A review of both the master's hour sleep history before the occurrence and the ship's schedule indicates that, for the first and last day and a half of each voyage, the schedule allowed him to obtain a total of about eight hours of sleep per day-most of it at night, but with supplemental daytime naps when possible. The schedule for the intervening four days of the voyage reduced the opportunity for total hours and duration of rest periods. It has been shown that, in order for sleep to be fully restorative, it should optimally be obtained in periods of at least seven to eight continuous hours.
Marine Investigation Report M07L0158
However, split rest periods provide several challenges to obtaining restorative sleep. Should one of the periods occur during the crew members' normal "daytime" period, it would be less restorative. The effects of fatigue include increased risk taking, the inability to solve problems in parallel, and persisting with tasks beyond a reasonable end point, all of which may pose serious risks to safety if experienced by personnel in responsible positions. Fatigue management responsibilities require both the company and employees to manage the schedule, health, and environment of crew members to minimize the risk of fatigue.
The company is responsible for ensuring that crew schedules, at minimum, meet regulations for rest, 33 that the schedule allows for sufficient restorative sleep to be obtained, and that the crew quarters and other aspects of their environment facilitate healthy rest.
Terreur sur la ligne d'acier by Jolaine Pelletier on Prezi
Crew members are responsible for following the rest schedule and reporting when they are unfit to work due to fatigue and whether there are aspects of the company's fatigue management plan that are deficient. A vessel's master is responsible for monitoring and enforcing the company's fatigue management policies and procedures and for working with crew and the company to rectify problems so as to minimize the risk of fatigue. The vessel's managing company did not have a fatigue management plan, nor was one required by regulation.
The investigation revealed that the OOW took Lorazepam, which had been prescribed for someone else, to try to fall asleep quickly and obtain sufficient sleep before his next watch. This drug is used to treat anxiety disorders and insomnia due to anxiety or transient situational stress. Its main side effect is drowsiness. Lorazepam affects the central nervous system and patients are cautioned that the medication may impair mental or physical abilities required for the performance of potentially hazardous tasks requiring mental alertness, such as operating a motor vehicle or machinery.
The taking of the medication was not disclosed to the master as required by the company policy relating to alcohol and drugs. At the sailing speed of approximately 12 knots, this would have meant calling when the vessel was approximately six nautical miles nm from the dock—or about 3. On the night of the occurrence, the Nordik Express reached this point at The vessel reached this point at After the bridge team realized that the docking crew had not been alerted of the vessel's imminent arrival, the OOW sent the helmsman below and took the helm.
With the vessel still turning, the OOW , alone on the bridge, overshot the required course to This late start to the turn, combined with minor disruptions to the rate of turn when handing over the helm, resulted in the vessel passing beyond the visible range of the harbour's leading lights. The Nordik Express thus progressed along its track, offset northeast and parallel to its intended route, but with its position unchecked. Navigation in restricted waters involves narrow margins where even minor deviations from the intended track can have significant consequences.
A vessel's procedures for navigating in restricted waters, therefore, must be precise and, moreover, they must be followed. In addition, there were no written standing orders for port arrivals, and although there were informal pilotage notes and a planned route on the ECS , key points were not identified. Furthermore, there was no indication that either the pilotage notes, or the subsequent modifications to them, had been endorsed by senior officers. The absence of sufficiently detailed procedures left the OOW without an important resource to assist him in accomplishing the numerous precise tasks involved in the approach, thereby contributing to this occurrence.
A deck watch composition is based on the various tasks that need to be performed. These can be described in three main categories: Under conditions where hand steering is required, a deck watch would need to consist of three persons. However, TC recognises that, under some circumstances where automatic steering is not prohibited and where the appropriate equipment and facilities are fitted, two persons can safely fulfill the tasks of conning the vessel. In addition to the minimum deck watch, industry best practices dictate that the master be present on the bridge during manoeuvring.
