21 November 2008South Africa’s preparations for hosting the 2010 Fifa World Cup face the next hurdle with this weekend’s draw for the 2009 Confederations Cup.It’s no secret that the “Festival of Champions” – which pits continental winners against the holders (Italy) and hosts of the World Cup – is a key curtain-raiser for 2010, both on and off the field. Thanks to apartheid, South Africa missed out on decades of top-level competition. And, apart from a moment of Mandela-induced magic when Bafana Bafana won the African Cup of Nations in 1996, it is clear that the isolation has taken its toll.While the world-class talent has always been there (think Jomo Sono, Gary Bailey, Lucas Radebe, Benni McCarthy), the country has failed to make its mark in the international arena. So much so, that Bafana are currently floundering in 80th place on Fifa’s rankings.Nevertheless, the team is finally showing real signs of progress. Wednesday’s pulsating victory over west African giants Cameroon marked their fourth win in a row.Let’s not forget that unfancied 2002 World Cup co-hosts South Korea (who made it to the semi-final) proved that almost anything can happen when there’s home-ground advantage at an event of this magnitude.Irrespective, of what happens at next year’s Confederations Cup or in 2010, Bafana Bafana, their fans and the rest of the South African public are now in the international spotlight.Perhaps the Confederations Cup – the biggest international football event this continent has ever staged – will ignite the spark that will see team South Africa making a late charge.Football is a funny game – as South Korea will remind us …Urquhart is a former Fifa World Cup media officer and the current editor of Project 2010
Road transport is an important ingredient for economic growth in Africa and completing and maintaining the Trans Africa Highway will go a long way toward helping Africa build. (Image: Göran Höglund)• Adama DeenRegional Integration and InfrastructureNEPADAdamaD@nepad.org• South Africa’s competitive advantage in the developing world • Infrastructure to build long-term regional prosperity • Infrastructure to lift South Africa’s growth speed limit • R44bn for Ethiopia’s infrastructure • Transport investment a must Sulaiman PhilipThere is an old joke they tell in Democratic Republic of Congo: Mobutu Sese Seko, the strongman who ruled the country with an iron fist for three decades, receives a phone call from a fellow African leader. He is under rebel attack and needs advice.”Did they come by sea?” Mobutu asks.”No,” the younger ruler replies.”Did they come by air?” Mobutu asks.”No, they came by road,” his protégé answers.”Tsk tsk, my son, I always told you,” Mobutu says. ”Never build roads.”Transport infrastructure matters. It costs an African farmer about $2 a ton per kilometre to move produce to market. This cost – it’s about half that in North and South America – has restricted farming to within six hours of a major city. Today, according to the World Bank, just 34% of Africa’s rural population lives within two kilometres of an all-season road. This lack of access to infrastructure has restricted trade between African countries to just 12% of total trade; in comparison, trade between neighbours in North America – Mexico, the US and Canada – accounts for 40% of all their trade.The African Union’s Intergovernmental Agreement on the Trans-African Highway Network sets minimum standards for development and maintenance of 57 233 kilometres of road that make up the Trans-Africa Highway today. Designed to connect capitals to centres of production, and connect Africa, it is hoped a well-maintained and fully realised highway will integrate economies and improve social cohesion between African communities.The Trans-Africa Highway was meant to increase trade through built and maintained infrastructure and more harmonious customs procedures. A fully developed, continent-wide road system would aid African food security and lower the cost of feeding a family. Without it, in Africa it costs between 50% and 175% more to transport goods from the site of production than anywhere else in the world.As African economic growth – and the resulting improvements in living standards – has outstripped developed countries, the shortage of infrastructure threatens to put a brake on development. As originally imagined, the Trans-Africa Highway was an impressive web of freeways that would link ports to cities to the hinterlands. It would carry billions of dollars of goods to markets and build self-sufficient continental economies.But Africa’s road network lags behind the global average of 7.6 kilometres per 1 000 people. It is anticipated that the harmonisation agreement and other programmes – such as Programme for Infrastructure Development in Africa (Pida) run by agencies like New Partnership for Africa’s Development (Nepad) – will help increase the density from the present 3.6 kilometres per 1 000 people.When foreign companies calculate the price of doing business on the continent, they look at figures such as the cost of transportation, and decide to go somewhere else. And transport delays caused by infrastructure limitations cut productivity in Africa by as much as 40%.Improved roads in north and west Africa, and large-scale road building programmes in the Southern African Development Community and East African Community have gone a long way towards connecting and integrating Africa. The largest challenge remains in central Africa, where difficult geography and a lack of road infrastructure have made improvements challenging. The biggest challenge to the completion of the highway is the diversity of terrain, from deserts in the north to dense vegetation in central Africa. (Image: stopmangohome/Flickr)Now, an $8-billion investment through the African Development Bank is driving the goal of a fully connected continent. This investment was made easier by a philosophical change among governments. Africa has come to realise that viable transport infrastructure is connected to the economic, technological and social renaissance of Africa. As Nepad’s Adama Deen explained to a planning conference in 2013, “every