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N.Y. Giants Football Meet our new DC By mws44, January 22, 2007 in New York Giants mws44 Location:Somewhere, NY NEW DC ESPN link Location:My Castle Let's hope that he can get our defense to play above their talent level like he did with the Eagles LBs. Makes sense when you think about it. He worked with the secondary first and did a good job with that. Then he moved up to LB and their LBs have been doing well. With him as DC with a focus on LB and DB and having Waufle working with the DL that could be a winning combination I hope. Ok but the real question is..... how do you say his name? He kinda looks like a younger R. Lee Ermey in that picture. Spag-nuo-lo. I'm going with phonetic pronunciation. What concerns me is he has that "Stoopid is as Soopid does" look on his face Giants.com EAST RUTHERFORD, N.J. – Giants head coach Tom Coughlin today named Steve Spagnuolo the team's new defensive coordinator. Spagnuolo replaces Tim Lewis, who was dismissed on Jan. 11 after as the Giants' defensive coordinator for the past three years. Spagnuolo comes to the Giants after eight seasons with the Philadelphia Eagles, the last three as the club's linebackers coach. While he was in that role, middle linebacker Jeremiah Trotter was selected to two Pro Bowl berths. In 2005, Trotter was voted to the game after leading the Eagles with 169 tackles, including 13 for a loss. That season, Philadelphia led the NFL with 60 tackles for a loss, including 25 by the linebackers. Former Eagles linebackers coach Steve Spagnuolo has been named the Giants defensive coordinator. Spagnuolo was the only coach to work under highly-respected defensive coordinator Jim Johnson during his entire tenure in Philadelphia. During six of his eight seasons with the Eagles, Spagnuolo coached a player who earned Pro Bowl honors. After two seasons of improvement, the Giants’ defense took a step back in 2006. The unit was ranked 25th in overall defense in 2006, allowing an average of 342.4 yards a game. That was a 15 yards-per-game increase over the 2005 figure. The Giants ranked 14th against the run (114.4 yards a game, an 11-yard increase over the previous season) and 28th vs. the pass (228.1 yards a game, a modest four-yard increase). The Giants allowed 362 points, a 48-point increase over their 2005 total. The team’s point total had declined significantly in each of the previous two seasons. Spagnuolo (pronounced SPAG-no-low) helped coach an Eagles defense that is traditionally one of the NFL’s best. This season, Philadelphia ranked 15th in the NFL, allowing 328.1 yards a game. The Eagles were 26th against the run (136.4) but ninth versus the pass (191.7). Philadelphia allowed 328 points, tying the Eagles with Atlanta for 15th in the league. Spagnuolo originally joined the Eagles coaching staff in 1999 as a defensive assistant/quality control coach working specifically with the team's safeties. Two years later, he was promoted to defensive backs coach, where he spent three seasons tutoring Pro Bowlers Brian Dawkins, Bobby Taylor, Troy Vincent and Michael Lewis. In those three seasons, the Eagles pass defense ranked in the NFL's top 10 in three key statistical categories: third-down defense, touchdown passes allowed and net yards per pass attempt. Prior to joining the Eagles, Spagnuolo, 47, spent 15 seasons in the collegiate coaching ranks and two years in NFL Europe. He spent the 1998 season as the defensive coordinator of NFL Europe's Frankfurt Galaxy, who finished second in the league in total defense en route to a World Bowl appearance. Four of the six linebackers and nine of the 11 defensive starters he tutored went on to play in the NFL. Spagnuolo also served as the defensive line and special teams coach of the Barcelona Dragons in 1992. A native of Grafton, Mass. Spagnuolo has served as a defensive coordinator on the college level with Connecticut and Maine. In addition, he served as assistant coach at Massachusetts, Lafayette, Rutgers and Bowling Green. Prior to his stint at Maine, Spagnuolo spent four months as a scout for the San Diego Chargers under then-general manager Bobby Beathard. His first NFL experience came in 1983 as an intern with the Washington Redskins under then-assistant general manager Charlie Casserly. Spagnuolo was born on Dec. 21, 1959 in Whitinsville, Mass. He attended Grafton High School and earned a bachelor's degree in physical education from Springfield (Mass.) College and a master's degree in sports management from the University of Massachusetts. He is married (Maria). He was a linebackers coach for the Philadelphia Eagles. As linebackers coach, he was known for aggressive blitzing schemes and making quarterbacks uncomfortable. I hope he continues that trend. Lughead Section MODs Location:Adirondack Mountains Spagnuolo (pronounced SPAG-no-low) helped coach an Eagles defense that is traditionally one of the NFL’s best. This season, Philadelphia ranked 15th in the NFL, allowing 328.1 yards a game. The Eagles were 26th against the run (136.4) but ninth versus the pass (191.7). Philadelphia allowed 328 points, tying the Eagles with Atlanta for 15th in the league maybe you should of read the Article you posted???? Stoopid Eagles.com/assholes Position: Linebackers Coach Years With Eagles: 8 Steve Spagnuolo is in his third season as the club's linebackers coach. During his first two seasons in that role, Spagnuolo (pronounced SPAG-no-low) oversaw two consecutive Pro Bowl berths by middle linebacker Jeremiah Trotter, who led the Eagles in 2005 with 169 tackles, including 13 for a loss. In fact, the Eagles led the NFL with 60 tackles for a loss in 2005 and 25 of those were made by the linebacking corps. Spagnuolo originally joined the Eagles coaching staff in 1999 as a defensive assistant/quality control coach working specifically with the team's safeties. Two years later, he was promoted to defensive backs coach, where he spent three seasons tutoring the likes of Pro Bowlers Brian Dawkins, Bobby Taylor, Troy Vincent and Michael Lewis. In those three seasons, the Eagles pass defense ranked in the NFL's top 10 in three telling statistical categories: 3rd down defense, touchdown passes allowed and net yards per pass attempt. Now in his eighth season as a defensive assistant, Spagnuolo is the only coach to work under defensive coordinator Jim Johnson during his entire tenure in Philadelphia. During six of his seven campaigns with the Eagles, he has coached a player who earned Pro Bowl honors. Prior to joining the Eagles, the 46-year-old Spagnuolo spent 15 seasons in the collegiate coaching ranks and two years in NFL Europe. He spent the 1998 season as the defensive coordinator of NFL Europe's Frankfurt Galaxy, who finished second in the league in total defense en route to a World Bowl appearance. In fact, four of the six linebackers and nine of the 11 defensive starters he tutored went on to play in the NFL. Spagnuolo also served as the defensive line and special teams coach of the Barcelona Dragons in 1992. A native of Grafton, MA, Spagnuolo has served as a defensive coordinator on the college level with Connecticut and Maine. In addition, he served as assistant coach at Massachusetts, Lafayette, Rutgers and Bowling Green. Born December 21, 1959 in Whitinsville, MA, Spagnuolo attended Grafton (MA) HS. He earned a bachelor's degree in physical education from Springfield (MA) College and a master's degree in sports management from the University of Massachusetts. He and his wife, Maria, reside in Philadelphia. K3VIN Location:Anus Ron english is better Rong english is better rong english is more gooder what Michigan Homer you are Michigan fan . Other than Toomer and Jumbo Elliot name one good Michigan prospect that ever did the Giants any good . Tyrone wheatly left for the raiders Butch Woolfolk??? please now you say that a one year DC for Michigan Is better than a 8 year vet with the eagles who had a very good and aggressive defense for the last how many years now ? TaylorBanksCarsonVanPelt Location:Under the Boardwalk...Down by Sea...Town of Far Rockaway You better square your ass away ...and start shitting me Tiffany* cufflinks...or I will definitely fuck you up - Defensive Coordinator Spaggie as he spoke to the Human Statue Carlos Emmons. Not a bad choice. I guess we can at least expect a more aggressive d. njsmalls Not a bad hiring by the Giants. Hopefully we get a more aggresive defense. Hopefully our secondary coaches gets fired. Ron had every one over achiving. the he was lovie smith first choice for the Dc for the bears Location:Dallas No offense, but I honestly think Waufle sucks....We need a better DL coach. He did help develop Osi, Tuck and Kiwanuka...but we still couldn't get much consistent (a word that has no place in the history of the Giants) pressure with four guys. I wouldn't mind seeing the entire defensive staff thrown out. Too bad we can't totally trash the offense too. gateb I like it. He's been under JJ for a while now, and JJ is an oustanding DC IMO. Good pick up, I think it will pay off. i hope he does horrible and next year we make ron english our Dc GorillaNJ Location:NJ I am glad that they went outside of the team for a DC. The LBs for the Egirls was a quality squad that was a blitz happy team. I am a little concerned about an ex-Eagle as a coach but it might help in game planning.
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Symfony - SAML 2.0 with Classic ASP Integration Symfony Single Sign-On (SSO) SSO Easy provides your company with secure access to Symfony, while enabling authentication via Classic ASP, or via countless other login sources, while leveraging SAML 2.0. Employees can access Symfony with just one click following their initial login to Classic ASP, or any other authentication source. Administrators can control and easily manage who has access to Symfony. SSO Easy's Symfony Single Sign-On (SSO) solution with the desired authentication integration, while leveraging SAML 2.0, is easy-to-use and fast to deploy, with free setup and support. Users log in once, allowing them to launch Symfony and numerous other web apps with a single click of a link. Single sign-on helps employees save time, prevents lost or forgotten passwords, and reduces the risk of password phishing for your organization. About Symfony SensioLabs, an Open Source software and SaaS editor, is known for constantly pushing PHP language limits worldwide, especially following the creation of Symfony, the PHP framework for businesses and Twig, the templating engine. In addition to the numerous service, training and support offers available, the company conceives e-solution products for web developers and businesses, to improve quality, productivity, direction and deployment of PHP applications, such as SensioLabsInsight, launched in 2014. With about 100 employees in six offices in France, Germany and the United Kingdom, SensioLabs is recognized as one of the most innovative companies in todayÌ¢‰â‰ã¢s application development market. About Classic ASP Active Server Pages (now referred to as ASP Classic) is a server-side scripting environment that predates ASP.Net. ASP pages are usually written in VBScript, but can be written in any language supported by the Windows Scripting Host - JScript and VBScript are supported natively, with third-party libraries offering support for PerlScript and other dynamic languages.
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26032020 Letter to parents School arrangements from Principal https://www.st-ursula.qld.edu.au/wp-content/uploads/2018/11/logo-300x94.png 0 0 stursulaoffice https://www.st-ursula.qld.edu.au/wp-content/uploads/2018/11/logo-300x94.png stursulaoffice2020-03-26 20:46:172020-03-26 20:46:1726032020 Letter to parents School arrangements from Principal
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See more Music articles Click on the image above to visit the download link. Sony Music Entertainment Australia is proud to release Close To Me, the brand new single from Isaiah. The track was written by Ian Franzino & Andrew Haas, John Ryan, and James Newman and is a warm and uplifting track that showcases Isaiah’s soulful vocals. “The song is about knowing when you’ve done the wrong thing and being able to recognize that and put things right, but it’s also about hope and knowing that things are better when you are with the right person. I think most people can relate to that. I’m just so happy to share this song with my fans and I hope they love it as much as I do!” Isaiah’s music has been streamed over 200 million times worldwide. Previous Article Allen Stone - Brown Eyed Lover Next Article GoldLink - Got Muscle Feat. PeeWee Longway & WaveUQ
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HomeReportsBureau of Economic and Business Affairs2020 Investment Climate Statements...Ghana 2020 Investment Climate Statements: Ghana 2. Bilateral Investment and Taxation Treaties Ghana’s macroeconomic situation improved over the last three years under its extended credit facility agreement with the International Monetary Fund (IMF), which concluded in April 2019. The fiscal deficit narrowed, inflation came down, and GDP growth rebounded, driven primarily by increases in oil production. Ghana’s economy expanded at an average of seven percent per year since 2017. The economy remains highly dependent, however, on the export of primary commodities such as gold, cocoa, and oil, and consequently is vulnerable to slowdowns in the global economy and commodity price shocks. The Government of Ghana expects GDP growth to slow to just 1.5% in 2020, reflecting a deep global recession and the severe effects on domestic demand from the coronavirus pandemic. In general, however, Ghana’s investment prospects remain favorable, as the Government of Ghana seeks to diversify and industrialize, in particular through agro-processing, mining, and manufacturing. It has made attracting foreign direct investment (FDI) a priority to support its industrialization plans and overcome an annual infrastructure funding gap of at least USD 1.5 billion. While the economy was doing relatively well before the global coronavirus pandemic, high government debt, low government revenue, and high energy costs remain challenges. Ghana has a population of 30 million, with over six million potential taxpayers, only 3.7 million of whom are actually registered to pay taxes. As Ghana seeks to move beyond dependence on foreign aid, it must develop a solid domestic revenue base. On the energy front, Ghana has enough installed power-generating capacity to meet current demand, but it needs to make the cost of electricity more affordable through more effective management of its power distribution system and diversification of its energy matrix, including through renewable energy. Among the challenges hindering foreign direct investment are: a burdensome bureaucracy, costly and difficult financial services, under-developed infrastructure, ambiguous property laws, costly power and water supply, the high costs of cross-border trade, a shifting policy environment, lack of transparency, and an unskilled labor force. Enforcement of laws and policies is weak, even where good laws may exist on the books. Public procurements are opaque, and there are often issues with delayed payments. In addition, there are troubling trends in investment policy over the last six years, with the passage of local content regulations in the petroleum and power sectors that may discourage needed future investments. Despite these challenges, Ghana’s abundant raw materials (gold, cocoa, and oil/gas), relative security when compared to its neighbors, and political stability, as well as its selection to host the African Continental Free Trade Area (AfCFTA) Secretariat make it stand out as one of the better locations for investment in sub-Saharan Africa. The investment climate in Ghana is relatively welcoming to foreign investment. There is no discrimination against foreign-owned businesses. Investment laws protect investors against expropriation and nationalization and guarantee that investors can transfer profits out of the country, although international companies have reported high levels of corruption in dealing with Ghanaian government institutions. Among the most promising sectors are agribusiness; food processing; textiles and apparel; downstream oil, gas, and minerals processing; and mining-related services subsectors. The government has acknowledged the need to foster an enabling environment to attract FDI, and is taking steps to overhaul the regulatory system and improve the ease of doing business, maintain fiscal discipline, and promote better transparency and accountability. Table 1: Key Metrics and Rankings TI Corruption Perceptions Index 2019 80 of 180 http://www.transparency.org/ World Bank’s Doing Business Report 2020 118 of 190 http://www.doingbusiness.org/ en/rankings Global Innovation Index 2019 106 of 126 https://www.globalinnovationindex.org/ U.S. FDI in partner country ($M USD, stock positions) 2018 $1,661 https://www.bea.gov/international/ direct-investment-and-multinational- enterprises-comprehensive-data World Bank GNI per capita 2018 $2,130 http://data.worldbank.org/indicator/ NY.GNP.PCAP.CD The Government of Ghana has made increasing FDI a priority and acknowledges the importance of having an enabling environment for the private sector to thrive. Officials are implementing some regulatory and other reforms to improve the ease of doing business and make investing in Ghana more attractive. The 2013 GIPC Act requires the Ghana Investment Promotion Center (GIPC) to register, monitor and keep records of all business enterprises in Ghana. Sector-specific laws further regulate investments in minerals and mining, oil and gas, industries within Free Zones, banking, non-bank financial institutions, insurance, fishing, securities, telecommunications, energy, and real estate. Some sector-specific laws, such as in the oil and gas sector and the power sector, include local content requirements that could discourage international investment. Foreign investors are required to satisfy the provisions of the GIPC Act as well as the provisions of sector-specific laws. GIPC leadership has pledged to collaborate more closely with the private sector to address investor concerns, but there have been no significant changes to the laws. More information on investing in Ghana can be obtained from GIPC’s website, www.gipcghana.com . Ghana is one of the more open economies to foreign equity ownership in sub-Saharan Africa. Most of its major sectors are fully open to foreign capital participation. U.S. investors in Ghana are treated the same as any other foreign investors. All foreign investment projects must register with the GIPC. Foreign investments are subject to the following minimum capital requirements: USD 200,000 for joint ventures with a Ghanaian partner, who should have at least 10 percent of the equity; USD 500,000 for enterprises wholly owned by a non-Ghanaian; and USD 1 million for trading companies (firms that buy or sell imported goods or services) wholly owned by non-Ghanaian entities. The minimum capital requirement may be met in cash or capital goods relevant to the investment. Trading companies are also required to employ at least 20 skilled Ghanaian nationals. Ghana’s investment code excludes foreign investors from participating in eight economic sectors: petty trading; the operation of taxi and car rental services with fleets of fewer than 25 vehicles; lotteries (excluding soccer pools); the operation of beauty salons and barber shops; printing of recharge scratch cards for subscribers to telecommunications services; production of exercise books and stationery; retail of finished pharmaceutical products; and the production, supply, and retail of drinking water in sealed pouches. Sectors where foreign investors are allowed limited market access include: telecommunications, banking, fishing, mining, petroleum, and real estate. The 1992 Constitution recognizes existing private and traditional titles to land. Freehold acquisition of land is not permitted. However, there is an exception for transfer of freehold title between family members for land held under the traditional system. Foreigners are allowed to enter into long-term leases of up to 50 years and the lease may be bought, sold, or renewed for consecutive terms. Ghanaian nationals are allowed to enter into 99-year leases. The Ghanaian government has been working since 2017 on developing a digital property address and land registration system to reduce land disputes and improve efficiency. (See “Protection of Property Rights” p. 13) The oil and gas sector is subject to a variety of state ownership and local content requirements. The Petroleum (Exploration and Production) Act, 2016 (Act 919) mandates local participation. All entities seeking petroleum exploration licenses in Ghana must create a consortium in which the state-owned Ghana National Petroleum Corporation (GNPC) holds a minimum 15 percent carried interest, and a local equity partner holds a minimum interest of five percent. The Petroleum Commission issues all licenses, but exploration licenses must be approved by Parliament. Further, local content regulations specify in-country sourcing requirements with respect to the full range of goods, services, hiring, and training associated with petroleum operations. The regulations also require local equity participation for all suppliers and contractors. The Minister of Energy must approve all contracts, sub-contracts, and purchase orders above USD 100,000. Non-compliance with these regulations may result in a criminal penalty, including imprisonment for up to five years. The Petroleum Commission applies registration fees and annual renewal fees on foreign oil and gas service providers, which, depending on a company’s annual revenues, range from USD 70,000 to USD 150,000, compared to fees of between USD 5,000 and USD 30,000 for local companies. Per the Minerals and Mining Act, 2006 (Act 703), foreign investors are restricted from obtaining a small-scale mining license for mining operations less than or equal to an area of 25 acres (10 hectares). In 2019, the criminal penalty for non-compliance with these regulations was increased to a minimum prison sentence of 15 years and maximum of 25 years, from a maximum of five years. The change was intended to discourage illegal small-scale mining. The Act mandates local participation, whereby the government acquires 10 percent equity in ventures at no cost in all mineral rights. In order to qualify for any mineral license, a non-Ghanaian company must be registered in Ghana, either as a branch office or a subsidiary that is incorporated under the Ghana Companies Act or Incorporated Private Partnership Act. Non-Ghanaians may apply for industrial mineral rights only if the proposed investment is USD 10 million or above. The Minerals and Mining Act provides for a stability agreement, which protects the holder of a mining lease for a period of 15 years from future changes in law that may impose a financial burden on the license holder. When an investment exceeds USD 500 million, lease holders can negotiate a development agreement that contains elements of a stability agreement and more favorable fiscal terms. Parliament passed a new Minerals and Mining (Amendment) Act (Act 900) in December 2015. One significant provision of the new act requires the mining lease-holder to, “…pay royalty to the Republic at the rate and in the manner that may be prescribed.” The previous Act 703 capped the royalty rate at six percent. The Minerals Commission implements the law. There are specific provisions under the mining regulations that require mining entities to procure goods and services from local sources. The Minerals Commission publishes a Local Procurement List, which identifies items that must be sourced from Ghanaian-owned companies, whose directors must all be Ghanaians. Power Sector In December 2017, Ghana introduced regulations requiring local content and local participation in the power sector. The Energy Commission (Local Content and Local Participation) (Electricity Supply Industry) Regulations, 2017 (L.I. 2354) specify minimum initial levels of local participation/ownership and 10-year targets: Electricity Supply Activity Initial Level of Local Participation Target Level in 10 Years Wholesale Power Supply 155 51 Renewable Energy Sector 15 51 Electricity Distribution 30 51 Electricity Transmission 15 49 Electricity Sales Service 80 100 Electricity Brokerage Service 80 100 The regulations also specify minimum and target levels of local content in engineering and procurement, construction, post-construction, services, management, operations, and staff. All persons engaged in or planning to engage in the supply of electricity are required to register with the ‘Electricity Supply Local Content and Local Participation Committee’ and satisfy the minimum local content and participation requirements within five years. Failure to comply with the requirements could result in a fine or imprisonment. The National Insurance Commission (NIC) imposes nationality requirements with respect to the board and senior management of locally incorporated insurance and reinsurance companies. At least two board members must be Ghanaians, and either the Chairman of the board or Chief Executive Officer (CEO) must be Ghanaian. In situations where the CEO is not Ghanaian, the NIC requires that the Chief Financial Officer be Ghanaian. Minimum initial capital investment in the insurance sector is 15 million Ghana cedis (approximately USD 3 million). Per the Electronic Communications Act of 2008, the National Communications Authority (NCA) regulates and manages the nation’s telecommunications and broadcast sectors. For 800 MHz spectrum licenses for mobile telecommunications services, Ghana restricts foreign participation to a joint venture or consortium that includes a minimum of 25 percent Ghanaian ownership. Applicants have two years to meet the requirement, and can list the 25 percent on the Ghana Stock Exchange. The first option to purchase stock is given to Ghanaians, but there are no restrictions on secondary trading. Banking and Electronic Payment Service Providers The Payment Systems and Services Act, 2019 (Act 987), which was signed into law in May 2019, establishes new requirements for the licensing and authorization of electronic payment services. Act 987 (https://www.bog.gov.gh/wp-content/uploads/2019/08/Payment-Systems-and-Services-Act-2019-Act-987-.pdf ) imposes limitations on foreign investment and establishes residency requirements for company senior officials or members of the board of directors. Specifically, Act 987 mandates a company to have at least 30 percent of a Ghanaian company or a Ghanaian as a shareholder and requires at least two of its three board directors, including its chief executive officer, be resident in Ghana. There are no significant limits on foreign investment or differences in the treatment of foreign and national investors in other sectors of the economy. Ghana has not conducted an investment policy review (IPR) through the OECD recently. UNCTAD last conducted an IPR in 2003. The WTO last conducted a Trade Policy Review (TPR) in May 2014. The TPR concluded that the 2013 amendment to the investment law raised the minimum capital that foreigners must invest to levels above those specified in Ghana’s 1994 GATS horizontal commitments, and excluded new activities from foreign competition. However, it was determined that overall this would have minimal impact on dissuading future foreign investment due to the size of the companies traditionally seeking to do business within the country. An executive summary of the findings can be found at: https://www.wto.org/english/tratop_e/tpr_e/tp398_e.htm . Although registering a business is a relatively easy procedure and can be done online through the Registrar General’s Department (RGD) at https://egovonline.gegov.gov.gh/RGDPortalWeb/portal/RGDHome/eghana.portal (this would be controlled by the new Office of the Registrar of Companies in 2021), businesses have noted that the process involved in establishing a business is lengthy and complex, and requires compliance with regulations and procedures of at least four other government agencies, including GIPC, Ghana Revenue Authority (GRA), Ghana Immigration Service, and the Social Security and National Insurance Trust (SSNIT). According to the World Bank’s Doing Business Report 2020 , it takes eight procedures and 13 days to establish a foreign-owned limited liability company (LLC) to engage in international trade in Ghana. This is longer than the regional average for sub-Saharan Africa. In 2019, Ghana passed a new Companies Act, 2019 (Act 992), which among other things creates a new independent office called the Office of the Registrar of Companies, which will be responsible for the registration and regulation of all businesses. The new office is expected to be in place in 2021, and would separate out the registration process for companies from the Registrar General’s Department; the latter would continue to serve as the government’s registrar for non-business transactions such as marriages. The new law also simplifies some registration processes by scrapping the issuance of a certificate to commence business and the requirement for a company to state business objectives, which limited activities in which a company could engage. The law also expands the role of the company secretary, which now requires educational qualifications with some background in company law practice and administration or trained under a company secretary for at least three years. Foreign investors must obtain a certificate of capital importation, which can take 14 days. The local authorized bank must confirm the import of capital with the Bank of Ghana, which will then confirm the transaction to GIPC for investment registration purposes. Per the GIPC Act, all foreign companies are required to register with GIPC after incorporation with the RGD. Registration can be completed online at http://www.gipcghana.com/ . While the registration process is designed to be completed within five business days, bureaucracy often delays this process. The Ghanaian business environment is unique and guidance can be extremely helpful. In some cases, a foreign investment may enjoy certain tax benefits under the law or additional incentives if the project is deemed critical to the country’s development. Most companies or individuals considering investing in Ghana or trading with Ghanaian counterparts find it useful to consult with a local attorney or business facilitation company. The United States Embassy in Accra maintains a list of local attorneys, which is available through the U.S. Foreign Commercial Service (https://2016.export.gov/ghana/contactus/index.asp ). Specific information about setting up a business is available at the GIPC website: http://www.gipcghana.com/invest-in-ghana/doing-business-in-ghana.html . Ghana Investment Promotion Centre Post: P. O. Box M193, Accra-Ghana Note: Omit the (0) after the country code when dialing from abroad. Telephone: +233 (0) 302 665 125, +233 (0) 302 665 126, +233 (0) 302 665 127, +233 (0) 302 665 128, +233 (0) 302 665 129, +233 (0) 244 318 254/ +233 (0) 244 318 252 Email: [email protected] Website: www.gipcghana.com Note that mining or oil/gas sector companies are required to obtain licensing/approval from the following relevant bodies: Petroleum Commission Head Office Plot No. 4A, George Bush Highway, Accra, Ghana P.O. Box CT 228 Cantonments, Accra, Ghana Telephone: +233 (0) 302 953 392 | +233 (0) 302 953 393 Website: http://www.petrocom.gov.gh/ Minerals Commission Minerals House, No. 12 Switchback Road, Cantonments, Accra P. O. Box M 248 Telephone: +233 (0) 302 772 783 /+233 (0) 302 772 786 /+233 (0) 302 773 053 Website: http://www.mincom.gov.gh/ Ghana has no specific outward investment policy. It has entered into bilateral treaties, however, with a number of countries to promote and protect foreign investment on a reciprocal basis. A few Ghanaian companies have established operations in other West African countries. Ghana has concluded the BIT negotiation process with 27 countries in total. The countries with concluded BITs that have been internally ratified are Burkina Faso, China, Serbia, Malaysia, Germany, Denmark, Switzerland, Netherlands, and the United Kingdom. The countries with concluded BITs that have not yet been internally ratified are: Barbados, Benin, Botswana, Bulgaria, Turkey, Cote d’Ivoire, Cuba, Egypt, France, Guinea, Italy, Mauritania, Mauritius, Romania, Spain, Yugoslavia, Zambia, and Zimbabwe. Ghana has signed and ratified tax treaties, commonly referred to as double taxation agreements, with the following countries: Belgium, Denmark, France, Germany, Italy, South Africa, Switzerland, the Netherlands, Mauritius, and the United Kingdom. Double taxation agreements Ghana has signed with the Czech Republic, Morocco, Singapore, Qatar, Malta, Seychelles, Barbados, and Ireland are yet to be ratified by Parliament. Ghana has not yet signed the Foreign Account Tax Compliance Act (FATCA) intergovernmental agreement (IGA), but it has allowed banks or foreign financial institutions (FFIs) in Ghana to report information directly to the United States Internal Revenue Service. The United States has signed several investment-related agreements with Ghana: the Trade and Investment Framework Agreement (TIFA), OPIC Investment Incentive Agreement, and the Open Skies Agreement. Ghana has continued to meet eligibility requirements to participate in the benefits afforded by the African Growth and Opportunity Act (AGOA), the Generalized System of Preferences (GSP), and also separately qualifies for the apparel benefits under AGOA. The Government of Ghana’s policies on trade liberalization and investment promotion are guiding its efforts to create a clear and transparent regulatory system. Ghana does not have a standardized consultation process, but ministries and Parliament generally share the text or summary of proposed regulations and solicit comments directly from stakeholders or via public meetings and hearings. All laws that are currently in effect are printed by the Ghana Publishing Company, while the notice of publication of the law, bills or regulations are made in the Ghana Gazette (equivalent of the U.S. Federal Register). The non-profit Ghana Legal Information Institute (https://ghalii.org/gh/gazette/GHGaz ) re-publishes hard copies of the Ghana Gazette. The Government of Ghana does not, however, routinely publish draft bills or regulations online, which inhibits transparency in the approval of laws and regulations. The Government of Ghana has established regulatory bodies such as the National Communications Authority, the National Petroleum Authority, the Petroleum Commission, the Energy Commission, and the Public Utilities Regulatory Commission to oversee activities in the telecommunications, downstream and upstream petroleum, electricity and natural gas, and water sectors. The creation of these bodies was a positive step, but the lack of resources and their susceptibility to political influence undermine their ability to deliver the intended level of oversight. The government launched a Business Regulatory Reform program in 2017, but implementation has been slow. The program aims to improve the ease of doing business, review all rules and regulations to identify and reduce unnecessary costs and requirements, establish an e-registry of all laws, establish a centralized public consultation web portal, provide regulatory relief for entrepreneurs, and eventually implement a regulatory impact analysis system. Most of these goals remain unfulfilled. Ghana adopted International Financial Reporting Standards in 2007 for all listed companies, government business enterprises, banks, insurance companies, security brokers, pension funds, and public utilities. Ghana continues to improve on making information on debt obligations, including contingent and state-owned enterprise debt, publicly available. Information on the overall debt stock (including domestic and external) is presented in the Annual Debt Management Report, which is available on the Ministry of Finance website at https://www.mofep.gov.gh/reports/2020-04-28/annual-public-debt-report-2019 . However, information on contingent liabilities from state-owned enterprises is not explicit and is scattered in various reports. Ghana has been a World Trade Organization (WTO) member since January 1995. Ghana issues its own standards for many products under the auspices of the Ghana Standards Authority (GSA). The GSA has promulgated more than 500 Ghanaian standards and adopted more than 2,000 international standards for certification purposes. The Ghanaian Food and Drugs Authority is responsible for enforcing standards for food, drugs, cosmetics, and health items. Ghana notifies all draft technical regulations to the WTO Committee on Technical Barriers to Trade (TBT). Ghana’s legal system is based on British common law and local customary law. Investors should note that the acquisition of real property is governed by both statutory and customary law. The judiciary comprises both the lower courts and the superior courts. The superior courts are the Supreme Court, the Court of Appeal, and the High Court and Regional Tribunals. Lawsuits are permitted and usually begin in the High Court. The High Court has jurisdiction in all matters, civil and criminal, other than those involving treason. There is a history of government intervention in the court system, although somewhat less so in commercial matters. The