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African Tourism Board Safety and Travel Security Expert Statement on TOPP

April 24, 2019 by Forimmediaterelease

African Tourism Board Safety and Security expert Dr. Peter Tarlow reminded all ATB members, security incidents around the world once again underline the need for African nations to promote and provide the best tourism security possible.

African Tourism Board President Alain St. Ange mentioned that after recent security challenges in Kenya, it remains the duty of Africa to stand with Kenya’s Minister Najib Balala, the CS for Tourism and with the Government of Kenya after the recent kidnapping of Doctors and Bomb Threats.

“Tourism is a success story in Kenya and they need, more than ever, their fellow friends and neighbors to spread this successes story,” the ATB president added.

Dr. Tarlow explained: “The best way for the African tourism industry to aid countries not only Sudan and Kenya as they face new tourism security challenge is by helping each nation in Africa to create a well funded and organized tourism security unit.

Each tourism security unit of TOPPs (tourism-oriented policing and protection services) will be experts not only in security but also safety and seek to protect a nation’s visitors along with its reputation and economies.

These units, be they composed of public or private security agents or private-private partnership, will help to assure tourists from around the world that travel to Africa is safe and secure.

They will be major players in promoting African tourism and when security mishaps occur they will aid their local tourism industry in a demonstration to the world that these are the exceptions and not the norm.

It is important to remember where that security is an essential element in tourism.  It is our moral duty and good business to work with both local governments and international organizations to assure travelers that Africa will receive them with open arms and a loving heart.

“Today, the African Tourism Board confirms that they stand with Africa ans specially now with Minister Balala the Kenyan Government and People of Kenya and will work with them as and when called upon”, concluded St.Ange.

Reference:
www.africantourismboard.com

www.safertourism.com 

Travel News | eTurboNews

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A Japanese castle, Sanjuro the cat, and a remarkable recovery in tourism

April 7, 2019 by Forimmediaterelease

Bitchū Matsuyama Castle, also known as Takahashi Castle, is a castle located in Takahashi, Okayama Prefecture, Japan. It is not to be confused with Matsuyama Castle in Matsuyama, Ehime Prefecture.

The Takahashi City Tourist Association is upbeat, with an official of the association saying: “We want to liven up the whole city with Sanjuro.”

A feline “lord” of Bitchu Matsuyama Castle in Takahashi, Okayama Prefecture, is contributing to a recovery in tourism that was dealt a heavy hit from natural disasters last summer.

The name of the cat lord of the popular castle, which is nicknamed “castle in the sky”, is Sanjuro. He settled in the precincts of the castle in the wake of torrential rains in western Japan in July last year.

Because Sanjuro is super-friendly to people, he has attracted attention on social media.

The number of tourists coming to the castle, that fell at one point after the torrential rains, recovered rapidly, thanks to Sanjuro. He is now serving as a living “beckoning cat”, the auspicious cat statue often displayed in stores and other businesses.

Sanjuro is a male with white and brown fur. He is thought to be three or four years old.

On July 21 last year, castle cleaner Ryoichi Motohara found the cat wandering in the castle’s Sannomaru area. “At the time, I thought he was an abandoned cat, because he was very skinny.”

After observing the cat for several days, the cleaner started feeding him. From then, he began appearing in the castle’s Honmaru main area, mingling with tourists.

The cat never got angry when people would touch him. He responded to people with cute manners while purring. He became widely known through word of mouth and via online sites.

The tourist association gave the cat the name Sanjuro in tribute to Tani Sanjuro, a samurai warrior of the Bitchu Matsuyama clan who served as a troop captain of Shinsengumi, a samurai squad in the last years of the Edo period (1603-1867).

As the number of newspaper articles and TV programmes reporting about Sanjuro grew, his owner was identified around October last year.

Ms Megumi Nanba, 40, who lives in the city about 6km from the castle, said that she had been searching for her cat, who ran away from their home on July 14.

