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Monday, October 30, 2006

On November 13, Torontoians will be heading to the polls to vote for their ward’s councillor and for mayor. Among Toronto’s ridings is Parkdale—High Park (Ward 13). Two candidates responded to Wikinews’ requests for an interview. This ward’s candidates include Linda Coltman, David Garrick, Greg Hamara, Aleksander Oniszczak, Bill Saundercook (incumbent), and Frances Wdowczyk.

For more information on the election, read Toronto municipal election, 2006.

Sunday, June 13, 2010

A report from the London School of Economics claims that the intelligence agency of Pakistan, the Inter-Services Intelligence (ISI), has close ties to the Taliban in Afghanistan.

According to the report, the ISI actively provides the Taliban with services such as funding, weapons, and the training of troops. Additionally, the report, which is based on interviews with members of the Taliban, says that numerous ISI officials are part of the Taliban’s council of war, the Quetta Shura, although some Taliban commanders say that all Quetta Shura members have ties to the ISI. A senior Taliban official said that “[i]t is impossible to be a member of the Quetta shura without membership of the ISI.”

Taliban commanders said that the ISI has specifically provided support to or encouraged strategies such as attacking specific NATO military installations or infrastructure essential to NATO operations such as roads or bridges and assassinating specific individuals, such as high-ranking tribal officials or civilians such as doctors or teachers. The ISI is also alleged to have been the impetus behind the introduction of a type of explosive called a “plastic bomb,” which is undetectable with current NATO detection equipment.

The report said that “[a]s the provider of sanctuary and substantial financial, military and logistical support to the insurgency, the ISI appears to have strong strategic and operational influence—reinforced by coercion. There is thus a strong case that the ISI orchestrates, sustains and shapes the overall insurgent campaign.”

The Pakistani government has denied the claims in the report; a spokesperson said that “[t]he allegations are absolutely baseless.” Another official, referring to an alleged meeting of Pakistani President Asif Ali Zardari with imprisoned Taliban commanders, said that “[t]here’s no such thing as President Zardari meeting Taliban leaders. This never happened.”

Thursday, November 13, 2008

On Monday, the Pakistan branch of the Taliban captured a supply convoy of thirteen trucks and two armored Humvees bound for NATO troops, without incurring a single fatality. They made off with millions of dollars worth of sophisticated military equipment, according to The Washington Post.

Approximately 60 masked militants belonging to Tehrik-i-Taliban blocked off part of a roadway in the Khyber Pass. The Taliban forces overran the Pakistani security forces, who were moving the shipment to an American military base, and briefly took the truck drivers prisoner. Although gunfire was exchanged, there were no casualties on either side. After releasing the drivers, the militants opened several captured cargo containers of wheat, distributing most of it to local residents.

The attack, which took place in the North-West Frontier Province, occurred several miles outside the border town of Jamrud. It was celebrated by the victorious fighters who photographed themselves with the captured equipment.

Pakistan’s federal government, which has recently stepped up efforts to contain the lawless tribal province, dispatched helicopters and 500 troops to try and track the hijacked convoy. One local child was killed, and four civilians wounded, by the gunships. The Taliban fighters were reported to have abandoned an American Jeep and one of the Humvees along the road, which were subsequently taken back into possession by Pakistani troops.

The Pakistani newspaper Dawn published a scathing editorial attacking the army’s incompetence and heavy-handed response to the embarrassing loss, referring to the attack as disturbing “both for its audacity and possible implications.”

Wednesday, April 21, 2010

The International Air Transport Association (IATA) said today that the flight disruptions triggered by the recent eruption of a volcano in Iceland cost the global airline industry a total of $1.7 billion dollars.

According to the IATA, airlines lost a total of $400 million daily for the first three days of the week that European airspace was closed. The closures also impacted an estimated 1.2 million passengers around the world each day, until airspace around Europe began reopening last night. IATA’s chief executive officer, Giovanni Bisignani, said that “[f]or an industry that lost $9.4bn last year and was forecast to lose a further $2.8bn in 2010, this crisis is devastating.” He also claimed that the airline industry would require three years to recover from the effects of the crisis, and called on governments to provide some form of compensation to airlines.

Bisignani also criticized the response of European governments to the ash threat, saying that they had over-reacted and the shutdown of all airspace was excessive. He said that “Airspace was being closed based on theoretical models, not on facts. Test flights by our members showed that the models were wrong. [The crisis] is an extraordinary situation exaggerated by a poor decision-making process by national governments.” Individual airlines also criticized the airspace closures. Micheal O’Leary, CEO of Ryanair, said that “It might have made sense to ground flights for a day or two…But by the time that that cloud has dispersed through 800 or 1,000 nautical miles of air space, a full ban should never have been imposed.”