courts have, when the circumstances required, entered judgments against the government. However, the courts have been slow in disposing of cases and at times face challenges in enforcing decisions, largely due to resource constraints and institutional inefficiencies. The GIPC Act codified the government’s desire to present foreign investors with a transparent foreign investment regulatory regime. GIPC regulates foreign investment in acquisitions, mergers, takeovers and new investments, as well as portfolio investment in stocks, bonds, and other securities traded on the Ghana Stock Exchange. The GIPC Act also specifies areas of investment reserved for Ghanaian citizens, and further delineates incentives and guarantees that relate to taxation, transfer of capital, profits and dividends, and guarantees against expropriation. GIPC helps to facilitate the business registration process and provides economic, commercial, and investment information for companies and businesspeople interested in starting a business or investing in Ghana. GIPC provides assistance to enable investors to take advantage of relevant incentives. Registration can be completed online at www.gipcghana.com . As detailed in the previous section on “Limits on Foreign Control and Right to Private Ownership and Establishment,” sector-specific laws regulate foreign participation/investment in telecommunications, banking, fishing, mining, petroleum, and real estate. Ghana regulates the transfer of technologies not freely available in Ghana. According to the 1992 Technology Transfer Regulations, total management and technical fee levels higher than eight percent of net sales must be approved by GIPC. The regulations do not allow agreements that impose obligations to procure personnel, inputs, and equipment from the transferor or specific source. The duration of related contracts cannot exceed ten years and cannot be renewed for more than five years. Any provisions in the agreement inconsistent with Ghanaian regulations are unenforceable in Ghana. Ghana is reportedly working on a new competition law to replace the existing legislation, Protection Against Unfair Competition Act, 2000 (Act 589); however, the new bill is still under review. The Constitution sets out some exceptions and a clear procedure for the payment of compensation in allowable cases of expropriation or nationalization. Additionally, Ghana’s investment laws generally protect investors against expropriation and nationalization. The Government of Ghana may, however, expropriate property if it is required to protect national defense, public safety, public order, public morality, public health, town and county planning, or to ensure the development or utilization of property in a manner to promote public benefit. In such cases, the GOG must provide prompt payment of fair and adequate compensation to the property owner. The Government of Ghana guarantees due process by allowing access to the high court by any person who has an interest or right over the property. ICSID Convention and New York Convention Ghana is a member state of the International Centre for the Settlement of Investment Disputes (ICSID Convention). Ghana is a signatory to the convention on the Recobagnition and Enforcement of Foreign Arbitral Awards (1958 New York Convention). There is a caveat for investment disputes arising from within the energy sector: the Government of Ghana has expressed a preference for handling disputes under the ad hoc arbitration rules of the UN Commission on International Trade Law (UNCITRAL Model Law). International Commercial Arbitration and Foreign Courts The United States has signed three bilateral agreements on trade and investment with Ghana: a Trade and Investment Framework Agreement (TIFA), OPIC Investment Incentive Agreement, and the Open Skies Agreement. These agreements contain provisions for investment as well as trade dispute mechanisms. The Commercial Conciliation Center of the American Chamber of Commerce (Ghana) provides arbitration services on trade and investment issues for disputes regarding contracts with arbitration clauses. There is interest in alternative dispute resolution, especially as it applies to commercial cases. Several lawyers provide arbitration and/or conciliation services. Arbitration decisions are enforceable provided they are registered in the courts. In March 2005, the government established a commercial court with exclusive jurisdiction over all commercial matters. This Court also handles disputes involving commercial arbitration and the enforcement of awards; intellectual property rights, including patents, copyrights and trademarks; commercial fraud; applications under the Companies Act; tax matters; and insurance and re-insurance cases. A distinctive feature of the commercial court is the use of mediation or other alternative dispute resolution mechanisms, which are mandatory in the pre-trial settlement conference stage. Ghana also has a Financial and Economic Crimes Court, which is a specialized division of the High Court that handles high profile corruption and economic crime cases. Enforcement of foreign judgments in Ghana is based on the doctrine of reciprocity. On this basis, judgments from Brazil, France, Israel, Italy, Japan, Lebanon, Senegal, Spain, the United Arab Emirates, and the United Kingdom are enforceable. Judgments from American courts are not currently enforceable in Ghana. The GIPC, Free Zones, Labor, and Minerals and Mining Laws outline dispute settlement procedures and provide for arbitration when disputes cannot be settled by other means. They also provide for referral of disputes to arbitration in accordance with the rules of procedure of the United Nations Commission on International Trade Law (UNCITRAL), or within the framework of a bilateral agreement between Ghana and the investor’s country. The 2010 Alternative Dispute Resolution Act (Act 798 of 2010) provides for the settlement of disputes by mediation and customary arbitration, in addition to regular arbitration processes. Ghana does not have a bankruptcy statute. In April 2020, a new insolvency law, the Corporate Restructuring and Insolvency Act, 2020 (Act 1015), was passed to replace the Bodies Corporate (Official Liquidations) Act, 1963 (Act 180). The new law, unlike the previous one, provides for reorganization of a company before liquidation when it is unable to pay its debts, as well as cross-border insolvency rules. The new law does not have a U.S. Chapter 11-style bankruptcy provision, but allows for a process that puts the company under administration for restructuring. The new law will complement the law for private liquidations under the Companies Act, 2019 (Act 992), but does not apply to businesses that are under specialized regulations such as banks and insurance companies. Investment incentives differ slightly depending upon the law under which an investor operates. For example, while all investors operating under the Free Zone Act are entitled to a ten-year corporate tax holiday, investors operating under the GIPC law are not. Tax incentives vary depending upon the sector in which the investor is operating. All investment-specific laws contain some incentives. The GIPC law allows for import and tax exemptions for plant inputs, machinery and parts that are imported for the purpose of the investment. Chapters 82, 84, 85, and 89 of the Customs Harmonized Commodity and Tariff Code zero-rate these production items. In 2015, the Government of Ghana imposed a five percent import duty on some items that were previously zero-rated to conform to the Economic Community of West African States (ECOWAS) common external tariff. The Ghanaian tax system is replete with tax concessions that considerably reduce the effective tax rate. The minimum incentives are specified in the GIPC law and are not applied in an ad hoc or arbitrary manner. Once an investor has been registered under the GIPC law, the investor is entitled to the incentives provided by law. The government has discretion to grant an investor additional customs duty exemptions and tax incentives beyond the minimum stated in the law. The GIPC website (http://www.gipcghana.com ) provides a thorough description of available incentive programs. The law also guarantees an investor all the tax incentives provided for under Ghanaian law. For example, rental income from commercial and residential property is exempt from tax for the first five years after construction. Similarly, income from a company selling or leasing out premises is income tax exempt for the first five years of operation. Rural banks and cattle ranching are exempt from income tax for ten years and pay eight percent thereafter. The corporate tax rate is 25 percent, and this applies to all sectors, except income from non-traditional exports (8 percent tax rate) and oil and gas exploration companies (35 percent tax rate). For some sectors there are temporary tax holidays. These sectors include Free Zone enterprises and developers (0 percent for the first ten years and 15 percent thereafter); real estate development and rental (0 percent for the first five years and 25 percent thereafter); agro-processing companies (0 percent for the first five years, after which the tax rate ranges from 0 percent to 25 percent depending on the location of the company in Ghana), and waste processing companies (0 percent for seven years and 25 percent thereafter). In December 2019, to attract investments under the Ghana Automotive Development Policy, corporate tax holidays among other import duty and value-added tax exemptions have been granted to manufacturers or assemblers of semi-knocked-down vehicles (0 percent for three years) and complete-knocked down vehicles (0 percent for ten years). Tax rebates are also offered in the form of incentives based on location. A capital allowance in the form of accelerated depreciation is applicable in all sectors except banking, finance, commerce, insurance, mining, and petroleum. Under the new Income Tax law of 2015, all businesses can carry forward tax losses for at least three years. Ghana has no discriminatory or excessively burdensome visa requirements. While ECOWAS nationals do not require a visa to enter Ghana, they need a work and residence permit to live and work in Ghana. The current fees for work and residence permit for ECOWAS nationals is USD 500 while that for non-ECOWAS nationals is USD 1,000. A foreign investor who invests under the GIPC law is automatically entitled to a specific number of visas/work permits based on the size of the investment. When an investment of USD 50,000 but not more than USD 250,000 or its equivalent is made in convertible currency or machinery and equipment, the enterprise can obtain a visa/work permit for one expatriate employee. An investment of USD 250,000, but not more than USD 500,000, entitles the enterprise to two visas/work permits. An investment of USD 500,000, but not more than USD 700,000, allows the enterprise to bring in three expatriate employees. An investment of more than USD 700,000 allows an enterprise to bring in four expatriate employees. An enterprise may apply for extra visas or work permits, but the investor must justify why a foreigner must be employed rather than a Ghanaian. There are no restrictions on the issuance of work and residence permits to Free Zone investors and employees. Overall, the process of issuing work permits is not very transparent. Free Trade Zones (called Free Zones in Ghana) were established in May 1996, with one near Tema Steelworks, Ltd., in the Greater Accra Region, and two other sites located at Mpintsin and Ashiem near Takoradi in the Western Region. The seaports of Tema and Takoradi, as well as the Kotoka International Airport in Accra and all the lands related to these areas, are part of the Free Zone. The law also permits the establishment of single factory zones outside or within the areas mentioned above. Under the law, a company qualifies to be a Free Zone company if it exports more than 70 percent of its products. Among the incentives for Free Zone companies are a ten-year corporate tax holiday and zero import duty. To make it easier for Free Zone developers to acquire the various licenses and permits to operate, the Ghana Free Zones Authority (www.gfzb.gov.gh ) provides a “one-stop approval service” to assist in the completion of all formalities. A lack of resources has limited the effectiveness of the Authority. Foreign employees of Free Zone businesses require work and residence permits. In most sectors, Ghana does not have performance requirements for establishing, maintaining, and expanding a business. Investors are not currently required to purchase from local sources or employ prescribed levels of local content, except in the upstream petroleum sector and the power sector, which are subject to substantial local content requirements. Similar legislation is being drafted for the downstream petroleum sector, and a National Local Content Policy is being debated by Cabinet that may extend to a broad array of sectors of the economy, but there is no clear timeline for its approval. Generally, investors are not required to export a specified percentage of their output, except for Free Zone enterprises which, in accordance with the Free Zone Act, must export at least 70 percent of their products. Government officials have intimated that local content requirements should be applied to sectors other than petroleum, but no local content regulations have been promulgated for other sectors. As detailed earlier in this report, there are a few areas where the GOG does impose performance requirements, including the mining, oil and gas, insurance, and telecommunications sectors. Data Storage and Access The Government of Ghana does not follow a forced localization policy in which foreign investors must use domestic content in goods or technology. In addition, there are no requirements for foreign IT providers to turn over source code and/or provide access to surveillance (backdoors into hardware and software or turn over keys for encryption). Section 50 of the Payment Systems and Services Act, 2019 (Act 987), however, requires electronic payment systems service providers to allow the Bank of Ghana to inspect the “premises, equipment, computer hardware, software, any communication system, books of accounts, and any other document or electronic information which the Bank of Ghana may require in relation to the system.” During the coronavirus outbreak, to achieve its goal of contact tracing, the government issued a law (Executive Instrument E.I. 63) that requires all telecommunication network operators to make available to the National Communications Authority (NCA) Common Platform mobile users location log and roaming files, caller or called numbers, Merchant Codes (of mobile money vendors), Mobile Station International Subscriber Directory Number Codes, International Mobile Equipment Identity Codes and site location. The law is being challenged in court. The legal system recognizes and enforces secured interest in property. The process to get clear title over land is difficult, complicated, and lengthy. It is important to conduct a thorough search at the Lands Commission to ascertain the identity of the true owner of any land being offered for sale. Investors should be aware that land records can be incomplete or non-existent and, therefore, clear title may be impossible to establish. Mortgages exist, although only a few thousand exist due to a variety of factors, including land ownership issues and scarcity of long-term finance. Mortgages are regulated by the Home Mortgages Finance Act 770 (2008), which has enhanced the process of foreclosure. A mortgage must be registered under the Land Title Registration Law, a requirement that is mandatory for it to take effect. Registration with the Land Title Registry is a reliable system of recording the transaction. The protection of intellectual property rights (IPR) is an evolving area of law in Ghana. Progress has been made in recent years to afford protection under both local and international law. Ghana is a party to the Universal Copyright Convention, the Berne Convention for the Protection of Literary and Artistic Works, the Paris Convention for the Protection of Industrial Property, the Patent Cooperation Treaty (PTC), the Singapore Trademark Law Treaty (STLT), and the Madrid Protocol Concerning the International Registration of Marks. Ghana is also a member of the World Intellectual Property Organization (WIPO), the English-speaking African Regional Intellectual Property Organization (ARIPO), and the World Trade Organization (WTO). In 2004, Ghana’s Parliament ratified the WIPO internet treaties, namely the WIPO Copyright Treaty and the WIPO Performance and Phonograms Treaty. Ghana also amended six IPR laws to comply with the WTO Agreement on Trade-Related Aspects of Intellectual Property Rights (TRIPS), including: copyrights, trademarks, patents, layout-designs (topographies) of integrated circuits, geographical indications, and industrial designs. Except for the copyright law, implementing regulations necessary for fully effective promulgation have not been passed. The Government of Ghana launched a National Intellectual Property Policy and Strategy in January 2016, which aimed to strengthen the legal framework for protection, administration, and enforcement of IPR and promote innovation and awareness, although progress on implementation stalled. Enforcement remains weak, and piracy of intellectual property continues to take place. Although precise statistics are not available for many sectors, counterfeit computer software is regularly available at street markets, and counterfeit pharmaceuticals have found their way into public hospitals. Counterfeit products have also been discovered in such disparate sectors as industrial epoxy, cosmetics, drinking spirits, and household cleaning products. Based on cases where it has been possible to trace the origin of counterfeit goods, most have been found to have been produced outside the region, usually in Asia. IPR holders have access to local courts for redress of grievances, although the few trademark, patent, and copyright infringement cases that U.S. companies have filed in Ghana have reportedly moved through the legal system slowly. Ghana is not included in the United States Trade Representative (USTR) Special 301 Report or the Notorious Markets List. Resources for Rights Holders Please contact the following at Mission Accra if you have further questions regarding IPR issues: Shona Carter Economic Officer U.S. Embassy, Economic Section No. 24 Fourth Circular Road, Cantonments, Accra, Ghana Tel: +233(0) 302 741 000 (Omit the (0) after the area code when dialing from abroad) Email: [email protected] The United States Embassy in Accra maintains a list of local attorneys, which is available through the U.S. Foreign Commercial Service (https://2016.export.gov/ghana/contactus/index.asp ) American Chamber of Commerce Ghana 5th Crescent Street, Asylum Down P.O. Box CT2869, Cantonments-Accra, Ghana Tel: +233 (0) 302 247 562/ +233 (0) 307 011 862 (Omit the (0) after the area code when dialing from abroad) Email: [email protected] Website: http://www.amchamghana.org/ . For additional information about treaty obligations and points of contact at local IP offices, please see WIPO’s country profiles at http://www.wipo.int/directory/en/ Private sector growth in Ghana is constrained by financing challenges. Businesses continue to face difficulty raising capital on the local market. While credit to the private sector has increased in nominal terms, levels as percentage of GDP have remained stagnant over the last decade and high government borrowing has driven interest rates above 25 percent and crowded out private investment. Capital markets and portfolio investment are gradually evolving. The longest-term domestic bonds are 15 years, with Eurobonds ranging up to 41-year maturities. Foreign investors are permitted to participate in bond auctions only with maturities of two years or longer. In January 2020, foreign investors held about 29 percent (valued at USD 5.7 billion) of the total outstanding domestic securities. In 2015, the Ghana Stock Exchange (GSE) added the Ghana Fixed-Income Market (GFIM), a specialized platform for secondary trading in debt instruments to improve liquidity. The rapid accumulation of debt over the last decade has raised debt sustainability concerns. Ghana received debt relief under the Heavily Indebted Poor Country (HIPC) initiative in 2004, and began issuing Eurobonds in 2007. In February 2020, Ghana sold sub-Saharan Africa’s longest-ever Eurobond as part of a $3 billion deal that has a tenor of 41 years. In 2019, total public debt, roughly evenly split between external and domestic, stood at approximately 63 percent of GDP, and is expected to rise above 68 percent of GDP in 2020, particularly as a result of the economic shock of COVID-19 as both revenue and GDP decline. The Ghana Stock Exchange (GSE) has 31 listed companies, four government bonds, and one corporate bond. Both foreign and local companies are allowed to list on the GSE. The Securities and Exchange Commission regulates activities on the Exchange. There is an eight percent tax on dividend income. Foreigners are permitted to trade stocks listed on the GSE without restriction. There are no capital controls on the flow of retained earnings, capital gains, dividends or interest payments. The GSE composite index (GGSECI) has exhibited mixed performance. Banks in Ghana are relatively small, with the largest in the country, Ecobank Ghana Ltd., holding assets totaling about USD 1.3 billion. The Central Bank increased the minimum capital requirement for commercial banks from 120 million Ghana cedis (USD 24 million) to 400 million (USD 80 million), effective December 2018, as part of a broader effort to strengthen the banking industry. As a result of the reforms and subsequent closures and mergers of some banks, the number of commercial banks dropped from 36 to 23. Eight are domestically controlled, and the remaining 15 are foreign controlled. In total, there are nearly 1,500 branches distributed across the sixteen regions of the country. Overall, the banking industry in Ghana is well capitalized with a capital adequacy ratio of 18.2 percent as of January 2020, which is above the 10 percent prudential and statutory requirement. The non-performing loans ratio decreased from 18.2 percent in February 2019 to 13.6 percent as of January 2020. Lending in foreign currencies to unhedged borrowers poses a risk, and widely varying standards in loan classification and provisioning may be masking weaknesses in bank balance sheets. The BoG has almost completed actions to address weaknesses in the non-bank deposit-taking institutions sector (e.g., microfinance, savings and loan, and rural banks) and has also issued new guidelines to strengthen corporate governance regulations in the banks. Recent developments in the non-banking financial sector indicate increased diversification, including new rules and regulations governing the trading of Exchange Traded Funds. Non-banking financial institutions such as leasing companies, building societies, and village savings and loan associations have increased access to finance for underserved populations, as have rural and mobile banking. Currently, Ghana has no “cross-shareholding” or “stable shareholder” arrangements used by private firms to restrict foreign investment through mergers and acquisitions, although, as noted above, the Payments Systems and Services Act, 2019 (Act 987), does require a 30 percent Ghanaian company or Ghanaian holding by any electronic payments service provider, including banks or special deposit-taking institutions. Ghana operates a free-floating exchange rate regime. The Ghana cedi can be exchanged for dollars and major currencies. Investors may convert and transfer funds associated with investments, provided there is documentation of how the funds were acquired. Ghana’s investment laws guarantee that investors can transfer the following transactions in convertible currency out of Ghana: dividends or net profits attributable to an investment; loan service payments where a foreign loan has been obtained; fees and charges with respect to technology transfer agreements registered under the GIPC Act; and the remittance of proceeds from the sale or liquidation of an enterprise or any interest attributable to the investment. Companies have not reported challenges or delays in remitting investment returns. For details, please consult the GIPC Act (http://www.gipcghana.com) and the Foreign Exchange Act guidelines (http://www.sec.org). Persons arriving in or departing from Ghana are permitted to carry up to USD 10,000.00 without declaration; any greater amount must be declared. Ghana’s foreign exchange reserve needs are largely met through cocoa, gold, and oil exports; government securities; foreign assistance; and private remittances. Remittance Policies There is a single formal system for transferring currency out of the country through the banking system. The Parliament passed the Foreign Exchange Act in November 2006. The Act provides the legal framework for the management of foreign exchange transactions in Ghana. It fully liberalized capital account transactions, including allowing foreigners to buy certain securities in Ghana. It also removed the requirement for the Bank of Ghana (the central bank) to approve offshore loans. Payments or transfer of foreign currency can be made only through banks or institutions licensed to do money transfers. There is no limit on capital transfers as long as the transferee can identify the source of capital. Ghana’s only sovereign wealth fund is the Ghana Petroleum Fund (GPF), which is funded by oil profits and flows to the Ghana Heritage Fund and Ghana Stabilization Fund. The Petroleum Revenue Management Act (PRMA) (Act 815), passed in 2011, spells out how revenues from oil and gas should be spent and includes transparency provisions for reporting by government agencies, as well as an independent oversight group, the Public Interest and Accountability Committee (PIAC). Section 48 of the PRMA requires the Fund to publish an audited annual report by the Ghana Audit Service. The Fund’s management meets the legal obligations. Management of the Ghana Petroleum Fund is a joint responsibility between the Ministry of Finance and the Bank of Ghana. The Minister develops the investment policy for the GPF, and is responsible for the overall management of GPF funds, consults regularly with the Investment Advisory Committee and Bank of Ghana Governor before making any decisions related to investment strategy or management of GPF funds. The Minister is also in charge of establishing a management agreement with the Bank of Ghana for the oversight of the funds. The Bank of Ghana is responsible for the day-to-day operational management of the Petroleum Reserve Accounts (PRAs) under the terms of Operation Management Agreement. For additional information regarding Ghana Petroleum Fund, please visit the 2019 Petroleum Annual Report at: https://www.mofep.gov.gh/publications/petroleum-reports . Ghana has 86 State-Owned Enterprises (SOEs), 45 of which are wholly owned, while 41 are partially owned. Thirty-six of the wholly-owned SOEs are commercial and operate more independently from government, while nine are public corporations or institutions, some providing regulatory functions. While the president appoints the CEO and full boards of most of the wholly owned SOEs, they are under the supervision of line ministries. Most of the partially owned investments are in the financial, mining, and oil and gas sectors. To improve the efficiency of SOEs and reduce fiscal risks they pose to the budget, in 2019 the government embarked on an exercise to tackle weak corporate governance in the SOEs as well as created the State Interests and Governance Authority (SIGA), a single institution, to monitor all SOEs. Today, only a handful of large SOEs remain, mainly in the transportation, power, and extractive sectors. The largest SOEs are Ghana Ports and Harbor Authority (GPHA), Electricity Company of Ghana (ECG), Volta River Authority (VRA), Ghana Water Company Limited (GWCL), Tema Oil Refinery (TOR), Ghana Airport Company Limited (GACL), Ghana Cocoa Board (COCOBOD), Ghana National Gas Company Limited, and Ghana National Petroleum Corporation (GNPC). Many of these receive subsidies and assistance from the government. The list of SOEs can be found at: https://siga.gov.gh/state-interest/. While the Government of Ghana does not actively promote adherence to the OECD Guidelines, SIGA oversees corporate governance of SOEs and encourages them to be managed like Limited Liability Companies so as to be profit-making. In addition, beginning in 2014, most state-owned enterprises were required to contract and service direct and government-guaranteed loans on their own balance sheet. The government’s goal is to stop adding these loans to “pure public” debt, paid by taxpayers directly through the budget. Ghana has no formal privatization program; however, the government is prioritizing the creation of public-private partnerships (PPPs) to restructure and privatize non-performing state-owned enterprises. Procuring PPPs is allowed under the National Policy on Public Private Partnerships in Ghana, which was adopted in June 2011. A PPP law is being drafted. There is no specific responsible business conduct (RBC) law in Ghana, and the government has no action plan regarding OECD RBC guidelines. Ghana has been a member of the Extractive Industries Transparency Initiative since 2010. The government also enrolled in the Voluntary Principles on Security and Human Rights in 2014. Corporate social responsibility (CSR) is gaining more attention among Ghanaian companies. The Ghana Club 100 is a ranking of the top performing companies, as determined by GIPC. It is based on several criteria, including a 10 percent weight assigned to corporate social responsibility, including philanthropy. Companies have noted that Ghanaian consumers are not generally interested in the CSR activities of private companies, with the exception of the extractive industries (whose CSR efforts seem to attract consumer, government, and media attention). In particular, there is a widespread expectation that extractive sector companies will involve themselves in substantial philanthropic activities in the communities in which they have operations. Corruption in Ghana is comparatively less prevalent than in other countries in the region, according to Transparency International’s Perception of Corruption Index, but remains a serious problem. The government has a relatively strong anti-corruption legal framework in place, but enforcement of existing laws is rare and inconsistent. Corruption in government institutions is pervasive. The Government of Ghana has vowed to combat corruption and has taken some steps to promote better transparency and accountability. These include establishing an Office of the Special Prosecutor to investigate and prosecute corruption cases and passing a Right to Information Act, 2019 (Act 989) (similar to the U.S. Freedom of Information Act) to increase transparency. Businesses have noted that bribery is most pervasive in the judicial system and across public services. Companies report that bribes are often exchanged in return for favorable judicial decisions. Large corruption cases are prosecuted, but proceedings are lengthy, and convictions are slow. A 2015 exposé captured video of judges and other judicial officials extorting bribes from litigants to manipulate the justice system. Thirty-four judges were implicated, and 25 were dismissed following the revelations, though none have been criminally prosecuted. In 2016, the public procurement law was amended to address the shortcomings identified over a decade of implementation of the original law aimed at harmonizing the many public procurement guidelines used in the country and to bring public procurement into conformity with WTO standards. Notwithstanding the procurement law, companies cannot expect complete transparency in locally funded contracts. There continue to be allegations of corruption in the tender process, and the government has in the past set aside international tender awards in the name of national interest. Though the law on public financial management was overhauled in August 2016, with stiffer sanctions and penalties on breaches, its impact on corruption is yet to be recorded. In 2016, Ghana amended the company registration law (which has been retained in the new Companies Act, 2019, (Act 992)) to include the disclosure of beneficial owners. The register to collect and maintain a national database on beneficial owners in Ghana is currently being prepared to comply with the law and is expected to be ready by October 2020. The 1992 Constitution established the Commission for Human Rights and Administrative Justice (CHRAJ). Among other things, the Commission is charged with investigating alleged and suspected corruption and the misappropriation of public funds by officials. The Commission is also authorized to take appropriate steps, including providing reports to the Attorney General and the Auditor-General in response to such investigations. The effectiveness of the Commission, however, is affected by a lack of resources, as it conducts few investigations leading to prosecutions. CHRAJ issued guidelines on conflict of interest to public sector workers in 2006, and issued a new Code of Conduct for Public Officers in Ghana with guidelines on conflicts of interest in 2009. CHRAJ also developed a National Anti-Corruption Action Plan that Parliament approved in July 2014, but many of its provisions have not been implemented due to lack of resources. In November 2015, then-President Mahama fired the CHRAJ Commissioner after she was investigated for misappropriating public funds. In 1998, the Government of Ghana also established an anti-corruption institution, called the Serious Fraud Office (SFO), to investigate corrupt practices involving both private and public institutions. The SFO’s name was changed to the Economic and Organized Crime Office (EOCO) in 2010, and its functions were expanded to include crimes such as money laundering and other organized crimes. EOCO is empowered to initiate prosecutions and to recover proceeds from criminal activities. The government passed a “Whistle Blower” law in July 2006, intended to encourage Ghanaian citizens to volunteer information on corrupt practices to appropriate government agencies. Like most other African countries, Ghana is not a signatory to the OECD Convention on Combating Bribery. The most common commercial fraud scams are procurement offers tied to alleged Ghanaian government or, more frequently, ECOWAS programs. U.S. companies frequently report being contacted by an unknown Ghanaian firm claiming to be an authorized agent of an official government procurement agency. Foreign firms that express an interest in being included in potential procurements are lured into paying a series of fees to have their companies registered or products qualified for sale in Ghana or the West Africa region. U.S. companies receiving offers from West Africa from unknown sources should contact the U.S. Commercial Service in Ghana (), use extreme caution, and conduct significant due-diligence prior to pursuing these offers. American firms can request background checks on companies with whom they wish to do business by purchasing the U.S. Commercial Service’s International Company Profile (ICP). Requests for ICPs should be made through the nearest United States Export Assistance Center (USEAC), which can be found at www.trade.gov. For more information about the U. S. Commercial Service office at the U.S. Embassy in Ghana, visit www.export.gov/ghana Resources to Report Corruption Commission on Human Rights and Administrative Justice (CHRAJ) Old Parliament House, High Street, Accra Postal Address: Box AC 489, Accra Omit the (0) after the area code when dialing from abroad: Phone: +233 (0) 242 211 534 Email: [email protected] Website: http://www.chraj.gov.gh Economic and Organized Crime Office (EOCO) Behind Old Parliament House, Accra Omit the (0) after the area code when dialing from abroad: Tel +233 (0) 302 665559, +233 (0) 302 634 363 Email: [email protected] Website: http://eoco.org.gh/ Ghana offers a relatively stable and predictable political environment for American investors. Ghana has a solid democratic tradition. In December 2016, Ghana completed its seventh consecutive peaceful presidential and parliamentary elections, and the third in which power transferred between the two main political parties, since 1992. Then-opposition New Patriotic Party (NPP) candidate Nana Akufo-Addo defeated National Democratic Congress (NDC) candidate and then-incumbent President John Mahama by a margin of over one million votes. Mahama conceded the election and power was transferred to the NPP peacefully. There were isolated cases of politically motivated violence but no widespread civil disturbances. The next general elections are scheduled for December 7, 2020. Ghana has a large pool of unskilled labor. English is widely spoken, especially in urban areas. However, according to the United Nations, illiteracy remains high at 33 percent. Labor regulations and policies are generally favorable to business. Although labor-management relationships are generally positive, there are occasional labor disagreements stemming from wage policies in Ghana’s inflationary environment. Many employers find it advantageous to maintain open lines of communication on wage calculations and incentive packages. A revised Labor Act of 2003 (Act 651) unified and modified the old labor laws to bring them into conformity with the core principles of the International Labor Convention, to which Ghana is a signatory. Under the Labor Act, the Chief Labor Officer both registers trade unions and approves applications by unions for a collective bargaining certificate. A collective bargaining certificate entitles the union to negotiate on behalf of a class of workers. The Labor Act also created a National Labor Commission to resolve labor and industrial disputes, and a National Tripartite Committee to set the national daily minimum wage and provide policy guidance on employment and labor market issues. The National Tripartite Committee includes representatives from government, employers’ organizations, and organized labor. The Labor Act sets the maximum hours of work at eight hours per day or 40 hours per week, but makes provision for overtime and rest periods. Trades worker and domestic workers are excluded from the eight hours per day or 40 hours per week maximum. The Labor Act prohibits the “unfair termination” of workers for specific reasons outlined in the law, including participation in union activities; pregnancy; or based on a protected class, such as by gender, race, color, ethnicity, origin, religion, creed, social, political or economic status, or disability. The Labor Act also provides procedures companies are required to follow when laying off staff, including under certain situations providing severance pay, known locally as “redundancy pay.” Disputes over redundancy pay can be referred to the National Labor Commission. The Act’s provisions regarding fair and unfair termination of employment do not apply to some classes of contract, probationary, and casual workers. There is no legal requirement for labor participation in management. However, many businesses utilize joint consultative committees in which management and employees meet to discuss issues affecting business productivity and labor issues. There are no statutory requirements for profit sharing, but fringe benefits in the form of year-end bonuses and retirement benefits are generally included in collective bargaining agreements. Child labor remains a problem. Child labor is particularly severe in agriculture, including in cocoa, and in fishing. In general, worker protection provisions in the Labor Act, including health and safety provisions, are weakly enforced. Post recommends consulting a local attorney for detailed advice regarding labor issues. The United States Embassy in Accra maintains a list of local attorneys, which is available through the U.S. Foreign Commercial Service (https://2016.export.gov/ghana/contactus/index.asp ). Ghana has signed an agreement with the Overseas Private Investment Cooperation (OPIC), the predecessor agency to the U.S. International Development Finance Corporation (DFC). DFC is active in Ghana, providing financing and insurance for a number of projects – particularly in the energy, housing, and health sectors. All OPIC activities are assumed by DFC. The Multilateral Investment Guarantee Agency (MIGA), African Project Development Facility (APDF), African Trade Insurance Agency, and the African investment program of the International Finance Corporation are other sources of information. Host Country Statistical source USG or international statistical source USG or International Source of Data: BEA; IMF; Eurostat; UNCTAD, Other Economic Data Year Amount Year Amount Host Country Gross Domestic Product (GDP) ($M USD) N/A N/A 2019 $66,984 www.worldbank.org/en/country Foreign Direct Investment Host Country Statistical source USG or international statistical source USG or international Source of data: U.S. FDI in partner country ($M USD, stock positions) N/A N/A 2018 $1,661 BEA data available at https://www.bea.gov/international/ Host country’s FDI in the United States ($M USD, stock positions) N/A N/A 2018 -$4 BEA data available at Total inbound stock of FDI as % host GDP N/A N/A 2018 55% UNCTAD data available at https://unctad.org/en/Pages/DIAE/ World%20Investment%20Report/ Country-Fact-Sheets.aspx Direct Investment from/in Counterpart Economy Data From Top Five Sources/To Top Five Destinations (US Dollars, Millions), 2017 Inward Direct Investment Outward Direct Investment Total Inward 15,800 % Total Outward Data not available % United Kingdom 5,724 36% N/A France 2,010 13% Cayman Islands 1,404 9% Brit Virgin Islands 1,340 8% United Arab Emirates 944 6% “0” reflects amounts rounded to +/- USD 500,000. Tel: +233 (0) 302 741 000 (Omit the (0) after the area code when dialing from abroad) Bureau of African Affairs Bureau of Economic and Business Affairs Under Secretary Fernandez’s Travel to South Africa Updates to the Zimbabwe Sanctions List 2022 Fiscal Transparency Report: Rwanda
