving to meet the needs of the global cyber criminals, allowing them to share information on what activities are legal and illegal in which countries, and where it's best to attack based on the various countries' regulations.
Cyber criminals are collaborating in new ways, sharing toolsets, knowledge, services and infrastructure. They also help each other carry out cyber crimes to stay beyond the grasp of law enforcement. And, typically, they're no longer purely cyber criminals, but often organised crime groups working across many types of criminal activity.
Global legal frameworks have not yet caught up with the pace at which cyber crime is evolving. And, while the highly regulated environment in which professional services firms operate offers support and protects business activities, it also hinders organisations' ability to work collaboratively and share information as easily as the criminals do.
Key cyber fraud threats
There are a number of different types of cyber enabled fraud. The most common are social engineering scams, malware attacks, supply chain attacks and direct payment channel attacks.
Cyber criminals use social engineering to manipulate individuals into breaking normal security procedures in order to divulge confidential information or allow malicious software to be installed onto their devices. They may even trick their target into carrying out a fraudulent payment.
The most common forms of social engineering methods are phishing, vishing, smishing, CEO fraud and invoice fraud.
The easiest way to infiltrate an organisation is via email – 90% of all attacks start by someone clicking on a fake email. With email-based fraud – phishing – a cyber criminal poses as a legitimate source and sends emails to people within an organisation attempting to trick them into divulging information or transferring funds. The email might contain a link to a fake website that will request confidential details, or a link or an attachment that delivers malware to your system.
Smishing and vishing scams are similar to phishing, except the fraudsters attempt to trick individuals via sms and voice.
CEO and invoice fraud account for 85% of the frauds reported to Barclays on a daily basis. Typically, this involves cyber criminals imitating a senior executive within a business and persuading an employee to do something, like making a payment or divulging sensitive information.
Invoice fraud, or invoice redirection, usually occurs when a fraudster poses as one of your firm's third-party suppliers and notifies your finance team of new payment details for their account.
These forms of social engineering are evolving rapidly. Criminals have detailed knowledge of firms' fraud controls and authentication measures, they know how to leverage underground and legitimate VOIP and messaging system technologies, and they can make use of complex money laundering schemes. Criminals are also starting to use voice technology to commit CEO fraud, and fake videos can be created using replay technology that look and sound exactly like a CEO or senior executive.
On average, 25% of employees click on malicious emails, so education and awareness are key to protecting your firm from the threat of social engineering. But it's not enough to educate. It's also important to perform regular checks to ensure your processes work and that employees are up to date with the latest scams, and therefore less likely to be the victim of an attack.
Criminals use malware – malicious software – to disrupt computer operations and access confidential information.
Malware is now more pervasive and sophisticated than ever before. Previously, different types of malware would have been designed for different tasks, such as to steal data from a browser, email account or cryptocurrency wallet; to insert remote access trojans or worm modules on to a computer; or to drop ransomware into a system. Nowadays, malware is designed to be self-aware and perform multiple actions or a combination of different tasks, depending on the computer or environment it accesses.
One example is Trickbot, a banking trojan distributed through phishing emails. Once clicked, it has the ability to spread itself laterally across a network and further propogate by acquiring access to a victim's email contacts to whom the malware will be subsequently distributed. It's believed to have compromised more than 250 million email accounts since 2016.1
Malware can exist undetected within a firm's network environment for months, infiltrating secure information to the point that it takes over the domain and has access to everything from accounting details to confidential client information.
Supply chain attacks
Cyber criminals will always look for the weakest link in the chain, whether it's an individual employee or an entire third-party organisation in your network. A supply chain attack occurs when a fraudster targets a less-secure supplier or vendor in your supply chain and uses it as the gateway to the different businesses in the chain. Criminals usually use a combination of social engineering and malware in these attacks.
In a recent supply chain attack, a Ukrainian accountancy software provider was used as the entry point for a global ransomware attack. The software provider sent its clients regular software updates, which the clients were used to installing. Once the ransomware had attacked the accountancy software provider, it was able to spread globally across organisations through these supposedly 'trusted' updates.
Given that 75% of global IT infrastructure systems are controlled by third parties, it's essential that firms ensure they have the necessary in-house knowledge and expertise to correctly manage and protect their environments, particularly those elements linked to supply chain networks.
Direct payment channel attacks
Over the past few years, the number of network intrusions targeting payment channels has grown considerably. The well-publicised attack on SWIFT in Bangladesh is just one example. However, it's important to note that SWIFT itself wasn't breached – while its environment was secure, the network within which it was operating was not.
Payment platforms are increasingly moving to lower-cost and faster infrastructure, and expanding across global networks and channels. But these innovations introduce new opportunities and weaknesses for cyber criminals to exploit.
Domestic payment platforms like faster payments and BACS are also beginning to be targeted.
1Source https://www.forbes.com/sites/leemathews/2019/07/14/stealthy-trickbot-malware-has-compromised-250-million-email-accounts-and-is-still-going-strong/#17902c4f4884
Tackling cyber crime
While the cyber economy and cyber attacks are bound to continue to grow, it's possible for professional services firms to combat many of the threats.
Hire the right people to help you tackle cyber crime and develop cyber security processes and controls specific to your business.
90% of your threat comes from phishing, so train and educate your employees and customers on cyber security.
Empower employees so that they're not afraid to escalate a possible threat – make them part of the cyber security journey.
Run your own phishing email campaigns to monitor employee susceptibility and to test your fraud training and reporting processes and controls.
Build cyber security awareness into your corporate DNA.
Partner with organisations and third-party suppliers that you know are secure.
Be vigilant about how you set up your domains and IT infrastructure and continually patch your environment.
Invest in an intelligence driven defence approach to help detect and stop cyber threats.
Segregate your networks and services to reduce the chance of malware spreading.
Backup your data securely.
Regularly test and validate your controls to identify gaps and mitigate risk and vulnerabilities.
Our article helps cut through the political noise to explain the key points around Brexit that have been agreed.
Fraudsters are working as hard as you are. Our content can help you stay ahead of them.