country and every region has had its own master plan and priorities, now we can all come together as Africa to have one priority for the continent. By 2030, we will have developed a completely holistic African infrastructure system. If we fail, integration in Africa is impossible.”Africa’s economy is evolving but agriculture, mining and tourism remain the mainstays and they are all dependent on crumbling roads. Economist Jeffrey Sachs has argued that developmental aid to Africa would be better spent on building highways suited to carrying truck cargo than on almost anything else.In 1969, the Japanese government began building a four-lane highway to link Mombasa in Kenya to Lagos, Nigeria. At 7 080km, it was longer than the cross-continental highway linking Boston on the American Atlantic coast to Seattle on the Pacific, and would increase trade among six African nations.But after Idi Amin took control of Uganda and threatened his neighbours, Kenya closed its end of the highway. Today, the east-west Trans-Africa Highway turns into a muddy footpath in the jungles of eastern Congo. “No one would ever have 100 million people in the rich world along a broken down, two-lane, undivided road as we do here,” Sachs says.Dreamed up more than 40 years ago by a UN committee and still being developed by the United Nations Economic Commission for Africa (Uneca), the African Development Bank and the African Union, the Trans-Africa Highway is a network of envisioned highways linking Africa from north to south and east to west. As Africa threw off the shackles of colonialism, Uneca’s ambitious plan was to link Tripoli to Windhoek, Lobito in Angola to Beira in Mozambique. Another planned highway would link Khartoum to Gaborone. None of Uneca’s original plans included routes into South Africa, at the time a pariah state.Like Cecil John Rhodes’ colonial dream of a path of red from Cape Town to Cairo, the Trans-Africa Highway network would make it easier to cover the vastness of Africa, and open the continent to internal and international trade. Spread across nine highways, it is an arterial network of tar, steel and ferries that, if ever completed, will comprise more than 56 000 kilometres of maintained corridors that will allow African farmers and miners to get their product to markets or to ports.For the dreamers who imagined it and the Africans building it, the highway is designed to alleviate the poverty affecting large parts of the continent. By linking every African country it was hoped that the continent will become an integrated bloc, but four decades later that aim remains unfulfilled and construction on large sections stalled. As it stands, there are 10 400 kilometres of rail and 7 000 kilometres of the road corridor missing, and it will cost $32-billion to complete these links. The highway consists of 9 different corridors that are designed to give every African country access to markets and ports. (Image: UNECA)The International Committee of the Red Cross’s distribution hub for eastern Africa is just off the Mombasa highway in Nairobi. It costs the aid organisation $2.88 per 1.6 kilometres to ship aid to the most desperately in-need communities. “The roads are in a desperate state and they are not getting any better,” explains Bent Korsgaard, Red Cross logistics director for the region.African governments have had to balance the use of scarce resources between immediate needs and the maintenance of infrastructure. Roads have fallen down the list of priorities. Yet in the last decade, African governments, the African Union and the African Development Bank have changed their view. Roads –and other linked transport infrastructure – have become a priority. Infrastructure projects are now seen as the best way to improve Africa’s trade with itself and the rest of the world.At present, 40% of Africa’s population lives with two kilometres of a tarred, all-weather road; doubling that access would cost about $32-billion. But spending the money would improve economies and improve food security for Africa’s one billion people. Some governments have begun to prioritise rural road investment based on the agricultural value of land. Instead of investing immediately in building the 1.5 million kilometres of highway needed, an immediate improvement in prospects can be gained by building a network of 600 000 kilometres in rural agricultural areas. Maintaining existing roads is the challenge for governments. In Africa 80% of paved roads remain in fair condition, and 85% of rural feeder roads are in a poor condition. (Image: Jbdodane/Flickr)Since its inception in 2001, the Association of Southern African Roads Agencies (Asanra) has been responsible for planning, maintaining and developing road networks in the Southern African Development Community. Group programme officer Snowden M’madi explains: “Road transport is an important ingredient for economic growth, and this will be achieved in Africa through the Trans-Africa Highway.”For South Africans, especially residents of Gauteng, there is a stretch of the highway that has become a burr in their shoe. Ultimately, it will be a part of a 560km long stretch of the Trans-Africa Highway, but for now the tolled road between Johannesburg and Pretoria has become a source of friction between motorists – who feel they are overpaying for the road – and the South African National Roads Agency (Sanral), which views it as a vital economic artery.It is one of 18 integrated projects – to improve infrastructure and water delivery – identified by the national government that is hoped will change the economic landscape of not just Gauteng but the whole country. Improved service delivery is also a major benefit that improved transport links will bring to South Africans.Sanral’s Nazir Ali pointed out at a CSIR conference as far back as 2012 that the government saw it as important to maintain and improve road infrastructure to unlock the economic power lying dormant in South Africa. “There is no country in the world where [the] government is not involved in any developmental activities. Allowing these assets to deteriorate would be a cost our economy, as well as cost us as individuals.”
