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Belfast Telegraph
7 hours ago
- Automotive
- Belfast Telegraph
‘Where was the forward planning?': Traffic ‘chaos' raises questions over pause in Derry city roadworks for The Open and not Foyle Cup
The traffic 'chaos' on Monday has led to further questions over a moratorium on roadworks, with one local politician calling for an immediate halt to the works. Images shared online show traffic bumper to bumper on the Foyle Bridge, with one car appearing to get stuck in the central reservation as it attempted to perform a U-turn. Members of the public have reported seeing numerous drivers doing the same manoeuvre to avoid being stuck in traffic for an hour or more. The Foyle Cup, which began in 1992, has grown exponentially to become one of the major annual events in the city, with almost 1,000 teams and some 20,000 players competing. With matches taking place across the length and breadth of the city — accommodating the teams, coaches, families and supporters attending — there is a build-up of traffic in the area. The competition, now in its 33rd year, has previously featured the likes of James McLean, Shay Given, Robbie Keane and John O'Shea as youth players. Teams are welcomed from the Republic, Great Britain, Europe and North America. This year, South African side Sports Academy George are first-time competitors at the tournament. However, it emerged that while roadworks were paused for The Open, which recently took place on the North Coast, no such measures were put in place ahead of the Foyle Cup. Works were taking place in a number of major inner city roads on the first day of the football tournament, including on one of the busiest roads in the city, from Madam's Bank to the Foyle Bridge and Culmore. Further works are scheduled to take place on Queen's Quay, which could compound problems. Tournament organisers themselves also hit out at the situation on social media, saying the traffic in the city was 'chaotic'. 'Roadworks stopped last week in the Derry City Council area because there was a golf tournament happening for four days last week 40 miles away,' they wrote. 'We need MLAs to sort out traffic flow in Derry and in Balkykelly now.' Eamon O'Donnell of North West Taxi Proprietors told BBC Radio Foyle 'it was chaos' for taxi drivers in the city, with the likes of Strathfoyle cut off entirely, as drivers can not afford to be stuck for more than an hour travelling across either the Foyle or Craigavon Bridges. He added: 'Here was an opportunity to showcase the city and to support traffic management. It just created chaos. For the taxi industry, it had a massive impact. 'Basically, we were struggling to cover bookings due to the delays. People were missing hospital appointments, doctor's appointments, people were late for work. 'People started double-booking taxis, thinking the taxis weren't coming, tying up all their taxis. He added: 'There should have been moratorium on roadworks across the city, the same as we have for the Clipper and other things. 'It should have been [the whole] the place, the Queen's Quay — all of that there needs to be put off this week to free the city up.' Asked why roadworks would be paused for The Open and not a local event, he said the organisers of The Open must have been proactive in making that request, prompting him to question why Foyle politicians and other stakeholders in the city did not do the same. SDLP MLA Mark H Durkan has urged the Infrastructure Minister to urgently suspend all planned roadworks in Derry for the remainder of the week. 'It is hard to understand, never mind explain, how there was a moratorium on roadworks for The Open last week, despite the event taking place in Portrush, some 40 miles away. Yet this week, during one of Derry's biggest annual events, traffic is crawling across the city, causing widespread disruption,' he said. 'This gridlock is not just impacting players and families trying to make matches on time, but it's affecting all road users. 'The Foyle Cup is a well-established, annual tournament that brings thousands of visitors into the city. Where was the forward planning to accommodate that? It's simply not good enough.' NI Water said it is laying new wastewater infrastructure on Madam's Bank Road to support new development in the city, with sewer improvements also planned to get underway this week on Queens Quay. The projects were scheduled to take place during the summer months to minimise disruption to school traffic. 'Following the cessation of works last week on Madam's Bank Road to accommodate The Open golf tournament, and the postponement of work on Queens Quay this week to facilitate the Foyle Cup parade, we have taken on board the latest concerns regarding recent traffic disruption and have been liaising with our contractors to determine what measures can be put in place at this stage to alleviate the congestion,' a spokesperson said. 'NI Water can confirm that pipelaying has been stopped on Madam's Bank Road for the remainder of this week. As of early Tuesday, July 22, morning, traffic management on Madam's Bank Road will be reduced to one lane around where the road has already been excavated for the new pipe. Watch as Donegal couple rescued from flash flooding at caves in Fermanagh 'This will leave two lanes on Madam's Bank Road, on the approach to Culmore Road roundabout, open to traffic. 'Traffic management will also be removed from Culmore Road and Foyle Bridge for the remainder of this week in a bid to alleviate traffic congestion in the area. Pipelaying work will recommence on Monday, July 28, with the necessary traffic management reinstated.
