Exam Code: 0G0-081 Practice exam 2023 by Killexams.com team
TOGAF 8 Certification for Practitioners
The-Open-Group Certification questions
Killexams : The-Open-Group Certification questions - BingNews https://killexams.com/pass4sure/exam-detail/0G0-081 Search results Killexams : The-Open-Group Certification questions - BingNews https://killexams.com/pass4sure/exam-detail/0G0-081 https://killexams.com/exam_list/The-Open-Group Killexams : The open questions of hybrid working

At first the question was how quickly people would get back to the office. Then it was whether they would ever return. Almost three years after reports surfaced of an unusual respiratory illness in Wuhan, the legacy of the covid-19 pandemic on employees in America and Europe is becoming clear. The disease has ushered in a profound change in white-collar working patterns. The office is not dead but many professionals have settled into a hybrid arrangement of some office days and some remote days.

Hybrid working has much to recommend it: flexibility for employees, periods of concentration at home, bursts of co-operation in the office. A new paper from Raj Choudhury, Tarun Khanna and Kyle Schirmann of Harvard Business School and Christos Makridis of Columbia Business School describes an experiment in which workers at BRAC, a huge non-profit organisation in Bangladesh, were randomly assigned to three groups, each spending different amounts of time working from home. The intermediate group, who spent between 23% and 40% of their time in the office, performed best on various performance measures.

But a shift of this magnitude is bound to raise thorny issues. In workplaces that have moved to hybrid work, there are still plenty of open questions. One is how to handle the impact of less time in the office for new joiners and younger workers. Research by Natalia Emanuel of the Federal Reserve Bank of New York, Emma Harrington of the University of Iowa and Amanda Pallais of Harvard University shows that software engineers receive more online feedback on their code when the team sits next to each other. The people who get disproportionately more feedback from colleagues when they are in proximity are young engineers and female ones. These developers were also most likely to quit when the pandemic forced everyone to go remote.

Not every study points in the same direction. In a recent survey of hybrid workers in London, the youngest cohort was more likely than older ones to think that it was easier to put themselves forward for important tasks when working remotely. But according to Nicholas Bloom of Stanford University, making new employees spend more time than others in the office can be a good way of steeping them in company culture. Whatever expectations firms set for the bulk of their hybrid workforce, an extra day of commuting may make sense for newbies.

A second question concerns how strictly to enforce attendance on days when teams are meant to be in the office. An emerging consensus holds that there should be agreed “anchor days" on which people come in; since the idea is to spend time together, as many people as possible should be there. But one person on the team might have moved somewhere godforsaken for the scenery back in 2020; someone else might have asked to stay home to let the plumber in. In practice, therefore, hybrid working still often means a mixture of people on screen and people in the flesh.

“One virtual, all virtual" was an early refrain for these circumstances. At a meeting where some people were in the room and others were working from home, everyone dialled in on their own screens and deafened each other with feedback. But the research by Ms Emanuel and colleagues suggests that moving everything online is harmful. Before the pandemic, having a single colleague in a different building was associated with less feedback. Treating remote workers as second-class citizens may actually make sense on those days when people are expected to be in.

That logic also applies in reverse. One of the great worries about hybrid working is that it can encourage “proximity bias", the phenomenon whereby bosses prefer employees with whom they have more face-to-face contact (“Fred may be useless but at least he’s being useless here"). Mr Bloom reckons that this problem can be alleviated if bosses who like the office make sure to work at home occasionally (Fred cannot gain as much of an edge by being seen if the boss isn’t always there to see him).

Other questions abound. How to define performance measures so managers do not spend time fretting about slackers at home? Do you require company-wide anchor days or team-level ones? The era of hybrid working is only just beginning, so it will take time for answers to emerge. But if there is a message from this first full year of hybridity, it is that flexibility does not mean a free-for-all. The elastic week needs some fairly rigid scaffolding.

© 2023, The Economist Newspaper Limited. All rights reserved.

From The Economist, published under licence. The original content can be found on www.economist.com

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Mon, 13 Feb 2023 20:16:00 -0600 en text/html https://www.livemint.com/news/world/the-open-questions-of-hybrid-working-11676349311913.html
Killexams : Four Communications Group given B Corp certification

Media, marketing and communications agency Four Communications Group has been given B Corp certification.

B Corporations are required to meet higher standards of social and environmental impact, transparency and accountability to stakeholders, rather than just shareholders. Globally, there are currently over 6,000 Certified B Corporations in more than 80 countries in more than 150 industries.

Four Communications attributes its B Corp certification to its "commitment to equality, diversity and inclusion, a 20-year track record of delivering marketing and communications campaigns with social purpose, a commitment to the communities in which it operates, staff consultation and participation – including its Gender Equality, LGBT+, Four Earth and Race Equality groups – and forward-thinking employee initiatives such as a fully flexible working policy".

Four also moved its HQ to The Hickman in Whitechapel in 2020, the first building in the world to achieve a Platinum rating from SmartScore, the certification scheme for smart buildings with sustainable open office spaces.

The team which managed the agency’s B Corp accreditation includes group managing director Einir Williams; chief executive, social purpose, Anne Clarke; head of HR Marcia La-Rose; group finance director Patrick Kwok; and IT services director Marc Slaughter.

Williams commented: “Now more than ever, it is important for businesses to make a positive impact — to use a B Corp phrase – to be a force for good. It’s so rewarding to know we are one of the first 1,000 companies to achieve B Corp accreditation in the UK and it’s a club we and our staff are extremely proud to be a member of.

“Delivering positive initiatives and tackling inequality is something that has been important to the founders of Four from the very beginning. We will continue to strive forward with a thoughtful, far-reaching social action plan that benefits our staff, clients, stakeholders and suppliers as well as the environment and community.”

Truda Spruyt, managing director of the culture team, added: “We couldn’t be prouder that Four has achieved B Corp certification. As a culture team, we’ve always been passionate about making an impact by delivering campaigns with purpose for our clients. From campaigning for diversity and inclusion in the creative industries to working with the book trade to advocate for the power and pleasure of reading, we’ll continue to champion culture as a force for good.”

Mon, 13 Feb 2023 10:00:00 -0600 En text/html https://www.thebookseller.com/news/four-communications-group-given-b-corp-certification
Killexams : We’ve Been Asking the Same Question About Prison Tech Training for 50 Years An ad published in Scientific American in 1970. Photo illustration by Slate. Photo by PetrStransky/iStock/Getty Images Plus and IBM. © Provided by Slate An ad published in Scientific American in 1970. Photo illustration by Slate. Photo by PetrStransky/iStock/Getty Images Plus and IBM.

This story is published in partnership with Open Campus, a nonprofit newsroom focused on higher education. Subscribe to College Inside, an Open Campus newsletter on the future of postsecondary education in prison. 

A slight man wearing horn-rimmed glasses and a suit with a pocket square gestures as he stands before a group of men in blue jumpsuits. They listen attentively. A guard tower and chain link fence loom in the background.  “He offered these Arizona State Prison inmates a chance to escape from the past,” the text below the photo reads. “Could there be a future in computer programming for prisoners?”

The photo is from an ad in Scientific American that’s more than 50 years old. Yes, 50 years. Not much has changed in conversations about prisons, education, and technology since then.

The benefits of tech training in prison were already known in 1970. People are less likely to return to prison if they have marketable skills that lead to jobs in high-demand fields with livable wages. But despite the promise of such programs, the pitfalls also remain the same: They can be costly; they can be difficult to scale; and they are subject to the whims of tech-averse prison officials.

While the pandemic helped make technology like tablets more common in prison, perceived security risks often trump opportunities for learning and rehabilitation. And as much as technological advances have allowed more wide-scale access to tablets (some of which come with high fees), they can just as easily be taken away.

The slender man in the ad photo is Glen McDermed, a marketing executive from IBM. In 1967, he proposed training incarcerated men to program computers to meet growing industry demand as tech companies began jumping on the information processing bandwagon. “The men would learn something useful for the future,” McDermed said of the program in a quote accompanying the ad. IBM employees taught the initial classes to 11 men. Long-term prisoners eventually took over training to make the program self-sustaining. The program offered the men “real-world” experience that saved Arizona millions of dollars in lucrative contracts between corrections and other state agencies, according to a 1970 cover story for Computerworld.

Similar programs were launched elsewhere, including Oklahoma and New York. A 1967 story in the New York Times described a $1,200 computer course offered to incarcerated men for free. “The cells may be narrow, but the intellectual horizons are growing wider at Sing Sing,” McCandlish Phillips wrote. The spokesperson for the institute offering the course told the Times that the men could learn programming without ever needing to touch a computer. At the time, code was handwritten until it was transferred onto a “keypunch card,” which was then fed into a mainframe computer.

In Massachusetts, more than 1,000 men were trained as programmers at Walpole correctional facility over the 1970s. The program there, sponsored by Honeywell, started the same year as the IBM program after a prisoner saw a newspaper want-ad for data processors.

But these training programs were sometimes short-lived, despite the benefit to individuals. William Short spent five years working seven days a week—at $3 a day—as a computer programmer at a maximum security prison in Somers, Connecticut. When he was released in 1975, he quickly found employment at an insurance company earning $13,400 a year (approximately $77,000 today). In a newspaper interview at the time, he said that learning a vocation in prison helps a man come out “with a whole frame of mind that is better than what he went in with.” However, not long after Short was released, the program that had given him such marketable skills was no more. It had been shut down due to difficulties retaining an instructor, high costs, and staff resistance, the corrections commissioner told the newspaper.

By 1978, IBM’s program suffered a similar fate. A new warden had phased out most of the educational programs at the Arizona State Prison, the prison newspaper reported, because he “didn’t understand them,” as one man put it. “Under the guise of his security program, he put a stifle to the various programs around here.”

In 2023, the benefits from tech training in prison remain much the same. One big difference? Keypunch coding has been replaced by cloud computing and javascript. In 2022, the D.C. Jail launched an Amazon Web Services cloud certification in collaboration with APDS, an education technology company that provides tablets to people in prison, at no charge to the students.

Being able to provide the training on the APDS tablets was significant because “it’s really hard to provide any kind of STEM programming inside that leads to some sort of industry certification or a living-wage job afterward,” said Amy Lopez, former deputy director for the D.C. Department of Corrections. Out of the 21 men who started the program, 11 completed the training. Most of those who didn’t finish chose to drop out or were transferred out of the jail, said Arti Finn, APSD cofounder and chief business development officer. The remaining men were able to take the high-stakes test to earn the Amazon credential inside the D.C. Jail, which was already set up to provide secure exams such as the GED.