redpajama_set_name: RedPajamaCommonCrawl


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HABS GET DAY OFF – Bournival Back in Hamilton; Bowman Recalled – The High Cost of Injuries & Nikita Scherbak
Posted by Ron Reusch | Dec 4, 2014 | 0
Coaches react in different ways to the kind of effort the Canadiens put into their game Wednesday night against the Minnesota Wild. They can punish the team by ordering up an exhausting off-day "bag skate" as Guy Carbonneau did in the middle of a road trip a couple years ago. They can simply hold a light practice or optional skate. The third option is to keep the players off the ice completely. Thursday in Chicago Michel Therrien, perhaps thinking a rest is the best tonic for a team that is in the midst of a four-games-in-six-night stretch, opted for the latter.
The Canadiens who have lost four of their last five and are 1-1 on the road trip, will play the Hawks Friday night and fly 1600 kilometres south to Dallas for Saturday night's game against the Stars. In goal for the weekend, count on Carey Price in Chicago and Dustin Tokarski for the Saturday night game.
LIFE AT THE TOP
"We aren't making plays. We weren't executing and we got away from our game plan. …..When we get away from that we're an average team."
Max Pacioretty
Those were Paciorety's thoughts following his team's horrible overall performance against the Minnesota Wild Wednesday night. Inadvertently, he was pointing up how tenuous the Canadiens position is near the top of the NHL standings.
Elite teams in the NHL can get away with a periodic off night and still come away with two points. The Canadiens aren't one of them. So far this season, any sign of a discipline breakdown or a deviation from game plan has had disasterous results. If the Minnesota Wild weren't a team with similar offensive problems to the Canadiens, the final result Wednesday night would have taken on the proportions of the losses against Tampa Bay, Edmonton, Calgary, Chicago, Pittsburgh and the Rangers during which they were outscored by a combined 30-3.
The Canadiens front office is aware of the team's shortcomings as is anyone who watches the team on a regular basis. It is why any talk of reaching the Stanley Cup finals this year is very muted.
Just as an aside – Is it me or, is Pacioretty emerging as the Canadiens number one dressing room go-to spokesperson?
Michael Bournival – Assigned to Hamilton Bulldogs
BOURNIVAL BACK TO HAMILTON
Of course the Canadiens sent Michael Bournival back to the Hamilton Bulldogs for another conditioning stint. They had no other option. At the same time the Habs recalled forward Drayson Bowman.
Bournival's entire season has been made up a total of 19 shifts and 12:32 ice time in two games. He was a healthy scratch the first twelve games as Michel Therrien stubbornly leaned towards veteran Travis Moen on his fourth line and kept force feeding the unproductive Rene Bourque into his nightly lineup. Bournival got in the lineup for trhe first time November 4th, just in time for that home ice thrashing at the hands of the Blackhawks. The next night at Buffalo the Sabres Cody McCormick ended things for him by separating his shoulder late in the first period.
So Bournival gets his second conditioning stint in Hamilton. The Bulldogs will play three games in less than 72 hours this weekend including tow games against the Toronto Marlies. . His conditioning will be evaluated after that.
Bournival brings speed and tenacity to the Canadiens lineup. It's something that has been missing on their fourth line. After the Moen and Bourque trades, and with his availability, Therrien has either gone with seven defensemen or been forced into using the likes of Bowman or most recently Eric Tangradi to fill his spot.
Outside of Bournival, after 26 games the Canadiens have listed only two man-games lost to injury. Alexei Emilin missed the third and fourth games with an upper body injury. Other than that the hockey club has been extraordinarily fortunate in that department. All tolled, the Canadiens have lost 15 man-games to injury, thirteen of them to Bournival.
2011-2012 Canadiens Lose 439 Man-Games To Injury
THE HIGH COST OF INJURIES
Teams and players never like to mention injuries and the effect they have on seasons. "Part of the game" is the company line. But, when the hockey gods frown on a team in that department entire seasons go up in smoke.
Three seasons ago the Canadiens official injury count was 439 man-games lost through 39 different injury reports. As a result, the Canadiens finished at the bottom end of the Eastern Conference and out of the playoffs. The only good thing to come out of that train wreck was the Alex Galchenyuk draft choice. This season the Columbus Blue Jackets, who many thought were a lock to finally make the playoffs, have lost 168 man games and as that figure continues to climb and while the Blue Jacketrs sink to league cellar they are closer to drafting Connor MacDavid than getting to the post season.
When the Canadiens played them on Monday the Colorado Avalanche had ten players out with various problems, seven of them on injury reserve. Like the Canadiens in 2011-2012, the Avalanche looked more like their AHL farm team than the team with which they were projected to start the season. If the problems continue much longer, memories of Patrick Roy's first as Colorado head coch are going to be long forgotten.
Many ingredients go into a winning NHL season. Being relatively injury free is as important as anything. The Canadiens of three years ago and the Canadiens of this season are perfect examples.
When's teams speak of the 'hockey gods' The Canadiens barely got by a team that had a large contingent of players from their Cleveland farm team, including goaltender Calvin Pickard.
95-Nikita Scherbak – WHL Everett Silvertips
SPEAKING OF INJURIES
A chill went through the Canadiens Player Development Department when they learned that their 2014 number one draft pick Nikita Scherbak had been carted off the ice on a stretcher during a junior game in Seattle twelve days ago. Turned out to be a deep thigh bruise which caused him to miss two games. It didn't change Scherbak's momentum a bit. Wednesday night in a 4-2 win at home in Everett against Spokane Scherbak was in on the first three goals, scoring twice. In the two games since coming back from the injury Scherbak has five points including 3 goals. In 21 games this season he has 14 goals and 33 points in 21 games. This was his eleventh multiple point game and the third time with three points.
PreviousCOMPLETE NO-SHOW Minnesota-2 Canadiens-1 (Dec. 3, 2014)
NextGAME PREVIEW #28 Canadiens @ Chicago (Dec. 5, 2014)
SHOULD DAVID DESHARNAIS BE CONSIDERED AS A CANDIDATE FOR CANADIENS CAPTAIN
THE SUBBAN CONTRACT NEGOTIATION – Understandably Complicated and Likely Prolonged
GAME #15 – Fast Fade – NY Rangers-5 Canadiens-3 (Nov. 6, 2018)
GAME #75 -Boston-7 Canadiens-0 (March 24/2011)


