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THE United States Peace Corps recently trained students from the Philippine Science High School (PSHS) System for planning and implementing sustainable, science-driven climate solutions in their schools and communities. During the “Building Student Volunteer Leaders for Climate Change Initiatives” workshop last month in Iloilo City, 36 students from PSHS campuses nationwide trained on conceptualizing, planning and prototyping climate-change solutions. They are expected to implement these projects following consultations with their local communities, exemplifying volunteerism and the role youth can play in the fight against disruptive effects of climate uncertainties. Funded by the US Agency for International Development and co-facilitated by climate-change expert-facilitators from “SEED4COM,” the training was part of the US Peace Corps’ broader commitment in addressing global climate challenges by collaborating with host country-partners and integrating climate-change adaptation in USAID’s program and training activities. “We are partnering with the PSHS System to tap the potential of STEM [or science, technology, engineering and mathematics] education when applied to climate action,” said Country Director Marguerite Roy of the Peace Corps. “I am excited to see... participating students [building on this training, bringing their projects to life, and influencing] others to become agents of change.” Student-participants, together with 16 PSHS System faculty members, eight Peace Corps volunteers and their work partners, also had discussions and field visits to local climate resilience projects: the Leganes Integrated Katunggan EcoPark, Climate Field School, and Orchard Valley Farm to deepen their knowledge on climate change, biodiversity conservation, disaster-risk reduction and volunteerism. “This program provides a structured framework for advocacy, which will be incorporated in our climate action plan,” said Executive Director Ronnalee Orteza of the PSHS System. For him, youth involvement is key: “We cannot afford to wait until it’s too late.” The US Peace Corps-sponsored training supports “Project Planet Lemniscate:” a PSHS System initiative that uses project-based learning and design thinking in its campuses that empower students to develop innovative solutions for climate change. The workshop also served as a platform for PSHS System students to collaborate with experts and fellow volunteers, receive feedback on their project proposals, and refine their project prototypes.

Published 1:51 pm Tuesday, November 26, 2024 By Jan Griffey NATCHEZ—Bulk materials pickup, a new service offered by the City of Natchez garbage collection vendor that residents pay for in their monthly garbage fee, has left some residents confused about how it works. Natchez resident Barbara Winkworth said she made several calls to different people and agencies to no avail. “It was put out in your paper sometime back that it was going to happen, but apparently, when myself and a couple of others wanted more information, like what we could put out there, no one seemed to know anything about it,” Winkworth said. “I started by calling the phone number on the garbage bins, but they told me I could not get that information from them and told me to call the water company. I called the water company, and they had no idea what I was talking about,” she said. “No one seemed to know anything about it. Everybody is frustrated because we have a garage full of things we would like to put out there, but we don’t know when the pick up is and what they will pick up.” Others described having similar experiences to Winkworth’s on social media. Natchez Mayor Dan Gibson said he had not received phone calls about bulk materials pick up. However, he said he would happily explain how the process works. Bulk materials collection Meridian Waste, which the city contracts for garbage collection services, provides curbside collection of up to eight cubic yards of bulk materials twice monthly. Recently, Meridian Waste purchased ADSI — Arrow Disposal Services Inc. — which held the city’s garbage collection contract. However, the managers and others who worked for ADSI now work for Meridian Waste. What is collected? Bulk landscaping materials include large limbs and piles of tree trimmings that are too heavy to be collected by hand. Limbs must be cut six feet or less long and no more than 8 inches in diameter. This service is intended for tree limbs too large for the city’s regular twice-weekly trash collection. Meridian Waste will continue to collect small piles — up to two cubic yards — of bagged or bundled yard waste each week on your regular garbage pick-up days. White goods are refrigerators, washers, dryers and other household appliances or furniture. All items placed for collection must be drained of freon and tagged accordingly. If they are not drained of freon and tagged as such, the item will not be collected. Construction debris—waste materials from do-it-yourself renovation projects—must be placed in tied contractor-grade bags and set curbside for collection. Each collection is limited to four bags. Pickup guidelines This service is for bulk waste generated through routine landscaping or do-it-yourself projects. For residents who hire a contractor or tree service, the