Leonard Bishop, who participated in the program, hadn’t touched technology in the 17 years he served in the federal system prior to transferring to the D.C. Jail in 2018. When he first got a tablet, he said it took him a few days to figure out how to navigate through it, but then “I couldn’t put it down.” Bishop said he was surprised by how easy it was to learn the skills he needed to earn the AWS certification. He said he looks at it as a career opportunity, rather than “just” a job. “It helps you transition back into society, especially for someone who has been gone so long,” he said. The average annual pay for an entry-level AWS cloud practitioner position is almost $90,000, according to ZipRecruiter.

The pilot program at the D.C. Jail supplemented the tablet-based curriculum with face-to-face instruction by Amazon employees and other experts and incorporated opportunities to practice job skills such as interviewing. But the hope is that the AWS curriculum, and other industry certifications, can be scaled to allow people to self-study for the certification on the APDS tablets, Finn said. It also increases access for people who aren’t able to take part in face-to-face classes due to schedule conflicts, such as with their prison job.

When APDS started talking with Amazon, one of the goals was to reach the large number of people who sit behind bars without any access to any kind of programming, Finn added. The tablets are also equipped with video communication and messaging services, and could be used to offer online apprenticeships that create additional opportunities for hands-on learning.

Still, some are skeptical that tablet-based training alone will translate into high-paying jobs. It’s difficult to learn on a tablet, said Jessica Hicklin, who taught herself to code in prison. She’s now the chief technology officer of Unlocked Labs, a Missouri-based nonprofit that trains incarcerated software developers. Unlocked Labs is trying to add the Amazon cloud certification to its own training platform because the underlying knowledge is useful. But, Hicklin said, it would be difficult to break into the tech industry without direct connections to companies that engage in second-chance hiring. “I’m not sure it overcomes the stigma” of having a record, she said.

There are other criticisms of tablets, too. APDS has committed to never charging incarcerated people for its content or services. (Corrections departments or other state agencies pay for their tablets, Finn said). But other technology vendors routinely charge exorbitant prices for communications services and entertainment content. Critics also argue that they provide surveillance creep, creating more opportunities for corrections officials to monitor people in prison.

And with the prospect of higher education becoming more widely available in prison with the restoration of federal financial aid later this year, those companies are also trying to rebrand themselves as educational providers. The two largest tablet providers, Securus and ViaPath Technologies (formerly GTL), together supply more than 1 million tablets to U.S. prisons. That means around half of people in prisons currently have some kind of tablet access. Just like in 1970, access to beneficial programs remains contingent upon supportive prison administrators. In fact, many incarcerated students are reluctant to criticize online learning opportunities out of fear they will be taken away.

Five years ago, for instance, Colorado became one of the first states to roll out tablets, which included educational programming, to around half of its prison population. But months later, prison authorities confiscated them. (The Colorado Department of Corrections did not respond to multiple requests for comment.)

Today, most people in Colorado prisons still don’t have tablets. And across the country, the question posed in the IBM ad back in 1970—“Could there be a future in computer programming for prisoners?”—remains unanswered.

Tue, 14 Feb 2023 20:50:00 -0600 en-US text/html https://www.msn.com/en-us/news/technology/learn-to-code-programs-in-prison-train-people-for-the-future-many-of-the-officials-approving-them-are-stuck-in-the-past/ar-AA17vydd
Killexams : Open up That Group Text! 100 Interesting Questions To Ask Your Friends When You’re Bored

These thoughtful questions will help you get even closer.

2023 is going to be the year of deep friendship—we just know it. Whether you’re reconnecting with your best friends, chilling with the squad or even meeting someone new, it can be helpful to have a few interesting, deep questions to ask your friends when you're bored that you can bring up in your conversations.

This fun list of friend conversation questions can help you reignite closer relationships with your friends and pals. Choose a few to ask at a gathering, a party or in a group text and see what new things you learn about the person or people you’re with. You may even have to answer a few questions yourself!

These 100 questions to ask your friends when you're bored are perfect for the days when you’re meeting up with people you haven’t talked to in a while, friends you’re looking to get to know better or even people that you’re just meeting for the first time. They can also be great ways to mix up any average conversation.

In 2023, we’re all just looking to reconnect and talk with each other more, and this fun list of questions to ask your friends can be a great way to start. Check out the full list of questions below, and don’t forget to think up a few answers for yourself as well!

Questions To Ask Friends

1. What's your hidden talent?

2. What are three of your favorite dog names of all time?

3. Do you believe in reincarnation?

4. What’s your dream car?

5. Who was the last person that made you cry, and why?

© Provided by Parade

6. What's your go-to ice cream flavor?

7. What was your first impression of me?

8. What's your favorite ice breaker question?

9. What are you passionate about?

10. What's something you hope will never change?

11. If you could only eat one food for the rest of your life, which food would you pick?

12. What’s your best memory so far this year?

13. How many things have you crossed off your bucket list?

14. What words make you cringe whenever you hear them?

15. Who has influenced you the most?

16. What do you think the happiest color is?

17. What parts of your life would say are "perfect" just the way they are now?

Related: 250 Deep Questions To Ask

18. What’s your biggest regret?

19. Which celebrity do you wish you could be friends with?

20. If you could live in someone else's shoes for a day, who would you pick and why?

21. What's your biggest stress right now?

22. Do you read your horoscope?

23. What's your most embarrassing moment?

24. When you're in a bad mood, how do you deal with it?

© Provided by Parade

25. If your life had a theme song, what would it be?

26. What did you dream about last night?

27. Do you have a favorite parent?

28. Do you believe we would be better off if we didn't have social media?

29. How long do you think a couple should date before getting married?

30. What's a song you know every word of?

31. Do you believe in ghosts?

32. Which planet would you visit if you could go to any of them?

33. What's something you would do differently if you had the chance?

34. Have you ever had to look after an elderly or sick relative?

35. What is one quality about yourself that you are most proud of?

36. What's something that always makes you smile?

37. What's one skill you'd love to master?

38. What household chore do you hate the most?

39. Where would you go if you had to pack your stuff and relocate to another country tomorrow?

40. Are you a registered voter?

Fun Questions to Ask Friends When You're Bored

41. What would you say if someone asked you for a random piece of advice?

42. Which website do you visit the most?

43. What's your favorite family-friendly board game?

44. What is the worst thing you've ever smelled?

45. How old were you when you found out Santa isn't real?

Related: 250 Truth or Dare Questions

© Provided by Parade

46. What's the weirdest fact you've ever heard?

47. What would you do if you could do anything for the rest of your life?

48. Are you scared of dying?

49. If you found out I was going to die tomorrow, what's the last thing you would say to me?

50. Out of all the holidays, which one is your favorite?

51. What's your favorite charity and why?

52. What's your Enneagram personality type?

53. If someone offered you the chance to go to outer space, would you go?

54. Do you enjoy going to museums?

55. What type of animal are you most excited to see when you go to the zoo?

56. If you had an alter ego, what would its name be?

57. What would you do if you won a million dollars?

58. Which instrument would you play if you were in a rock band?

59. What was your favorite toy as a kid?

60. Who's your celebrity crush?

61. What's one side hustle idea you'd love to start?

62. What's your favorite season, and why?

63. What book have you read that's made a serious impact on your life?

64. Do you believe in freedom of speech?

Related: 250 Questions to Ask a Guy

© Provided by Parade

65. What’s the first thing you do after waking up in the morning?

66. What's something that takes up way too much of your time?

67. What’s the longest amount of time you've gone without sleeping?

68. What's the best beauty advice you've ever heard?

69. What's the best gift you’ve ever received?

70. Are there any totally wacky food combos you love that most people think are weird?

71. Have you ever broken a bone?

72. Do you think there's life on other planets?

73. What's your favorite fashion trend right now?

74. If you had a superpower, what would it be?

75. What is the first thing you notice about a person when you meet them?

76. How old do you think you'll live to be?

77. What's your favorite thing to do when bored?

78. What's your biggest pet peeve?

79. What’s the most useful life hack you’ve learned from YouTube?

80. Which of your friends influences you the most?

Good Questions To Ask Your Best Friend

81. How many kids do you want?

82. Do you follow any pets on Instagram?

83. What are some goals you'd like to accomplish by the time you're 50?

84. If you had to pick three words to describe yourself, what would they be?

85. What's your favorite cake and icing flavor combo?

© Provided by Parade

86. If a genie gave you three wishes, what would you ask for?

87. Which old-school Disney movie is your favorite?

88. Do you prefer Coke or Pepsi?

89. What's your dream beach vacation destination?

90. Do you know how to do any magic tricks?

91. If your name wasn't ______, what new first name would you choose for yourself?

92. Would you rather be too hot or too cold?

93. Where do you think you'll be and what do you think you'll be doing exactly 24 hours from now?

94. What's something weird you do when no one else is around?

95. What's your love language?

96. What's the cutest dog breed of all time?

97. What's the worst lie you've ever told?

98. What age do you wish you could stay forever?

99. What's your favorite kind of flower?

100. What's the most useless invention you've ever heard of?

Next, 250 Would You Rather Questions

Sun, 22 Jan 2023 03:51:00 -0600 en-US text/html https://www.msn.com/en-us/health/wellness/open-up-that-group-text-100-interesting-questions-to-ask-your-friends-when-you-re-bored/ar-AA16CKrY
Killexams : Worldwide Aerospace Testing, Inspection, and Certification Market 2023 with Growth Analysis by Size and Share to 2028 | 107 Pages

The MarketWatch News Department was not involved in the creation of this content.

Feb 15, 2023 (The Expresswire) -- "Final Report will add the analysis of the impact of COVID-19 on this industry."

Global “Aerospace Testing, Inspection, and Certification Market” Report which is spread over [107] pages provides In-depth analysis on the market size, share, new developments, industrial trends, market status of the top manufacturers with best facts and figures, definition, and SWOT analysis worldwide. Aerospace Testing, Inspection, and Certification market Report contains Full TOC, Tables and Figures, and Chart with Key Analysis, Pre and Post COVID-19 Market Outbreak Impact Analysis and Situation by Regions (North America, United States, Canada, Europe, Germany, France, U.K., Italy, Russia, and Rest of Europe). The competitive landscape section includes the market share and rank (in volume and value), competitor ecosystem, new product development, expansion, and acquisition.

