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The AP Top 25 men’s college basketball poll is back every week throughout the season! Get the poll delivered straight to your inbox with AP Top 25 Poll Alerts. Sign up here . BOCA RATON, Fla. (AP) — Tre Carroll scored 18 points off the bench to lead Florida Atlantic to an 89-80 victory over Texas State on Saturday. Carroll shot 7 of 9 from the field and 4 of 4 from the free-throw line for the Owls (7-5). Niccolo Moretti scored 15 points, shooting 4 of 6 from the field and 6 for 7 from the line. Matas Vokietaitis shot 5 of 8 from the field and 3 of 8 from the free-throw line to finish with 13 points. The Bobcats (7-4) were led by Tyler Morgan, who posted 19 points, six rebounds and five assists. Tylan Pope added 14 points and three blocks. Josh O’Garro finished with 13 points, nine rebounds and two blocks. Texas State had a five-game win streak end. Florida Atlantic took the lead with 51 seconds to go in the first half and never looked back. The score was 43-40 at halftime, with Vokietaitis racking up 11 points. ___ The Associated Press created this story using technology provided by Data Skrive and data from Sportradar .What is it? The latest in virtual aviation that includes the highest-fidelity recreation of our planet in any videogame to date Expect to pay : $70/£70 Developer : Asobo Studio Publisher : Xbox Game Studios Reviewed on : Ryzen 7 3700X, GeForce RTX 2070 Super, 32 GB RAM, Logitech Extreme 3D Pro Joystick Steam Deck : Unsupported Multiplayer? Leaderboards Link : Official site Presenting the entire Earth in even greater fidelity than its 2020 predecessor, it's hard to overstate what a remarkable technical accomplishment Microsoft Flight Simulator 2024 represents. The aircraft and cockpits are astoundingly detailed, both visually and in how they function. The physics of flight are delightfully authentic, and while it has its quirks, no one has ever even tried to include our entire planet in a game with such fine-grain detail. Before we get ahead of ourselves, I want to acknowledge the horrendous state of the servers at launch that prevented me and many others from even being able to play at all. These have been, at least for me, almost entirely resolved as of the writing of this, though I still do run into occasional issues like the fact that I can never seem to get all of the high-res geometry in the Grand Canyon to load. It was not an acceptable launch day experience, by any means. But I have seen no indication in my testing that you will have that bad of an experience today, so I'm willing to let the past be the past. It is worth noting, though, that due to the streaming nature of modern Flight Simulator, you will have a variable experience depending on your network set-up. I'm lucky enough to be soaring on gigabit wired ethernet, and allocated 200 GB on a fresh SSD to FS2024's "rolling cache" that stores things like terrain data for frequently-visited locations. The load times, especially for a first-time launch, are much better than they were in FS2020 regardless, but Microsoft does recommend at least 100 Mbps of bandwidth for playing on max settings. I haven't needed that much—the most I've seen FS2024 use at any given time is around 46 Mbps. But it's something to be aware of. You are a pilot Microsoft has identified three types of players Flight Simulator aims to cater to: hardcore simmers who want the most realistic experience, gamers who want to earn rewards for completing challenges, and sightseers who want to visit cool world landmarks. I like to think I have a little bit of all three wolves inside of me. I appreciate a lot of the little touches of realism, I'm a geography and architecture nerd who is easily delighted by things like being able to fly under a faithful recreation of the Golden Gate Bridge, and I sure do like it when number goes up. While I'd say the simmers and sight-seers are well served, FS2024's attempt at a goal-driven career mode is a little bit underwhelming. I did enjoy practicing and taking exams to earn new certifications for stuff like IFR flight and jet aircraft, but the actual economics of being a freelance pilot are shallow and not that interesting to manage. It takes many, many hours of mercenary work on borrowed wings, handing over most of your pay in finder's fees, before you can even afford to own the cheapest plane available. And while the mission variety—from dropping off skydivers at 10,000 feet to helping put out forest fires—is enough to keep things interesting, I never got the feeling of running a small business that I was looking for. Blue Yonder It hardly mattered when I was cruising in and out of gorgeous volumetric clouds or diving down almost low enough to dip my toes in the sparkling Nile, however. FS2024 truly looks incredible. At least from 1000 feet up, or when you're admiring the many bespoke airports and landmarks—both new and returning from FS2020—it's probably one of the best-looking games I've ever played. Beyond the bounds that human artists have touched up, though, it handles certain things better than others at eye-level. I know, I know. This isn't Microsoft Walking Simulator 2024. But if you give me the option to exit my aircraft and trudge around with a custom avatar, of course I'm going to