roll

BELOVED Brit soap actor Tony Adams who starred in Crossroads has died aged 84 with tributes pouring in.

The legend died at Sussex County Hospital in Brighton on Saturday, with his wife Christine by his side.

Anthony Sawley Adams was born in Anglesey, Wales, in 1940 and later trained as an actor at the Italia Conti theatre school.

Following performances on the stage, he made his name as Dr Neville Bywaters in the 1970s soap General Hospital and appeared in the Dr Who series The Green Death.

In 1978, he took on the role of accountant Adam Chance in soap Crossroads – the role for which he became best known.

The series ended in 1988 after more than 4,500 episodes, with Adams staying until the end.

DARK HORSE

Katy Perry & Justin Trudeau hold hands at strip bar during 1st public appearance

HAND IN HAND

Romeo Beckham officially back with Kim Turnbull as they hold hands in Paris

He was one of the original cast members, including Jane Rossington and Kathy Staff, who returned when the soap was revived in 2001.

Adams then appeared in the stage version of Chitty Chitty Bang Bang at the London Palladium Theatre, where he played Grandpa Potts, in 2004.

In 2023, he had a cameo role in Nolly – a three-part drama created by Russell T Davies which tells the story of Crossroads actress Noele Gordon.

Actor Augustus Prew, who played Adams in the drama, described him as a “magical man” during interviews at the time.

Michael Rose, of The Michael Rose Organisation Ltd, paid tribute to Adams as an “absolute joy” and a talented actor, dancer and singer.

“He was one of the warmest gentlemen you could wish to work with,” Mr Rose said.

“He was an absolute joy. He was a dancer originally but there was nothing Tony couldn’t do.

“He was a very accomplished actor, he was a really good dancer and singer.

“He played Grandpa Potts in Chitty Chitty Bang Bang and was a joy to have in the company, as he was in every company.

“We shall miss him.”

Nigeria’s corridors of power are again trembling under the weight of suspicion. President Bola Tinubu’s dramatic overhaul of the nation’s military command has ignited debate, fear, and whispers of betrayal within the ranks, days after reports of a foiled coup attempt surfaced.

On Oct. 24, the President dismissed General Christopher Musa, his Chief of Defence Staff, replacing him with General Olufemi Oluyede, formerly Chief of Army Staff. Major General Waidi Shaibu now heads the army, Air Vice Marshal Sunday Kelvin Aneke becomes the new Air Chief, and Rear Admiral Idi Abbas takes charge of the navy. Only Major General Emmanuel Akomaye Parker Undiandeye, Chief of Defence Intelligence, retained his seat — a notable exception in an otherwise sweeping purge.

A State House statement signed by Sunday Dare, Special Adviser on Media and Public Communication, claimed the changes were made “to strengthen Nigeria’s national security architecture.” But some Nigerians are taking the government’s explanation at face value.

The shake-up comes amid rumours of an attempted coup — reports that Tinubu’s administration has tried to downplay but cannot entirely dismiss.

Although the Defence Headquarters did not directly acknowledge any intentions of a coup, Brigadier General Tukur Gusau, a representative of the organisation, mentioned on Oct. 4 that 16 officers were being investigated for disciplinary issues and breaches of service protocols. This situation arose a year after Nigerians demanded a military intervention in response to escalating economic difficulties.

However, sources within Nigeria’s corridors of power have told HumAngle that more reshuffling will occur in the coming weeks as the Tinubu-led administration fights to maintain its grip on democratic power. The sources stated that amid ongoing investigations, the service chiefs were rejigged to fill the gaps in the military intelligence system. 

Over 20 officers are now under detention following what officials described as “disciplinary breaches”. However, insiders suggest something deeper, pointing to a widening rift inside the armed forces and a purge disguised as reform.

“All the suspects are from one region,” a source familiar with the investigation said. “If this were really a coup, how could it have succeeded? What’s happening looks more like a purge than a coup plot. Perhaps they may be clearing the path for someone not yet in the picture.”

The officer added that growing grievances among northern officers have festered for months, notably since recruitment shifted from state-based quotas to geopolitical zones. “The north, which has three regions, has now been reduced to one,” another senior officer lamented.

For many within the ranks, the move feels political. Yet the government remains tight-lipped, neither naming nor prosecuting the detained officers. And “the evidence is sketchy,” one insider admitted. “In the end, what may happen is compulsory retirement for many of them, and rarely will there ever be a treason trial.”