Get a trial Copy of the Report at:https://www.absolutereports.com/enquiry/request-sample/20149988

Market Analysis and Insights: Global Aerospace Testing, Inspection, and Certification Market

It is a service and analysis that ensures the compliance and safety of aircraft manufacturing by testing aviation materials, aviation components and equipment.
The global Aerospace Testing, Inspection, and Certification market size is projected to reach USD million by 2028, from USD million in 2021, at a CAGR during 2022-2028.
Fully considering the economic change by this health crisis, Testing accounting for of the Aerospace Testing, Inspection, and Certification global market in 2021, is projected to value USD million by 2028, growing at a revised CAGR in the post-COVID-19 period. While OEM segment is altered to an CAGR throughout this forecast period.
China Aerospace Testing, Inspection, and Certification market size is valued at USD million in 2021, while the North America and Europe Aerospace Testing, Inspection, and Certification are USD million and USD million, severally. The proportion of the North America in 2021, while China and Europe respectively, and it is predicted that China proportion will reach in 2028, trailing a CAGR through the analysis period. Japan, South Korea, and Southeast Asia are noteworthy markets in Asia, with CAGR respectively for the next 6-year period. As for the Europe Aerospace Testing, Inspection, and Certification landscape, Germany is projected to reach USD million by 2028 trailing a CAGR over the forecast period.
With industry-standard accuracy in analysis and high data integrity, the report makes a brilliant attempt to unveil key opportunities available in the global Aerospace Testing, Inspection, and Certification market to help players in achieving a strong market position. Buyers of the report can access Checked and reliable market forecasts, including those for the overall size of the global Aerospace Testing, Inspection, and Certification market in terms of revenue.

The major players covered in the Aerospace Testing, Inspection, and Certification market report are:

SGS ● Bureau Veritas ● Intertek ● Applus+ ● Element ● NTS ● ALS ● TUV SUD ● DNV GL ● TUV Rheinland ● Mistras Group

Get a trial Copy of the Aerospace Testing, Inspection, and Certification Market Report

Global Aerospace Testing, Inspection, and Certification Market: Drivers and Restrains

The research report has incorporated the analysis of different factors that augment the market’s growth. It constitutes trends, restraints, and drivers that transform the market in either a positive or negative manner. This section also provides the scope of different segments and applications that can potentially influence the market in the future. The detailed information is based on current trends and historic milestones. This section also provides an analysis of the volume of production about the global market and about each type. This section mentions the volume of production by region. Pricing analysis is included in the report according to each type from the year, manufacturer, region, and global price.

A thorough evaluation of the restrains included in the report portrays the contrast to drivers and gives room for strategic planning. Factors that overshadow the market growth are pivotal as they can be understood to devise different bends for getting hold of the lucrative opportunities that are present in the ever-growing market. Additionally, insights into market expert’s opinions have been taken to understand the market better.

Inquire or Share Your Questions If Any before the Purchasing This Report:https://www.absolutereports.com/enquiry/pre-order-enquiry/20149988

Global Aerospace Testing, Inspection, and Certification Market: Segment Analysis

The research report includes specific segments by region (country), by manufacturers, by Type and by Application. Each type provides information about the production during the forecast period. By Application segment also provides consumption during the forecast period. Understanding the segments helps in identifying the importance of different factors that aid the market growth.

Segment by Type

Testing ● Inspection ● Certification

Segment by Application

OEM ● Aftermarket

COVID-19 and Russia-Ukraine War Influence Analysis

The readers in the section will understand how the Aerospace Testing, Inspection, and Certification market scenario changed across the globe during the pandemic, post-pandemic and Russia-Ukraine War. The study is done keeping in view the changes in aspects such as demand, consumption, transportation, consumer behavior, supply chain management, export and import, and production. The industry experts have also highlighted the key factors that will help create opportunities for players and stabilize the overall industry in the years to come.

Reasons to Buy This Report

This report will help the readers to understand the competition within the industries and strategies for the competitive environment to enhance the potential profit. The report also focuses on the competitive landscape of the global Aerospace Testing, Inspection, and Certification market, and introduces in detail the market share, industry ranking, competitor ecosystem, market performance, new product development, operation situation, expansion, and acquisition. etc. of the main players, which helps the readers to identify the main competitors and deeply understand the competition pattern of the market.

This report will help stakeholders to understand the global industry status and trends of Aerospace Testing, Inspection, and Certification and provides them with information on key market drivers, restraints, challenges, and opportunities.

This report will help stakeholders to understand competitors better and gain more insights to strengthen their position in their businesses. The competitive landscape section includes the market share and rank (in volume and value), competitor ecosystem, new product development, expansion, and acquisition.

This report stays updated with novel technology integration, features, and the latest developments in the market

This report helps stakeholders to understand the COVID-19 and Russia-Ukraine War Influence on the Aerospace Testing, Inspection, and Certification industry.

This report helps stakeholders to gain insights into which regions to target globally

This report helps stakeholders to gain insights into the end-user perception concerning the adoption of Aerospace Testing, Inspection, and Certification.

This report helps stakeholders to identify some of the key players in the market and understand their valuable contribution.

To Understand How Covid-19 Impact Is Covered in This Report -https://www.absolutereports.com/enquiry/request-covid19/20149988

Geographical Segmentation:

Geographically, this report is segmented into several key regions, with sales, revenue, market share, and Aerospace Testing, Inspection, and Certification market growth rate in these regions, from 2015 to 2028, covering

● North America (United States, Canada and Mexico) ● Europe (Germany, UK, France, Italy, Russia and Turkey etc.) ● Asia-Pacific (China, Japan, Korea, India, Australia, Indonesia, Thailand, Philippines, Malaysia, and Vietnam) ● South America (Brazil etc.) ● Middle East and Africa (Egypt and GCC Countries)

Some of the key questions answered in this report:

● Who are the worldwide key Players of the Aerospace Testing, Inspection, and Certification Industry? ● How the opposition goes in what was in store connected with Aerospace Testing, Inspection, and Certification? ● Which is the most driving country in the Aerospace Testing, Inspection, and Certification industry? ● What are the Aerospace Testing, Inspection, and Certification market valuable open doors and dangers looked by the manufactures in the worldwide Aerospace Testing, Inspection, and Certification Industry? ● Which application/end-client or item type might look for gradual development possibilities? What is the portion of the overall industry of each kind and application? ● What centered approach and imperatives are holding the Aerospace Testing, Inspection, and Certification market? ● What are the various deals, promoting, and dissemination diverts in the worldwide business? ● What are the key market patterns influencing the development of the Aerospace Testing, Inspection, and Certification market? ● Financial effect on the Aerospace Testing, Inspection, and Certification business and improvement pattern of the Aerospace Testing, Inspection, and Certification business?

Chapters includes in report:

● Chapter 1: Introduces the report scope of the report, executive summary of different market segments (by product type, application, etc), including the market size of each market segment, future development potential, and so on. It offers a high-level view of the current state of the market and its likely evolution in the short to mid-term, and long term. ● Chapter 2: Introduces executive summary of global market size, regional market size, this section also introduces the market dynamics, latest developments of the market, the driving factors and restrictive factors of the market, the challenges and risks faced by companies in the industry, and the analysis of relevant policies in the industry. ● Chapter 3: Detailed analysis of Aerospace Testing, Inspection, and Certification companies’ competitive landscape, revenue market share, latest development plan, merger, and acquisition information, etc. ● Chapter 4: Provides the analysis of various market segments according to product types, covering the market size and development potential of each market segment, to help readers find the blue ocean market in different market segments. ● Chapter 5: Provides the analysis of various market segments according to application, covering the market size and development potential of each market segment, to help readers find the blue ocean market in different downstream markets. ● Chapter 6, 7, 8, 9, 10: North America, Europe, Asia Pacific, Latin America, Middle East and Africa segment by country. It provides a quantitative analysis of the market size and development potential of each region and its main countries and introduces the market development, future development prospects, market space, and capacity of each country in the world. ● Chapter 11, 12, 13, 14: Provides profiles of key players, introducing the basic situation of the main companies in the market in detail, including product revenue, gross margin, product introduction, recent development, etc. ● Chapter 15, 16: Key findings and the main points and conclusions of the report.

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Detailed TOC of Global Aerospace Testing, Inspection, and Certification Market Insights and Forecast to 2028

1 Study Coverage

1.1 Aerospace Testing, Inspection, and Certification Product Introduction

1.2 Market by Type

1.2.1 Global Aerospace Testing, Inspection, and Certification Market Size by Type, 2017 VS 2021 VS 2028

1.3 Market by Application

1.3.1 Global Aerospace Testing, Inspection, and Certification Market Size by Application, 2017 VS 2021 VS 2028

1.4 Study Objectives

1.5 Years Considered

2 Global Aerospace Testing, Inspection, and Certification Production

2.1 Global Production Capacity (2017-2028)

2.2 Global Production by Region: 2017 VS 2021 VS 2028

2.3 Global Production by Region

2.3.1 Global Historic Production by Region (2017-2022)

2.3.2 Global Forecasted Production by Region (2023-2028)

2.4 North America

2.5 Europe

2.6 China

2.7 Japan

3 Global Aerospace Testing, Inspection, and Certification Sales in Volume and Value Estimates and Forecasts

3.1 Global Sales Estimates and Forecasts 2017-2028

3.2 Global Revenue Estimates and Forecasts 2017-2028

3.3 Global Revenue by Region: 2017 VS 2021 VS 2028

3.4 Global Sales by Region

3.4.1 Global Sales by Region (2017-2022)

3.4.2 Global Sales by Region (2023-2028)

3.5 Global Revenue by Region

3.5.1 Global Revenue by Region (2017-2022)

3.5.2 Global Revenue by Region (2023-2028)

3.6 North America

3.7 Europe

3.8 Asia-Pacific

3.9 Latin America

3.10 Middle East and Africa

Get a trial Copy of the Aerospace Testing, Inspection, and Certification Market Report