put it through its paces. And what I found was a startling level of believability across a multitude of distinct biomes... as long as you stick to rural or wilderness, inland areas. Walking through the wooded hills around Divide, CO that I spent a lot of my childhood in was almost eerie in how faithful it felt. But if you get to more populated areas, things get surreal and bizarre pretty quick. Don't expect to be able to walk around the streets of Tokyo without wondering if your graphics card is malfunctioning or you're maybe having a bad trip. This engine also still can't handle places where land and water meet that well, which is unfortunate if you want to take a cruise up the Pacific Coast or around the fjords of Norway. Waves often look painted on and unmoving, and river banks frequently defy gravity in wacky ways. It's still damn impressive. I mean, they modeled the whole Earth! But these details stick out more because of how unbelievable a recreation it is otherwise. Different yokes for different folks Aside from a good internet connection and a good GPU, the remaining entry cost to have an ideal experience with FS2024 is some kind of a dedicated peripheral. You don't have to splurge on a full HOTAS if you don't want to—my trusty Logitech Extreme 3D Pro, which will run you about $30 on sale, served perfectly admirably with a keyboard beside it to give me access to more hotkeys. Each excursion in a new vehicle [feels] almost like getting to know a new person. But I also tried to tough it out with an Xbox controller for about 12 hours, and I can only just barely recommend this experience if that's your only option. It's playable, but not having fine throttle control is a constant issue, and all of the control surfaces are really, really touchy with that tiny thumbstick. I definitely got cramps trying to hold the correct angle of attack for climbing, and I had to adjust the sensitivity per aircraft to not put myself into a death spin on every take-off and landing. I can't even imagine trying to play with a mouse and keyboard alone. If you're less interested in the simulation aspects, there are a lot of options to tweak your flying experience. With all of the assists turned on, it can feel pretty arcadey. Much too arcadey for my taste, but it's nice that they give you that choice. On the other end of the spectrum, you can go through a pre-flight checklist and manually flip every switch in the cockpit before takeoff, and the air traffic control system is much more detailed than FS2020. You're still going to hear a lot of uncanny AI voices, which I don't love. But given the number of missions and different airports, it's not like they could have recorded human dialogue for all of it. Final destinations The variety of aircraft, with 70 even in just the base edition, is also pretty incredible—with everything from commercial airliners to fighter jets to hot air balloons. Each has its own distinct quirks and handling challenges to learn, which makes each excursion in a new vehicle feel almost like getting to know a new person. Helicopters and I never quite saw eye-to-eye, but I'm particularly partial to the rugged "taildragger" bush planes that let me take off and land quickly in the middle of some random field in Africa. And many of these wild areas are now populated by migrating local wildlife, too, with the highly-detailed and excellently-animated models borrowed from Frontier's Planet Zoo. They don't have a wide variety of behaviors, unfortunately. You can walk right up to a polar bear or a water buffalo and they really won't even acknowledge your existence. But it's a cool little touch, and yet another excuse to use the full-featured photo functions. There's even a whole new World Photographer mode that challenges you to snap pics of various animals and landmarks, which I found to be a relaxing break from career mode. If you want to really put your piloting skills to the test, there's also a selection of challenges with weekly leaderboards, ranging from perfecting difficult landings to doing what I can only describe as "some Top Gun shit," trying to fly through locales like the Grand Canyon in an F-18 while maintaining as low an altitude as possible. These are neat, but definitely a lot more stressful than the other modes as well. The core of what makes this long-running franchise great is stronger than ever. And this sim is also not without some quirks, glitches, and oversights. One issue I ran into multiple times was at some of the smaller, procedurally-generated airports you might fly out of for certain missions, where my plane would spawn with one wing partially stuck inside of a structure, making it impossible to take off. Other times, I'd get dinged for infractions like using my flaps at too high of a speed when my plane was standing completely still with the parking brake on. These issues tend to be small, infrequent, and with an easy workaround of simply picking a different mission. But they are still annoying. None of that gets in the way of what Flight Simulator 2024 represents in its entirety, though. It takes the mind-boggling ambition of the 2020 sim and executes on it even better—launch woes notwithstanding—which is already a massive accomplishment. Some of the new things it tries to do work better than others, but the core of what makes this long-running franchise great is stronger than ever.The Newest Dow Growth Stocks Nvidia and Amazon Crushed the S&P 500 in 2024, but Which Is the Best Buy for 2025?