Established practice on the Nordik Express was for the deck watch to consist of two bridge team members when using autopilot, with the master joining them for arrivals and departures. This arrangement, however, was insufficient given the lack of the appropriate vessel equipment and facilities. Consequently, when the helmsman was sent to summon the docking crew, the OOW was left alone at a critical point in the voyage to perform all the necessary tasks.
During an emergency, the safety of those on board a vessel is dependent upon prompt and appropriate action by those crew members assigned to perform passenger safety-related duties. These duties are carried out under the guidance of the bridge team, which is responsible for overall management of emergency response and ensuring that passengers are prepared for a possible evacuation.
It is therefore the responsibility of the master or bridge team to first assess the situation and to determine the appropriate level of response. Only then can crew be directed what to do, and passengers be informed as appropriate-preferably in accordance with pre-established procedures. In this occurrence, however, bridge crew focused all their attention after the striking on conning the vessel to the dock.
They did not transmit an urgency or distress call, nor was an alarm sounded or any other communication made from the bridge to the passengers or crew members. Moreover, calls to the bridge from the engine room crew were unanswered. Given that previous training and drills, as well as written emergency plans, always commenced with the sounding of an alarm, the lack of an alarm likely caused confusion as to how to react, thereby playing a key role in the aforementioned shortcomings.
In addition, the lack of an alarm precluded the heightened mental and physical preparedness that could save crucial time in the event that the unpredictable situation took a turn for the worse. Passengers, meanwhile, having received little information regarding the emergency and what was expected of them, displayed signs of confusion and anxiety. Literature concerning human behaviour in emergencies indicates that anxiety and stress in a crowd increase when people are not provided with information. Combined with physical indications of danger-such as loud noise, the sensation of impact, the smell of smoke, and the list of a vessel-the risk of counterproductive behaviour or panic is increased.
In an emergency situation, decisions are made and actions are taken in an environment involving stress and heavy task load and where experience is limited. However, to be useful, such procedures must be comprehensive and well practised. In this occurrence, the vessel had no contingency plans in place specifically for a vessel striking or grounding. Furthermore, the posted duty lists that did relate to emergencies for example, the muster list and the abandon-ship list were insufficient in that they did not address the preparatory stages of an evacuation relating to, for example, searching and accounting for passengers.
Although the vessel evacuation plan contained some general guidance regarding the preparation of passengers, certain key tasks were not clearly identified as belonging to the pre-evacuation phase such as conducting a passenger count. Furthermore, it did not specify who was responsible for carrying out each task, nor did it provide any detail of how to carry out the tasks-for example, how to clear the cabins or determine if passengers were missing.
Previous TSB reports 39 have identified shortcomings in contingency planning, particularly with respect to the preparation phases of passenger vessel abandonment. Given the risks associated with improperly coordinated preparations for evacuating large numbers of passengers, the Board recommended that.
The Department of Transport establish criteria, including the requirement for realistic exercises, against which operators of passenger vessels can evaluate the preparedness of their crews to effectively manage passengers during an emergency. As part of its response, TC referred to proposed amendments to the Fire and Boat Drill Regulations 40 that would expand the list of duties for practice muster and drills to include aspects of searching and accounting for passengers. In addition, masters would be required to ensure that drills, insofar as is feasible, are carried out as if they were an actual emergency.
Recognizing the positive intent of these proposed amendments, the Board has assessed the TC response to the recommendation to be Satisfactory Intent. In addition to comprehensive procedures, crews of passenger vessels must be competent with respect to the performance of their duties as well as the principles of crowd management, crisis management, and human behaviour in emergencies. Passenger safety management training addresses this and a range of other topics related to the care of passengers during emergency situations.
Until crews have completed this training, however, passengers will continue to be at risk.