4 Competition by Manufactures

4.1 Global Aerospace Testing, Inspection, and Certification Production Capacity by Manufacturers

4.2 Global Aerospace Testing, Inspection, and Certification Sales by Manufacturers

4.2.1 Global Aerospace Testing, Inspection, and Certification Sales by Manufacturers (2017-2022)

4.2.2 Global Aerospace Testing, Inspection, and Certification Sales Market Share by Manufacturers (2017-2022)

4.2.3 Global Top 10 and Top 5 Largest Manufacturers of Aerospace Testing, Inspection, and Certification in 2021

4.3 Global Aerospace Testing, Inspection, and Certification Revenue by Manufacturers

4.3.1 Global Aerospace Testing, Inspection, and Certification Revenue by Manufacturers (2017-2022)

4.3.2 Global Aerospace Testing, Inspection, and Certification Revenue Market Share by Manufacturers (2017-2022)

4.3.3 Global Top 10 and Top 5 Companies by Aerospace Testing, Inspection, and Certification Revenue in 2021

4.4 Global Aerospace Testing, Inspection, and Certification Sales Price by Manufacturers

4.5 Analysis of Competitive Landscape

4.5.1 Manufacturers Market Concentration Ratio (CR5 and HHI)

4.5.2 Global Aerospace Testing, Inspection, and Certification Market Share by Company Type (Tier 1, Tier 2, and Tier 3)

4.5.3 Global Aerospace Testing, Inspection, and Certification Manufacturers Geographical Distribution

4.6 Mergers and Acquisitions, Expansion Plans

5 Market Size by Type

5.1 Global Aerospace Testing, Inspection, and Certification Sales by Type

5.1.1 Global Aerospace Testing, Inspection, and Certification Historical Sales by Type (2017-2022)

5.1.2 Global Aerospace Testing, Inspection, and Certification Forecasted Sales by Type (2023-2028)

5.1.3 Global Aerospace Testing, Inspection, and Certification Sales Market Share by Type (2017-2028)

5.2 Global Aerospace Testing, Inspection, and Certification Revenue by Type

5.2.1 Global Aerospace Testing, Inspection, and Certification Historical Revenue by Type (2017-2022)

5.2.2 Global Aerospace Testing, Inspection, and Certification Forecasted Revenue by Type (2023-2028)

5.2.3 Global Aerospace Testing, Inspection, and Certification Revenue Market Share by Type (2017-2028)

5.3 Global Aerospace Testing, Inspection, and Certification Price by Type

5.3.1 Global Aerospace Testing, Inspection, and Certification Price by Type (2017-2022)

5.3.2 Global Aerospace Testing, Inspection, and Certification Price Forecast by Type (2023-2028)

6 Market Size by Application

6.1 Global Aerospace Testing, Inspection, and Certification Sales by Application

6.1.1 Global Aerospace Testing, Inspection, and Certification Historical Sales by Application (2017-2022)

6.1.2 Global Aerospace Testing, Inspection, and Certification Forecasted Sales by Application (2023-2028)

6.1.3 Global Aerospace Testing, Inspection, and Certification Sales Market Share by Application (2017-2028)

6.2 Global Aerospace Testing, Inspection, and Certification Revenue by Application

6.2.1 Global Aerospace Testing, Inspection, and Certification Historical Revenue by Application (2017-2022)

6.2.2 Global Aerospace Testing, Inspection, and Certification Forecasted Revenue by Application (2023-2028)

6.2.3 Global Aerospace Testing, Inspection, and Certification Revenue Market Share by Application (2017-2028)

6.3 Global Aerospace Testing, Inspection, and Certification Price by Application

6.3.1 Global Aerospace Testing, Inspection, and Certification Price by Application (2017-2022)

6.3.2 Global Aerospace Testing, Inspection, and Certification Price Forecast by Application (2023-2028)

7 North America

7.1 North America Aerospace Testing, Inspection, and Certification Market Size by Type

7.1.1 North America Aerospace Testing, Inspection, and Certification Sales by Type (2017-2028)

7.1.2 North America Aerospace Testing, Inspection, and Certification Revenue by Type (2017-2028)

7.2 North America Aerospace Testing, Inspection, and Certification Market Size by Application

7.2.1 North America Aerospace Testing, Inspection, and Certification Sales by Application (2017-2028)

7.2.2 North America Aerospace Testing, Inspection, and Certification Revenue by Application (2017-2028)

7.3 North America Aerospace Testing, Inspection, and Certification Sales by Country

7.3.1 North America Aerospace Testing, Inspection, and Certification Sales by Country (2017-2028)

7.3.2 North America Aerospace Testing, Inspection, and Certification Revenue by Country (2017-2028)

7.3.3 U.S.

7.3.4 Canada

8 Europe

8.1 Europe Aerospace Testing, Inspection, and Certification Market Size by Type

8.1.1 Europe Aerospace Testing, Inspection, and Certification Sales by Type (2017-2028)

8.1.2 Europe Aerospace Testing, Inspection, and Certification Revenue by Type (2017-2028)

8.2 Europe Aerospace Testing, Inspection, and Certification Market Size by Application

8.2.1 Europe Aerospace Testing, Inspection, and Certification Sales by Application (2017-2028)

8.2.2 Europe Aerospace Testing, Inspection, and Certification Revenue by Application (2017-2028)

8.3 Europe Aerospace Testing, Inspection, and Certification Sales by Country

8.3.1 Europe Aerospace Testing, Inspection, and Certification Sales by Country (2017-2028)

8.3.2 Europe Aerospace Testing, Inspection, and Certification Revenue by Country (2017-2028)

8.3.3 Germany

8.3.4 France

8.3.5 U.K.

8.3.6 Italy

8.3.7 Russia

9 Asia Pacific

9.1 Asia Pacific Aerospace Testing, Inspection, and Certification Market Size by Type

9.1.1 Asia Pacific Aerospace Testing, Inspection, and Certification Sales by Type (2017-2028)

9.1.2 Asia Pacific Aerospace Testing, Inspection, and Certification Revenue by Type (2017-2028)

9.2 Asia Pacific Aerospace Testing, Inspection, and Certification Market Size by Application

9.2.1 Asia Pacific Aerospace Testing, Inspection, and Certification Sales by Application (2017-2028)

9.2.2 Asia Pacific Aerospace Testing, Inspection, and Certification Revenue by Application (2017-2028)

9.3 Asia Pacific Aerospace Testing, Inspection, and Certification Sales by Region

9.3.1 Asia Pacific Aerospace Testing, Inspection, and Certification Sales by Region (2017-2028)

9.3.2 Asia Pacific Aerospace Testing, Inspection, and Certification Revenue by Region (2017-2028)

9.3.3 China

9.3.4 Japan

9.3.5 South Korea

9.3.6 India

9.3.7 Australia

9.3.8 Taiwan

9.3.9 Indonesia

9.3.10 Thailand

9.3.11 Malaysia

9.3.12 Philippines

10 Latin America

10.1 Latin America Aerospace Testing, Inspection, and Certification Market Size by Type

10.1.1 Latin America Aerospace Testing, Inspection, and Certification Sales by Type (2017-2028)

10.1.2 Latin America Aerospace Testing, Inspection, and Certification Revenue by Type (2017-2028)

10.2 Latin America Aerospace Testing, Inspection, and Certification Market Size by Application

10.2.1 Latin America Aerospace Testing, Inspection, and Certification Sales by Application (2017-2028)

10.2.2 Latin America Aerospace Testing, Inspection, and Certification Revenue by Application (2017-2028)

10.3 Latin America Aerospace Testing, Inspection, and Certification Sales by Country

10.3.1 Latin America Aerospace Testing, Inspection, and Certification Sales by Country (2017-2028)

10.3.2 Latin America Aerospace Testing, Inspection, and Certification Revenue by Country (2017-2028)

10.3.3 Mexico

10.3.4 Brazil

10.3.5 Argentina

11 Middle East and Africa

11.1 Middle East and Africa Aerospace Testing, Inspection, and Certification Market Size by Type

11.1.1 Middle East and Africa Aerospace Testing, Inspection, and Certification Sales by Type (2017-2028)

11.1.2 Middle East and Africa Aerospace Testing, Inspection, and Certification Revenue by Type (2017-2028)

11.2 Middle East and Africa Aerospace Testing, Inspection, and Certification Market Size by Application

11.2.1 Middle East and Africa Aerospace Testing, Inspection, and Certification Sales by Application (2017-2028)

11.2.2 Middle East and Africa Aerospace Testing, Inspection, and Certification Revenue by Application (2017-2028)

11.3 Middle East and Africa Aerospace Testing, Inspection, and Certification Sales by Country

11.3.1 Middle East and Africa Aerospace Testing, Inspection, and Certification Sales by Country (2017-2028)

11.3.2 Middle East and Africa Aerospace Testing, Inspection, and Certification Revenue by Country (2017-2028)

11.3.3 Turkey

11.3.4 Saudi Arabia

11.3.5 U.A.E

12 Corporate Profiles

12.1 Manufacture 1

12.1.1 Manufacture 1 Corporation Information

12.1.2 Manufacture 1 Overview

12.1.3 Manufacture 1 Aerospace Testing, Inspection, and Certification Sales, Price, Revenue and Gross Margin (2017-2022)

12.1.4 Manufacture 1 Aerospace Testing, Inspection, and Certification Product Model Numbers, Pictures, Descriptions and Specifications

12.1.5 Manufacture 1 recent Developments

13 Industry Chain and Sales Channels Analysis

13.1 Aerospace Testing, Inspection, and Certification Industry Chain Analysis

13.2 Aerospace Testing, Inspection, and Certification Key Raw Materials

13.2.1 Key Raw Materials

13.2.2 Raw Materials Key Suppliers

13.3 Aerospace Testing, Inspection, and Certification Production Mode and Process

13.4 Aerospace Testing, Inspection, and Certification Sales and Marketing

13.4.1 Aerospace Testing, Inspection, and Certification Sales Channels

13.4.2 Aerospace Testing, Inspection, and Certification Distributors

13.5 Aerospace Testing, Inspection, and Certification Customers

14 Market Drivers, Opportunities, Challenges and Risks Factors Analysis

14.1 Aerospace Testing, Inspection, and Certification Industry Trends

14.2 Aerospace Testing, Inspection, and Certification Market Drivers

14.3 Aerospace Testing, Inspection, and Certification Market Challenges

14.4 Aerospace Testing, Inspection, and Certification Market Restraints

15 Key Finding in the Global Aerospace Testing, Inspection, and Certification Study

16 Appendix

16.1 Research Methodology

16.1.1 Methodology/Research Approach

16.1.2 Data Source

16.2 Author Details

16.3 Disclaimer

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Killexams : A child’s death prompts questions about brake safety on e-bikes

Comment

Two years ago, 12-year-old Molly Steinsapir was sitting behind her best friend on a borrowed electric bike when the girls started descending a steep hill in Los Angeles. Molly’s friend pulled the brakes, but the bike began to shimmy, and the girls crashed. Molly, who was wearing a helmet, sustained severe head injuries.

After the accident, Molly’s mother posted a call for prayer on Twitter, rallying hundreds of thousands of new followers who used the hashtag #TeamMolly to cheer for the child’s recovery. But after multiple brain surgeries, Molly died on Feb. 15, 2021.