NoneThe Mega Millions jackpot has surpassed half a billion dollars ahead of Thanksgiving, only the fourth time this year it has done so. A lucky player might have a little extra to spend on holiday gifts come Black Friday if they play their numbers right for the post-Thanksgiving Day drawing. The prize soared to $514 million as of Wednesday afternoon. Should a jackpot winner choose the lump-sum cash payment, they’d go home with roughly $214 million. The Mega Millions lottery has not seen a grand prize winner since Sept. 10, when a Texas player snagged $810 million. In June, a player in Illinois won $552 million, while a lucky ticket-holder in New Jersey won $1.128 billion in March, though that person had not yet come to collect as of late September. “If not claimed, this ticket will expire on March 26, 2025, and the unpaid prize will revert back to each participating Mega Millions jurisdiction,” the lottery said. This year’s low number of jackpot winners is unusual given the 10 winners in 2023, the highest number since the game was rejiggered in 2013. While Tuesday’s drawing did not produce a jackpot winner, more than 890,000 tickets won at least something, including two million-dollar winners and 14 winning $10,000 each, with another five taking home $30,000 via the Multiplier effect. Mega Millions is slated to up its game — and its prices — next April, with an overhauled system that promises “to be bigger and better than ever,” the lottery announced last month. Prices will jump from $2 to $5 per ticket , with the return being better odds, bigger and faster-growing jackpots, an automatic built-in Multiplier that people don’t have to opt into and a promise that the lowest prize will always at least cover the cost of the ticket. With News Wire ServicesZoren: Former Channel 3 co-anchor turns up as 6abc reporterRecently I published a round up of quite awful hydrogen maritime trial efforts , and ended with a request that if others knew of more that they should share. A few additional ones bubbled up and there were a couple of minor corrections and delightful additions. I encourage those who haven’t read the previous article to do so via the link above and then read this article. Let’s return to the subject of much of the analysis in the recent article, the MF Hydra. As a reminder, it gets its hydrogen from 1,300 kilometers away in Germany. It’s actually a slightly longer trip than Google Maps suggested as you can’t drive liquid hydrogen trucks through most tunnels in Europe because of the hazards, so it has to detour around Hamburg. The combination of the four truck loads driving at least two days in each direction — ferries have strict requirements and restrictions around liquid hydrogen trucks as well, so it’s quite possible that they will face delays there as well —, the higher carbon electricity used to make the hydrogen in Germany and the leakage of high global warming potential hydrogen through the value chain means that the ferry is emitting twice as much greenhouse gas well to wake as the diesel ferry it replaces, and at roughly ten times the cost of energy as the roughly 80 battery electric ferries that crossing Norway’s fjords already. But a commenter pointed out another amusing point, which is that the fuel cells can’t deliver as much power as the batteries on an electric ferry which operates on exactly the same triangular route between three small ports in western Norway. As a result, it does the same trip but slower. Ten times the cost, about 40 times the emissions and it can’t even do the same job. Par for the course for hydrogen based on my assessment of fleets globally. They sell it as being exactly the same as fossil fuels with no operational changes required and having superior characteristics to batteries, and that’s just not true. But the Hydra wasn’t Norway’s first foray into bedragssløsing (a Norwegian compound word I had ChatGPT make up for me combining deception and waste). The Beffen hydrogen ferry project in Bergen, Norway — a town a couple of hundred kilometers, six ferry rides and 37 hours travel north of the Hydra’s failures, launched in 2009. It was an attempt to integrate hydrogen fuel cell technology into one of the city’s historic passenger ferries. The project faced the usual significant challenges, including limited refueling infrastructure, storage and safety concerns, and fuel cell durability. These obstacles, combined with high operational costs and technological limitations that continue to face hydrogen transportation attempts today because they are systemic and impossible to overcome, led to the project being abandoned in 2016. Despite its failure, Norway wasted more money on the MF Hydra, which is going to be abandoned for the same reasons in the not to distant future. Then there is the 30-meter, solar-panel, wind turbine, kite sail and electrolyzer toting Energy Observer catamaran . It completed a seven-year journey around the world recently. Launched in 2017 and retrofitted from a former racing catamaran, the vessel traveled across 50 countries and 101 ports. It produced some hydrogen