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EU to Invest 10 Billion Euros in ASEAN by 2027
Published on: 15 Dec 2022
The European Union (EU) has promised to raise 10 billion euros ($10.6 billion) by 2027 to speed up infrastructure investments in the Association of Southeast Asian Nations (ASEAN).
At the EU-ASEAN Commemorative Summit, which was held here on Wednesday, the EU and its member states offered financial support for the green transition and sustainable connectivity in South-East Asia. According to reports, this support is based on the Sustainable Connectivity Initiative and the Green Team Europe Initiative.
In a statement, the European Commission said that the investments would focus on energy, transportation, digitalisation, education, and promoting trade and sustainable value chains. The money will help Southeast Asia move toward a green economy and give people better access to basic services. It will also help create economic opportunities and jobs.
After the meeting, the leaders made a joint statement in which they praised the signing of the EU-ASEAN Comprehensive Air Transport Agreement, which was the first aviation deal between the two regions.
ASEAN leaders promised to keep working closely with the EU, which is ASEAN's third-largest trading partner and second-largest investor. They are committed to promoting sustainable and inclusive trade and investment.
"While we are each other's third-largest trading partner (...) it accounts for only 5 per cent our trade. There is so much untapped potential," said European Commission President Ursula von der Leyen.
During the summit, the leaders also talked about the conflict between Russia and Ukraine and reaffirmed their positions on the matter, including their opposition to the threat of using nuclear weapons and the pain that the conflict has caused in many places around the world.
For more sustainable finance news
Source: Business Standard
Sustainable Finance Headlines
EU will Fund Holcim Decarbonisation Projects
Amundi Switches Japan ETF to Climate Index
OPEC Fund Debuts US$1bn SDG Bond For Development Finance
U.S. Bank Appoints Head of Sustainable Finance
FAB Publishes Paper on the Possibilities of Carbon Trading
Arena REIT's Sustainability-Linked Loan Supported by NAB
APS Bank Adopts Responsible Lending Policy
Woori Bank Raises US$600 Million Through Issuance of ESG Bonds
Australian Government Awards Dovetail Electric Aviation Prestigious Grant for Electric Aircraft
Dentons Advises NEPI Rockcastle on €60 Million Green Financing


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        {
            Abort("%s, Library \"%s\" is not readable", lt_dlerror(), name);
        }
    } else {
        Abort("Library \"%s\" is not found", name);
    }
    plugin_init_t init=RTtrydlsym(dlHandle,"hre_init");
    if (init!=NULL){
        init();
    } else {
        Warning(info,"library has no initializer");
    }
    return dlHandle;
}

void *
RTdlsym (const char *libname, void *handle, const char *symbol)
{
    void *ret = lt_dlsym (handle, symbol);
    if (ret == NULL) {
        const char *dlerr = lt_dlerror ();
        Abort("dynamically loading from `%s': %s", libname,
               dlerr != NULL ? dlerr : "unknown error");
    }
    return ret;
}

void *
RTtrydlsym(void *handle, const char *symbol)
{
    return lt_dlsym (handle, symbol);
}

int linear_search(si_map_entry map[],const char*key){
    while(map[0].key){
        if(!strcmp(map[0].key,key)) return map[0].val;
        map++;
    }
    return -1;
}

char *key_search(si_map_entry map[],const int val){
    while(map[0].key){
        if(map[0].val == val) return map[0].key;
        map++;
    }
    return "not found";
}

#ifdef __linux__
static int mem_size_warned = 0;
#endif

size_t RTmemSize() {
    const char *memsize = getenv("LTSMIN_MEM_SIZE");
    if (memsize) {
        return strtoimax(memsize, NULL, 10);
    } else {
#ifdef __APPLE__
        int mib[4];
        int64_t physical_memory;
        size_t len = sizeof(int64_t);
        mib[0] = CTL_HW;
        mib[1] = HW_MEMSIZE;
        len = sizeof(int64_t);
        sysctl(mib, 2, &physical_memory, &len, NULL, 0);
        return physical_memory;
#elif defined(__linux__)
        const long res=sysconf(_SC_PHYS_PAGES);
        const long pagesz=sysconf(_SC_PAGESIZE);
        size_t limit = pagesz*((size_t)res);

        /* Now try to determine whether this program runs in a cgroup.
         * If this is the case, we will pick the minimum of the previously
         * computed limit.
         */
        const char *file = "/sys/fs/cgroup/memory/memory.limit_in_bytes";
        FILE *fp = fopen(file, "r");
        if (fp != NULL) {
            size_t cgroup_limit = 0;
            /* If there is no limit then the value scanned for will be larger
             * than SIZE_T_MAX, and thus fscanf will not return 1.
             */
            int ret = fscanf(fp, "%zu", &cgroup_limit);
            if (ret == 1 && cgroup_limit > 0) {
                if (cgroup_limit < limit) {
                    limit = cgroup_limit;
                    if (!mem_size_warned) {
                        Warning(infoLong,
                                "Using cgroup limit of %zu bytes", limit);
                    }
                }
            } else if (!mem_size_warned) {
                Warning(lerror, "Unable to get cgroup memory limit "
                        "in file %s: %s",
                        file, errno != 0 ? strerror(errno) : "unknown error");
            }
            fclose(fp);
        } else if (!mem_size_warned) {
            Warning(lerror, "Unable to open cgroup memory limit file %s: %s",
                    file, strerror(errno));
        }

        mem_size_warned = 1;

        return limit;
#elif defined(_WIN32)
    MEMORYSTATUSEX statex;
    statex.dwLength = sizeof(statex);
    GlobalMemoryStatusEx(&statex);

    return (size_t) statex.ullTotalPhys;
#else
#   error Can not detect available memory on this system
#endif
    }
}

#ifdef _WIN32
static int line_size = -1;
#endif

int RTcacheLineSize(){
#ifdef __APPLE__
    int mib[4];
    int line_size;
    size_t len = sizeof(int);
    mib[0] = CTL_HW;
    mib[1] = HW_CACHELINE;
    len = sizeof(int);
    sysctl(mib, 2, &line_size, &len, NULL, 0);
    return line_size;
#elif defined(__linux__)
    long res=sysconf(_SC_LEVEL1_DCACHE_LINESIZE);
    return (int)res;
#elif defined(_WIN32)
    if (line_size == -1) {
        DWORD buffer_size = 0;
        DWORD i = 0;
        SYSTEM_LOGICAL_PROCESSOR_INFORMATION * buffer = 0;

        GetLogicalProcessorInformation(0, &buffer_size);
        buffer = (SYSTEM_LOGICAL_PROCESSOR_INFORMATION *)RTmalloc(buffer_size);
        GetLogicalProcessorInformation(&buffer[0], &buffer_size);

        for (i = 0; i != buffer_size / sizeof(SYSTEM_LOGICAL_PROCESSOR_INFORMATION); ++i) {
            if (buffer[i].Relationship == RelationCache && buffer[i].Cache.Level == 1) {
                line_size = buffer[i].Cache.LineSize;
                break;
            }
        }