While Molly’s death prompted an outpouring of grief on social media, the tragedy has taken a new turn. Her accident is raising questions about the safety of e-bikes — specifically the quality of e-bike brakes — and whether the wildly popular bicycles are safe for young people to ride.

Molly’s parents, who are both attorneys, have sued Rad Power Bikes Inc., maker of the e-bike the girls were riding and the largest e-bike company in the United States, claiming that its bikes “inappropriately” are marketed to children and contain “multiple design defects.”

The case, already a hot-button syllabu in the cycling community, garnered renewed attention with the publication of a lengthy investigation by Bicycling magazine. It sparked a viral wave of passionate, sometimes excoriating online chatter about e-bikes and their possible benefits, downsides, price, quality, regulation, and, especially, their appropriateness for young riders.

What exactly is an e-bike?

E-bikes, with their battery-powered motors and pedaling help, have surged in popularity in the United States and around the world as an eco-friendly alternative to cars and a less strenuous and sweaty option for getting around compared to a regular bike. By all accounts, they are the fastest-growing segment of the bike market, with sales topping 420,000 in 2021 and probably exceeding that last year, according to data from PeopleForBikes, the industry trade group for bicycle manufacturers.

There are three types of “e-bikes,” bicycles equipped with a battery and motor. Many are capable of carrying extra passengers or cargo, unlike most conventional bikes. Class 1 e-bikes, the most common, are pedal-assist models with motors that work only while you’re pedaling. They have a top speed of 20 mph. Ride faster, and the motor automatically flips off.

Class 2 e-bikes feature a throttle, so the motor powers the bike even if you don’t pedal. It stops working if you exceed 20 mph, though. Molly was a passenger on a Class 2 model.

Class 3 e-bikes are the most powerful. These pedal-assist bikes can reach 28 mph before the motor stops.

Legally, almost anyone can ride an e-bike. “There is currently no federal law or guideline regarding the appropriate minimum age” for e-biking, said Matt Moore, the policy counsel for PeopleForBikes. “The Consumer Product Safety Commission considers very young children capable of riding bikes, and e-bikes are classified as bikes.”

Thirty-nine states and additional municipalities regulate minimum rider age, usually for the powerful Class 3 bikes, although the requirements vary. Some localities also limit e-bikes, especially Class 3, in bike lanes. You can find more information about local regulations at PeopleForBikes.org.

New questions about e-bike braking systems

According to the Steinsapirs’ lawsuit, the bike the girls were riding, a 65-pound RadRunner 1 model bought a month before by the friend’s family as a Christmas gift for an older sister, “began to shake and wobble” when Molly’s friend applied the brakes. The complaint claims the bicycle’s brakes, a type known as mechanical disc brakes, and the skewer and lever holding the front wheel in place, an easily removed mechanism called a quick release, were inadequate to the demands of handling and stopping the bike and contributed to the accident.

Brandie Gonzales, the director of public relations and communications for Rad Power Bikes, wrote in an email that the “entire Rad Power Bikes team extends its deepest condolences to the Steinsapir family on the tragic loss of Molly Steinsapir.” The company would not comment on the incident or lawsuit, she said.

Stacey Stewart, vice president of engineering at Rad Power Bikes, added that the company is “confident in the safety and quality of all of our ebikes and components, including the disc brakes and release mechanism, which are standard in the industry, used on thousands of bikes, and when used and maintained properly, are safe.”

Gonzales also provided a previously unreported letter, dated Jan. 12, from the Consumer Product Safety Commission, in which the agency said it had “completed its review of the information you provided” in response to the agency’s inquiries about the RadRunner 1 bike following Molly Steinsapir’s death. “Based upon the information you provided, the staff does not believe the problem identified necessitates further action.”

But anecdotes about brake issues and other concerns with the quality or handling of some e-bikes are common online and among cyclists of all ages and their mechanics. John Martinous, a 24-year-old teacher in Sanford, Fla., posted on Reddit about his e-bike, a Christmas gift from his parents. Contacted by The Washington Post, he said the brakes had stopped working while he was riding the bike, and he collided with a car turning into a preschool parking lot.

“The problem was that I wasn’t able to stop in time,” he said, adding that he wound up scraping his feet along the ground to stop the bike.

Peter Flax, a longtime cycling journalist in Los Angeles, said that after his story on Molly was published in Bicycling, several cyclists and mechanics contacted him to describe brake pads wearing out after only a few weeks of use or otherwise failing to fully stop the bikes when applied. “I heard from lots of people,” he said.

In the article, Flax described his own experience with brake concerns, after the brakes on a Rad Power bicycle he had purchased for one of his teenage sons weeks earlier stopped working. An experienced cyclist, he adjusted the brake cables and bought new brake pads, but the e-bike’s brakes continued to work erratically and burn through brake pads, he said.

After publication, he said, his Twitter feed and DMs filled with messages similar to that from one bike shop manager in Minneapolis, who told Flax that “every single Rad that comes through has brake issues.”

‘A genuine safety issue’

“It’s the Wild West” for e-bikes, said Dave Nghiem, the manager at College Park Bicycles in Maryland.

He and other bike mechanics contacted by The Post said the problems are not confined to one brand, but apply to many models of relatively inexpensive road e-bikes designed for recreation and commuting. These bikes typically retail for less than $2,000 and usually are sold directly to consumers, not through a bike shop. They make up the bulk of e-bike sales.

By law, all bicycles sold in the United States must comply with federal regulations on the safety of their components, Moore, the PeopleForBikes counsel, said. Depending on the bicycle’s weight and the total weight it claims to be able to carry, the brakes must be able to stop the bike within a certain distance, he said.

Stewart, the Rad Power Bikes vice president, said in a statement that the company’s “internal design and validation methods exceed the minimums required by the US ebike regulations," adding that “[e]very single bike is ridden one mile before getting boxed up. Then we conduct random trial out-of-box testing prior to shipment.”

But not all e-bike manufacturers follow similar voluntary standards. Some inexpensive e-bikes sold online can arrive from their overseas manufacturers without certification that the bicycles comply with all U.S. safety regulations. And many of the parts are unfamiliar to mechanics here, several bicycle mechanics said.

“I won’t work on them,” said Robert Lynn, the service manager for BicycleSpace in Washington, D.C., referring to low-cost e-bikes sold directly to consumers and featuring inexpensive components. “I won’t touch anything with cheap brakes.”

Karl Stoerzinger, a mechanic at Perennial Cycle in Minneapolis, likewise said the store has stopped working on electric bikes people ordered online because he’s often “flying completely blind” on the repair, dealing with unknown batteries and parts.

Some of the cheapest electric bikes people order online are using components that “aren’t really up to snuff,” Stoerzinger said. “If they’re using cheap brakes or something that’s not strong enough, that can quickly be a genuine safety issue.”

Even components that comply with bicycle safety regulations and have worked well on conventional bikes can be problematic on e-bikes, Lynn said, because e-bikes tend to be far heavier and sometimes carry passengers, adding to the weight.

“These things are going 20 miles an hour, which is faster than most people ever ride a regular bike, and then you have to stop all that weight,” he said. “Do that a few times, and you burn the brake pads down real fast.”

A warning for all bikers to check brake pads

Anyone who rides an e-bike, whatever its make, should frequently check its brakes and other components, said Amy Korver, the community education manager for Cascade Bicycle Club in Seattle. (So should anyone who rides a conventional bike, she said.)

If the brakes’ levers get “really close to your handlebar” when you pull them back to stop, that’s a sign the brakes have lost stopping power and you need to get them checked, Korver said.

“You want at least a thumb’s width worth of distance between your handlebar and your brake lever,” she said.

Similarly, if you hear a scraping sound from the brakes or notice that the brake pads’ grooves, which help shed road debris, have worn down, you should have the brakes serviced.

On conventional bikes, the brake pads typically last for as much as 1,000 miles of use, but mechanics warn that the same pads may wear out with less usage on heavier e-bikes. “Those things can wear out in a couple of weeks,” Lynn said.

Motor vehicle crashes and rider error

Accidents involving e-bikes are not due solely to mechanical failures. According to data from the Consumer Product Safety Commission, 53 people died as a result of e-bike accidents from 2017 to 2021. (By comparison, 68 people died as a result of e-scooter accidents during the same period.) In most of these incidents, Moore said, “it appears they are related to crashes with motor vehicles or rider error, rather than product defects.”

Younger riders can be especially vulnerable. “A lot of kids aren’t used to riding on these fast devices,” said Makenzie Ferguson, the injury prevention coordinator at Children’s Hospital of Orange County (CHOC) in California. “So, they might not have the skill or knowledge on how to maneuver them.”

In an article on its website, CHOC noted that it had treated more than 80 pediatric injuries from e-bike riding in the past three years. Ferguson said the injuries generally have involved kids about 14 to 16 years old, but some have been younger. She noted that the count only includes cases within their hospital system in Orange County and there are “probably more” injuries treated at other emergency rooms in the area.

“Usually, they’re riding, and they lose control,” Ferguson said. “Maybe they hit a curb or something or they’re not used to the weight of the bike.”

The resulting injuries can be more serious than after crashes on a conventional bike, some recent studies show. In a 2019 Israeli study of 196 pediatric emergency room visits related to bicycle accidents, more young people crashed conventional bikes, “but injuries of higher severity only occurred among the E-bikers,” the authors wrote. A separate 2019 study of 337 pediatric hospitalizations after biking and other traffic-related accidents likewise found that serious injuries, especially to the head, were far more common among young e-bikers than those riding conventional bikes.

In the context of overall e-bike ridership, though, the incidence of such accidents and injuries among children is low. In fact, the proportion of e-bike accidents among middle-aged and older riders is rising. A 2022 study of 82 cyclists treated at a Swiss trauma center, for instance, found that the median age of the injured e-bikers was 60.

All e-bike riders, whatever their age, would probably benefit from education about and practice with their bikes, especially if they are new to e-cycling, said Ash Lovell, the electric bicycle policy and campaign director for PeopleForBikes.

Find an empty parking lot or other open, traffic-free space to practice starting and slowing your e-bike. An e-bike’s acceleration can startle new riders, as can the distance required to fully stop them.

PeopleForBikes plans to release educational materials focused on e-bike safety this summer, Lovell said. The group produced a video last year about safety for all types of bicycle riders. The Laguna Beach Police Department in Southern California also produced a video last year about e-bike safety and regulations.

Should children ride electric bikes?

Everyone interviewed for this article expects e-bike ridership to continue growing, even soaring, in the coming years. “PeopleForBikes believes that electric bicycles are the future of bike riding,” Moore said.