from seawater through onboard electrolysis. Now back in its home port of Saint-Malo, France, the vessel continues to serve as an educational platform, aka it’s moored, not going anywhere and kids get school trips to it. You might notice I used the modifier “some” before hydrogen there. The big claim they make is that over the seven years they produced 1.3 tons of hydrogen on board from sea water. That’s half a kilogram a day on average. Under perfectly calm conditions and ideal conditions with no hull fouling and good propellers, that might be able to provide five kilometers of range. That’s not exactly a big contributor. More likely it was used for onboard systems like the radio and induction stove. Of course, it had batteries too, 112 kWh of lithium-ion batteries. That half kilogram of hydrogen could have been stored as electricity without any of the absurd losses with 95 kWh to spare. If they’d ripped out the electrolyzer, compressors, hydrogen storage tanks and fuel cells, which weighed 1.5 tons and occupied 5 cubic meters, they could have put another 300 kWh of storage in there for the mass and had 4.4 extra cubic meters to play with, which would have been much more useful. Assuming they could have filled the batteries, they could have traveled about 180 kilometers on the 300 kWh. Despite this really obvious mass, volume, energy and balance distance, people do keep pointing at the Energy Observer as being hydrogen powered, when in actual fact it just wasted a lot of generated electricity making hydrogen and not getting much for it. The Energy Observer isn’t the only attempt to do this. The Race for Water is a 35-meter-long hydrogen-powered catamaran retrofitted from the PlanetSolar, transforming it into a hybrid renewable energy vessel combining solar panels, a hydrogen fuel cell system, and a kite sail for wind propulsion. It faced the usual challenges such as limited hydrogen infrastructure, storage constraints, and complex maintenance requirements which hindered its efficiency during a couple of global expeditions. The Race for Water Foundation is sensibly transitioning to the MODX 70, a zero-emission vessel powered by advanced hydrogeneration and wind propulsion systems, entirely abandoning hydrogen in favor of a more streamlined and sustainable energy design. Lots of batteries, no hydrogen, par for the course for people who try it. Then there’s the MARANDA project , funded with $3.1 million from the EU’s Horizon 2020 program, which aimed to demonstrate the viability of hydrogen fuel cell systems in maritime applications. Installed aboard the research vessel Aranda, the system provided 165 kW of power for auxiliary systems and dynamic positioning, replacing conventional diesel generators. The project faced the usual significant challenges, including limited refueling infrastructure, the durability of proton exchange membrane fuel cells in harsh marine environments, and the high cost of hydrogen production and storage. The MARANDA project stopped in 2022, having proven yet again that hydrogen is really bad for this use case, but claiming success. Next up is the Viking Neptune cruise ship, delivered in November 2022. It has a small 100 kW fuel cell designed to power a portion of auxiliary systems such as lighting and ventilation. It’s explicitly experimental, because once again they haven’t looked at all of the experiments already done that find that batteries are vastly superior in pretty much every way. Then there are the in-progress efforts by people who refuse to learn from history. There’s the With Orca , which is bulk carrier developed through a collaboration between HeidelbergCement and Felleskjøpet Agri. The 88-meter bulk carrier will have compressed hydrogen stored onboard and features two rotor sails for wind-assisted propulsion. Apparently they’ve at least learned that fuel cells and ocean air don’t mix, so they instead are going to be using even less efficient internal combustion engines. It was supposed to enter service early this year, but naturally there’s no way to refuel the thing, so governments have ponied up $9.3 million to build infrastructure that will end up being abandoned as costs escalate and the reality of hydrogen’s leakage rates and high greenhouse gas status become apparent. They’ll undoubtedly claim success regardless. Back to Norway and ferries. Norway is investing $550 million to build and operate two hydrogen-powered ferries on the 100 kilometer, open seas, Vestfjorden route for 15 years, with construction costs estimated at ~$276 million USD per vessel—up to four times higher than the $60–100 million USD typical for diesel or LNG ferries. By contrast, battery electric ferries typically cost 30% to 40% more than fossil fuel powered equivalents. The ferries will be supplied with 5–6 tons of green hydrogen daily from GreenH AS under a 15-year agreement, with the hydrogen produced via electrolysis powered by renewable energy. Certainly given the location in the far northwest of Norway, the hydrogen would have to be shipped in at extraordinary expense. Substantial government subsidies, including Enova SF’s $68.3 million for hydrogen infrastructure, aim to offset the higher costs of hydrogen vessels and their refueling systems. Basically they are going to be throwing away two-thirds