2023-14/4154/en_head.json.gz/11400
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Locomotive Magazine and Railway Carriage & Wagon Review Key file Number 581 (15 January 1941) Railways and coal. 1-2 The effect of WW2 on the transport of coal for export. a market mainly lost; the difficulties of war on railway transport (notably the blackout) and the dependence on coal for locomotive power. G.W.R. Norton Fitzwarren accident. 2 Lieut. Colonel Mount's Ministry of Transport report into 4 November 1940 accident in which driver forgot on which road he was travelling and the 21.50 Paddington to Penzance express was derailed at catch points at the end of the four track section leading to 26 deaths L.N.E.R. 2 Driver G.W. Trower had retired after 47 years service. He accompanied Cock o' the North on the Vitry tests in France. L.M.S.R. 2 Portable buffet-canteens to set up in ordiuary third class compartments to serve tea, coffee and other refreshments to H.M. Forces in transit over long distances. Articulated railcars Kenya and Uganda Railways. 2-3. illustration Built by D. Wickham & Co. Ltd to inspection bythe Crown Agents for the Colonies to operate on the Kisumi to Yala branch in Kenya and the Jinga to Kampala section in Uganda. Silentbloc suspension O.S. Nock. British locomotive working 1934-9. Footplate observations under service conditions. 4-8. illustration, 6 diagrams At this time Nock used a series of diagrams showing the gradient profile plotted against the speed attained over faily short distances to accompany his texts which tended to brief. Great Southern Railways 4-6-0 No. 800 Maeve (illustrated) which Nock called "a locomotive of closely comparable dimensions to the 'Royal Scots'" was timed on the up afternoon Mail from Cork to Dublin. A4 No. 4498 Sir Nigel Gresley hauling 510 tons was observed accelerating on the levels; Stanier 4-6-2 No. 6200 The Princess Royal was observed climbing from Symington to Beattock Summit with 500 tons and two Schools class 4-4-0s were observed:: No. 916 Whitgift on the climb from New Cross to Knockhold and No. 925 Cheltenham between Portsmouth and Waterloo with emphasis on the 83½ mph achied at Liss and the careful running between Woking and Waterloo in heavy traffic. PCD [P.C. Dewhurst]. L.M.S.R. Locomotives. History of the Somerset and Dorset Joint Railway. 8-9 Continued from page 314, Vol. 46. Resulting from trials referred to further on it was decided to utilize engines of the well-known 483 class rebuilds of the M. Rly. to increase the loading of the express trains; hence engines 70 and 71 were scrapped in 1914 and replaced by two superheated 7 ft. 4-4-0 engines of that class built—or reconstructed—at Derby in that year and numbered S.D.J. 70 and 71. These engines were identical with those used on the M. Rly. except in having 3,250 gallon capacity tenders. In 1920-21 three further engines of the same class were supplied from Derby, S.D.J. 67-69, replacing two 15 class 5 ft. 9 in. 4-4-0s and the one remaining 69-71 class 6 ft. 4-4-0 scrapped in 1919-21, and as the two sets were similar Fig. 66 of engine 70 represents the whole five, as does also the appended table of dimensions. A reduction of steam pressure will be noted—offset by an increased diameter of cylinder—and their power, nominally, was not much greater than the previous five 4-4-0s with 6 ft. wheels, but their performance was considerably better. The load on the Bath to Evercreech Junction section with its 1 in 50 grades was 212 tons later reduced to 190 tons compared with 160 tons to 170 tons for the smaller 5 ft. 9 in. and 6 ft. 4-4-0s which were unsuperheated. These engines being well-known in their M. Rly. sphere it suffices to mention that their boilers were of the G.7 Superheated class having Belpaire fireboxes and moderately extended smokeboxes of the circular-extension pattern, that they had piston-valves-placed below the cylinders in the typical Johnson style for passenger engines from 1897 onwards—and that besides having brake-gear of typical late M. Rly. pattern with central pull-rods and steam-brake cylinder (vacuum-controlled) under the drag-plates at rear, the bogie was fitted with brake-blocks between the pairs of wheels, each side being operated direct from a " floating" brake-cylinder hung between them. The general appearance, including the form of running-plate—previously referred to in describing the small 0-4-0 shunting engines—was typically Deeley-Fowler. The evolution of the design is interesting, but being concerned specially with the M. Rly. it must suffice to say that it derives from the M. Rly. 60 class—later numbered 523 onwards—having a 9 ft. 6 in. coupled wheelbase and piston valves which, firstly undergoing a more or less normal rebuilding with large boilers by Deeley, were, together with similar engines having a lesser coupled wheelbase—numbered 483-522-afterwards reconstructed or renewed by Fowler; the process being subsequently extended to earlier classes of engines not originally fitted with piston-valves; in the latter case the "reconstruction" being naturally still more drastic. It is hardly necessary to add that these engines —and three more referred to further on—henceforth performed the bulk of the passenger work and so continued until the relatively recent introduction, made possible by bridge strengthening and turntable lengthening of entirely more powerful engines in the form of 4-6-0 locomotives of the Stanier class 5. In 1928 engines 70, 71, 67, 68 and 69 became 39-43 in that order, displacing various Johnson goods engines as already mentioned, whilst when taken over by the L.M.S. in 1930 they became 322-6, and all are still in service—having now however all been removed to the L.M.S. parent line. In describing the advent of the foregoing M. Rly. 483 class engines to the S.D.J., reference was made to some trials leading up to their introduction. As there have from time to time been trials of M. R . and. .L.M.S. engines on the joint line, it may be of interest to briefly mention them here. In 1911, when the capacity of the then-existing passenger engines was evidently becoming insufficient, a trial was made with one of Deeley's 0-6-4 tank engines, No. 2023. Although the engine did well as to 'loads the relatively small water-capacity was a disadvantage, also a tank engine on fast services was not considered desirable—rightly so with the type in question. Some two years later, in 1913, No. 499 one of the then recently introduced M. Rly. 483 class was tried, doing very well and its joint success with a companion (No. 519) during sbme months working upon the S.D.J. led to the decision to supply that class for future joint line requirements. Subsequently, towards the end of 1924, a Fowler 4-4-0 compound (No. 1065) made trial runs, whilst shortly afterwards, during 1925, a Deeley 4-4-0 990 class (No. 995) was also tested. From the fact that the tests did not lead to the introduction of either class—on the contrary the next passenger engines supplied being the improved 483 class—it is evident they did not possess advantages, possibly their much heavier axle-loads were not then desirable. In 1926 one of the L.M.S. Hughes-Fowler 2-6-0 locomotives (No. 13064) was sent to the joint line for trial, but with a similar negative result. In the same year, 1926, a Sentinel Rail-car was lent by the L.M.S. for trial on branch-line working on the Burnham Branch, etc., but did not remain very long, "push and pull " trains being adopted instead. Some years later, in 1935, one of the ex-L. T. and S. Rly. 4-4-2 tank engines (No. 2103) was stationed at Templecombe to work stopping passenger trains between there and Bath and on the Burnham Branch. Being of much greater power than the 0-4-4 tanks, ,it had some advantage, but the experiment was not persisted in. L.I. Sanders. Carriage and wagon design, and construction. III. The bogie. 10-12, 4 illustrations. In Europe the built-up frame was common. In America the cast steel articulated frame was favoured. Specific bogie designs mentioned: Virginian designed to ensure equal weight distribution; the eight-wheeled motor bogie assemblies employed on the Union Pacific Railroad stramlined trains City of Denver and City of San Francisco; the Atchison, Topeka & Santa Fe pendulum bogie; the Zara bogie employed by the Swiss Locomotive Co.; Sheffield Twinberrow and Timmis designs. Hunting is considered at length. An attempt has been made in this article to re- view the fundamental principles of the bogie, illustrated by some of the types most usually met with. There are a vast number of springing arrangements and other modifications in existence and far greater space would be needed for a comprehensive survey of them. Readers are referred therefore, to T.H. Sanders Springs and Suspension, in which illustrations and descriptions of many other early and contemporary bogie arrangements are to be found. *Patent Specification No. 221798 (1925). James McEwan. The locomotives of the Caledonian Railway. 12-14. Continued from page 294, Vol. 46. The next class were four wheeled saddle and well tanks with dummy crankshaft drive. It is said that the design and details were given to Sinclair by a French friend. The cylinders were 12 in. in diameter.and the wheels were at 12 ft. centres. The crankshaft axle was at 5 ft. 11 in. centre from the leading axle. The boiler barrel was 9 ft. 4in. long by 2 ft. 9 in. dia. maximum inside. The firebox casing was 3 ft. 9 in. long. Boiler pressure 110 lb. Water was carried in a saddle tank of semi-circular shape which stopped at the boiler centre-line. A further three tanks were fixed between the frames, all of which were joined by piping, and were filled through the top tank which was connected to the centre well tank. The frames were 22 ft. 3 in. long, 2 ft. 3 in. deep, and were parallel for the full length. The class was built for shunting yards, and oolliery sidings where short haulage was required. That it was not efficient may be assumed from the fact that within two years of being constructed the engines were being altered. They were numbered 136 to 143 and came from the company's works at Greenock in 1853. Nos. 136 and 142 were altered but owing to conflicting records it is not possible to say with certainty how they were treated although it is likely they were altered to the four wheeled tender type similar to No. 140 which was the first to be altered. It would seem that the well tank at the front end and that between the front coupled axle and the dummy crankshaft were not taken out although the saddle tank was removed from No. 140. The appearance of the engine after the removal from the saddle tank was ungainly owing to the high smokebox which was made originally to the same contour as the saddle tank. As Nos. 140 and 141 ultimately became four wheeled saddle and well tanks there is the possibility of Nos. 136 and 142 being similarly treated. In all four locomotives, when the alterations were made, the coupled wheelbase became 6 ft. 5 in. In the illustration of No. 140 as first altered the ungainly high smokebox is clearly shown. The other four locomotives, [os. 137, 138, 139 and 143 were altered to 0-4-2 saddle and well tanks by the transposal of the rear driver to the dummy crank-shaft and the altering of the crank pin. New horns and guides were fitted at the trailing end and a pair of 3 ft. 6 in. wheels fitted. A small hand brake was fitted actuated by a vertical hand- wheel and bevel gearing. On the firemen's side of the footplate a small pet cock was fitted to the bottom of the saddle tank so as to try the water level. The class was withdrawn as follows:- No. 136 in 1869, No. 138 in 1870, Nos. 142 and 143 in 1871, No. 137 (renumbered 182 in 1870) in 1872, Nos. 139 and 140 (renumbered 562 and 563 in 1870 and 590 and 591 in 1871) in 1871 and 1872 respectively No. 141 (renumbered 592 in 1871) in 1872, after a period as the "Shop engine," at St. Rollox Works. In 1853 it became evident that a more powerful main line passenger type was needed for the fast trains. The loads were getting hopelessly beyond the capabilities of the original. passenger series and double heading of all main line trams was the rule rather than the exception. Sinclair seriously considered the introduction of a four coupled engine with 6 feet wheels and a preliminary design was made. Somehow he was compelled to abandon the project and instead he brought out another class of single driver. The C. Ry. were at this period in a very precarious financial state and perhaps the directors felt that the coupled design, which was then more or less unknown, might be a costly proposition for the company. The first engine of the design appeared m 1854. The general design followed previous practice. The cylinders were outside, between the frames, and were 15¼ in. stroke. The dnvmg wheels were 7 ft. 2 in. diameter. and the carrying wheels 3 ft. 6 in. diameter. The boiler was of the raised firebox casmg design with the dome and Salter safety valves mounted over the firebox. The heating, surface was—tubes 838 ft2., firebox 53 ft2., total 891 ft2. Grate area 12.12 ft2. Boiler pressure 110 psi. Weight about 30 tons. The tender ran on four wheels 4 ft. diameter and had a capacity of 900 gallons of water and 3½ tons of coal. The valve gear was of the Gooch box link type. The class was rebuilt at varying dates with boilers identical with the original. At the time of rebuilding the cy linders were bored to 16 in. diameter. The whole class came from the Greenock works. No. Built. Rebuilt. Withdrawn. No 67 was given a new boiler in 1872 after a "pitch in" at Kirtlebridge. .No. 67 was the innocent by-stander on this occasion. The Connor "eight footer" No. 82 ran into a goods tram which was being shunted and pushed the g:oods engine into the boiler of No. 67. The incident will be referred to later. _ No. 76 exploded at Rockliffe Station on 18 Apnl 1856, killing the driver and fireman. Driver was Musgrave and fireman Cessford, both of Carlisle depot. The cause of the incident has never been properly explained but the general assumption at the time was that the valve seating had insufficient clearance with the result that the safety valve stuck. In 1854 the locomotive stock was increased by the purchase of eight locomotives from George England & Co. From the details available the present eminent authority on locomotive history, A.C.W. Lowe, believes that these formed part of an order for Russia which was thrown back on the builders owing to financial troubles which unfortunately caused the collapse of G. England's business. The locomotives were dated 1852 and 1853 but were not purchased by the C. Ry. until 1854, which tends to confirm the origin of the type. These locomotives were purchased for mineral traffic, and at this point it might not be out of place to remark tha't a number of the colliery companies in Scotland purchased several engines of this type from G. England & Co. The tenders for the railway company's lot" were made at the Greenock works. All the axles were placed in frorrt of the firebox. The type was 2-4-0, driven on the rear axle. The coupled wheels were 5 ft. 0¾ in. diameter and the leading wheels 3 ft. 05/8 in. diameter . The wheelbase was 11 ft. 5½ in. of which the coupled wheelbase represented 5 ft. 6 in .. The cylinders were outside and were 15 in. diameter by 22 in. stroke. The total heating surface appears to have been about 850 ft2, of which the firebox oontributed 69.4 ft2. The grate area was 14 ft2 and boiler pressure 108 lb. The weight empty was 29½ tons, and in road trim 30¾ tons. The locomotives were numbered 144 to 151, the last two being made new in 1853 and the earlier ones in 1852. No. 144 was renumbered 182 in 1872 and withdrawn in 1874. Nos. 145, 146, 147 and, 149 were withdrawn in 1872 without any renumbering, while No. 148 renumbered 183 in 1872 was withdrawn in 1873. Nos. 150 and 151 were renumbered 184 and 185 in 1872 and almost simultaneously were taken from stock. Note.-The illustration of the 2-2-2 (65-76 class) express engines was unfortunately destroyed in the recent fire at our Amen Corner premises. but we hope to' include one later.-Ed. Fig. 13. plan showing position of tanks, Nos. 136-143. Fig. 14. No. 140 class: 136 as first altered four wheeled tender class. Fig 15 Class 136.Nos. 137, 138, 139 and 143 rebuilt as 0-4-2 saddle ta:nks. Fig. 16. G. England 2-4-0 Nos. 144 to 151 E.A. Phillipson. The steam locomotive in traffic. 14-16. 2 diagrams (facsimile forms) Continued from page 315, Vol. 46. It is suggested that if an engine tool box carried on the engine, possibly within a larger tool box, be made sufficiently light and portable, this may be handed in to the stores with all the spanners, In punches, water gauge glass and chisel contai ed therein, as previously recommended, 111 xed places. With this system also, the oilissue ea be effected direct into the bottles at the time they re handed out to the enginemen preparing the engin . The practice of painting the engine number and the name of the shed to which it is allocated on head lamps, cannot be unreservedly recommended. Confusion frequently arises when one of the lamps has to be withdrawn from use temporarily for repairs, and there is of course no object in follow- ing this practice when head lamps are pooled. In some cases however it has been found desirable to exclude the lamps' of express passenger engines from an otherwise general pooling, the object of the latter being to minimise the total stock of head lamps carried. Each shed should be held responsible for the tools of other depot engines during the time they are stabled there and the balancing of engine tool stocks is simplified by the use of a form similar to that indicated by Fig. 80. The issue of sponge cloths varies on individual railways. In some instances every footplate man is issued with a new cloth dally, provided he returns a used cloth in exchange. In others, the footplate staff are issued on alternate days with new and "first washed" cloths, the exchange stipulation being in force as before; the issues to cleaners shed conciliation and sometimes workshop grades comprise cloths which have been washed twice or more. On some railways, cleaners and/or workshop grades are issued with waste in place of sponge cloths. The function of the stores is to see that the number of new cloths issued is as nearly balanced as possible by the number of cloths returned to the laundrv; the adverse balance has to be writtent off as depreciation. In order to avoid any disputes which may otherwise arise over the numerical value of fragments of cloth, which alone survive after a succession of washes, it is desirable that these be withdrawn from further use at the sheds, and not returned to the laundry for cleaning; allowance for them is then included with the depreciation. Distribution and Consumption of Fuels and Lubricants. The method of fuel distribution adopted is governed by such factors as whether the fuel concerned is indigenous, the maximum haulage distance from colliery, oil field or port to the depot, O.J. Morris. Standardizing Southern Railway locomotives, Central Section. 16-19. 3 illustrations, diagram New design of welded wagons, the Butterley Co. Ltd. 20. 3 illustrations Obituary. 20 Viscount Wakefield founder of C.C. Wakefield & Co. Engine depots and the Black Out. 20-1. Pneumatic tie tamping equipment. 21-3. 3 illustrations Broomwade compressor Number 582 (15 February 1941) Rolling stock in India. 25 Use of colour to distinguish classes: white for first, but others lesss standardized.. 4-4-4 (A class) tank locomotives, Bombay, Baroda & Central India Railway. (metre gauge). 26. illustration Built at the Ajmer Works. O.S. Nock. British locomotive working, 1934-9. Second line express passenger locomotives. 27-31. illustration, 6 diagrams The diagrams are gradient profiles, with train speed correlated against. Locomotives considered: NBR Atlantic No. 9509 Duke of Rothesay on Dundee to Aberdeen route (high acceleration and speed) and C1 Atlantic on Queen of Scots with particular reference to Newark to Peterborough stretch where speed in excess of 90 mile/h attained.short cut-off was being employed. In Ireland some very fast uphill running was achieved by the Great Northern Railway three cylinder compounds between Portadown and Dundalk: No. 84 Falcon was the locomotive. On another run the same locomotive achieved 86½ mile/h on a downhill stretch. The Northern Counties Committee 4-4-0 Carrickfergus Castle was also capable of achieving 70 mile/h on the Larne boat express from Belfast and the 2-6-0 No. 90 Duke of Abercorn worked up the 11-mile bank from Antrim to Kingsbog Junction at an average of 54 mile/h., from an initial speed of 69 mile/h. The gradients vary a good deal, averaging 1 in 330 for the first half, and steepening to 1 in 180 for the last 5 miles; yet this fine climbing was achieved on a cult-off nowhere later than 30 per cent., and only very gradually increased to this figure from the 15 per cent. on which the engine was working when the ascent was begun..)Illustration: NCC 2-6-0 No. 96 Silver Jubilee. Great Indian Peninsula Railway. 31 Five WM type locomotives had arrived in India for the G.I.P.R. One of these engines was shown at an exhibition of locomotives in Bombay. L.M.S.R. 31 Major F.A. Pope had been appointed to succeed Major Ma1colm S. Speir as Manager of the Northern Counties Committee, Belfast. F.C. Hambleton Alexander Allan. 31-6. 6 illustrations (5 drawings, plan) Alexander Allan. is perhaps best remembered as the inventor of the straigiht Iink valve gear. Amongst the various locomotives fitted with this excellent gear the L.N.W.R. Precedents and the Fowler side-tanks for the Metropolitan Railway come quickly to rmnd, and its adoption no doubt largely contributed to the remarkable suocess of these two celebrated classes. But the fame of this eminent engineer rests principally on a system of plate framing which he introduced in his early life, and which may be consrderered as the foundation of most of the Iater designs of locomotive framing. The engines built on these Iines became widely known as the Crewe Type,and will be described in due course. Meanwhile a few particulars of the designer's life will be of interest. Alexander Allan was born at Montrose Scotland, in 1809. He served his apprenticeship at Lochside, near Montrose, under Gibb, the local rnillwright , and then joined the famous firm of Robert Stephenson at Forth Street works Newcastle-on-Tyne, in 1832. Three years had elapsed since the Rainhill trials of the Rocket but already the Stephensons had evolved a new type of locomotive WIth the cylinders placed at the front end. Planet, a 2-2-0 built on this plan was thus the forerunner of the engine of to-day, and dunng the two years that Allan worked at Newcastle he witnessed the extension of this basic idea, inasmuch as Patentee, a 2-2-2, was constructed, as well as a four coupled version of the Planet class. WIth these experiences fresh in his mind he moved m 1843 to Liver:pool, where at the Vauxhall Foundry he was engaged by George Forrester in the important job of erecting the locomotive Swiftsure for the Liverpool & Manchester Railway. [An illustration and description of the type is given on page 52 of Ahrons British Steam Locomotive, 1825- 1925 (Locomotive Publishing Co., Ltd.}. thus in these four engines the germ of the two well-known Crewe Types, which a httle later on were to flourish over most of the railway systems of the British Isles]. This engine was the first to have outside horizontal cylinders placed at the leading end, and secured to double frames. It also had outside bearings to the leading wheels, and was the first locomotive to boast of four eccentrics. Allan then went to Ireland in the same year with three similar engines for the Dublin & Kingstown Railway, and as he had the charge of them during a year's maintenance contract he must have become well acquainted with their capabilities. Returning to Liverpool he contmued to take charge of the locomotive work at Forrester's until he gained, in February, 1840, the position of works manager and assistant supenntendent .of the Grand Junction Railway at Edge Hill, Liverpool, under W.B. Buddicorn. He found here 61 engines of various makers, all.of the 2-2-2 Planet class, with, of course, inside cylinders and crank axles. Now crank axles in those days were formidable items, and an alarming number were broken when the engmes negotiated the sharp curves near Newton-le-Willows where the Grand Junction Railway had junctions with the Liverpool & Manchester Railway. Allan mindful of his expenence with Swzftsure came to the rescue of this serious situation by submitting drawings of his own, based on the Forrester engine, to Mr. Buddicom and Mr. Locke, who was engineer in chief to the Grand Junction Railway. These drawings met with muoh approval, and permission was given for the expenditure necessary to make the experiment on three engines having moderate size boilers but requiring new frames and crank axles. These three engines, built by Tayleur & Co., in 1889, Aeolus, Sunbeam, and Tartarus, were accordingly reconstructed to Allan's design. Aeolus was at work .at the close of 1840, valued at £1,300, and in 1841 had run 2,600 miles. At this time also Hecla was converted to a 2-4-0 goods engine with outside cylinders. There was thus in these four eengines the germ of the Crewe types which a little later on were to flourish on most of of the railway systems of ths British Isles. Locke now left the Grand Junction Railway to construct the Paris & Rouen Railway, and Buddicom also resigned to form the firm of Allcard, Buddicom & Co., of Warrington, who contracted with Joseph Locke for the supply of locomotives of the Allan design to the new French railway. Meanwhile Francis Trevithick, a son of the famous Richard Trevithick, took the place of Buddicom, and for some time he was busy planning the new works to be erected at Crewe. These were opened in December, 1843, with the customary celebrations, which included a magnificent feast for the employees, fireworks, and a ball, the whole concluding with the skirl of the Highland bagpipes! After these stirring events had taken place the machinery was installed, and Crewe started on its career as "The grand manufactory of the whole of the Grand Junction Railway," as a contemporary writer put it. Before, however, any locomotives were built there for the Grand Junction Railway, the Directors of the Western Railway of France visited Crewe, at Locke's invitation, to inspectthe drawings of Allan of the 6 ft. and 5 ft. engmes of the Grand Junction Railway. The upshot was that permission was granted to supply the same to the 'Western Railw:ay and the engmes were built at Chartreux near Rouen in 1844, Allan receiving payment for his designs. The first Crewe built engine for the Grand Junction Railway appeared on 20 February 1845. This was the celebrated No. 49 Columbine, constructed from Allan's drawings. Happily this engine is preserved at York Museum, and presents as it were, a miniature history of Crewe practice, since most of her is the original Allan, whilst some details are Ramsbottom, and the cab, chimney, painting, etc., are Webb's. . . . Her little four-wheeled tender also is historically of great interest as it was the forerunner of a type almost as widespread as that of the engme itself. Mechanically the special features of Columbine were the double frames which extended the whole length of the engine. Between each pair of frames the cylinders were attached, and the frames were further stiffened by the cross stays at the leading and trailing ends, and by the three motion plates and the stretcher plate in front of the firebox. The boiler rested on its smokebox and firebox and was thus free of strains trans- mitted by the frames. The driving-wheels had plain solid axles, 6 in. in diam., to which they were attached by four keys. They had inside bearings, whereas the carrying wheels had outside bearings only. The journals of these worked in axleboxes of special design, in which Allan had provided pads of sponge bearing up against the lower side of the journals, thus causing a marked economy in oil consumption. Indeed, they were the precursors of the usual modern type of box. The Stephenson valve gear had links with lugs cast on them to take the ends of the eccentric rods, a form sometimes called "Launch links." The motion was balanced by a coiled spring, and the feed pumps were driven off the eccentric straps. Another interesting feature was the 5 in. cylindrical regulator valve which was withdrawn from its seating by a rotating movement imparted by skew guides embracing the regulator handle. There was no weather board originally, and the engine must have presented a beautiful and graceful appearance, enhanced by the polished copper dome, the copper-capped chimney, and the bright brass name plate with its black lettering of a form familiar to all those who have known Crewe engines since the early days. Early in 1846 the first 2-4-0 type 5 ft. goods engine was built at Crewe, No. 78 Lonsdale, and Columbine and Lonsdale were the first examples of the two Crewe types which numbered on L.N.W.R. alone over 400 engines in all, to say nothing of the many examples to be seen in Scotland, France, and elsewhere. On 16 July 1846, the amalgamation of the western companies was given the official title of London & North Western Railway, and the following year, 1847, is likewise noteworthy in the annals of railway history, for it was then that a meeting of the Locomotive Committee, which included Mr. Hardman Earle, and Mr. Henry Booth, was held in Liverpool. By this time Crewe had built upwards of 50 engines, had set up a turntable which floated in water from designs of Allan, and had witnessed the trial of the first 7 ft. Crampton built by Tulk and Ley of Whitehaven far the Namur & Liege Railway. The Committee fully discussed the various types of engine with the result that Allan was instructed to build a 7 ft. Crampton (with modification to certain parts) and to make an engine of the " Columbine" type, but also with 7 ft. wheels, while Trevithick was to design an 8 ft. 6 in. locomotive with its boiler placed below the driving axle, the latter idea already having been suggested previously by Crarnpton. These three trial engines were named Courier, Velocipede, and Cornwall, respectively, and were all finished by November. Judging by the later history of these engines it would appear that the Committee was well satisfied with the existing" Crewe Types," for during the remainder of Allan's time at Crewe, and indeed until Ramsbottom took charge in 1857 no other class of locomotive was built, other than slight enlarge ments of Allan's designs. The Crarnpton type was never adopted on the Northern Division of the L.N.W.R., Cornwall did no work until rebuilt by Ramsbottom in 1858, and Velocipede remained the only 7 ft. Allan engine for the next five years. There were two other events which make 1847 a memorable year. Allan made drawings of his 6 ft. passenger engines for the Caledonian and Scottish Central Railway, twenty of these being built by Tayleur & Co. These were the first of many Scottish locomotives of Allan's design, and so successful were they that he began to find himself consulting engineer to the majority of the Scottish lines. Tihe other event of this year was the founding of the Institution of Mechanical Engineers. The President, George Stephenson, took the greatest interest in the new Institution, and among the foundation members were such worthies as Ramsbottom, Beyer, Peacock, Sinclair, and Allan himself who served on their Council from 1857 to. 1865, and who read a number of papers at their meetings. At the end of 1848, Crewe had built 129 Allan engines, Buddicom, now in charge at Rouen had bui1t several more with 5 ft. 7 in. wheels, and J.V. Gooch introduced the same design in the Snake class on the L.S.W.R. The Crewe type was becoming widespread. The little dock tower of the works, part of the original 1845 buildings still standing to-day, must have looked down on an interesting event when, an the 11 August 1851, Francis W. Webb, then a youth of sixteen, was articled to Francis Trevithick. In his first two years of pupilage he came into close contact with the locomotive activities of Allan, which during this period included the building of 66 more engines, of which No. 132 Pelican, was the first L.N.W. side-tank 2-4-0, and No. 310 Isis, the first of the famous large "Crewe goods" engines, of which ultimately 106 were built. Incidentally, Webb's pupilage lasted until his master, Trevithick, resigned from Crewe in 1857, when Webb was placed in the drawing office under Ramsbottom. It is hardly surprising, therefore, that a strong Crewe tradition in matters of design should have existed throughout