There is, after all, plenty to love about e-bikes, he and others point out. They are faster than conventional bikes, making them useful for commuting and daily chores. They are accessible to people with health conditions or other issues who cannot easily manage conventional bikes, or who worry they are not in sufficient shape to complete a ride or keep up with fellow cyclists.

They also reduce car trips and, proponents say, help save the planet. A 2020 analysis of 76 studies found “the personal use of e-bikes is associated with a reduction in motorized vehicle use,” while an ongoing citizen-science study from the Climate Action Center found that e-bikes are 20 times more efficient than electric cars “at fighting climate change.”

More prosaically, e-bikes can be good exercise. In a 2021 study, e-bike riders’ heart rates rose into the range considered to be moderate exercise, though they hovered slightly lower than when the same riders pedaled a standard bike. A 2022 review of research about e-bikes concluded, “E-cycling improved aerobic fitness.”

But whether children and young teenagers should be riding these bikes remains an open question. The time frame for litigating the Steinsapirs’ lawsuit is uncertain.

For now, “parents have to decide which activities their children should engage in,” Moore said, “whether that is cycling, swimming, skiing or contact sports, all of which have known risks of participation.” His group, PeopleForBikes, “agrees with the majority of states,” he said, that “most children aged 16 or older are capable and competent to operate an electric bicycle without endangering themselves or others.”

Flax agrees, but with caveats. “There are so many categories of people for whom an e-bike can have a profound impact” on their lives and well-being, he said, adding that he often commutes in Los Angeles on an e-bike. “I remain an evangelist” for e-bikes, he said.

But after reporting on the lawsuit and e-bike safety, “I’d probably buy something different” for his teenage sons, he said. “I’d still buy them electric bikes,” he said. But those bikes would probably cost more, and they would have better brakes.

Do you have a fitness question? Email YourMove@washpost.com and we may answer your question in a future column.

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Sun, 12 Feb 2023 20:05:00 -0600 en text/html https://www.washingtonpost.com/wellness/2023/02/13/electric-bike-brakes-ebike-safety-molly-steinsapir/
Killexams : Looking for help with space regulations?

Creating the technology to get to space is hard enough, something that may be just as or even more difficult, navigating your way through the bureaucratic regulations that you need to comply with. As with most industries, those just getting into it are going to have the hardest time learning about the rules in place. Enter the Association of Commercial Space Professionals, who at the end of February 2023 are hosting a Space Regulatory Bootcamp. It’s designed specifically for startups and is being done in partnership with the Air Force Research Lab. To learn more about it, the  Federal Drive with Tom Temin spoke with Bailey Reichelt, partner at Aegis Space Law, and Bryce Kennedy who is the firm’s Business Development Director.

Bailey Reichelt
So I’m one of the founding partners, I have one other partner, Jack Shelton. It’s actually a bit of an interesting story, we met both as international trade attorneys. I was working in house for a big U.S. defense contractor. I did a lot of helping subcontractors figure out how to comply with regulations, so we could work with them. Seem there is a real need there, for smaller businesses needing regulatory help, before they can actually afford the attorneys that could help them with the regulatory help. Jack and I had been working on designing export training for a big contractor and then decided to go out on our own. And, actually, just found a law firm that does just that. Let’s provide regulatory assistance to small companies. My background was in space law from Ole Miss law. And we decided, this industry was really where our passion was. It’s a very, highly regulated, industry.

I have a list of 12 agencies, just right off the bat, that most commercial space startups have to deal with, they don’t even know half these agencies exist when they start. So one of the things we wanted space law to do, was to really help them get a handle on the regulatory obligations, really help all those innovative tech startups out there. And we really like the companies where the founders are still involved, because there is so much passion. They’re out to change the world. And we want to help them actually do that. And I joke with Jack all the time, like, we don’t get the luxury of being the scientists or the inventors who make the innovative and world changing technologies. But we can help them get those technologies and that company to market. We can help them navigate the regs, we can help them actually be successful. And then we all benefit. And one of the beautiful things about working in commercial space, is that pretty much everyone is aligned in this passion goal, that if we can send something to space, not only does that fulfill some sort of greater need and like communal feeling for us, like we’re changing the world, we’re exploring space. But all the technology, that we develop that can keep someone alive to Mars, it also redefines life as we know it on Earth. So it helps everyone. And everyone in this industry really does want to change the world and see everyone grow. And it’s a big enough industry that there’s lots of room for all of us. So we founded the law firm, with the idea that we’re going to help small companies, actually, succeed with their tech by navigating the regulatory hurdles. And so far, there’s been lots and lots of demand. And that kind of led us to establishing the association of commercial space professionals. And the regulatory bootcamp that we’re hosting in Albuquerque in February.

Eric White
We will certainly get to that. So I was going to just talk to Bryce a little bit, about the how he found himself in this particular arena. And you’re right about all the massive amount of regulations there. And so Bryce, I wonder if you could, maybe, just provide us a few pillars of space law itself, since it is something relatively new to most people.

Bryce Kennedy
Sure. One of the things that really drew me to space law, so I had my own executive coaching company before this. I was an attorney before that. And then I had an executive coaching company in New York. And I remember when I pivoted, as most people did a lot of during COVID, it was just something simple, where I was kind of looking up at the stars and starting to ask questions about, who’s protecting space? And so that’s when I decided to go full bore into it. And that’s when I met Jack and Bailey. And I was like, I want to dust off my law degree and really use it for something meaningful. And every good space attorney or someone in the industry starts off with a very high level, the Outer Space Treaty. And that’s at a UN level. It governs most nations. It has a set of principles that people follow. One of the big things is that, you can’t claim any territory as your own for a country. There’s provisions in there for war and avoiding nuclear proliferation in space and that type of stuff. But what’s really cool is, it governs a lot of the way spaceflight is shaped. And so, as Bailey said, we have the regulatory field with [Federal Communications Commission (FCC)], [Federal Aviation Administration (FAA)], [National Oceanic and Atmospheric Administration (NOAA)], in terms of licensing. And then on top of that, any type of commercial activity boils down to, essentially, if you’re a traditional company. And the thing that, as lawyers, we have to be careful with, because as Bailey said, there’s 12 different agencies that we’re looking at. So everything counts. And if say you violate something, in one agency, there can be this cross pollination where you violate something else in another one. And so, they’re, traditionally, these big firms that worked for the Lockheeds, the Raytheon’s, [National Aeronautics and Space Administration (NASA)], [Department of Defense (DoD)], over the years. And they were used to having those massive contracts, and huge staffs in whatever. But as the commercial space industry becomes much more nimble, much more agile, those firms aren’t necessarily what we need anymore. And so what we’re trying to do, at different levels, is streamlining a lot of it. We’re trying to make it more accessible. And we’re also trying to, kind of, bring the information forward that was kind of kept behind these barriers of large law firms or in governmental agencies that wasn’t necessarily appropriate for commercial industry. And now it is.

Bailey Reichelt
He brings up a really good point, bringing it back to the government side of things. I don’t know if you saw, Eric. A couple of weeks ago, it was in the news, that the Biden administration might publish an executive order the end of Q1 in 2023. Asking the Commerce Department, to try to streamline space regs, because they’re starting to realize how, prohibitively, hard it is for some of these companies to get their technology to space. Or more importantly, to get it to the government who has real world problems to solve right now. Like, one of the most notorious ones being like, orbital debris. We’re trying to source all the solutions we can, we need lots of solutions. And they’re seeing how hard it is for those companies, actually, make it. It’s part of why the Air Force has put funding towards our bootcamp to teach companies how to deal with this stuff. They want them to make it and get across these hurdles, that they keep seeing them fail on. We’re hoping that what we’re teaching, at our boot camp and what information we’re unlocking through the association of commercial space professionals, is going to really illustrate to government, as well as teach the companies. But illustrate to government, how exactly hard it is to do this. And we can, maybe, guide them. Like, here are places we could streamline and here are places that are, prohibitively, difficult that we really need to focus on. Because luckily, with the startups we’ve been working with, I think we’ve aggregated a lot of industry information, on where the regs are completely unworkable, or where they’re going to create the, as DoD says, like the valley of death for startups. I think we have a lot of information there. And hopefully, we’re going to be able to continue using [Association for Commercial Space Professionals (ACSP)] to, even educate regulators and like government contracting officers and such on the commercial side of why this is important.

Eric White
So why don’t we get into how one of the vehicles have changed that you all are using. And that’s these regulatory boot camps that you’re working with ACSP with and in partnership with the Air Force Research Lab. What can you tell me about what those boot camps entail? And some of the responses that you’ve gotten from participants?

Bryce Kennedy
So ACSP, Association for Commercial Space Professionals, is a certifying body for commercial space professionals. And we’re creating and, essentially that is a completely separate organization from me to space law. And we’re intentionally doing that with this amazing advisory board, that we’ve hand chosen and asked to be a part of this. Because what we want to do is, let me just backtrack real quick. One of the things that we have all agreed on, that we kind of got sick and tired of, is going to these symposiums or going to these these discussions or conferences, where everyone talks about the same thing. We need to streamline the regs, orbital debris, China, we get it, it’s all bad. There’s no doubt about it and it needs to change.

However, in the meantime, we got to work with what we have. And right now we have the regulations that exist. And that’s where the bootcamp really developed from. And with the boot camp, we have 14 or 15 subjects, it’s kind of like space regulation in a box. That people are going to be able to come to the boot camp, they’re going to learn from experts that have been in this field for decades. And they’re not only going to learn exactly what the regs are. How much sometimes, say licensing costs, the timeframe for these things. They’ll also be able to take an action item and apply it to their business or their field of practice, immediately. And so that’s what we’re really trying to focus on. This isn’t just a conference, this is something, this is an education, this is a training, again, from these high level people. And then at the end of it, we’re offering a certification. And that’s the, like I said, for the commercial space professionals. And that’s where the ACSP comes in and the advisory board. And we’re going to have this first level certification offered after the boot camp, where people can take this. We’re going to have our advisory board, because we didn’t want just us looking at this from one angle, just from our own angle. There’s blind spots everywhere. And so we have such an incredible team from, NOAA to Saquib for Blue Origin, when he worked at Blue Origin. like just incredible group of people. And they’re going to take it apart and put it back together. And so when that certification and that exam comes out, it’s gonna be difficult. And people, when they pass it, they’ll have this opportunity and the feeling like, oh, we really challenged ourselves. And it says it on our website, ACSP. It’s a chance to democratize space and the information behind it. And eventually, ACSP is going to start offering different levels of certifications. We’re going to have different modules of different trainings there. And everyone we talked to, it’s so funny, everyone we talked to is like, this is exactly what is needed. Not everyone has time to go get an engineering degree or go staff on the Hill, to learn these regs. And if we can break this down through our network, through the contributions of other people, through ACSP, we really feel like we’re gonna move the needle in a way that’s never been done before.