A full accounting of passengers and crew at an early stage in an emergency provides responders with critical information as to whether a detailed search is necessary. If so, it can provide insight as to where to begin that search, thus optimizing the use of resources. In this occurrence, a basic passenger count was not performed until some time after the vessel had docked. It was not until two passengers-one of whom had reduced mobility-emerged from their cabin that the crew would have been aware that not all passengers had been mustered from their cabins. Passenger information that could have been useful to responders, therefore, such as the number of adults, children, and infants, as well as the identification of passengers requiring assistance, was not readily available.
The Board believes that the approach to accounting for passengers must be tailored for each individual vessel in order to address the potential risks of a particular voyage and the most appropriate means of addressing them. It therefore recommended that. The Department of Transport, in conjunction with the Canadian Ferry Operators Association and the Canadian Coast Guard, develop, through a risk-based approach, a framework that ferry operators can use to develop effective passenger accounting for each vessel and route.
In response, TC referred to discussions held with the Canadian Ferry Operators Association CFOA in relation to the Board recommendation as well as an initiative of the Canadian Coast Guard to develop a system to track and account for all casualties involved in a major marine incident.
Furthermore, TC referred to the proposed amendments to the Boat and Fire Drill Regulations , which would make mandatory the various provisions regarding passenger information that were formerly recommended for voluntary early implementation. Considering that the full implementation of these proposed regulations would significantly reduce the risks to fare-paying passengers, the TC response to the Board recommendation has been assessed as Satisfactory Intent.
However, as long as these important measures remain voluntary, passenger-carrying vessels may operate without this information, thereby placing passengers at undue risk. It is vital that all passengers be provided with key safety information—through in-person briefings or some other method of transmitting critical safety information—so that they are aware of what can occur and what actions to take in the event of an emergency.
The value of this is reflected in both Canadian and international regulations. It was the practice on the Nordik Express that only those passengers embarking at Rimouski were given safety briefings; those who embarked at the next 20 stops were not. This deprived them of key safety information and thus placed them at increased risk. Vessel stability information—including the "Notes to the Master," as well as posted instructions regarding the use of the crossover valve for ballast wing tanks No. In addition, in most operational conditions, the crossover valve for wing tanks No.
The posted instructions, however, stated that the valve must be kept open while at sea. This contradicted onboard practice and presented crew members with conflicting information. The subdivision of passenger vessel hulls into watertight compartments is a fundamental principle of design intended to improve survivability should a vessel sustain damage below the waterline. Although it is generally accepted that the operations of the ship may require doorways to be fitted in some of these bulkheads, these doors must be of special watertight construction and must be closed to realize the benefits of the watertight subdivisions.
The Nordik Express , however, routinely operated with all watertight doors open, contrary to both the stability book guidance and Canadian regulations, and in this occurrence, they remained open after the striking. Following the TSB investigation into the sinking of the passenger ferry Queen of the North , 44 the Board expressed concern that "some Canadian operators continue to operate their vessels with watertight doors open, thereby placing vessels, passengers, crews, and the environment at undue risk.
It is recognized that practices and procedures related to watertight doors are situational and ship-specific , and therefore not easily regulated. However, operating with watertight doors open at all times exposes the vessel, its crew, and passengers to undue risk. It is therefore incumbent on crews and operators to carefully consider their practices and procedures in this regard to ensure that this risk is minimised. Modern electronic navigating equipment, including ECS units, offers bridge teams many options that can be used to plan, execute, and monitor a voyage.
These include, for example, the ability to set alarms and warnings for hazardous situations. This equipment, however, must be properly configured before users can take full advantage of these features. On the Nordik Express , no cross-track boundaries had been defined in the ECS 's electronic voyage plans. Even if they had been set, however, the crew would have received no auditory warning that the vessel was outside the limits because the alarm's sound feature was turned off. The TSB found previously 47 that navigation equipment not set up to take full advantage of available safety features deprived the crew of warnings and was a contributing factor in the occurrence.
