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Turkey's Erdogan to visit Cairo with Syria high on agendaCHAPEL HILL, N.C. — Bill Belichick spent time after his NFL exit talking with college coaches wanting his thoughts on managing new wrinkles at their level that looked a lot like the pros. The two-minute timeout. The transfer portal as de facto free agency. Collectives generating name, image and likeness (NIL) money for athletes becoming like a payroll. The impending arrival of revenue sharing. It didn't take long for Belichick to envision how a college program should look based on his own NFL experience. "I do think there are a lot of parallels," Belichick said. And that's at least partly why the six-time Super Bowl-winning head coach is now taking over at North Carolina. Years of rapid change at the have only increased the professionalization of college football across the country, with schools adjusting staffing to handle growing duties once seemingly more fitting for a pro team. UNC just happens to be making the most audacious of those bets, bringing in a 72-year-old who has never coached in college and asking him to build what amounts to a mini-NFL front office. But plenty could follow. "I really think there's going to be some of those guys that maybe don't have a job in the NFL anymore," Kansas State general manager Clint Brown said, "and now that this is going to be structured in a way where there is a cap that that's going to be something they're interested in." The rapid changes in college athletics have fueled that, notably with players able to transfer and play right away without sitting out a year and be paid through NIL endorsement opportunities in the past five years. Recruiting is now just as much about bringing in veteran talent through the portal as signing recruits out of high school, mirroring the NFL with free agency and the draft, respectively. And a bigger change looms with revenue sharing, the result of a $2.78 billion legal settlement to antitrust lawsuits. Specifically, that model will allow the biggest schools to establish a pool of about $21.5 million for athletes in the first year, with a final hearing in that case set for April 2025. It will be up to schools to determine how to distribute that money and in which sports, though football's role as the revenue driver in college sports likely means a prominent cut everywhere as a direct parallel to a professional team's salary cap. Throw all that together, and it's why coaches are adjusting their staffs like Florida's Billy Napier interviewing candidates to be the Gators' general manager. "We're built to do it now," Napier said. "The big thing here is that we're getting ready to be in a business model. We have a cap. We have contracts. We have negotiation. We have strategy about how we distribute those funds, and it's a major math puzzle. "We're going to build out a front office here in the next couple of months, and it's primarily to help us manage that huge math problem," Napier added. "There'll be a ton of strategy around that. I'm looking forward to it." Still, that also explains why Nebraska head coach Matt Rhule, the former head coach of the NFL's Carolina Panthers, said: "This job as a head coach is a juggernaut. There's way more to do here than I had to do in the NFL." And it explains why the Tar Heels are betting on Belichick to be the right fit for today's changing climate. "If I was 16 of 17 years old, a coach who came at you and won how many Super Bowls? And he said, 'Come play for me,'" said New York Giants offensive lineman Joshua Ezeudu, now in his third year out of UNC. "I mean, that's pretty hard to turn down now, especially in this day and age, he's telling you to come play for him and he's offering you some money, too. I mean, you can't go wrong with that choice." The timing worked for UNC with Belichick, who was bypassed for some NFL openings after leaving the New England Patriots last year and instead spent months taking a closer look at the college game. Those conversations with coaches — some in the Atlantic Coast, Big Ten and Southeastern conferences, he said Thursday — made him understand how the changes in college aligned with his pro experience. "College kind of came to me this year," Belichick said. "I didn't necessarily go and seek it out." And his mere presence in Chapel Hill makes a difference, with athletic director Bubba Cunningham saying his "visibility" would likely allow the team to raise prices for advertising such as sponsorships and signage. Belichick is also hiring Michael Lombardi, a former NFL general manager and executive, as the Tar Heels' general manager. Cunningham also said the plan is for Belichick to continue his appearances on former NFL quarterbacks Peyton and Eli Manning's "Manningcast" broadcasts during Monday Night Football as well as ESPN's "The Pat McAfee Show" — all giving the coach the chance to promote himself and the program. Yet these steps to reshape football at North Carolina comes with a rising price. Belichick will make $10 million per year in base and supplemental pay, with the first three years of the five-year deal guaranteed, according to a term sheet released by UNC on Thursday. That's roughly double of former coach Mack Brown, whose contract outlined about $4.2 million in base and supplemental salary before bonuses and other add-ons. Additionally, Belichick's deal includes $10 million for a salary pool for assistant coaches and $5.3 million for support staff. That's up from roughly $8.1 million for assistants and $4.8 million for support staff for the 2022 season, according to football financial data for UNC obtained by The Associated Press. And those figures from 2022 under Brown were already up significantly from Larry Fedora's tenure with the 2017 season ($4 million for assistant coaches, $2.3 million for support staff). There is at least one area where the Tar Heels are set for Belichick's arrival: facilities. UNC spent more than $40 million on its football practice complex with an indoor facility (2018) as the biggest project, while other projects include $3 million in upgrades to the locker room and weight room (2019), $14.5 million on renovations to the Kenan Football Center (2022), even $225,000 on Brown's former office (2021). Now it's up to Belichick to rethink the approach to football here for the changing times. "We're taking a risk," Cunningham said. "We're investing more in football with the hope and ambition that the return is going to significantly outweigh the investment." AP Sports Writers Tom Canavan in New Jersey; Mark Long in Florida; and Eric Olson in Nebraska; contributed to this report. Get local news delivered to your inbox!

Humans are hungry for power. Everything in the world runs on electricity and power is in constant demand. To solve the geometric demand for more power, humans are reviving nuclear power plants, advancing fusion energy, investing in solar power, and building more traditional gas and oil plants. No matter how you make it, all these methods of creating electricity require a crucial piece of tech: transformers. According to IEEE Spectrum , there are not enough of them. A transformer does what the name suggests. You run electricity into it and it transforms the voltage, either up or down, and outputs it somewhere else. It’s a critical piece of technology that’s been in use for more than 100 years. They’re everywhere. There are small transformers in your phone charger and enormous industrial transformers that take up space in warehouses . And the world can’t make them fast enough. The industry has been signaling this is a problem for the past year. In April, energy analytics firm Wood Mackenzie released a report showing that lead time on transformers had jumped from 50 weeks in 2021 to 120 weeks in 2024. It’s worse if you need a larger transformer. With those, lead times can range from 80 to 210 weeks. That means if you’re building a power plant or substation, you might need to join a four-year waiting list to get a critical piece of infrastructure. The National Infrastructure Advisory Council (NIAC), a DHS-linked government organization, published a report detailing the problem back in June. Multiple trade publications released warnings about the transformer shortage following the report. So why the shortage? It’s simple economics. Demand is outstripping supply. Raw material costs have doubled since 2020. Many transformers use metals like copper and Grain Oriented Electrical Steel (GOES). Copper prices have risen 50 percent since 2020. GOES has doubled. The prices of both could increase even more after Trump takes office if he moves forward with proposed tariffs. We import a lot of stuff we use to make transformers from out of the country. “In the US, only around 20% of transformer demand can be met by domestic supply,” the Wood Mackenzie report explained. “Despite President Biden signing executive orders In June 2022 to help domestic manufacturers increase their production, funding has yet to be specified in any subsequent bills.” There’s only one plant in the U.S. that manufactures GOES. U.S. Senators Sherrod Brown (D-OH) and Bob Casey (D-PA) have both urged Washington to add GOES to existing steel tariffs to “shore up domestic production.” If that happens, it’ll make the transformer shortage worse. Casey and Brown want to protect American jobs, but according to the NIAC report, there are not enough people taking the jobs that already exist. “The domestic transformer manufacturing industry faces labor shortages due in part to the demands of training, working conditions, and some of the manufacturing facilities being in rural areas that offer a limited regional labor pool,” it explained in its report on the transformer shortage. “Domestic manufacturers indicated that a lack of workers is one of the largest impediments to expanding capacity. With distribution transformers in particular, manufacturers have found it necessary to add shifts to meet higher demand.” We’re building a lot of power-hungry things in the U.S. There are expensive crypto mines in Texas, data centers store online materials and fuel-hungry AI models, and cities are growing across the country. Demand for power isn’t going to shrink. Big Tech thinks the answer is advanced nuclear power plants . Reformers want sustainable and renewable energy like wind and solar. Oil and gas companies want to build carbon scrubbers and sell people greenwashed versions of the old methods. But all of those methods rely on transformers and we simply aren’t building enough of them.The School Bus Market: Trends, Size, Share, Growth, and Demand by 2031 12-13-2024 07:16 PM CET | Advertising, Media Consulting, Marketing Research Press release from: Data Bridge Market Research (DBMR) School Bus Market The school bus market is a critical component of the global transportation industry, ensuring safe and efficient transportation for millions of students daily. This segment has undergone significant transformation over the years, driven by technological advancements, evolving safety standards, and growing environmental awareness. By 2031, the school bus market is expected to witness robust growth, fueled by emerging trends and increasing