the whole history of the L.N.W.R. locomotives. But now Allan was to find employment in the land of his birth. In September, 1853, he resigned his position at Crewe as "Foreman of the Locomotives," to become superintendent of the Scottish Central Railway. Before he left the scene of so many of his labours he had set up a coking apparatus, consisting of little four-wheeled wagons ("lorries" he termed them) whioh tipped up at the end of a hinged shelf overhanging the engine-tender. In the north his duties ranged between Perth, Greenhill, and later Dundee. The new S.C.R. superintendent was now 44, and in his prime, and the change in his position seems to ihave stimulated him to further efforts. This is to be seen in the number of inventions which he patented in the next few years. The most important of these was the straight link valve gear. An excellent description of this gear is to be found in The Locomotive of to-day (Loco. Publishing Co.): When Allan read a paper before the Institution of Mechnical Engineers on the 30 April, 1856, at their rooms at Newhall Street, Birmingham, he shewed two specimens of his gear, a full size, and a half size model. The latter he presented to the Institution. The gift was gladly received by the Vice-President, Benjamine Fothergill, who was in the chair, and who remarked that he hoped that other lecturers would follow suit, so that in time the Institution would possess many valuable models. A beautiful half size model in polished steel was also presented to South Kensington Museum in 1863. Allan claimed for his gear that it gave practically equal steam distribution at both ends of the cylinder, that the straight link was an easy job to machine, that the overhead room required was very little, thus allowing of a low pitched boiler, and that it was its perfect balancing which made it easy to reverse. James Fenton, of Lowmoor Ironworks, Bradford, confirmed the last point by stating that evening that the weighbar- shaft arm could be held by hand whilst' steam was on! Allan first tried the gear on two 0-4-2 type S.C.R. engines, but its most famous example of employment was perhaps that on the 6 ft. 6 in. Precedent class of the L.N.W.R., and the Fowler side-tanks of the Metropolitan Railway. Other examples that come to mind are:-the Highland Railway 4-6-0 Jones's .goods, Beattie's Clyde" class for the L.S.W.R., Beyer, Peacock's 2-2-2 for the S.E.R. of Portugal, the North London crane engine, No. 29a, and the Aspinall 0-6-0 tanks, and 18 in. gauge Horwich works engines—probably its smallest version. In the same year, 1856, Allan patented a form of cylindrical firebox of wrought iron with bars laid crosswise. When Allan described this to the Institution of Mechanical Engineers, he was immediately followed by Neilson, who read a paper on his proposals for a firebox having a concave roof. This idea sounds a little alarming! But other inventions were to follow, for in 1859 we find Allan reading two papers to the Institution, one describing a steam "break," in which wooden brake-blocks were applied to the wheels by a small steam-cylinder, whilst counter-pressure was put on the pistons of the engine by closing the blastpipe by a suitable valve. As fitted to the S.C.R. engines it proved a very powerful device. The second paper described a most ingenious steam pressure gauge which was entirely without internal mechanism. It consisted of a conical glass vessel, closed at the top, and graduated into lb. per sq. in. Water was forced into this by the pressure of the steam in the boiler, and its level was proportional to the amount of the compression of the air imprisoned above the surface of the water. This gauge was so sensitive that when attached to the boiler of a stationary engine each stroke of the piston was recorded by a small fall in the pressure shewn by the gauge. Again in 1860 Allan invented a gas meter, and followed this with a carriage lamp, and in 1862 he laid before the Institution a specimen of a coiled elliptical copper tube which he used as a flexible feed water connection between the engine and tender. David Joy, who was present at the meeting, was particularly pleased with this idea, and it is strange that after the success obtained with it on the S.C.R., it was not more widely adopted. During this period Allan had tried steel fireboxes, but although satisfactory they proved difficult to make. And now came the last big change in the life of this eminent engineer, for in 1865 the Scottish Central Railway amalgamated with the Caledonian Company and Allan finally left Scotland to become manager of Worcester Engine Works. There he remained for the next seven years, but unfortunately he met with an accident on the railway near Birmingham, in which he seriously hurt his back. He then retired in 1872 to Scarborough spending his leisure time in making researoh into locomotive history. He was destined to see many more years of life, for he did not die until 2 June 1891, at the advanced age of 82. To the last he retained his interest in railway matters, and it must have been a source of gratification to him in his old age to know that F.W. Webb, the celebrated Chief of the L.N.W.R. to whom, as a lad, he must have given many a useful tip, was producing magnificent locomotives from the old works, which were still being fitted with his straight link valve gear. Indeed, it has fallen to the lot of few engineers to be able to witness, as Allan had been able, the wonderful evolution of the locomotive from the far off days of the Rocket to the noble specimens which graced the British railways during the last decade of the 20th Century??, an evolution in which he himself had taken such a prominent and honoured part. Illustrations: plan of Allan type plate frame for 2-4-0 freight engine; Crampton single Courier 1857 Crewe No. 76; passenger engine Velocipede as rebuilt in 1869; 8 ft. 6 in. single Cornwall, 1847, Crewe No. 75; Scottish Central Railway No, 32. Vulcan Foundry, 1847; 5 ft. Crewe goods Hardwicke. Wagons for overseas service. 36 When WW2 broke out, the French Government, in conjunction with the Directorate of Transportation Equipment of the Ministry of Supply, placed an order with the wagon builders of this country for 10,000 zo-ton French type covered goods wagons which were to cost nearly £7,000,000. Production began in the early part of 1940, and a sample wagon was delivered in May and sent on to France. Just as deliveries were beginning France capitulated, and in June the order was cancelled. Of the 10,000 ordered only 631 were completed. This left a tremendous amount of unused material in the hands of the builders which could not be wasted. It so happened that the Ministry of Transport had ordered 3,500 Hopper Wagons for the transport of iron-ore of which considerably larger tonnages than usual are now being mined in this country. These were redesigned to incorporate some of the left-over components. In addition a special 20-ton high sided open goods wagon was developed for use in the Middle East. Of the 63I completed wagons of the first order 400 are being dismantled for shipment to the Turkish Government, 200 are being sent to Egypt, 20 are being converted into refrigerator wagons for use in Egypt, 10 more may be converted in the same way, and the original one was lost in France. The Turkish Government has ordered a further 250 wagons of the French type. James McEwan. The locomotives of the Caledonian Railway. 37-8. 3 diagrams (side elevations) Continued from page 14. The next two classes were the last completely designed for the line by Sindair. Although Caledonian in external appearance of the boiler they had a lot af features which distinctly show the practice of Alex. Allan. The entire design of both classes and more particularly that of Nos. 152 to 170, approximates very closely to' that of the Isis class of the L.N.W.R. the first of which was turned out of Crewe in 1853. It is very likely that Sinclair got the details from Allan and considered it a good design altering it only so far as the boiler style and footplate sheeting as used by the C.R. required. The second lot was probably his own improvement an the design. Both classes were the last of the type to have the straight running plate, and when rebuilt the single transverse plate spring was replaced by independent springs under each axle-box. The cylinders were 16 in. diam. in the case of Nos. 152 to 164, and 17 in. diam. in Nos. 165 to 170. The stroke of 20 in. was common to all. The boiler barrel was 9 ft. 43/8 in. long and 3 ft. 6 in. diam. at the front ring inside. There were 158 tubes 9 ft. 7 in. long having a heating surface of 696.4 ft2. The pressure was 120 psi, a further increase. The wheelbase was 6 ft. 1 in. plus 7 ft. 5 in., total 13 ft. 6 in. The coupled wheels were 5 ft. 2 in. diam. and the leading wheels 3 ft. 2 in. diam. The tender ran an four wheels and carried 900 gallons of water and 2½ tons of coal. The weight of the engine was 22½ tons, made up as fallows:- leading axle 6 tons 12 cwt., driving axle 9 tons 14 cwt, and rear coupled axle 6 tans 4 cwts. All were rebuilt later with flush topped boilers similar to those fitted to class No. 171 to be mentioned next. As rebuilt the Salter safety valve was replaced in some cases with a Ramsbottom safety valve. This class when new was often referred to as the "Yellowbellies" an account of the yellow tinge in the colour of their paint. All came from the Greenock works. No. Date Rebuilt Renumbered Withdrawn 152 9/1854 1864 154 10/1854 1866 155 10/1854 1875r 167 in 1880; 680 in 1881 156 11/1854 1869 181 in 1880 158 11/1854 1875r 255 in 1880 162 1/1855 1867 351 in 1880 163 2/1855 1869 360 in 1880; 360A in 1884 168 3/1855 1865P 682 in 1881 r=-rebuilt and Ramsbottom safety valves fitted. P=r:ebuilt at Perth Works. In 1855 the second series of these mineral engines were built all of which had a flush topped bailer and firebox. In the first three the cylinders were made 15 in. diam. by 22 in. stroke to test them against the eight engines purchased from G. England which were giving satisfactory service. After running for almost a year .it was found that for the boiler design used the shorter stroke was most uneconomical and in consequence the cylinders were replaced with others 16 in. by 20 in. All the others were fitted with 16 in. diam. cylinders when built. The first three came from the Greenock Works and were the last locomotives to be built there. No. 174 was the first locomotive tobe built at the new St. Rol1ox works. It is said that parts of this engine and also of No. 175 were begun at Greenock and taken to Glasgow with the idea of having something to show to the directors at the ceremony at the opening of the works. The wheels and design were similar to the previous class but the wheelbase was increased to 14 ft. 4 in., divided 6 ft. 1 in. plus 8 ft. 3 in. The boiler had a total heating surface of about 840 ft2. The pressure was 120 psi The engine weighed, in road trim, 23¼ tons. These locomotives were rebuilt at varying dates with boilers having approximately the same dimensions and most had Rarnsbottom safety valves fitted over the firebox. The original boiler had two Salter valves an the dome which was placed in the centre of the boiler barrel. When Nos. 176, 178, 179 and 181 were rebuilt cylinders 17 in. diam. by 20 in. stroke were fitted. Some others might have been similarly altered but this is not recorded. As rebuilt the weight per axle was:-leading 8 tons 16¼ cwt., driving 9 tons 11½ cwt., trailing 9 tons 3¼ cwt., total 27 tans 11 cwt. The tenders were the first on the system to have six wheels. They had a wheelbase of 10 ft. equally divided and the water capacity was 1,700 gallons. These engines were sometimes referred to as the Sowbacks owing to the fact that they had flush topped boilers when built. Nos. 171 to 173 came from the Greenock works in 1855 and Nos. 174 to 181 from the St. Rollox works. Nos. 174 and 175 were built in 1856, 176 to 178 in 1857 and 179 to 181 in 1858. The class was rebuilt, in numerical rotation, in the undernoted years, 1871, 1867, 1867, 1866, 1873, 1867, 1875, 1868, 1868, 1866, and 1868. Nos. 173 and 175 had the suffix "A" added in 1884. In 1882, No. 179 became 724, and No. 180 became No. 698. The dates of withdrawal of the entire class were:—1880—181; 1881—172, 176; 1882— 174; 1884—171, 179 as 724; 1885—173(A), 175(A), 177, 178; 1889—180 as 698. In the period 1851 to 1857 the C.R. acquired several miscellaneous locomotives from colliery companies, Under the act of incorporation and subsequent acts, the C.R. were bound to provide locomotive haulage from collieries and ironworks in their area to the general marshalling yards an the main line. The Caledonian Railway Co., however, found that they were unable to provide this power owing to the low state of their resources and arranged with the various parties concerned that they should undertake the haulage themselves and at the same time granted the traders running powers over their system in the vicinity of their respective works, etc. Some af the traders got large locomotives, while others were content with smaller ones and they were generally speaking a truly miscellaneous assortment. Illustrations: Obituary: death of Prof. Lionel Wiener. 38 Aged 61. He contributed a number of articles to our columns. also to contemporary journals. An English edition of his serial article in the "Bulletin" of the International Railway Congress Association on Passenger Tickets was recently published by The Railway Gazette. Death of Henry George Drury, M.V.O. 38 Aged 102. He was for many years associated with the Great Eastern Railway. F.C. Hambleton. L.N.W.R. compounds: the "Black Prince" Class. 38-9 The large increase in the L.N.W.R. traffic caused F.W. Webb to abandon, in 1896, his system of compound locomotives with uncoupled driving wheels. Accordingly an August 2, 1897, Black Prince, the first four-coupled compound ran her first trip. Not only was she the first to have 7 ft. 1 in. four-coupled wheels, but she had also two low pressure cylinders 19½ in. by 24 in. in lieu of the familiar 30 in. by 24 in. single cylinder of earlier classes. The two H.P. cylinders, 15 in. by 24 in. were placed outside. To carry the increased weight at the leading end four 3 ft. 9 in. carrying wheels were employed, arranged as a double radial truck. This had no centre pin, but was provided with Webb's radial box and central controlling spring, which allowed one inch side play. Since 1890 the percentage of cut-off of the L.P. cylinder had not been capable of variation, in accordance with the belief that drivers availed themselves but little of this facility, and thus the loose eccentric had been introduced on the Teutonic class. But another scheme was devised for Black Prince. This consisted of utilising the Joy valve gear of the L.P. cylinders to work the H.P. piston valves by means of levers connected to the tail rods of the valves, the levers being situated in front of the smokebox. This arrangement did away with two sets of valve gear, but, however, had the effect of giving all four cylinders a simultaneous alteration of cut-off percentage when notching up. The driving wheels had large circular hubs, which contained on their inner faces balance weights. The L.P. motion was balanced by extensions of the crank webs, the cranks themselves being of the built-up type. In accordance with Webb's theories of large bearing surfaces, the journals were of ample dimensions, being 7 in. diam. by 9 in. for the driving wheels, 7 in. diam. by 13 in. for the trailing, 6¼ in. by 10 in. for the leading wheels, and a central stay supported a bearing 7 in. by 5½ in. placed between the cranks. The boiler and firebox were similar to those of the Teutonic class, (See Locomotive Mag., 1938, 44, 89) but had a large smokebox, 3 ft. 6¾ in. in length, which was at first divided into upper and lower chambers, This, however, was soon altered to the normal type. After her tests Black Prince was stationed at Crewe, and began a long series of trials in competition with a similar engine named Iron Duke, a simple with four cylinders 15 in. by 24 in. These two locomotives alternately worked the 5.2 p.m. up diner, 152½ miles non-stop to Willesden, returning an the 11.50 p.m. down Scotsman non-stop from Euston, 158 miles in 165 mins. During this test Black Prince covered upwards of 24,000 miles, burning 35 lb. of coal per mile against 42 lb. of Iron Duke. Satisfied with such good performances a new compound named Iron Duke was placed in service in March, 1899. She had cylmders. 15 in. and 20½ in .. by 24 in. stroke, and the boiler pressu.re was increased from 175 to 200 lb. Meanwhile the original No. 1501 Iron Duke was converted from a simple to a compound in May, 1898, havmg previously been renamed Jubilee, and started work in June, 1898. . Ultimately the class totalled 40. engmes, of which No. 1926 La France was exhibited in 1900 at the Paris Exhibition. As she was the 4,000th engine constructed l!t. Crewe works she bore that number whilst on exhibition, and her fine proportions and beautifully finished paint work drew forth many expressions of admiration. Centenary of Stockton & Hartlepool Railway: 39 The first north country railway to become.a centenarian this year is the Stockton & Hartlepool Railway, which was opened for general traffic on 9 February, 1841, having previously been used for mineral trams only since 12 November of the preceding year. Begun in May, 1839, the S. & H.R. was really an extension of a local system known as the Clarence Railway connecting Billingham on that line with Hartlepool. It is worth recalling that the resident engineer was Mr., afterwards Sir John, Fowler who at that time was on the threshold of a great career which ulimately. embraced the designing of the Forth Bndge m conjunction with Sir Benjamin Baker. Although the Stockton & Hartlepool Railway was merely a modest 8 miles in length, it possessed a notable engineering feature in the 700 yards Greatham Viaduct which contained 92 brick arches 30 feet high, resting on timber piles driven into marshy ground to depths varying from 30 to 60 feet. Furthermore the construction of the line led to the completion of the Victoria Dock at Hartlepool, upon which work had been suspended smce 1835. . After an independent existence lasting untIl 1853 the Stockton & Hartlepool amalgamated with the West Hartlepool Harbour & Railway which thirteen years later was absorbed by the North Eastern, a constituent company of the L.N.E.R. The 0-6-2 tank engine. 39-40 The popularity of this type may be traced back over a period of sixty years. Prior to that time six-wheeled engines appear to have been used for what are now termed "short goods" jobs. Some were of the 0-4-2 or 2-4-0 wheel arrangement, and even when 0-6-0. tanks were available the coal and water capacity was too limited to allow of much mileage. In his survey of the British Steam Locomotive from 1825 to 1925, E.L. Ahrons stated that the main purpose of the 0-6-2 design was to. provide additional coal and water space; and, while this is undoubtedly true, .it ,is interesting to note that the first 0-6-2 tank incorporated neither of these two advantages. In fact the weight available for adhesion was reduced, by the addition of a Webb radial axle to a "short-coupled" saddle tank. The engine under notice was originally a long-boiler goods engine built in 1848 by Sharp Brothers makers' No. 501, and was first numbered 215 in the L.N.W.R. Southern Division list. It was renumbered 815 in 1862, transferred to duplicate stock as No. 1236 in 1866 (having .been altered from a tender engine to a saddle tank in 1865), restored to capital list in 1872 as No. 1149, again, duplicated as No. 1821 in 1878 and sold in 1880 to the Alexandra Docks & Railway Co., .becoming their No. 7 Pontypridd. The radial pair of wheels were added by Webb at Crewe in 1878, presumably as an experiment m connection with the designing of his side tank coal class. In this form the engine was illustrated in (See Locomotive Mag., 1927 33, 153. The next Railway to adopt the 0-6-2T was the Lancashire and Yorkshire. In 1879, Barton Wright rebuilt a.0-6-0 goods engine, No. 333, built in 1865 at Miles Plattinz , as a 0-6-2 side tank with Webb radial axle. Eig.hteen such engines were so converted up to 1883. In (See Locomotive Mag., 1917, 23, 213).it is stated that these were the first 0-6-2 tank engmes built in this country, but it would appear that the honour belongs to Crewe, at any rate as regards rebuilds, If, however, we consider new engines,. the L. & Y. are truly entitled to first place, as in 1879 they obtained ten 0-6-2 side tank engmes from Kitson & Co., makers' Nos. 2312-2321, L. & Y. Nos. 141/2/5/6, 229, 233/7/9, 241. Nos. 145/6 survived to become .L.M.S. Nos. 11600/1, the latter having at one time been fitted with a crane, at Horwich, latterly dismantled. Next came Webb's well-known "side tank coal" class built at Crewe between September, 1881 and July, 1892: 300 were built, and more than 100 were still in service. In spite of their 4 ft. 3 m. coupled wheels, they are commonly used in South Wales and elsewhere on local passenger services with marked success. The Taff Vale Co. next adopted the type in lieu of tender engines in 1885, and apart from a few passenger engines (three 4-4-0T and six 4-4-2T) built no other type till taken over by the G.W.R. in 1922. The first one, No. 144, was a mineral engine, but some of the later ones were for mixed traffic and passenger service. Owing to the scrapping of the earlier engines, the Great Western introduced their 5600 Class in 1 924, prior to which time there were no 0-6-2T's on the G.W.R. In conclusion, a Iist of the other Railway Companies using the type, is appended (Irish lines not included). 1885 Rhondda & Swansea Bay; 1885, Wrexham Mold & Connahs Quay; 1886, Cardiff; 1887, Liverpool, Southport & Preston Junction; 1886, North Eastern; 1888, Barry: 1889, Manchester, Sheffield & Lincolnshire; 1890, Rhymney; 1891, London, Brighton & South Coast; 1894, Brecon & Merthyr; 1895, Lancashire, Derbyshire & East Coast; 1897, Port Talbot Rly. & Dock Co.; 1898, Furness; 1899, East & West Yorkshire Union; 1899, North Staffordshire; 1900, Hull & Barnsley; 1903, London, Tilbury & Southend; 1903, [eath & Brecon; 1907, Plymouth, Devonport & S.W. Junction; 1907, Great Northern; 1908, Colne Valley & Halstead; 1909, North British; 1911, Shropshire & Montgomeryshire; 1914, Great Eastern; 1915, Glasgow & South Western Railway; 1924, Great Western. Illustration: A.D. & R. Co. 0·6·2 tank, No. 7 Pontypridd. Intermediate buffer cars Belgian Light Railways Co. 40-1. 2 illustrations, diagram (plan & side & front elevations) Several devices have been resorted to for running narrow gauge cars on standard gauges and vice versa. The Belgian Light Railways Co. 's system bemg almost entirely lald to metre gauge is frequently obliged to haul the Belgian National Railways Co.'s standard gauge cars. It would be too costly to unload and re-load on N.G. wagons when the goods they convey travels but a short distance over the N.G. lines. In places where this occurs the Company usually lays down four sets of rails, the outer ones for standard and the inner for metre gauge rollmg stock. The locomotives are metre gauge and of course nothing unusual occurs when they draw metre gauge wagons. As the locomotives have both metre and standard gauge buffers and draft gear, there is no trouble either when they draw standard gauge cars, but for mixed trains, a special wagon called " intermediate" or," buffer" wagon has ' been provided. Its sole function is to enable wagons of one of the gauges to be coupled up at one end to those of the other gauge at the other. PCD [P.C. Dewhurst]. L.M.S.R. Locomotives. History of the Somerset and Dorset Joint Railway. 42-3. 2 illustrations Phillipson, E.A. The steam locomotive in traffic. VI. Storekeeping, distribution and consumption of fuels and lubricants. 44-7. [China gauge change]. 47 To improve communications from east to west in China the gauge of the railway running from Shihchiachwang to Taiynan has been altered by the Japanese from metre to 4 ft. 8½ in. The conversion of other lines is also in contemplation or in hand. Ministry of Transportation and Public Works of Brazil. 47 Divided an order for 26 locomotives between the Baldwin Locomotive Works and the American Locomotive Company. [USSR annexation of Estonian, Latvian and Lithuanian railways]. 47 The Estonian, Latvian and Lithuanian railways had been incorporated in the U.S.S.R. railways. Statistics of the former administrations show that 740 locomotives, 1,800 passenger vehicles and 14,300 wagons are involved in this change over. Baldwin Locomotive Works. 47 Delivered eleven steam locomotives to the Chilean State Railways. Buenos Aires & Pacific Railway. 47 Received 12 Ganz rail-cars. Eight of these are intended for working passenger traffic the remainder being allocated to express and mail traffic from Villa Mercedes to various branch lines. The passenger cars seated 60 people and were intended for a normal operating speed of 56 m.p.h. Electric mining locomotive. 47 Placed in service in America had 8 wheels running in 4 axleless trucks. Drive was by a single motor to two wheels mounted in tandem in each truck. One of the more obvious advantages claimed for this arrangement is reduced curve friction. Reviews. 47 Railway signalling and communications, installation and maintenance. 1st edition. London: St. Margaret's Technical Press, Ltd. Intended to meet the needs of linemen, installers and inspectors, and should prove useful in helping them with their work. The contents are based on the lectures delivered to students at one of the L.N.E.R. training schools. The text of the lectures has been slightly modified to suit publication in book form also to give them a wider scope. Correspondence. 48 Public miniature railways. G.J. Humbert. Writer was Manager of Trentham Gardens Ltd and had been greatly interested in the correspondence that has followed your article on Locomotives for public mliniature Railways in the October Issue. As Manager of Trentham Gardens, Ltd.: once the seat of the Dukes of Sutherland and now a Public Gardens, where amongst other amusements there is a Mliniature Railway that is the source of a not inconsiderable income, I am doubly interested in the controversy that has arisen as the result of your article. The railway is a mile long and winds through picturesque Oak and Fir Woods and by the side of a Lake; the heaviest gradient is 1 in 32, the gauge being 2 feet. There are three locomotives and twelve open coaches, each with a nominal capacity of 18 adults, expanding to 24 at a "pinch." The three engines are petrol propelled and the largest, acquired some 2½ years ago, is six coupled and dnven by a petrol engine of 10 H.P. Although It looks like a steam tank railway engme, in that It has a dummy boiler with dome, brass safety valves and side tanks and is painted Midland Red, it does not resemble any existing type of railway locomotive. . Our experience refutes the contention, or perhaps better said, fear, of Maskelyne in his letter in.your Issue of November that any purely passenger carrymg Miniature Railway operated by such engine (i.e., .other than replicas of some given prototype steam locomotive) would be foredoomed to financial disaster. On Whit Monday, 1939, with two trains of 6 coaches each, running continuously from about 2 p.m. to about 9.30 p.m. at ten minute intervals, crossing each other at a loop half-way, 5,028 passengers were carried. Although this was an exceptional day, no less than 21,000 people visited the Gardens. The Railway has proved an unqualified success and is patronized by both sexes of all ages rangmg from babies in arms to ladies of over 70. My opinion, as the result of this experience, is that so long as the motive power is in the form of a steam engine neither the lack of resemblance to any existing railway locomotive nor the fact that the motive power is other than steam makes the slightest difIerence to the patronage. In fact, so great was the rush on the day in question that prospective passengers had to be turned away. The percentage of steam engine lovers and youthful experts is so small as not to matter m a business such as ours, that is to say, where there are other amusements to attract the public, I consider that a petrol, or better still diesel, propelled engine is the most suitable for our type of business, for the reason that the cost of operation and maintenance is so very much less than that of a steam propelled locomotive, Public miniature railways. J.N. Maskelyne Re letters on this subject which have appeared in your issues for December and January last: may I be allowed to call attention to the fact that the point of my original letter, published in. your issue for November last, was that, so long as the design is properly worked out to meet requirements, and is followed up by good workmanship, scale models are not subject. to the weaknesses and disadvantages implied in the article published in your October issue. As to whether such locomotives are more attractive and remunerative than what are termed "free-lance" designs, my thirty years' experience strongly supports my contention that the scale-size engine wins every time, no matter whether it is a " prototype" model, or a "free-lance" creation. L.M.S.R. Gretna Junction Accident. 48 On 5 November, the 10.05 express, Euston to Perth, running at about 45 m.p.h., struck the tender and wagons of the 8.55 a.m. freight train, Shawfield to Carlisle, which was crossing the path of the express at the junction. The passenger engine was derailed and thrown on its side and five leading coaches of the passenger train were derailed and badly damaged; the tender and fifteen wagons of the freight train, which had almost come to a stand, were also derailed and the wagons wrecked, blocking all lines and causing extensive damage to the permanent way. .. The express consisted of ten bogie coaches weighing 308 tons, drawn by Engine No. 1141, 4-4-0 compound, weighing 104 tons in working order. The engme was fitted with the steam brake, controlled bv the vacuum, on coupled and tender wheels, and the vacuum brake was in operation on all coaches, all of which except the leading van, were fitted with special shock absorbing bufIers. The freight train consisted of 45 wagons and brake van, estimated weight 600 tons, and it was drawn by Engine No. 14650, a 4-6-0 weighing 121 tons in working order, fitted with the Westinghouse brake on coupled and tender wheels. Driver Stewart of the goods train stated that he had passed Annan and Eastriggs at 30-40 m.p.h. and on approaching Gretna Green Station. he saw the outer and inner distants for Gretna Junction inI the caution position, he stated that he checked the train with the hand brake down to about15 m.p.h. expecting to have to stop at the outer home which was, he said, a common procedure. He maintained that the inner distant was pulled off before he reached it and he then released the hand brake. As he came round the curve he saw the outer home ofI but a little further round the curve saw the inner home against him; he immediately made a full application of the Westinghouse brake and almost managed to stop before reaching the junction. Fireman Goldie confirmed Stewart's evidence in that he saw both outer and inner distants at caution and later saw the inner distant at clear; after that, seeing that Stewart was releasing the hand brake, he commenced firing, assuming that, as the junction was clear, they would probably have a clear run to Carlisle. He went to the signalbox immediately after the collision and after signing in the block register said to Signalman Dickson that his Signals had been clear, to which the latter replied that this was impossible. Guard Brvson also confirmed that the outer and inner distant were originally at caution and that the train was slowing down; he was on the point of applying his brake when he looked again and saw the inner distant off. He did not see the outer or inner home signals. Signalman Dickson maintained strongly that he had not altered the road and that he had never had any intention of allowing the goods to pass before the express. He had accepted the goods train at 17.50 and had "Train Entering Section" for it from Eastnggs at 17.55, but he was entitled to accept this up to his outer home; he maintained that he had not set the road for the goods immediately (this being a 6 mile section); also that before doing so he had accepted the express from Mossband at 18.00 had offered it forward to Quintinshill at 18.05 on receiving the"Train Approaching" signal from Mossband , and had pulled of the signals for the express on receiving "Train Entenng Section" from Mossband at 18.07. In the report to the Minister of Transport Col. A.C. Trench concludes by ofIering an opinion based on thr apparent probabilities. He considers it is more likelv that Signalman Dickson, anxious not to delay the express, may have changed the road in the face of the goods train, not realising that it was too close to be able to stop clear of the junction. L.N.E.R. 48 Buffet cars, exclusively reserved for serviet lizht refreshments to H.M. Forces, were running on the 22.00. Kings Cross-Edinburgh and the 13.05 Edinburgh-Kings Cross trains. Regular restaurant car; were also on these trains. Number 582 (15 March 1941) Transport and the Spring Crisis. 49 Editorial on the demands placed upon the railways, especially to the ports, imposed by the War. New 2-6-2 engine (class V4), London & North Eastern Railway. 50-2. 5 illustrations, 2 diagrams. (including side & front elevations.) Photograph of No. 3401 Bantam Cock and diagram of boiler with Nicholson thermic syphon. J.C.M. Rolland. Early Australian locomotives. 53-4. 3 illustrations Melbourne & Hobson's Bay Railway 2-4-0WT with outside cylinders supplied by Stephenson WN 954-6 and 4-4-0T also supplied by Stephenson and later by Robison Bros. from the Phoenix Foundry at Ballarat. Rogers 2-6-0 tank locomotives. 54. illustration Highly decorated aas shown in 1876 catalog Southern Railway. 54 First Bulleid Pacific Channel Packet; other locomotives to be named after Merchant Navy fleets. W.A. Stanier. 54 Elected Pressident Institution of Mechanical Engineers Charles H. Luke. 54 Elected Director of the Superheater Co. Ltd. O.S. Nock. British locomotive working 1934-9. Express goods trains working. 55-8. 4 diagrams Such trains were limited to 60 mile/h and tended to be heavier than passenger trains. The performance of K3 No. 2450 hauling 600 tons is compared with that of A1 Pacific No. 4476 Royal Lancer hauling a 515 ton passenger train between Peterborough and York. The performance of Class 5 4-6-0 No. 5266 hauling 390 tons between Hellifield and Blea Moor is examined; as is that of S15 4-6-0 hauling 500 tons on the 19.36 Exeter to Nine Elms express freight on the up and down stretch between Templecombe and Tisbury and V2 No. 4771 Green Arrow hauling 610 tons was timed between Sandy and Peterborough. New York Central System. 58 New streamlined air-conditioned trains with rubber cushioned draw gear and tight couplers were being cionstructed for the Empire State Express. James McEwan. The locomotives of the Caledonian Railway. 61-4. Phillipson, E.A. The steam locomotive in traffic. VII. Shed conciliation grades: their work and establishment. 64-6 Shed labourers, ash fillers, lampmen, callers up, sandmen, tube cleaners, messroom attendants, barmen, telephone attendants, toolmen, stores issuers, coalmen, boilwashers. L.N.E.R. electric locomotive, Manchester—Sheffield—Wath electrification. 67-8. illustration, diagram (side & front elevations). No. 6701 in green livery is illustrated. Built at Doncaster Works with Metropolitan Vickers Electrical Co. equipment O.J. M[orris]. Early cab doors, GWR 2-4-0 tank engine "Prince". 71. No. 2137: broadc gauge 2-4-0ST at Brixham in 1891. Built by Ince Forge for South Daven Railway in 1871. L.N.E.R. 71. Heavy snow storms blocked East Coast main line between Darlington and Newcastle. Deputy General Manager, C.M. Jenkin Jones ordereed that all services from the south should terminate at Darlington. Traffic was halted for two days. Electric trains in the Newcastle area were replaced by steam trains. Akron seat-in-sleeve valve. 