It is recognized that the ECS on the Nordik Express was but one of many pieces of equipment that could have provided the bridge team with information. However, the configuration of the system overall was not managed to benefit fully from the alarm options available and therefore deprived the crew of a potentially useful tool to assist in safe navigation, thereby increasing risk.
A fatigue management plan is a comprehensive way to ensure that crews obtain sufficient rest to be able to perform their duties. This includes not only work scheduling, but also both the management of generic factors—such as nutrition, medical health, noise around sleeping areas, prescription drugs and caffeine—and specific challenges related to each vessel and voyage. In this occurrence, there were a number of conditions that fatigue management plans are intended to mitigate.
Although both these schedules can allow sufficient opportunities for restorative sleep, this requires proper management: This constant changeover pattern would have made proper acclimatization more difficult. Moreover, rest periods would likely have been interrupted every time the vessel made port; for some sections of the voyage, stops would have been frequent.
Changes in engine sounds, movements around the crew quarters, and changes to the movement of the vessel would likely have had an effect on the possibility of quality sleep, in addition to those duties required for loading and unloading. The more generic challenges to obtaining sufficient sleep include the time required to hand over watches, time required for meals and personal hygiene, and time required for ad hoc duties in addition to the normal watch schedule.
Additional factors such as stress, poor health, and a noisy environment also have an impact. Although all of these can be dealt with under a proper fatigue management plan, no evidence of one was found on the Nordik Express. The investigation identified indications of fatigue in crew members as well as behaviours likely to lead to fatigue. Moreover, the vessel's schedule was adapted to meet the company's business—frequent , rapid port turnarounds-but the effect on crew performance was not mitigated by a fatigue management plan.
This increased the probability of fatigue and thus fatigue-induced errors by the bridge crew—thereby increasing the risk to vessel, crew, passengers, and the environment. Use of certain prescribed and over-the-counter medication can impair performance, especially with regard to judgement, reaction time, and vigilance. The TSB has investigated occurrences where the use of medication by individuals occupying safety-sensitive positions has affected their performance. In its investigation into the striking of the bulk carrier Windoc , 50 the TSB determined that the operator of a lift bridge had been taking Darvon-N , a narcotic analgesic that acts on the central nervous system.
In , the high-speed passenger vessel Famille Dufour II 51 struck a wharf, injuring nine passengers and one crew member. In its investigation, the Board determined that the master was taking prescription medication at a dosage at which TC would have likely assessed him as unfit for duty aboard a ship in a safety-sensitive position.
When a doctor prescribes a medication, it is normally accompanied by an assessment of its suitability for the person's circumstances and particular occupation, and also by guidance for its appropriate use and side effects. In this case, the OOW took medication that was not prescribed to him. As a result, no assessment of potential performance degradation was made. The need for greater awareness of the use of medications has been recognized by the transportation industry.
For example, the validity of air crew certificates is tied directly to medical condition, with crews aware of which medications preclude flying. TC has also posted guidance for operators on its website 52 regarding the assessment of medication use by ship's crews. In this occurrence, the OOW was taking a medication that can impair the mental or physical abilities required for the performance of tasks requiring mental alertness. Although there is no information to indicate that his use of Lorazepam contributed to this occurrence, performance degradation as a consequence of using certain prescription medications remains a risk to vessels, crews, and passengers.
A safety management system SMS is a tool used by both shore- and ship-based personnel to provide for safe practices in ship operation, a safe working environment, and for establishing safeguards against all identified risks, including preparation for emergencies. This is done by formally documenting policies and procedures, detailing operations, and establishing clear responsibilities for all safety-related operations. Furthermore, SMS incorporates procedures for monitoring the system itself and for taking corrective action where deficiencies are noted.
Although the vessel's operating company was not required to have an SMS for the Nordik Express , an effective SMS nonetheless helps to ensure that individuals at all levels of an organization have the knowledge and the tools to effectively manage risk, as well as the necessary information to make sound decisions in any operating condition.