vendor must haul away those materials. Bulk materials may be placed at the curb up to one week before regularly scheduled service. Bulk materials will be picked up only during your scheduled service week. Once your zone is serviced, the bulk crew will not return to that zone until two weeks later. Bulk waste materials should be neatly piled at least two feet from utility poles, low-hanging trees, fences, gas and water meters, fire hydrants, mailboxes, sprinkler heads, and any other obstacles preventing collection. Do not block sidewalks or the view of oncoming traffic with your pile of bulk waste materials. Small bundles of yard waste and bagged leaves will continue to be collected by Meridian Waste rear-load crews each week during your normal trash pickup. Bulk collections are limited to 8 total yards per resident every other week. That equals an area 8 feet by 9 feet and 3 feet high. When are bulk materials picked up? Bulk materials collection is available on alternating weeks, depending on when your garbage is collected. For the month of December, if your garbage is collected on Mondays and Thursdays, your bulk materials pickup dates are Dec. 2 through 6, Dec. 16 through 20, and Dec. 30 through Jan. 3. For the month of December, if your garbage is collected on Tuesdays and Fridays, your bulk materials pickup dates are Dec. 9 through 13 and Dec. 23 through 27. For the month of January, if your garbage is collected on Mondays and Thursdays, your bulk materials pickup dates are Jan. 13 through 17 and Jan. 27 through 31. For the month of January, if your garbage is collected on Tuesdays and Fridays, your bulk materials pickup dates are Jan. 6 through 10 and Jan. 20 through 24. Bulk materials pickups will continue on alternating weeks according to this schedule. While the bulk collection crew may pick up items any day of the designated week per zone, residents must have bulk materials out for pickup by 7 a.m. on Mondays of the designated pick-up week. If you have any complaints or questions, please call the mayor’s office “We are very grateful to be contracted with Meridian Waste for our trash collection services. Since adding the bulk materials pickup, everything to our knowledge has been going very well,” Natchez Mayor Dan Gibson said. “We understand that some situations may arise from time to time, and we are happy to help anyone who calls our office. Looking back on our call log for the last several weeks, we don’t show any complaints that have not been attended to. And, in fact, the complaints have been too few to raise any concerns,” he said. The phone number to the mayor’s office is 601-445-7555. “We are happy to help anyone. We don’t want our citizens to be inconvenienced, and we certainly don’t want bulk items left on our streets for any length of time,” Gibson said.

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Scott Jennings left a fellow CNN panelist speechless after he claimed X is the most ideologically balanced social media platform – and backed it up with one of the left-leaning network’s own reports. “I saw a survey this week – it’s [X] now the most ideologically balanced user platform of any platform,” Jennings said during CNN NewsNight on Monday. CNN panelist and television personality Cari Champion shot back: “You cannot say that.” “Who’s your source?” she demanded as the network’s panelists talked over one another. Jennings exclaimed: “We’ve reported it on this network!” The week before, CNN senior data reporter Harry Enten had discussed survey findings from the Pew Research Center that found billionaire Elon Musk’s X userbase has grown more politically balanced – though the platform has lost users and Musk himself has grown less favorable. The social media platform’s userbase is a nearly even split between 48% of Democrat users and 47% of Republican users, according to the data. In 2022, a 65% majority of the platform’s users had identified as Democrats, Enten said. After Jennings claimed the platform was balanced, Champion said, “It’s not accurate and you know it.” The debate ensued after panelists compared Elon Musk’s acquisition of X to governments purchasing media outlets to use as propaganda. Musk, the richest person in the world with a net worth of $329.9 billion according to Forbes, acquired the social media company, formerly known as Twitter, for $44 billion in 2022 . He has since taken heat for deregulating across the site, which resulted in racist and antisemitic posts popping up alongside paid advertisements as well as misinformation . “Is the concern that certain media outlets would become propaganda arms of political ideologies?” Jennings asked. “I mean, don’t we already have that in this country at a large scale?” Champion argued in favor of more regulation on Musk’s platform. “No one’s regulating the n-word, no one’s regulating the criticism, no one is regulating how people are treated,” Champion said. Jennings questioned where Champion would draw the line on limiting the First Amendment. “Let me tell you something, if I came on here and I just started calling you all kinds of names, do you think the bosses would continue to let me do that?” Champion said. “There’s a level of professionalism in what we do here because we are journalists and we adhere to something, at least morally, and there is no moral compass on this thing called X.”