As she loved her cat and he was also was attached to her children, Ms Nanba at first wanted to take him back home. Eventually, though, Ms Nanba and her family members discussed the matter and decided to hand over their cat to the tourist association.

“I was really relieved when I found out he was alive. If he likes living in the castle, it is good for him (to stay there),” she said.

In November last year, an official of the tourist association took him home to prepare for a media presentation, and Sanjuro ran away again.

Although the association tried to find him by distributing leaflets and other means, Sanjuro could not been found, which made officials of the association increasingly worried.

Sanjuro was finally found 19 days later. Since then, the officials have kept him inside the castle’s administrative office building in the Honmaru area so as not to have such a painful feeling again.

In December last year, the association officially appointed Sanjuro to the post of “castle lord cat”. His duty as the castle lord is to stroll around in the castle twice a day, with officials holding him on a leash.

Sanjuro is highly popular for his friendliness towards visitors, such as rubbing against people’s legs and neatly sitting down on their knees.

According to the tourist association, the number of visitors in July last year in the wake of the torrential rains fell to about 20 per cent compared with that in the previous year. But in February this year, the number passed 4,000 – 40 per cent higher than that in the previous year.

The association designated March 16 as the “Day of Sanjuro” as a play on words – 3 (san), 10 (ju) and 6 (roku) – and held an event.

Tourists from across the nation swarmed to take photos of Sanjuro that day.

Ms Miho Hatanaka, 44, from Otake, Hiroshima Prefecture, said: “He is so friendly and tame. I wish I could hug him a long time.”

Her daughter Nanami, a nine-year-old elementary school student, said: “He’s so cute. I hope he keeps playing the role of castle lord.”

The association produces official items with his photo such as key chains and postcards, as well as digital stamps which can be used on LINE, a free communication app.

Manager of the tourist association Hideo Aihara said: “With Sanjuro at the core, new movements including developments of items and event plans have been occurring.

“We want to expand this positive trend while cooperating with various entities.”

Travel News | eTurboNews

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African Game Rangers: Key conservation tourism partners in stress

April 6, 2019 by Forimmediaterelease

Wildlife is the leading tourist attraction and source of tourist revenue in Africa other than rich historical and cultural heritage the continent has been endowed with.

Wildlife photographic safaris attract millions of tourists from Europe, America and Asia to visit this continent to spend their holidays in wildlife protected areas.

Despite its rich wildlife resources, Africa is still facing poaching problems which had so far, frustrated conservation of wildlife despite the efforts on place to arrest the situation. African governments in collaboration with global wildlife and nature conservation organizations are now working together to save the African wildlife from extinction, mostly the endangered species.

Wildlife rangers in Africa are the number one conservation partners who had committed their lives to protect the wild creatures from human miseries, but working at risk from humans and the wild animals which they had committed to protect.

The rangers are facing numerous psychological pressures leading to potentially serious mental health implications. They are frequently subjected to violent confrontations inside and outside their work.

Many rangers see their families as little as once a year, causing immense stress to personal relationships and the mental strain.

In Tanzania, for example, a community leader was killed by a suspected poacher in an attempt to prevent poaching in the Tarangire National Park, the famous wildlife tourist park in northern Tanzania.

The village leader Mr. Faustine Sanka had his head cut off by a suspected poacher who, disastrously ended the life of the community leader near the park in February this year.

Police said that the brutal killing of the village chairman, Mr. Faustine Sanka was done just to frustrate anti-poaching in Tarangire National Park which is rich in elephants and other big African mammals.

The suspected poachers killed the village leader by cutting off his head using a sharp instrument. After killing him, his body was wrapped in a plastic bag and his motorbike he was riding was left there, police officers said.

Early in April last year, suspected member of an armed militia gunned down five wildlife rangers and the driver in Virunga National Park in the Democratic Republic of Congo.

It was the worst attack in Virunga’s bloody history, and the latest in a long line of tragic incidents in which rangers have lost their lives defending the planet’s natural heritage, conservation media reports said.