Effectively implemented, such a system on the Nordik Express would have provided a framework for identifying and addressing these safety issues. A voyage data recorder VDR was not carried, nor was it required by regulation. Although useful information was obtained from the ECS , it did not match the extent of information available from a VDR ; for example, bridge audio.
This meant the timeline such as when the master was called had to be approximated from less precise sources. With a VDR , the investigation would have been able to better establish the exact sequence of events leading to the accident. March 16 or 21, Conferences illustrees de 80 diapositives et presentees par Renee Morel -- en francais, bien sur!
One and a half hours each each conference is offered twice. Comme pour le TGV, il est imperatif de reserver. The French Cellar announces the second in a series of twenty Wine Appreciation Classes for the year For further information and a class schedule call or visit us on the web at www. Celebrate with us our 11th year in business!
March 12-20, 2009
Lecture by anthropologist Jacqueline Lindenfeld, PhD. Refreshments will be served after the lecture. Show presented at the selection Off at the Avignon Festival These European policy initiatives and the associated business dynamics may support some of the Obama administration's current efforts to build a strong Green economy. In this context, can the convergence between Aerospace and Green Tech - promoted here by Anewworld Consulting - actually create new business opportunities and get a head-start in the Silicon Valley? French American School Dinner 6pm.
The annual Tiburon Film Festival will present various French films and co-productions: Lausanne Xavier, France, , 95 min. Saturday, March 21, Saturday, march 21, 5: Saturday, March 21, 6: Franck Dion, France, , 10 min. Saturday, March 21, 9: Sunday, March 22, Monday, March 23, 2: Tuesday, March 24, 4: Tuesday, March 24, 6: Wednesday, March 25, 6: Serge Bozon, France, , mins. Wednesday, March 25, 9: With Lothaire Bluteau, Catherine Wilkening. March April 12, Through March 21, March 21 or April 1, Marin Cheese Factory Pt. Reyes-Petaluma Road near the end of Novato Blvd. Petaluma, CA For Directions and more information go to: You'll discover a friendly group.
Come on your own or with a friend. Registration is quick and free. Napa Library 3pm Coombs St. With an exclusive group of leaders in the open source developer, user, and investor communities, the following agenda is designed to foster discussion on emerging business ideas and opportunities in the use of open source for both local and global needs in the coming years.
Practice your French in a casual setting, with fellow Francophiles and a glass of wine! Searching for a new moderator! The Proust Society meets on the 2nd and 4th Wednesdays of the month from 6: For more information, call All groups meet in the Board Room at 57 Post Street, 4th floor.
We look forward to seeing you at one or more of these lively discussion groups. Please call ahead to secure a place. Directed by Joseph Morder. The Stern family is thrown a loop when long lost cousin, Clovis Fisherman, Lou Castel the last in a long line of revered cantors, returns to France after a 30 year absence and hits the town under the wing of cousin, William Stern Luis Rego , a milquetoast dentist seeking a few thrills of his own.
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- Hidden History (Tales from Grace Chapel Inn Book 4).
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Amidst the unlikely family reunion, lies a quirky and endearing tale of faded glory and redemption. In French with English subtitles. Wednesday, March 25, 7: This musical epic follows four families, French, German, Russian, and American, through the s to the s. A passion for music unites otherwise disparate characters, who may or may not be based on actual musicians. Engage in lively conversation with others interested in international affairs, learn more about the International Forum's long-running French Dinner Group, as well as acquaint yourself with the IF, the Council, and opportunities to become involved.
The spoken language at this event is French at the advanced, intermediate, and beginner level, with many native speakers also expected. The program will be followed by a reception with French food and wine. Thursday, March 26, 6: With Simone Simon and Julien Carette. Palace of the Fine Arts Theatre. From the Crown Fountain in Chicago's Millenium Park to the Serono Media Facade in Geneva and the Kunsthaus in Graz, projects pushing toward a denser presence of communication in architecture are emerging.