Nigeria has experienced this troubling pattern in its history. The country’s modern timeline is marked by a series of military interventions, beginning with the first coup in 1966 and continuing through violent takeovers in 1975, 1983, and 1985, culminating in the Abacha dictatorship that suffocated the nation during the 1990s. Each coup was accompanied by promises of reform, yet the reality was one of repression, economic decline, and bloodshed.

What makes today’s situation chillingly familiar is the regional context. Across Africa, coups are no longer distant echoes of a troubled past; they have become resurgent realities. From Mali and Burkina Faso to Niger, Gabon, and now Madagascar, nine coups have shaken the continent since 2020, eroding democratic norms and emboldening soldiers who see themselves as saviours of failed civilian governments.

In Nigeria, where frustration is soaring over economic collapse, inflation, and insecurity, the thin line between democracy and disorder is wearing dangerously thin.

For President Tinubu, the latest reshuffle is both a desperate consolidation of power and an implicit admission of fragility. Analysts warn that internal divisions within the military, especially along regional lines, could prove explosive if left unchecked.

“There’s no better time to reform the armed forces than now,” one senior intelligence officer told HumAngle. “It’s far more important than even a constitutional review. We cannot afford a significant population bearing guns to remain aggrieved.” There are so many things wrong with the security sector that we must pay attention to, said the senior intelligence officer. 

THE new EES is officially underway – and the new system has already been causing long wait times at certain airports.

Passengers at Brussels Airport have complained about waiting for up to three hours to get through border control this week.

One passenger spoke to The Brussels Times about her ordeal getting through border control at Brussels Airport claiming she waited for more than three hours.

Rebecca Wells who was travelling with a US passport, told the publication that the queue for those arriving outside of the EU was much longer than the one for EU passports.

She added: “There was nobody there to brief you or tell you what was going on.”

And when it came to the new EES system, it wasn’t used. Rebecca explained that her passport was “stamped like normal”.

CHRIMBO WIN

Enter these travel comps before Xmas to win £2k holidays, ski trips & spa stays

SNOW WAY

All the best Xmas days out under £10 including FREE ice skating & Santa’s grotto

Despite there being a spot to take fingerprints, it wasn’t used.

Another disgruntled passenger took to social media taking a picture of the queue and remarked that just two out of the five customs booths were open during “peak time”.

However, another passenger who also spoke to The Brussels Times on an EU passport said it was “all digital” and she had no issues going through.

When The Brussels Times approached Brussels Airport for comment, they could not confirm whether the long wait times were due to the EES system.

A spokesperson for the Federal Police, which is responsible for the airport’s border control, told the publication that the long wait time was due to “a combination of factors”.

The new EES rules began the first phase of the rollout on October 12, 2025.

For travellers, it means having fingerprints scanned and photo taken at European borders.

The new system is being rolled out across Europe gradually and is set to be completely operational at all external Schengen border crossings by April 10, 2026.

At Dover, the new EES is required by coach drivers and won’t apply to other passengers until November 1.

Meanwhile, Eurostar has started with just business travellers, and the Eurotunnel will begin with coaches and lorries before moving to cars.

The first time you travel and will be required to use the EES system, you’ll need to register at a special machine called a kiosk.

You’ll scan your passport, then the machine will take your fingerprints and a photo.

Kids under 12 will not need to give fingerprints.

You will also answer four quick questions on the screen about your trip, such as where you are staying and confirming you have enough money for your holiday.

Once registered, your details are stored for three years, and on future trips, you’ll just need a quick face scan to verify it is you.

OMAZE-ING

I went from council flat to winning £4m house… But this is why I’m selling up

BOTTOMS UP

Wetherspoons reveals opening dates of 5 new pubs starting next week

Here’s more on the new EES rules and how it will affect your travels.

And here’s more information on the ETIAS – set to be in place from late 2026.

The United States and China have started charging additional port fees on ocean shipping firms that move everything from holiday toys to crude oil, making the high seas a key front in the trade war between the world’s two largest economies.

A return to an all-out trade war appeared imminent last week, after China announced a major expansion of its rare earths export controls, and US President Donald Trump threatened to raise tariffs on Chinese goods to triple digits.

But after the weekend, both sides sought to reassure traders and investors, highlighting cooperation between their negotiating teams and the possibility they could find a way forward.