        RTfree(buffer);
    }

    return line_size;
#else
#    error can not detect cache line size on this system
#endif
}

int RTnumCPUs(){
    const char *numCPUs = getenv("LTSMIN_NUM_CPUS");
    if (numCPUs) {
        return strtoimax(numCPUs, NULL, 10);
    } else {
#if defined(__linux__) || defined(__APPLE__)
        int cpu_count = sysconf(_SC_NPROCESSORS_ONLN);
#ifdef __linux__
        cpu_set_t cpus;
        cpu_set_t* cpus_p = &cpus;
        size_t cpus_size = sizeof(cpu_set_t);
        int configured_cpus = sysconf(_SC_NPROCESSORS_CONF);
        if (configured_cpus >= CPU_SETSIZE) {
            cpus_p = CPU_ALLOC(configured_cpus);
            if (cpus_p) {
                cpus_size = CPU_ALLOC_SIZE(configured_cpus);
                CPU_ZERO_S(cpus_size, cpus_p);
            } else {
                Warning(lerror, "CPU_ALLOC failed: %s",
                        errno != 0 ? strerror(errno) : "unknown error");
                return cpu_count;
            }
        }
        if (!sched_getaffinity(0, cpus_size, cpus_p)) {
            if (cpus_p != &cpus) cpu_count = CPU_COUNT_S(cpus_size, cpus_p);
            else cpu_count = CPU_COUNT(cpus_p);
        } else {
            Warning(lerror, "Unable to get CPU set affinity: %s",
                    errno != 0 ? strerror(errno) : "unknown error");
        }
        if (cpus_p != &cpus) CPU_FREE(cpus_p);
#endif
        return cpu_count;
#elif defined(_WIN32)
    SYSTEM_INFO siSysInfo;
    GetSystemInfo(&siSysInfo);

    return (int) siSysInfo.dwNumberOfProcessors;
#else
#   error can not detect number of CPUs on this system
#endif
    }
}

redpajama_set_name: RedPajamaGithub


text:
The Beauty of Transport
Transport design, transport architecture, and transport's influence on art and culture. Part travelogue, part history, all transport (but sometimes tangentially so)
The Longest Wait (Central Park Metrolink station (Rochdale line), Manchester, UK)
Suppose you had attended the completion of Central Park station on Manchester's Metrolink network and then decided to catch the first tram out. You would have waited…
…and waited…
…and waited some more. In fact you'd have waited seven long years for that first tram. When Central Park was completed, it immediately became the architecturally imposing poster child for British light rail, a landmark structure that delivered a knockout visual punch on behalf of Britain's trams; or at least it would have done, but for the minor detail that it didn't actually have a tram service. It all happened because the government of the early 2000s blew hot and cold when it came to light rail.
Fenced off and waiting for trams to start running, Central Park Metrolink station in 2011. cc-by-sa/2.0 – © Alexander P Kapp – geograph.org.uk/p/2645308 (and no, I don't know what happened to the lighting column)
Those years were a boom time for light rail scheme promotion in the UK, if not actual light rail schemes themselves. During the 1990s, several light systems had opened, with varying degrees of success. Manchester's pioneering Metrolink was the most successful of them all (excluding the Docklands Light Railway, which was and remains more of a lightweight metro system with full segregation, than a light rail system as we usually think of them).
Having opened with two lines in the early 1990s, Metrolink had already seen a third line added, and local planners had several more planned routes they wanted to introduce. Local Passenger Transport Executive GMPTE put forward a proposal called the "Big Bang", which would create four new Metrolink routes: to Manchester Airport, East Didsbury, Ashton-under-Lyne and finally, Rochdale via Oldham (a route which had been identified when Metrolink first opened). Deputy prime minister John Prescott gave the Big Bang the go-ahead in March 2000.
And when his now-legendary 10-year Transport Plan was published in summer 2000, it contained promises for 25 new light rail lines, including Manchester's (see section 6.61).
The story of the other cities which tried, and eventually failed, to get their long-cherished but generally unutterably barmy light rail schemes funded through the 10-year Transport Plan before its ignominious abandonment, I have told you before (see here). But even Manchester's proposals, despite being far more feasible than those of most of its rivals, got sucked into the post-10-year Transport Plan chaos.
Unfortunately, at exactly the same time, Manchester was embarking on the regeneration of the Central Park area, just north-east of the city centre. This huge 450-acre site, almost abandoned after the closure of the manufacturing industries which occupied it, would be redeveloped to provide a new headquarters for Greater Manchester Police, a regional headquarters for multinational Fujitsu, and a postgraduate research and science park developed by all four of Manchester's universities.
Happily, the Central Park regeneration area was just north of the railway tracks on which the existing conventional National Rail services to Oldham and Rochdale operated. The plan was for the Metrolink Oldham/Rochdale line to replace these services, but by relocating the Metrolink tracks slightly northwards, they would be able to run through Central Park itself. The area would need good transport links, and the Central Park developers felt (you are free to argue the merits of this in the comments section) that bus routes alone would not be sufficiently high-profile nor appear permanent enough, whereas a light rail link would. So a flagship transport interchange called The Gateway was planned, where buses would meet Metrolink. Its £36m cost was funded by the DfT (through the Local Transport Plan process, to the tune of £20m), GMPTE from its Metrolink advance works budget (£11m) and £5m from the European Regional Development Fund.
Central Park Metrolink station at night. Photo by Matthew [CC BY-NC-ND 2.0] via this flickr page
The difficulty was all around the timings. The Gateway needed to be built at the same time as Central Park itself in order to prove that the city planners were serious about the regeneration, and persuade tenants to move in. So the station had to be built before the cheques were actually signed for the new Metrolink extension to Oldham and Rochdale, and the other lines in the Big Bang. Prescott might have 'approved' the Big Bang in March 2000, but work in the transport sector for any length of time and you'll discover that the word of a cabinet secretary isn't worth quite as much as an actual cheque, as cities on the Midland Main Line recently found out when the electrification scheme they had been promised by one transport secretary, vanished under the auspices of his successor.
But Central Park's landmark transport interchange simply couldn't be delayed. Urban regeneration company New East Manchester told the House of Commons Transport Select Committee that the commitment to Central Park evidenced by The Gateway was crucial in securing occupiers' promises to move in. So construction of The Gateway continued to a design by Aukett Fitzroy Robinson. All being well, with Prescott having promised the cash, the trams would arrive shortly after its planned completion in 2005.
So what does £36m buy you when it comes to a tram station? Well, in this case it buys you an elevated tram station so that a dual carriageway road can pass underneath it, with a "bus station" (the architects words; I'd describe it more as a lay-by with two very conventional bus shelters) alongside it, and a "vehicle drop off" (again, it's a lay-by).
The bus station at The Gateway, by Central Park station. Although the flag seen here is a temporary one and there were no buses serving the stop when this picture was taken, the bus stop is now served by the Route 151. Photo by Ian Roberts [CC BY-SA 2.0] via this flickr page
The money was clearly spent on the tram station element of the scheme. It shows, though.
Folding over the platforms and the staircases and lifts which lead up to them is a huge, circular, copper clad, roof. For sheer drama, I don't think you'll find a better tram station in the country. Over a decade old now, it has weathered with the verdigris typical of copper, so is a beautiful textured green colour. One segment of the roof is glazed, allowing daylight through to the platforms. The roof is strengthened underneath by steel ribs, and is supported at its lower end by spindle-shaped steel legs. From above, the roof is supported by cables, which tie back to a slender steel needle, which leans away from the station. Its height means it is visible from all around, fulfilling the brief of acting as a literal landmark.
Central Park Metrolink Station
cc-by-sa/2.0 – © David Dixon – geograph.org.uk/p/3053100
But back to the Metrolink story. The years following the publication of the 10-year Transport Plan were not kind to it. The tram plans of the cities looking for their slice of funding crash and burned, and so did the 10-year Transport Plan itself. At the same time, the cost estimates for Manchester's Big Bang Metrolink expansion rose. A significant funding gap opened up between Prescott's promised government contribution to the Big Bang, and what it was going to take to complete it.
Prescott's successor as transport secretary, Alastair Darling, was appointed in 2002 and soon gave every impression of being wholly fed up by the light rail fiasco that had unfolded across the country. One-by-one he cancelled the projects cities had worked hard, if in many cases utterly misguidedly, to develop. Included in Darling's bonfire of the tram vanity projects was Manchester's much more worthy Big Bang scheme, which he cancelled in 2004. There would be no trams through the nearly complete Central Park station, which now looked rather like a very large, very stylish, and very expensive white elephant. But the decision was made to complete Central Park station – it was duly finished off in 2005 – and try to convince the government to change its mind over Metrolink expansion.
A vigorous campaign was launched by the Manchester Evening News to "Get Our Metrolink Back On Track" and after two solid years of negotiation (and, helpfully, yet another change in transport secretary – they come along as frequently as Victoria line trains) the government agreed to fund a scaled-back "Little Bang" in 2006. The planned Metrolink extensions were scaled back, terminating short of their originally planned destinations, but it was better than nothing. It meant, at long last, that rails would be laid through Central Park station.
But the cancellation and partial reinstatement of the Big Bang had added years to the programme, and the Metrolink route through Central Park looked like a railway alignment which had been abandoned for years, rather than one which was theoretically under construction (there are some cracking, borderline post-apocalyptic photos of the route in this 2006 magazine promoting East Manchester regeneration; see pages 16-21). 2011 was now the target opening date, and thanks to a few more delays along the way, it was actually 2012 before the first Metrolink tram pulled into Central Park station.
A tram arrives at Central Park, 2014. Photo by Mikey [CC BY 2.0] via this flickr page
By that time, after an abortive attempt to bring in a congestion charge to raise money, GMPTE and the Greater Manchester councils had pulled together a funding package that allowed the Big Bang to be completed between 2011 and 2014, most notably extending Metrolink south to the Airport. The rest, as they say, is history. The system has gone from strength to strength, and has become so busy that a second route across Manchester city centre has proven necessary; it opened in 2017. And just last month, track-laying began on a new line to Trafford Park, due to open in 2020.
Some of Metrolink's city centre stations have gained some impressive – for a British light rail scheme, anyway – canopies in recent years.
St Peter's Square Metrolink station. Photo by Daniel Wright [CC BY-NC-ND 2.0] via this flickr page
Metrolink has always had some impressive heritage structures on stations it inherited from the mainline railway network, too. But there's nothing else on its network quite as eye-catching as Central Park. Seven years is a long time to wait for a station to open, but the wait was worth it.
Further Reading and Bibliography
Aukett Fitzroy Robinson's information sheet on Central Park station, here
…and anything linked to in the text above.
How to find Central Park station
Click here for The Beauty of Transport's map
Posted in Aukett Fitzroy Robinson, stops/shelters/stations (trams), trams, UKBy dwtransportwriting4 Comments
4 thoughts on "The Longest Wait (Central Park Metrolink station (Rochdale line), Manchester, UK)"
bickersgateblog says:
I do like the post apocalyptic photos. Looks like so many regeneration areas. Big signs promising much, usually with the slogan "funded by the ERDF" and the signs sit there and fade in the sun.
Whats the usage like now? Does gmpte publish such data?
dwtransportwriting says:
I honestly don't know. Does anyone else? Throwing it open here…
From a few occasional trips through the station, one of the principal passenger sources would seem to be people released from custody at the very big police station mentioned. I suspect a number of these do not buy tickets…
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text:
<?php
namespace Framework\Exception;