71. diagram. Made from stainless steel Standardizing S.R. locomotives (Central Section). William E. Briggs. Re O.J. Morris on the Brighton Railway radial tank engines, and particularly in the writer's remarks that West Brighton No. 158, may have been an indication that its famous designer, Wm. Stroudley, was becoming "flexible wheelbase minded" at last! Although, as Morris points out, West Brighton seemed to cut across Stroudley's own tenets, it must ever be remembered that this celebrated' engineer once stated that his main consideration was the provision of engines best suited to the conditions and requirements peculiar to the L.B. & S.C.R., and with this in mind I firmly believe that had Stroudley survived, he certainly would have kept abreast of the times by modifying his standards to suit traffic and other developments, and would not be fettered by a system of standardization that worked well under the conditions obtaining in the 'seventies [1870s] and 'eighties [1880s], but which was obviously becoming outclassed in the 'nineties [1890s] or nineteen hundreds [1900s]. Thus when the need had arisen for a design of locomotive in which a flexible wheelbase was necessary or desirable, Stroudley would have adopted this feature with the same thoroughness that characterized all his work. It is an intriguing speculation as to the wheel arrangement that would have been adopted by Stroudley for express work, had he lived to see the day of the six-coupled express passenger locomotive on Brighton rails. It will be recalled that the famous "Gladstone" class of express engines were a development of the 1873 design of 0-4-2 tank engines of class D, but it does not seem probable that the 0-6-2 type West Brighton tank design would have developed into a tender engine of the 0-6-2 arrangement for express work, even after making due allowance for Stroudleys bold originality in locomotive design! In the contemplated 2-4-2 type of tank engine mentioned , by Mr. Morris, we have, however, a prototype that by development, first of all as an express tender engine of the above wheel arrangement, and then as a 2-6-2 tender errgine. might have been the culmination of Stroudley's express engine designs. Thus the 2-2-2 Grosvenor of 1874 might have become by 1904. (or earlier) a Stroudley version of the modern Green Arrow class of the L.N.E.R. It is relevant to bear in mind that about the period 1903/1904 Robert Billinton had recognized the desirability of six-coupled wheels for express traffic on the Brighton line, and had in contemplation an express engine of the 4-6-0 arrangement, at the time of his death in November, 1904. Regarding the 2-4-2 type for express work, the nearest approach seen in this country was F.W. Webb's Greater Britain class of "double-single" compounds, the wheel arrangement being 2-2-2-2, but it will be recalled 'that in the Locomotive Magazine for February and March, 1899, a design appeared for a 2-4-2 type of express locomotive suited to British requirements [KPJ: references not traced]. Reverting to West Brighton, an interesting feature of the design was the adoption of Stroudley's cylinders with valves beneath as used on the Gladstones, Jumbos and the special 0-6-0 tank Barcelona. This feature was not revived by Robert Billinton on the Radials of his design until the E6 class were built in 1904-1905. These were the last 0-6-2 tank engines built at Brighton, and a tragic simile of these engines and West Brighton was that the designer did not live to see the design materialize. Morris states that West Brighton was Brighton's first eight-wheeled engine, but this is true only in so far as a six-coupled engine is concerned, for it will be recalled that J.C. Craven built three eight-wheeled tank engines at Brighton Works, two of which were of the 4-4-0 type with outside cylinders, and one of the 0-4-4 type having inside cylinders and outside frames. Incidentally the first of the former wheel arrangements dated back to 1859 and seemed to be the forerunner of a type that afterwards, and for many years became standardized on the North London and lVIetropolitan Railways. One or two examples of the last named Company's 4-4-0 engines still survive. In connection with the proposed Stroudley design of 2-4-2 tank engines, it is of interest to recall that Stroudley was responsible for one engine of that wheel arrangemement that for a few years ran in departmental service, the diminutive engine and saloon named Inspector. The engine was originally a Sharp Stewart 2-4-0 side tank purchased in 1869, and was converted by Stroudley to the 2-4-2 arrangement when the saloon was added at theI rear. The wheelbase was non-flexible, as this would have been unnecessary on such a short overall wheelbase. Here again, however, Stroudley did not live to see the completion of Inspector with the saloon attached. In conclusion, it will be of interest if Morris will tell us exactly what were the bad practices or unorthodox methods to which he refers in connection with the fitting together of Stroudley 's "balanced tanks." Mastering momentum, Lewis K. Sillcox, 274 pp. 130 illustrations. Simmons-Boardman, New York City. 72 The brief title of this book is fully illuminated by the sub-title description "A Discussion of Modern Transpn Trends and Their Influence upon the Equipment of American Railways." The six chapter headings, following apparently the six papers which had been presented by the Author at the Massachusetts College of Technology betwet 1936 and 1940, are a perfect resume of the very valuable contents of the work, as indicated below:- (1) The Mechanics of Train Operation and Train Braking. (2) Railway Car Wheels. (3) Railway Car Axles. (4) Locomotive and Car truck Design:—Rail Reactics and Riding Qualities. (5) Draft Gear. (6) Conclusion. An appendix is then given, provided with six air brake equipment diagrams. The various illustraties and the format are in excellent style, and this volume s the best American technical work we have had the pleasure of reviewing for some time. The photoelastic studies of car axles are of peculiar interest, and the book can be most highly recommended to all those associated with the technical design of the running and braking equipments of railway rolling stock -. Number 583 (15 April 1941) Locomotive efficiency. 73 Brief summary of C.A. Cardew ILocoE Paper 417 based on New South Wales Government Railways experience. L.N.E.R. Cruden Bay Hotel Tramway. 73 Daeth of Sir Nigel Gresley at Watton House. Southern Railway streamline Pacific locomotive, Channel Packet. 74-5. 3 illustrations, diagram (side & front elevations) The BFB cast steel wheel centres, the Bulleid radial valve gear enclosed within an oil bath, the electric lighting and streamlined casing which was welded and carried on the main frame were noted. Includes an explanation of the number for the engine: 21C1. Care had been taken to ensure convenience in the arrangement of the cab fittings. The two live steam injectors are on the fireman's side, the steam and water controls being arranged in one group on the cab side. The reversing gear is power operated, the steam and hydraulic cylinders being controlled by a single lever. The tender above the frame is all welded, the profile of the sides being the same as that on the latest Southern carriages. Clasp brakes are fitted to the tender wheels, operated by four 21-in. cylinders through automatic slack adjusters. The tender is filled through covers in the tender cab end at each side, as well as in the normal position at the back, thereby making it unnecessary for the nreman to climb to the top of rt:he tender. The firebox was of steel fitted with two thermic syphons. The inner and outer fireboxes were welded. Automatic steam operated fire hole doors are fitted. The boiler is lagged with spun glass mattresses. The Minister of Transport, Lt.-CoI. LT.C. Moore-Brabazon, named the first engine at a ceremony held on 10 March at the Company's works. R. Holland-Martin, Chairman of the Southern Railway, O.V. Bulleid, Chief Mechanical Engineer, E.J. Missenden, General Manager, E.A. W. Turbett, Mechancal Engineer, Eastleigh, R.P. Biddle, Docks and Marine Manager, and C. Grasemann, Public Relations Officer, were among those present. A guard of honour, formed by men of the Home Guard and Fire Brigade, was inspected by the Minister of Transport, and after naming the engine he mounted the footplate and drove it on a trial trip. The other engines of the class will be named Union Castle, Royal Mail, Cunard White Star, Canadian Pacific, P. and O., Aberdeen and Commonwealth, Orient, Shaw Savill and Blue Star. Each will bear a replica of the house flag of the shipping line concerned, on a vitreous enamel plate. Modified tank locomotives, L.M.S.R.: the standard 2-6-2 design reboilered. 76-7. illustration, diagram (side & front elevations) Class 3P modified with larger boilers (increase from1045.9 ft2 to 1107.6 ft2 total evaporative heating surface and larger superheaters: 80ft2 to 145ft2. Nos. 163 and 169 had been modified: former illustrated.. Pollok & Govan Railway and Wishaw & Coltness Railway. O.S. Nock. British locomotive working 1934-9. performance on heavy gradients. 80-5. 2 illustrations,5 diagrams F.C. Hambleton. L.N.W.R. compounds. the "King Alfred" class. 85-6 illustration (line drawing: side elevation) P.C. D[ewhurst]. L.M.S.R. locomotives: a history of the Somerset and Dorset Joint Railway. 89-91. 4 illustrations Maritime activities at Burnham. See also letter from R.B. Fellows on p.140 C.R.H. Simpson. A pole road locomotive. 94. illustration 2,000 B.H.P. diesel locomotive, Chicago, Rock Island & Pacific R.R. 94. illustration American Locomotive Co. Number 585 (15 May 1941) Combustion turbine locomotives. 97 Report by American Railway Fuel Association that a 500 hp locomotive was being constructed and that a 6000 hp was in prospect which would incorporate four 1500 hp gas turbines. Improvements in metallurgy made this possible. Sir Nigel Gresley, C.B.E., D.Sc. 97-9. illustration Lord Stamp of Shortlands. 99 Short obituary which mentions "tragic death by enemy action" Guy Bakewell. 4-8-4 locomotive Victorian Railways. 99-100. 2 illustrations Pocono type. No. 220, built at the Newport Works was exhibted at Spencer Street station in Melbourne with 0-6-0 No. 94 which had been built in 1884. Locomotive fuels. 100 O.S. Nock. British locomotive working 1934-9. Locomotive work on heavy gradients. 101-5. illustration, 5 diagrams Highland Railway Castle class piloting Class 5 oon climb from Carr Bridge to Slochd Summit hauling 430 tons; Class 5 No. 5361 hauling 415 tons between Perth and Pitlochry; work of Clan class on Oban trains and on 295 ton train between Newtonmore and Druimuachdar with No. 14762 Clan Campbell. Nock noted that the Pickersgill 4-6-0s built for the Oban line rode well because of their short coupled wheelbase and long bogies. Performance on the West Highland line considered two D34 Glen class 4-4-0s climbing from Tulloch to Corrour and from Briudge of Orchy to the Summit with 315 tons and K4 2-6-0 No. 3441 Loch Long with 305 tons from Ardlui to Tydrum and from Bridge of Orchy to Gortan Diesel-line electric locomotive for London Transport maintenace work. 105 Using parts from two old Central Line motor cars an electro-diesel was created capable of using the 600 volt traction current or electricity generated by a diesel engine Screw adjustable coupling. Western Australian Government Railways. 106. 2 illustrations Adjustable coupling was being fitted to some passenger carriages of the W.A.G.R. helping to do away with the jerking and jolting so frequently the cause of complaint from passengers when a train starts fitted with chopper couplers. Slack cannot be eliminated with the ordinary chopper coupler, and if it is reduced too much engagement may be impossible. Wear of the parts adds to trouble and, what is worse, the rate of wear increases as the amount of slack increases giving rise to jerking when starting and causing a continuous rattle and clank of the loose parts when the train is running. The adjustable coupling could be used the same as a non-adjustable couplmg. F. MIlls, Chief Mechanical Engineer of the W.A.G.R.,supplied information Eight-coupled locomotives for N.Y.C.R.R. 106 Fifty engines with the 4-8-2 wheel arrangement had been placed in service by the New York Central Railroad and employed on both heavy passenger and freight service. Although equipped with driving wheels of moderate diameter the results obtained in fast passenger service had been satisfactory, largely due, to extensive use of light-weight alloys in the design of motion, driving axles, etc. Hollow axles of vanadium steel run in roller bearings. Southern Railway. 106 As a war-time measure all engines, were to be painted black. unlined. except the express. passenger types. James McEwan. The locomotives of the Caledonian Railway. 107-9: Wishaw and Coltness Railway (continued). In 1844 and 1845, R. & W. Hawthorn, delivered six similar locomotives of the 0-4-2 wheel rrangement. The cylinders were 14 in. diam. by 20 in. stroke and the diameters of the wheels 'ere 4 ft. 6 in. and 2 ft. 11 in. Unfortunately the original drawings of this class of engine cannot be found by the makers and from various odd records and sketches kindly loaned a reconstruction of the design has been attempted. The design appears to have followed the makers usual practice having double frames and outside cranks. Pressure was 60 lb. per sq. in. at first, but was ter raised to 70 lb. The names, etc., of the class were as undernoted Name Date WN CR No. Withdrawn Jupiter 1844 388 89 1861 Hercules 1844 389 95 1858 (a) Vulcan 1845 421 91 1861 Venus 1845 422 87 (b) 1863 Vesta 1845 454 88 (c) 1859 Lucifer 1845 455 86 1861 Note (a). No. 95.is said to have been hired to /rn. Dixon & Co. for the haulage of their own coke traffic, in exercise of their running powers between Calder and Blantyre and the Govan Ironworks, from 1855 or earlier to 1858 in which year the engine was sold out of service. Although nothing definite can be traced it is suggested that Messrs. Dixon were the purchasers and that this locomotive was the first "Calder No. 5." The late John Smith—the last main line driver at Dixon's—always declared that the first "No. 5" was of similar wheel type to the second No. 5, 0-4-2, and that when he came to Calder some wheels and axles lying there were pointed out as belonging to the earlier engine which was "of the Coltness type" and got for working the main line trips and retained after the larger engine had been sold to the Caledonian Railway. This sale will be referred to shortly when dealing with the history of the Traders' locomotives. Notes (b) and (c). os. 87 and 88 were renumbered 84 and 85 respectively either in 1853 or early in 1854. Some years ago the reminiscences of John Mann were given in a Lanarkshire Club and one concerned the Wishaw and Coltness Railway. It was claimed that the line had only one mishap prior to its amalgamation with the C.R., happily without serious consequences. . On the occasion referred to, two of the locomotives, Hercules and Venus had been sent to Morningside on the previous evening to work an extra train early next morning. The leading engine was Hercules and the train engine Venus. The usual early trip from the Holytown Works, and depot, to Morningside was being hauled by Lucifer, Both trains were coming along their own set of rails near Cambusnethan (Wishaw) and had almost met when Lucifer suddenly left the rails, slewed over towards the other set and pitched in to Hercules, Luckily the driver and fireman were thrown dear of the Hercules before it fell over. At the inquiry into the accident it was suggested by the company's superintendent that the only solution which could be advanced was that Lucifer had the idea that Venus was being led away by his rival. Referring to John Mann, it is interesting to note that he came to the Monkland and Kirkintilloch Railway with Mr. Dodds. He had been a driver with the Stockton and Darlington Railway previously. Later he left the M. & K.R. to become a " foreman driver" with the Wishaw and Coltness Railway and later joined the Caledonian. When the stock was taken over by the C.R. it was seemingly numbered in the rotation the engines arrived at the Holytown Shops for repainting. Trader's locomotives When the C.R. was formed it was understood that all the haulage required at collieries, etc., was to be performed by the Company, and this meant the removal of loaded wagons from the pithead to the nearest mineral yard on the main line for marshalling, including the setting in of empties. The C.R., however, had spent so much money in other directions that when the line was opened some of the stations were only half completed, while owing to debt all the locomotive stock necessary could not be provided; some of the singles worked on goods trains. In consequence it was arranged with the colliery people and others interested that until the time when the Company could undertake the shunting themselves the owners would acquire suitable locomotives and undertake the haulage. In consequence of this the C.R. were to give the colliery and ironworks locomotives running powers over the section of the main line adjacent to their works. Some of the running powers granted were of a limited nature while in two ,cases they were extensive. Those of Co1in Dunlop & Co. permitted that company to operate from Crossbasket, near Blantyre to Gushetfaulds (Glasgow) and over the former Drumpellier Railway. Later when the line was extended to Strathaven and the Quarter Collieries were brought into use, Dunlop ceased to use the running powers and sent the engines still retained to this district. The most extensive were those granted to Wm. Dixon & Co. who were permitted to run their own trains over the line from Calder to Glasgow (Port Dundas) traversing the route of the Glasgow, Garnkirk and Coatbridge Railway, and also from Calder to Govan Ironworks, via. Motherwell. Later the powers were exercised mainly between Calder and the ironworks, via. Langloan and an occasional trip from High Blantyre. These powers have not been used since 1937 as the trips were becoming sporadic and there was little traffic for a large locomotive of limited power. One part of the arrangement with the various owners was that the Company would purchase the stock acquired, as soon as was practicable, but the owners would have the option of retaining the facilities for a short period after the notice to purchase had been intimated. Some of the owners parted with their facilities in whole, others in .part as soon as the C.R. indicated that they purposed taking the engines over. Some retained the locomotives for internal traffic. A few of the owners got the C.R. to operate the engines for them when obtained and it is said that frequently locomotives were seen bearing a C.R. road number and also the inscription that the owner was a private individual (e.g., Arch. Russell). This may have given rise to the story that at one period the C.R. was so poorly off that creditors put their names on the engines to indicate ownership. C.R. No. Type Cyls. D.W. 80 2-4-0T 14 by 21 5 ft. 0 in. 83 (a) 0-4-0 15 by 18 4 ft. 6 in. 87 (b) 0-4-2 16 by 20 (o) 5 ft. 0 in. 88 (c) 0-4-2 16 by 20 (o) 5 ft. 0 in. 95 (d) 0-4-2 17 by 20 (o) 5 ft. 0 in. 182 2-4-0 15 by 22 (o) 5 ft. 0 in. 184 0-4-2 14 by 21 (i) 4 ft. 6 in. For details of makers, etc., see separate list Notes-(a) Renumbered 240 in 1862 and 1I8 in 1864. (b) Renumbered 241 in 1862 and 255 in 1864. (c) Renumbered 242 in 1864. (d) Renumbered 111 in 1866, 120 in 1867, 123 in 1872, 451 in 1876 and 680 in 1877. So far as is known some twelve locomotives came over to the C.R. The details of the numbers are somewhat confused and contradictory and the basic details are taken mainly from the notes made by the late Inspector John McInnes who joined the service of the Garnkirk and Glasgow Railway in 1844 and retired from the Company's service in 1902. R. & W. Hawthorn are credited with the construction of at least four engines, but these makers, despite great search, are not able to trace the manufacture of any of them, therefore the makers appear to. be Hawthorns of Leith, as No. 95 has builder's number 47 of 1851 and' Hawthorns had then not long started general engineering. No. 83 is said to have been Neilson's No. 50 of 1851, but as this was the Summerlee Iron Co's. engine the maker would be Hawthorns and their No. 50. This engine bore the name Neilson, hence the possible mistake in the makers name. Nos. 80 and 81 were sold to owners in Co. Durham. The former rejoiced in the nickname The Cuddy (Horse) and 81 in The Bird. The source of the latter is said to have come from the knowledge that its first owners had named it Hawk. Both are stated to have been very efficient and powerful and were employed until their disposal in shunting the old yard at Glasgow (South Side). These two locomotives were said to have been the first two made by Hawthorns, all four previous jobs being marine. Nos. 182 and 183 were short coupled locomotives and had the same boiler details, cylinder and wheel dimensions as those numbered 144 to 151 previously described. The wheelbase, however, was 5 ft. 11 in. plus 5 ft. 6 in., and 11 ft. 5 in. total. The piston rod had a trunk guide. These appear to have been engines from the cancelled order for Russia. Nos. 184 and 185 seem to have been Hawthorns copy of the earlier R. & W. Hawthorn design which had been assembled at Leith, but of slightly increased dimensions. Nos. 186 and 187 were of Neilson & Co's. standard design and had in consequence quite a number of parts which were standard with C.R. designs. They were rebuilt at Perth in 1867 and 1865 respectively. No change appears to have been made in the boiler design. No. 187 was the first " foreign" engine to be overhauled at the former Scottish Central Railway shops. The names were removed by the C.R. when the locomotives were taken over. Sinclair was succeeded by Ben. Connor, but no alteration was made to the locomotives ordered prior to Sinclair's departure and still to be built. Sinclair did little experimental work and apart from the attempt to improve combustion by the additon of argands to the firebox, his main alterations were the fitting of chimneys of correct diameter and blast pipes of correct diameter and height as found by trial and error methods under actual conditions. He discontinued the use of stay rods in the boiler barrels, and adopted longitudinal stays between the smokebox tube plate and the firebox tube plate. Traders' locomotives acquired by the Caledonian Railway. New Acq'r'd Maker WN Name Owner W'drawn 1850 1855 Hawthorns ?5 Coltness Iron Co. 1860 1850 1854 Hawthorns ?6 ?Hawk A. Russell & Co. 1861 1851 1854 Hawthorns 50 Neilson Sumrnerlee Iron Co 1873 1850 1854 Hawthorns — Newton Kidson 1874 1851 1854 A. Neilson & Co 46 Arch. Russell A. Russell & Co. 1872 1851 1858 Hawthorns 47 Glencairn . J. Watson & Co 1878 1852 1857 G. England & Co. — Cuilhill C. Dunlop & Co 1870 1852 1857 G. England & Co. — Monkland C. Dunlop & Co 1872 1852 1857 Hawthorns 83 ?Tewsgill Coltness Iron Co. 1872 1853 1857 Hawthorns 84 ?Garrion . Coltness Iron Co. 1874 186 ?1855 1857 A. Neilson & Co — Calder W. Dixon & Co. 1881 187 ?1855 1857 A. Neilson & Co — Cambusnethan Thos. Barr & Co. 1882 J.L. Koffmann. Railcar radiators. 109-12.6 diagrs., table Rapid development of railcars faced both designers and operators with several problems, among which the dimensioning of radiators presents some complexities. The action of a radiator m service appears to be very simple. for the hot water circulated through it merely gives up heat to air passing over its hot external surface, but as soon as the sequence of events is examined in detail, and if an effort be made to forecast the performance of every type under every vanety of operatmg conditions, the complexity of the different variables affecting the performance of the rad iator concerned soon appears. It is the great number of variables, made more complicated Argentine Ministry of Agriculture. 112 Authorized sale of government-purchased corn for use as fuel on the railways. Experiments were made which showed that unshelled corn could be used for locomotive fuel as cheaply as coal, wood or fuel oil. Modern locomotive running shed practice. 112 Title of paper by G.M. Pargiter, presented to the Institution of Locomotive Engineers explained in a very concise and interesting manner the relationship of running shed to locomotive by sketching in detail the ordinary working day in the life of a locomotive. Each move is dealt with in chronological order cleaning—shed examination—boiler-washing—inspection and general routine. Paper 419 C.R.H. Simpson. A twin locomotive. 113. illustration. Swiss Locomotive & Machine Works, Winterthur. Built in about 1878 during the managemnt of Charles Brown for theVilla Real & Villa Regoa Tramway in Portugal which had 1 in 12½ gradients and severe curvature. "Southern Belle": Kansas City Southern-Louisiana and Arkensas Lines. 113-16. 2 illustrations, plan. Streamlined diesel electric train which operated between Kansas City and New Orleans. The exterior was painted predominantly green on the exterior of the passenger cars with red on the locomotive, There was limited accommodation for "coloured" passengers and more generous areas for colourless ones (only the latter are illustrated in black & white). O.J. M[orris]. Four-rail mixed gauge, G.W.R. 117. illustration W.M. Spriggs, then resident in Canada, and a very well-known authority on Canadian locomotive history, sent photograph of a "renewed" Gooch 8 ft. single, G.W.R., which he took at Newton Abbot Station in 1891, the year previous to the abolition of Brunels 7 ft. Broad Gauge. Interest centres mainly on the disposition of the narrow gauge rails, which are shewn interlaced, thus providing an example of mixed gauge on a four-rail system. It is well known that the mixed gauge was normally laid with only three rails, one rail being common to both the 7 ft. and the standard gauge tracks, and it seems that a four-rail system existed, as in this instance, to bring narrow-gauge engines centrally over the turntable (which is shewn immediately behind the engine), possibly also to bring them centrally over the inspection pits Pennsylvania R.R. 117 Passengers from Chicago to Miami, Fla., travelled on the South Wind luxury train of the Pennsylvania Railroad. The trip took 29½ hours each way which was the fastest timing for this run. The latest design and smartest appointments have been put into the South Wind. There is an 85-foot observation-lounge buffet car, a solarium forms the semi- circular observation end. Seats number 258 and are of the individual reclining coach type; they are also adjustable to suit the comfort of the passenger. Large dressing rooms for men and women are in each coach; floor lights have been placed beneath seats for illumination at night when overhead lights are turned off. Luxury, comfort and speed are offered by this newest addition to the Pennsylvania system. C.R.H. Simpson. Wooden rails.117 Having recently referred to a pole road locomotive (vide page 94 of the current volume) it may be of general interest to describe briefly the types of wooden rails in use in America during the closing years of the last century. There were briefly three varieties, the pole road in which timber of circular section was employed, the flat timber rail and that in which the depth either .equalled or exceeded the face width. The pole road demanded wheels with concave treads whereas in those roads utilising flat timber the treads of the wheels were flangeless and the engine was retained on the track by means of guiding wheels acting nearly horizontally in the manner outlined in Prosser's patent. It may here be recalled that the patentee mentioned envisaged the use of wooden rails although engines were constructed on this system to operate on ordinary metal rails, an example is illustrated and described in Locomotive, 1903, 8, 57. In the case of the square or edge rail wheels with tyres of orthodox contour were used and light locomotives designed for use on steel rails could be employed without alteration. The chief advantage or wooden rails was obviously cheapness of first cost and that is about the only point which could be claimed in their favour; their most pronounced disadvantages were high rolling resistance, the difficulty of obtaining adequate adhesion in wet and freezing weather, the need for frequent attention and the necessity of very slow speeds. Pole roads were in the opinion of some unsuitable for steam traction. The best wooden rails were constructed from maple, laid heart uppermost, hard pine also found considerable favour. Lengths usually varied from 16 to 20 ft. the cross-section varying according to the wood used and the weight of the locomotives; 5 in. by 5 in. was a commonly employed size although 5 in. by 7 in. and 4 in. by 6 in. were also encountered. Sleepers were laid at 4 ft. centres with the larger section rails and at 2 or 3 ft. centres with the lighter sections, the usual section of sleepers was 6 in. by 6in. The rails were recessed some 3 in. into the sleepers and were affixed in the recesses by wooden keys. In some cases such rails were laid to serve until such time as the road earned sufficient to pay for steel rails whereas in other instances they were used by firms such as logging companies who had timber readily available and frequently required the road moving to another site. L.M.S.R. 117 The train canteens for troops recently introduced as an experiment by the L.M.S.R. for service between London and Glasgow in co-operation with the War Office, Y.M.C.A. and Salvation Army were to become a permanent feature on certain express trains. between these two points. Third Class dining cars for members of the Forces only had been provided on the weekday 10.00 Euston to Glasgow and the 10.00 Glasgow to Euston. L.N.E.R. 117 E. Thompson, O.B.E., appointed Chief Mechanical Engineer in succession to the late Sir Nigel Gresley, C.B.E., D.Sc. Thompson was a pupil with Beyer, Peacock & Co., Ltd., and served some time with the Midland Railway. He joined the N.E.R. in 1906 and became assistant to the Divisional Locomotive Superintendent at Gateshead in 1909. In 1912 he became Carriage and Wagon Superintendent at Doncaster (G.N.R.) and in 1923 was appointed Carriage and Wagon Works Manager at York (L.N.E.R.). In 1930 Thompson was appointed Mechanical Engineer at Stratford having served as assistant there since 1927. In 1934 he went to the North-Eastern Area and in 1938 became Mechanical Engineer of the Southern Area, Western section H.W.H. Richards appointed Chief Electrical Engineer and be completely responsible for the Company's electrical engineering work. Number 586 (15 June 1941) Aluminium alloys. 119. Main use in valve gear components to reduce weight and hammer blow. Side rods based on material use on Alton & Southern RR. G.W.R. Mr. C.B. Collett, O.B.E, M.Inst.C.E., M.I.Mech.E.. 119 Retirement and succeeded by F.W. Hawksworth New 2-8-0 locomotives Victorian Railways. 120-1. James McEwan. The locomotives of the Caledonian Railway. 122-5. 7 illustrations (including portrait) Benjamin Connor was in charge from 1857 to 1876. At the beginning of this time double-sided bullhead steel rail was being introduced and experiments were being made to replace coke with coal as locomotive fuel. In 1858 an order was placed with A. Neilson for a coal burning 0-6-0 with outside cylinders to work on the General Terminus Railway. This had 16 x 22in cylinders, 5ft 2in coupled wheels, 895 ft2 total heating surface and operated at 95 psi. It had WN 460 and the initial running number was 180. In 1873 the locomotive was rebuilt as a 2-4-0. In 1858 Connor's own design was introducesd: a Crewe type 2-4-0 freight locomotive with outside frames and outside cylinders. Four were built at St Rollox and four at Neilson's. The latter were supplied with steam tenders, but these were switched to a larger St. Rollox design in the following year. They were numbered 189 to 196: the WN of the Neilson enginesb were 492-5. The class was withdrawn between 1894 and 1902. The eight foot singles were alleged to have been designed at Crewe by Alexamder Allan according to Ahrons and certainly had a high input from Neilson. The first twelve had a raised firrebox with the dome and Salter safety valves located on it. Neilson built one for the London Exhibition of 1862, but it, plus a further two, were acquired by the Viceroy of Egypt. Otherwise it would have become CR No. 83. They were very heavy locomotives and were capable of hauling substantial trains up to Beattock. Photographs: Benjamin Connor (portrait), No. 188 (outside-cylinder 0-6-0; 2-4-0 (189-96 series as built); 2-4-0 No. 192 as rebuilt; 2-2-2 Exhibition engine; 2-2-2 No. 115; 2-2-2 No. 83a as rebuilt by Drummond. C.Hamilton Ellis. Famous locomotive engineers. No. XIX. James Manson. 126-31. 4 illustrations (including portrait) The 0-8-2 tank engine. 131. Restricted to railways in Britain: designs described Sharp Stuart WN 4182-8 for the Barry Railway; Cooke Locomotive Works products for Port Talbot Railway; the Ivatt, Doncaster design intended for suburban traffic; L&YR 1501 class and LNWR 1185 class.. Rail car for His Highness the Maharaja Saheb of Morvi. 132-3. illustration, diagram (side, front and rear elevations & plan) Built under the supervision of C.O.B. Morgan, Locomotive and Carriage Superintendent of the Morvi State Railway: streamlined luxury vehicle with six-cylinder Dodge engine Dublin and Kingstown Railway: centenary of Irish locomotive building. 133-4. 2-2-2T Princess built at Grand Canal Street Works in 1841 and entered service on 4 April E.A. Phillipson. The steam locomotive in traffic. VIII. Periodical examinations. Organisation of repair and maintenance work. 134-9. 6 diagrams (facsimile forms) Two large wagons.. 139 Two exceptionally large wagons had been produced, one on each side of the Atlantic, for the use of the steel industry. That in the Western hemisphere was built by The Greenville Steel Car Copmany of Greenville, Pa., to the order of The Carnegie-Illinois Steel Corporation of Pittsburg, and was intended for the carriage of large ingot moulds. The tare weight is 140 tons with a full load capacity of 250 tons and an overall length of 90 ft. The English wagon has been built by Head, Wrightson & Co., Ltd., of Thornaby-on-Tees for the English Steel Corporation of Sheffield and was capable of conveying loads of 300 tons, although when travelling over main line railways it was necessary to restrict the load to 200 tons. The overall length was 57 ft. 6 in. over buffers, the overall width being 8 ft. 6 in. diameter. This vehicle wa capable of traversing a curve of 80 ft. radius. An interesting feature is that the whole frame is fabricated by welding no rivets being used in this. Madeira-Mamore Railway. 139 The last link of 500 miles between Velho (Brazil) and Guayara-Martin (Bolivia) had been completed. Work on the railway began 38 years earlier. Southwold Railway. 139 At a meeting of tbe Southwold Town Council it was unanimously agreed to support a petition for reopening the Southwold Railway. The opinion was that the reopening of the railway would be of the utmost benefit to Southwold and the neighbouring .parishes. British Railways train services. 139. Referring to the paragraph which appeared on-page 116 of the May issue the L.N.E.R. passenger service between Sheffield (Victoria) and Barnsley (Court House) via Chapeltown, has been reinstated. The reference to Gallions Lane in this paragraph should have read Gallions. A further interesting feature of the May time tables is the announcement that the electric services over the M.S.J.A.R. is now operating between Warwick Road and Altrincham only, [KPJ Manchester Christmas Blitz had presumably damaged viaduct and/or electric overhead system] a connecting service of steam trains being run on weekdays between Manchester {Central), Old Trafford and Warwick Road. On Sundays the electric service is replaced entirely by a through service of steam trains between Manchester (Central) and Altrincham running at half hourly intervals. The effect of these arrangements is that Oxford Road and Knott Mill and Deansgate stations are now closed for passenger traffic. The C.L.C. services between Manchester (Central) and places beyond Altrincham continue to run over the M.S.J.A. line as hitherto. R.C. Bond, A.M.Inst.C.E., M.I.Mech.E., M.I.Loco.E., appointed works superintendent (locomotives}, Crewe. He served his apprenticeship on the Midland Railway at Derby and afterwards had charge of new locomotives under construction for the L.M.S.R. by outside firms. In 1928 he was appointed assistant works manager to the Vulcan Foundry. In 1931 Mr. Bond returned to the L.M.S.R., as assistant works superintendent at Horwich. In 1933 he held ,a similar post at Crewe, and from 1937 to 1939 he was superintendent engineer at the joint L.M.S. and L.N.E. locomotive testing station. From 1939 until his present appointment he was acting mechanical and electrical engineer (L.M.S. Scottish area). Trans-Saharan Railway. 139. Construction of the Trans- Saharan Railway had begun. Oil-engined locomotives would be used for working the line. Correspondence. 140 Burnham-Cardiff passenger boats. Reginal B. Fellows. In 1858 the Somerset Central Railway became involved in steamer sailings to Cardiff working in association with the SS Taliesen owned by the Cardiff Steam Navigation Company. In 1860 this service was repalced by the SCR owned SS The Ruby. In 1860 the Burnham Tidal Harbour & Railway Company extended the quay and the Act legalised the steamer sailing which took about 1½ hours for the crossing. Bradshaw for 1884 list the Sherboro performing the sailings British locomotive working, 1934-9. John W. Smith In 1919 he had observed No. 592 with 7ft coupled wheels attempting to start its train away from Craigendoran and the fireman was applying ballast to the slipping 7ft driving wheels to assist adhesion. Holmes West Highland No. 9695 was used to assist a B12 4-6-0 on the annual through train to Oban for the Iona cruise. Facts about British Railways in Wartime. 140. Issued by British Railways Press Office. Coronation Pacific to be named King George VI for which Royal approval had been obtained U.S. gift in memory of Lord Stamp. 140 Baltimore & Ohio Railroad sent cheque to LMS to fund an RAF flying ambulance. Presentation made in New York to representative of British Railways by President of the British American Ambulance Corps. A.H. Peppercorn to become Assistant Chief Mechanical Engineer and Mechanical Engineer Doncaster; F.W. Carr to be Mechanical Engineer at Stratford; T.E. Heywood designated Mechanical Engineer (Scotland), K.S. Robertson as Assistant Mechanical Engineer in Scotland; R.A. Smeddle Mechanical Engineer Darlington. with L. Reeves as Manager of the Locomotive Works at Darlington; J.F. Harrison as Mechanical Engineer at Gorton with H.J. Williams as Works Manager (formerly Chief Materials Inspector at Doncaster. Number 587 (15 July 1941) Locomotive fire engines. 