In defense of the European airspace controller, Eurocontrol, the CEO of the Irish Aviation Authority, Eamonn Brennan, said: “It’s important to realize that we’ve never experienced in Europe something like this before. So it wasn’t just a simple matter of saying: Yes, you could have operated on Saturday or Sunday or Monday. We needed the four days of test flights, the empirical data, to put this together and to understand the levels of ash that engines can absorb.” Additionally, scientists in Switzerland said that studies of ash content in the atmosphere were high enough that the total closure of most European airspace was warranted.

Restrictions over air travel in Europe have been lifted in many parts of the continent today; three-quarters of the scheduled flights were operating, and most of the European airspace having been opened. Only parts of British, French and Irish airspace remain closed, and most of Europe’s major airports are open, although not necessarily operating at full capacity; at London Heathrow Airport, about half the scheduled departing flights were canceled.

Sunday, June 1, 2008

A couple from Vancouver, British Columbia, Canada has been arrested on charges of public mischief after listing their seven day old baby girl on the popular Internet classified ads website Craigslist.

The listing claimed that the baby was unexpected, “healthy and very cute”. It asked CAN 10 000 for the baby. It also listed a phone number belonging to a stolen cellphone, which was used to find the couple.

It was first noticed by a 62-year old grandmother browsing the website for furniture, who said “I was shaking, and I thought, ‘Come on, how did this even get through?'” The couple claimed that the listing, which has since been removed, was a hoax.

The father, Jeremy Pete, had a history of car thefts and evasion of police, while the mother, 23-year-old Bethany Granholm, had convictions of property theft, fraud and impersonation. The parents have now been released, but charges are still being considered. The baby has been placed in provincial care.

A suspected copycat incident occurred just four days later, also offering a seven-day-old baby girl for CAN 10 000 on Craigslist. This incident turned out to be a hoax, and no child was in danger.

Last week saw a similar incident in Germany, where a couple listed a seven month old baby on eBay. In this case the police have launched a child trafficking investigation, despite the parents’ assertion that the listing was a joke.

Wednesday, August 10, 2005

The province of Alberta, Canada is considering legal action against Canadian National Railway for failing to warn that a derailment last week contaminated Wabamun Lake with a hazardous chemical.

The 700,000 litres of heavy Bunker C fuel oil that spilled into the lake asphyxiated birds and killed fish.

In addition, one of the ruptured tanker cars sent 70,000 liters of Imperial Pole Treating Oil into the lake. This oil is a yellow mixture of polycyclic aromatic hydrocarbons and aliphatic hydrocarbons. Naphthalene, a component of this “very toxic material” is suspected of causing skin cancer if touched and lung or other cancers if inhaled.^[1] Inhalation is promoted by actions that cause splashing or foaming. The mineral oil is used in connection with pentachlorophenol for preserving wooden utility poles.

Wabamun Lake is a popular summertime recreational area about 65 kilometers (40 miles) west of Edmonton, Alberta.

The 766-megawatt Keephills power generating plant, one of 3 in Wabamun, was shut down because the coal-fired plant uses water from the lake. Edmonton’s health authority ordered people not to swim, boat or rescue animals in the lake and to stop using its water or any water from nearby wells for cooking, drinking, showering or brushing teeth. These warnings came 3 days after many residents, including children, had been wading into the oil slick without protective clothing to save wildlife injured by the spill and others had been routinely depending on the lakewater for home use. Why the alert was not issued sooner remains under investigation and may result in criminal charges. Canadian National Railway had been informed of the nature of the oil when it was loaded by Imperial Oil Ltd., Canada’s largest petroleum company. Imperial Oil is posting informational updates on a special website [2]. In addition The Wabamun Residents Committee has established an information website [3].

Thursday, August 30, 2007

Announced early Wednesday morning at Nokia’s GoEvent, in a plan to expand the company’s revenue, Finland-based company Nokia Inc. is developing a mobile phone similar to its rival iPhone, which will be available in the near future for Nokia customers. The phone is expected to be available by 2008.

Most of the features are the same as the iPhone’s. They include music, games, and many other features, even ones that the iPhone may not have. Ovi (in Finnish meaning “Door”) will be the door for more than 2 million songs and games available for download on the new device. Users will be able to download wirelessly in their own home or anywhere there is access to a computer.