The people of Durban march to protest xenophobia and express solidarity with their fellow Africans, in the city centre on Thursday 16 April. (Image: KZN Online)The KwaZulu-Natal government and eThekwini Metro are satisfied that great progress is being made in reintegrating displaced foreign nationals in a number of areas affected in greater Durban and greater Pietermaritzburg.Chairperson of the joint KwaZulu-Natal government and eThekwini Metro task team charged with addressing issues around the reintegration, Willies Mchunu, today received positive reports indicating that some displaced foreign nations are being welcomed back in their communities.A task team, charged with mobilising affected communities to receive back the displaced, is working flat out to ensure that those displaced were accepted into communities where they were previously. This process is followed by intensive dialogues involving the leadership and the communities on the need for peaceful co-existence with their foreign counterparts.This morning the task team, made out to Health MEC Dr Sibongiseni Dhlomo, eThekwini Mayor Cllr James Nxumalo, Social Development MEC Weziwe Thusi and eThekwini Deputy Mayor Nomvuzo Shabalala, attended a meeting at the eThekwini Disaster Management Centre to assess the progress report on the overall issue of reintegration and efforts to stop attacks on foreign nationals.Reports tabled to the chairperson of the task team, who is also the MEC for Transport, Community Safety and Liaison, indicated that some previously displaced nationals spent Friday night at their homes and locals were on hand to ensure that their safety was guaranteed.A total of 1100 Malawian nationals were successfully reintegrated in ward 13 in Mariannhill and they spent the night at home without any incident.Also in ward 91 in Mpumalanga a number of previously displaced foreign nationals were successfully reintegrated. Further on, locals in Mpumalanga held a prayer meeting against the attacks on foreign nationals at the local Magaba Community Hall.This prayer meeting, was among others attended by local Councillors, KwaZulu-Natal Legislator Deputy Speaker, Dr Meshack Radebe, religious leaders, Nigerian and Pakistan national representatives from Pietermaritzburg.More meetings are taking place to facilitate the reintegration of displaced foreign nationals.Consultations to facilitate the peaceful return of displaced nationals with communities in all affected areas are currently underway.Reports received from Zululand District Municipality (Ophongolo, Abaqulusi in Vryheid, Ulundi and Nongoma) indicate that there were no attacks. Similar reports of no violence were received from Ugu District (Greater Port Shepstone) were received.“We are satisfied that great progress is being made to stabilise the province and for communities to welcome back previously displaced foreign nationals. These are indeed good news and we therefore urge all communities and their leaders to shift the focus to the peaceful reintegration of those that were previously displaced. We wish to thank and encourage those communities that have already welcomed back those who were displaced and ensure that there is peaceful co-existence with foreign nationals,” said Mchunu.Nxumalo echoed Mchunu’s sentiments, saying all efforts were now being directed to ensuring that displaced communities were being successfully reintegrated.“Our first priority now is the return of peace and stability in eThekwini metro and in the province of KwaZulu-Natal. We are working flat out towards ensuring a peaceful reintegration and co-existence of our communities with their brothers and sisters from other African countries. In this regard we appeal for calm, tolerance and harmony in our interactions with foreign nationals,” said Nxumalo.We appeal to residents to refrain from posting unverified images on social media as these are perpetuating the false perception that foreign nationals are still being attacked and that the country is in turmoil.Government also thanks the community, non-government organisations, religious leaders and civic society groups who have donated food and clothes to the displaced.The government has expressed concerns at the role of criminal elements in the attacks and looting of the property belonging to foreign nationals.“We see these as pure acts of criminality. We warn those behind these that police will deal with them accordingly,” said Mchunu.Media contactsTozi Mthethwa 083 307 9067Thami Ngwenya 060 752 9881Gugu Mbonambi 079 751 4986Sipho Khumalo 082 682 6437
