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Seabirds of Human Settlements in Antarctica: a Case Study of the Mirny Station
CZECH POLAR REPORTS 11 (1): 98-113, 2021 Seabirds of human settlements in Antarctica: A case study of the Mirny Station Sergey Golubev Papanin Institute for Biology of Inland Waters, Russian Academy of Sciences, Borok, Nekouzskii raion, Yaroslavl oblast, 152742, Russia Abstract Antarctica is free of urbanisation, however, 40 year-round and 32 seasonal Antarctic stations operate there. The effects of such human settlements on Antarctic wildlife are insufficiently studied. The main aim of this study was to determine the organization of the bird population of the Mirny Station. The birds were observed on the coast of the Davis Sea in the Mirny (East Antarctica) from January 8, 2012 to January 7, 2013 and from January 9, 2015 to January 9, 2016. The observations were carried out mainly on the Radio and Komsomolsky nunataks (an area of about 0.5 km²). The duration of observations varied from 1 to 8 hours per day. From 1956 to 2016, 13 non-breeding bird species (orders Sphenisciformes, Procellariiformes, Charadriiformes) were recorded in the Mirny. The South polar skuas (Catharacta maccormicki) and Adélie penguins (Pygoscelis adeliae) form the basis of the bird population. South polar skuas are most frequently recorded at the station. Less common are Brown skuas (Catharacta antarctica lonnbergi) and Adélie penguins. Adélie penguins, Wilson's storm petrels (Oceanites oceanicus), South polar and Brown skuas are seasonal residents, the other species are visitors. Adélie penguins, Emperor (Aptenodytes forsteri), Macaroni (Eudyptes chrysolophus) and Chinstrap penguins (Pygoscelis antarctica), Wilson's storm petrels, South polar and Brown skuas interacted with the station environment, using it for com- fortable behavior, feeding, molting, shelter from bad weather conditions, and possible breeding. -
Air Traffic Demand Forecast
Special Assistance for Project Implementation (SAPI) for Borg El Arab International Airport Modernization Project - Final Report - Chapter 4 Air Traffic Demand Forecast Table of Contents 4.1 Review of SAPROF Study ................................................................................................... 4-1 4.1.1 Procedure of Air Traffic Demand Forecast applied in SAPROF ................................ 4-1 4.1.2 Comparison between the Forecast in SAPROF Study with the actual Traffic ............ 4-2 4.1.3 Comparative Analysis between SAPROF and Present ............................................... 4-4 4.1.4 Principal Conclusion ................................................................................................... 4-7 4.2 Forecasting Parameters ....................................................................................................... 4-8 4.2.1 Air Traffic in Egypt ..................................................................................................... 4-8 4.2.2 Origin & Destination / Nationality of Air Passenger ................................................ 4-13 4.2.3 Trend of Scheduled Flights in Alexandria ................................................................. 4-16 4.2.4 Passenger Survey at Borg El Arab International Airport .......................................... 4-20 4.2.5 Socio-Economic Indices ........................................................................................... 4-29 4.3 Annual Passenger Demand Forecast ............................................................................... -
Lachlan Macquarie in Russia1
Aleksandr Massov Lachlan Macquarie in Russia1 Despite the abundance of works in Australian and British historiography devoted to the life and career of Lachlan Macquarie, there is as yet no specialist study of the ‘Russian chapter’ in his biography: his journey through Russia from Astrakhan to St Petersburg in 1807.2 At the same time, the story of the future governor’s sojourn in Russia is of interest not only for the light it casts on this little-known phase of his life; there is a sense in which it had a significant impact on the relationship between Britain’s Australian colonies and the Russian Empire in the first years of contact between the two countries. As Macquarie’s Australian biographer Robin Walsh has argued,3 the events which befell him in 1807 require closer investigation. Macquarie, at that time a 45-year-old lieutenant in the British army, undertook his Russian journey on his way home from India. He was in some haste to take up a new appointment, and also to marry his fiancée Elizabeth Campbell as soon as possible. Accompanying him were his servant George Jarvis and two fellow-officers, George William Brande, a lieutenant, and William Thomas of the Medical Corps.4 The journey, it should be said, took place at a time of international crisis: Napoleon was continuing his triumphant advance over the European continent, while the alliance of his enemies (Britain, Prussia, Russia and Sweden) sustained defeat after defeat. In October 1806 the Prussian army had been virtually annihilated at Jena and Auerstadt, while his victory over the Russians at Friedland in June 1807 had allowed Bonaparte to occupy East Prussia 1 This article was completed when the author held the post of Visiting Scholar in the School of Languages and Comparative Cultural Studies at the University of Queensland under the Australian Academy of the Humanities Visiting Scholar Programme. -