demand for innovative solutions. Access Full 350 Pages PDF Report @ https://www.databridgemarketresearch.com/reports/global-school-bus-market School buses play a pivotal role in the education system, providing a reliable mode of transport for students. Their design prioritizes safety, with features like high visibility, reinforced structures, and advanced safety systems. The market for school buses has grown steadily due to the rising need for student transportation in urban and rural areas alike. In recent years, factors such as government regulations, advancements in technology, and environmental concerns have shaped the dynamics of this market. By examining trends, market size, share, and growth prospects, stakeholders can gain valuable insights into the future of the school bus industry. Key Trends in the School Bus Market Electrification of School Buses Electrification is one of the most transformative trends in the school bus market. Governments and organizations worldwide are pushing for greener alternatives to reduce carbon emissions. Electric school buses (ESBs) are gaining traction due to their zero-emission capabilities, lower operational costs, and support from government subsidies. Major manufacturers are investing heavily in developing efficient battery technologies and infrastructure to support this transition. Adoption of Advanced Safety Features With student safety being paramount, manufacturers are incorporating cutting-edge safety technologies. Features like GPS tracking, automated braking systems, collision avoidance, and surveillance cameras are becoming standard in modern school buses. These advancements not only enhance safety but also provide peace of mind to parents and school administrations. Integration of Smart Technologies Smart buses equipped with IoT (Internet of Things) capabilities are revolutionizing the market. Real-time tracking, route optimization, and predictive maintenance are some of the innovations enhancing operational efficiency. Additionally, these technologies allow for better communication between bus operators, parents, and schools, improving the overall user experience. Increasing Demand for Customization Educational institutions are seeking tailored solutions to meet their specific needs. From varying seating capacities to specialized designs for students with disabilities, customization has become a significant trend. Manufacturers are responding with flexible designs and modular options to cater to diverse requirements. Focus on Sustainability Environmental concerns are driving demand for sustainable solutions in the school bus market. Besides electrification, there is a growing interest in alternative fuels such as compressed natural gas (CNG) and propane. These options provide a cleaner alternative to traditional diesel-powered buses while being cost-effective. Market Size and Share Data Bridge Market Research projects that the global school bus market, which was valued at USD 1.29 billion in 2023, is expected to reach USD 1.76 billion by 2031, growing at a CAGR of 3.96% during the forecast period of 2024-2031. The "electric" dominate the by powertrain type segment of global school bus market due to their eco-friendly nature, reduced emissions, and lower operating costs compared to traditional diesel buses. In addition to the insights on market scenarios such as market value, growth rate, segmentation, geographical coverage, and major players, the market reports curated by the Data Bridge Market Research also include in-depth expert analysis, geographically represented company-wise production and capacity, network layouts of distributors and partners, detailed and updated price trend analysis and deficit analysis of supply chain and demand. Regional Insights North America North America holds a substantial share of the school bus market, driven by stringent safety regulations and high demand for advanced transportation solutions. The U.S. and Canada are leading the adoption of electric school buses, supported by government incentives and robust infrastructure. Europe Europe is witnessing steady growth, with countries like the UK, Germany, and France investing in green transportation initiatives. The push for sustainable mobility and advanced safety standards is propelling market expansion in this region. Asia-Pacific The Asia-Pacific region is emerging as a lucrative market, fueled by increasing student populations and rapid urbanization. Countries like China and India are focusing on expanding their educational infrastructure, driving demand for school buses. Additionally, the adoption of electric and hybrid buses is gaining momentum in this region. Latin America and Middle East & Africa These regions are also contributing to the global market growth, with improving educational systems and growing investments in transportation infrastructure. While these markets are currently smaller in comparison, they offer significant growth potential in the coming years. Growth Prospects The school bus market is expected to grow at a compound annual growth rate (CAGR) of over 5% during the forecast period, reaching a substantial market value by 2031. Factors such as increasing urbanization, rising disposable incomes, and growing emphasis on education are driving this growth. The transition towards electric and hybrid models is also a significant growth driver, supported by favorable policies and advancements in battery technology. Challenges and Opportunities While the market presents immense growth opportunities, it is not without challenges. High initial costs of electric buses and inadequate charging infrastructure remain significant barriers. However, ongoing innovations and government initiatives to build a robust infrastructure are expected to mitigate these challenges over time. The rising focus on autonomous school buses also presents a promising avenue for future growth. Demand Outlook by 2031 The demand for school buses is projected to surge in the coming years, driven by the following factors: Rising Student Enrollments Increasing student populations worldwide are creating a greater need for efficient transportation solutions. Governments and private institutions are investing in expanding their fleet of school buses to meet this demand. Government Support and Policies Subsidies, grants, and favorable regulations are encouraging the adoption of modern, eco-friendly school buses. Policies aimed at phasing out older, polluting vehicles are also contributing to market growth. Technological Advancements Innovations in electric and autonomous driving technologies are making school buses more efficient and appealing to educational institutions. These advancements are expected to drive demand further. Focus on Rural Transportation Governments in developing regions are emphasizing rural education and transportation, creating new opportunities for market expansion. The introduction of cost-effective and durable buses is helping address the challenges of providing transportation in remote areas. Browse Trending Reports: https://aimarketresearch2024.blogspot.com/2024/12/information-technology-operations.html https://aimarketresearch2024.blogspot.com/2024/12/subscription-and-billing-management.html https://aimarketresearch2024.blogspot.com/2024/12/vascular-ultrasonography-market-size.html https://aimarketresearch2024.blogspot.com/2024/12/outdoor-motion-sensor-lights-market.html Conclusion The school bus market is on the brink of a significant transformation, with electrification, safety advancements, and smart technologies shaping its future. By 2031, the market is expected to experience substantial growth, driven by increasing demand for sustainable and efficient transportation solutions. Stakeholders, including manufacturers, policymakers, and educational institutions, must collaborate to address challenges and seize emerging opportunities. As the industry evolves, the focus will remain on delivering safe, reliable, and eco-friendly transportation for students worldwide. About Data Bridge Market Research: Data Bridge set forth itself as an unconventional and neoteric Market research and consulting firm with unparalleled level of resilience and integrated approaches. We are determined to unearth the best market opportunities and foster efficient information for your business to thrive in the market. Data Bridge endeavors to provide appropriate solutions to the complex business challenges and initiates an effortless decision-making process. Contact Us: Data Bridge Market Research US: +1 614 591 3140 UK: +44 845 154 9652 APAC : +653 1251 975 Email: corporatesales@databridgemarketresearch.com" This release was published on openPR.

Jeff Graham’s heart sank when he showed up Sunday morning to see that the roof on his beloved Bayfield business, the Albion Hotel, had collapsed. “Initially on Sunday when we arrived, the talk was ‘This is dangerous.’ The Black Dog Restaurant could be in trouble, too. We need to tear this building down right away,” said the Albion’s owner. But following inspections by several engineers throughout the week, Graham said the iconic Albion Hotel will not be torn down. In fact, it will most certainly be rebuilt. “Leigh and I plan to rebuild the Albion and bring it back to its glory. The Municipality and the Heritage Committee are standing right behind us and want the same thing,” said Graham. So too does the community, and local history buffs, who watched in horror as their beloved Bayfield landmark, built in the 1840s and faithfully restored in 1964, sat in near ruins Sunday morning. Work to protect the damaged Albion Hotel following its roof collapse on Sunday, Dec. 8, 2024, seen on Dec. 10. (Scott Miller/CTV News London) “The way the roof had collapsed and thinking about how old the brick was and not knowing if the foundation sides that they're talking about were safe. No, it's awesome news,” said Barbara Durand, president of the Bayfield Historical Society. Graham said engineers determined the roof split at the peak and just folded out and essentially sat down on the second floor, which miraculously didn’t cause as much damage as feared to the 145-year-old structure. “There is damage, but not like we thought. So, that's a very positive thing. The walls, all the corners are very strong still,” said Graham. A temporary plywood and tarp roof was installed on the Albion on Wednesday. Graham said brick work will start on Monday and new roof trusses have already been ordered, which he hopes means the Albion will have a new roof by late January or early February. Sign on the Albion Hotel, seen on Dec. 9, 2024, following its roof collapse on Sunday, Dec. 8. (Scott Miller/CTV News London) More work to restore the interior will need to be done, so Graham can’t say when but he can say that the Albion will be restored and will reopen to the public again. The historical plaque that once sat out front of the Albion will also be put back in its rightful place. “We kept this plaque for when the building reopens and we all get to go and put this on the front of the building and we'll throw the hugest party that Bayfield has ever seen. I can't wait for that day for all of us to do that together,” said Graham. Albion Hotel Owner Jeff Graham, seen on Dec. 11, 2024, holds a historical plaque he rescued from his damaged business following its roof collapse on Sunday, Dec. 8. (Source: Jeff Graham) The Bayfield Historical Society, who installed the Albion’s plaque several years ago, can’t wait for re-opening day, either. “We would really love to be there, when the plaque is placed back on a restored building,” said Durand. In the meantime, more than $75,000 has been raised by the community to help keep the Albion’s 27 employees afloat during restoration. “We plan to fight tooth and nail to get the Albion back to the way it was. We can’t thank the community enough for their support,” said Graham. Shopping Trends The Shopping Trends team is independent of the journalists at CTV News. We may earn a commission when you use our links to shop. Read about us. 