Share Facebook Twitter Google + LinkedIn Pinterest Steve Groff is a noted cover crop proponent from Lancaster, Pennsylvania, who farms in the Chesapeake Bay Watershed that also includes parts of New York, Virginia, West Virginia and most of Maryland. What happens in his watershed matters to Ohio’s farmers, whether they know it or not.“Cover crops are a part of the strategy to reduce nitrogen, phosphorus and sediment in the Bay. In southeastern Pennsylvania in 2005, cover crops were used on 5% of farm acres in the Chesapeake Bay watershed,” Groff said. “Now there are cover crops on 18% of Chesapeake Bay region and 75% of fields in Lancaster County, Penn. are planted to cover crops.”Groff has spent many years refining his use of cover crops to maximize their benefits and profitability on his farm. In more recent years, regulations in the watershed have encouraged his neighbors to follow his example.“We do have a pollutant problem and these water quality problems are things the public can see. This shapes the public perception of agriculture. They sometimes go over the top to make things scary sounding — that is what the media does — but you have to admit there is a kernel of truth there. If we do not do something about this, we are going to be regulated out the wazoo,” he said. “Now they are using satellite imagery to monitor cover crop usage in Chesapeake Bay that is being used as a pilot program to test ground truth. They are doing this in Maryland to see if guys are really planting cover crops.”With continuing discussion about making the requirements for the Chesapeake Bay a national template, every farmer in the country needs to be carefully watching as the regulatory environment continues to evolve in the watershed.“Should we use the carrot or stick to get more cover crops? In this watershed you cannot spread manure over winter unless you have at least 25% ground cover so livestock producers have to plant cover crops,” Groff said. “We are 15 years down the road with these regulations and now there is a lot of voluntary adoption with this. We don’t want more regulations but they are probably coming. You may as well start tinkering around with this stuff now because you will probably have to be doing it some day anyway.”Josh McGrath, associate professor and soil and fertility and nutrient management specialist at the University of Maryland, said the Chesapeake Bay nutrient management strategies are far from ideal in some cases because they too often favor the politics over the reality of the situation.“Maryland is probably the most highly regulated state in the Chesapeake Bay watershed, which is probably the most highly regulated watershed for agriculture in the country,” McGrath said. “The Maryland Water Quality Improvement Act was passed in 1998 and the first thing that it did was mandate that farmers could not exceed the fertility recommendations of University of Maryland Extension. That was not something that we supported in Extension. All farmers in Maryland now have to have nutrient management plans that cover N and P.”The emphasis on mandates is a real concern for McGrath and others, because, while these mandated practices may be the right fit for some agricultural situations, they may be the wrong fit for others. The net result is that mandates can actually hurt water quality improvement efforts.“What we have done is turn the clock back in some situations. Agriculture has been progressively moving forward with technology that allows us to be more site specific,” McGrath said. “Some of the regulations, like mandating the incorporation of manure, may be fine on the coastal plain where it is flat, but in western Maryland with steep slopes and highly erodible soil, no–till was dominant. We’ve just turned back the clock to the 1970s by having these incorporation regulations across the board. Blanket regulations are moving us backwards with regard to site specificity.”In his paper from early 2015,“Implementation of agricultural phosphorus management policy in Maryland” Frank J. Coale, a professor at the University of Maryland, outlined the evolution of the growing regulatory environment faced by farmers in Maryland.