|
Issue:
January 9, 2009
THE IRAN STANDOFF [Top
Of Page]
The
negotiations between the so-called 'Iran Six' - the U.S.,
U.K., France, Germany,
Russia and China
- and Iran
regarding the latter's nuclear enrichment activities have been stagnant
since July. While events like the Russia-Georgia conflict and the
global financial crisis have momentarily pushed Iran
off of the front pages, the situation is no less serious than it was during
the summer.
A number
of things are currently clear:
- Iran is not likely
to change its stance.
Iran
insists that its activities are for peaceful purposes and that it has
a right to civilian nuclear technology. It has repeatedly stated
that no amount of international pressure can persuade it to give up or
even temporarily postpone enrichment activities.
- The 'Iran Six' is not a united front. Both Russia
and China oppose
new sanctions against Iran,
and Russia has
assumed a largely confrontational posture vis-à-vis the Western countries
since the Georgia
conflict broke out in August.
- Neither the Bush administration nor the incoming
Obama administration is likely to authorize a military attack on Iran. In
late summer, the Bush administration quietly adjusted its rhetoric on Iran
to one of non-military engagement. The incoming Obama
administration is even more likely to pursue diplomatic initiatives,
including direct negotiations.
- The U.S.
diplomatic strategy makes Israel
the most important variable in an attack scenario. Israel's
leaders view Iran's
nuclear activities as a grave security threat to their
country. If Israel believes that Iran is about to cross one of
two 'red lines' - acquisition of advanced air defense systems or
nuclear weapons capability itself - it may decide to initiate a
preventive attack.
If recent
media reports are true, Iran
may be in the process of crossing the first 'red line.' Several
outlets have reported that Russia
has agreed to sell Tehran an S-300 missile
system that, if installed, would make an aerial attack on Iran
exceptionally difficult. While Russia
has publicly denied the allegations, the situation deserves increased
attention because the S-300 is one of only a few factors that could
drastically change the current dynamic.
Questions
remain about how effective an attack would actually be, given Iran's
efforts to scatter, conceal and protect its enrichment
facilities. These questions may be beside the point, however. An
attack remains a possibility and would have consequences for SecurAssist
customers everywhere, regardless of its level of success. The greater
Middle East, Europe, and even the United States could be staging grounds
for counterattacks and other 'aftershocks' as Iranian proxies and other
Islamic terrorist cells respond.
This
standoff will remain one of the most important international issues in
2009. SecurAssist will continue to monitor the situation and
encourages its customers to do the same.
AVALANCHE SAFETY [Top Of Page]
- December 24: Two snowmobilers die in an
avalanche on LoganPeak
north of Salt Lake City,
Utah.
- December 25: A skier buried by an
avalanche is found dead Christmas morning at a California
ski resort.
- December 27: Two skiers are swept down a
failing slope in Jackson
Hole, Wyoming;
one is buried and killed.
- December 31: Eight snowmobilers are killed in
an avalanche in British Columbia, Canada.
- January 4: Two skiers disappear in an
avalanche on Mount Mussa Achikara in Karachayevo-Cherkessia,
Russia.
- January 5: A 45-year-old man dies in an
avalanche while ice climbing 40 miles southwest of Cody,
Wyoming. Across the
world, troops rescue four civilians buried in an avalanche just north
of India's Kashmir
region.
For
winter sport enthusiasts, avalanches can be a real danger-they have caused
an average of 200 fatalities each year in the last decade. So, what is
important to know when it comes to avalanche safety?
Quick
Facts
- In 90% of fatalities, the avalanche is caused by
the victim, not, as commonly thought, by noise.
- Avalanches are rarely made up of loose snow, but
are more often "slabs" that come loose and shatter like a
pane of glass.
- There are almost always obvious signs of
instability before an avalanche.
- Except on a very fast snowmobile, avalanches are nearly
impossible to outrun: an average slide travels 60-80 mph.
- Generally speaking, anyone buried by an avalanche
will need to be dug out by someone else.
Who
is at Risk?
It is
fairly obvious that anyone in the path of an avalanche, regardless of what
they are doing there, is at risk. Statistically, however, certain
groups tend to become victims. The vast majority are backcountry
recreationists-snowmobilers (who lead the list), climbers, snowboarders,
snowshoers, skiers and hikers. In a recent 5-year period in the U.S.,
there were 194 avalanche fatalities. The victims were:
33% Snowmobilers
22% Skiers
15% Climbers
13% Snowboarders
11% Miscellaneous Recreation
Location also plays a role. Though not by any means limited to these
areas, particular avalanche hot spots include France,
Austria, the U.S.,
Switzerland, Italy
and Canada.