class DataNotFoundException extends \InvalidArgumentException {
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text:
Kramer/Deromedi Field at Kelly/Shorts Stadium is an American football stadium in Mount Pleasant, Michigan. It serves as the home field for the Central Michigan University Chippewas.  The stadium opened in 1972 and holds 30,255 spectators, making it the largest on-campus stadium in the Mid-American Conference.  It is located on the southeast part of campus, along with most of the other athletic facilities. The playing surface is named Kramer/Deromedi Field after former coaches Roy Kramer and Herb Deromedi.

History
The stadium was originally named Perry Shorts Stadium in honor of R. Perry Shorts, a Saginaw banker who was a 1900 graduate and a generous donor.  The stadium, which originally seated approximately 20,000 spectators, was dedicated on November 4, 1972, when the Chippewas defeated Illinois State University, 28–21, before a Homecoming crowd of nearly 17,000. In June 1983, the CMU Board of Trustees voted to rename the facility Kelly/Shorts Stadium in honor of Kenneth "Bill" Kelly, who coached the Chippewa football team to a 91–58–2 record from 1951 to 1966.

Renovations
A $28 million expansion project following the 1997 season added 10,000 seats to the stadium, increasing its capacity to 30,199. A two-tiered press box, locker room, and nine guest suites also were included in the expansion project.  The original artificial turf, the first to be used in the state of Michigan, has been replaced three times, most recently in 2016 when it was changed from Astroturf to FieldTurf. Permanent lights were installed before the 2006 season, making it the last stadium in the Mid-American Conference to do so.

Features
CMU's locker room, training room and equipment room are located in the stadium's north end zone, and the locker room is connected to the Indoor Athletic Complex (IAC) via a tunnel. The IAC houses the Dick Enberg Academic Center, coaches' offices, weight room, meeting rooms, CMU's Hall of Champions and indoor practice field with a wall-to-wall FieldTurf surface.

Events
The stadium has also been used as a site for other events, including high school football playoff games, concerts, and graduation ceremonies.