“Beginning in the late 1980s, the State of Maryland adopted various policies and developed voluntary agricultural nutrient management programs aimed at reducing P loading of surface waters. In swift response to a popularized Chesapeake Bay fish kill during the summer of 1997…the State of Maryland passed the Water Quality Improvement Act of 1998, which phased in mandatory N and P-based nutrient management planning regulations for Maryland farmers. The P management provisions of these aggressive regulations were fully implemented by 2005,” Coale said in the paper. “In an effort to further alleviate water quality impairments and accelerate reductions of P inputs to the Chesapeake Bay from agricultural sources, President Obama issued Executive Order 13508 in May 2009 that declared the Chesapeake Bay a ‘national treasure’ and ushered in a new era of federal oversight and accountability. In 2010, under the existing provisions of the Federal Clean Water Act of 1992, the U.S. EPA developed Total Maximum Daily Load (TMDL) limits for P entering the Chesapeake Bay. The Chesapeake Bay TMDL prescribed the amount of P input that can be tolerated by the Bay ecosystem and not result in impaired water quality. A 2025 deadline was established by which time each of the Chesapeake Bay watershed states will be legally obligated to achieve the TMDL P load reductions necessary to alleviate water quality impairments. By 2025, total P loading to the Chesapeake Bay must be less than 14.5 million pounds P per year and P loading from Maryland’s tributaries to the Chesapeake Bay must be no greater than 2.8 million pounds P per year. The TMDL implementation plan allows for half of Maryland’s total load, or 1.4 million pounds P per year, to originate from agricultural sources. In order to achieve the 2025 TMDL mandate, overall P loading from Maryland tributaries will need to be reduced by 15% and P loading from agricultural sources will need to be reduced by 12%, relative to today’s estimated loading rates.”As this model for addressing water quality inches closer to being implemented nationwide, the American Farm Bureau Federation and many others filed friend-of-the-court briefs last month urging the U.S. Supreme Court to hear arguments on the EPA’s plans for the Chesapeake Bay water quality “blueprint.”Filers included 92 members of Congress, 22 states, forestry groups represented by the Pacific Legal Foundation, and a broad cross-section of the U.S. economy represented by the U.S. Chamber of Commerce, the National Association of Manufacturers and the National Federation of Independent Business.“The fact that so many voices are being raised in support of Supreme Court review shows the broad and severe threat that EPA’s action here poses nationwide,” said Bob Stallman, AFBF president. “EPA has asserted powers that do not appear in any law written by Congress, and it has done so in the context of an iconic national treasure, hoping that will inoculate its power grab in the courts. We have faith that the nation’s highest court will see this for what it is and hold EPA accountable to stay within its statutory authority.”Despite aggressive new commitments and water quality achievements by the six states in the Bay watershed in the mid-2000s, the EPA asserted federal control over the Chesapeake Bay recovery in its 2010 “blueprint.” The new federal plan effectively gives EPA the ability to function as a super-zoning authority over local and state governments — dictating where homes can be built, where land can be farmed, and where commercial development can occur, AFBF said.If carried out, the plan could impose tens of billions of dollars in direct costs — with unknown economic impacts on local communities and economies. AFBF contends that it also denies state and local governments and businesses the flexibility to adapt to new circumstances, instead locking in limits that can quickly become outdated but can only be revised by EPA.To date, lower courts upheld EPA’s blueprint on the theory that it furthers the water quality goals of the Clean Water Act — despite the absence of words in the statute authorizing such federal action. A significant issue presented for the Supreme Court is the degree to which courts should defer to broad agency interpretations of their statutory power.“The broad support for the Farm Bureau petition shows that deep concerns about the Bay blueprint go far beyond agriculture and far beyond the Bay region,” said Ellen Steen, AFBF General Counsel. “Members of Congress, states and business groups recognize that this illegal framework will be imposed throughout the country unless the Court intervenes. Given the enormous social and economic consequences, not to mention the grave questions about federalism and deference to agency overreaching, this is a case that cries out for Supreme Court review.”Maybe it is time to schedule a trip to Lancaster, Pennsylvania. This is the second in a series of stories taking a look at the some of the nation’s water quality issues.