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Quick Links Low-cost carriers are in trouble Budget airlines today are experiencing financial difficulties, but they used to be among the most profitable in the entire industry Hub-and-spoke networks are looking a lot more flexible Legacy airlines are attempting to operate more point-to-point routes Premium economy is now a staple of long-haul flights Few US carriers do not offer the product across their fleets Long-haul secondary markets are all the rave Airlines are serving more small destinations in Europe and Asia than ever before Loyalty programs are more important than ever before Cobranded credit card partnerships are especially vital In the early months of 2020, when the COVID-19 pandemic began to spread rapidly across the globe, the global commercial aviation industry shut down in a manner almost unimaginable to airlines. Across the globe, air travel passengers collapsed, airline industry stocks were in freefall, and airlines across the board were tasked with the difficult challenge of figuring out how to stay alive when effectively no one was flying. In the past four years and nine months, since global air travel came grinding to a halt, the industry as a whole has recovered, but not before the pandemic had a lasting impact on the market. COVID-19 fundamentally changed aviation. The pandemic reshaped route networks, altered airline business models, saw some carriers leave the market while others grow in size, and fundamentally altered what passengers expect from their airlines and how they decide which carriers book with . The story of COVID-19, in the world of commercial aviation, is not simply one of collapse and recovery, but one of drastic, large-scale change that will likely result in the air travel industry being permanently different from what it was in 2019. When a major external shock occurs in an industry, each player must choose its pathway forward, often leading to a disruption of the former system of order and dominance that existed between firms . Air Serbia strengthens ties with China through new routes to Tianjin, Guangzhou, and Shanghai, tapping into growing travel and trade demand. Before 2020, there had been a relatively fixed hierarchy between legacy airlines, low-cost carriers, and other nontraditional air carriers. Airlines attempted to target their specific kind of passengers and also existed in a carefully competitive equilibrium. The demand shock created by the pandemic induced large-scale industry change, and forced many carriers to overhaul their business models to survive. Other airlines saw their competitors' weakness as an opportunity to expand their networks and increase their market shares. In this article, we will take a deeper look at five key ways in which the US passenger aviation industry is fundamentally different from what it was just five years ago. Get all the latest aviation news from Simple Flying! 1 Low-cost carriers are in trouble Budget airlines today are experiencing financial difficulties, but they used to be among the most profitable in the entire industry In the years before the pandemic, low-cost airlines were among some of the most successful in the industry. Airlines like Spirit Airlines posted some of the industry's highest profit margins on record, although they still lagged behind those of European competitors like Ryanair and easyJet. Spirit Airlines, for example, actually posted an impressive margin of 26.9% in 2015, a number that legacy airlines were sure to be jealous of, according to the airline's financial reports . However, market conditions have taken a turn for the worse for these ultra-low-cost carriers, which have seen profit margins erode, revenue generation decrease significantly, and operational costs only rise. Spirit Airlines recently declared bankruptcy, marking a complete 180-degree turn from being one of America's most profitable airlines. There are three major reasons why low-cost carriers have struggled post-pandemic: Operational costs have increased significantly Legacy airlines have begun to target budget-oriented fliers Issues with aircraft like the A320neo and 737 MAX have halted fleet growth and modernization For starters, airlines like Spirit have historically thrived by offering passengers rock-bottom ticket prices, which they can do on account of their impressive cost advantages. Budget carriers have historically lowered costs by negotiating lower staff salaries and charging passengers for almost every additional service. With an industry shortage of pilots that has driven wages skyward, low-cost airlines have seen cost advantages erode significantly, forcing them to raise fares and lose out on passengers who would otherwise fly with them. Spirit Airlines has taken delivery of its 28th A321neo, which was the first of four involved in a sale-and-leaseback (SLB) deal. Legacy carriers like United Airlines and Delta Air Lines have begun to introduce basic economy tickets, which include extremely few inflight benefits in exchange for discounted fares. While these prices are not typically as low as those offered by budget airlines, they are often low enough to encourage passengers to travel with the legacy airline they know best and where they are loyalty program members. Lastly, budget airlines typically operate fleets consisting of the latest and most fuel-efficient aircraft. In fact, the majority have fleets consisting almost entirely of Airbus A320neo and Boeing 737 MAX family aircraft, both of which have faced major delivery issues and reliability problems. In the case of the 737 MAX, there have even been safety-related groundings, which have also forced low-cost airlines to keep using older, less efficient aircraft. 