See also
 List of NCAA Division I FBS football stadiums

References

External links
 CMU Football Facilities

Central Michigan Chippewas football
College football venues
American football venues in Michigan
Sports venues in Michigan
Sports venues completed in 1972

redpajama_set_name: RedPajamaWikipedia


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Manhunter – Roter Drache, auch bekannt als Blutmond, ist ein US-amerikanischer Thriller des Regisseurs Michael Mann aus dem Jahr 1986, der auf dem Roman Roter Drache (Originaltitel: Red Dragon) von Thomas Harris basiert und dessen Remake Roter Drache als Vorgeschichte bzw. Prequel des Films Das Schweigen der Lämmer gilt.

Handlung
Der ehemalige FBI-Profiler Will Graham lebt mit seiner Familie in Florida. Er versucht, Abstand zu seiner Arbeit beim FBI zu finden, die ihn fast das Leben gekostet hatte. Sein ehemaliger Chef Jack Crawford sucht ihn auf, weil Will als Freund seine letzte Hoffnung ist, einen wahnsinnigen Serienkiller zu finden. Dieser Mörder hat in Vollmondnächten zwei ganze Familien ermordet und deren Leichen grauenhaft verstümmelt. Crawford geht davon aus, dass in den folgenden Vollmondnächten wieder mit Morden zu rechnen ist.

Der Täter, den die Presse Zahnfee getauft hat, zerschlägt Spiegel und benutzt Scherben, um sie seinen Opfern in die Augen einzusetzen, damit er sich in ihnen sehen kann. Als Graham die Fotos der grauenhaft ermordeten Familien sieht, entschließt er sich, noch ein letztes Mal für das FBI als Berater tätig zu werden.

Graham sagt Crawford seine Hilfe zu und hat die Idee, den Kannibalen Hannibal Lecktor, der ihn einst töten wollte, um Rat zu bitten, damit er ein Profil des kranken Geistes des neuen Serienkillers erstellen kann. Lecktor sitzt in einer psychiatrischen Klinik in Einzelhaft und spielt Graham vor, ihm helfen zu wollen. Lecktor nutzt diese Gelegenheit, um sich an Graham zu rächen, und sendet durch einen geschickten Trick eine Nachricht an die Zahnfee mit der Aufforderung, Grahams Familie auszulöschen. Der Zuschauer erfährt die Identität des Mörders. Er heißt Francis Dollarhyde und ist durch eine Hasenscharte gekennzeichnet, die ihm jegliches Selbstbewusstsein raubt. Dollarhyde arbeitet für eine Filmentwicklungsfirma in St. Louis, Missouri, wodurch er Zugriff auf viele private Schmalfilme von Familien hat und sich so seine Opfer aussuchen kann.

Grahams Versuch, den Täter aus seiner Deckung zu locken, schlägt katastrophal fehl: Ein Reporter, der einen herablassenden Artikel über die Zahnfee geschrieben hat, wird von Dollarhyde entführt und bestialisch ermordet. Dollarhyde ist in seine blinde Kollegin Reba McClane verliebt, und zu seiner großen Überraschung erwidert sie seine Liebe. Durch die Erfahrung der Liebe ist der Tötungsdrang bei Dollarhyde abgeschwächt, doch der Wahnsinn lässt sich nicht lange unterdrücken. Als er Reba mit einem Arbeitskollegen sieht, denkt er, sie betrüge ihn, und ermordet diesen spontan. Graham findet anhand der Filme, die die Mordopfer von sich gedreht haben, heraus, dass der Täter detailliert über die Häuser der Opfer Bescheid wusste. Er schlussfolgert richtig, dass der Täter ebenfalls diese Filme gesehen hat und dass er in irgendeiner Weise mit der Filmentwicklungsfirma zu tun haben muss.

Graham und sein Chef fliegen nach St. Louis und kommen durch Datenabgleiche auf Dollarhyde. Der hält Reba bei sich gefangen und will ihre Ermordung vorbereiten. In letzter Sekunde können Graham und die anderen Polizisten in das Haus eindringen. Es kommt zu einem Feuergefecht, und Dollarhyde erschießt zwei Polizeibeamte. Danach gelingt es Graham, Dollarhyde zu erschießen. Gegen Ende des Films kehrt Graham zu seiner Familie nach Florida zurück.

Hintergründe
Diese erste Verfilmung von Thomas Harris' Roman ist heute nicht mehr so bekannt wie das spätere Werk Roter Drache von 2002. Der Grund dafür ist sicher die Darstellung des Serienmörders Hannibal Lecter in der Neuverfilmung durch Anthony Hopkins, der seit dem Erfolg von Das Schweigen der Lämmer (1991) und dessen Fortsetzung Hannibal (2001) als Idealbesetzung für diese Rolle gilt.

Brian Cox spielt Hannibal Lecktor (dessen Namensänderung gegenüber dem ursprünglichen Hannibal Lecter bis heute unerklärt geblieben ist, ebenso wie die falsche Schreibweise Dollarhyde gegenüber Dolarhyde in Harris' Buch) weniger dominant und wird in Manns Verfilmung auch nicht so herausgestellt wie in der Version von 2002. Außer Cox waren noch Brian Dennehy, John Lithgow, Mandy Patinkin und sogar Regisseur William Friedkin im Gespräch für die Rolle des Lecktor.

Das Haus der Grahams im Film ist in Wirklichkeit das des Künstlers Robert Rauschenberg.

Hannibal Lecktor sitzt seine Strafe im High Museum of Art in Atlanta ab.

Im Finale ist eine (gekürzte) Version des psychedelischen In-A-Gadda-Da-Vida von Iron Butterfly zu hören.

Ursprünglich war David Lynch als Regisseur vorgesehen.

Die Dreharbeiten mit einem Budget von 15 Millionen US-Dollar begannen am 9. September 1985 unter anderem in Atlanta (Georgia), Florida, Chicago (Illinois), Santa Cruz (Kalifornien), St. Louis (Missouri), Washington, D.C. und Wilmington (North Carolina) in den USA.

Das Bild des Roten Drachen

William Blake (1757–1827) malte eine ganze Reihe von Bildern, auf denen er den Roten Drachen (seine Vorstellung des Satans) darstellte; zwei davon tragen den Titel Der Große Rote Drache und die Frau, mit der Sonne bekleidet. Das erste Bild, das Harris auch im Roman beschreibt, stellt den Drachen über der Frau stehend dar und wird von Francis Dollarhyde bei der Ermordung seiner Opfer nachgeahmt.