of the electricity that they could have been putting into much more reliable batteries, all in the name of providing more reliable shipping. I don’t think this will end well. Expect stories about missed sailings, high expenses, failed refueling and high hydrogen greenhouse gas emissions. In the weird annals of hydrogen on the high seas, it’s time for a dictator’s yacht. The Hydrogen Viking is a reported project to transform a 28-meter Sunseeker Predator 95 yacht, formerly owned by Muammar Gaddafi and named Che Guevara, into a hydrogen-powered vessel. After being grounded in Malta and left deteriorating, the yacht was acquired by Norwegian shipbuilder Green Yacht. Three years after the announcement, it’s apparently still deteriorating somewhere. I’m not waiting with bated breath for it. The Finnøy Hydrogen Ferry Project is — or maybe was — an initiative by Norwegian operator Norled to replace biodiesel with hydrogen fuel on a ferry serving the Finnøy route, northeast of Stavanger. The project is part of the EU-funded FLAGSHIPS initiative — more money wasted by the EU trying to make hydrogen fit for purpose for transportation —, which aims to deploy two hydrogen-powered vessels: one in Stavanger, Norway, and another in Lyon, France. Naturally, it can’t get hydrogen. In January 2020, Enova, a Norwegian government enterprise, allocated $1.3 million to support this conversion and an additional $2.2 million for the development of a hydrogen production and bunkering facility at Fiskå. This facility is planned to produce approximately one ton of hydrogen per day, with half designated for the ferry’s operations. As of December 2024, the ferry operates on biodiesel, with the hydrogen conversion pending further technical and economic evaluations, meaning it’s unlikely to ever happen given the reality of costs. Havila Voyages operates four hybrid cruise ships—Havila Capella, Havila Castor, Havila Polaris, and Havila Pollux—that combine LNG engines with large battery packs, enabling up to four hours of zero-emission operation in sensitive fjords. The ships are designed for future conversion to hydrogen fuel as part of the FreeCo2ast project, funded by Norwegian organizations, including Enova and the Research Council. Havila aims to transition to renewable biogas by 2028 and hydrogen by 2030 to comply with Norway’s 2026 ban on fossil-fuel-powered vessels in protected fjords. What’s really going to happen is that they might transition to biogas, but they’ll definitely put in much bigger batteries. Hydrogen? Not likely. Of course, luxury cruise ships have much higher margin than most maritime use cases, so maybe they’ll waste the money. Ulstein, a Norwegian shipbuilding company that’s an innovator in hull design with its X-Bow, has developed the ULSTEIN SX190 Zero Emission design, a theoretical 99-meter-long offshore construction support vessel powered by hydrogen fuel cells. As of December 2024, the vessel remains in the design phase, with no reports indicating that construction has commenced. Ulstein had projected that sea trials could begin as early as 2022. That clearly didn’t happen and is unlikely to ever happen. As a reminder, hydrogen isn’t zero emission as it leaks everywhere along the value chain and has a high global warming potential. To be fair to Ulstein, a firm I admire a great deal for the X-Bow, the leakage rates were hypothetical from first principles until recently when peer-reviewed studies started measuring it , and the high global warming potential is also relatively new news, with the Nature paper finding 13 to 37 times the potency of carbon dioxide over 100 and 20 year time frames only coming out in 2023. With luck and a little careful effort by rational energy actors, these papers and their implications will get in front of funding agencies so that hydrogen can be put back where it belongs, in industrial facilities as a carefully controlled feedstock. The Østensjø Rederi Offshore Wind Service Vessel (OWSP) is another reported Norwegian hydrogen-powered ship intended to support offshore wind farm operations. As of now, specific details regarding the vessel’s construction status, operational timeline, and technical specifications have not been publicly disclosed. The development of hydrogen infrastructure and technology will play a crucial role in the project’s progression, meaning it’s unlikely to ever hit water either. The shipping industry is just like every other green hydrogen for energy market, full of announcements which never pass final investment decision. People pushing hydrogen fill their decks with announcements, but never mention that they don’t and likely won’t exist. Samskip , a European logistics firm, is pushing ahead with two hydrogen-powered shipping projects despite uncertainty caused by the financial troubles of its partner, TECO 2030. The SeaShuttle project involves constructing two 135-meter container ships with 3.2 MW hydrogen fuel cells, set to operate between Oslo and Rotterdam by late 2025. Separately, the HyEkoTank project plans to retrofit the multipurpose vessel Samskip Kvitnos with hydrogen fuel cells to meet EU and Norwegian “zero-emission” regulations. However, TECO 2030, responsible for providing the hydrogen technology, filed for bankruptcy in November 2024, raising concerns about