Protect
Yourself
The best
way to survive an avalanche is to avoid it in the first
place. Evaluating potential avalanche conditions is a sophisticated
undertaking, but if you are heading out for winter mountain recreation,
advance preparation can help. Keep in mind:
- 61% of avalanches occur in the months of January,
February or March
- 80% of avalanches occur during or shortly after a
storm
- Factors that increase avalanche risk include winds
greater than 15 mph, heavy snowfall with quick accumulation, any rapid
weather changes
- Slopes of 30-45 degrees are most prone to
avalanches (unfortunately these are also the best slope angles for
most snow sports)
Before
hitting the mountain:
- Check in with the local avalanche center or
mountain rescue station for condition updates
- Always bring a reliable form of communication,
preferably with GPS capabilities
- Evaluate the landscape for recent avalanches,
collapsing or cracked snow
- Stay on groomed trails and heed posted warning
signs
- Take a class that covers how to evaluate slope
conditions and how to dig in snow
- Equip yourself with an avalanche beacon to aid
rescuers if you get swept away
- Travel in a group and keep at least one person
watching from a safe distance so they can call for help if needed
Save
Yourself
There is
no way to guarantee avalanche survival. The most experts can offer are
some tips that may help if you find yourself caught in one:
- People more often get caught at the top of an
avalanche than at the bottom. If the "slab" of snow
begins to move beneath you, try running quickly uphill beyond the
fracture line, or off to the side.
- If you have not picked up significant speed while
sliding within the avalanche, try to grab on to anything stable-a
tree, boulder or ski lift pole-and hang on as tightly as you
can. If you have already picked up speed, don't try this, as
crashing into a solid object at 40+ mph can be deadly.
- Swim as hard as you can towards the surface of the
snow as the avalanche moves. The closer you are to the surface
when the avalanche stops, the greater your chance for survival.
- As the avalanche slows, clear as much space as
possible around your mouth. The main cause of death for avalanche
victims is lack of oxygen as exhaled carbon dioxide builds up in the
surrounding snow. Statistics show that 93% of victims can be
recovered alive if dug out within the first 15 minutes; after 45
minutes that drops to 20-30%, and after two hours it is virtually 0%.
- When the snow stops moving, it will harden like
concrete. Unless you can see daylight, you will most likely not
be able to dig yourself out. Try to push a hand, ski pole or any
object upward in the snow before it comes to a complete stop. The
higher your visual cue, the faster searchers may be able to find you.
- Don't yell for help unless you hear rescuers
nearby-it will expend your precious energy and oxygen supply.
There
is much more to learn about avalanche safety. Some good resources
include:
http://www.mra.org/training/public_ed_prog.php
www.chamonix.eu.com/about/some-things-you-probably-dont-know-about-avalanches.php
http://utahavalanchecenter.org
http://avalanche.state.co.us
www.ifyouski.com
http://nsidc.org/snow/avalanche/
HEALTHY AIRPORTS [Top
Of Page]
Most
peoples' least favorite part of traveling is spending time in crowded,
noisy, stressful airports. But, not all airports guarantee a terrible
encounter. Many of them are actually going the extra mile to give
travelers a healthy and enjoyable experience:
Phoenix
Sky Harbor International airport, which services 42 million passengers per
year, provides passengers with healthful dining options, disabled adult
care stations, two pet parks where traveling dogs can work off energy
before or after a flight and restrooms that are known for being the
cleanest in the country.
Baltimore/Washington
International airport, serving 21 million travelers a year, features soft
music and comfortable lighting at one of their key security checkpoints,
boasts a 12.5 mile trail through wetlands and forest areas for hikers and
bikers, and offers seated massage at their Destination Relaxation spa.
The
second busiest in the world, Chicago's
O'Hare International airport hosts a whopping 76 million travelers per
year. This international hub offers low fat, fiber rich, veggie meals
at 90 percent of its 100 restaurants, has a children's play area and a
fitness facility with workout equipment, massages, sauna, lap pool, showers
and a Jacuzzi at its on-site Hilton Hotel.
Denver
International airport, serving 50 million passengers per year is the
largest airport in the United
States. It soothes travelers with the
second largest public art collection in Colorado,
free Wi-Fi and healthy restaurant choices.
Ronald
Reagan Washington National airport, a destination or pass-through for 19
million travelers each year, houses museum-quality artwork and
walking/biking trails on airport grounds.
If any of
the sixty million passengers through Dallas/Fort Worth International
airport each year have children, they can make use of two 600 square-foot
play areas containing padded airplanes, taxis, luggage for climbing and a
TV showing kids' cartoons.
At
Portland International airport in Oregon,
15 million yearly passers-through can meander the paved walking path that
links to local hotels and businesses, sit under one of the many live trees
in the terminals and Zen-out listening to musicians stationed throughout
the airport.
FROM THE ASSIST AMERICA CASE FILES: COPTER
CRASH [Top Of Page]
Eric*, a
31-year old mechanic for an aviation company specializing in heavy-lift
helicopter operations, was sent from his home base in Arizona to Santa
Clarita, California, to help with stringing power lines. As the laden
chopper prepared for liftoff, Eric signaled a wave to the pilot and moved
aside. Tragically, the helicopter was barely airborne before it was
taken by a powerful gust of wind and crashed, landing
upside-down. Paramedics rushed to the scene. The pilot sustained
only minor injuries, but unfortunately Eric did not survive the
accident.