Buzz Feed
12 hours ago
- Business
- Buzz Feed
San Francisco Living Costs: Can You Afford Comfort?
Looking at the cost of coffee and avocado toast these days, I began to ponder over my spending habits and what purpose it served. I very soon realized my desire for convenience at every step of the way is really hurting my wallet. It goes without saying—our current spending habits are born out of convenience, but realistically not possible. And I think we need to rethink how we get by on a day-to-day basis without the need to get an iced coffee every time we step out the door. In order to see if we can truly leave behind these worldly pleasures and live more reasonably, I decided to research how much it would cost to live practically in San Francisco for ONE DAY. Why San Francisco? It is an attractive hub for newcomers, with a strong job market, opportunities, and Silicon Valley close by. And it is also pretty popular for families, with a bustling culture and good education. However, it is also one of the most expensive cities to live in in the US. Given this, I read up on the average rent, public transport prices, and miscelleanous expenses I would need to know in order to spend in one day in this city. Using sites like Zillow, Uber Eats, Reddit, and the SFMTA, I was able to come up with a rough estimate of what it would take to survive a day in San Francisco. So without further ado, here is the breakdown! First, the rent: According to Zillow, the average rent for all property types in San Francisco comes to $3500. This comes down to $116.6 per day. And while I am aware that rent is not paid daily, for the purpose of this article, it makes sense to add it in to see the full round up of expenses. And in addition to rent, the electricity bill also takes up quite an amount on the bill. According to Energy Sage, San Francisco residents spend 18% more than National levels on electricity bills, paying around $259 per month. Taking this average per month, the price of the electricity bill on the daily rounds up to $9. Moving on to the next necessity in any major cosmopolitan city: public transportation. The San Francisco Municipal Transportation Agency offers monthly passes on the Clipper card. For an adult, a monthly pass with access to the Cable car (which has unlimited rides on all Muni vehicles for the calendar month) costs $86 per month. Breaking that down, it is $2 per day. For those who don't opt for the monthly pass, a single-day pass for all Muni vehicles costs $5.75. Public transport is quite affordable with $2 a day with the monthly passes. Although not all residents may choose public transport, given that the city is quite walkable irrespective of the hilly terains. Like this redditor correctly says, "Yep. Walkability isn't really a measure of "can you easily cross the whole city on foot" and is more "in this city, can you navigate daily life on foot?" So if you live in Telegraph Hill, it's not about whether you can quickly get to a neighborhood on the other side of town without a car, it's whether or not you have the amenities needed to support yourself within walking distance on pedestrian-friendly roads. Most parts of SF ace that test." However, if someone were to consider taking an Uber to travel within the city, the average cost ranges from $20-50 for a single ride. You can expect that to double if you change the car to UberXL. If I were traveling normally without knowing any better, I would've taken the Uber any day to make it on time and comfortably. But after seeing these prices? I'm just going to walk. Moving on to the third priority of the day: food! Before I get into the breakdown of prices that I have estimated, I will share this redditor's take on food prices in this city: Taking into account this breakdown, I took it upon myself to see what the delivery prices are in the city using Uber Eats. Here is the breakdown: Uber Eats: Wingstop delivery in 15-30 mins in Downtown San Francisco Order: $21.67 Delivery fee: $0.49 Taxes: $7.75 Total: $29.91 Now if you were to cook one meal for the day, assuming the bare minimum ingredients required, this is how much one would spend on groceries from Costco Wholesale: $7 for free-range eggs $24 for Kirkland Chicken thighs $8 for Cauliflour and Broccoli florets each ($16) $20 for Basmati rice Total: $67 But what would the actual cost for just that one meal of chicken fried rice? Say you used two eggs from the dozen tray for the fried rice, it would come up to roughly $1.20. You used two chicken thighs, it comes up to half a packet. This would round up to $6. If you used half a cauliflower and broccoli, the total of each half would be $4. Finally, for the fried rice, if you used 1 cup from the pound of rice you