Despite a growing awareness of the vulnerability of many of the world’s most beloved and charismatic species such as elephants and rhinos, there is little awareness and virtually no research into the stress and possible mental health implications for those tasked with defending them, conservationists said.

“We have got to take care of the people that make a difference,” said Johan Jooste, head of anti-poaching forces at South Africa National Parks (SANParks).

In real fact, more research has been conducted on post-traumatic stress disorder (PTSD) among elephants following a poaching incident than on the rangers protecting them as well.

Wildlife conservation experts further said that 82 percent of rangers in Africa had faced a life-threatening situation in the line of duty.

They described challenging working conditions, community ostracism, isolation from family, poor equipment and inadequate training for many ranger, low pay and little respect as other life threats facing African rangers.

The Thin Greenline Foundation, a Melbourne-based organization dedicated to supporting rangers, has been compiling data on ranger deaths on the job for the last 10 years.

Between 50 and 70 percent of the recorded wildlife ranger deaths in Africa and other wildlife rich continents are carried by poachers. The rest percent of such deaths are due to the challenging conditions rangers face every day, such as working alongside dangerous animals and in perilous environments.

“I can categorically tell you about the 100 to 120 ranger deaths we know of each year,” said Sean Willmore, founder of the Thin Green Line Foundation and president of the International Ranger Federation, a non-profit organization overseeing 90 ranger associations worldwide.

Willmore believes that the true global figure could be much higher, since the organization lacks data from a number of countries in Asia and the Middle East.

Rangers in Tanzania and rest of East Africa are facing the same, life threatening situations while on duty in protecting the wildlife, mostly in national parks, game reserves and forest conserved areas.

Selous Game Reserve, Africa’s largest wildlife protected area has not been spared from such ugly incidents facing the rangers. They work in harsh conditions, traversing hundreds of kilometers on patrol to protect the wildlife, mostly elephants.

Full with stress and psychological problems, the rangers conduct their duties with full commitment to ensure the survival of wildlife in Tanzania and Africa.

In Selous Game Reserve, rangers live far away from their families; succumb to life risks including attacks by wildlife and poachers from neighboring villages, mostly those killing the wild animals for bush meat.

Communities neighboring this park (Selous) have no other source of protein more than bush meat. There is no livestock, poultry and fishing in this part of Africa, a situation which drives villagers to hunt for bush meat.

Rangers in this park as well, suffer from psychological stress from work. Most of them have left their families in towns or other localities in Tanzania to protect the wildlife in the Selous Game Reserve.

“We have our children living alone. I don’t know if my children are doing well in school or not. Sometimes we don’t communicate with our families far away taking into account that no communication services available in this area”, a ranger told eTN.

Mobile phone communication, now the leading source of inter-personal contact in Tanzania, is no longer available in some areas of the Selous Game Reserve due to geographical locations.

“Every everyone is like an enemy here. Local communities are looking for game meat, poachers are looking for trophies for business, the government is looking for revenue, tourists are looking for protection against robbers and all like that. This burden is our backs,” the ranger told eTN.

Politicians and wildlife managers are driving posh cars in big cities enjoying high class lifestyles, banking on hardships the rangers are currently facing.

Travel News | eTurboNews

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Nepal Tourism Board CEO: Tourists not affected in deadly storm in remote southern plains

April 1, 2019 by Forimmediaterelease

Tourists in Nepal are not affected in today’s deadly storm. The Nepal Prime minister KP Sharma Oli expressed his condolences in a tweet and said that as well as the 25 killed, around 400 were injured in the Bara District.

Deepak Ra Joshi, CEO of the Nepal Tourism Board told eTurboNews: ” This region is in south plain, close to the border with India. It’s not a tourist region and no tourists are hurt. The Government of Nepal is focused on rescue and treatment of those affected.”