But this is not the first time Nokia has made an attempt like this to increase its revenue. In October of 2003 the company revealed the N-Gage, a game-playing cell phone, but was “stocked-out” due to poor sales. The N95 smartphone, which was released in the U.S. on April 7, 2007 (before the iPhone on June 29, 2007) includes WiFi, a GPS, a music player, and a 5 megapixel digital camera. The three other phones that were revealed at the event in London will be in-stock next quarter. The new N81 and the modified N95 smartphones were among the revealed at yesterday’s event; the N81 is a new member to Nokia’s smartphone family; the N95 has been modified by having more memory and a sleeker LCD screen.

When Nokia was asked about the striking similarity between this and the iPhone, Nokia’s Executive Vice President and General Manager of Multimedia, Anssi Vanjoki, said, “If there is something good in the world then we copy with pride.”

Nokia first demoed their iPhone rival August 29th. During their demo they omitted the fact that the demo was for the software to be in use, not the actual hardware.[1]

Sunday, June 17, 2007

The National Transportation Safety Board (NTSB), the agency responsible for investigating transportation accidents in the United States, released updates on three major investigations on June 14.

The NTSB, well known publicly for its involvement in the investigation of aviation incidents which involve harm or loss of human life, is also an agency that oversees the transportation of refined petroleum and gas products, chemicals and minerals.

The agency determined the cause of a natural gas pipeline explosion that killed six. It also detailed the cause of an accidental release of 204,000 gallons of anhydrous ammonia from a pipeline in an environmentally sensitive area, and released preliminary information involving two commercial aircraft coming within 30-50 feet of each other on a runway.

In the gas explosion disaster, the towing vessel Miss Megan, which was of specifications that did not require inspection by the United States Coast Guard, was being operated in the West Cote Blanche Bay oil field in Louisiana by Central Boat Rentals on behalf of Athena Construction on October 12, 2006. The Miss Megan was pushing barge IBR 234, which was tied along the starboard side of barge Athena 106, en route to a pile-driving location. Athena Construction did not require its crews to pin mooring spuds (vertical steel shafts extending through wells in the bottom of the boat and used for mooring) securely in place on its barges and consequently this had not been done. During the journey, the aft spud on the Athena 106 released from its fully raised position. The spud dropped into the water and struck a submerged, high-pressure natural gas pipeline. The resulting gas released ignited and created a fireball that engulfed the towing vessel and both barges. The master of the towing vessel and four barge workers were killed. The Miss Megan deckhand and one barge worker survived. One barge worker is officially listed as missing.

The NTSB blames Athena Construction for the disaster, citing in the final report that Athena Construction’s manual contained no procedures mandating the use of the safety devices on the spud winch except during electrical work. It was found that if the Athena 106 crew had used the steel pins to secure the retracted spuds during their transit, a pin would have prevented the aft spud from accidentally deploying. Furthermore, the spud would have remained locked in its lifted position regardless of whether the winch brake mechanism, the spud’s supporting cable, or a piece of connecting hardware had failed.

The NTSB also found that contributing to the accident was the failure of Central Boat Rentals to require, and the Miss Megan master to ensure, that the barge spuds were securely pinned before getting under way. The Board noted that investigators found no evidence that the Miss Megan master or deckhand checked whether the spuds had been properly secured before the tow began. While Central Boat Rentals had a health and safety manual and trained its crews, the written procedures did not specifically warn masters about the need to secure spuds or other barge equipment before navigating. The NTSB stated that the company’s crew should have been trained to identify potential safety hazards on vessels under their control.

NTSB Chairman Mark Rosenker said of the investigation’s results, “Having more rigorous requirements in place could have prevented this accident from occurring. Not only do these regulations need to be put in place but it is imperative that they are enforced and adhered to.”

The NTSB has made a number of safety recommendations as a result of this accident and the subsequent investigation. Recommendations were made to Athena Construction and Central Boat Rentals to develop procedures and train the employees of its barges to use the securing pins to hold spuds safely in place before transiting from one site to another.

The most major of the other recommendations are:

To the Occupational Safety and Health Administration:

• Direct the Maritime Advisory Committee for Occupational Safety and Health to issue the following documents document to the maritime industry: (1) a fact sheet regarding the accident, and (2) a guidance document regarding the need to secure the gear on barges, including spud pins, before the barges are moved, and detailing any changes to your memorandum of understanding with the Coast Guard.