bought, it would cost $4. So the total of that one meal for the day would actually cost you: $15. This would, of course, increase or decrease depending on the food you cook, the veggies you need, the quantity, and which store you visit. If you buy from Whole Foods, it may be more expensive. Hypothetically considering that I have ordered from these apps for lunch, and groceries reuqired for one meal, living in downtown San Francisco, the money I'd spend in total on food is $44.91— which is within the $50 range as mentioned in the thread above, but reasonable given grocery shopping. If we were to add in the random snacks, drinks, and total grocery budget, it might just exceed well beyond $150. Now, let's move on to the miscelleanous expenses (phone data, grooming, activities): Of course, these prices may differ for brands, products, and a person's lifestyle. With the research I have conducted, I have taken the minimum price for each of the following, and compiled a list. Here is the breakdown: The AT&T data package for 12 months is $25 per month. Which rounds up to $1 per day. For a good haircut, you can expect the minimum price to be around $40 + tip: $45 If you want to work out, the cheapest option for the gym is the YMCA, where the membership is $80 per month. which comes rounds up to $3 per day. And finally—even as a local, if you want to visit a museum, say the San Francisco Museum of Modern Art, it costs $30 per adult. Public toilets are free of cost, which is life-saving! This is the list of expenses that I could arrive at, thinking as a local from San Francisco. Here is the total cost of a day in San Francisco: $250.91. If we were to exclude the rent and electricity which is not paid daily, it would come down to $125—which is still pretty high to be surviving on the bare necessities in San Francisco. With the average salary per year in San Francisco being $95,265, navigating a day in this city while trying keeping it strictly about basic needs, is pretty expensive to me. I have not factored in the avocado toasts, the coffees, the drinks out with friends, the dates—let alone raising a child. Yes, the quote I have mentioned may be lower for some with different lifestyles. But the biggest expense that add to this list are rent and food, and those prices don't seem to cut down. If anything, this break down confirms one thing: affording convenience and little 'iced latte' treats on a daily basis, is near impossible and might just make me very broke. SNL / Giphy / Via
The Age
5 days ago
- Business
- The Age
Glamorous Pan Am back from the dead, and it's coming to Australia
'You can't really bring Pan Am back … and honour it well with those iconic routes in the era we are in,' he said in August, citing the many difficulties facing airlines in these current turbulent times. As of the 'inaugural' flight last week, however, he has changed his tune. Having announced a partnership with AVi8 Air Capital – a merchant bank and consultancy firm which specialises in the aviation industry – Carter is now talking of timetabled services and distant horizons. 'Pan Am remains a cherished name in aviation,' he comments. 'Through this collaboration, we aim to assess a sustainable, forward-thinking approach to reintroducing scheduled commercial service under the Pan Am name; one that not only honours [the airline's] legacy – but also makes the Pan Am experience more accessible.' If Carter is able to accomplish this not inconsiderable feat, he will have succeeded where several others have failed. Because this month's re-emergence of the 'blue meatball' logo is not the first attempt to restore Pan Am to the present tense. It is actually the fifth rekindling of the airline's embers since the original fire burned out in 1991. There was the low-cost carrier which flew from the US to the Caribbean between 1996 and 1998. There was a short-haul operator, based at Portsmouth in New Hampshire, which offered flights in the American north-east between 1998 and 2004, and a sister company which had another go at repolishing the holy grail, from the same base, between 2004 and 2008. All of them had the Pan Am name. As did Pan Am American Airways Incorporated, which picked up the baton in 2010, running cargo planes out of Brownsville in Texas, with the promise of passenger services to come. It collapsed in 2012, in a haze of scandal. While each of these failed projects had their issues, they all, ultimately, struggled to compete with the weight and the mystique of a beloved brand. Because, for more than half a century, Pan Am was the biggest – and most shimmering – fish in the global pond. The airline first emerged in Florida in 1927, as the brainchild of Henry Arnold, Carl Spaatz and John