China said it had started to collect the special charges on US-owned, operated, built or flagged vessels, but it clarified that Chinese-built ships would be exempted from the levies.

In details published by state broadcaster CCTV, China spelled out specific provisions on exemptions, which also include empty ships entering Chinese shipyards for repair.

Similar to the US plan, the new China-imposed fees would be collected at the first port of entry on a single voyage or for the first five voyages within a year.

“This tit-for-tat symmetry locks both economies into a spiral of maritime taxation that risks distorting global freight flows,” Athens-based Xclusiv Shipbrokers said in a research note.

Early this year, the Trump administration announced plans to levy the fees on China-linked ships to loosen the country’s grip on the global maritime industry and bolster US shipbuilding.

An investigation during the administration of former US President Joe Biden concluded that China uses unfair policies and practices to dominate the global maritime, logistics and shipbuilding sectors, clearing the way for those penalties.

China hit back last week, saying it would impose its own port fees on US-linked vessels from the same day the US fees took effect.

“We are in the hectic stage of the disruption, where everyone is quietly trying to improvise workarounds, with varying degrees of success,” said independent dry bulk shipping analyst Ed Finley-Richardson. He said he has heard reports of US shipowners with non-Chinese vessels trying to sell their cargoes to other countries while en route, so the vessels can divert.

The Reuters news agency was not immediately able to confirm this.

Tit-for-tat moves

Analysts expect China-owned container carrier COSCO to be the most affected by the US fees, shouldering nearly half of that segment’s expected $3.2bn cost from the fees in 2026.

Major container lines, including Maersk, Hapag-Lloyd and CMA CGM, slashed their exposure by switching China-linked ships out of their US shipping lanes. Trade officials there reduced fees from initially proposed levels, and exempted a broad swath of vessels after heavy pushback from the agriculture, energy and US shipping industries.

The Office of the US Trade Representative (USTR) did not immediately respond to a request for comment from Reuters.

China’s Ministry of Commerce on Tuesday said, “If the US chooses confrontation, China will see it through to the end; if it chooses dialogue, China’s door remains open.”

In a related move, Beijing also imposed sanctions on Tuesday against five US-linked subsidiaries of South Korean shipbuilder Hanwha Ocean, which it said had “assisted and supported” a US probe into Chinese trade practices.

Hanwha, one of the world’s largest shipbuilders, owns Philly Shipyard in the US and has won contracts to repair and overhaul US Navy ships. Its entities will also build a US-flagged LNG carrier.

Hanwha said it is aware of the announcement and is closely monitoring the potential business impact. Hanwha Ocean’s shares sank by nearly 6 percent.

China also launched an investigation into how the US probe affected its shipping and shipbuilding industries.

A Shanghai-based trade consultant said the new fees may not cause significant upheaval.

“What are we going to do? Stop shipping? Trade is already pretty disrupted with the US, but companies are finding a way,” the consultant told Reuters, requesting anonymity because he was not authorised to speak with the media.

The US announced last Friday a carve-out for long-term charterers of China-operated vessels carrying US ethane and liquefied petroleum gas (LPG), deferring the port fees for them through December 10.

Meanwhile, ship-tracking company Vortexa identified 45 LPG-carrying VLGCs — an acronym for very large gas carriers, a type of vessel — that would be subject to China’s port fee. That amounts to 11 percent of the total fleet.

Clarksons Research said in a report that China’s new port fees could affect oil tankers accounting for 15 percent of global capacity.

Meanwhile, Omar Nokta, an analyst at the financial firm Jefferies, estimated that 13 percent of crude tankers and 11 percent of container ships in the global fleet would be affected.

Trade war embroils environmental policy

In a reprisal against China curbing exports of critical minerals, Trump on Friday threatened to slap additional 100 percent tariffs on goods from China and put new export controls on “any and all critical software” by November 1.

Administration officials, hours later, warned that countries voting this week in favour of a plan by the United Nations International Maritime Organization (IMO) to reduce planet-warming greenhouse gas emissions from ocean shipping could face sanctions, port bans, or punitive vessel charges.

China has publicly supported the IMO plan.

“The weaponisation of both trade and environmental policy signals that shipping has moved from being a neutral conduit of global commerce to a direct instrument of statecraft,” Athens-based Xclusiv said.