NPRC) VIP List, 2009
Description of document: National Archives National Personnel Records Center (NPRC) VIP list, 2009 Requested date: December 2007 Released date: March 2008 Posted date: 04-January-2010 Source of document: National Personnel Records Center Military Personnel Records 9700 Page Avenue St. Louis, MO 63132-5100 Note: NPRC staff has compiled a list of prominent persons whose military records files they hold. They call this their VIP Listing. You can ask for a copy of any of these files simply by submitting a Freedom of Information Act request to the address above. The governmentattic.org web site (“the site”) is noncommercial and free to the public. The site and materials made available on the site, such as this file, are for reference only. The governmentattic.org web site and its principals have made every effort to make this information as complete and as accurate as possible, however, there may be mistakes and omissions, both typographical and in content. The governmentattic.org web site and its principals shall have neither liability nor responsibility to any person or entity with respect to any loss or damage caused, or alleged to have been caused, directly or indirectly, by the information provided on the governmentattic.org web site or in this file. The public records published on the site were obtained from government agencies using proper legal channels. Each document is identified as to the source. Any concerns about the contents of the site should be directed to the agency originating the document in question. GovernmentAttic.org is not responsible for the contents of documents published on the website. -
Airport Exit Index a Global Analysis of Traveler Time to Get from Arriving Flights to Chauffeured Vehicles
Thibaut C. Blacklane Chauffeur, Marseille Airport Exit Index A global analysis of traveler time to get from arriving flights to chauffeured vehicles. June 2019 Table of Contents Introduction 3 Global findings 4 Fastest international arrival airports 5 Slowest international arrival airports 8 Fastest domestic arrival airports 10 Slowest domestic arrival airports 12 World’s busiest international airport ranking 14 Type of traveler and vehicle 16 Appendix 1: Comparing multiple airports in a city 19 www.blacklane.com 2 How long does it take to exit the airport? Exiting the airport is full of uncertainty. Between unfamiliar terminals, baggage collection, immigration lines, and customs lines, travelers have no more than a best guess or an online review to work out how long it will take for them to be on their way. Until now. Worldwide, travelers’ median time from a plane’s arrival until they are on their way is 23 minutes after domestic flights and 38 minutes – a 65 percent increase – after international flights. Blacklane analyzed hundreds of thousands of its airport pickups over the past nine months. The company compared the times when guests’ flights arrived to the times when guests entered its chauf- feured vehicles. The findings reveal the: • World’s 20 fastest and slowest airports to exit for international arrivals. • World’s 20 fastest and slowest airports to exit for domestic arrivals. • Rank of the world’s 20 busiest international airports. • Regional and metropolitan comparisons of times to exit after domestic and international flights. • Differences among business travelers and larger groups. www.blacklane.com 3 Median time to exit airports worldwide All times are the median, to minimize the impact of any outliers in the data. -
THE ANTARCTICAN SOCIETY C/O R
THE ANTARCTICAN SOCIETY c/o R. J. Siple 905 North Jacksonville Street Arlington, Virginia 22205 HONORARY PRESIDENT — AMBASSADOR PAUL C. DANIELS Presidents: Dr. Carl R. Eldund, 1959-61 _________________________________________________________ Dr. Paul A. Siple, 1961-2 Mr. Gordon D. Cartwright, 1962-3 Vol. 81-82 October No. 2 RADM David M. Tyree (Ret), 1963-4 Mr. George R. Toney, 1964-5 Mr. Morton J. Rubin, 1965-6 Dr. Albert F. Crary, 1966-8 The Antarctican Society is proud to announce that Dr. Henry M. Dater, 1968-70 Mr. George A. Doumani, 1970-1 its Centennial Lecture Dr. William J. L. Sladen, 1971-i Mr. Peter F. Bermel, 1973-5 will be Dr. Kenneth J. Bertrand. 1975-7 Mrs. Paul A. Siple, 1977-8 Dr. Paul C. Dalrymple, 1978-80 "A TALE OF TWO PROJECTS: RADIOACTIVITY AND SOLAR ACTIVITY" Dr. Meredith F. Burrill, 1980-82 by Dr. Gisela Dreschhoff Associate Director, Radiation Physics Laboratory Honorary Members: Ambassador Paul C. Daniels University of Kansas Dr. Laurence McKinley Gould Count Emilio Pucci and Sir Charles S. Wright Mr. Hugh Blackwell Evans Annual Homing Austral Summer Antarctican, 1976-1981 Dr. Henry M. Dater Mr. August Howard on Memorial Lecturers: Thursday, November 12, 1981 Dr. William J. L. Sladen, 1964 RADM David M. Tyree (Ret). 1965 Dr. Roger Tory Peterson, 1966 8 p.m. Dr. J. Campbell Craddock, 1967 Mr. James Pranke, 1968 Dr. Henry M. Dater, 1970 National Science Foundation Mr. Peter M. Scott, 1971 Dr. Frank T. Davies, 1972 18th & G Streets, N.W. Mr. Scott McVay, 1973 Room 540 Mr. Joseph O. Fletcher. -