Labeling your clips with colors can streamline your workflow and help you identify metadata at a glance. Learn how to maximize them in this Premiere Pro tutorial.Top image via Shutterstock.In this quick video tutorial, I am going to show you how easy it is to use a label to color your clips separately, so you can quickly identify different types of footage in the timeline. In the tutorial, I am going to separate footage shot in 24fps and footage shot in 30fps.Here are some other ways to use color labels on your clips in Premiere Pro:Camera anglesInterview subjectsSource footage formatSource footage frame sizeSource footage frame rateVersions of visual effects shotsGraphicsBrands, titles, pieces of work (for example in a sizzle reel)Let’s take a look at this easy-to-use tool. Tips for Using Labels in Premiere ProIf you’ve been editing for a while and moved from Final Cut Pro 7 to Adobe Premiere Pro, one of the many differences in the way the two NLEs work is how they handle clip colors.In Final Cut Pro 7, if you color a clip in the project browser, that color populates out to every instance of the clip in the project.By default in Adobe Premiere Pro, however, every time you drag a clip into a timeline, it acts like a unique instance of that clip.So if your clip is blue in the project browser, and you drag it into the timeline, it will be blue in the timeline. If you subsequently change the color of the clip in the project browser, say to yellow, and drag that into the timeline, you will have two copies of the same clip but with different colors in the timeline.If you change the color of the clip in the timeline, rather than in the project browser, it can again have a different color in all other instances.There is a really simple way to change the default behavior of the color coding system in Adobe Premiere Pro. Navigate to File > Project Settings > General and tick the check box labeled “Display the project item name and label color for all instances.”Now the color of the clip in the project browser will update to all instances of the clip in the project. So if you change the color of the clip back to blue in the project browser, it will be blue everywhere.This is also true of changing the clip color of any instance of the clip in the timeline itself. (There seems to be a short delay in seeing this — you have to click into another window for it to update.)Wherever you change the colors of your clips, they will now update globally.You can toggle this behavior on and off and choose how you would like your clip colors to operate, depending on what you need to do.Being able to find a clip based on a particular piece of metadata (for example frame rate or frame size) in an already-edited project can be a huge timesaver. Examples might include trying to find all the 4K footage or all the SD footage — or if you’re using stock footage, it’s also a handy way to identify where you’ve used a stock shot and if you’ve replaced the preview version.Other situations when seeing the balance of the content of your edit can include cutting sizzle reels, when you might want to know something like How much of Brand A do I have compared to Brand B? Color coding your clips would be an easy way to determine this at a glance.There are many ways to use color coding in Premiere Pro, but this little checkbox makes them all even more helpful.How do you use clip colors? Let us know in the comments.
Trending Articles PLAY LIST 00:50Trending Articles00:50Trending Articles00:50Trending Articles01:37Protesters burn down Iran consulate in Najaf01:47Panelo casts doubts on Robredo’s drug war ‘discoveries’01:29Police teams find crossbows, bows in HK university01:35Panelo suggests discounted SEA Games tickets for students02:49Robredo: True leaders perform well despite having ‘uninspiring’ boss02:42PH underwater hockey team aims to make waves in SEA Games WATCH: Streetboys show off slick dance moves in Vhong Navarro’s wedding Typhoon Kammuri accelerates, gains strength en route to PH “Breaking: Chooks-to-Go Pilipinas joins @FIBAAsiaCC. Games will be shown @TV5manila & @Sports5PH,” Reyes wrote.The tournament features some of Asia’s best club teams with China’s Xinjian Flying Tigers tipped to repeat as champions. The Flying Tigers will be led by naturalized Filipino Andray Blatche.FEATURED STORIESSPORTSWATCH: Drones light up sky in final leg of SEA Games torch runSPORTSSEA Games: Philippines picks up 1st win in men’s water poloSPORTSMalditas save PH from shutoutGilas, which finished in seventh place in the Fiba Asia Cup last month, will use the competition as part of its buildup for the Fiba World Cup Qualifying in November. Read Next Catriona Gray spends Thanksgiving by preparing meals for people with illnesses MOST READ View comments LATEST STORIES Roger Pogoy. Photo from Fiba.comGilas Pilipinas is set to compete in the 2017 Fiba Asia Champions Cup which runs from Sept. 22-30 in Shenzen, China.National team coach Chot Reyes announced Gilas’ participation in the tournament Tuesday on his Twitter account.ADVERTISEMENT SEA Games in Calabarzon safe, secure – Solcom chief Brace for potentially devastating typhoon approaching PH – NDRRMC Don’t miss out on the latest news and information. Kammuri turning to super typhoon less likely but possible — Pagasa UPLB exempted from SEA Games class suspension LOOK: Venues for 2019 SEA Games San Beda cruises to 8th straight; Bolick ejected after scuffle