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David Hilzenrath, Jodie Fleischer, Cox Media Group | (TNS) KFF Health News In March, newly installed Social Security chief Martin O’Malley criticized agency “injustices” that “shock our shared sense of equity and good conscience as Americans.” He promised to overhaul the Social Security Administration’s often heavy-handed efforts to claw back money that millions of recipients — including people who are living in poverty, are elderly, or have disabilities — were allegedly overpaid, as described by a KFF Health News and Cox Media Group investigation last year. “Innocent people can be badly hurt,” O’Malley said at the time. Nearly eight months since he appeared before Congress and announced a series of policy changes, and with two months left in his term, O’Malley’s effort to fix the system has made inroads but remains a work in progress. For instance, one change, moving away from withholding 100% of people’s monthly Social Security benefits to recover alleged overpayments, has been a major improvement, say advocates for beneficiaries. “It is a tremendous change,” said Kate Lang of Justice in Aging, who called it “life-changing for many people.” The number of people from whom the Social Security Administration was withholding full monthly benefits to recoup money declined sharply — from about 46,000 in January to about 7,000 in September, the agency said. Asked to clarify whether those numbers and others provided for this article covered all programs administered by the agency, the SSA press office did not respond. Another potentially significant change — relieving beneficiaries of having to prove that an overpayment was not their fault — has not been implemented. The agency said it is working on that. Meanwhile, the agency seems to be looking to Congress to take the lead on a change some observers see as crucial: limiting how far back the government can reach to recover an alleged overpayment. Barbara Hubbell of Watkins Glen, New York, called the absence of a statute of limitations “despicable.” Hubbell said her mother was held liable for $43,000 because of an SSA error going back 19 years. “In what universe is that even legal?” Hubbell said. Paying down the overpayment balance left her mother “essentially penniless,” she added. In response to questions for this article, Social Security spokesperson Mark Hinkle said legislation is “the best and fastest way” to set a time limit. Establishing a statute of limitations was not among the policy changes O’Malley announced in his March congressional testimony. In an interview at the time, he said he expected an announcement on it “within the next couple few months.” It could probably be done by regulation, without an act of Congress, he said. Speaking generally, Hinkle said the agency has “made substantial progress on overpayments,” reducing the hardship they cause, and “continues to work diligently” to update policies. The agency is underfunded, he added, is at a near 50-year low in staffing, and could do better with more employees. The SSA did not respond to requests for an interview with O’Malley. O’Malley announced the policy changes after KFF Health News and Cox Media Group jointly published and broadcast investigative reporting on the damage overpayments and clawbacks have done to millions of beneficiaries. When O’Malley, a former Democratic governor of Maryland, presented his plans to three congressional committees in March, lawmakers greeted him with rare bipartisan praise. But the past several months have shown how hard it can be to turn around a federal bureaucracy that is massive, complex, deeply dysfunctional, and, as it says, understaffed. Now O’Malley’s time may be running out. Lang of Justice in Aging, among the advocacy groups that have been meeting with O’Malley and other Social Security officials, said she appreciates how much the commissioner has achieved in a short time. But she added that O’Malley has “not been interested in hearing about our feelings that things have fallen short.” One long-standing policy O’Malley set out to change involves the burden of proof. When the Social Security Administration alleges someone has been overpaid and demands the money back, the burden is on the beneficiary to prove they were not at fault. Cecilia Malone, 24, a beneficiary in Lithonia, Georgia, said she and her parents spent hundreds of hours trying to get errors corrected. “Why is the burden on us to ‘prove’ we weren’t overpaid?” Malone said. It can be exceedingly difficult for beneficiaries to appeal a decision. The alleged overpayments, which can reach tens of thousands of dollars or more, often span years. And people struggling just to survive may have extra difficulty producing financial records from long ago. What’s more, in letters demanding repayment, the government does not typically spell out its case against the beneficiary — making it hard to mount a defense. Testifying before House and Senate committees in March, O’Malley promised to shift the burden of proof. “That should be on the agency,” he said. The agency expects to finalize “guidance” on the subject “in the coming months,” Hinkle said. The agency points to reduced wait times and other improvements in a phone system known to leave beneficiaries on hold. “In September, we answered calls to our national 800 number in an average of 11 minutes — a tremendous improvement from 42 minutes one year ago,” Hinkle said. Still, in response to a nonrepresentative survey by KFF Health News and Cox Media Group focused on overpayments, about half of respondents who said they contacted the agency by phone since April rated that experience as “poor,” and few rated it “good” or “excellent.” The survey was sent to about 600 people who had contacted KFF Health News to share their overpayment stories since September 2023. Almost 200 people answered the survey in September and October of this year. Most of those who said they contacted the agency by mail since April rated their experience as “poor.” Jennifer Campbell, 60, a beneficiary in Nelsonville, Ohio, said in late October that she was still waiting for someone at the agency to follow up as described during a phone call in May. “VERY POOR customer service!!!!!” Campbell wrote. “Nearly impossible to get a hold of someone,” wrote Kathryn Duff of Colorado Springs, Colorado, who has been helping a disabled family member. Letters from SSA have left Duff mystified. One was postmarked July 9, 2024, but dated more than two years earlier. Another, dated Aug. 18, 2024, said her family member was overpaid $31,635.80 in benefits from the Supplemental Security Income program, which provides money to people with little or no income or other resources who are disabled, blind, or at least 65. But Duff said her relative never received SSI benefits. What’s more, for the dates in question, payments listed in the letter to back up the agency’s math didn’t come close to $31,635.80; they totaled about a quarter of that amount. Regarding the 100% clawbacks, O’Malley in March said it’s “unconscionable that someone would find themselves facing homelessness or unable to pay bills, because Social Security withheld their entire payment for recovery of an overpayment.” He said that, starting March 25, if a beneficiary doesn’t respond to a new overpayment notice, the agency would default to withholding 10%. The agency warned of “a short transition period.” That change wasn’t automated until June 25, Hinkle said. The number of people newly placed in full withholding plummeted from 6,771 in February to 51 in September, according to data the agency provided. SSA said it would notify recipients they could request reduced withholding if it was already clawing back more than 10% of their monthly checks. Nonetheless, dozens of beneficiaries or their family members told KFF Health News and Cox Media Group they hadn’t heard they could request reduced withholding. Among those who did ask, roughly half said their requests were approved. According to the SSA, there has been almost a 20% decline in the number of people facing clawbacks of more than 10% but less than 100% of their monthly checks — from 141,316 as of March 8 to 114,950 as of Oct. 25, agency spokesperson Nicole Tiggemann said. Meanwhile, the number of people from whom the agency was withholding exactly 10% soared more than fortyfold — from just over 5,000 to well over 200,000. And the number of beneficiaries having any partial benefits withheld to recover an overpayment increased from almost 600,000 to almost 785,000, according to data Tiggemann provided. Lorraine Anne Davis, 72, of Houston, said she hasn’t received her monthly Social Security payment since June due to an alleged overpayment. Her Medicare premium was being deducted from her monthly benefit, so she’s been left to pay that out-of-pocket. Davis said she’s going to need a kidney transplant and had been trying to save money for when she’d be unable to work. Related Articles National News | California case is the first confirmed bird flu infection in a US child National News | Colorado funeral home owners who let bodies decay plead guilty to 191 counts of corpse abuse National News | Another E. coli recall: falafel bites from Florida, California and 16 other states National News | US budget airlines are struggling. Will pursuing premium passengers solve their problems? National News | Hyundai, Kia recall over 208,000 electric vehicles to fix problem that can cause loss of power A letter from the SSA dated April 8, 2024, two weeks after the new 10% withholding policy was slated to take effect, said it had overpaid her $13,538 and demanded she pay it back within 30 days. Apparently, the SSA hadn’t accounted for a pension Davis receives from overseas; Davis said she disclosed it when she filed for benefits. In a letter to her dated June 29, the agency said that, under its new policy, it would change the withholding to only 10% if she asked. Davis said she asked by phone repeatedly, and to no avail. “Nobody seems to know what’s going on” and “no one seems to be able to help you,” Davis said. “You’re just held captive.” In October, the agency said she’d receive a payment — in March 2025. Marley Presiado, a research assistant on the Public Opinion and Survey Research team at KFF, contributed to this report. ©2024 KFF Health News. Distributed by Tribune Content Agency, LLC.