Bara lies in Province No. 2. It is one of the seventy-seven districts of Nepal. The district, with Kalaiya as its district headquarters, covers an area of 1,190 km² and has a population of 687,708. Bakaiya, Jamuniya, Pasaha, Dudhaura and Bangari are the main rivers of Bara.

Bara district is famous for the Gadhimai Temple, particularly as every five years it celebrates the Gadhimai Mela. The region is usually not on any visitors itineraries.

At least 25 people have been killed and hundreds injured after stormy weather hit southern Nepal, destroying houses, uprooting trees and toppling electricity poles, officials said.

The thunderstorm swept through the district of Bara and adjoining areas late on Sunday (Mar 31), Bara’s police chief Sanu Ram Bhattarai said.

On Sunday night, Prime Minister KP Sharma Oli said rescue teams from Nepal Police, the Army, and the Armed Police Force had been deployed overnight. The government has been dispatching helicopters to the affected areas.

Meanwhile, hospitals in both districts have been overwhelmed by hundreds of injured. More than 200 victims have been admitted to Kalaiya Hospital, which has only five doctors on duty. The bodies of dead have been piling up at the Narayani Hospital, National Medical College and Healthcare Hospital in neighboring Birgunj district.

More on Nepal Tourism: https://www.welcomenepal.com/ 

Travel News | eTurboNews

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Aviation Safety: Fatigue management

March 28, 2019 by Forimmediaterelease

In aviation operations, managing fatigue is important because it diminishes an individual’s ability to perform almost all operational tasks. This clearly has implications for operational efficiency, but in situations where individuals are undertaking safety-critical activities, fatigue-effected performance can also have consequences for safety outcomes. Fatigue is a natural consequence of human physiology.

Because fatigue is affected by all waking activities (not only work demands), fatigue management has to be a shared responsibility between the State, service providers and individuals.

A brief history of flight and/or duty limitations

For most workers, hours of work are part of the working conditions and remuneration packages established through industrial agreements or social legislation. They are not necessarily established from a safety perspective.

However, the need to limit pilots’ flight and duty hours for the purpose of flight safety was recognized in ICAO Standards and Recommended Practices (SARPs) in the first edition of Annex 6 published in 1949.  At that time, ICAO SARPs required the operator to be responsible for establishing flight time limits that ensured that “fatigue, either occurring in a flight or successive flights or accumulating over a period of time, did not endanger the safety of a flight”. These limits had to be approved by the State.

By 1995, ICAO SARPs required States to establish flight time, flight duty periods and rest periods for international flight and cabin crew. The onus was on the State to identify “informed boundaries” that aimed to address the general fatigue risk for flight operations nationally. At no time have ICAO SARPs identified actual flight and duty hours because it had proven impossible to identify global limits that adequately addressed operational contexts in different regions.While ICAO SARPs apply only to international operations, many States also chose to establish similar flight and duty time limitations for domestic operations. States generally used the same flight and duty limits for helicopter crew as for airline crew.

The fallacy of flight and/or duty limitations is that staying within them means that operations are always safe. Buying into this fallacy suggests that scheduling to the limits is enough to manage fatigue-related risks. However, more recent SARP amendments related to prescriptive limits have highlighted the responsibilities of the operator to manage their particular fatigue-related risks within the limits using their SMS processes.

And then there was FRMS….

Fatigue Risk Management Systems (FRMS) represent an opportunity for operators to use their resources more efficiently and increase operational flexibility outside the prescriptive limits, whilst maintaining or even improving safety. In implementing an FRMS, the onus shifts to the operator to prove to the State that what they propose to do and how they continue to operate under an FRMS, is safe.

In 2011, SARPs enabling FRMS as an alternative means of compliance to prescriptive limitations were developed for aeroplane flight and cabin crew (Annex 6, Part I).  At the time of development, it was necessary to address concerns that airline operators would take this as an opportunity to schedule purely for economic benefits at the cost of safety. Therefore, while often referred to as “performance-based” approach, the FRMS SARPs are nevertheless very prescriptive about the necessary elements of an FRMS and require the explicit approval of an operator’s FRMS by the State.