Bailey Reichelt
Yeah, I think reiterating, kind of, where this just really meets practicality. When I was in house. I know in law school, I learned the word ITAR, International Traffic in Arms Regulations. No one taught me how to apply for an export license. And when I started, you’re like, well, you’re a lawyer, get an export license. I’m like, I have no idea where to begin. So one of the things we’ll be teaching is, how do I even start to know if I need an export license? How do I apply for one? What are the triggering factors? If I’m a government contractor, or want to be a government contractor, there is a litany of questions in [System for Award Management (SAM)], which is the registration platform, that issues the cage. How do I answer those? Well, these are all things that we’re going to be teaching skills for. And I know that when I was in house, I wish someone had told me how these things had implicated one another. So when you get into government contracting, you’re going to be asked to comply with export controls. Or if you’re dealing with foreign investors or foreign employees. Maybe you’re going to be dealing with [Committee on Foreign Investment in the United States (CIFIUS)]. Maybe you’re going to be dealing with [Office of Foreign Assets Control (OFAC)], which is a part of the Department of the Treasury. They deal with sanctions and things like that. How am I doing due diligence? All of these things intersect each other. And if you don’t know how, or where they intersect, or how much they cost or how long they take, it can ruin your whole contract cost you penalties. Especially, if you have contracts that are sensitive to dates, like launch agreements, or ride share agreements. You could be breaking or in breach of the whole contract, just because you weren’t educated on what the realistic timelines were, for all the different moving parts of your business and your particular mission.

So I wish this had existed before. We’re creating it now because there’s definitely a need, but there’s been a need for a while. And we’re seeing a lot of interest among like people, kind of, in the situation I was, which is general counsel’s at space companies or just founders who want to be educated so they can avoid these pitfalls. And they can preserve all of their their resources, both, monetary resources and their time. So that they don’t have to go hire an expensive lawyer, put things back together after they took an investment that they learned after the fact they shouldn’t have We can teach them how to avoid these things on the front end and provide them our experience working with lots of companies across commercial space. And we’re just going to, hopefully, speed up the process, save them money and put their resources where they really need to go, which is indicating their technology to customers. What we hope, as many people will come to the bootcamp as possible. We’re offering a hybrid model, as well. A lot of students have been interested in attending that. Follow us on ACSP.space, we have a newsletter that you can sign up for or you can follow us on LinkedIn, either Aegis Space Law, or you can follow ACSP. You can see what we’re up to and see all the things we’re adding to that website, either website and the newsletter all the time. The newsletter comes out monthly. And we try to keep it as practical as possible by saying, here’s why you should care about this thing. And then giving you a quick snippet on what’s going on in industry policy and everything else commercial space.

Bryce Kennedy
And the other thing is the bootcamp is hybrid. So for those who can’t come Feb. 21 to 23, in Albuquerque. You can attend online on Zoom and still have the offering for the certification.

Eric White
And is there a concern there on you that if you do too many, teach too many, regulators and commercial space professionals about this knowledge and how to navigate the waves of this regulation. You may work yourself out of a job there?

Bailey Reichelt
What’s really funny is, I get asked that a lot. And we have only had more and more work, the more that we’ve taught people how to deal with the regs. I’m not worried at all about that, as I said, like space is huge. There’s only more and more companies in space. This benefits mankind the more innovative technologies, we can get fully commercialized. So no, I don’t think we’re going out of business. And when we see other law firms wanting to work in this space, we want to network with them. Because there’s room enough for all of us, there’s plenty of work. And, frankly, most of these companies end up saying, yeah, I’m not touching securities with a 10 foot pole anyway. Do you want to work for us?

Bryce Kennedy
And the truth is, if we don’t open up this information and make it accessible at a high level, or even a more intricate level. Then we, as a country, will lose our position as a space power. That’s the overarching theme. Before we could, especially as attorneys, in large law firms, we could bury it deep and hoard the information and put it behind all these different paywalls and all these other things. And that was fine, because we were leaders in the industry. Now we don’t have that benefit. And, some of the major barriers to entry, for commercial space are the regulations. And while it is there is that fear kind of instilled in a lot of legal minds, as Bailey said, we’re finding quite the opposite. And we are really pushing the envelope in terms of making the U.S. a commercial space behemoth in to, traditionally, just continuing to make it open for everyone. So that’s why we started.

Bailey Reichelt
Really good point. Again, let me bring it full circle with an example here. The FCC, it’s expensive to work with the FCC. But if you want to talk to your satellite, when it’s in space, you need to work with the FCC as a U.S. company. I say that there’s caveat to that. You can work with other countries, we’ve had several companies, especially ones that have more of an international presence. They say the FCC is too hard. It’s too expensive. It’s too slow. There’s too many hurdles that I have to jump over. I’m going to work with Germany, their regs are straightforward, they’re easy to comply with, it’s cheaper, it’s faster. So there’s a real, real potential that the U.S. loses their cutting edge, because our regulators are more difficult to comply with. And more opaque, than all the other regulators they could choose to deal with, say, in Europe.

Eric White
Got it. And it speaks to the uniqueness of this industry. And in speaking to a lot of the commercial space professionals that we do for the show. You do really touch on something there about, they’re competitive, but they’re also excited for each other. It’s not quite as cutthroat as other industries that I’m sure that you both have worked in, as far as being a regulatory law professional. Is that the case that you’re finding?

Bailey Reichelt
I would agree with that. That’s part of why so many people are passionate about this industry. It’s why it excites people. I mean, rockets are innately exciting. But when you work with people, who everyone has at least some part of a common goal that we’re going to change the world and better humanity. It’s something to be excited about every day. And frankly, I don’t need to make the salary of a lawyer in D.C. And I don’t need that, if I can go to work every day thinking, I’ve changed something, I’ve done something better. I did something that benefits my daughter’s generation. And as a lawyer, there just so few opportunities to do some of that stuff. So again, working on streamlining regs, I think that is, kind of, every lawyers dream, on how you can actually impact change. And I guess it, I don’t know exactly where I’m going with this. Yes, it’s less cutthroat, it’s much more rewarding to work with commercial space companies.

Bryce Kennedy
One of the jokes that I always bring up is in my previous life, when I was an attorney in New York on Wall Street. I worked for the bad guys, the quote unquote, bad guys. I made a ton of money. I could buy whatever I wanted. And it was one of those things. However, I had a bleeding ulcer, I thought I had a tumor. I was probably just a hard sneeze away from divorcing my wife. Life was awful. But it was like I was following the pattern of the big time attorneys, of that cutthroat world, of the New York Wall Street. And it was just like, it was completely debilitating from just a overall mental health standpoint. And fighting and something like this, when you’re passionate and you’re able to bridge passion, optimism, altruism and the law together. It’s like, it’s the most perfect combination to live life by.

Eric White
Yeah, I can hear it from both of your voices. So why don’t we get into how one of the vehicles of change, that you all are using. And that’s these regulatory boot camps that you’re working with ACSP with and in partnership with the Air Force Research Lab. What can you tell me about what those boot camps entail? And some of the responses that you’ve gotten from participants?

Bryce Kennedy
So ACSP, Association for Commercial Space Professionals, is a certifying body for commercial space professionals. And we’re creating and, essentially that is a completely separate organization from me to space law. And we’re intentionally doing that with this amazing advisory board, that we’ve hand chosen and asked to be a part of this. Because what we want to do is, let me just backtrack real quick. One of the things that we have all agreed on, that we kind of got sick and tired of, is going to these symposiums or going to these these discussions or conferences, where everyone talks about the same thing. We need to streamline the regs, orbital debris, China, we get it, it’s all bad. There’s no doubt about it and it needs to change.

However, in the meantime, we got to work with what we have. And right now we have the regulations that exist. And that’s where the bootcamp really developed from. And with the boot camp, we have 14 or 15 subjects, it’s kind of like space regulation in a box. That people are going to be able to come to the boot camp, they’re going to learn from experts that have been in this field for decades. And they’re not only going to learn exactly what the regs are. How much sometimes, say licensing costs, the timeframe for these things. They’ll also be able to take an action item and apply it to their business or their field of practice, immediately. And so that’s what we’re really trying to focus on. This isn’t just a conference, this is something, this is an education, this is a training, again, from these high level people. And then at the end of it, we’re offering a certification. And that’s the, like I said, for the commercial space professionals. And that’s where the ACSP comes in and the advisory board. And we’re going to have this first level certification offered after the boot camp, where people can take this. We’re going to have our advisory board, because we didn’t want just us looking at this from one angle, just from our own angle. There’s blind spots everywhere. And so we have such an incredible team from, NOAA to Segi for Blue Origin, when he worked at Blue Origin. like just incredible group of people. And they’re going to take it apart and put it back together. And so when that certification and that exam comes out, it’s gonna be difficult. And people, when they pass it, they’ll have this opportunity and the feeling like, oh, we really challenged ourselves. And it says it on our website, ACSP. It’s a chance to democratize space and the information behind it. And eventually, ACSP is going to start offering different levels of certifications. We’re going to have different modules of different trainings there. And everyone we talked to, it’s so funny, everyone we talked to is like, this is exactly what is needed. Not everyone has time to go get an engineering degree or go staff on the Hill, to learn these regs. And if we can break this down through our network, through the contributions of other people, through ACSP, we really feel like we’re gonna move the needle in a way that’s never been done before.

Bailey Reichelt
Yeah, I think reiterating, kind of, where this just really meets practicality. When I was in house. I know in law school, I learned the word ITAR, International Traffic in Arms Regulations. No one taught me how to apply for an export license. And when I started, you’re like, well, you’re a lawyer, get an export license. I’m like, I have no idea where to begin. So one of the things we’ll be teaching is, how do I even start to know if I need an export license? How do I apply for one? What are the triggering factors? If I’m a government contractor, or want to be a government contractor, there is a litany of questions in [System for Award Management (SAM)], which is the registration platform, that issues the cage. How do I answer those? Well, these are all things that we’re going to be teaching skills for. And I know that when I was in house, I wish someone had told me how these things had implicated one another. So when you get into government contracting, you’re going to be asked to comply with export controls. Or if you’re dealing with foreign investors or foreign employees. Maybe you’re going to be dealing with [Committee on Foreign Investment in the United States (CIFIUS)]. Maybe you’re going to be dealing with [Office of Foreign Assets Control (OFAC)], which is a part of the Department of the Treasury. They deal with sanctions and things like that. How am I doing due diligence? All of these things intersect each other. And if you don’t know how, or where they intersect, or how much they cost or how long they take, it can ruin your whole contract cost you penalties. Especially, if you have contracts that are sensitive to dates, like launch agreements, or ride share agreements. You could be breaking or in breach of the whole contract, just because you weren’t educated on what the realistic timelines were, for all the different moving parts of your business and your particular mission.