141-2 F.C. Hambleton. John Ramsbottom. 143-7. Stramlined B17 No. 2780 City of London: a record of continuous performance between Liverpool St. and Norwich, in which 100,103 miles were run in 452 days. James McEwan. The locomotives of the Caledonian Railway. 154-6. The singles were originally confined to the Glasgow Buchanan Stret to Carlisle section for 7 years, but were then moved elsewhere. Some were involved in serious collisions. On 14 May 1883 Nos. 78 and 84 ran into wreckage of a previous accident due to signalman error at Kirtlebridge. In July 1886 Nos. 80 and 85 made contact with another train fouling the line at Fullwood Junction. 4-wheel tenders were fitted to some locomotives to enable them to use 35-ft turntables. Thw Westinghouse brake was fitted to all the singles. In 1859 four of the 189 series of 2-4-0 were fitted with steam tenders, but this was unsuccesssful, but the process was repeated on the larger-boilered 197 series on Nos. 197-200 and was successwful for a few minutes: the tenders also improved braking performance. They were very unpopular with the footplate crews, eespecially the task of oiling the inside motion od the steam tenders/ L.N.E.R. Medal. 156 Silver medal inscribed FOR COURAGE AND RESOURCE. O.J. Morris. Standardising Southern Railway locomotives, Central Section. 157-60. 4 illustrations, diagram Includes fitting E4 0-6-2T No. 517 Limpsfield with Ashton pop safety valves C.R.H. Simpson. Handyside's steep gradient locomotive. 161. illustration Fox, Walker & Co. locomotive. Refers to Locomotive Mag. article in Volume 39 page 207 and to Engineering, 1876, 13 October Chicago North Shore "Electroliners". 161. illustration 100 mile/h inter-urban cars Number 588 (15 August 1941) Railway accidents, 1940. 163. Restricted lighting due to WW2 was estmated to account for approximately 10% of accidents. Particular attention is paid to the collapse of the firebox crown on a Stanier streamlined Pacific between Clegham [Cleghorn?] and Carstairs G.W.R. 163 F.C. Hall appointed as assistant to CME: Hall had been apprenticec at Swindon from 1900; in 1919 became assistant divisional locomotive superintendent at Old Oak Common, district locomotive superintendent at Bristol in 1931 and locomotive running superintendent at Swindon in 1931. Promotion of W.N. Pellow to Hall's former post. Australia's largest locomotive. 164-5. illustration Victorian Railways three-cylinder 4-8-4 H class Ethiopian Rly. 165. Partially reopened after it had been destroyed by Italy: had connected Adis Ababa with Jibuti. The assessment of locomotive performance. 166-70. 6 tables The Whitland and Cardigan Ry. 170. 3 illustrations Line incorporated 12 July 1869 as Whitland and Taf Vale Railway with a line to Crymmmych Arms with an extension to a quarry. Opened to passengers on 12 July 1875. In 1877 powers were obtained for an extension to Cardigan, but this did not open until 1 September 1886, by which time had become part of the GWR. Three Fox, Walker & Co. 0-6-0ST locomotives formed the stock: WN 170/1872 No 1 John Owen (GWR No. 1385), WN 271/1875 No. 2 (GWR No. 1386); and WN 340/1877 No. 3 (GWR No. 1387). The first two had outside cylinders, but the last had inside. James McEwan. The locomotives of the Caledonian Railway. 171-4. 7 illustrations, diagram (side elevation) 2-4-0 and 0-4-2 mineral engines.. The latter introduced in 1861 had been intended to be fitted with steam tendders, but this part of the order was cancelled. Passenger service from Brockwood to Bisley Camp on Saturday afternoons R.B. Fellows. The centenary of a business train. 175-6. table The City Limited Brighton to London Bridge express began on 18 September 1841: outward at 08.30 arriving 10.15 and return at 16.45 and back in Brighton at 18.30. It was limited to first class passengers, but calls for stops at Croydon and elsewhere slowed the service, but in 1883 times of approaching one hour were attained and in 1912 the down train took exactly one hour. Wagon for exceptional loads (Victorian Government Railways). 177. Electric power station at Newport required wagon to convey 150 ton loads. F.C. Hambleton. John Ramsbottom. 178-82. 9 diagrams A broad-gauge shunting "pug". South Devon Railway. 183. 3 illustrations 7 ft.-gauge well-tank engine, Owl, built 1872 by the Avonside Engine Works, Bristol, and put to work in January, 1873, at Plymout.h Docks and thereabouts. The engine had cylinders 11in. by 16 in., coupled wheels 3 ft. diameter, and tank vents reminiscent of those used on engines of the Metropolitan and Metro-District Railways. Sanding by local-control was a noteworthy feature well shown in the illustrations. Absorbing the S.D.R. in 1876, the G.W.R. took over Owl and its companions, Weasel and Goat, numbering them respectively 2172, 2173 and 2174. According to MacDermot, Owl and Goat were converted to standard gauge after 1892, while Weasel was withdrawn in 1882, but Ahrons, writing from personal memory in The Railway Magazine for January, 1916, p. 32, recorded that Goat lost all her "works" on turning up at Swindon in 1884 for heavy repairs, and was thereafter used as a buffer-truck. In the early 'nineties, Owl was working at Ivybridge, where W. M. Spriggs took photographs. See also letter from A.C.W. Lowe on page 204 Three fully equipped ambulances presented by employees of the Central Railroad of New Jersey and the Reading Company, U.S.A., were formally handed over on 24 July by Sir Thomas Royden to Mrs. Somerville-Smith of the British American Ambulance Corps. The ambulances are dedicated to the L.M.S.R. in recognition of their gesture of friendship by sending the Coronation Scot to America also as a tribute to British railwaymen generally for maintaining essential train services during heavy raids by the enemy. L.N.E.R. Fenchurch Street Station, London. 183 In use for a century being opened on August. 1841. The Brentwood accident. L.N.E.R. 183 The Ministry of \Var Transport report on the collision which took place near Brentwood on 10 February had been issued. The 10 00. passenger train from Liverpool Street to Norwich came to a stop on Brentwood Bank owing to lack of steam. Eight minutes later it was run into from the rear by the 10.04 train from Liverpool Street to Southend. The Norwich train consisted of thirteen bogie coaches weighing 414½ tons and hauled by three-cylinder 4-6-0 locomotive No. 2828, class B.I7. The Southend train, hauled by two-cylinder 4-6-0 locomotive No. 8556, class B.I2, was made up of ten older non-corridor vehicles. As a result of the collision the last coach of the Norwich train was completely destroyed, as was the first vehicle of the Southend train. The Southend engine was much damaged at the front end. The driver of the Norwich train, Hudson, gave evidence that his locomotive No. 2828 showed nothing amiss before starting. The fire was good. The load was heavy, though quite normal for this particular train. Steaming, however, was sluggish from the start, though the climb to Bethnal Green was made without incident. After passing Gidea Park, shortly before the Brentwood Bank, pressure had dropped from the full 200 lb. to 160 lb. per sq. in. Driver Hudson, leaving Fireman Greenley on the footplate, telephoned the Brentwood signalman, Fenton, asking for an assisting engine. As only a small engine was available, Fenton and he decided that time would be saved if he stayed where he was and recovered steam, Hudson undertaking to telephone again before starting. Signalman Fenton informed the Control and the Gidea Park signalman of the decision, but it was then too late to divert the Southend train to the local line, as it had already passed him at 10.39 Driver Burkett, of the Southend train, fully and frankly admitted responsibility for the accident. He could remember nothing between passing signal DT 15 B, showing a green light, and seeing the Norwich train "a yard or two ahead." He and his fireman, Porter, had been on duty for 5½ hours. He had not been on duty the previous day. He put forward no excuses, and said he was well rested and fit in every way. He had no personal worries. Fireman Porter stated that he was firing almost continuously for some time before the collision and was unable to watch the road. The first he knew was a sudden application of the Westinghouse brake. Major Wilson had no alternative but to conclude that having set the engine controls for the ascent after leaving Harold Wood, Burkett; must have relaxed his attention to such an extent that he became drowsy, and may even have fallen asleep in his seat. Although he applied the Westinghouse brake on the engine at the very last minute, it appears that he made no attempt to close the regulator, or to apply the vacuum brake on the train. Canadian National Railways. 183 R.C. Vaughan succeeded S.J. Hungerford as President of the C.N.R. Vaughan began his career as a messenger with the Canadian Pacific Railway at the age of 15. He later served with the Grand Trunk Railway and Joined the Canadian Northern Railway in 1903. He held various positions with the Company and in 1920 was appointed Vice-President of the Canadian ational Railways. Upon the amalgamation of the Canadian National lines with those of the Grand Trunk Railway he became Vice-President of the newly co-ordinated Canadian National System. Number 589 (15 September 1941) Oil-fired Pacific locomotives. Iraqi State Railways. 186. illustration Robert Stephenson & Hawthorms streamlines locomotives designed by A.P. Challoner, CME; inspection Crown Agents for the Colonies. Intended for Tel Kotchek to Baghdad service. Obituary. 186 A.W. Rendell, General Manager Westinghouse Brake Co. from 1900 until retirement in 1920. Served apprenticeship under Craven at Brighton Works and became Chief Draughtsman under Stroudley Locomotive Superintendent East Indian Railway. Photograph at Lahore Locomotive Superintendent's Conference in Lahore in 1892: Locomotive Mag., 1925, 31, 133 (plate). Steam v. diesel electric locos. 187-8. Light-weight wheels and axles. 188-91. 5 diagrams F.H. Gilford. Industrial locomotives. 191-3. 6 illustrations Conrluded from page 151. Bristol had two establishments which made a speciality of industrial engines. Of these the Avonside Engine Co., successors to the old firm of Slaughter, Gruning' & Co., and Stothert, Slaughter & Co., built an outside-cylindered saddle tank with round tank and a brass dome formerly carrying a pair of spring-balances, which gave way to the Rambottom type some thirty years ago. The four-wheeled class had the tank extended over the smokebox. The Mersey Docks and Harbour Board had a considerable number of these, also the Port of Bristol Authority and the Stanton Iron Co. The illustration of the latter's No. 15 shows the 0-6-0, maker's No. 1456 of 1902, having 16 in. by 22 in. cylinders, 3 ft. 6½ in. wheels, 5 ft. 6 in. + 6 ft. 6 in. wheelbase, 140 lb. boiler pressure, 900 gallons tank capacity and a working weight of 38½ tons. The latest design is also illustrated by Stanton No. 23, a fine, powerful engine having an all-over square tank, designed for heavy duty. It bears the maker's No. 1882, huilt 1921 and had 16 in. by 24 in. cylinders, 3 ft. 10in. wheels, 803 + 80 sq. ft. of heating surface, 12.5 sq. ft. grate area, 170 lb. pressure, 1,200 gallons tank capacity, a wheelbase of 11 ft. equally divided and weighs 42 tons in working order. The Avonside Co. was now incorporated with the Hunslet Engine Co. The other Bristol firm was Peckett & Sons, Ltd., who succeeded the old firm of Fox, Walker & Co. in the 1880s, retaining the saddle-tank type which the latter had standardised but extending the round tank over the srnokebox. The brass dome casing and neat all-over cab survive to this day, but spring balances have given way to Ross' pop safety-valves and the brass cap to the chimney has gone since 1914. The six-coupled type were built both with outside and inside cylinders to suit customers' requirements, the four wheelers usually have them outside, although a design with inside cylinders is available. Peckett's locomotives were to be found in large numbers, most users .ippearing to have one or more examples. A few are:- Fox, Walker & Co. 271, 1875, 0-6-0ST., o/c, Whitland & Cardigan Railway. 13½ in. by 20 in. cylinders, 3 ft. 6 in. wheels. G.W.R. 1386 and E. Kent Railway No. 1. Fox, Walker & Co. 338, 1877, 0-6-0ST., o/c, Yarmouth & N. Norfolk Railway. 13 in. by 20 in. cylinders, 3 ft. 6½ in. wheels. M. & G.N. 16A. Scrapped 1937. Peckett 488, 1890, 0-6-0ST., o/c,, Shutt End Railway, Dudley. 14 in. by 20 in. cylinders, 3 ft. 2! in. wheels. Peckett 564, 1897, 0-6-0ST., o/c, Shanks & McEwan, Glasgow, Liverpool. Scrapped 1940. Peckett 874, 1900, 0-6-0ST., o/c,, Babbington Collieries, Nottingham, Admiral. Peckett 1248, 1911, 0·4-0ST., o/c,. Ruston & Hornsby , Grantham. No. 3. Peckett 1253, 1911, 0-6-0ST., o/c,: Gedling Colliery, Notts. Audrey Peckett 977,1904, 0-4-0ST., o/c,; G. & S.W.R. 735 and L.Ml.S. 16043. Gleneagles Hotel, 1929. Peckett r Syo, 1934, 0-4-0ST., o/c,, Nottingham Corporation Gas Works. 14 in. by 21 in. cylinders, 3 ft. wheels. Peckett 1608, 1923, 0-4-0ST., o/c,, Nottingham Corporation Electricity Dept. Peckett 1732, 1927, 0-6-0ST., i/c, Shipley Colliery Co. Coppice. The three mile line from Kingston-on-Soar gypsum mines to the L.M.S. at Kegworth station also had a 14 in. cylinder 0-4-0 outside cylinder Peckett, No. 1690, 1926, named Lady Angela, and when she is laid up for repairs the line is worked by a little 8 in. by 12 in. cylinder saddle tank named Lady Margaret by the Falcon Engine Co., of Loughborough, No. 81 of 1885, weighing 12 tons in working trim and one of the few survivors of this once well-known make. The above will give some idea of what to expect when visiting standard gauge industrial lines, but the larger locomotive building firms also cater for these users, such as Messrs. Robt. Stephenson & Hawrthorns, Ltd., Vulcan Foundry, Ltd., the Yorkshire Engine Co., Beyer, Peacock & Co., Ltd., and the North British Loco. Co., Ltd., etc. Messrs. W. G. Bagnall, Ltd., of Stafford, have also built a large number of industrial locomotives of various sizes and gauges. Fayle's 3 ft. 9 in. gauge railway near Corfe Castle possesses the last surviving example of the locomotive built by S. Lewin at the old Mount Street Foundry, Poole, a four wheeled, outside cylinder side tank with 6½ in. by 9 in. cylinders and 1 ft. 9 in. wheels, having outside link motion. Such interesting survivals of the work of almost forgotten firms add considerably to the interest of visiting any industrial lines one may chance to be in the vicinity of. This Lewin engine is now seventy-one years old and the well- known George England survivor on the Wantage Tramway, 0-4-0 well tank No. 5 is eighty-four! Another class of industrial locomotive of great interest are those purchased from main line railways either directly or through dealers who specialise in their purchase and reconditioning for resale. These are usually tank engines, but there are a few cases of goods tender engines to be found in the N.E. colliery district and in either case they are a heavier and mote powerful proposition than the average industrial type in most cases. Among the most interesting of these, historically, are the following: South Hetton Coal Co., Durham. No. 2. Haverhill, 0-6-0T., o/c. Sharp, Stewart & Co. 2358, 1873, for the Cornwall Minerals Railway, sold to Colne Valley and Halstead Railway in 1880 and came to South Hetton in 1889. Of the eighteen engines originally built nine went to the G.W.R. in 1877, and eight to the E. & M. Railway, later M. & G.N. No. 6. Beyer, Peacock & Co. 425, 1864, as Metropolitan Railway 14 standard 4-4-0T, o/c. Bought by colliery company 1906 and rebuilt 1908 as 0-6-0T., o/c. No. 8. R. Stephenson & Co., 1848, as 0-6-0 tender engine for L.N.W.R (S.D.), No. 220. Converted to saddle-tank 1866 and renumbered 1807 in 1872. Sold to Alexandra Docks & Railway 1875 and to South Hetton 1898, and altered to side tank 1923. On the A.D. & Railway it was No. 2, Lord Tredegar. No. 9. Sir George, RS. & Co. 1848 as L.N.W.R. (S.D.) 216 0-6-0 tender. Converted saddle-tank 1865. Became 1805 in 1872 and A.D. & R. No. 1, Sir George Elliot, in 1875. Sold to South Hetton 1898, and rebuilt 1911 but remained a saddle-tank. No. 10 Whitfield, Sharp, Stewart & Co. 1677, 1866, as West Somerset Mineral Railway, Atlas. 0-6-0 long-boiler, inside cylinder, saddle-tank. Rebuilt at Ebbw Vale) 1904, and acquired by present owners 1907. Wemyss Coal Co., Fife. No. 6. Doncaster Works, 1875, ex G.N.R. 601, domeless 0-6-0 saddle-tank. Hartley Main Collieries, Northumberland No. 3. R Stephenson & Co., 1866, ex N.E.R 658, Fletcher double-framed, long-boiler 0-6-0 tender engine. Rebuilt by T.W. Worsdell and sold to its present owners in 1903, this was the last surviving long-boiler tender engine in service in Great Britain No. 30. ex L.B. & S.C.R. 92, Brighton Works, 1883. Stroudley E class 0-6-0 tank. Other ex L.B.S.C. Class E tanks in industrial service were N. 110 sold to the Rugeley Colliery Co. in 1927 and since rebuilt almost out of recognition, and No. 163 sold to the Ashington Coal Co., Northumberland, in 1932. The Grassmoor Colliery, near Chesterfield, had until recently a Stroudley Terrier ex L.B.S.C. 67, sold in 1920. Also there was the ex Mersey Railway double-framed 0-6-4T, Cecil Raikes, built by Beyer , Peacock & Co. in 1885 in service at the Shipley Collieries near Ilkeston, a hefty engine, indeed, weighing 67 tons 17 cwt. in working order and able to tackle forty wagons of coal with ease . . It may be mentioned that the main line railway companies sometimes hire out small locomotives, such as the M.R. 0-4-0 Johnson saddle tanks or the L. & Y. Aspinall engines of the same type, to colliery companies and others when their own engines are laid up for repairs, etc. In conclusion it is hoped that these notes may stimulate interest in a, to a certain extent, 'unexplored by-way of the locomotive world. E.A. Phillipson. The steam locomotive in traffic. VIII. Periodical examinations. Organisation of repair and maintenance work. 194-6. diagram (facsimile form) Modern locomotive practice, Somerset & Dorset Joint Railway. 196-9. 2 illustrations Bridge strengthening between Bath and Mangotsfield enabled Stanier Class 5 4-6-0s to be used to wokl the heavy Pines Express and another heavy passenger train with its twelve wheel dining car more efficiently. Load limits are given, both northbound and southbound for Bath to Masbury, Masbury to Corfe Mulklen and Corfe Mullen to Bournemouth. The limits for the 7F 2-8-0, Class 2 4-4-0, 4F 0-6-0 and 3F 0-6-0 are also given. Peat as locomotive fuel in Eire. 202 The Great Southern Railway has been conducting experiments with peat as a fuel Ifor locomotives during the past few months. A mixture of coal and peat has been tried on engines working between Dublin and Cork, with so far, not very encouraging results. On a journey using about three tons of coal, eight tons of turf and a half ton of coal were needed. Centenary of the Seghill Railway. 202 A reminder of the days when many of the railways in the North of England were small colliery lines is afforded by the centenary on 28 August 1941, of the opening for passenger traffic of the Seghill Railway in Northumberland which, with a total length of 5¼ miles, ran from Seghill to Percy Main. Originally laid down and constructed by the owners of the Seghill Colliery Company, this line, which was opened for mineral traffic in 1840, was later absorbed into the Blyth &Tyne Railway which in its turn was taken over by the North Eastern Railway and so remained until 1923 when the N.E.R. became part of the L.N.E.R. It was a purely mineral line designed to give easy access from the colliery at Seghill to the staithes at Percy Main. Proceeding in a general southerly direction, past the site of the present Seghill Station, it crossed the old line of the Cramlington Coal Company and further on, near the Newcastle and South Shields road, it crossed the Brunton & South Shields Railway, then down to Hay Hole—now Northumberland Dock. There were gradients of as much as I in 25 and the line was principally worked by stationary engines, one at Prospect Hill which hauled the loaded wagons from Holywell and the empty wagons from the Newcastle and North Shields road, and the other at Percy Main for hauling the empty wagons from the staithes. From Prospect Hill to Percy Main and from Percy Main to the staithes the loaded wagons ran by gravity, unwinding from the drum of each engine a rope which was to bring back the empty ones. The remainder of the line from Seghill to Holywell was worked by locomotives, the first two in use being Samson and John, both built by Timothy Hackworth. In June, 1844, the Newcastle & North Shields Railwav took over the working of the passenger and goods traffic and had in view the extension of this line to Blyth, but this scheme was dropped as the Newcastle & North Shields Railway was itself merged into the Newcastle & Berwick Railway. Smoke deflectors for locomotives. 202 H. Holcroft presented his paper (Paper 430) before the Institution of Locomotive Engineers at the General Meeting held in London on 3 September. It dealt with the problem of lifting smoke and exhaust steam discharged from the chimney of a locomotive clear of the cab windows, so removing any obstruction to the driver's view of the road ahead, and traces how the difficulty has been accentuated in the modern locomotive. The Paper then goes on to describe and illustrate various appliances which have been tried with the object of lifting smoke clear of the cab windows, and gives details of the satisfactory solution of the problem by means of deflectors in the form of vertical plates on each side of the smokebox. Following on this is an account of wind tunnel tests with models carried out in 1931 at the National Physical Laboratory. These were undertaken to confirm the bene- ficial results of the deflector plates, to determine their most effective outline and to explore the ground for alternative devices for smoke lifting. The question of side winds was also considered. The Paper concludes with a brief survey of the problem as it affects streamlined locomotives. Wissington Light Railway. 202 To afford transport in connection with the reclamation of large tracts of fenland in West Norfolk about 35 years ago a short standard gauge line was constructed. It left the Stoke Ferry branch of the Great Eastern Railway near Abbey station. By degrees the line was extended to about 18 miles in length and included a number of sidings and loops. A beet sugar factory built alongside the line about 2 miles from the junction with the Stoke Ferry Line, used it for the transport of beet to the factory. The Minister of Agriculture requisitioned the line and it will continue to serve the area with the willing co-operation of the L.N.E.R. in reconditioning and supervision. London-Brighton Centenary 21 September 1941. 203-4 The last few years witnessed a succession of railway centenaries, but on 21 September there occured one of more than usual interest, to Londoners in particular, as that date was the centennial anniversary of the opening of the railway between London and Brighton. The first proposal for a railway to Brighton was made in 1823 and consisted of an extension of the existing Surrey Iron Railroad, a horse-worked line, from Merstham southwards reaching Brighton by way of Shoreham. It envisaged the employment of chain-driven locomotives as used by several north country collieries at that time. Nothing came of the first scheme but in 1825 John Rennie was employed by a company called The Surrey, Sussex, Hants, Wilts and Somerset Railway, to survey a possible route to Brighton. The prospectus stated that "the necessity of using locomotive engines is not contemplated, every calculation being made on the use of horses only, although scientific improvements when fully confirmed will be availed of." From its title, the projects of this company appear somewhat comprehensive, and it seems to have fallen into oblivion, but Rennie survived under different employers to build the railway according to his original plans, with a few variations. Amongst a plethora of railway projects all over the country, the London-Brighton route offered great attractions and five or six railway promoters consequently put forth schemes. The Parliamentary battles were long and bitter, and a periodical of 1837 said that £300,000 had already been spent in two sessions on the various bills. As the rivals oould not compose their differences and no decision could be arrived at, the Government, on 2 June 1837, appointed Captain Anderson to report on the various proposals. It is interesting to remember that the original schemes all proposed to use other companies' terminals in London. Stephenson's idea utilised the Nine Elms terminus of the London and Southampton Railway, leaving that line at Wimbledon and running through Dorking, Horsham and Shoreham into Brighton. Rennie's line started from the Greenwich Railway's terminus at London Bridge, followed the Croydon Railway as far as the place of that name and then ran in as direct course as possible to Brighton. . Captain Anderson in a well-reasoned report said that whilst Stephensons plan was the easiest from an engineering point of view he favoured Rennie's more direct route. The other schemes were turned down for various reasons as, although there were formidable cuttings and a tunnel at Merstham and other tunnels at Balcombe and Clayton, yet the heavy cost of these works was more than balanced by the shorter mileage. On 15 July 1837, the Royal Assent was given. The line ran from a junction with the London and Croydon Railway at The Jolly Sailor (later Norwood Junction), about a mile north of the Croydon terminus, to Brighton with two branches from the latter place, eastwards to Newhaven and westwards to Shoreham. Power was given to purchase the Croydon, Merstham & Godstone Railway as the route on this earlier railway was roughly followed between Croydon and Merstham. In the previous year (1836), the South Eastern Railway had been incorporated and their line was to run over the London and Croydon Railway to the above-mentioned Jolly Sailor and thence via Croydon, Godstone Road (now Purley), Oxted and Tunbridge (now Tonbridge) to Dover. As the Brighton line would have paralleled this line between the Jolly Sailor and a point a mile east of Reigate, Parliament inserted a clause in the Brighton Act empowering the South Eastern Railway within two years to purchase the section of the Brighton line between these two points at cost price. In 1839 the act was amended and the two companies built the line jointly and, when finished, the Brighton took the northern half and the South Eastern Railway the southern half, the point of the division being just north of Coulsdon Station. There were five tunnels, Merstham (1,831 yards), Balcombe (1,140 yards), Haywards Heaoh (249 yards), Clayton (2,259 yards) and Patcham (492 yards), the last mentioned being unnecessary, but the owner of Patcham Place compelled the company to make it as he would not allow an open cutting through his land. The ruling gradient was 1 in 264, although there was the Forest Hill bank of 1 in 100 on the Croydon Railway to be tackled. Perhaps the most striking feature of the line is Rastrick's graceful viaduct over the Ouse Valley. This consists of 37 semi-circular arches each of 30 feet span; the overall length is 1,475 feet and the extreme height 96 feet. Rastrick built this viaduct to take engines weighing 20 to 30 tons hauling trains of perhaps 100 tons. It has since been used fer locomotives of 100 tons with 350-ton trains and nowadays stands up to the passage of 70 m.p.h. heavy electric trains without a quiver. A testimonial to Rastrick indeed. The Brighton-Shoreham section was opened first, as mentioned in our issue of June, 1940. The line from Croydon to Haywards Heath was brought into use on July 12, 1841, and thence to Brighton in the Following September. The branch to Newhaven was built by another company a few years later. The pioneer service between London and Brighton comprised seven down and eight up passenger trains, the express trains reaching their destination, after calling at four intermediate stations, in two hours. Just prior to. the war, there were about a hundred services in each direction, with the' Brighton Belle and other expresses making the journey in less than 60 minutes. The actual cost of the line was £37,568 per mile, or nearly 60 per cent. more than was estimated. The utmost speed claimed for the line was 30 m.p.h. Indeed, expert evidence was given in the House of Commons that it would be impossible to exceed 25 to 28 m.p.h. It was claimed also that the line would convey twice as many passengers as were then conveyed by coach, which numbered about 100,000 per annum. These numbers are insignifi- 'cent compared w:ith the enormous crowds carried over the line at holiday times in recent years. As an instance of how railways alter the landscape, Cuckfield (which the railway avoided) remains to this day the same small country town, whilst Haywards Heath nearby, where the railway built a 'station and which was then only a "heath" is now.a town of nearly 6,000 souls. Some of the first engines of the line were 4~wheeled with 4-wheeled tenders but; following a derailment near Haywards Heath after the line had- been 'opened only a few weeks, the directors publicly stated that the trains would not run so fast and that only 6-wheeled engines would be used, Excursion traffic has always been very important on this line and Deridy Marshall, in his History of the Southern Railway, says that the first excursion was run on Easter Monday, 1844, and consisted of six engines attached to 57 coaches, which took 4½ hours on the journey. The London and Brighton and Croydon Railways were amalgamated in 1846 under the title of The London, Brighton and South Coast Railway; and the locomotives used then and since were fully described in the early issues of THE LOCOMOTIVE. Welsh Highland Railway. 204 After dismantling it has been suggested that the track should be giv~n to the .nation .as a: walking route for ramblers. The scenic attractions of the district are considerable and the route traversed would 'appeal 'to numbers of pedestrians. Reviews. 204 Handbook of workshop calculations: H,M. Stationery Office, 40 pp., This useful little handbook contains graduated exercises and answers, diagrams and worked examples. As a beginner's guide to workshop calculations it should prove invaluable to those, who as the result of the war, are making their first" contact with the Engineering Industry. Producer gas for road transport. Brian Reed. Railway Gazette, 72 pp. A reprint of two series of articles, on the design and operation of producer gas vehicles, which were published in the Road Transport section of The Railway Gazette. The various systems in use are illustrated and described, space also being devoted to the regulations and taxation applying to vehicles thus propelled. The author has dealt with the subject comprehensively and the book may be confidently recommended to all considering the conversion of vehicles to this fuel. As is pointed out in the foreword, subject to encouragement by the' Government Departments concerned and by the coal industry on the question of price, it is anticipated that the operation of road transport vehicles by producer gas will prove to be practicable, not only as' a substitute when liquid fuel is scarce, but as a permanent feature when normal times return. S.D: locomotive Owl. A.C.W. Lowe I think I have cleared this up definitely as 'in addition to the information obtained 'from Swindon by MacDermot I have copies of the half yearly stock alterations which were at that period got out for the Directors. The, confusion is no doubt due to the fact 'that the engines were not numbered by the G.W. in ,the same order as received by the S.D. Owl was delivered by the Avonside Eng. Co., to to the S.D.R. in January, 1873, Goat in February 1873, and Weasel in March, 1873, but when the G.W. took over the S.D. in 1876 they numbered them 2172 Owl, 2173 Weasel, 2174 Goat. 2173 (Weasel not Goat) was withdrawn half-year ending December, 1882, and the boiler used as a portable. ,2174 was withdrawn half-year ending December 1885, and 2172 half- year ending June, 1889, but appear to have been retained for hiring out to contractors and others. They were taken back into stock half-year ending June, 1893, converted to normal gauge and renumbered 1327 and 1328. 1328 was scrapped in 19I10 and 1327 in 1913. When Ahrons saw the framing of what he supposed to be Goat it was no doubt numbered 2173 and as the boiler. had been taken for use as a portable and there was' no name on the engine anywhere else. he must have assumed that it was the Goat whereas in fact it was the Weasel. General Electric Co., Ltd. 204. illustration Iintroduction of new fittings to comply with the BSI ARP 16 specification relating to methods of providing Iow values of iIIumination for outdoor use during the blackout. There is a standard pattern mounting hole, and a type which is, weatherproof. Diesel electric passenger trains. 204 Two diesel electric passenger trains had been built for the Denver & Rio Grand Western by the Edward G. Budd Manufacturing Co. New features include electrically operated disc brakes, and a device for preventing the wheels from skidding, Each train consists of two cars equipped with reclining seats, sleeping bunks and private rooms, also a dining lounge. Prior to the outbreak of war, construction had been started at Brighton of an electric locomotive to work the Newhaven boat train. In addition to the usual current pick-up gear, the design provided for a pantograph to take current from an overhead wire which was to be erected between Newhaven Harbour Station and the landing stage. This locomotive had been completed and for the present is to be used experimentally on main line goods work. It is numbered CC1, the "CC" under the new numbering scheme denoting two sets of 6 wheels. all axles power-driven. Number 590 (15 October 1941) The balance of loco. design. 205. How the proportions for efficient design were reached in Britain. See also letter from L.A. Fullagar on p. 266. Manchester-Sheffield-Wath electrification: mixed traffic electric locomotive No. 6701 tested on the Manchester-Altringham line. 206 Government control of railways. 206 Steam v. diesel electric locos. 