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A new painting adorning the Army Chief’s lounge, where he greets visiting dignitaries, has miffed the veteran community. The new painting replaced the one showing the surrender during the 1971 Bangladesh war . Army sources said the new painting, ‘Karam Kshetra – Field of Deeds’, done by Lt. Col. Thomas Jacob of the 28 Madras regiment, portrays the Army as a “guardian of Dharma, fighting not merely as a defender of the nation but to uphold justice and protect the nation’s values”, and also captures the Army’s evolution into a “technologically advanced, integrated force”. It shows snow-capped mountains in the backdrop, with the Pangong Tso lake in Eastern Ladakh on the right, and Garuda and Krishna’s chariot on the left, along with Chanakya and modern equipment such as tanks, all-terrain vehicles, infantry vehicles, patrol boats, indigenous Light Combat Helicopters and Apache attack helicopters. “If one were to sum up, it signifies a country with a rich civilisation, one which has always believed in righteous cause, just use of force where needed, with renowned scholars, statesmen and strategists. It has a courageous, modern and capable Army which is always ready to defend its borders and interests,” Army sources said. This painting represents the Indian Army’s timeless commitment to righteousness, as drawn from the teachings of the Mahabharata, sources said. “It portrays the Army as a guardian of Dharma, fighting not merely as a defender of the nation but to uphold justice and protect the nation’s values. This inspiration is complemented by the strategic and philosophical wisdom of Chanakya, whose principles guide the Army’s approach to leadership, diplomacy, and warfare,” a source said. Of late, there has been a major effort to study ancient Indian texts and integrate India’s “ancient strategic acumen” into the contemporary military domain, and develop an “indigenous strategic vocabulary”, rooted in India’s “philosophy and culture”. Sources said the new painting reflects how the modern Indian Army is equipped with cutting-edge systems, seamless coordination across land, air, and sea, and the readiness to strike swiftly and decisively against adversaries. “At its core, the painting honours the Army’s legacy of sacrifice, discipline, and valour, while highlighting its preparedness to meet future challenges with unwavering resolve,” sources added. However, several veterans expressed concern on social media over the reason behind the move. Former Northern Army Commander Lt. Gen. H.S. Panag posted, “The photo/painting symbolising India’s first major military victory in a 1000 years and also first as a united nation, in 1971, has been removed by a hierarchy which believes that mythology, religion and distant fragmented feudal past will inspire future victories.” “We are hitting the “absolute pits” and sadly my NDA course-mates are in the frame,” said a veteran on ‘X’ referring to the iconic picture. The iconic picture from 1971 shows Lt. Gen. Niazi of Pakistan Army signing the instrument of surrender in East Pakistan in front of Indian Army’s Lt. Gen. Aurora that saw the surrender of 90,000 Pakistani soldiers and the birth of Bangladesh. “One wonders what is the aim behind removal of the iconic 1971 Dacca surrender photo,” said Air Vice Marshal Manmohan Singh (Retd.) said on ‘X’. “Dignitaries & military heads of other countries meet the Army Chief here & see the symbol of the GREATEST EVENT IN INDIA’s & Indian Army’s history. Now, this ham-handed effort - at what?,” he observed. It is not clear where the old painting was shifted to. Published - December 13, 2024 11:51 pm IST Copy link Email Facebook Twitter Telegram LinkedIn WhatsApp Reddit Explaining 1971 Amid Bangladesh liberation anniversary, role of India, U.S. in 1971 in spotlight Vijay Diwas | PM Modi pays tribute to heroes of India's win over Pakistan in 1971 war Bangladesh War of Liberation is the bedrock of its ties with India, says Indian envoy Bangladesh is building memorial to honour Indian heroes of 1971 war The 1971 war | The liberation of Bangladesh, 50 years ago India is proud to have been a friend, partner in the Liberation War of Bangladesh: President Murmu defenceShortly after her 2012 heart attack, O'Donnell shared her experience on her blog. During her 2015 television standup special, she spoke about how the experience changed her life. The segment included a heart attack acronym the comedian coined: HEPPP (hot, exhausted, pain, pale, puke). O'Donnell's candidness about her heart attack helped spread awareness about how it can present differently in women. She's one of countless celebrities over the years who have opened up about their health conditions, including breast cancer, HIV, depression, heart disease and stroke. When celebrities reveal and discuss their health issues, the impact can be far-reaching. It not only helps to educate the public, but it also can reduce stigma and inspire others. "Health disclosures by celebrities do matter, and we know this from decades of research across a lot of different health conditions and public figures," said Dr. Jessica Gall Myrick, a professor of health communication at Pennsylvania State University in University Park. "They absolutely do influence people." Some of the earliest celebrity health disclosures happened in the 1970s and 1980s with U.S. presidents and first ladies. When first lady Betty Ford was diagnosed with breast cancer just weeks after Gerald Ford became president in 1974, she spoke openly about her diagnosis, inviting photographers into the White House and helping make talk of cancer less taboo. In 1987, first lady Nancy Reagan used her breast cancer diagnosis as a chance to advocate for women to get mammograms. Her disclosure came two years after President Ronald Reagan's colon cancer diagnosis, about which the couple was equally as vocal. "Individuals throughout the country have been calling cancer physicians and information services in record numbers," the Los Angeles Times reported after Nancy Reagan's widely publicized surgery. The public showed a similar interest years earlier following Betty Ford's mastectomy. Another major milestone in celebrity health disclosures came in 1991, when 32-year-old NBA superstar Earvin "Magic" Johnson revealed he had tested positive for HIV, the virus that causes AIDS. "Life is going to go on for me, and I'm going to be a happy man," Johnson assured fans during a news conference. He immediately retired, only to return to the Los Angeles Lakers in 1996. His disclosure, along with his work as an advocate for safe sex, helped shatter stigmas around HIV and AIDS. Calls to testing centers increased significantly in the days and weeks after Johnson's announcement. "That celebrity disclosure really helped people see there was a wider susceptibly to HIV," Gall Myrick said. "People were more likely to say, 'I need to think about my own risks.' It was very powerful." When it comes to heart and stroke health, President Dwight Eisenhower helped make heart attacks less frightening and mysterious. During a news conference in 1955, millions of Americans learned from the president's doctors about his heart condition, his treatment, and concrete steps they could take to reduce their own heart attack risk. Other notable figures have shared their health experiences over the years. Soap opera legend Susan Lucci , who was diagnosed with heart disease in 2018, has advocated for women's heart health. Basketball great Kareem Abdul Jabbar talks about his irregular heartbeat, known as atrial fibrillation, and advocates for regular health screenings. Lawyer, author and television personality Star Jones continues to speak about heart disease risk after having lifesaving heart surgery in 2010. Longtime TV and radio personality Dick Clark brought stroke and aphasia into the national spotlight when he returned to hosting "New Year's Rockin' Eve" in Times Square just a year after his 2004 stroke and continued until his death in 2012. And actor and comedian Jamie Foxx recently revealed he had a stroke last year. "Celebrity disclosures represent teachable moments," said Dr. Seth M. Noar, director of the Communicating for Health Impact Lab at the University of North Carolina in Chapel Hill. "Searches for different health conditions often spike in the wake of these types of announcements. They cause people to think about these health issues, learn more about them, and in some cases change their behaviors." Celebrities have also highlighted the importance of CPR and the use of an automated external defibrillator, or AED, to restore a person's heartbeat if they experience cardiac arrest. Interest in CPR and AEDs spiked in 2023 after Buffalo Bills safety Damar Hamlin went into cardiac arrest during an NFL game broadcast on national TV. Views of the American Heart Association's hands-only CPR pages jumped more than 600% in the days following Hamlin's cardiac arrest. Three months later, around 3 million people had watched the AHA's CPR video. Listen now and subscribe: Apple Podcasts | Spotify | Stitcher | RSS Feed | SoundStack | All Of Our Podcasts Family members of celebrities who have died from a heart issue have also spread awareness. After actor John Ritter died of an undiagnosed aortic dissection in 2003, his wife, actor Amy Yasbeck, started the Ritter Foundation to raise awareness about the condition and help others avoid a misdiagnosis. A literature review published in Systematic Reviews in 2017 found that people are conditioned to react positively to celebrity advice. Research also has found that people often follow advice from celebrities who match how they perceive – or how they want to perceive – themselves. The most effective celebrity disclosures are frequently the ones that tell a compelling story and include clear steps people can take to apply lessons the celebrity learned to their own health situation, Gall Myrick said. "People are more likely to take action when they feel confident and capable." Research has shown that celebrity disclosures often impact calls to hotlines and page views on health-related websites, and they can spark behavioral and even policy changes. Anecdotally, Gall Myrick said, people ask their doctor more questions about health conditions and request medical screenings. Celebrities can have a big impact because people tend to have parasocial relationships with them, Gall Myrick said. These are one-sided relationships in which a person feels an emotional connection with another person, often a celebrity. People may feel as if they know the basketball player they've watched on the court for years, or the Hollywood actor they've followed, she said. They want to comfort them after a health disclosure. Social media has only increased this feeling of familiarity, as celebrities regularly share mundane – but fascinating – details of their daily lives, like what they eat for breakfast, their favorite socks, or the meditation they do before bed. "We spend a lifetime being exposed to celebrities through the media, and over time, you get to know these public figures," Gall Myrick said. "Some feel like friendships." A study published in the journal Science Communication in 2020 compared reactions to actor Tom Hanks, who had COVID-19 early in the pandemic, and an average person with COVID-19. Researchers found that participants identified more with Hanks when it came to estimating their own susceptibility to COVID-19. The participants also felt more emotional about the virus that causes COVID-19 when thinking about it in relation to Hanks versus an average person. When a celebrity reveals a health condition, it's a surprise that may feel personal, especially if they are well-liked and the health issue is dramatic and sudden. "We feel like we know them, and the emotional response is what can then push people out of their routine," Gall Myrick said. Noar said a celebrity health story is often a more interesting and powerful way to learn about a health condition than just the facts, which can feel overwhelming. People are drawn to the slew of media coverage that typically follows a celebrity disclosure, he said. "Some of these high-visibility public figures' stories are now woven into some of these illnesses," Noar said. For example, Angelina Jolie is often linked to the BRCA1 gene mutation after the actor shared she had a preventive double mastectomy because of her elevated breast cancer risk and had her ovaries and fallopian tubes removed because of her increased risk for ovarian cancer. "It's a narrative, a story that humanizes the condition in a way that very informational communication really doesn't," Noar said. "People remember it, and it can potentially be a touch point." After a disclosure, patients may bring up a celebrity's story during a doctor's appointment and connect it to their own care. Today's multiplatform digital culture only amplifies celebrity messages. "You're seeing everyday people react to these events, and that can have a ripple effect too," Gall Myrick said. "We know from research that seeing messages more than once can be impactful. Often it's not just one billboard or one commercial that impacts behavior; it's the drip drip drip over time." Still, there's a cautionary tale to be told around the impact of celebrity health news, especially if the celebrity has died. An unclear cause of death may lead to speculation. Gall Myrick said that guesswork could potentially end up hurting rather than helping if patients were to act on misinformation or a lack of information. "Maybe the death was atypical or it needs more context," she said. "That's where advocacy groups and public health organizations come in. They need to be prepared for announcements or disclosures about celebrity deaths, and to fill in some of those gaps." American Heart Association News covers heart and brain health. Not all views expressed in this story reflect the official position of the American Heart Association. Copyright is owned or held by the American Heart Association, Inc., and all rights are reserved.