Im Film zu sehen ist fälschlicherweise das zweite Bild, Der Große Rote Drache und die Frau, mit der Sonne bekleidet: Der Teufel ist herabgestiegen, das den Drachen über der Frau kreisend zeigt.

Synchronisation
Der Film wurde bei der Deutschen Synchron in Berlin vertont. Für Dialogbuch und -regie war Michael Richter verantwortlich.

Rezeption

Literatur
 Thomas Harris: Roter Drache. Der Roman zum Film. (Originaltitel: Red Dragon). Deutsch von Sepp Leeb. Taschenbuchausgabe. Heyne, München 2002, 454 S., ISBN 3-453-86158-2.

Weblinks

Einzelnachweise

Filmtitel 1986
Thriller
US-amerikanischer Film
Literaturverfilmung
Hannibal Lecter
Mediziner im Film
Traumafolgestörung im Film
Dissoziale Persönlichkeitsstörung im Film
Kannibalenfilm


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Cambodian Counterterror Police Question Opposition Leader's 'Mistress'
Neou Vannarin
FILE - Kem Sokha, center, speaks to reporters outside the Phnom Penh Municipality Court, April 8, 2015. An anti-terror official says Kem Sokha will most likely be questioned about audio recordings related to an alleged affair.
PHNOM PENH, CAMBODIA —
A woman who allegedly had an affair with Cambodian opposition leader Kem Sokha was questioned Friday by the Ministry of Interior's anti-terrorism department.
The 25-year-old hairdresser's name is Kum Chandaraty, but she has admitted to having set up a Facebook account with the name "Mon Srey," which has been linked to salacious audio recordings circulated online last week.
Chandaraty was called to appear at the anti-terrorism department in a court order issued after opposition activist Thy Sovanntha filed a defamation complaint.
Try Chhoun, a lawyer for Chandaraty, told reporters that her client denied defaming Kem Sokha, the deputy president of the Cambodia National Rescue Party (CNRP).
"The questioning this morning took more than three hours" and "touched at every issue related to the complaint," Chhoun said. "My client has denied all the allegations."
Chhoun said her client would continue to follow the court's orders.
Lieutenant General Y Sok Khy, director of the anti-terrorism department, confirmed to reporters that Chandaraty "did cooperate well with the authorities," but he declined to elaborate on the details of the interview.
His said his department would also likely have questions for Kem Sokha. But that does not necessarily mean the politician will be summoned, he said.
The recordings surfaced two weeks ago on social media and are purported to contain the voices of Kem Sokha and "Mon Srey," who were allegedly involved in an affair. It was also alleged in the recordings that Sovanntha was having an affair with Kem Sokha, which spurred the legal complaint.
The case has raised accusations of a politically motivated smear campaign. Kem Sokha, who is acting president of the CNRP, has said he will "not argue, not respond and not reply" to the recordings.
In an exclusive interview with VOA Khmer on Wednesday, Chandaraty denied the allegations and said her Facebook account under the name "Mon Srey" had been hacked a long time ago. She said the voice on the recordings was not hers.
Observers noted that it was unusual for anti-terror officials to conduct questioning in a defamation case. Ou Virak, head of local think tank Future Forum, told the VOA Khmer service that the court itself would usually conduct the questioning in such a case.
'Getting messy'
The court should also have investigated the authenticity of the audio recordings and tried to find out who may have been attempting to blackmail the opposition leader with lurid allegations, he said.
"One thing that I am so sorry about is that they should have investigated to find out who taped the audio or who exaggerated this issue," Virak said, adding that even if the recordings were genuine, the perpetrator should be punished. If the recordings are false, then authorities should investigate that, he said.
"There is a violation of the law, so it needs to be investigated. It is not related to terrorism at all," Virak added. "I think this issue is getting messy. It involves many things."
Ny Sokha, head of monitoring at the local human rights group Adhoc, which is providing legal support to Chandaraty, told VOA Khmer he was monitoring what he said was the irregular way authorities were handling the case.
"This case is strange," said Ny Sokha. "Strange, because it is just a defamation case, but the court delegated the investigation to the department of anti-terrorism, which works on significant cases. Normally, the court just investigates and questions on its own."
By way of explanation for his department's involvement, Sok Khy told reporters: "Number one, this is the department of anti-terrorism and anti-cross-border crime, and has a duty as judiciary police. Secondly, we are ordered by the prosecutors and we work under the police commissioner."
He said his department would investigate all issues relevant to the case, including the audio recordings.
"Actually, the final result will be sent to the court at the end, because I am working on the orders of the court," Sok Khy said.
Earlier allegations
It is not the first time allegations have been made about Kem Sokha having extramarital affairs. In 2013, a few months before the national elections that year, a middle-aged woman came forward claiming to have had relations with the opposition leader.
The woman and her mother filed a complaint at court over the affair, but the case disappeared after the elections, in which the CNRP made significant gains against the ruling party.
This report was produced in collaboration with VOA's Khmer service.
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text:
Getting to the Wisconsin State Fair
United States Wisconsin Milwaukee
All Milwaukee
Carrie Trousil
Carrie Trousil Becker is a long-time Milwaukee resident and freelance writer, contributing to TripSavvy and the Milwaukee Journal Sentinel, among others.
Visit Milwaukee
Getting to the Wisconsin State Fair is no easy feat -- expect some congestion. If you drive, you have two options: park on the fairgrounds, or park near the fairgrounds, as most homes and businesses in the area let you park in their lots or on their lawns for a fee. There are also many shuttle options, as well as riding the city bus.
Parking on the State Fair Grounds
Designated parking areas for the handicapped can be found at:
Gate 1 at 79th Street and Greenfield Avenue
Gate 7 on the north end of the Fair Park off Kearney Street
Gate 3 on 84th Street near the State Fair Transit Center. You will be directed to special parking areas.
Park free and take the Shuttle! The Shuttle from Watertown Plank Road Park-Ride Lot at HWY 45 operates to the State Fair Transit Center at Gate 4 every day of the Fair. Shuttles operate every 15 minutes from 7:30 a.m. until a half-hour after the fair closes.
Contact: For more details visit statefairshuttle.com or call (414) 344-6711
Milwaukee County Transit System Freeway Flyers
Park free at any of the following park-ride lots: Brown Deer Road west of I-43; Green Bay Road just north of Brown Deer Road; College Avenue at I-94 (both lots); Southridge Mall Parking Lot on Edgerton Avenue at 72nd Street; Whitnall/Hales Corners at I-43 east of S. 108th Street. Buses drop off and pick up at the State Fair Transit Center at Gate 4.
Freeway Flyers operate between 7:30 a.m. until a half-hour after the fair closes. Service is every half-hour except at the Brown Deer and Green Bay Road Park-Ride lots which have hourly service. Buses will serve the Green Bay Road Lot every hour at 20 minutes past (beginning at 7:20 a.m.) and the Brown Deer Lot will be served hourly at 30 minutes past the hour (beginning at 7:30 a.m.).