Within
hours of the incident, the human resources department of Eric's company
called his brother, who in turn called Assist America. We spoke with
local authorities and learned that Eric's remains were en route to the
county coroner's office for autopsy, as required by law in such a
case. A few days later, we arranged for the remains to be transferred
to a local funeral home for cremation, and then transported them home to
his family in Arizona. His
family and employer were relieved to have the efficient help of Assist
America during such a difficult time.
*name has
been changed for privacy
U.S.
PASSPORT CARD [Top Of Page]
Beginning
in June 2009, travelers will be required to present documents proving both
citizenship and identity when entering the United
States through a land or sea
border. The State Department is now offering a passport card to help
speed border crossings by U.S.
citizens traveling to and from Canada,
Mexico and the Caribbean.
The
passport card is particularly popular with Americans who live in border
states where it is not uncommon to drive back and forth, to and
from Canada or Mexico. The
card is not valid for air travel or travel abroad. It is less
expensive than a traditional passport, costing $45 ($35 for children under
age 16) and is smaller and more portable as well. The card is about
the size of a credit card or driver's license and contains a photo and
identification information printed on it, as well as a chip with a unique
number which will allow border officials to instantly retrieve data from a
government database.
Passport
cards are valid for 10 years and applications can be made at any
passport-processing site. Processing time for passport card
applications is about three weeks with no expedited service
option. For travelers that already have a traditional passport, but
would like the passport card, it can be ordered by mail for $20. For
details on how and where to get a passport card, visit http://www.travel.state.gov.
ONE PERSON, ONE FARE [Top Of Page]
The
Canadian Transportation Agency (CTA) has mandated that the country's three
major airlines: Air Canada, Air Canada Jazz and WestJet, abide by the
"one-person, one-fare" policy, which will allow physically disabled
people who must be accompanied by a caregiver only be required to pay for
one ticket. This policy will also allow people functionally disabled
by obesity to purchase two seats for one single fare. After appeals to
both the Federal Court of Appeal and the Supreme Court of Canada were
dismissed, the airlines must figure out a way to implement the policy by
the January 10, 2009 deadline for compliance set forth by the Canadian
Transportation Agency (CTA).
For
domestic flights only, the named carriers may not charge more than one fare
for persons with disabilities who are accompanied by an attendant for their
personal safety in flight or require additional seating for themselves,
including those determined to be functionally disabled by obesity. The
policy will not apply to persons with disabilities (or others) who prefer
to travel with a companion for personal reasons, persons with disabilities
who require a personal care attendant at their destination, but not in
flight, and persons who are obese, but not disabled as a result of their
obesity. Free seats will not be provided to obese people who are
simply uncomfortable in their seats or are not disabled by their size.
The CTA
did not dictate how the screening process would work for the application of
the policy and has left it in the hands of the carriers to establish a
proper system. Not all people who are considered to be obese are
disabled because they are mobile and can function without aid, thus there
must be a standardized screening process to determine who is eligible for a
free seat. Because the executives of the airlines are not experts on
obesity, they have sought consultation from outside professionals and
groups on how to implement the policy. The CTA has recommended that
the airlines adopt a policy used by Dallas-based Southwest Airlines, which
gives a free seat to people who are too big to lower their seat's
armrest. Such policies vary by carrier.
Dr. Joe
DiCorpo, Chief Medical Consultant for Assist America says
the commercial airline policy will be "really difficult to enforce
consistently." He also points out that commercial carriers are
not the only ones who are faced with how to accommodate functionally
disabled obese individuals. "There are also significant considerations
for medical transportation of these patients," he
states. "They are at higher risk of deep vein thrombosis due to
their immobility. They also tend to be diabetic, so must be monitored
closely for blood sugar levels while on board."
Obese
individuals can also be susceptible to oxygen deficiency (called arterial
hypoxia), even at modest cabin altitudes. "Aircraft routinely fly
at 7,000 feet, but an obese patient can develop hypoxia at heights of just
4,000 feet. This has to be taken into consideration," says
DiCorpo. He also mentions some other challenges, saying "the
ability of obese patients to use the restroom on board is often
compromised, so accommodations must be made. Medical treatment often
must be administered to patients in their seats. There can also be
special requirements for transporting individuals between flights, since
normal sized wheelchairs are sometimes not sufficient."
While
commercial airlines have not yet fully solved the challenges of
accommodating the functionally disabled obese, Assist America has gotten
very creative when necessary for medical transportation. In one case,
we used a special oversized air ambulance to repatriate an obese truck
driver from Montana to Wisconsin. In
another, we refitted an air ambulance (removing equipment to make room) and
used the cargo doors to load the patient.
For the
latest, up-to-date information regarding key regions, click on the links
below:
AFRICA
EAST ASIA
& PACIFIC
EUROPE &
EURASIA
NEAR EAST
SOUTH
& CENTRAL ASIA
WESTERN
HEMISPHERE
Sources for this document
include, but are not limited to: CNN, USA Today, AP, Utah Avalanche Center,
Health Magazine, The U.S. State Department.
|