King and PM honour former US president Jimmy Carter after his death aged 100

Gen Bajwa advocated talks with TTP: Omar Ayub General Bajwa told National Security Committee meeting that all conflicts end through negotiations, says NA opposition leader Pakistan Tehreek-e-Insaf's (PTI) Opposition Leader in the National Assembly Omar Ayub. — Facebook@OmarAyubKhan/File ISLAMABAD: Leader of the Opposition in the National Assembly and senior leader of Pakistan Tehreek-e-Insaf Omar Ayub Khan Friday claimed that it was General Bajwa who had advocated talks with Tehreek-e-Taliban Pakistan (TTP). googletag.cmd.push(function() { googletag.display('div-gpt-ad-1700472799616-0'); }); Responding to DG ISPR’s press conference, he set the record straight by noting on X, “DG ISPR should know that it was General Bajwa who advocated peace talks with TTP.” “In response to a question about peace negotiations with the TTP in the National Security Committee’s meeting in 2021, General Bajwa told the participants that all conflicts end through negotiations,” Omar Ayub wrote. The meeting, he noted, was attended by all the top leadership and parliamentarians of PPP, PMLN, PTI and other parties in parliament. Omar Ayub also wrote, “In response to DG ISPR’s other allegations “In response to DG ISPR’s other allegations against PTI, it appears that he was handed the same old script he has been reading out in the last few months (that has been rejected time and again), and he has read it out again. The same thing happened to President Yelstin of the Russian Federation when his assistant handed him a speech to read but mistakenly added a copy of the same speech. President Yelstin read out his speech and then continued to reread and repeat his speech when he realized that he was rereading the speech”. Separately, the National Assembly’s former speaker Asad Qaiser said there was a deep concern over the current situation with Afghanistan, and both countries should resolve this situation through dialogue and diplomatic channels. In a statement, Asad Qaiser said, “We have a religious and blood relationship with Afghanistan and deep ties.” He said the current situation could create instability in the region and the federal government should take all parties into confidence on this issue. Qaiser said the matter should be taken forward according to their suggestions by forming a Jirga consisting of the political leadership of Khyber Pakhtunkhwa. “We are fed up with wars for 40 to 50 years. Such a situation with a brotherly Islamic country is not acceptable. War, violence and aggression are not solution to any problem. Pakistan and Afghanistan should put their concerns before each other,” he maintained. Meanwhile, PTI Information Secretary Sheikh Waqas Akram Friday underlined the need for course correction and introspection, as Pakistan and its 240 million people had been bearing the brunt of the state machinery’s wrong and misguided priorities since long. “It is the state’s responsibility to uphold justice and ensure fair play rather than resorting to intimidation, coercion and threat,” he said in reaction to the news conference of the director general ISPR earlier in the day. He emphasized that justice could not be served by making decisions with preconceived notions and biases, as such decisions could not be accepted as just. He contended that the power to punish or reward individuals lay solely with the judicial system, as mandated by the Constitution, warning that allowing defence institutions to establish their own courts would have devastating consequences for the state’s justice system and the constitutional framework as a whole. The PTI spokesman noted that this was precisely why decisions delivered by independent constitutional courts were universally recognized and respected, whereas those made by military courts were not accepted anywhere in the world. Waqas pointed out that the alarming decline in the state’s rational thinking, decision-making and overall governance had been the primary catalyst for the prevailing chaos and conflict plaguing the country. He argued that the state’s narrative, built on deeply flawed, unrealistic and hateful foundations, was the primary driver of escalating tensions and confrontation between the people and state institutions. Waqas warned that the growing trend of labeling critics of the government and its decision-makers as chaotic or anti-state would have disastrous repercussions for Pakistan. He said peaceful protest was a fundamental democratic and constitutional right of every political party; therefore, the government’s decision to block the PTI’s protest by placing shipping containers across the route was utterly incomprehensible and unjustified. He asked why Article 245 was invoked, roads blocked and peaceful and unarmed workers were arbitrarily detained and demonized, turning innocent citizens into perceived troublemakers. Waqas said millions of Pakistanis actively engaged in national discussions on the media and social media platforms, exercising their critical thinking and expressing their opinions based on their consciousness and available information under a modern and automated system. He stressed that the state’s indiscriminate crackdown on its citizens, addressing critical opinions and legitimate criticism as hostile attacks, only served to escalate tensions and perpetuate a culture of lawlessness in Pakistan.NoneWASHINGTON , Dec. 10, 2024 /PRNewswire/ -- Danaher Corporation DHR announced today that its Board of Directors has approved a regular quarterly cash dividend of $0.27 per share of its common stock, payable on January 31, 2025 to holders of record on December 27, 2024 . ABOUT DANAHER Danaher is a leading global life sciences and diagnostics innovator, committed to accelerating the power of science and technology to improve human health. Our businesses partner closely with customers to solve many of the most important health challenges impacting patients around the world. Danaher's advanced science and technology - and proven ability to innovate - help enable faster, more accurate diagnoses and help reduce the time and cost needed to sustainably discover, develop and deliver life-changing therapies. Focused on scientific excellence, innovation and continuous improvement, our approximately 63,000 associates worldwide help ensure that Danaher is improving quality of life for billions of people today, while setting the foundation for a healthier, more sustainable tomorrow. Explore more at www.danaher.com . View original content: https://www.prnewswire.com/news-releases/danaher-announces-quarterly-dividend-302328121.html SOURCE Danaher Corporation © 2024 Benzinga.com. Benzinga does not provide investment advice. All rights reserved.

It wasn't that long ago when cigarettes and soda were go-to convenience store vices, glamorized in movies and marketed toward, well, everyone. Then, lawmakers and voters raised taxes on cigarettes, and millions of dollars went into public education campaigns about smoking's harms. Decades of news coverage chronicled how addictive and dangerous cigarettes were and the enormous steps companies took to hide the risks and hook more users. The result: a radical shift in social norms that made it less acceptable to smoke and pushed cigarette use to historic lows, especially among minors. New UC Berkeley research suggests sugar-sweetened beverages may be on a similar path. The city of Berkeley's first-in-the-nation soda tax a decade ago, along with more recent Bay Area tax increases on sugar-sweetened drinks, have not only led to reduced sales. They are also associated with significant changes in social norms and attitudes about the healthfulness of sweet drinks, said Kristine A. Madsen, a professor at UC Berkeley's School of Public Health and senior author of a paper published Nov. 25 in the journal BMC Public Health. Over the span of just a few years, taxes coupled with significant media attention significantly affected the public's overall perceptions of sugar-sweetened beverages, which include sodas, some juices and sports drinks. Such a shift in the informal rules surrounding how people think and act could have major implications for public health efforts more broadly, Madsen said. "Social norms are really powerful. The significant shift we saw in how people are thinking about sugary drinks demonstrates what else we could do," Madsen said. "We could reimagine a healthier food system. It starts with people thinking, "Why drink so much soda?" But what if we also said, "Why isn't most of the food in our grocery stores food that makes us healthy?'" Madsen and colleagues from UC San Francisco and UC Davis analyzed surveys from 9,128 people living in lower-income neighborhoods in Berkeley, Oakland, San Francisco and Richmond. Using data from 2016 to 2019 and 2021, they studied year-to-year trends in people's perception of sugar-sweetened beverages. They wanted to understand how the four taxes in the Bay Area might have affected social norms surrounding sugary beverages—the unwritten and often unspoken rules that influence the food and drinks we buy, the clothes we wear and our habits at the dinner table. Although social norms aren't visible, they are incredibly powerful forces on our actions and behaviors; just ask anyone who has bought something after an influencer promoted it on TikTok or Instagram. Researchers asked questions about how often people thought their neighbors drank sodas, sports drinks and fruity beverages. Participants also rated how healthy several drinks were, which conveyed their own attitudes about the beverages. The researchers found a 28% decline in the social acceptability of drinking sugar-sweetened beverages. In Oakland, positive perceptions of peers' consumption of sports drinks declined after the tax increase, relative to other cities. Similarly, in San Francisco, attitudes about the healthfulness of sugar-sweetened fruit drinks also declined. In other words, people believed their neighbors weren't drinking as many sugar-sweetened beverages, which affected their own interest in consuming soda, juices and sports drinks. "What it means when social norms change is that people say, "Gosh, I guess we don't drink soda. That's just not what we do. Not as much. Not all the time,'" Madsen said. "And that's an amazing shift in mindsets." The research is the latest from UC Berkeley that examines how consumption patterns have changed in the decade since Berkeley implemented the nation's first soda tax. A 2016 study found a decrease in soda consumption and an increase in people turning to water. Research in 2019 documented a sharp decline in people turning to sugar-sweetened drinks. And earlier this year, Berkeley researchers documented that sugar-sweetened beverage purchases declined dramatically and steadily across five major American cities after taxes were put in place. The penny-per-ounce tax on beverages, which is levied on distributors of sugary drinks—who ultimately pass that cost of doing business on to consumers—is an important means of communicating about health with the public, Madsen said. Researchers tallied more than 700 media