207-8 Concluded from page 188. The development of the freight Diesel locomotive had reintroduced a method of braking, or rather of controlling speeds of freight trains on long descending gradients. Dynamic braking is essentially utilisation of the power in the locomotive to hold the train by reversing the direction of the field current, by means of which motors are converted into generators and the current generated is dissipated, through resistance grids mounted in the roof, in the form of heat, which is absorbed by an air cooling system. This is similar to the regenerative braking on electric locomotives, in which the current generated is fed back to the power source. The dynamic brakes are designed to hold at a definite speed on a descending gradient the same train weight that the locomotive could haul up the same gradient at the :same speed. In actual operation, on descending gradients, train weight is usually heavier and speeds maintained are higher than on the same gradient ascending, so that for controlling such trains some assistance for the dynamic brake is required from the train air brakes. The possibility for reduced maintenance owing to less wheel and brake shoe wear is of sufficient importance to encourage further development of this brake for locomotives in mountain service. In any discussion of disadvantages of the Diesel locomotive, the question of cost of initial investment is an important consideration in comparing Diesel against steam locomotives. Recent improvements in production methods and increasing numbers in production have gradually lowered the cost per horsepower of Diesel locomotives to approximately 87.50 dollars, while for steam locomotives of comparable horsepower costs are approximately 35 dollars per horsepower. The higher initial cost is partly offset by the greater utilisation of the Diesel locomotive, which helps to keep down the overhead cost per mile of operation. The life expectancy of the Diesel engine has been estimated at a relatively lower figure than for steam locomotives. Depreciation rates are based on an assumed expectation of fifteen years of service for road Diesel locomotives and twenty years for switch Diesel locomotives, against an accepted figure of approximately twenty-eight years for steam locomotives. Experience gained from continued use of Diesel locomotives in all kinds of service may justify an upward revision of the life expectancy at some future time. Meanwhile the low assumed figure is a definite handicap, because of the resulting increased fixed charge. The close tolerances on numerous parts, together with the complications owing to interlocking of electrical and mechanical equipment, call for a higher degree of maintenance of the Diesel locomotive. On the other hand, refinements in steam locomotives, such as roller bearings, improved counterbalancing for higher speeds, and additional auxiliary equipment that requires close maintenance for efficient operation, add to the amount of necessary maintenance on this type of motive power. The use of maintainers on Diesel locomotives has helped to keep maintenance costs to a minimum, in that prompt attention when necessary has forestalled costly breakdowns on the road and has provided an intimate knowledge of work requiring immediate attention at terminals. The actual comparative maintenance costs of the two types of motive power are nearly equal, considering that no cost records are available for general shopping of Diesel locomotives, and there is a question or necessity of general shoppings for Diesel locomotives. As already noted, the thermal efficiency of the Diesel locomotive is approximately three to four times that of the modern steam locomotive. The lower fuel consumption is somewhat offset by a higher unit cost of fuel, but in spite of the higher unit cost, the net cost of fuel consumed per unit of power developed is approximately one-half to two-thirds that of unit fuel cost of comparable steam locomotives. In localities where unlimited quantities of good quality steam locomotive coal are available at law cost and with little transportation requirements, the foregoing comparison might not hold good. Similarly, those railways that are close to oilfields and refineries that can offer large quantities of residuum fuel oil at low cost cannot always justify use of the higher-priced Diesel fuel oil. Conversely, in some localities where there is a scarcity of fuel, the saving in transportation charges because of the much smaller quantity required will justify the use of the Diesel locomotive because of fuel saving. The operation of Diesel locomotives requires that fuel oil specifications be held within a close range, which accounts in part for the higher unit cost of fuel. In the adoption of Diesel motive power exclusively, it must be remembered that other fuels are eliminated from competition. This is not the case with the steam locomotive, since with this prime mover the competitive condition existing between coal and fuel oil tends to keep unit costs at a reasonably low level. Any abrupt change in the price of either fuel immediately justifies a change by adapting the steam locomotive to burn the lower-priced fuel. The overall cost of lubrication is definitely in favour of the steam locomotive. The quantity of lubricating oil required, as well as higher price, makes the net cost approximately double for the Diesel locomotive as compared with the steam locomotive. With either type of power, the lubricating cost is a relatively small percentage of the total cost of operation. A resume of what has been accomplished by Diesel locomotive operation in main line service is as follows :- (1) The schedule time for passenger service between important terminals has been reduced. There has been a steadily increasing number of higher-speed passenger trains placed in service by various railways, all of .which have proved to be popular with the travellmg public. Incidentally, some railways, which inaugurated higher-speed service utilising steam motive power initially have smce changed to DIesel power for this fast service. . (2) .In freight service, it has been possible to mcrease both the tonnage hauled and the average speed between terminals. The power performance, particularly m the lower speed range, has made it possible to operate trains over most ruling gradients without need for double heading. (3) In bad weather with adverse rail conditions the Diesel locomotive because of uniform torque on dnvmg wheels and distribution of available tractive effort over a greater number of driving wheels has demonstrated its ability to maintain schedules without reduction in weight of train handled. . (4) The Diesel locomotive has shown the possibility of long locomotive runs, with very little service required for locomotive at intermediate division points. It has directed attention to the fact that the only economical operation is obtained from motive power that is moving. Indirectly, attention has been focused on terminal delays to freight trams and also to the need for improvement in getting trains through divisional terminals. (5) It has stimulated the energies of the steam locomotive designers to develop steam motive power that has performance characteristics to compete with those of the Diesel locomotive. At the present time there is a need for an all-purpose DIesel locomotive that can be utilised in either freight or passenger service, and which will fit with steam locomotive helpers where such helper service is required A table lists the main dimensions of a 4000 hp and 5400 hp diesel locomotives and 4-6-, 4-8-4 and 2-10-4 steam locomotives. M.S.J. & A.R. 208 Commencing on 21 September the train service over this line had been resumed between Manchester (London Road) and Altrincham, and Oxford Road and Knotthill and Deansgate stations have been re-opened. The temporary service of C.L.C. trains which had been running between Manchester (Central) and Warwick Road in connection with M.S.J.A. trains between that station and Altrincham was withdrawn on the same date. James McEwan. The locomotives of the Caledonian Railway. 208-10. 3 illustrations (drawings: side elevations) Continued from page 202. The Portpatrick (originally Port Patrick) Railway was opened in 1861 between Stranraer and Castle Douglas, In the following year the line was contmued through to Portpatrick. The Caledonian Railway took the line over in 1864 under an agreement whereby it would be worked by them. EIght locomotives were taken over and became Nos. 262 to 269 in the stock of the C.R. Six of the engines, P.R. Nos. 1 to 4 and 6 and 7 were designed by J. E. McConnell of the L. & N.'W.R. at Wolverton. No. 8 was designed by George Walker the locomotive supermtendent of the line. All the P.R. locomotives were painted light green . Nos. 1 to 4 were of the 0-4-2 type with six-wheeled tenders. Four engines were ordered, three to be delivered for the opening of the line and the fourth a year later. The cylinders were inside and were 16 in. diam. by 24 in .. stroke. The driving wheels were 5 ft. 1 in. diameter and the trailing wheels 3 ft. 6 in. diam. The wheelbase was spaced 7 ft. plus 7 ft. 9 in., total 14 ft. 9 in. Boiler barrel:-centre line 6 ft. 6 in., mean outside diam. 4 ft. 1¼ in., length 10ft. 9in., 167 tubes 2 in. diam. The heating surface of the tubes was 961.72 sq. ft. and of the firebox 89.31 sq. ft., total 1,051.03 sq. ft. Pressure 130 lb. per sq. in. There is no record of the grate area. The weight of the engine in workmg order was 25 tons 18½ cwts. made up as follows :-leading axle 10 tons 5 cwt. 3 qrs., dnvmg axle 10 tons 15 cwt. 2 qrs., and trailing axle 4 tons 17 cwt. 1 qr. The tender wheels were 3 ft. 9 in. diam. The water capacity was 1,500 gallons and the coal capacity 3 tons. Subsequently a four-wheeled tender was fitted to each engine with a water and coal capacity of 800 gallons and 2 tons respectively. These engines took C.R. Nos. 262 to 265 in rotation. The makers were Sharp, Stewart & Co. their Nos. 1219 to 1221 of 1861 and 1322 of 1862. No. 264 (P.R. No. 3) was wrecked at Dalbeattie in 1874 when there was a serious collision with a train drawn by a G. & S.W.R. engine. The C.R. engine was working the goods which left Dumfries at 11.30 a.m. and Dalbeattie at about noon. The train was made up of several coal wagons, a general merchandise wagon and a brake van. The line was operated by "staff" but when the "staff" was required for a following train a "ticket" was issued to the driver who had to satisfy himself that the "staff" was retained by the station sending him forward. The driver, Robb and his fireman Adams both of Stranraer depot, were given the "ticket" and allowed to proceed. The section between Dalbeattie and Castle Douglas was at the time occupied by a ballast train of the G. & S.W.R., an engine and four wagons which had been permitted to occupy the section on a time limit arrangement. The ballast train consisted of an 0-4-2 type engine and four wagons and had gone down the section to lift ballast. Having loaded up it was returning when the C.R. train met it in the cutting at Barsoles Woods about a mile from Dalbeattie station. Both engines were badly wrecked, the C.R. locomotive being thrown to one side of the line and the tender to the other, while the wagons and the van were badly smashed up. The fireman was killed outright while the driver died three days later from his injuries. The permanent way inspector who was travelling on the G. & S.W.R. engine shouted to the surfacemen to jump when he saw what was about to happen. Four of the men received minor injuries while jumping off. The inspector and the fireman of the ballast engine escaped unhurt while the driver Gunzeon of Dumfries, was also seriously injured, and he too died three days later. The G. & S.W.R. engine was partly on its side resting against the embankrnent, while its rear wheels were dragged away by the C.R. engine. The cause of the accident was apparently due to the clerk and porter at Dalbeattie giving the "ticket" while the operational "staff" was out, and the "staff" which they saw in the office was a spare one. From a study of the withdrawal list of the G. & S.W.R. locomotives it would appear that the locomotive involved was No. 30 an 0-4-2 built by Neilson & Co., in December, 1857, and replaced by one of James Stirling's 4-4-0 type passenger engines in December, 1874. In 1890 No. 263 (P.R. No. 2) went to Perth to drive the sawmill at the Perth ·wagon shops, P.R. No. 4 took the number previously carried by an 0-6-0 engine which was returned to the L. & N.W.R. Nos. 262, 263 and 265 were put on to the "A" list in 1885 and were withdrawn in 1888, 1890 and 1888 respectively. In May, 1861, the P.R. obtained from the L. & N.W.R. an engine of the DX class, a six-wheeled coupled tender type. This engine appears to have been about one of the last of the class to be built without cabs and open splashers of the vent type. Tihe L. & N.W.R. had built the engine at Crewe in March, 1861, as their No. 550, and Crewe Works No. 475. It was :numbered 4 in the P.R. list and was returned to the L. & N.W.R. on 30 November 1861, but its subsequent history is not known to the author. To replace this engine another was purchased from the L. & N.W.R. on 3 November 1862, for which £2,500 was paid. This engine was also of the DX class and had a short cab, closed splashers and a plain cast iron capped L. & N. W. R. type chimney. The Crewe No. was 575 and L. & N.W.R. No. 638. This engine became No. 5 on the P.R. list. The dimensions were:-cylinders (inside) 16 in. diam. by 24 in. stroke. Driving wheels 5 ft. 2 in. diam. Wheel centres 7 ft. 3 in. plus 8 ft. 3 in., total 15 ft. 6 in. There were 192 tubes 10 ft. 9 in. long and 17/8in. diam. The total heating surface was 1,068 sq. ft. Grate area 15 sq. ft. Working pressure 140 lb. per sq. in. but later raised to 150 lb. Weight:-Ieading axle 9 tons 14 cwt. , driving axle 10 tons, and rear axle 7 tons 6 cwt., total 27 tons. The tender carried 1,900 gallons of water and 2¾ tons of coal. The weight in working trim was 21 tons 8 cwt. The engine was withdrawn in 1885 when it was sold to a cement maker at Dumfries, and later was sold by him to the Shap Granite Quarry Co. In both cases it acted as a portable boiler and driving unit and was not used as a locomotive. Shortly after the order for the 0-4-2 engines had been placed a further one was given for two 2-2-2 type tender engines. These were similar in several details to the Small Bloomers of the L. & N.W.R. The cylinders were inside and were 15 in. diam. by 22 in. stroke. The driving wheels were 6 ft. diam., and the leading and trailing wheels 3 ft. 9 in. diam. The wheelbase was 7 ft. plus 7 ft. 9 in., total14 ft. 9 in. The boiler barrel was 3 ft. 103/8 in. mean outside diameter by 10 ft. 9 in. long, with 143 tubes 2 in. diam. The heating surface of the tubes was 826.0 sq. ft. and that of the firebox 81.7 sq. ft., giving a totaI heating surface of 907.7 sq. ft. The working pressure was 140 lib. The tender ran on six wheels 3 ft. 9 in. diam., and carried 1,200 gallons of water and 3 tons of coal. The .C.R. subsequently fi.tted a four-wheeled tender which reduced the water capacity to 750 gallons and the coal capacity to 2 tons when slightly piled up. The weight of the engine was :-leading axle 10 tons 6 cwt. 3 qrs., driving axle 12 tons 16 cwt., and trailing axle 11 tons, making a. total of 34 tons 2 cwt. 3 qrs. The engines were numbered 6 and 7 in the P.R. list and 267 and 268 in the C.R. The makers were Sharp, Stewart & Co. who built them in 1861 (their Nos. 1282 and 1283). Both were put on to the "A" list in 1885 and withdrawn in 1888. No. 7 lay at Stranraer sheds from the time of the formation of the Portpatrick and Wigtownshire Joint Committee in 1885 until 1890 although it had been officially withdrawn in 1888. A story is related about one of this class which stalled on the Portpatrick branch at Dunskey. The location is on a curve and the rails are likely to be affected by spray in best of times. On this occasion the elements brought the train to a standstill and the driver was in a fix for he could not halve his train and proceed as he had only one carriage attached. In the years when the harbour at Portpatrick was used by the mail packet the "DX" class engine was most frequently used on this small section. The last engine got by the P.R. before the C.R. took over the section was of the 2-4-0 tender type and was designed by Geo. Walker. Again inside cylinders were adopted and these were 16 in.. diam. by 22 in. stroke. The leading wheels were 3ft. 9in. diam. and the coupled wheels 6 ft. diam. The wheelbase was 7 ft. plus 7 ft. 6 in., total 14 ft. 6 in. The boiler barrel was 3 ft. 10¼ in. mean outside diam. and 10 ft. 6 in. long with 143 tubes 2 in. diam. The working pressure was 140 lb. but when the C.R. took the engine into its stock the pressure was reduced to 130 lb. as the engines which the C.R. had sent down to assist the P.R. lot were being over-shadowed by the solitary 2-4-0 of the leased line. On the occasion of a special trip from Donaghadee on July 12, 1865, the P.R. engine, unaided, took a load of 11 well filled coaches from the Town station at Portpatrick to Newton Stewart with a stop at Stranraer to set down day trippers, despite the bad climb from "the Port" to Colfin. The train should have been assisted by one of the small goods engines of the 2-4-0 type which the C.R. had sent down but owing to some misunderstanding the goods was sent away on its regular duty, and as the outcome of the brilliant piece of work the pressure of the P .R. engine was reduced. The particulars of the heating surface of the boiler are:—tubes 786.0 sq. ft., firebox 79.5 sq. ft., total 865.5 sq. ft. The engine was like the others made by Sharp, Stewart & Co., being their 1397 of 1863. The P.R. No. was 8 and C.R. No. 269. In 1885 it was put on to the duplicate list as 269A and taken from stock in 1888. The weight of the engine was:— leading axle 8 tons 17 cwt. 3 qrs., driving axle 9 tons 14 cwt. 3 qrs., rear coupled axle 8 tons 5 cwt. 3 qrs ., total 26 tons 18 cwt. 1 qr. The original tender was six-wheeled carrying 1,200 gallons of water and 3t tons of coal. The tender fitted later was four-wheeled and carried 800 gallons of water and 2 tons of coal. After the C.R. had taken over the operation of the line four of their 2-4-0 goods engines were sent down and later some of the No. 1 class passenger 2-4-0 tender engines were put on the section. In 1885 the Portpatrick and Wigtownshire Joint Committee took over the line and the workings were shared with the Glasgow & South Western Railway. For shunting the yard at Stranraer the C.R. sent an 0-4-0ST of Neilson's make, this was No. 144 formerly 239. The engine came about 1865 and was replaced by another engine of the same type in 1874. This tank was the first engine to go on to Stranraer Pier where a weight restriction was in operation for a number of years. P.R. No. 5 was nicknamed Auld Jean. (To be continued). Illustrations (side elevation drawings): P.R. 0-4-2. Nos. 1 to 4 (C.R. 262 to 265). (Possibly the splashers were open); PR 2-2-2 Nos. 6 and 7 (CR Nos. 567 and 568); P.R. 2-4-0, No. 8(C.R. No. 269). County Donegal Railways. 210 Another Diesel bogie railcar No. 18 had been put into service. Locomotive No. 1 Alice had been fitted with a new firebox. Railcar radiators. 211-14. 6 illustrations, 3 diagrams H. Fayle. Belfast & County Down Rly., and its locomotives. 215-17 The Belfast & County Down Railway, though comprising 80 miles of line, is a purely local system without any through traffic, the main source of revenue being the suburban traffic on the east side of the City of Belfast, and to a lesser extent the holiday traffic to the Moume Mountains area, of which Newcastle (Co. Down) is the principal resort. Up to 1906 the only connection with the other Irish railways was at Belfast by means of a line used wholly for goods traffic, though in recent years through excursion traffic with the other parts of Ireland has been worked. The original company was incorporated in 1846 to construct 45 miles of railway, all single line on the standard Irish gauge of 5 feet 3 inches. It comprised a main line from Belfast to Downpatrick, 26¾ miles in length, with three branches from Belfast to Holywood, Comber to Donaghadee, and Conlig (on the Donaghadee branch) to Bangor. The first portion to be opened for traffic was from Belfast to Holywood,. 4½ miles, on 2 August 1848, while a further section from Belfast to Comber and Newtownwards (on the Donaghadee branoh), 12¼ miles, followed on 6 May 1850. The original Newtownwards terminus was known as Scrabo, and was ¾ mile short of the present station; the route from Belfast to New- townards is rather circuitous as the railway has to pass to the south of Scrabo Hill, while the main road follows a more direct route to the north; in recent years when buses appeared, this was to prove a serious handicap to the company. The Holywood branch diverged from the main line at a point known as Ballymacarrett, ¾ mile from the Belfast terminus; for many years there was no junction, but there were two single lines worked independently; it was not till after 1884 that a junction was put in, and this part worked as double line. In 1855 powers were obtained for a branch to Ballynahinch, 3¼ miles in length, which diverged from the main line at a point 17¾ miles from Belfast known as Ballynahinch Junction, and a further section of line from Comber to Ballynahinch was opened for traffic on September 10, 1858; the completion of the main line to Downpatrick followed on March 23, 1859. It had been proposed in 1856 to establish a steamship service between Donaghadee and Portpatrick (in Scotland), the crossing of 21 miles being the shortest between Ireland and Great Britain. However owing to the unsatisfactory harbour facilities at both sides the idea was abandoned in favour of the longer Larne to Stranraer crossing, and so the Belfast and County Down Railway lost what might have been important through traffic. The completion of the branch line from N ewtownards (Scrabo) to Donaghadee took place on June 2, 1861, and it may be remarked that the Donaghadee terminus is somewhat of a curiosity, as the exterior forms one of a row of houses on the quayside, and the fact that it is a railway station is not apparent at first glance. The unsuitability of the harbour for cross-channel steamers is only too readily notice- able, as it is now partly silted up, and only usable by small boats. The branch to Bangor, an important holiday resort on Belfast Lough, was to have diverged from the Donaghadee branch at a place called Conlig, but the route from Belfast would have been very circuitous; eventually in 1860 another company,. the Belfast Holywood & Bangor Railway was mcorporated to extend the existing line from Holywood along the coast to Bangor, so providing a much more direct communication from Belfast, and at the same time the Belfast & County Down Railway obtained leave to abandon their proposed branch from. Conlig to Bangor. Further, by Act of 1865, the Belfast & County Down Railway Company agreed to lease their existing line between Belfast and Holywood to the Belfast, Holywood & Bangor Railway Company, the latter completing the extension to Bangor, which was opened for traffic on May 18, 1865. The Belfast to Bangor line was worked indepen- dently by the B.H. & B. Co. up to 1884, the two lines running alongside between Ballymacarrett and Belfast, where there were separate, but adjoining termini at Queens Quay. Eventually ; by Act of 1884 the Belfast, Holywood & Bangor Railway was transferred to the Belfast & County Down Railway, the latter company obtaining possession of the line on September 1 of that year. In the meantime a separate company, the Downpatrick, Dundrum & Newcastle Railway had been incorporated in 1866 to extend the main line to the watering place of Newcastle; this line, 11½ miles in length, was worked by the B. & C.D. Railway and the opening took place on 25 March 1869; it was finally purchased by the B. & C.D. Railway under Act of 1881. In order to aid the fishing industry the Downpatrick, Killough & Ardglass Light Railway, 7½ miles in length, was sanctioned in 1890, the Treasury granting £30,000 towards the cost free of interest, while £17,000 of the capital was "baronially guaranteed." The following year, 1891, the B. & C.D. Railway obtained powers to construct a short loop line at Downpatrick enabling trains to run through to and from Newcastle without entering the station, which was a terminus; this line, 30 chains in length, saved nearly a mile on the through journey, and a platform was provided at Downpatrick South Junction, so that connections to and from Downpatrick by certain trains have since been provided by a shuttle service worked by the Ardglass branch train; both these new lines were brought into service in 1892. The method of working is as follows: the train horn Belfast calls at the loop line platform and transfers passengers for Downpatrick and Ardglass to the branch train waiting at the other side of the island platform; this latter reverses into Downpatrick station, and then starts forward again passing the loop line platform without stopping and proceeding down the Ardglass branch, the junction for which is just beyond. On the return journey the sequence of operations is reversed, the branch train running through to Downpatrick terminus, and then reversing to the loop line platform. Certain trains to and from ewcastle still run into the terminal station and reverse there as before. As already mentioned the only connection with the other Irish railways was at Belfast; a separate company, the Belfast Central Railway, obtained powers in 1864 and 1865 to construct 4 miles of line, including a bridge over the river Lagan, connecting the three railway systems serving Belfast, and the scheme also included a central passenger station near the present Albert road-bridge, which never materialised. The junction with the B. & C.D.R. was at Ballymacarrett, about half a mile from the Queens Quay terminus. The Belfast Central line was opened in 1868, but was used for goods traffic only until August 5, 1878, when a passenger service was put on between Ulster Junction and Queens Bridge. However this was soon discontinued, and finally the line was taken over by the Great Northern Railway (I) on 5 September 1885; it has been used for goods trafhc only ever since, with the recent exception of occasional through excursion trains between Bangor and other parts of Ireland The last extension of the B. & C.D.R. was a branch from NewcastLe to Castlewellan, 3i miles in length, where an end on junction is formed with the G.N.R. (I). The latter company had a line to Ballyroney, opened in 1880, and desired to extend it to Newcastle, but II:h1s was opposed by the B. & C.D.R., who wished to retain the monopoly of the Belfast to Newcastle traffic. Eventually matters were settled by granting powers to ,the G.N.R. to extend their line to Castlewellan, with running powers over the remaining portion to Newcastle, which was built by the B. & C.D.R. The line from Ballyroney to Newcastle was opened for traffic on March 24, 1906, and besides providing an additional route from Belfast to Newcastle, also affords a much more direct communication between Newcastle and Dublin, through carriages being run via Ballyroney and Scarva. For some time after the opening there was considerable competition between the two companies for the Belfast to Newcastle traffic, but as the G.N.R. route was over 9 miles longer, wiser counsels finally prevailed; from this period dates some really smart running on the B. & C.D.R., the 37 miles from Belfast (29 miles single line), being run non-stop by one Saturday train in 55 and finally 50 minutes; the best Great Northern train at the height of the competition occupied 1 hr. 10 min. for 46½ miles, nearly all single line. The 50 minute timing continued up to about three years back, but is now withdrawn; in practice it was of.ten bettered, though the load was usually light; the best train at the present day occupies 1 hour on the journey. For many years now the B. & C.D.R. have only run two trains in each direction between Newcastle and Castlewellan, the G.N.R. providing the bulk of the service. In the early years of the present century a steamship service was started between Belfast (Queens Bridge) and Bangor, in opposition to the railway service. The railway company were finally compelled to take over the service, and continued to operate it for some years; the return fare, for about 25 miles travelling, was sometimes as low as 6d. This service was discontinued about 1910. The largest station on the line .is the Belfast terminus which is situated at Queens Quay on the east bank of the river Lagan; it has been enlarged' more than once, and now ranks as one of the largest and busiest stations in Ireland; there are five platforms and seven roads, with all over roof ; there is a spacious circulating area with adequate refreshment and waiting accommodation, and electric trams in oonnection with the trains run right into the station premises. The station and yard was completely resignalled in 1917, the main signal cabin being the largest in Ireland. Adjoining the terminus are the principal locomotive running sheds and the repair works. The Bangor terminus has three platforms, spanned by an all-over roof, and deals with a large suburban traffic; during busy hours non-stop trains between Belfast and Bangor perform the journey of 12¼ miles in 20 minutes over a difficult road; the Bangor line, originally single, has been doubled throughout and provided with light signalling. The town of Bangor has grown enormously of recent years, and is the largest and most popular watering place in Ireland. Newoastle station was rebuilt in 1906; it has two long platforms with ample circulating area and refreshment facilities, the exterior being of pleasing design in red brick with an ornamental clock tower; almost adjoining the station is the Slieve Donard hotel owned by the railway company, one of the largest in Ireland. The double portions of the line comprise the sections between Belfast and Bangor, and Belfast and Camber, three quarters of the total mileage of 80 being single line worked on the electric staff system. Gradients on the main line after leaving Belfast are mostly upward to Ballynahinch J unction, and include nearly 2 miles of 1 in 90 after Comber, as well as shorter lengths of 1 in 100; the line then falls to Downpatrick with nearly four miles of 100/110, and is fairly level to Newcastle. The Donaghadee branch has also frequent grades of 1 in 100, and one mile of 1 in 90 up after leav- ing Newtownards. The steepest gradients are found on the Bangor branch; beyond the first level portion to Holywood .there is a steep climb for 2½ miles at 1 in 81/76/94 for 2½ miles to Cultra, and thence mostly falling at easier grades. Up to quite recent times the B. '& C.D.R. was one of the most prosperous in Ireland; the dividend paid on the ordinary stock reached 6! per cent. in 1891 and continued at that figure down to 1920; the company then began to feel the effects of road motor competition on its earnings, and since 1925 no dividend has been paid on the ordinary stock, and, in fact, the dividends on the preference stocks are also in arrear. This unfortunate state of affairs was largely the. result of allowing numbers of small proprietors, and some large ones too, to start motor services in direct oompetition with the already adequate railway services; indeed far more facilities were provided than were warranted by the traffic. Eventually out of the chaos the Northern Ireland Road Transport Board took over all the road services, but, so far, has not been able to make them pay. Meanwhile the restriction of motor traffic caused by War conditions has brought back some of the lost traffic to the railway, which is now making a slightly better showing, though still unable to meet the ordinary dividend. If the recommendations of the recent Northern Ireland Transport Com- mission are adopted, the Belfast & County Down Railway will lose its separate existence. Illustrations: map; Belfast Station in 1906 (before alteration); Helens Bay station; Downpatrick Station. Slieve Donard Hotel, Newcastle. C. Hamilton Ellis. Famous locomotive engineers. XIX. Joseph H. Beattie. 218-22. 4 illustrations (including portrait) Chapter 2 in Twenty locomotive men. See also letter from W.B. Thompson and reply from Ellis on page 244 Model G.W.R. "King" class locomotive. 223. illustration After twelve years spare time work Bert Hunt. and four friends Messrs. G. White, H. Rosenthal, H. Liebenguth, and Len Knaupp had completed a magnificent 1½ in. scale model of the G.W.R. 4-6-0 express engme King George V. The model is complete to the smallest detail from drawings supplied by the Great Western Railway, and was built in Mr. Hunt's private workshops at his home near Johannesburg. . The locomotive, operated by compressed air, is shown alongside a perfect model of a G.W.R. carriage in the showrooms of Messrs. Williams, Hunt & Co., in Eloff Street, Johannesburg , War-time activities of the L.M.S.R. Road Motor Engineer's Department covered a wide field representing in the aggregate an important contribution to the war effort in that they are directed to increase the efficiency of the large fleet of L.M.S. motor vehicles and at the same time to conserve to the utmost the materials necessary for their maintenance. Where supplies of any particular material are short, or could be placed to better use in directions more closely associated with national armaments, alternative materials have been sought and new methods of restoring worn out parts and materials had been devised. The maintenance of the collection and delivery services, particularly in areas which have been subjected to air attack, was a vital part of the rail transport organisation of the country. The provision of a mobile repair column ensures that the maximum number of damaged vehicles were put back on the road in the shortest possible time. The mobile workshop, constructed at Wolverton, had been specially designed and equipped for the repair and maintenance of road motor vehicles in the event of damage to existing workshops. The equipment included an electric generating set to provide current independent of local supplies, a portable oxy-acetylene welding plant, tanks for cleaning parts, a fitter's bench with tools also accommodation for spare parts, tyres, and timber for repairs. The portable welder was a self-contained unit capable of being employed at any of the Road Motor Shops overcoming the difficulties of varying electric supply services. The equipment was obtained on the advice of the Chief Mechanical Engineer's Welding School at Derby and manufactured by Petbow Limited, Watford. The four mobile canteens could be used either on a rail carriage truck or on a 4-wheeled road trailer. They were equipped with storage batteries for lighting, a coal burning stove, facilities for washing up, storage accommodation for food, crockery and cutlery, and the necessary urns and serving counter. The difficulties of obtaining supplies of spare parts under war-time conditions and the urgent necessity for conserving materials of all kinds has led to a special campaign being launched with some striking results. The position in regard to spares was foreseen and long before the outbreak of war, large quantities of worn material were set aside for reclamation. Worn journals had been built up by metal spraying or electro-deposition. Worn cams and worn or broken teeth had been built up by welding. For the use of gas as a propellant various types of gas producers had been thoroughly tested. Two vehicles equipped with gas producers hadbetween them run a total of 41,558 miles. Men have received training in their operation, so that should circumstances demand it, a changeover to a large number of gas driven vehicles could be made. Vehicles were also under test with gas bags, some mounted on the roofs of the vehicles and some on trailers. A new type of crane which has a lifting capacity of 4½ tons and a jib radius of 10 feet was used in dock areas and in goods depots. Six of these American built cranes were in service and a further 25 will shortly bit availabe Great Western Railway. 224. An interesting feature of the Winter Timetable was the reopening of the Yealmpton branch for passenger traffic commencing 3 November. The passenger service over this branch was discontinued some years ago on account of road competition. The service to be provided would consist of eight trains each way on weekdays, all of which will run to and from Plymouth (Friary), instead of Plymouth (Millbay) which was the previous terminus of this service. The branch train will however be provided and worked by the G.W.R. Certain unadvertised passenger trains have been run over this line since its closing, but the restoration of the full public service is noteworthy inasmuch as apart from certain seasonal train services in other parts of the country it affords the first example of a complete restoration of facilities which it was found necessary to withdraw on account of acute road competition. The centenary of a business train. Reginald B. Fellows.. Since the publication of my article on the Brighton-London Bridge business train I have come across George Augustus Salas London up to. date, written in 1894 when he was living at Brighton. In a chapter headed "Eight forty-five a.m. Breakfast on board a Pullman," written in his amusing style, he asked "Could we have broiled soles, boiled eggs and buttered toast? Why [certainly. And broiled ham and eggs, or kidneys or bloaters or haddock? Assuredly. There was a bill of fare; and there was no reason why we should not breakfast in ease and comfort. The which we presently proceeded to do; and we were not charged any more for a meal than we should have had to pay had we breakfasted in the coffee-room of a well-conducted hotel. But what a simpleton the conductor may have thought me for asking him whether we could breakfast on board the Pullman . . . " From this it is clear that although a Pullman Breakfast Car was only put on some fifteen years ago substantial breakfasts were served in the ordinary Pullman close on half a century ago. My attention has been called to the fact that for many years prior to the abolition of steam traction a special rail-car was run from Preston Park to Brighton for the convenience of passengers who lived near that station and wished to travel by the" City Limited." The rail-car left Preston Park at 8.36 a.m., due Brighton 8.40. No special arrangement was made for the down journey as an express which called at Preston Park left London Bridge a few minutes after the 5 p.m. "City Limited." Prevention of rust and corrosion. 