NETANYA, Israel, Nov. 22, 2020 /PRNewswire/ -- Cellcom Israel Ltd. (NYSE: CEL) (the "Company") announced today that following its previous announcements regarding receivers appointed to the controlling shares of its indirect controlling shareholder, Discount Investment Corporation Ltd., or DIC, pledged in favor of debenture holders of IDB Development Corporation Ltd., the court approved the receivers' motion to sell the pledged DIC shares representing approximately 82% of DIC's share capital to a group of investors led by Mega Or Holdings Ltd., subject to further approvals as may be required by law. Pursuant to the Company's licenses such transfer of control requires the approval of the Israeli Ministry of Communications which is yet to be provided.
For additional details see the Company's current reports on Form 6-K dated September 23 and 27, 2020 and October 15, 2020.
The Company shall continue to report material developments, as and to the extent such developments occur.
About Cellcom Israel Cellcom Israel Ltd., established in 1994, is a leading Israeli communications group, providing a wide range of communications services. Cellcom Israel is the largest Israeli cellular provider, providing its cellular subscribers with a broad range of services including cellular telephony, roaming services, text and multimedia messaging, advanced cellular and data services and other value-added services in the areas of mobile office, data protection etc., based on Cellcom Israel's technologically advanced infrastructure. The Company operates advanced networks enabling high-speed broadband and advanced multimedia services. Cellcom Israel offers nationwide customer service including telephone customer service, retail stores, and service and sale centers. Cellcom Israel further provides OTT TV services, internet infrastructure and connectivity services and international calling services, as well as landline telephone services in Israel. Cellcom Israel's shares are traded both on the New York Stock Exchange (CEL) and the Tel Aviv Stock Exchange (CEL). For additional information please visit the Company's website https://investors.cellcom.co.il.
For additional information please visit the Company's website https://investors.cellcom.co.il.
Chief Financial Officer
Investor Relations Contact
Elad LevyInvestor Relations Managerinvestors@cellcom.co.ilTel: +972-52-998-4774
View original content:https://www.prnewswire.com/news-releases/cellcom-israel-ltd-announces-developments-re-controlling-shareholder-301178477.html
SOURCE Cellcom Israel Ltd.
A DHL cargo plane.
Jay LaPrete/ReutersWith pharmaceutical companies racing to get COVID-19 vaccines approved and manufactured, the world's shipping and logistics companies are gearing up for a massive global operation to distribute doses and help end the pandemic.
The scale of the operation, combined with unique storage requirements for some leading vaccine candidates, means that this will be a logistical operation unlike any seen before.
Business Insider spoke with two executives at DHL who are leading the shipping giant's preparations for the vaccine airlift. They explained how the company is getting ready to help move as much vaccine as possible as soon as it's ready.
Visit Business Insider's homepage for more stories.
The end of the COVID-19 pandemic is finally in sight.
Three pharmaceutical companies have announced that their COVID-19 vaccine candidates have proven to be effective during late-stage clinical trials. All three companies — Pfizer, Moderna, and AstraZenica jointly with Oxford University — are expected to apply for emergency FDA clearance in the coming weeks, which would mean that they could begin distributing and administering the vaccine.
But delivering enough vaccine doses to achieve herd immunity — or even just to inoculate those most at-risk — will demand a feat of logistics unlike anything ever seen before.
"It is absolutely the largest health care logistics problem the world's ever seen," Larry St Onge, president of DHL's healthcare and life sciences operation, told Business Insider. "You can't underestimate it, but I do also believe that with the capabilities of the world, the science, the understanding, we will get through this."
Moving 10 billion doses
The core of the challenge, said David Goldberg, CEO of DHL's Global Forwarding freight service in the US, is that everyone is clamoring for these vaccines, all at the time time. "We haven't seen anything that globally before."
The primary challenge is the sheer number of vaccine doses that will ultimately be needed, St Onge said.
"You're talking about 10 billion doses," he said, noting that some of the vaccines under development require two doses per person.
The fact that it will take drug companies some time to manufacture that many doses, however, means that carriers are unlikely to be overwhelmed.
"I think it's pretty clear that there won't be a billion doses of vaccine on day one," Goldberg said. "And those will be distributed in different lots over different times."
A complicating factor is that there has been a sharp reduction in international passenger flights as travel demand has collapsed during the pandemic. Since many passenger flights carry freight in their cargo holds, alongside luggage, there's a lot less global cargo capacity out there.