What are the technological feats and issues behind these new marvels? How do media facades fit in with current preoccupations about sustainability and green building? Who owns the messages diffused by these sophisticated, large-scale communication tools? In parallel, swissnex will exhibit three of Muriel Waldvogel and Jeffrey Huang's Newscocoons, room-compatible media art pieces of inflatable "media furniture" that will mirror the topics discussed in a subtle but powerful manner. Space for this event is limited and by invitation only.
To inquire about participation please email media-facades swissnexsanfrancisco. Fabienne Cayla, fvardhan mail. March April 2, In limited release on the West Coast French dir. These premiere dance artists leap from rehearsal halls to international stages as they re-invent classical ballet and enchant audiences worldwide in this "surprisingly intimate portrait of what it means to be a ballerina" Time Out New York. Now, The Mariinsky Theatre, under the artistic direction of the legendary Valery Gergiev, brings us to a new generation of rising stars: Alina Somova, Svetlana Zakharova, Diana Vishneva, Ulyana Lopatkina and Evgenia Obraztsova - tough, insightful and exceptionally talented women, each with her own personal hopes, dreams and career-changing challenges.
Presente -- en francais, bien sur! Superb slides, scrumptious brunch and stimulating exchanges! Come practice your French and meet others! He is also the most mysterious and perhaps the most revolutionary painter in the history of art, influencing Rubens, Rembrandt or Ribera, Velazquez as well as Courbet and Gericault, with his intense and radical realism. Caravaggio's enigmatic life was as sulfurous as his painting was scandalous. Repeatedly arrested and imprisoned, Caravaggio killed a man in a gang fight and was convicted of pedophilia.
Moving away from Michelangelo's idealizations, he portrayed low-class types: Come and see how bad boy Caravaggio masterfully walks the fine line between realism and parody that makes his art so modern! Join us for a perfect occasion to meet, make contacts, and revel with the Sacramento Francophile Community! Through April 18, Through April 25, Presented in conjunction with the architecture and design exhibition Patterns of Specualtion: Among other films are French productions and co-productions: Jean-Luc Godard, , 99 min.
Through April 29, A celebration of women filmmakers from North Africa and the Middle East, as well as the diaspora in Europe, this series represents a remarkable geographic, cultural, and stylistic range. In documentaries, features, and experimental works, the directors depict urban attitudes and rural traditions, the dream of escape and the isolation of exile, and the comforts and entrapments of family.
Some French co-productions will be presented: Thursday, March 12, 6: An Egyptian Salad Dir. The North African Experience Dir. Yamina Benguigui, France, Sunday, March 29, 5: Yamina Benguigui, France, Thursday, April 2, 6: Our Heedless Wars Dir. A Door to the Sky Dir. Through May 6, An undergraduate course designed for non-film majors, Film 50 is open to the public as space permits. For an on-going list of events offered by SiliconFrench, see http: Pacific Film Archive, Bancroft, Berkeley, March 6-April 18, Winner of the Palme d'Or at the Cannes Film Festival, and France's submission this year for Oscar consideration this flawless work from director Laurent Cantet dramatizes a year in a Parisian middle-school class.
France min. In French with English subtltles. Presenting in conjunction with the architecture and design exhibition Patterns of Specualtion: Join other cinephiles at the monthly movie presentations of the Cine Club at the Alliance Francaise in Midtown Sacramento 25th Street. Films are shown at 7pm on the second Friday of each month except in July. Through March 13, March May 31, March June 21, Through March 22, African textiles, vessels, jewelry, sculpture, more.
Cantor Arts Center at Stanford University. Through March 27, Showing at AIA, the exhibition will also be the occasion for an opening reception a major symposium. Addressing issues of architecture and education in the 21st century, the symposium includes prominent Swiss and American panelists. Schools of the 21st Century: Through March 28, Zegada's work investigates the frontier between dream and reality.