2 Hub-and-spoke networks are looking a lot more flexible Legacy airlines are attempting to operate more point-to-point routes In the decades before the COVID-19 pandemic shattered industry norms, legacy airlines strictly abided by a hub-and-spoke network strategy. As a result, airlines like United, Delta, and American operated flights across the country and funneled passengers through central hubs. However, airlines have become far more versatile in the years following the pandemic, and they have slowly created more malleable route networks which include more flights that bypass their hubs , connecting leisure travelers directly with the destinations they want to get to. Some examples of these kinds of flights include: Tampa International Airport (TPA) to Amsterdam Schiphol Airport (AMS), operated by Delta Air Lines Fort Lauderdale-Hollywood International Airport (FLL) to Cleveland Hopkins International Airport (CLE), operated by United Airlines Boston Logan International Airport (BOS) to London Heathrow Airport (LHR) 3 Premium economy is now a staple of long-haul flights Few US carriers do not offer the product across their fleets Premium economy was mostly a European and Asian airline offering in the 2010s, until US legacy carriers began to roll the product out, and it became a staple of long-haul flying in the years following the pandemic. After months of lockdown, passengers returned to the skies and were more eager than ever before to spend on premium cabins, providing passengers a bit more revenue in exchange for just a few more comforts. Premium economy is most appealing to passengers who are looking for an upgrade, but do not want to spend the excessive amount that would be required to book a lie-flat seat in a business-class cabin. As a result, airlines have worked long and hard to bring premium economy cabins to the market, and United, American, and Delta all offer them on the majority of their long-haul flights. Depending on your route, an upgrade might just make sense. 4 Long-haul secondary markets are all the rave Airlines are serving more small destinations in Europe and Asia than ever before The introduction of the Boeing 787 and long-range narrowbodies like the Airbus A321LR has made serving smaller destinations possible technologically. However, market conditions did not lead airlines to dive headfirst into these kinds of routes until the years following the pandemic. The global lockdown created by COVID-19 resulted in a significantly lower number of business travelers taking to the skies, forcing airlines to begin targeting leisure travelers, according to an analysis from CNBC . Airlines have now begun to expand into longer non-stop routes to smaller destinations, especially those in Europe or Asia. United Airlines has announced that it will begin serving destinations like Ulaanbataar in Mongolia , as well as dozens of secondary cities across Europe, South America, and Asia. According to McKinsey & Company , aviation as a whole has become more seasonal than it ever was before, with airlines operating more peak-season services to target leisure travelers. Your changes have been saved Email is sent Email has already been sent 5 Loyalty programs are more important than ever before Cobranded credit card partnerships are especially vital Over the past five years, airline loyalty programs have become more important than ever , as industry conditions created by high fuel prices, inflation, high wages, and high interest rates have favored airlines that can keep passengers traveling, even when a competitor can offer a lower fare. United, Delta, and American have all heavily leveraged their credit card partnerships, offering even more lucrative rewards to encourage passengers to open up an account. Furthermore, airlines have begun to restrict who has access to premium lounges such as the Delta Sky Club, forcing them to sign up for even more expensive credit cards if they are looking for this perk. Across the board, carriers that are unable to develop rewarding and easy-to-use loyalty programs will see passengers leave for competitors offering lower prices, while those that can will be able to keep high-spending travelers around. The US 'Big Three' lead the charge, with numbers in the nine digits.Brown: Reforming broken rural economies in greater Minnesota