Jouett – three US Army Air Corps officers who began offering flights between Key West and Havana. But it began to bloom in the 1930s, under the astute leadership of Juan Trippe, an American entrepreneur who understood that the future of travel had wings. Loading That decade saw Pan Am lead the way with its Clipper planes – doughty flying boats that, come 1931, were whistling their way down to South America. Within eight years, Europe was in focus. On March 30, 1939, Harold Gray piloted the first ever transatlantic flight with passengers; a Pan Am service aboard the Yankee Clipper which made the oceanic crossing from Baltimore to Lisbon – via a refuelling pause at Horta, on the island of Faial in the Azores – in a total flying time of 24 hours, 39 minutes. By the dawn of the Jet Age in the early 1950s, Pan Am was the US flag-carrier in all but name, flinging itself into the new arena of international travel with flair, finesse and a reputation for luxury. Its state-of-the-art hub, trademarked as 'Worldport', was inaugurated as JFK's Terminal 3 in 1960, its futuristic 'flying-saucer' design suggesting trips to space as much as to Paris. Ten years later, it was playing host to the jumbo jet. Pan Am was a key player in the advent of the Boeing 747. Its desire for bigger, better, faster and more – and, specifically, its placing an order for 25 of these revolutionary giants in April 1966 – kickstarted the production line in Seattle. The first commercial flight of a 747 was a Pan Am endeavour – from JFK to Heathrow, on January 22, 1970. It was all so fabulous that you might wonder how so feted an airline could have ceased to exist. But behind the roar of engines and the clink of champagne glasses, Pan Am was starting to flounder. It had risen via its protected status – granted an effective monopoly as America's international airline by the US government. The Airline Deregulation Act of 1978 pulled down that ring-fencing, leaving Pan Am blinking uncertainly at issues it had never had to face. Suddenly, it had American rivals in foreign skies, but no domestic network to help keep it competitive. The acquisition of Florida-based National Airlines in 1980, for an eye-watering $US437 million (about $US1.5 billion [$A2.3 billion] today), was a bid to redress this imbalance – but only loaded the company with a debt that would prove to be its undoing. In the end, there were two fatal blows. The Gulf War of August 1990 to February 1991 would stamp on a suffocating Pan Am's throat, sending oil prices soaring just as demand for air travel fell sharply with a nervous public; the airline would file for bankruptcy on January 8, 1991, seven weeks before the guns fell silent in Operation Desert Storm. In truth, though, Pan Am had not recovered from the Lockerbie Disaster. The bombing of Flight 103 on December 21, 1988 sent 270 people to their graves, tragedy crashing down onto the shocked Scottish town in the week before Christmas. The image of Clipper Maid of the Seas, its broken cockpit disembodied on Tundergarth Hill, would become as inerasably linked to the airline as any sepia photograph of first-class fizz and 1960s style. Loading Maybe, just maybe, this latest comeback will be for good. In the meantime, Pan Am's newest reincarnation will offer another sophisticated adventure next year – a grand jaunt out of San Francisco, slated for take-off in April 2026, with landings in Japan, Cambodia, Singapore, Australia (in Sydney), New Zealand and Fiji. The cost – a mooted $US94,495 – will not be to everyone's tastes, or pockets. But perhaps you cannot put a price on history.
Sydney Morning Herald
5 days ago
- Business
- Sydney Morning Herald
Glamorous Pan Am back from the dead, and it's coming to Australia
'You can't really bring Pan Am back … and honour it well with those iconic routes in the era we are in,' he said in August, citing the many difficulties facing airlines in these current turbulent times. As of the 'inaugural' flight last week, however, he has changed his tune. Having announced a partnership with AVi8 Air Capital – a merchant bank and consultancy firm which specialises in the aviation industry – Carter is now talking of timetabled services and distant horizons. 'Pan Am remains a cherished name in aviation,' he comments. 