To the U. S. Coast Guard

• Finalize and implement the new towing vessel inspection regulations and require the establishment of safety management systems appropriate for the characteristics, methods of operation, and nature of service of towing vessels.
• Review and update your memorandum of understanding with the Occupational Safety and Health Administration to specifically address your respective oversight roles on vessels that are not subject to Coast Guard inspection.

The NTSB also released the result of its investigation into an environmental disaster in Kansas on October 27, 2004 in which 204,000 gallons (4,858 barrels) of anhydrous ammonia was spilled from a ruptured pipeline in Kingman into an environmentally sensitive area. Chemicals from the pipeline entered a nearby stream and killed more than 25,000 fish, including some fish from threatened species.

The incident reached the scale that it did due to operator error after the initial rupture. The 8 5/8-inch diameter steel pipeline, which was operated by Enterprise Products Operating L.P., burst at 11:15 a.m. in an agricultural area about 6 miles east of Kingman, Kansas. A drop in pipeline pressure, indicating abnormal conditions or a possible compromise in pipeline integrity, set off alarms displayed on the computerized pipeline monitoring system. Shortly after the first alarm the pipeline controller, in an attempt to remedy the low pressure, increased the flow of anhydrous ammonia into the affected section of pipeline. A total of 33 minutes elapsed between the time when the first alarm indicated a problem with the pipeline and the initiation of a shutdown.

In its initial report to the National Response Center (NRC), the pipeline operator’s accident reporting contractor reported a release of at least 20 gallons of ammonia, telling the NRC that an updated estimate of material released would be reported at a later time. No such report was ever made. Because of the inaccurate report, the arrival of representatives from the Environmental Protection Agency was delayed by a full day, affecting the oversight of the environmental damage mitigation efforts.

The cause of the rupture itself was determined to be a pipe gouge created by heavy equipment damage to the pipeline during construction in 1973 or subsequent excavation activity at an unknown time that initiated metal fatigue cracking and led to the eventual rupture of the pipeline.

“We are very fortunate that such highly toxic chemicals of the size and scope involved in this accident were not released in a populated area,” commented Rosenker. “Had this same quantity of ammonia been released near a town or city, the results could have been catastrophic.”

As a result of this accident, the NTSB made the following safety recommendations:

To the Pipeline and Hazardous Materials Safety Administration:

• Require that a pipeline operator must have a procedure to calculate and provide a reasonable initial estimate of released product in the telephonic report to the National Response Center.
• Require that a pipeline operator must provide an additional telephonic report to the National Response Center if significant new information becomes available during the emergency response.
• Require an operator to revise its pipeline risk assessment plan whenever it has failed to consider one of more risk factors that can affect pipeline integrity.

To Enterprise Products Operating L.P.:

• Provide initial and recurrent training for all controllers that includes simulator or noncomputerized simulations of abnormal operating conditions that indicate pipeline leaks.

“The severity of this release of dangerous chemicals into the community could have been prevented,” said Rosenker. “The safety recommendations that we have made, if acted upon, will reduce the likelihood of this type of accident happening again.”

As well as concluding their investigation of the above accidents, the NTSB also released preliminary information regarding a serious runway incursion at San Francisco International Airport between two commercial aircraft on May 26, 2007.

At about 1:30 p.m. the tower air traffic controller cleared SkyWest Airlines flight 5741, an Embraer 120 arriving from Modesto, California, to land on runway 28R. Forgetting about the arrival airplane, the same controller then cleared Republic Airlines flight 4912, an Embraer 170 departing for Los Angeles, to take off from runway 1L, which intersects runway 28R.

After the SkyWest airliner touched down, the Airport Movement Area Safety System (AMASS) alerted and the air traffic controller transmitted “Hold, Hold, Hold” to the SkyWest flight crew in an attempt to stop the aircraft short of runway 1L. The SkyWest crew applied maximum braking that resulted in the airplane stopping in the middle of runway 1L. As this was occurring, the captain of Republic Airlines flight 4912 took control of the aircraft from the first officer, realized the aircraft was traveling too fast to stop, and initiated an immediate takeoff. According to the crew of SkyWest 5741, the Republic Airlines aircraft overflew theirs by 30 to 50 feet. The Federal Aviation Administration has categorized the incident as an operational error.

The NTSB sent an investigator to San Francisco, who collected radar data, recorded air traffic control communications, and flight crew statements, and interviewed air traffic control personnel prior to the NTSB making the preliminary release.