Since then, similar FRMS SARPs were made applicable for helicopter flight and cabin crew in 2018 (Annex 6, Part III, Section II).

But what about air traffic controllers?

Despite their obvious impact on flight safety outcomes, ICAO SARPs have never required the hours of work to be limited for air traffic controllers even though some States have had hours of duty limitations for air traffic controllers for many years. This is about to change. Amendments to Annex 11, becoming applicable in 2020, will require that ICAO States establish duty limits and specify certain scheduling practices for air traffic controllers. As for international airline and helicopter operations, States will have the option of establishing FRMS regulations for air traffic service providers.

Fatigue Management SARPs today

Today, ICAO’s fatigue management SARPs support both prescriptive and FRMS approaches for managing fatigue such that:

  • Both approaches are based on scientific principles, knowledge and operational experience that take into account:
    • the need for adequate sleep (not just resting while awake) to restore and maintain all aspects of waking function (including alertness, physical and mental performance, and mood);
    • the circadian rhythms that drive changes in the ability to perform mental and physical work, and in sleep propensity (the ability to fall asleep and stay asleep), across the 24h day;
    • interactions between fatigue and workload in their effects on physical and mental performance; and
    • the operational context and the safety risk that a fatigue-impaired individual represents in that context.
  • States continue to be obliged to have flight and duty time limitations but are under no obligation to establish FRMS regulations. Where FRMS regulations are established, the operator/service provider, can manage none, some or all of its operations under an FRMS, once approved to do so.
  • Prescriptive fatigue management regulations now provide the baseline, in terms of safety equivalence, from which an FRMS is assessed.

In practice…

In Airlines:  The Fatigue Management amendments to the Annex 6, Part I, in 2011 led many States  to reviewing their prescriptive limitation regulations for pilots based on scientific principles and knowledge (refer text box) and identifying further requirements for operators to manage their fatigue-related risks within the prescribed limits.  Fewer States have reviewed their prescriptive limitation regulations for cabin crew.

In every case, despite a refocus on providing adequate opportunities for sleep and recovery, altering existing flight and duty limitations remains a very sensitive and difficult task because it impacts income and work conditions as well as the constraints of pre-existing employment agreements. It is made even more challenging for States whose flight and duty time limitations are legislated.

Where States have reviewed their prescribed flight and duty limits, the increased awareness of the relationship between sleep and performance has served to highlight the responsibilities of the individual crew member and the airline to manage fatigue, and in some cases have resulted in the prescribed limits sitting alongside a set of regulations  that make these responsibilities more explicit, e.g. the FAA’s Fatigue Risk Management Program, EASA’s Fatigue Management requirements, CASA’s Fatigue Management requirements and CAA South Africa’s Fatigue Management Program.

The scientific principles of fatigue management

 

  1. Periods of wake need to be limited.  Getting enough sleep (both quantity and quality) on a regular basis is essential for restoring the brain and body.
  2. Reducing the amount or the quality of sleep, even for a single night, decreases the ability to function and increases sleepiness the next day.
  3. The circadian body-clock affects the timing and quality of sleep and produces daily highs and lows in performance on various tasks.
  4. Workload can contribute to an individual’s level of fatigue.  Low workload may unmask physiological sleepiness while high workload may exceed the capacity of a fatigued individual.

Many States have established, or plan to establish, FRMS regulations, often at the encouragement of their airlines. The FRMS challenge for States continues to be whether they have the resources to provide the necessary oversight from a scientific and performance-based perspective, particularly when the same regulations usually apply to a variety of domestic flight operations. While FRMS requirements are onerous and time-consuming, the few airlines who have so far managed to get FRMS approval for particular routes have found the operational flexibility gained to be worth the effort.