Bryce Kennedy
And the other thing is the bootcamp is hybrid. So for those who can’t come Feb. 21 to 23 in Albuquerque. You can attend online on Zoom and still have the offering for the certification.

Fri, 10 Feb 2023 09:58:00 -0600 en-US text/html https://federalnewsnetwork.com/space-hour/2023/02/looking-for-help-with-space-regulations/
Killexams : Rights group questions Lockerbie suspect’s extradition

CAIRO (AP) — A leading rights group urged the U.S. and Libya on Monday to explain the legal basis of a surprise extradition of a former Libyan intelligence officer accused of making the bomb that exploded on Pan Am Flight 103 over Lockerbie, Scotland.

U.S. authorities announced in December that they had arrested Abu Agila Mohammad Mas’ud Kheir Al-Marimi on allegations that he was behind the bomb that brought down the New York-bound flight just days before Christmas in 1988. The attack killed 259 people in the air and 11 on the ground.

Mas’ud’s arrest and extradition has raised questions about the legal basis of how he was picked up, just months after his release from a Libyan prison, and sent to the U.S. American officials have said his transfer was lawful and described it as a culmination of years of cooperation with Libyan authorities.

Libya and the U.S. don’t have a standing agreement on extradition, so there was no obligation to hand Mas’ud over. Libyan officials told The Associated Press in December that militias loyal to the Tripoli-based Government of National Unity were behind his detention and handover to the U.S.

Human Rights Watch said in a report that Mas’ud’s saga has raised rights concerns.

“It appears that no Libyan court ordered or reviewed Mas’ud’s transfer to the US, and he had no chance to appeal, raising serious due process concerns,” said Hanan Salah, associate Middle East and North Africa director at HRW.

When asked for comment on the HRW report, the Department of Justice referred to its December statement that Mas’ud was wanted by the international police agency Interpol to face the charges.

Mas’ud was picked up from his home in Tripoli’s Abu Salim district, which is controlled by a network of militias allied with Tripoli-based Prime Minister Abdul Hamid Dbeibah. Libya’s public prosecutor’s office has challenged the move and opened an investigation.

Dbeibah acknowledged his government’s role in the extradition, calling Mas’ud a “terrorist.” The prime minister, however, did not explain the legality of his arrest or transfer to the U.S. He did not provide hard evidence for any of his allegations.

The rights group also called for the U.S. to hold a fair trial and allow the suspect to challenge his extradition. It also urged Libyan authorities to investigate and hold accountable those responsible for “violently seizing Mas’ud from his home.”

Pan Am Flight 103 exploded over Lockerbie less than an hour after takeoff from London on Dec. 21, 1988. Of those killed on the flight, 190 were American citizens.

A breakthrough in the decades-long investigation came in 2017 when the U.S. Justice Department received a copy of an interview that Mas’ud, a former explosives expert with Libya’s intelligence services, had given to the North African country’s law enforcement in 2012, while in custody following the collapse of Moammar Gadhafi’s decades-long rule.

Libya has been torn by civil war since a NATO-backed uprising toppled and killed Gadhafi in 2011. The North African country is divided between Dbeibah’s government and a rival government based in eastern Libya headed by Prime Minister Fathi Bashagha.

Human Rights Watch said Libya’s detention facilities were mired in abuses — including torture and intimidation — to extract confessions during Mas’ud’s years in Libyan prisons. It called the U.S. to ensure that “no coerced confessions, including confessions made under torture, are used as part of the prosecution.”

Mas’ud is the third Libyan intelligence official charged in the U.S. in connection with the Lockerbie attack but the first to appear in an American courtroom. U.S. officials have not explained how he was taken into their custody.

“Justice for the many victims of Pan Am flight 103 risks being tainted unless the US and GNU governments clarify the legal basis for Mas’ud’s transfer to US custody,” Salah said.

___

Associated Press writer Erick Tucker contributed from Washington.

Copyright © The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

Sun, 12 Feb 2023 21:18:00 -0600 en text/html https://mynorthwest.com/3821696/rights-group-questions-lockerbie-suspects-extradition-2/
Killexams : 'I was deceived': NFL players raise questions about Prolanthropy, group that managed their nonprofits

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Fri, 10 Feb 2023 02:46:00 -0600 en-US text/html https://www.usatoday.com/in-depth/sports/nfl/2023/02/08/prolanthropy-nonprofit-nfl-players-practices-questioned/11212398002/
Killexams : Leery of open forum, water group struggles to inform public

CHEYENNE—Members of a working group created by Gov. Mark Gordon to “disseminate information” and “act as a sounding board for the public and stakeholders” regarding Colorado River Compact issues reported Monday mounting public frustration about access to information. 

The Colorado River Working Group, formed in 2021, essentially acts as a consulting body and communications conduit between water users in the Green River and Little Snake River basins and the State Engineer’s Office. 

At a meeting of the group on Monday members said constituents are confused. Members also reported fielding complaints from stakeholders who can’t get the information they need to stay abreast of the fast-moving and complex syllabu that stands to impact water users in the state.

At the same meeting, State Engineer Brandon Gebhart insisted the body isn’t subject to the state’s open meetings laws and said he’s hesitant to take questions from the public during working group meetings. Though Monday’s meeting was open to the public — as were six previous meetings — none have been live-streamed or otherwise made available to anyone not in attendance, according to the engineer’s office.

That’s by design, according to Gebhart. 

“I’m a little concerned that if we start one of these [live-streamed presentations] that we wouldn’t get through any of the Topics before the questions start coming in,” Gebhart told working group members. In a follow-up with WyoFile Tuesday, Gebhart added, “My general concern about doing public webinars is being unable to get through the numerous and complex Topics we need to cover if we get slowed down by multiple public questions.”

Chris Brown of the Wyoming Attorney General’s Office discusses the implications of the Colorado River Compact with water users in Pinedale Sept. 27, 2022. (Dustin Bleizeffer/WyoFile) © Provided by WyoFile Chris Brown of the Wyoming Attorney General’s Office discusses the implications of the Colorado River Compact with water users in Pinedale Sept. 27, 2022. (Dustin Bleizeffer/WyoFile)

The working group’s meetings are intended to hash out information and discuss how to disseminate it with water users, Gebhart said. The group’s outreach is primarily done directly between the group’s members and their constituents.

Though there was no formal call for public comments or questions at the Monday meeting, members of the working group, SEO and the attorney general’s office did field some questions from members of the public in attendance.

Under pressure

The main syllabu of discussion Monday was how the SEO is scrambling to entice eligible water users to take part in a conservation program that pays them to voluntarily leave water in streams that flow to the Colorado River. 

Explaining the program and eligibility requirements to myriad water users is complicated, particularly as many in the ag community are leery of government-sponsored programs aimed at reducing water use, according to the SEO. A tight timeframe makes the effort more challenging. The Upper Colorado River Commission announced a call for System Conservation Pilot Program proposals Dec. 14 with a filing deadline of Feb. 1.

The SEO, which is overseeing the program in Wyoming, is eager to enroll as many participants as possible, according to the agency. The state and its upper basin partners need to demonstrate progress in cultivating various voluntary water conservation efforts to build a case against the potential for mandated cuts under the Colorado River Compact or federal intervention. The agency is relying on members of the working group to help field questions and explain the potential benefits of the program. But so far, confusion reigns, members indicated.

Rep. Albert Sommers irrigates his ranch near Pinedale from where he trails cattle to Union Pass, seen on the horizon (Angus M. Thuermer Jr./WyoFile) © Provided by WyoFile Rep. Albert Sommers irrigates his ranch near Pinedale from where he trails cattle to Union Pass, seen on the horizon (Angus M. Thuermer Jr./WyoFile)

“Conservation districts — they really don’t know enough about what’s going on and they can’t ask enough questions,” Rep. Albert Sommers (R-Pinedale), a member of the working group, told fellow members. “There just needs to be more formal outreach in the country.”

Industrial water users in southwest Wyoming — trona mines, natural gas processors and electrical power utilities — “are yearning for information,” working group member Aaron Reichel of Genesis-Alkali said.

Sen. Larry Hicks (R-Baggs), also a member of the working group, said “there’s a lot of concerns with this System Conservation Pilot Project.” Concerns include “the timeframe to get [information], who to contact, who’s going to answer these questions to put together an application, what’s eligible — all those questions. I’m just getting inundated with this stuff because of the timeframe of this.”

Working group structure

Gordon, anticipating the need to protect the interests of Wyoming water users from the impacts of the Colorado River crisis, formed the Colorado River Working Group in 2021 and appointed eight members. The group includes two representatives for municipal water users, one for agriculture, one for environmental interests, two for industrial water users and two legislators — Sen. Hicks and Rep. Sommers.

Gordon “tasked members with helping to more broadly disseminate information about key Colorado/Green/Little Snake River Basin issues to interested stakeholders, and for members to provide insights as Wyoming navigates important river issues,” Gebhart told WyoFile via email, adding that the SEO relies on the working group to enhance its own public outreach efforts.

In forming the group, Gordon agreed to the SEO’s suggestion that it not be subject to the state’s open meeting laws, according to Gebhart, though the group has decided to mostly adhere to open meetings standards so far. 

Gordon’s office didn’t directly answer what justifies the working group’s exemption from the state’s open meetings laws. As a gubernatorial appointed group convened by a state agency to address issues with a critical public resource the body would appear at a glance to be obligated to operate transparently — but such quasi-governmental groups can and do exist, according to Bruce Moats, a Wyoming attorney who specializes in First Amendment and Wyoming media law.

“The group appears to exist in a kind of a gray area,” Moats said. “The question is, why is it necessary to have the option to close meetings [to the public] when you have exemptions under the public meetings law that allow for that. Just why?” 

At the urging of group members Monday, Gebhart agreed to consider hosting a webinar that provides members of the public the chance to ask questions about Colorado River issues and the SEO’s efforts to enroll water users in the SCPP.

“We are not trying to limit information getting to the public,” Gebhart told WyoFile. “Ultimately, our goal is to get more, and accurate, information to those potentially affected by the current situation.”

The post Leery of open forum, water group struggles to inform public appeared first on WyoFile.

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