"Most of the pharmaceutical shipments that move between Europe and the US, Europe and South America, Europe and even the Middle East and Africa, were moving in the bellies of [passenger] aircraft," St Onge said. "Many people may not realize it."
And air freight is key here: Slower sea shipping or long-distance trucking could allow doses to expire before they're delivered.
A bigger challenge, St Onge said, are the temperatures at which the leading vaccines must be stored during transport.
Pfizer's vaccine must be stored at -70 degrees Celsius, or -94 degrees Fahrenheit, and Moderna's must be kept at -20 Celsius, or -4 Fahrenheit (though it can remain stable at refrigerator temperatures for up to 30 days). AstraZenica and Oxford's vaccine, which has more open questions regarding efficacy, has the advantage of being storable at between 2 and 8 degrees Celsius, the norm for most other vaccines.
"There are essentially four or five different bipharmeceutical platforms that are being used to develop vaccines," St Onge said. He noted that data that normally emerges from clinical trials, which helps establish the right storage conditions, can't be obtained because of the accelerated pace of developing the vaccines. That means that manufacturers and shippers will have to err on the side of caution, sticking with the most stringent temperatures possible.
To maintain those temperatures during transit, shippers like DHL will have to rely on what St Onge described as "passive solutions," using specifically engineered packaging lined with replacable dry ice, rather than active refrigeration, which is too heavy and energy-hungry to work on an airplane.
This creates its own challenges, though. Dry ice is essentially frozen carbon dioxide, which sublimes into its gaseous form as it warms. Too much of that gas can be dangerous to pilots.
"So there are limits to the amount of dry ice you can have on an aircraft," St Onge said. "If we start talking about having to move a lot of vaccine in this deep frozen state, the availability of lift, with the dry ice limitations on aircraft, and those challenges start to rear itself."
"The second part then becomes, once the product arrives to markets" — meaning air cargo distribution hubs, as well as to customers such as governments, health centers, or other points of distribution — "how does it get broken down to be distributed? Because it's got a limited shelf life when it starts to be exposed to different temperatures."
That requires a two-prong approach from DHL, St Onge said: working with vaccine manufacturers to develop the most efficient possible packaging and transport method, while also working with governments and NGOs to figure out how and where to deliver the vaccine in order to avoid the risk of spoilage.
Shipments big and small
As it works to form plans in the face of so many remaining unknowns, DHL is preparing for two general shipping archetypes. Under the first, manufacturers will ship smaller quantities of the vaccine directly to care providers, such as hospitals, nursing homes, and clinics.
Under the second scenario, DHL is planning to move mass quantities — "multiple pallets" at once, according to St Onge — to larger distribution centers in some countries. From there, pallets would be broken down and doses would be sent the final mile to care centers.
In a final scenario, destination countries will build up inventory of the vaccine over time before distributing it, but St Onge suggested that planning for that scenario was a secondary concern, as it's unlikely to play out until distribution and inoculation is well under way.
Each scenario is something that DHL has managed before — just never on such a large scale, nor with such extreme storage requirements.
"We do warehouse vaccines and distribute them all over the world today," St Onge said. "What's really going to stress the infrastructure is the mix of frozen to regular, conventional vaccine temperature requirements."
"There are varying capacities, capabilities in the worldwide market even at the 2-8 [degrees Celsius] storage requirement, so it's still a challenge and has to be carefully planned," he added. "I see some concerns and challenges, but generally that's surmountable."
The way that DHL has mitigated such challenges in the past, and the same approach it plans to take for the COVID-19 vaccine, is deliberate, meticulous planning for every single stage and transition during the shipping process.
The company develops a "very, very detailed lane-level SOP [standard operating procedure]" for workers at hubs and distribution centers to replace dry ice in specialized packaging, moving and rotating containers into active refrigeration as needed, and prioritizing shipments where appropriate.
"It means knowing how to create the SOP, so you know exactly where all the touch points are, how you need to track it, what the process is," St Onge said. "We have a team that monitors these shipments 24/7/365, we're constantly on top of this. We built a cloud-based platform to allow us to control the details around that SOP, literally down to the lane level. And it's not uncommon that you may have 20 different SOPs for a particular product just in two airport pairs."
Although some logistics firms, including DHL, have invested in additional infrastructure to transport vaccines in recent years, and even more during the pandemic, St Onge stressed that the seamless infrastructure such delicate and vital shipments require is something that's taken decades to build.