Milwaukee County Transit System Regular Routes
Take Route 23 straight to the fair! Route 23 runs to the fair every 15-20 minutes from 7 a.m. to 7 p.m. This service leaves from 2nd Street, just north of Wisconsin Avenue.
Catch the Route 23 bus home from State Fair at the State Fair Transit Center at Gate 4. This bus runs from 10 a.m. to Fair Close, with a frequency of 15 - 20 minutes until 7 p.m., and every 30 minutes thereafter.
Note to passengers: Not all Route 23 buses will serve State Fair, look for the Route 23 bus with a State Fair destination sign. Other Route 23 buses will operate the regular route.
Other local routes: Route 56 (Greenfield Ave.), Route 67 (N. 76th St.-S. 84th St.) and Route 76 (N. 60th-S. 70th St.) stop near State Fair Park entrances.
Contact: For more details visit RideMCTS.com or call (414) 344-6711
Go Riteway's State Fair Shuttle From Washington County
Go Riteway offers daily round-trip service throughout the day from two locations in Washington County. Daily departures being at Washington County Fair Park at 7:00 a.m., and the Life Church Parking Lot at 7:30 a.m.
Contact: For more details visit goriteway.com
Waukesha County Shuttle
Those in Waukesha County can ride to the fair from three convenient locations along I-94. The first bus departs Goerkes Corners (I-94/Hwy 18 Park & Ride at Barker Road) at 7:25 a.m., with departures every 30 minutes until 7:55 p.m. Departures from the Nagawaukee Park & Ride in Delafield (I-94 & Hwy 83) begin at 7:30 a.m., and depart every half hour until 7:30 p.m. Departures from the Meadowbrook Park & Ride in Pewaukee (I-94 & Hwy G) begin at 7:40 a.m. and depart every 30 minutes until 7:40 p.m. The shuttle drops off at the U.S. Cellular Main Gate with return trips every 30 minutes.
Contact: For more details visit the Wisconsin State Fair website or statefairshuttle.com
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Feeling hot this summer? Start refreshing underwater adventure with free online shooting game Beadz! 2: Under the Sea! Collect all the shining pearls before they hide in the shells. Remove the beads by making the groups of three or more of the same color and don't let any of them reach the end of the rope. Try to shoot various bonuses as soon as they appear for they won't stay there for long! Dive into fun with this addictive arcade game and collect all the underwater jewels before your rival does that in multiplayer mode.
Tiffany1. I don't think altruism eixsts, but it also depends on the scenario one is in. It is true that most people are motivated to do something only if there is either a personal gain, may it be money, or a feeling of satisfaction for doing a good deed. Most people always think about their happiness before the happiness of others. For example, if there was someone who was in a burning house and you were the only person around to help, would you? Yes,this is a true altruistic act that connects with our moral ethics. You could also argue that the person was saving another to gain satisfaction of knowing that you saved someone, but at the same time you would be risking your life.2. I really think it should not matter. If someone wants to do something positive for another person why should the reason of doing an act matter? Just let it be. If someone decides to do something nice and positive then there is no need to question them. Some people are kind and don't need to explain why they did something, and people who do an act to get some sort of personal gain like a good feeling of ones self aren't hurting anyone while doing so. In the end the outcome is two happy people.
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text:
Liam Sheedy has stepped down as Tipperary hurling manager
Tipperary hurling manager Liam Sheedy has announced his retirement from management, in a statemen...
Stephen Kisbey-Green
Tipperary hurling manager Liam Sheedy has announced his retirement from management, in a statement issued by the county on Monday morning.
Sheedy returned to the Tipp management team in 2018 after previously managing the team up until 2010. He won two All-Irelands as a manager, nine years apart, most recently in 2019, as well as two Munster titles in his first run as Tipp manager.
In the statement released by Tipperary early on Monday, Sheedy explained his reasons for stepping away:
"When I returned towards the end of 2018 as Tipperary SH Manager, it was with the primary objective of Tipperary winning another All-Ireland SH championship. We did so in 2019 and having completed 3 years, I have decided that now is the right time for me to step away.
"I have enjoyed the 3 years immensely and even though none of us expected or wished for the heartache and disruption that Covid-19 caused, I am well aware that sport, even when it was without attendances, played a big part in lifting people's spirits in the last 12 months," Sheedy's statement said.
"I could not have undertaken this role without the help and support of so many people. I want to sincerely thank my wonderful management and backroom teams. Eamon, Tommy, Darragh and Eoin were excellent in all that they did and their dedication was exemplary. I could not have asked for a better team around me.
"The players I worked with over the last 3 years are an incredible group. Their ability, attitude and commitment were inspiring. I want to thank them all very much and wish them the very best for the future.
"The Tipperary County Board officers, the Tipperary Supporters Club and Commercial Board, and our team sponsors, Teneo, provided constant top-class support and I am very grateful to them for all they did for the team and me.
"My wife Mags, and daughters Aisling and Gemma were, as always, totally supportive of me over the last 3 years and I want to say a big thank you to them and all my family for the invaluable encouragement they gave me at all times.
"I wish Tipperary well for the future, I have no doubt that they will enjoy many more successes."
The Tipperary County Board thanked Sheedy for his service at the county, and wished him well in his retirement.
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All Ireland Hurling Hurling Liam Sheedy Tipperary
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Beyonce's husband confessed that he had betrayed her: "Only family therapy saved us from divorce"
Rapper Jay Z gave a frank interview about his relationship with his wife. Rumors that in the family of Beyoncé and her producer, the popular rapper Jay Z, are not all smooth, appeared last spring.
Then the tabloids unearthed that the Carter-Knowles spouses stopped wearing engagement rings and even decided to live separately. Yes, and the artists themselves now and then gave reasons to doubt the welfare of their marriage.
First Beyonce in April 2016 released the album Lemonade, in which she mentioned a certain "Becky with beautiful hair," with which her husband was allegedly confused. The whole planet then wondered: who is this Becky, and does Beyonce really sing to herself? And then Jay Z also released a response plate - in his new album 4:44 he confessed to "frequent adventures" and sincerely asked forgiveness from his beloved. The record was incredibly touching, and the first song the rapper calls one of the best in his career.
Hints hints, but directly the couple never commented on the press for their relationship. And now Jay Zee suddenly decided to admit: yes, he really changed Beyonce. And only family therapy saved them from divorce.