project timelines. Moss Maritime , a subsidiary of Saipem, has developed a liquefied hydrogen containment system inspired by its established spherical LNG tank design. The company has received Approval in Principle from DNV for its LH2 containment system. However, no vessels using this technology have been constructed or entered operation to date. And none likely will, as everyone now realizes what was obvious to anyone who did the math with real numbers years ago knew, which is that energy that costs ten times what LNG costs isn’t affordable to any country’s economy. In November 2020, DFDS announced plans to develop a hydrogen-powered ferry, Europa Seaways, for the Oslo–Frederikshavn–Copenhagen route. The vessel, designed to carry 1,800 passengers and up to 120 trucks or 380 cars, would feature a 23 MW hydrogen fuel cell system, with fuel sourced from a wind-powered electrolyzer in Copenhagen. Initially projected to enter service by 2027, there have been no significant updates on construction or funding progress as of December 2024, leaving the project’s status uncertain. Dead in the water, more likely, as cost realities reared their ugly heads. The trend, by the way, is very clear, with a rather overwhelming majority of hydrogen shipping projects being in Norway. Odd how a fossil fuel major is trying to really hard to make molecules for energy remain a thing, especially when they have 80 electric ferries cheaply, efficiently and reliably plying their waters already. CleanTechnica's Comment Policy LinkedIn WhatsApp Facebook Bluesky Email Reddit
Bittles Bar has added its own Scrooge-like twist to a video that tugged on the heartstrings of the NI public last year. Charlie’s Bar in Enniskillen made headlines across the world in November 2023 when it launched a Christmas video looking at the theme of loneliness during the festive season. The pub posted the two-minute clip on their social media channels, where it was widely shared and viewed by millions of people around the world, as well as being picked up by media outlets in a number of different countries. Now, Bittles Bar has produced an alternative Christmas video. With a slowed down version of Silent Night played on the piano, the video shows an older man leaving his family home and making his way through Belfast to Bittles Bar. The sleigh bells ring as he stares up at the famous red-bricked façade. Inside the pub, as the camera slowly pans across – emotive music still playing – a notice appears: “We don’t do half pints, we don’t do Coke & we don’t do Xmas. You’re gonna have to go somewhere else.” The punter makes his way in, walking stick in hand and is asked: “What are you having today sir?” In response, he says: “I’m just having a Coke.” Owner John Bittles is aghast telling him he’ll take a pint or a whiskey like everybody else and if he doesn't, “you’re out the door”. He then informs the man he’s barred causing another customer to interject and insist he honour the man’s request for a soft drink. An animated Mr Bittles says: “We don’t do Coke. We don’t do Christmas. This isn’t Charlie’s Bar, this is Bittles Bar. See you, ye need to drink that pint and get out!” The two men are sent on their merry way as a stripped-back version of ‘We Wish You a Merry Christmas’ draws the festive video to a close.Davenport council denies tax incentives for proposed riverfront hotel in DavenportJonBenet Ramsey, who competed in beauty pageants, was found dead in the basement of her family’s home in the college town of Boulder the day after Christmas in 1996. Her body was found several hours after her mother called 911 to say her daughter was missing and a ransom note had been left behind. The details of the crime and video footage of JonBenet competing in pageants propelled the case into one of the highest-profile mysteries in the United States. The police comments came as part of their annual update on the investigation, a month before the 28th anniversary of JonBenet’s killing. Police said they released it a little earlier due to the increased attention on the case, apparently referring to the three-part Netflix series “Cold Case: Who Killed JonBenet Ramsey.” In a video statement, Boulder Police Chief Steve Redfearn said the department welcomes news coverage and documentaries about the killing of JonBenet, who would have been 34 this year, as a way to generate possible new leads. He said the department is committed to solving the case but needs to be careful about what it shares about the investigation to protect a possible future prosecution. “What I can tell you though, is we have thoroughly investigated multiple people as suspects throughout the years and we continue to be open-minded about what occurred as we investigate the tips that come into detectives," he said. The Netflix documentary focuses on the mistakes made by police and the “media circus” surrounding the case. JonBenet was bludgeoned and strangled. Her death was ruled a homicide, but nobody was ever prosecuted. Police were widely criticized for mishandling the early investigation into her death amid speculation that her family was responsible. However, a prosecutor cleared her parents, John and Patsy Ramsey, and brother Burke in 2008 based on new DNA evidence from JonBenet's clothing that pointed to the involvement