stories about the taxes on sugar-sweetened beverages during the study period. That level of messaging was likely a major force in driving public awareness and norms. It's also something Madsen said future public health interventions must consider. It was part of the progress made in cutting cigarette smoking and seems to be working with sugary drinks. And it's those interventions that can lead to individual action. "If we change our behaviors, the environment follows," Madsen said. "While policy really matters and is incredibly important, we as individuals have to advocate for a healthier food system." More information: Emily Altman et al, De-normalizing sugar-sweetened beverage consumption: effects of tax measures on social norms and attitudes in the California Bay Area, BMC Public Health (2024). DOI: 10.1186/s12889-024-20781-6Save Log in , register or subscribe to save articles for later. Save articles for later Add articles to your saved list and come back to them any time. Got it Normal text size Larger text size Very large text size A sunny day, 29 degrees, a gentle north-westerly breeze: flying conditions were near perfect as Qantas flight 520 began rolling down the runway at Sydney Airport en route to Brisbane. This particular plane, a Boeing 737-800, had been delivered new to the national carrier in November 2005 and given the tail number VH-VYH. A dependable workhorse, it had scooted up and down Australia’s east coast, mostly, for 19 years without notable incident. On this day, November 8, 2024, the Boeing had already made three trips, the first a breakfast run out of Sydney just before 7am. It was now setting off for the return leg to Brisbane. QF520 left the gate around 12.15pm and taxied to its slot in the take-off line-up, from where it was given the go-ahead. Its pilots hit the gas and the engines bellowed. It soon reached 200km/h and passed what aviators call “V1”: the point at which a plane is travelling too quickly to safely abort take-off. Exactly what happened next is now in the hands of safety investigators. What we do know is that, as the 737 was still gathering speed down the runway, one of its two engines suddenly destroyed itself . It failed, spitting fragments of superheated metal out of its exhaust chute, which shot to the ground, sparking a grassfire that soon made TV news. Some 40 per cent of air travellers report some fear of flying. Yet air travel is by far the safest form of transport, we’re often told. It’s heavily regulated, constantly scrutinised and, in Australia, operated and overseen by thousands of highly trained and dedicated professionals. The statistics confirm it. Australia’s safety record for commercial travel is exemplary: no large jet has ever been lost here. Our oldest airline, Qantas, regularly tops world safety rankings . Yet incidents still happen. Planes bump into each other on the ground. Tyres burst. Turbulence flings people around. Why do things still go wrong, albeit occasionally? Who is responsible for keeping us safe in the air? And what happens when that rarest of event occurs: one of your two engines goes “pop”? The cockpit front windows of a 747 jet. Credit: Getty Images, digitally tinted Who keeps us safe in the air? Flores, a tropical island about an hour’s flight east of Bali, is best known for three things: clear-water scuba diving, komodo dragons that can weigh more than 100 kilograms, and volcanoes, some picturesque and dormant, others not so much. In early November, Lewotobi Laki-laki began erupting in earnest, endangering nearby villages and sending a plume of ash 10 kilometres into the air. Advertisement Some 4000 kilometres south, at the Qantas Integrated Operations Centre near Sydney Airport, concern began to build. Famously, all four engines on a British Airways 747 failed after passing through a sulphurous volcanic cloud high above Java in 1982; only after the crew had prepared to ditch in the ocean did the turbofans clear of debris and miraculously restart. Partly as a consequence, when the unpronounceable Icelandic volcano Eyjafjallajökull erupted in 2010, airspace was closed across Europe , which led to some 95,000 flights cancelled and millions of passengers stranded. As the Flores ash cloud drifted west towards Bali, the Qantas team declared the situation critical and began cancelling flights into Denpasar for both Qantas and its subsidiary Jetstar. On the day we visit the operations centre, the crisis management team is about to meet in its purpose-built war room to gauge when flights might be allowed to resume. “It’s about determining when it’s going to be safe for us to operate,” says Qantas’s head of safety, Mark Cameron, a former British Airways pilot who knew the 747 crew who survived the volcano in 1982. “Engines do not like breathing in volcanic ash.” Mark Cameron, Qantas’s head of safety, in the airline’s operations centre in Mascot, Sydney. Credit: Louise Kennerly, digitally tinted Hundreds of Qantas staff, meanwhile, seated in pods in a vast room at head office, are still scrambling to reschedule flights, alert and mollify annoyed passengers while also dealing with the normal workings of some 100 international and 300 domestic flights on a typical day. For what we’re told is an extraordinarily busy day, though, the atmosphere is hushed and calm: a giant jigsaw puzzle being completed then restarted as mini-crises are discovered and mitigated. Jetstar was doing the same at its operations centre in Melbourne. The business of air travel is mind-bogglingly complex. But so, too, are the systems underpinning it. They allow it to operate extremely safely, especially compared to any other form of transport. ‘You can’t eliminate risk in any part of your daily life, but our role is to manage the risk to a level at which we’re comfortable that everybody’s going to be safe.’ Back in 1944, as World War II saw a flurry of new airports being built, 54 nations including Australia sent delegates to Chicago for a convention that laid the groundwork for international air safety standards. They agreed to create an overarching authority, today called the International Civil Aviation Organization (ICAO), under the auspices of the United Nations to set world standards for airworthiness and maintenance, and airport and airline operations, among other areas. “The aviation industry has an incredibly good safety record,” says Ron Bartsch, an aviation safety expert and founder of Avlaw aviation consulting. “The main reason for that is it’s so strictly and extensively regulated.” Advertisement For 2023, ICAO reported the accident rate (such as incidents involving death, injury, aircraft damaged or missing) for commercial aircraft was 1.87 accidents per million departures. To break this down: of 35,250,759 departures, there were 66 accidents, all but one of them non-fatal, the exception a twin-engine propeller aircraft operated by Yeti Airlines that crashed while coming into land at Pokhara in the Himalayas, killing 72 people on board. The Australian Civil Aviation Safety Authority (CASA) regulates the ongoing airworthiness of aircraft by ensuring airlines adhere to safety standards and a strict maintenance program.Regular maintenance is based on the number of hours the aircraft has flown, or how much time has passed since the last check – different parts require different “periodicity” for being serviced. Engineers could do anything from checking fluids after every flight to replacing wheelpads after a few flights to inspecting or replacing any one of thousands of parts after a specified time. “What it allows us to do,” says Qantas’s Mark Cameron, “is to be really proactive in how we’re managing risk – because, effectively, that’s what airlines do, we manage risk. We can’t eliminate it because you can’t eliminate risk in any part of your daily life, but our role is to manage the risk to a level at which we’re comfortable that everybody’s going to be safe.” This image from Flightradar in October shows flights routed out of airspace over Iran when Tehran launched missile attacks on Israel. Credit: FlightRadar24.com At Qantas HQ, various teams plan virtually every aspect of each flight: checking the weather; working out the best route (from several options if flying overseas, including avoiding volcanic eruptions or geopolitical hazards such as closed airspace in the Middle East, which Qantas has been navigating since early August); making sure cargo is loaded correctly so the plane is balanced; identifying dangerous goods on board; and screening for troublesome passengers on the banned “no fly” list ... and on it goes. With all that in place, the pilots run pre-flight checks, going over the weather briefing, for example, and any notes on potential dangers. The airline tells pilots how much fuel they need, but the pilot can choose to take more, depending on the possibility of a weather diversion or other delays. The pilot physically walks around the aircraft on the ground to triple-check there are no obvious faults. An engineer will have already signed a certificate of release to service – a legal declaration that the aircraft is fit to fly – before every international flight and at least daily for domestic flights, which the pilot clocks, along with a log of maintenance, before they accept the aircraft for flight. Air-traffic controller Alexander Palmer in the tower at Melbourne Airport. Credit: Airservices Australia, digitally tinted Advertisement The pilot’s next contact is with air-traffic controllers, who clear planes for departure according to strict rules that determine “how many aircraft we can have taking off and landing at any one time,” says Airservices Australia’s Michelle Petersen, who is responsible for the towers at all of Australia’s major airports. Controllers also factor in “wake turbulence”, the disruption to the air that a plane leaves in its wake; there needs to be a gap of three minutes between an A380 taking off and a Boeing 737 following it, for example. All over the world, controllers and pilots speak English and use regulated unambiguous terms: “Qantas one, runway 19 left, cleared for take-off.” Pilots always repeat back the message. “There cannot be any assumptions in the air and we embed safety in everything we do,” says Petersen. The most deadly air disaster in history, which killed 583 people in Tenerife in the Canary Islands in 1977, was blamed, at least in part, on a communication breakdown: two 747s collided on the runway in heavy fog after one tried to take off following a command from air-traffic control that pilots mistook to be an all-clear to depart. The wreckage of a jet after a catastrophic collision with another jet on the runway in Tenerife in 1977. Credit: Getty Images How did plane safety develop? In the Ancient Greek fable, Icarus was warned by a fledgling aviation regulator (his dad) not to swoop too close to the sea lest his wings, fashioned from feathers and wax, become waterlogged; nor should he fly too close to the sun in case the wax melted. In other words, the operational envelope of his equipment was well understood and his fate (a fatal wax-feather-decoupling incident) was quite rightly