'Through this collaboration, we aim to assess a sustainable, forward-thinking approach to reintroducing scheduled commercial service under the Pan Am name; one that not only honours [the airline's] legacy – but also makes the Pan Am experience more accessible.' If Carter is able to accomplish this not inconsiderable feat, he will have succeeded where several others have failed. Because this month's re-emergence of the 'blue meatball' logo is not the first attempt to restore Pan Am to the present tense. It is actually the fifth rekindling of the airline's embers since the original fire burned out in 1991. There was the low-cost carrier which flew from the US to the Caribbean between 1996 and 1998. There was a short-haul operator, based at Portsmouth in New Hampshire, which offered flights in the American north-east between 1998 and 2004, and a sister company which had another go at repolishing the holy grail, from the same base, between 2004 and 2008. All of them had the Pan Am name. As did Pan Am American Airways Incorporated, which picked up the baton in 2010, running cargo planes out of Brownsville in Texas, with the promise of passenger services to come. It collapsed in 2012, in a haze of scandal. While each of these failed projects had their issues, they all, ultimately, struggled to compete with the weight and the mystique of a beloved brand. Because, for more than half a century, Pan Am was the biggest – and most shimmering – fish in the global pond. The airline first emerged in Florida in 1927, as the brainchild of Henry Arnold, Carl Spaatz and John Jouett – three US Army Air Corps officers who began offering flights between Key West and Havana. But it began to bloom in the 1930s, under the astute leadership of Juan Trippe, an American entrepreneur who understood that the future of travel had wings. Loading That decade saw Pan Am lead the way with its Clipper planes – doughty flying boats that, come 1931, were whistling their way down to South America. Within eight years, Europe was in focus. On March 30, 1939, Harold Gray piloted the first ever transatlantic flight with passengers; a Pan Am service aboard the Yankee Clipper which made the oceanic crossing from Baltimore to Lisbon – via a refuelling pause at Horta, on the island of Faial in the Azores – in a total flying time of 24 hours, 39 minutes. By the dawn of the Jet Age in the early 1950s, Pan Am was the US flag-carrier in all but name, flinging itself into the new arena of international travel with flair, finesse and a reputation for luxury. Its state-of-the-art hub, trademarked as 'Worldport', was inaugurated as JFK's Terminal 3 in 1960, its futuristic 'flying-saucer' design suggesting trips to space as much as to Paris. Ten years later, it was playing host to the jumbo jet. Pan Am was a key player in the advent of the Boeing 747. Its desire for bigger, better, faster and more – and, specifically, its placing an order for 25 of these revolutionary giants in April 1966 – kickstarted the production line in Seattle. The first commercial flight of a 747 was a Pan Am endeavour – from JFK to Heathrow, on January 22, 1970. It was all so fabulous that you might wonder how so feted an airline could have ceased to exist. But behind the roar of engines and the clink of champagne glasses, Pan Am was starting to flounder. It had risen via its protected status – granted an effective monopoly as America's international airline by the US government. The Airline Deregulation Act of 1978 pulled down that ring-fencing, leaving Pan Am blinking uncertainly at issues it had never had to face. Suddenly, it had American rivals in foreign skies, but no domestic network to help keep it competitive. The acquisition of Florida-based National Airlines in 1980, for an eye-watering $US437 million (about $US1.5 billion [$A2.3 billion] today), was a bid to redress this imbalance – but only loaded the company with a debt that would prove to be its undoing. In the end, there were two fatal blows. The Gulf War of August 1990 to February 1991 would stamp on a suffocating Pan Am's throat, sending oil prices soaring just as demand for air travel fell sharply with a nervous public; the airline would file for bankruptcy on January 8, 1991, seven weeks before the guns fell silent in Operation Desert Storm. In truth, though, Pan Am had not recovered from the Lockerbie Disaster. The bombing of Flight 103 on December 21, 1988 sent 270 people to their graves, tragedy crashing down onto the shocked Scottish town in the week before Christmas. The image of Clipper Maid of the Seas, its broken cockpit disembodied on Tundergarth Hill, would become as inerasably linked to the airline as any sepia photograph of first-class fizz and 1960s style. Loading Maybe, just maybe, this latest comeback will be for good. In the meantime, Pan Am's newest reincarnation will offer another sophisticated adventure next year – a grand jaunt out of San Francisco, slated for take-off in April 2026, with landings in Japan, Cambodia, Singapore, Australia (in Sydney), New Zealand and Fiji. The cost – a mooted $US94,495 – will not be to everyone's tastes, or pockets. But perhaps you cannot put a price on history.