Out of time, out of frame, Zegada's multitude of dream lives composes a mosaic more emotional than documentary. Ten images referencing Zinedine Zidane, the French soccer star, in the now infamous World Cup final game. In this exhibit, Mr. Bee expresses the universal idea that people need someone to look up to, to admire; someone who we feel represents and carries the values we believe in.
Through March 31, The Swiss consulate is pleased to present an exhibition of works by Monika Steiner in the lobby of Montgomery Street, where our offices are located. There will be a reception with the artist hosted by this consulate on February Artist Reception February 10 6 p. The reception is also free of charge, but space is limited and you must RSVP. Through April 26, Face of Our Time presents the work of four artists aligned for their shared interest in making pictures about the current condition of our world. Yto Barrada looks at the transformations occurring in northern Morocco as the area becomes a tourist destination and the local culture is disrupted.
Guy Tillim's pictures, which focus on politics and community in a rapidly changing Africa, convey a palpable feeling of restlessness and intensity. Judith Joy Ross makes quiet but powerful portraits of Iraq war protestors in rural Pennsylvania. Leo Rubinfien photographs in cities that have recently experienced terrorist attacks; more than simple documentation, his pictures evoke a sense of what it is to live in an era of terrorism, shedding light on a new vulnerability we all share.
Yto Barrada will be in the bay area, February , Special events will be announced in our February newsletter. Through April 27, The subject of this exposition at Chez Pierre is Being in Paris, the title of her upcoming book. Lila has been capturing images of Paris for over 20 years and is pleased to share some of her favorites, especially those related to the pleasures of the table.
Images are available in varying sizes, with and without frames. They are all printed on archival papers using archival inks and matting. This exhibit runs through May.
Closed Rainy days and holidays. Through May 23, Yan Pei-Ming was born in in Shanghai, China. He moved to France in where he quickly became a star on the French painting scene. His expressive style and controlled palette reflect aesthetic influences from both the Chinese cultural tradition and twentieth-century Western conceptual art. Free and open to the public Opening reception: Thursday, February 19, 5: Through May 31, Their rivalry found its stage at the World's Fair in Paris-the only exposition where all three showed simultaneously and where the work of each was prominently displayed.
Some of their most elaborate designs for the Paris World's Fair are reunited for the first time in a gallery recreating the ambiance of this opulent international exposition. Looking critically at the development, design, and marketing of each firm, this exhibition explores how these designers responded to the demand for luxury goods in the years leading up to World War I. Reconfigured 19th century European and American collections. Meyerovich Gallery, Post, SF. Outdoor exhibits on-going on Florence St. SF Museum of Modern Art.
Arion Press, Hays ST. For more on the artist: The grand prizes offered to the US fashion students are internships in high profile fashion design houses as Castelbajac or Anne Valerie Hash or the school of the Chambre syndicale in Paris Tel http: Florence de Bretagne is a French painter and photographer. Her work is full of joy and very colorful. It has always something to do with new life: It seems that nature is new and beautiful like new-born babies. She took abstract pictures of fruits and vegetables a very poetic book, "Semence", is still available , she made paintings on trees and imaginary plants, and many others.
Toutes informations dans le nouveau site http: Beginning March 2, New Intermediate classes too!
- Terreur sur la ligne d'acier by Jolaine Pelletier on Prezi.
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- Faith and Its Critics: A Conversation (Gifford Lectures).
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- Um mundo, uma escola (Portuguese Edition).
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Visit us for a free placement test and receive expert language instruction from native French speakers. March 9-April 30, March 9-May 8, Classes for beginners, advanced beginners, intermediate, and advanced students, as well as conversation classes and advanced theme classes. For registration and details, please contact the director at herve afsantarosa.
- Stand By The Union [Illustrated] (Blue and the Gray--Afloat Book 4)?
- La magie du désir (Spicy) (French Edition);
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- Recovery of the Lost Good Object (The New Library of Psychoanalysis).
- It Is What It Is--Epiphany?
April June 15,