of an “unexplained third party” in her slaying. The announcement by former district attorney Mary Lacy came two years after Patsy Ramsey died of cancer. Lacy called the Ramseys “victims of this crime.” John Ramsey has continued to speak out for the case to be solved. In 2022, he supported an online petition asking Colorado’s governor to intervene in the investigation by putting an outside agency in charge of DNA testing in the case. In the Netflix documentary, he said he has been advocating for several items that have not been prepared for DNA testing to be tested and for other items to be retested. He said the results should be put through a genealogy database. In recent years, investigators have identified suspects in unsolved cases by comparing DNA profiles from crime scenes and to DNA testing results shared online by people researching their family trees. In 2021, police said in their annual update that DNA hadn’t been ruled out to help solve the case, and in 2022 noted that some evidence could be “consumed” if DNA testing is done on it. Last year, police said they convened a panel of outside experts to review the investigation to give recommendations and determine if updated technologies or forensic testing might produce new leads. In the latest update, Redfearn said that review had ended but that police continue to work through and evaluate a “lengthy list of recommendations” from the panel. Amy Beth Hanson contributed to this report from Helena, Montana.
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Daily Post Nigeria ASR Africa commences construction of N250 million Abdul Samad Rabiu Laboratory Complex at University of Lagos Home News Politics Metro Entertainment Sport Business ASR Africa commences construction of N250 million Abdul Samad Rabiu Laboratory Complex at University of Lagos Published on November 27, 2024 By Daily Post Staff The Vice Chancellor, University of Lagos, Prof. Folasade Ogunsola, OON, The Managing Director/CEO (ASR-Africa) Dr. Ubong Udoh, the Immediate Past VC UNILAG, Prof. Oluwatoyin Ogundipe, the Deputy Vice Chancellor (Management Services) Prof. Lucian Chukwu, and the Ag. Registrar, Mrs. Olakunle Makinde The Abdul Samad Rabiu Africa Initiative (ASR Africa), the philanthropic initiative of the Chairman of BUA Group, Abdul Samad Rabiu (CFR, CON), has kicked off the construction of a N250 million Abdul Samad Rabiu Laboratory Complex at the University of Lagos, Lagos State with a groundbreaking ceremony within the university’s campus. The grant is part of ASR Africa’s Tertiary Education Grants Scheme (TEGS) in support of higher institutions in the country aimed at improving the quality of educational services. The ultra-modern state-of-the-art complex, when completed, will accommodate bioscience laboratory which comprises of two wings of laboratories accessible by a central reception. Each wing will feature laboratory spaces, offices, modern workstations, six conveniences, kitchenettes alongside storage spaces. At the groundbreaking event, the Vice Chancellor of the University, Professor Folasade Ogunsola, who welcomed the ASR Africa team, expressed satisfaction with the level of support received thus far from the Chairman of ASR Africa, and the BUA Group. The Vice Chancellor stated that through this partnership, the university envisions a transformative impact beyond just a space for research but a hub where the brightest minds can collaborate, innovate, and discover. In her words: “For me today is historic. This laboratory will attract global partnerships, enhance academic programs, and offer young scholars the resources to excel on a global stage”. In his response, the Managing Director of ASR Africa, Dr. Ubon Udoh, applauded the university’s outstanding leadership, collaboration and dedication to this project. According to him: “This groundbreaking marks a significant step in our shared vision to advance research and innovation in Nigeria. ASR Africa’s commitment to education and sustainable development is rooted in our belief that empowering institutions like the University of Lagos is key to unlocking Nigeria’s potential and by large contributing to Africa’s growth”. He further reiterated that ASR Africa is proud to be part of this journey with the University of Lagos and that together, both parties will build a sustainable foundation for future generations, ensuring that they have the access to the facilities and the platform to lead Africa’s transformation. About ASR Africa ASR Africa is the brainchild of African Industrialist, Philanthropist and Chairman of BUA Group, Abdul Samad Rabiu, the Abdul Samad Rabiu Africa Initiative (ASR Africa) was established in 2021 to provide sustainable, impact-based, homegrown solutions to developmental issues affecting Health, Education and Social Development within Africa. Related Topics: ASR Africa Promoted Don't Miss Nigerian government spent N8.8bn to repair 128 vandalised electricity towers in 2024 – TCN You may like A new look, same goodness: Malta Guinness reintroduces itself with style Celebrating Connection and Team Spirit at Hyde Energy’s Hydelympics Eunisell Interlinked PLC Reports Positive Financial Results for First Quarter of 2024 Full-Scale Development Company Leads Top Real Estate Agencies In Lagos and Abuja Zenith Bank spreads joy and festive cheer with Ajose Adeogun Street light-up ARO DAY 2024: Foremost Nigeria-born South African preacher to storm Arochukwu for Light of the World Crusade Advertise About Us Contact Us Privacy-Policy Terms Copyright © Daily Post Media Ltd
