RelatedSpecial Heritage Week Opening Hours For Bustamante Museum RelatedSpecial Heritage Week Opening Hours For Bustamante Museum Special Heritage Week Opening Hours For Bustamante Museum CultureOctober 6, 2010 RelatedSpecial Heritage Week Opening Hours For Bustamante Museum Advertisements FacebookTwitterWhatsAppEmail As Jamaicans get ready to celebrate National Heritage Week, members of the public are invited to tour the museum on the life of National Hero, the Rt. Excellent Sir Alexander Bustamante, located at 24 Tucker Avenue, Kingston.The museum will be having special opening hours during National Heritage Week, October 11-15, for daily tours.The Bustamante museum houses a collection of memorabilia featuring different phases of the hero’s life, and there is a permanent multi-media exhibition narrating his colourful and fascinating story. Visitors can actually see and hear the hero on these recordings.Each period of Sir Alexander’s life is brought to life through photographs, newspaper clippings and artefacts. There is a trail from his early life at Blenheim, Hanover, his adult years and many journeys abroad, his entry into local political life and his rise to being Jamaica’s first Prime Minister and National Hero. Among the artefacts on display are the insignia of his Knighthood and National Hero.While touring the exhibition, visitors will have the added pleasure of walking through the home in which the hero lived for many years until he moved, with his wife Lady Bustamante, into Jamaica House, the Prime Minister’s official residence, as its first occupants. They will see displays of some of his clothes inside the house.The museum is located on Tucker Avenue (off Mountain Avenue and close to the National Stadium)), with entrance on Goodwill Avenue. Opening hours during the week are Monday to Friday 9 a.m. to 3 p.m. There is a small cost to enter. The Bustamante Museum was established by the Bustamante Foundation and is a Jamaica National Heritage Trust site.
Published on Monday (16 December), the plan would commit the Union to reducing export subsidies by half, import tariffs by 36% and support for goods produced for domestic markets by 55% if such payments have a distorting effect on trade. But the plan’s implementation would be conditional on other developed parts of the world taking similar steps. The reductions would be implemented over a six year period, starting in 2006.Franz Fischler, the EU’s agriculture commissioner, said the blueprint was in line with the agenda for boosting farm trade and stimulating development of poor countries agreed by ministers at the World Trade Organization (WTO) summit in Doha last year.“It is pragmatic but wide-ranging and ambitious,” the Austrian contended. “We go for an approach that does not put the burden of [trade] liberalisation only on others, but leads to a fair burden-sharing among developed countries. All the developed countries have to move. Developing countries need not just rhetoric but real benefits.” While US trade spokesman Richard Mills promised the Bush administration will scrutinise the plan carefully, he added that it “does not embrace fundamental reform in agricultural trade”. Mills called on the Commission to pursue its efforts to overhaul the Common Agricultural Policy in the New Year, so that it will be able to support larger cuts in tariffs and subsidies in the WTO-sponsored talks.Aid agency Oxfam claims the EU’s export subsidies destroy the livelihood of farmers in poor countries by flooding their national markets with cheap produce. “It is absurd that farmers in the world’s poorest countries should have to wait until 2013 for the EU to halve export subsidies,” said Justin Forsyth, Oxfam’s policy director. Under the plan, the EU would eliminate export subsidies for a range of products, including wheat, olive oil and tobacco, provided other WTO members do likewise.
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UK: Citing increasing capacity constraints and projections of strong growth in passenger and freight demand over the next 25 years, Network Rail announced on June 23 that it was launching a ‘strategic review into the case for building new rail lines across the network of Great Britain’. A team was established in April under the leadership of Richard Eccles, NR’s Head of Route Planning, who explained the process to a seminar in Birmingham on June 13, organised by The Railway Forum to celebrate the completion of High Speed 1 between London and the Channel Tunnel, and promote High Speed 2 linking London to the West Midlands. Eccles pointed out that in terms of rail passengers and freight growth ‘the UK is leading Europe’, and that the government’s July 2007 white paper called for a 30-year strategy to fulfil ‘an ambition to double today’s passenger and freight volume’. Based on NR’s Route Utilisation Strategies, he said demand is expected to exceed the capacity of the present network around 2025. The study will consider the main corridors running north and west from London: the East Coast, Midland Main Line, West Coast, Chiltern and Western routes. It will be ‘looking at the whole range of options, analysing and appraising the options, identifying which are best value for money, and then recommending the way forward based on that analysis.’ One feature flagged up by Eccles was that ‘the amount of benefit gained with a high speed line is reduced by the transfer of benefits from the existing network’. But ‘the additional benefit you can generate on the existing network might outweigh the transfer, [and] this could make a huge improvement in the business case’. Meanwhile, high speed rail lobbying group Greengauge 21 has secured funding to develop a national construction programme for building 300 km/h lines. A Public Interest Group has pledged £750 000 to identify a national strategy and examine five routes: London – Birmingham – Manchester; London – Cambridge – Northeast; London – Bristol/Cardiff; Trans-Pennine; and Anglo-Scottish. Greengauge 21 Director Jim Steer said the programme was ‘designed to answer the questions that ministers and others raise about high speed rail. We start from a perspective that this is all about achieving sustainable growth for the economy of Britain as a whole, rather than just a narrow concern about capacity’.