Cecil Spaceport Master Plan 2012
March 2012 Jacksonville Aviation Authority Cecil Spaceport Master Plan Table of Contents CHAPTER 1 Executive Summary ................................................................................................. 1-1 1.1 Project Background ........................................................................................................ 1-1 1.2 History of Spaceport Activities ........................................................................................ 1-3 1.3 Purpose of the Master Plan ............................................................................................ 1-3 1.4 Strategic Vision .............................................................................................................. 1-4 1.5 Market Analysis .............................................................................................................. 1-4 1.6 Competitor Analysis ....................................................................................................... 1-6 1.7 Operating and Development Plan................................................................................... 1-8 1.8 Implementation Plan .................................................................................................... 1-10 1.8.1 Phasing Plan ......................................................................................................... 1-10 1.8.2 Funding Alternatives ............................................................................................. 1-11 CHAPTER 2 Introduction ............................................................................................................. -
SECTION THREE: Historic Sites and Monuments in Antarctica
SECTION THREE: Historic Sites and Monuments in Antarctica The need to protect historic sites and monuments became apparent as the number of expeditions to the Antarctic increased. At the Seventh Antarctic Treaty Consultative Meeting it was agreed that a list of historic sites and monuments be created. So far 74 sites have been identified. All of them are monuments – human artifacts rather than areas – and many of them are in close proximity to scientific stations. Provision for protection of these sites is contained in Annex V, Article 8. Listed Historic Sites and Monuments may not be damaged, removed, or destroyed. 315 List of Historic Sites and Monuments Identified and Described by the Proposing Government or Governments 1. Flag mast erected in December 1965 at the South Geographical Pole by the First Argentine Overland Polar Expedition. 2. Rock cairn and plaques at Syowa Station (Lat 69°00’S, Long 39°35’E) in memory of Shin Fukushima, a member of the 4th Japanese Antarctic Research Expedition, who died in October 1960 while performing official duties. The cairn was erected on 11 January 1961, by his colleagues. Some of his ashes repose in the cairn. 3. Rock cairn and plaque on Proclamation Island, Enderby Land, erected in January 1930 by Sir Douglas Mawson (Lat 65°51’S, Long 53°41’E) The cairn and plaque commemorate the landing on Proclamation Island of Sir Douglas Mawson with a party from the British, Australian and New Zealand Antarctic Research Expedition of 1929 31. 4. Station building to which a bust of V. I. Lenin is fixed, together with a plaque in memory of the conquest of the Pole of Inaccessibility by Soviet Antarctic explorers in 1958 (Lat 83°06’S, Long 54°58’E). -
Management Report Corporación América Airports S.A
Management Report Corporación América Airports S.A. The board of directors of Corporacion América Airports S.A. (the “Company”) submits the Consolidated Financial Statements for the fiscal year ended December 31, 2019 in accordance with Luxembourg applicable laws and regulations. General Overview Corporación América Airports S.A. was incorporated under the laws of the Grand Duchy of Luxembourg (“Luxembourg”) on December 14, 2012. The Company owns no assets other than its direct and indirect ownership of the issued share capital of other intermediate holding companies for all of our operating subsidiaries. Prior to our initial public offering, we were 100% controlled by ACI Airports S.à r.l., a holding company incorporated in Luxembourg (the “Majority Shareholder”), which is 100% owned by ACI Holding S.à r.l., a holding company also incorporated in Luxembourg (“ACI Holding”). The Majority Shareholder currently controls 82.1% of our common shares. 4, rue de la Grêve, L-1643 Luxembourg - +352 26 25 82 74 www.corporacionamericaairports.com 1 WHO WE ARE - CORPORATE PROFILE We are the largest private sector airport concession operator in the world based on the number of airports under management and the tenth largest private sector airport operator in the world based on passenger traffic. In 2019, our airports served 84.2 million passengers of which approximately 33.5% were international, approximately 56.5% were domestic and approximately 9.9% were transit passengers. The airports we operate are located in countries with compelling macro- economic trends and in key cities within those countries. From our beginnings in 1998 when we acquired the concession rights to operate 33 airports in Argentina, we have expanded geographically and currently operate 52 airports globally; in Latin America, our largest market, as well as in Europe and Eurasia. -