"It's not something I could envision anybody being able to put up in a few months. We've been doing this for 20-plus years, building this infrastructure and capability," he said.
"I'm not meaning to suggest that this is something indigenous to DHL alone, I certainly respect my competitors. I know that they're capable of doing these things too," he added. "But I think it's that kind of capability that's going to be so important to being able to manage this."
As the carrier prepares for the first vaccine shipments, it's racing to make sure its entire infrastructure is prepared, analyzing any gaps or shortfalls in its system. That includes building refrigeration units, and working with vendors to source dry ice.
Although it is not currently known how much dry ice will ultimately be needed — St Onge said that other vaccine candidates which arrive in 2021 can likely be stored at the normal refrigeration temperature — the company thinks it should have enough to manage the surge in shipping demand.
"We have long existing relationships with dry ice suppliers around the US," Goldberg added. "We've been hearing talks about shortages of dry ice, but we haven't experienced that, and we also believe we have the ability to continue to ramp up if we need more," he said.
SAN FRANCISCO, CA, Nov. 21, 2020 (GLOBE NEWSWIRE) -- On Friday, November 20th, fire erupted at The Gateway Apartments in San Francisco’s Financial District. The three-alarm blaze, which started on the 11th floor, led to five injuries, 23 units damaged, and numerous residents displaced. In 2018, the same 22-story high rise had a fire on floors 12-16 that displaced 30 residents. When the building was constructed, it was required only to have fire sprinklers in the basement storage areas, along with water hoses in elevator lobbies, which wasn’t adequate then and certainly not now.
By the time firefighters arrived on the scene Friday, flames and smoke were seen coming from the southern face of the building. “Due to the fact that there are no sprinklers in this building, it was able to get a little bit of a head start on us,” said San Francisco Fire Dept. Chief Janine Nicholson. If not for the quick work of firefighters, this second blaze in just two years had the potential to cause massive destruction and death to many occupants.
According to the San Francisco Chronicle, a charging scooter battery is being investigated as the cause of the blaze. A San Francisco supervisor has now vowed to introduce legislation requiring sprinklers in older buildings. Supervisor Aaron Peskin said he plans to introduce legislation that would require Gateway, a 55 year-old building, and “the handful of similarly situated buildings” to implement fire-safety measures. “We got lucky — again, but sprinklers are going to be mandated,” Peskin said. “It is time to retrofit the last of these vintage buildings that need to have sprinklers in common areas. The fire marshal and my office have been working out the final details of this legislation that should be ready for introduction in January.”
“This fire reminds us that all high-rise buildings, especially residential occupancies, need fire sprinklers, especially on this day of our release being the 40-year anniversary of the MGM Grand Hotel Fire in Las Vegas,” explained National Fire Sprinkler Association (NFSA) President Shane Ray. “This fire could have easily been tragic, for residents and firefighters alike. We have assisted the San Francisco Board of Supervisors in the past with studies on the retrofitting of older apartment buildings with fires sprinklers and we stand ready to do so again.”
NFSA stands ready to assist in the advancement of legislation at the local, state and federal levels to ensure all multifamily residential occupancies have fire sprinklers. With the fire sprinkler incentives passed within the CARES Act, building and business owners can utilize changes made to accelerate cost recovery for the installation, upgrade, or retrofit of fire sprinkler systems in their commercial properties. These fires are as avoidable as they are devastating, and we have the solution to change that. There has never been a multiple loss of life in a building with a properly functioning fire sprinkler system. Proposed new legislation, called the High-Rise Fire Sprinkler Incentive Act, will add high-rise residential occupancies to the list of eligible buildings and will be key in getting buildings like this retrofitted. For more information on current and proposed tax incentives, visit www.nfsa.org/taxreform .
About the National Fire Sprinkler Association (NFSA): NFSA was founded in 1905 and wants to create a more fire safe world, and works to heighten the awareness of the importance of fire sprinkler systems from homes to high-rise and all occupancies in between. The Association is an inclusive organization made up of dedicated and committed members of a progressive life-saving industry. This industry manufactures, designs, supplies, installs, inspects, and services the world’s most effective system in saving lives and property from uncontrolled structural fires.
For more information about fire sprinklers, how they work and access to additional resources and information, visit www.nfsa.org for the latest material, statistics and a dedicated team of fire safety advocates ready to serve all stakeholders in order to fulfill the vision of a safer world.