General scheduling principles

 

  1. The perfect schedule for the human body is daytime duties with unrestricted sleep at night. Anything else is a compromise.
  2. The circadian body clock does not adapt fully to altered schedules such as night work.
  3. Whenever a duty period overlaps a crew member’s usual sleep time, it can be expected to restrict sleep. Examples include early duty start times, late duty end times, and night work.
  4. The more that a duty period overlaps a crew member’s usual sleep time, the less sleep the crew member is likely to obtain. Working right through the usual nighttime sleep period is the worst case scenario.
  5. Night duty also requires working through the time in the circadian body clock cycle when self-rated fatigue and mood are worst and additional effort is required to maintain alertness and performance.
  6. The longer a crew member is awake, the worse their alertness and performance become.
  7. Across consecutive duties with restricted sleep, crew members will accumulate a sleep debt and fatigue-related impairment will increase.
  8. To recover from sleep debt, crew members need a minimum of two full nights of sleep in a row. The frequency of recovery breaks should be related to the rate of accumulation of sleep debt.
  9. Keep short notice changes to a minimum, especially where they infringe or overlap the  Window of Circadian Low (WOCL).
  10. Duty periods associated with high workload (such as multiple, challenging landings and in marginal weather conditions) may need to be shortened and extensions avoided where at all possible.

In Helicopter Operations:  For some States, the recent amendments to Annex 6, Part II (Section II) have highlighted the need to establish flight and duty time limits for helicopter crew members that better relate to the context of helicopter operations, rather than using the same limits as for airline pilots. Within those limits, the helicopter operator is expected to build crew schedules that use both fatigue science and operational knowledge and experience.

A new fatigue management guide for helicopter operators, currently under development in ICAO, identifies general scheduling principles based on fatigue science to guide helicopter operators in building “fatigue-aware” schedules that offer optimum opportunities for sleep and recovery (refer text box).

The particular challenge in helicopter operations, however, is that so many helicopter operations are unscheduled. While some helicopter operators will be able to operate within prescribed limits and effectively manage fatigue risks using an SMS, many types of helicopter operations, such as those that require unscheduled, immediate responses, possibly in high-risk settings, will benefit from the operational flexibility and safety gains of an FRMS.

In Air Traffic Control Services: Next year, States are expected to have established prescriptive work hour limits for air traffic controllers, while FRMS regulations remain optional and can be established at any time. However, the nature of the relationship between the Air Navigation Services Provider (ANSP) and the State will influence how the implementation of fatigue management regulations will unfold. In most cases, the State provides oversight of only one ANSP and although there is a current trend for privatisation, many of the ANSPs are fully or partially owned by the State.

In an industry sector that is often largely self-regulated, the distinction between a prescriptive fatigue management approach and FRMS may become blurred. However, a refocus on safety and not only organisational expediency or personal preference is likely to have substantial effects on the way controllers’ work schedules are built in ANSPs across the world. This is a “watch this space”.

Fatigue Management Guidance for ICAO States

The Manual for the Oversight of Fatigue Management Approaches (Doc 9966) received another update this year – Version 2 (Revised) – and an unedited version (in English only) will shortly replace the current manual available for download here. On this website you can also find the following:

  • Fatigue Management Guide for Airline Operators (2nd Edition, 2015)
  • Fatigue Management Guide for General Aviation Operators of Large and Turboject Aeroplane (1st Edition, 2016)
  • Fatigue Management Guide for Air Traffic Service Providers (1st Edition, 2016)
  • The Fatigue Management Guide for Helicopter Operators (1st Edition) is expected to be available later this year.

The Fatigue Management Guide for Helicopter Operators (1st Edition) is expected to be available later this year.

The author, Dr. Michelle Millar, is the Technical Officer (Human Factors) and the NGAP Program Manager at ICAO. She heads the ICAO FRMS Task Force and has been involved in the development of ICAO fatigue management provisions since 2009. Her academic background is in sleep, fatigue and performance.

 

Travel News | eTurboNews

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