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OLGA SUVOROVA Forgotten Taonga Māori in Russia: The 1820 Visit of the Bellingshausen- Lazarev Expedition to Queen Charlotte Sound We should treasure the fact, and glory in the fact that despite all the trauma and experience of Europe and Russia, in particular that these treasures, from this little place, collected here by this remarkable sailor, scholar, voyager, geographer, scientist Bellingshausen should have survived and have been kept and treasured in that remote place. Sir Tipene O'Regan1 Russia is a country of extensive and unique collections of all kinds from the Pacific. Over many centuries Russian travellers, explorers and avid private collectors were bringing and exchanging rarities and antiques. The stunning cultural treasures, taonga Māori, preserved and kept on the vast Russian territory are of ultimate importance and enduring value to the world, and especially to New Zealanders as they bear sacred significance and are considered to be ancestors. This article opens the discussion of the urgent need to thoroughly record and study Māori heritage in Russia. It reflects on a particular collection from Queen Charlotte Sound in the South Island of New Zealand brought to Russia by the Bellingshausen-Lazarev expedition two centuries ago. The Dr Olga Suvorova is a Wellington-based linguist, translator and cultural historian. She has a PhD in Cultural Studies (2007) and a Specialist's Degree (Magna Cum Laude, 2003) in Linguistics, Teaching and Translation/Interpreting (English, French, Russian) in the field of Intercultural Communication from Lomonosov Moscow State University. 2 Forgotten Taonga Māori in Russia study also provides a description of previously unstudied taonga in Russia recently attributed to this expedition. -
EU-Funded Airport Infrastructures: Poor Value for Money
EN 2014 NO 21 Special Report EU-funded airport infrastructures: poor value for money EUROPEAN COURT OF AUDITORS EUROPEAN COURT OF AUDITORS 12, rue Alcide De Gasperi 1615 Luxembourg LUXEMBOURG Tel. +352 4398-1 E-mail: [email protected] Internet: http://eca.europa.eu Twitter: @EUAuditorsECA YouTube: EUAuditorsECA More information on the European Union is available on the Internet (http://europa.eu). Luxembourg: Publications Office of the European Union, 2014 ISBN 978-92-872-1253-5 doi:10.2865/96815 © European Union, 2014 Reproduction is authorised provided the source is acknowledged. Printed in Luxembourg EN 2014 NO 21 Special Report EU-funded airport infrastructures: poor value for money (pursuant to Article 287(4), second subparagraph, TFEU) Contents 02 Paragraph Glossary I–V Executive summary 1–15 Introduction 1–5 Main characteristics of air transport in Europe 6–8 EU air transport policy and funding of airport infrastructures 9–11 The management of investments in airport infrastructures under the ERDF and CF 12–15 Types of airport infrastructures examined 16–21 Audit scope and approach 22–67 Observations 22–26 Need for new or upgraded infrastructures demonstrated for half of the airports examined 27 Delays in constructions for most and cost overruns for half of the airports examined 28–35 More than half of the constructions were under-used 36–38 EU funding for investments which are not cost-effective 39–45 Seven of the 20 audited airports are not financially self-sustainable 46–48 Forecast of passenger numbers significantly over-optimistic -
Seabirds in Conditions of Local Chronic Oil Pollution, Davis Sea, Antarctica
Communication Seabirds in Conditions of Local Chronic Oil Pollution, Davis Sea, Antarctica Sergey Golubev Papanin Institute for Biology of Inland Waters, Russian Academy of Sciences, Borok, Nekouzskii Raion, 152742 Yaroslavl, Russia; [email protected]; Tel.: +7-910-972-4365 Simple Summary: Oil spills are rare in Antarctica. They happen in the ocean and on land. The purpose of the study is to determine the total number of seabird species interacting with oil at the Mirny Station and around it, to assess the extent of pollution and to identify the most important sites of interaction. Observations carried out at the beginning of the 21st century at the Mirny Station revealed significant oil pollution in its territory. This pollution had affected the coastal ecosystem for more than 60 years. Five bird species were found to have been in contact with oil. The least affected by pollution were Wilson’s Storm Petrels (Oceanites oceanicus) and skuas. Most petrels did not interact with oil. Adélie (Pygoscelis adeliae) and Macaroni (Eudyptes chrysolophus) penguins were found to be vulnerable to oil pollution. Hot spots have been identified where penguins’ interactions with oil occur most frequently. Mechanical cleaning of rocks in hot spots can reduce the impact of pollution on local fauna. This information can be useful in assessing the health status of marine vertebrate populations and in preserving the marine biodiversity of Antarctic ecosystems. Abstract: Oil spills are rare in Antarctica. They threaten flying birds and penguins. This is the first report on the interactions of seabirds with oil in the area of the Mirny Station (East Antarctica).