chalked up to pilot error. Next came 747 ‘jumbos’ – some famously featuring a spiral staircase to an upstairs lounge bar. Today, aviators talk of jet planes in generations. “Generation one” had panels of dials and gauges and rudimentary autopilots, if any. Think: cars with no airbags or anti-lock braking and possibly alarming handling characteristics, such as the world’s first commercial jet airliner, BOAC’s de Havilland Comet. One, flying from Singapore to London via Bangkok, Rangoon, Calcutta, Karachi, Bahrain, Beirut and Rome in 1954 disintegrated midair, as did two of its sister planes, thanks to structural issues; 23 other Comets, out of 114 in total including prototypes, were lost due to pilot error, design faults and other mishaps. Advertisement Next came the beginnings of truly modern jets, including the pretty reliable 747 “jumbos” – some famously featuring a spiral staircase to an upstairs lounge bar – and the first of the Boeing 737s, launched in 1968 and still one of the most-operated airliners today. These had better automatic systems but could still make you think twice about getting on board: the McDonnell Douglas DC-10, in particular, gained a terrible reputation in the 1970s thanks to engine failures and a series of hijackings. A “generation one” jet, a 1949 prototype of the de Havilland Comet turbojet airliner, built in Hertfordshire in Britain. Credit: Getty Images, digitally tinted “Generation three” planes saw the introduction of technology such as “terrain avoidance systems”, leading to a rapid reduction in losses that continues today in “generation four” planes, which can “see” all around themselves to take evasive action if something nearby is judged to be on a collision course. Airbus tells us its latest safety systems use real-time data to avoid runway excursions and reduce the risk of landing incidents (“in case the aircraft is too fast, too high or lands too long, an alert will be triggered to advise the crew to perform a go-around or use the maximum reverse and brakes”). Martinis and beer in the first-class upper deck lounge in a Qantas Boeing 747 in 1971. Credit: Courtesy Qantas, digitally tinted Says Qantas’s Mark Cameron: “If you look at the accident rates throughout that period of time, you just see them plummet across the generations.” Last year was the first to record zero fatalities from commercial jet crashes, despite there being more than 29,000 in service worldwide, according to Boeing’s statistical summary that dates back to 1959. (This excludes turboprop, or propeller, passenger planes such as those operated by Yeti Airlines in Nepal and the ATR-72-500 that crashed over Brazil in August 2024 after stalling and entering a flat spin.) The age of a plane, meanwhile, says little about how well-maintained it is. “Don’t get confused with cosmetic looks,” says David Evans, a former Qantas pilot of 35 years. “If you walk into an aircraft that looks a bit shabby, the carpet might be a bit threadbare, that has no relationship to its airworthiness.” An example of “generation four”, a Qantas Dreamliner in 2018. Credit: Qantas, digitally tinted Advertisement “Generation four” planes have a huge number of backups, or redundancies. Those with two engines, such as Boeing 737s, can fly on one. They have multiple alternative power sources. “The A380 had about six different backup systems for wheel brakes. If you’re running out of brakes, you’re having a really bad day,” says Evans. “All of these things have been based around previous incidents ... over the 100-odd years of aviation. There are risks every time you go flying, but we mitigate them by ... checklists, briefings, plan A, B and C. You’re trying to eliminate surprise.” There are also at least two pilots on a flight deck at all times, one free to monitor the autopilot while the other scrutinises variables such as fuel consumption and weather. Having said this, airlines and regulators from more than 40 countries have pushed ICAO to help make single-pilot flights safe; the European Union Aviation Safety Agency says such services could start in 2027. Ron Bartsch doesn’t back such a change. “You need someone who can take the place of the pilot if they have a heart attack or something.” Evans has written in this masthead before that it is an alarming idea, noting that pilots are “the last line of defence”. Boeing 737 Max planes parked in Seattle in 2020 after 20 months of grounding following two deadly crashes. Credit: Getty Images, digitally tinted What happened with the ‘Max’ planes? Once in a while, a defect can slip through what the industry calls the “Swiss cheese” safety model. Visualise a packet of Swiss cheese slices, each with holes in different places. For an error to creep through, a hole would have to line up in every slice of cheese. Boeing’s new-ish 737 Max aircraft was delivered to airlines with a fatal flaw: a problem that had managed to pass through every slice of cheese. First, a system that prevented the planes from stalling malfunctioned: perceiving that the planes were climbing too steeply when they were not, it automatically, and repeatedly, forced down the nose. This could, potentially, have been overridden by pilots, had they been trained to recognise the problem – but they had not. As a result, two Max 8 737s crashed – one in Indonesia in October 2018, another in Ethiopia in March 2019 – with the loss of a total of 346 lives. ‘Boeing is still paying the price for the damage to their brand. It’s got a fair way before it regains industry trust.’ It later emerged that Boe­ing had cut corners by updat­ing its now decades-old 737s to the longer, more powerful Max rather than build­ing an entirely new air­craft from scratch, in order to match its chief competitor, the Air­bus A320neo. Max variants were grounded worldwide between March 2019 and December 2020 while investigators determined the cause of the fatal disasters. The groundings, lawsuits and compensation, U S Senate investigations subcommittee hearings and cancelled orders kept Boeing’s safety record in the spotlight and have cost the company about $100 billion. Boeing supplied historical safety data for this Explainer but declined an invitation to speak on the record. Bartsch says the 737 Max troubles have been “a classic example of companies trying to cut costs” ahead of safety. “Boeing is still paying the price for the damage to their brand. It’s got a fair way before it regains industry trust.” Boeing was again in the spotlight earlier this year for its 737 Max aircraft when a Max 9 explosively decompressed above Portland, Oregon after it lost a fuselage panel called a “door plug” that, it turned out, had bolts missing in its installation. Although extremely alarming, there were no serious injuries. The hole left after a “door plug” blew out midair on an Alaska Airlines flight in a Boeing 737 over Oregon in the United States in January. Credit: US National Transportation Safety Board, digitally tinted In Australia, CASA has now certified the Max 8 as safe to operate. Virgin, which currently operates eight 737 Max 8 aircraft, requires its pilots to undergo additional training to understand the differences between the new aircraft and previous iterations of the 737. In addition, Boeing has modified the problematic system, called MCAS, so it cannot override a pilot’s ability to control the airplane. “Virgin Australia is one of over 80 airlines operating Boeing 737 Max family aircraft globally,” says Virgin Australia chief operations officer, Stuart Aggs. “More than 1400 of these aircraft are in service around the world, carrying about 700,000 passengers on 5500 flights every day. Over the past 50 years, a journey of continuous improvement has made commercial aviation the world’s safest form of transportation. Virgin Australia retains full confidence in Boeing’s commitment to this journey.” For all the focus on beleaguered Boeing, Airbus has not been without incident: in September, a Rolls-Royce engine on a Cathay Pacific A350 caught fire and failed, forcing the plane to dump fuel then return to Hong Kong. After inspecting its entire fleet of A350 aircraft, Cathay found that 15 had faulty engine parts that needed to be replaced. A preliminary report into the September incident by Hong Kong’s safety body found a fuel hose had torn, according to Aviation Direct. “This led to a fuel leak, which in combination with oxygen and an ignition source (heat) triggered the fire.” Former pilot David Evans in a flight simulator. Credit: USQ/Anna Singleton, digitally tinted So, why do accidents still happen? When the right-side engine failed on Qantas flight 520 out of Sydney just seconds after the “V1′′ point of no return during take-off, the pilots knew they had no choice but to keep going and take off with just one power plant. Says David Evans: “V1 is carefully calculated for every takeoff. The only decision pilots have to make prior to V1 is to either stop or go. After V1 there is no decision, you are committed to go flying. Any attempt to stop after V1 will result in a runway overrun.” The Boeing had been designed for such an eventuality; to take off with just one engine. That did not mean, however, it was routine. Historically, many fatal crashes have occurred at or shortly after take-off, including the disaster in Paris in 2000 that eventually consigned the only supersonic airliner, Concorde, to the history books. ”We spend a fair amount of our career lifetime in simulators, preparing for worst-case scenarios,” says Doug Drury, a former commercial pilot who heads aviation at Central Queensland University. “It’s all about developing these critical skills, thinking, decision-making processes and having good situational awareness.” The Sydney incident was a scenario that pilots regularly simulate in training and their response was by the book, says Mark Cameron, who spoke with them afterwards. “They were saying they really appreciate the training they’d had.” Their take-off, after the engine had failed, was “low and slow” as the plane crept skywards, circled Sydney airport then landed safely. “Within 15 minutes of the landing, we had the data already available where we could actually see exactly how the crew had flown,” says Cameron. “It was really good in terms of how they controlled the aircraft, recognised the issues, the approach back into Sydney. It’s actually a really good news story for our pilots and systems.” Passengers who heard the engine go “bang” were alarmed but nobody was injured. Says David Evans: “An engine failure is horrendous from a passenger’s point of view, and even for the cabin crew, but for the pilots it’s a serious inconvenience more than anything. I don’t want to say it’s not a big deal, but it’s not something they haven’t seen many, many times and practised over and over.” ‘We don’t want the engines to fail. But the reality is, there’s always going to be a failure rate. It’s pretty small across the industry.’ So why did this engine give up the ghost? This model is generally very reliable, manufactured since 1997 by CFM International and used in thousands of Boeing and Airbus planes. CFM describes it as “simple and rugged” with a “dispatch reliability” (the rate at which a specific component is held responsible for aircraft delays, turn-backs, diversions, etc) of 99.96 per cent. Yet nothing is entirely foolproof. CFM engines have failed before, most notably on planes operated by Southwest Airlines in the United States where they shot debris into the fuselage. In 2018, a passenger died after reportedly being sucked out of a window punctured by debris. The US National Transportation Safety Board determined that one of the failed engine’s fan blades had broken off due to fatigue and fractured into fragments. It had likely harboured a tiny crack that had pre-dated a safety inspection, the authority said, “However, the crack was not detected for unknown reasons.” Loading “We don’t want the engines to fail,” says Cameron. “But the reality is, there’s always going to be a failure rate. It’s pretty small across the industry.” He adds: “An engine failure in itself doesn’t mean you’re going to have an accident because you’ve got trained crew, an aircraft that is certified to fly on one engine and numerous other controls in place.” Doug Drury notes: “Airlines don’t survive if they cut corners. Historically, yes, it’s happened, but in this day and age, post-pandemic, that’s the last thing any airline wants, is to get hit with this.” In 2010, David Evans was the supervising check captain on QF32, an Airbus A380, when it suffered an uncontained engine failure moments after take-off from Singapore’s Changi Airport en route to Sydney. “Sometimes a failure will have a cascading effect on other systems and QF32 is a good example of that: where an engine exposure created havoc with everything else,” Evans says. The Australian Transport Safety Bureau later found that an oil pipe in the failed Rolls-Royce engine had been manufactured to improper tolerances and had developed a crack due to fatigue, then it leaked oil that caused a fire, which caused a turbine disc to separate from the drive shaft and destroy the engine. The pilots famously landed the plane safely. “You’ll never get rid of risk,” says Evans. “The only thing you can do is mitigate against risk.” There were 58 uncon­tained (that is, explosive) engine fail­ures on West­ern-built air­craft between 1982 and 2008, according to the US authority the Fed­eral Avi­ation Admin­is­tra­tion – a scary-sounding number until you do the maths: roughly, around one occurrence per 10 million flights per year, or far less likely than being hit by lightning (one in a million). Some incidents are harder to mitigate than others. Orville Wright was probably the first aviator to hit a bird, in 1905. The most famous bird strike of all was caused by a flock of Canadian geese in 2009, which clogged the engines on an Airbus 320 departing New York and required its captain, Chesley Burnett “Sully” Sullenberger III (later played by Tom Hanks in the movie recreation ) to ditch on the Hudson River. Captain Chesley “Sully” Sullenberger, left, and first officer Jeffrey Skiles go through their pre-flight checks at LaGuardia airport in New York in 2009. Credit: Reuters, digitally tinted Turbulence, particularly where an aircraft drops suddenly in the absence of any obvious “weather” such as storm clouds – dubbed “clear-air turbulence” – regularly sees flight staff, in particular, injured. A Southwest attendant was scalded by hot coffee in March; a United staffer flung into the air with the drinks cart, then back to the floor, described it as “slamming down from a fifth-floor building”. In May, a passenger died of a suspected heart attack, and more than a hundred were injured, when a Singapore Airlines Boeing 777 suddenly fell nearly two kilometres over three minutes over Myanmar during the breakfast service, one passenger telling the BBC it was “just like going down a vertical rollercoaster”. ‘In an aeroplane, you’re getting all sorts of sensations which you can’t rationalise.’ The incident, while extreme, prompted a round of reminders of the benefits of fastening seatbelts, one of the few aspects of flying that passengers can control. For most “aviophobics”, says Corrie Ackland, clinical director of the Sydney Phobia Clinic, the fear “comes down to this idea that they don’t know what’s happening and they don’t know how to fix it – and those things play up for them”. Loading News reporting and TV shows put all manner of aviation incidents in the spotlight. “I’ve seen people and their fear is based around what they see on the telly – nothing to do with flying,” says Evans. He helped set up a “fear of flying” program that now partners with Ackland’s clinic where people sit with a pilot in a flight simulator. “In an aeroplane, you’re getting all sorts of sensations which you can’t rationalise,” Evans says. “And there might have been an incident that you were involved in, turbulence perhaps, and noises like the undercarriage retracting or the flaps extending or retracting, and the amygdala [the fight-or-flight centre of the brain] sets off that charge because you think there’s something afoot or something that’s dangerous. But it’s the normal operation of the aircraft.” A week after landing in Sydney, meanwhile, the Qantas Boeing 737 that suffered engine failure was back in the air. With a new powerplant, VH-VYH shuttled once again from Sydney to Brisbane to Sydney to Melbourne to Brisbane. The damaged engine would be scrutinised to determine what, exactly, had happened, and what remedies might be put in place to minimise the chances of it happening again. Our new Explainer anthology, Why Do People Queue for Brunch? The Explainer Guide To Modern Mysteries is available for pre-order and subscribers are being offered a 25 per cent discount (full price is $32.99) until December 12. See here for details . In bookstores December 3. Credit: Allen & Unwin Let us explain If you'd like some expert background on an issue or a news event, drop us a line at explainers@smh.com.au or explainers@theage.com.au . Read more explainers here .

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Port Moody council has been able to significantly whittle down its proposed property tax increase, approving a 5.71 percent bump for its provisional 2025 budget. The interim figure was discussed at a finance committee meeting on Dec. 17, with council managing to slash around seven percent since budget deliberations began in October. Mayor Meghan Lahti said this year’s budget came with challenges she’s never experienced in her 25 years in office, noting the consumer price index has risen nearly 14 percent since council took office. “That is astronomical,” Lahti said. “It was really important to show our willingness to reduce the budget in areas that are priorities for us, because we are responding to the public’s desire to see a lower tax increase.” Port Moody’s taxpayers have faced a combined 15.89 percent tax hike over the previous two budget cycles. Public frustration was reflected in this year’s budget consultations, with over half of respondents opposed to any increases in 2025. Approximately 70 percent of the city’s $90 million budget is funded through taxation, with the city’s provisional budget adding an additional $3.3 million from last year, amounting to $167 more for the average household. Staff’s initial tax proposal pitched a 10.85 percent when deliberations began, which council reduced to 8.52 percent following two workshops. However, reductions in the BC Assessment roll and increased labour costs and benefits added another $1.25 million, bringing the figure back up to 10.3 percent. Council has since made substantial cuts for a further $2.68 million reduction, or 4.59 percent. This includes pausing the city’s Climate Action Levy for a year ($584,000); using accumulated surplus to fund community events, inclusionary initiatives and previously deferred items ($695,000); reducing various reverse transfers ($319,000); decreasing services levels ($317,000); budget reductions ($150,000); eliminating or phasing in new budget requests ($192,000); and adjusting sick-time and vacation benefits ($150,000). The city has also recalculated the amount of revenue it expects from pay parking, recreation, filming, leasing and businesses licensing, adding $345,000. Paul Rockwood, general manager of finance and technology, said “tough economic times require tough measures.” He said the city significantly underestimated the amount of tax revenue it would bring in from new growth. Originally, staff expected to net an additional $584,000, but less than a quarter of that was realized. “We had very minimal taxation growth this year,” Rockwood said. “But we are facing increased demand, internally and externally for a variety of services.” Lahti said she’s seen a lot of public commentary regarding the lack of tax revenues from new growth, but cautioned it takes time before it shows up on the city’s balance sheet. She said she anticipates more money will be realized after a new BC Assessment roll occurs in 2025. “Hopefully next year will be a much more positive outcome for all the work that we’re putting in to provide housing,” Lahti said. “We want to see that translated into a reduction in our taxes, or at least some breathing room.” Council was defensive regarding the recent budget increases, with some members taking aim at previous council’s decisions, social media chatter, and media reporting. Coun. Kyla Knowles attacked what she described as “rampant misinformation and spin” on social media. She said comparisons with the former council’s budgets were unfair, pointing to inflationary impacts, and budget reductions from in-person events and positions being cut during the COVID-19 pandemic. Knowles also asserted the former council drained the growth-stabilization reserve, which added $400,00 annually to city coffers to help ease the loss of its industrial tax base. “The previous council depleted it to their great benefit, and it’s a shame that it didn’t continue to get topped up as we went along,” Knowles said. Couns. Callan Morrison and Samantha Agtarap both took issue with a Global News story, which ranked Port Moody’s initial 8.52 percent increase as the highest in the Lower Mainland. Agtarap said such comparisons are inevitable, but argued it is not fair to compare Port Moody to municipalities with casinos, which receive 10 percent of their net revenues. “For a community like Richmond, that’s over $12 million, and for Coquitlam, that’s almost $7 million (annually),” she said. Coun. Diana Dilworth warned of continued instability in the coming years. “There’s not a lot of certainty that any local government has at this time,” she said. She noted the Canadian dollar continues to drop, federal rebate cheques have been cancelled, and the entire political landscape could change by the next federal election. Dilworth suggested the growth-stabilization reserve ought to be re-established, stating it was initially set up in the 1990s to help ease tax impacts. Council voted to have staff report back with a strategic plan and policy to create a new reserve, dubbed by Lahti as the rate-stabilization reserve. 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