Boston Globe
5 days ago
- Boston Globe
After deadly Fall River fire, grief gives way to frustration and solidarity
The devastating fire Sunday night that also left 30 people hospitalized and dozens of others displaced has stirred feelings of disbelief and even anger in Fall River, a tightly-knit community on Massachusetts' South Coast. Some have resolved to help the victims and survivors however they can. Many are questioning whether the fire was preventable. Nina Amaral of New Bedford sorted through donations inside the chapel at Catholic Charities in Fall River on July 16. Jessica Rinaldi/Globe Staff Advertisement 'It's like, how does that happen,' said Rosa Vieira, a bartender at the nearby Clipper restaurant, which serves traditional Portuguese sirloin and seafood dishes . 'How do nine people die? It doesn't make sense.' At the restaurant, just a few blocks north of Gabriel House, the sense of frustration was palpable, with patrons exchanging pointed words over television news broadcasts about the fire . Sweating over a Portuguese lager Tuesday afternoon, owner Clement Raposo excoriated the facility, as well as city officials, for what he characterized as their derelict approach to safety. The building, he claimed, was known around town as being unsafe and 'filthy' inside. Raposo said a patron of the bar had lived, until Sunday, at Gabriel House, and thankfully had survived the fire. He said the patron told him Advertisement 'Now they're doing a big investigation,' Raposo said. 'What good is that? People already died.' Fall River is home to about 95,000 residents and includes a large immigrant community that has traditionally been Portuguese but in more recent years has included more It is also one of Massachusetts' poorest cities, where over 20 percent of the population falls below the poverty line. At Gabriel House, more than 75 percent of residents were on MassHealth, the state's Medicaid plan. Many in the community have expressed concern that the living home's elderly residents Members of the State Police were on the scene of the Gabriel House fire in Fall River on July 16. Jessica Rinaldi/Globe Staff Raposo said he'd heard that the fire department was understaffed — a claim made by the firefighters union, and 'I don't know if it would have saved lives,' said fire chief Jeffrey Bacon said Tuesday. 'That's speculation.' Raposo said it would be devastating if those claims were found to be true: 'you gotta pay them,' he said. Related : Chelsea Cote, 33, works down the street from Gabriel House as a cashier at a hot dog restaurant, greeting customers by name as they walk in the door and order onion rings or 'a dog with the works.' She also has a second job caring for senior citizens. Advertisement 'A lot of people around here need help,' she said. 'There are lots of people who are struggling, who don't have families or support or people to care for them.' This part of town, she said, is not exactly idyllic. Kennedy Park, a historic area near Gabriel House designed by Frederick Law Olmsted in the 1860s, is encircled by idling cars and open air drug use. 'There are always going to be drugs,' Cote said. 'But I don't get in trouble anymore... I was able to dig my way out.' Bryan Boyle, a longtime resident of Fall River, said the city has seen better days. 'Fall River is ugly,' he said. 'I don't mean it in a pejorative sense. I mean that it's an old, old city. There's a lot of opioid problems here. There's crime.' Boyle, a staff member at St. Anne's Catholic Shrine, said he stills finds moments of inspiration in his hometown. The day of the fire, as the Gabriel House smoldered just a few blocks away, the church's massive towers were lit up, as they are every night, shining over the neighborhood. 'We don't expect to lose nine souls, nine citizens, regardless of the reason,' said Boyle, 68. 'It's not anything to be happy about... But in the middle of that, there's hope.' The imposing Romanesque church has been mostly vacant for years, but still draws hundreds for its periodic masses and feasts, including several Gabriel House residents, Boyle said. All the worshippers at St. Anne's are believed to have survived, he added. Advertisement Boyle was born at St. Anne's Hospital, just down the road from the living home, and stayed in the building when it was a still a motel in the 1970s. He also carries the memories of another blaze in 1982 that 'I'm surprised it doesn't happen more often,' Boyle said. 'We've had so many mill fires here, so many horrendous fires ... The fact is that the old buildings here are very fragile. The owners really have to protect them.' Related : At the city's Catholic diocese Wednesday, residents in cars and pickup trucks Gino Raposa, of Fall River (center) carried in donations to the chapel at Catholic Charities in Fall River on July 16. Jessica Rinaldi/Globe Staff 'We have relatives handicapped at home right now being taken care by family,' said Linda Furtado, 47, of Acushnet. 'But if we didn't have family members who could take care of them, they could have very well been in a home like that.' Related : Dube, at the memorial, said that while some people hear about Fall River and think of violence, the community runs deeper. 'It's brought a lot of us together,' she said. 'I know that for a fact.' Krista Cormier, who has lived in Fall River for seven years, also stopped by Gabriel House Wednesday to honor the dead, putting a bouquet of purple and blue flowers outside. She said she heard purple was a 'healing color.' Advertisement 'It's been heavy on my heart all week,' she said. 'I came out to pay respects for the ones who have passed on, but especially family, friends, loved ones too.' Cormier, 46, said she's 'proud' of her community. 'How quickly people came together, not only just spiritually, but I've heard thousands of dollars have already been raised in no time for these folks… even just the outpouring of love and support and whatnot.' 'Fall River is an awesome community,' she added. For now, Boyle said, all the city can do is pray for the victims and help their families. Fall River is resilient, he said, noting that the city has reinvented itself 'so many times.' 'The town will do what it does,' he said. 'It'll recover. It'll be better. People will do what they need to do in order to make it better. Certainly, you mourn the loss. But you don't wear the black armband forever.' Camilo Fonseca can be reached at