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Police deny sitting on evidence as Netflix doc brings renewed attention to JonBenet Ramsey's killing DENVER (AP) — Amid renewed interest in the killing of JonBenet Ramsey triggered in part by a new Netflix documentary, police in Boulder, Colorado, refuted assertions this week that there is viable evidence and leads about the 1996 killing of the 6-ye Colleen Slevin, The Associated Press Nov 27, 2024 12:25 PM Nov 27, 2024 12:35 PM Share by Email Share on Facebook Share on X Share on LinkedIn Print Share via Text Message FILE - A police officer sits in her cruiser, Jan. 3, 1997, outside the home in which 6-year-old JonBenet Ramsey was found murdered in Boulder, Colo., on Dec. 26, 1996. (AP Photo/David Zalubowski, File) DENVER (AP) — Amid renewed interest in the killing of JonBenet Ramsey triggered in part by a new Netflix documentary, police in Boulder, Colorado, refuted assertions this week that there is viable evidence and leads about the 1996 killing of the 6-year-old girl that they are not pursuing. JonBenet Ramsey, who competed in beauty pageants, was found dead in the basement of her family’s home in the college town of Boulder the day after Christmas in 1996. Her body was found several hours after her mother called 911 to say her daughter was missing and a ransom note had been left behind. The details of the crime and video footage of JonBenet competing in pageants propelled the case into one of the highest-profile mysteries in the United States. The police comments came as part of their annual update on the investigation, a month before the 28th anniversary of JonBenet’s killing. Police said they released it a little earlier due to the increased attention on the case, apparently referring to the three-part Netflix series “Cold Case: Who Killed JonBenet Ramsey.” In a video statement, Boulder Police Chief Steve Redfearn said the department welcomes news coverage and documentaries about the killing of JonBenet, who would have been 34 this year, as a way to generate possible new leads. He said the department is committed to solving the case but needs to be careful about what it shares about the investigation to protect a possible future prosecution. “What I can tell you though, is we have thoroughly investigated multiple people as suspects throughout the years and we continue to be open-minded about what occurred as we investigate the tips that come into detectives," he said. The Netflix documentary focuses on the mistakes made by police and the “media circus” surrounding the case. JonBenet was bludgeoned and strangled. Her death was ruled a homicide, but nobody was ever prosecuted. Police were widely criticized for mishandling the early investigation into her death amid speculation that her family was responsible. However, a prosecutor cleared her parents, John and Patsy Ramsey, and brother Burke in 2008 based on new DNA evidence from JonBenet's clothing that pointed to the involvement of an “unexplained third party” in her slaying. The announcement by former district attorney Mary Lacy came two years after Patsy Ramsey died of cancer. Lacy called the Ramseys “victims of this crime.” John Ramsey has continued to speak out for the case to be solved. In 2022, he supported an online petition asking Colorado’s governor to intervene in the investigation by putting an outside agency in charge of DNA testing in the case. In the Netflix documentary, he said he has been advocating for several items that have not been prepared for DNA testing to be tested and for other items to be retested. He said the results should be put through a genealogy database. In recent years, investigators have identified suspects in unsolved cases by comparing DNA profiles from crime scenes and to DNA testing results shared online by people researching their family trees. In 2021, police said in their annual update that DNA hadn’t been ruled out to help solve the case, and in 2022 noted that some evidence could be “consumed” if DNA testing is done on it. Last year, police said they convened a panel of outside experts to review the investigation to give recommendations and determine if updated technologies or forensic testing might produce new leads. In the latest update, Redfearn said that review had ended but that police continue to work through and evaluate a “lengthy list of recommendations” from the panel. ____ Amy Beth Hanson contributed to this report from Helena, Montana. Colleen Slevin, The Associated Press See a typo/mistake? Have a story/tip? This has been shared 0 times 0 Shares Share by Email Share on Facebook Share on X Share on LinkedIn Print Share via Text Message More The Mix Travelers who waited to make Thanksgiving trips are hitting the biggest crowds so far Nov 27, 2024 12:26 PM Industry not consulted on Alberta's plan to challenge federal emissions cap Nov 27, 2024 12:19 PM To play Maria Callas, Angelina Jolie had to learn how to breathe again Nov 27, 2024 12:15 PM Featured Flyer
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