224 An effective method of preventing the rusting and corrosion of iron and steel by the atmosphere, as well as. acids and other deleterious influences, of particular value in connection with exposed equipment, such as signals, bridges, overhead electric transmission lines and lighting standards, conveyors, engine sheds and station buildings in general, is the use of Detel. For iron and steel and other metal plant and equipment, whether directly exposed to the atmosphere or otherwise, a variety known as " D.M.U." is available, which contains chlorinated rubber dissolved in the solvent, along with about 92 per cent. finely divided zinc. A true anodic resistance to the electrolytic action characteristic of metallic corrosion is given in addition, the zinc being attacked in preference to the steel. The action is different from galvanizing, which forms an easily decomposable alloy of iron and zinc, existing as an intermediate layer. Zinc has a remarkable and anti-corrosive action in relation to iron. For example, if zinc dust is shaken into water and the zinc removed by filtration, iron immersed in the filtrate remains free from rust for a much longer period than a similar piece of iron in ordinary untreated water. On the same lines zinc will protect polished iron when both are immersed in water without the existence of any contact (electrical or otherwise) between the two metals, and an old remedy for corrosion in marine boilers is a zinc plate. It is for this reason also that thin steel sheets protected with a coat of the chlorinated rubber product show hardly any sign of rusting and corrosion, even when deep scratches are made exposing the metal, whilst in addition there is no creep of rust under the film. One of the serious dis- advantages of most paints is that when the surface is scratched or otherwise damaged rust creeps under the adjoining paint film although the surface may show no sign of this insidious action. In applying as an undercoat to iron and steel for ordinary conditions a thin coating of say 1 gallon to 100-140 sq. yds. is given, but for more severe exposure a brushed coat is used, using say 1 gallon for 70 sq. yds. Any type of oil paint, cellulose paint or other product can then be applied on top, including mixtures of Detel with finely divided aluminium or various pigments. The Engineer Corporal. C. Hamilton Ellis. Oxford University Press. The appearance of the locomotive m fiction often has funny results. Mr. Ellis's book, however, whilst designed primarily for juvenile reading, deserves notice as a responsibly written railway story. His hero, as respectable and granite-headed a young Englishman as was ever pitch- forked into the crudities of war, has greatness thrust upon him by being kidnapped for service in the United States Arrnv in 1861. The story opens on the Great Western and South Western Railways in the days of Gooch and Beattie. It takes him through hair-raising adventures as a driver on the United States Military Railroads. He helps to purloin a locomotive, and at various times is sentenced to death, falls in love with a lady on the enemy side, and goes through other nerve-wracking experiences. The author has clearly taken a good deal of trouble to recapture the American railway scene of the sixties, and Terence Cuneo has contributed some excellent illustrations showing old American locomotives being used and abused according to the fortunes of war. Locomotives of the L.N.E.R., 1923-37. K. Risdon Prentice and Peter Proud. The introductory chapter deals with the general system of numbering adopted since the amalgamation, and a statistical summary gives the yearly totals of each wheel arrangement. Each of these wheel types is then dealt with under the 280 class headings, i.e., AI, A2, etc., and so on through the alphabet to Z5. In each case a list of the engines existing at the time of grouping is given, followed by informative notes on the engines and the particular type of traffic with which they were associated. Special attention has been given to individual engines rebuilt, subjected to experimental alterations, or allocated to special duties. A list of named locomotives revised to the date of publication is also included. Details are given of changes in naming, when an engine carried a previous name for a considerable period. The usefulness of the book is considerably enhanced by a numerical list of everyone of the 9,300 locomotives owned by the L.N.E.R. since 1923, with their appropriate classes. This enables the class of any particular locomotive to be seen at a glance, and also indicates where more than one engine has carried a given number, or been re-classified. It is fitting that the authors should have chosen for the frontispiece a photograph depicting 4498 Sir Nigel Gresley, Apart from this there are 72 illustrations. Number 591 (15 November 1941) Steam for fast freight. 225 The "Prospectors". Denver and Rio Grande Western R.R. 226-8. 3 illustrations The heating system was automatic and a pump circulated air through floor and overhead radiators. On the cooling cycle the circulating pump is shut down and thermostatic connections are made with the freon compressor. In the range between 65° and 72° ambient neither heating nor cooling was supplied but a manual switch made either available if desired. The air brake system had electro-pneumatic control and decelostat wheel slip control. Air is supplied for the train by two Westinghouse compressors located in the haggage room. The Budd disc brake comprises a disc and two pairs of shoes operating thereon. A disc is mounted on the inside hub of each wheel so that two discs are employed per axle. The outer and inner disc faces,. which the shoes bear upon, are separated by radial vanes. These vanes serve to connect the two bearing surfaces of the disc, thus acting as impellers to propel air between the two outer faces of the disc, thereby dissipating the heat generated in braking. One shoe lies on each side of the disc and covers approximately one-fourth of its circumference. The shoes are operated by a pair of tongs fulcrumed on a support lying just outside of the disc radius. The outer extremity of the tongs is coupled to an air cylinder which actuates them, the regular air.-brake system of the train being utilized. The bearing pressure between the two shoes operating on the disc is equalized, the shoes, in turn, being hinged to their respective tongs in such a way that they remain in alignment. The new Budd disc brake harmonizes with conventionally braked equipment, irrespective of whether the preponderance of cars in the train are disc-braked or braked conventionally, and irrespective of the position of the cars in the train. R.B. Fellows. The centenary of Bradshaw's Guide. 228. illustration In December, 1841, the first issue appeared of Bradshaw's Railway Guide in the monthly series, which is still published as regularly as ever. In the number of its pages the Guide has grown almost beyond recognition, but in their superficial measurement very little change has been made. As far as is known only one copy of the first issue has survived, hut it is fortunately preserved in the Bodleian Library at Oxford, and by the courtesy of the Library Authorities, the title page has been reproduced. For some six years the Guide had a bright yellow glazed cover, but by the end of 1848 the brown cover had been adopted and, in different shades of brown, the time table appeared for many years. The Guide bears a serial number and since it had .been pub- lished every month from December, 1841, when "No. 1200" came out in July, 1933, it was thought that a centenary might be celebrated. The serial number was wrong, and made the Guide some eight years older established than it really was. As far back as April, 1845, the serial number had been arbitrarily advanced by 100, and no subsequent correction has been made. The centenary occurs this year. The monthly Railway Guide, though the most famous, was by no means the earliest of George Bradshaw's Time Tables. The first was an issue in 1838 "in form and size suitable for the waistcoat pocket" of the Liverpool and Manchester Company's Time Table accompanied by a small folding map of the railways in England and Wales. No copy can now be found, but it was described by Robert D. Kay its compiler, who was subsequently Editor of Bradshaw's Guide. Towards the end of October, 1839, George Bradshaw's first general time tables were published, three diminutive books, size about 4½ in. by 3 in., with cloth covers. Two of them dealt with northern and southern railways separately and cost sixpence each, but soon ceased to be published. The other lasted longer, it combined the information in the other two but cost one shilling and was called Bradshaw's Railway Companion, and came out at frequent intervals till 1849. But when the monthly Guide appeared in December, 1841, the Companion began to fall out of favour with the public in spite of its maps, plans and cloth bindings—besides the Guide was half the price. The Guide killed the Companion and still flourishes, though nowadays it costs three shillmgs to get a Bradshaw. O.J. Morris, Standardising Southern Railway locomotives, Central Section. 229-31. 2 illustrations Continued from page 160. Part 17. 0-6-2 Radial Tanks, Class E5. The E5 engines which were the apotheosis of Robert Billinton's passenger tank designs have been consistently good in all the varied duties that have fallen to their near-forty years' existence. These duties have covered practically every class of train on the ex-L.B.S.C. system, from the Sunny South express—at one time, their frequent charge east of Brighton—down to. the morning milk, from station pilot to pilot on the Southern Belle.* Unlike their prototypes, the E5s display a turn of speed which is fully to be expected, because, thanks to their larger coupled wheels, there is less compression per foot .traversed. As a natural consequence, however paradoxical at first glance, the E5s also display a higher overall rate of. acceleration, Where an E3 or an E4 decelerates rapidly, once past the 30 m.p.h. mark-as trials held in 1920 between Eastbourne and Polegate amply demonstrated—an E5 is still accelerating, redeemed as it is to some extent from the evils inseparable from a constricted steam chest placed between the cylinders . Certainly, .the E5s, like most of Robert Billinton's engines, tend to "choke" if worked hard, but with moderate loads, they can "move." No. 568, for instance, rose to the occasion on Sunday, 30 August 1914, when required to bring the then Outdoor Locomotive Superintendent from Brighton to Victoria, Invasion. was imminent, and Mr. J.J. Richardson, urgently summoned to a conference, called for speed. 568 with one brake van reeled off the 50½ miles in 57 minutes, an average of 53.6 m.p.h. which must, in places, have needed something like 70 miles an hour. More recently, the E5s were clocking-up some spirited performances on the Managing Directors' Train (withdrawn as from 11 July 1932)—the 08.58 ex-Tunbridge Wells West, which was scheduled at an overall average of 40.8 m.p.h. between Three Bridges (dep. 10.04) and London Bridge (arr. 10.47, whence the slightly cynical nickname of the train), a one-minute stop at East Croydon included. The distance from Three Bridges to London Bridge, via the Quarry deviation line, is 29 miles 25 chains, some 7 miles of which are at an average gradient of 1/240 against the engine. In the Railway Magazine for September, 1932 (Vol. 71 ,p. 226), a correspondent cited some remarkable running behind E5 class engines hauling various formations of the above train, the tare of which fluctuated between a minimum of 90 tons and a maximum of 110 tons exclusive of engine. Of 7 runs tabulated, the highest speed touched on the 1/264 fall north of Three Bridges was, 65.5 m.p.h., and the lowest on the 1/163/200/230 rise through . Redhill Tunnel,and beyond to Quarry Box, 47.9 m.p.h. Engme 2585 with a load of 110 tons made East Croydon, 19.m. 3 ch., in 22 min. 10 sec., an average of 51.5 m.p.h., and engine B399 with a load of 100 tons, put up the quite exceptional time of 15 min. 55 sec. for the 14 m. 43 ch. between Three Bridges and Coulsdon North, an average of 54.8. m.p.h. Billinton's engines were generally said to shy at hills, and the above figures are therefore a striking commentary on the value of wholesale criticism. Much has been said and written about the Large Radials, to give the E5s their current pseudonym, and one or two inaccuracies stand to be corrected. In the first place, it is generally supposed that some of them exchanged boilers with the E4s, the basis of the theory being the sporadic appearance of dome-salters on the E5 class. The E5s, however, belong to the boiler-interchange group comprising only themselves, the Small Vulcans and the E6 0-6-2 freight tanks. Transfer between E5 and E4 is either way impossible because the E5 firebox is 6 ft. 2¼ in. long against 5 ft. 8¼ in., and it slopes 1 ft. 4¼ in. against 1 ft. 0¼in. The obvious source of inter- change for the boilers in question is the Small Vulcans, and from that class they in fact came. Query has also revolved about the two E5 engines, 572 Farncombe, and 573 Nutbourne, which had the dome on the middle boiler-ring, thus clearly indicating a 3-ring barrel, while all the others had the dome on the rear ring of a 2-ring barrel. The explanation is that there happened to be in stock at Brighton Works a couple of spare 3-ring barrels, intended for some other class, and these, combined with E5 fire- boxes, went into 572 and 573 and remained on the engines for a considerable period—on 572 until 1924 at least. Where these two boilers are now to be found there is no certain telling, but it is significant that in September, 1940, 2588 had a boiler answering the description. The 2-ring boiler on the L.B.S.C.R. is to the credit of Robert Billinton who introduced it with the 1901 lot of his B4s, and thereafter to the end of the "Brighton" regime, it ranked as the standard type for every new class of engine. But where the distinctive safety-valve columns lay fore-and-aft on the B4s,—on the E5s they lay transverse. The result was a trimness about the boiler of an E5 which both motivated and justified the alteration. In those opulent days, appearance was a yard-stick of breeding, whether personal, professional or technical. Noteworthy topics concerning the "Large Radials " may here be brought together. Early on, 403 Fordcombe, 405 Fernhurst and 406 Colworth had ejectors for working vacuum-fitted: stock—probably they were built with them. To this list, the Service Time Table for 1907 adds 404 Hardham. The first two E5s, 567 Freshwater and 566 Carrisbrooke had the yellow livery carried along, beneath the cab opening, thus linking together tb two side panels. The class was so long-lived iln Stroudley's brilliant colour-scheme that, by 1917 591 Tillington had become a faded beauty flaunting modern trinkets. Still gay and handsome in yellow, thanks to the devoted attention: of New Cross depot, Tillington bore evidence of the changing times—a new smokebox door, fo instance, and brake hose-connections above the buffer-beams. This Tillington was the engine, somewhen ir '12 or '13, working an excursion out of Peckham Rye when the driver, coasting easily down the fall into Brighton terminus with a load of 20 crammed four-wheelers, suddenly found that the brakes had died on him and he would likely come to a bad end. Luckily he had an engine with 40-plm tons of braked load and he was able to draw up safe though much shaken. The inner story throws vivid light upon the economics of the cheap trip as then understood. With an ever-welling eye on the ratio, Dead Weight/Pay Load, the Brighton had pressed into service a slightly decrepit convoy of 20 Stroudley 4-wheel coaches normally used for an Up morning Workman from West Croydon, which, taring some 135 tons, with recognised accommodation for 1 ,000 and seats for 940, offered the miraculous figure of less than 3 cwt. per passenger. On the eventful Brighton run, there was an overload of paying patrons and this had caused the antique stock to sit down so heavily on its springs that the brake blocks were shot clear of the wheel-tyres. Had it happened when the G-dass singles worked this train, the consequences' might have been serious. Reverting to the technical, it is recorded that, towards the end of 1905 and the beginning of 1906, D.E. Marsh converted many of the E5s to the 2-4-2 wheel arrangement. Exactly how many is not known, but certainly the following for which W.J. Mahony of Shortlands has supplied photographic evidence: 399, 402, 404, 569, 571, 583, 585, 586, 587, 589, 590, 593. The motive underlying the experiment has already been ventilated in the E4 chapter; the results were no more encouraging. The E5 boilers were originally pressed at 160 lb., but during Robert Billinton's last year of office, the pressure was raised to 175 lb., probably to identify it with that of the 1904 replacement boilers then on order. Of late years the datum line has been settled at 170 lb. throughout the class. The fact that the Large Radials interchange boilers with the C2 Small Vulcans suggests a variety of boiler-mountings under the present standardisation scheme, and so it is. On whichever of the two classes the E5 boilers, original or 1904 replacement, are to be found, there too will be found pop safety-valves, fitted in accordance with the ruling previously laid down %% There are also a few C2 boilers of the early Billinton 160 lb. type which have received new fireboxes and Ramsbottom safety-valves of D.E. Marsh's design (Fig. 46). Because safetv-valves of this kind were not seen on an E5 until recent years, their presence strikes an unaccustomed note without disturbing the essentially "Billinton" character which these engines have retained throughout their modernisation. Their individuality comes from the unaltered front end, and for this the 1923 groupmg has largely been responsible. At the time, it was in prospect to fit them with new flat smokeboxes and saddled chimneys, precedents already established on the D3s and C2s, but the spate of reorganisation postponed the work, and it seems unlikely now to be carried out. . In fact, the Large Radials suffered hardly. any change throughout the first decade of the Southern Railway, and when B403, the last L.B.S.C. engine reconditioned to pre-grouping standards, appeared from overhaul at Brighton in 1931, it had all the long-familiar "gadgets," from Billinton's direct-loaded safety-valves to Gresham and Craven's 8mm. combination injectors on the back plate of the firebox. The standardisation programme was, however, under way and 402, 406 and 567 had already passed through Ashford Works. The rehabilitation of the class has long since been completed, and to those who have grown old with these engines, a modernised E5 with some high-sitting type of safety-valve—Kirtley's for instance—can be as distinctive as it is striking (Fig. 47). The Large Radials are now to be regarded as obsolescent, one having already gone—2569, withdrawn May, 1936. The other 25, some of them no doubt reprieved through the fortuitous cIrcumstance of war, were being painted in the blue-green livery when the fiat was issued that an engines other than express passenger were in future to be black. Black or blue-green, SR. tank engines these hard days are sparsely adorned; of edgmg and lining they have none, but aestheticism is mollified by the use of gold leaf for the device, SOUTHERN, on the side tanks, and for the numerals which now appear on the bunker. An improvement lately adopted on the E5s is to provide the open railings around the coal space with solid backboards. On 4 January 1927 E5 BS7S was requisitioned to pilot 4-6-4T B330 on this train between East Croydon and Victoria; owing, to a failure of the brake-pump on the train engine. Maskelyne (Locos. of the L.B.S.C.R. 1903-23," p. 92) says "most," but the date he quotes is an obvious misprint. Locomotive Mag., 1939, 45,. 346. IIllustrations: class E5 0-6-2T; No. 2585 (Figure 46) and 2571 (Figure 47) James McEwan. The locomotives of the Caledonian Railway. 231-4.. Continued from page 210). In 1865 the Caledonian Railway entered upon a new era for in this year the Scottish Central was taken over by amalgamation and in the following year the Scottish North Eastern was similarly taken over. Of these two lines more will be said in due course and meantime details of classes which had already been designed and ordered will be referred to. At this period the locomotive department was beginning to alter the boiler designs and all with a few exceptions as already noted were of the typical raised firebox design. In this year Conner designed several classes with flush topped boilers with the dome in the centre of the barrel, or as will be seen later on the first ring of the barrel. The new design of boiler was not to appear for a brief spell as it was in 1867 that the first appeared on a new engine. Three classes were built prior to this and all had the usual raised firebox casing, excepting the second lot of class 417. The first of the three classes was the 92 class 2-4-0 type passenger tender series of which eleven engines were built. All of these came from the company's St. Rollox Works, No. 92 in 1865, Nos. 93 to 97 in 1866 and Nos. 103 to 107 in 1867. These were of the usual standard double framed design with outside cylinders, outside bearings on the leading axle and inside bearings on the coupled wheel axles. Salter type safety valves were used. The cylinders were 17 in. diam. by 24 in. stroke. Leading wheels 3 ft. 7½ in. diameter. Coupled wheels 6 ft. 8 in. diameter. Wheelbase 6 ft. l0in. plus 8 ft. 7 in., total 15 ft. 5 in. Working pressure 130 psi The total heating surface was about 900 ft2. The engines were subsequently rebuilt with flush topped boilers with Ramsbottom safety valves over the firebox. As rebuilt there was no alteration in the particulars of the cylinders, wheels or working pressure. The new boilers were 3 in. greater in diameter and although there was this slight increase the heating surface was unaltered as there is no record of any change in the number of tubes. The weight per axle on rebuilding became:—leading axle 9 tons 9 cwt. 2 qrs., driving axle 11 tons 15 cwt., rear coupled axle 11 tons 8 cwt., total 32 tons 12 cwt. 2 qrs. The tender which was never altered during the life of the locomotives, ran on four wheels 3 ft. 8 in. diam. spaced at 9 ft. axle centres. The water capacity was 1,428 gallons and coal capacity 3 :tons. The weight on each axle was:—leading 10 tons 2 cwt. 2 qrs., rear 9 tons 2 cwt. 3 qrs., total 19 tons 5 'cwt. 1 qr. The total length of engine and tender over the buffers was 44 ft. It in. The dates of rebuilding were:—1878 Nos. 94, 96 and 106, 1879 Nos. 93, 103 and 105, 1880 Nos. 92 and 104, 1881 Nos. 95 and 97, 1883 No. 107. The boiler fitted to No. 107 was of Brittain's design although put on in Drummond's .time. When new these engines were shedded at St. Rollox and Carstairs but very soon afterwards a few were also sent to Carlisle. These engines 'were utilised mainly on the semi-fast main line dirties until transferred about 1870 to the S.N.E. section, where 'they were allocated between Perth, Dundee, Forfar and Aberdeen. One of the St. Rollox drivers was .Harry Ogilvie and he is credited with having used coal . for the- first time on a passenger engine. Time had been lost on the trip to Carlisle with the result . that only a bare minimum of coke could be got at that depot when turning the engine and only sufficient to take him to Carstairs, At· Carstairs it was impossible to get near to the. coke chute so nothing daunted, Ogilvie and his fireman shovelled coal on to the tender and departed without ascertaining to whom the coal belonged. The matter was as good as overlooked by the superintendent as a very important personage was travelling at the time and the irregular action saved the situation so far as the company's relations with the nobility were concerned. The story never revealed whether it was an engine of this class or an earlier one which was involved. In three instances, presumably for accountancy purposes, the engines were allotted "A" numbers different from those which should have been carried and it would a:ppear that the boilers were reasonably good and were passed on to other engines, and in their stead condemned boilers were put against the engines. These odd boilers were put against Nos. 96, 105 and 107 arid they became Nos. 23A (1896), 7A (1895) and 54 (1898). No. 107 as 54 ran for some fifteen months before it was taken in to the shops and scrapped. Nos. 92, 93, 94, 97 and 103 were put on to the "A" list in 1897, No. 97A becoming 1219 in 1899 and 1097 in 1900. No. 95 was put on to the "A" list in 1895. No. 104 became S. No. 1220 in 1899. Of the three engines already referred to in the boiler exchanges No. 54 became S. No. 1221 in 1899.' The olass was withdrawn in numerical rotation, Nos. 92 to 97 and 103 to 107, in the following years 1899 1899, 1899, 1896, 1896, 1909, 1898, 1899, 1895, 1896 and 1899. A small order was placed with Dubs & Co. early in 1865 for ten engines for use on the S.C. section when this should be taken over later in the same year. These were for goods traffic and as usual had the standard framing ,etc. Salter safety valves were fitted on the dome mounted on the raised firebox casing. . When rebuilt all the engines were given boilers of Brittain's design although several were rebuilt in Drummond's time. These boilers were flush topped, some with Salter safety valves on the dome which was placed on the middle ring of the boiler barrel, and others had Ramsbottom type sarety valves over thee firebox. or naa rcamsoottom type sarety valves over me firebox. Conner admitted later that he never had been satisfied with this small class so far as their steaming qualities were concerned and with his next engines built very soon after, the number of tubes was reduced while the barrel was slightly increased in diameter, and at the same time he altered the wheel spacing. The dimensions of the class as built were:-cylinders 18 in diameter by 24 in, stroke, leading wheels 3 ft. 7 in. diameter, coupled wheels 6 ft. 2 in. diameter, wheelbase 6 ft. 9 in. plus 8 ft. 9 in., total 15 ft. 6 in. The heating surface was:—tubes 1,020 ft2., firebox 89 ft2., total 1,109 ft2,. Working pressure 130 psi. The grate area was 13.7 ft2.. Weight per axle:-leading 10 tons 5 cwt. 2 qrs., driving 12 tons 8 cwt., rear coupled 10 tons, total 32 tons 13 cwt. 2 qrs. As rebuilt the heating surface became:—tubes 925.7 ft2 firebox 85.5 ft2., total 1,011.2 ft2. Grate area 15.3 ft2.. Pressure 140 psi. The higher pressure unfortunately caused a number of the frames to break and in some cases patch plates were put on some in others new trames were needed. The pressure was, however, in all cases reduced to 120 psi. The weight per axle as rebuilt became:—leading 11 tons 4 cwt. 2 qrs., driving 13 tons 7 cwt. 1 qr., rear coupled 12 tons 10 cwt. 1 qr., total 37 tons 2 cwt. The tenders were four wheeled and carried 1,710 gallons of water. Nos. 155 (ex 288), 380 and 383 were fited with the Westinghouse air brake by Drummond shortly before he left the Caledonian and were then shown equal with the rebuilds of class 419, to be described next, although actually the old Brittain boiler was retained for a short period after the date of fitting the brake for local passenger duties. The boiler fitted to No. 288 in 1886 was an 1885 one fettled up. as was the spare 1886 boiler fitted to 383. The rebuilt boilers carried by these two engines were kept as spares for other engines. The running numbers of the ten engines were 288 to 293 and 380 to 383, preceding and immediately succeeding the stock of the S,C.R. The makers were Dubs & Co., being their Nos. 19 to 24 of 1865 and 25 to 28 of 1866. the dates of rebuilding were, in numerical rotation, 1880 and again 1886, 1880, 1881, 1884, 1882, 1880, 1886, 1881, 1884 and 1884. No. 293 was given, for accountancy purposes, the condemned boiler of No. 13 and was accordingly made 13A in 1898 when the boiler was placed against it. Nos. 381 and 382 were also given old boilers and in the case of the former the boiler could not have been so poor for the engine managed to survive for ten years after being fitted. These two engines became 542A in 1897 and 555A in 1896 respec- tively. No. 542A became 1273 in 1898 and 1381 in 1900 .. No. 383 became 241 in 1898, 1249 in 1899 and 383 in 1900. Of the others No. 288 became 155 in 1899, No. 289 became 1216 in 1899 and 1289 in 1900, No. 290 became 1217 in 1899 and 1290 in 1901, and No. 292 became 1266 in 1899. The dates of withdrawal for the class, again in numerical order were:—1910, 1900, 1908, 1895, 1899, 1898, 1911, 1907, 1896 and 1909 respectively. A much improved engine followed the 288 class as already mentioned. This again was of the 2-4-0 type and of the usual standard design with raised firebox casing and Salter safety valves on the first twenty engines, and flush topped on the remainder. Compensated beam spring suspension was adopted. The cylinders were again 18 in. diam. by 24 in. stroke, leading wheels 3 ft. 7½ in. diameter, and coupled wheels 6 ft. 2 in. diameter. The wheelbase was altered in the second order which began with No. 474. Nos. 417 to 436 had the axles spaced at 7 ft. plus 8 ft. 6 in. centres, making a total w:heelbase of 15 ft. 6 in. Nos. 474/up had the same total wheelbase but the spacing was 6 ft. 9 in. plus 8 ft. 9 in. The heating surface was —tubes 935 ft2, firebox 85.5 ft2., total 1,020.5 ft2 Grate area 15.25 ft2t. Working pressure 120 psi. The weight carried per axle in working order was:—Ieading 11 tons 1 cwt., driving 12 tons 15 cwt., rear coupled 12 tons 1 cwt., total 35 tons 17 cwt. The tenders for the class were made at St. Rollox and varied having four water capacities, viz. 1,580, 1,600, 1,700 and 1,770 gallons capacity. All, however, carried 4 tons of coal. As modified later by Drummond all the tenders were made to carry 1,800 gallons of water minimum, when the weight in road trim was:—leading axle 10 tons 10 cwt., middle axle 8 tons 13 cwt., rear axle 9 tons 1 cwt. 3 qrs., total 28 tons 4 cwt. 3 qrs. London Transport car No. 14233. 234 In the autumn of 1940, District Trailer Car No. 013167 was badly damaged by enemy action. Three-quarters of the length of the car were almost completely destroyed; one end was not seriously damaged. A week or so later, Metropolitan Motor Car No. 14233 had one end wrecked and the remainder of the body deformed by blast blowing the roof upwards. It was decided to construct one motor car from these two damaged cars. Car 14233 had the damaged end cut off, all members including the solebars and main longitudinals being cut through on a vertical plane running just insi e the first pair of double doors. Car 013167 was cut through on an identical plane. Thus when the two portions were butted together all members could be joined by welding without make-up pieces. Prior to bringing the two portions together, the roof members of Car 14233 were removed and re-set and 'sides of the car were pressed out to the correct shape. The two portions having been lined up, the solebars of the composite car and the main longitudinals were welded by arc welding. Cover straps were also welded over she solebar joints to give additional strength. The original roof sheets were then replaced, only one new sheet-that at the joint-being required. The interior woodwork was largely salved from the two cars, as were the majority of the fittings and seats. Car No. 14233 has thus been put into service using very little new material other than glass, ceiling board and two sheets of steel panel. E.A. Phillipson. The steam locomotive in traffic. VIII. Periodical examinations. Organisation of repair and maintenance work. 235-8. diagram, table Continued from page 196. All repairs required by engines must be reported in writing, and this may be done by means of repairs books, sheets or cards. The disadvantages of repairs books are:— (1) A considerable amount of time is occupied subsequently by the workshops staff in making out their work sheets from the entries in the books. It is axiomatic that the amount of clerical work performed by wages staff in general should be minimised. (2) At peak periods enginemen may have to wait their turn to make entries in the repair books. . (3) The entries quickly become illegible owing to handling under dirty conditions and the use of pencils which are unsuitable for the purpose. (4) The enginemen can refer back to previous bookings. This may influence them to repeat bookings without cause. (5) There is the danger that the ruling off of the books at special times during the 24 hours may be omitted or deferred. (6) It is possible to alter previous entries, or make additions to them before a blank space can be ruled off. (7) The tracing of previous booking to individual engines is both lengthy and inaccurate. Includes a facsimile form Two further engines of the Merchant Navy class:21C3 and 2IC4. The former was officially named Royal Mail on 24 October. A test run was made with one of this class on 9 November. The load of 16 coaches with a tare of 527 tons was one of the heaviest trains that has ever worked out of Waterloo. A stop was made at Woking and leaving there, the engine steadily accelerated on the almost continuous upgrade to 72 mile/h. beyond Fleet. Another stop was 'made at Basingstoke. The real test was west of Salisbury where No. 21C2 gave a fine example of her effortless pulling power. Sherborne was passed at 70 mile/h. and up the bank of 1 in 80 beyond Crewkerne the minimum speed was 25½t m.p.h. A stop was made at Axminster. Leaving here, there is about 1¼ miles of down grade where the engine accelerated to 51 mile/h. and then followed the long pull of 1 in 80 to Honiton tunnel. Here the speed fell again to a minimum of 25½ mile/h. with a slight acceleration to 27 mile/h. at the summit. On the following down grade the speed touched 79 mile/h. before stopping at Sidmouth Junction. The 12.2 miles from there to Exeter Central were covered in 15 minutes 8 seconds. A little brake trouble in the early part of the run together with a strong side wind helped to handicap the engine but the noiseless running and the splendid acceleration after both leaving Woking and Salisbury amply proved the capabilities of Bulleid's new type. The largest locomotive. 238 The record as the heaviest locomotive in the world appears to have passed from the 2-8-8-4 Yellowstone class of Mallets on the Northern Pacific Railroad, which have held this position for some 10 years, to 20 new 4-8-8-4 Mallets just built for the Union Pacific by the American Locomotive Company. The working order weight of the new batch is given variously as 530 English tons and 533¾ English tons), compared with the 499 English tons of the Northern Pacific engines. But although the U.P. engines are intended primarily for hauling maximum tonnage without banking assistance over the 1 in 88 grades between Ogden, Utah, and Green River, Wyoming, it is claimed that they have been designed to operate at maximum speeds up to 80 mile/h., and to produce maximum power continuously at speeds of the order of 70 mile/h. The Northern Pacific engines, on the other hand, are essentially a freight type and no high speed claims have ever been made for them. Double chimneys, each with a four-jet exhaust below, are a feature of the U.P. engines, and free running at speed is further helped by a carefully designed Walschaerts gear giving a maximum valve travel of 7 in. The engine weight is 762,000 lb., of which 540,000 lb. is adhesive, and the tender with 25,000 U.S. gal. of water and 28 U.S. tons of soft coal fuel, scales 435,800 lb. Simple expansion propulsion is used, with four 23¾ in. by 32 in. cylinders driving 68 in. diameter wheels. The boiler working pressure is 300 psi, the evaporating heating surface 5,889 ft2., the superheater surface 2,466 ft2., and the grate area 150 ft2 Aid for Russia. 238 Locomotives and rolling stock from the British Railways are being sent overseas to help to speed up, supplies of arms and equipment to the Russian armies. As soon as it was known that the transport of war supplies for Russia could pass through Iran, members of the British Railways' staffs travelled by air to investigate the requirements of the Iran Railways, to enable greatly increased tonnages to be handled. Their reports were quickly approved and recommendations carried out so that cargoes of necessary equipment, as well as medium and heavy engines and various types of rolling stock, were allocated and despatched. Further railway equipment and materials will be sent as they are required, and the railway technical staffs remaining overseas to supervise the tasks will be augmented as necessary. Fifty L.M.S. and ninety-two L.N.E.R. powerful freight locomotives of the 2-8-0 type have been equipped for service overseas, and together with tenders and spare parts, either have been or are being despatched. Some are already in service. The 50 2-8-0 locomotives being provided by the L.M.S. are of the standard type, and before being sent overseas are being equipped with oil burning apparatus for using oil fuel. All of the L.N.E.R. engines are of former Great Central Railway design which proved to be especially suitable for overseas use in the last war. Sixty-one of these engines have already been sent abroad. The Southern Railway is building 1,000 steel framed open 12 ton wagons. 'The L.N.E.R. is helping by cutting wagon timbers from logs and supplying certain ironwork details for these wagons, whilst the L.M.S. are assisting by providing stampings of standard wagon parts and..by supplying considerable quantities of timber. The supply of these locomotives affords an excellent example of the way in which the British Railways work together, for the loss in engine power on the L.M.S. and L.N.E.R. will be shared by the Southern and Great Western Railways. N.W.R., India. 238. Thirty standard goods locomotives built by the North British Locomotive Company, Ltd., originally for the G.I.P.R., but transferred to the N.W.R. when the main lines near Bombay were electrified, are to be converted from oil to coal burning. These engines have large fireboxes, and will be fitted with mechanical stokers. H. Fayle. Belfast & County Down Rly., and its locomotives. 239-41. Continued from page 217. Until recently particulars of the early locomotives of the line were quite uncertain and almost unknown; thanks, however, to the kindness of W.F. Minnis, the general manager of the B. & C.D.R., certain details have been taken from their old records, which enable the gaps to be filled in, though the author regrets that the presentaccount is still very incomplete as regards dimensions. The company purchased six locomotives in 1848 for the opening of the line, though the only portion open till 1850 was the branch to Holywood. Of these six engines one had been in use on the line from 1846 as a ballast engine, and the contractor paid for its use direct to the vendors. It may be well to recall here that the first portion of the Ulster Railway, from Belfast to Portadown, opened in 1839 and 1842, had been constructed on the 6 ft. 2 in. gauge; the company was subsequently compelled to alter the gauge to the standard Irish gauge of 5 ft. 3 in., which was carried out in 1848/9; in the meantime three of the original locomotives of the 2-2-2 type built by Sharp Bros. in 1839, were disposed of to a firm of contractors named Coates and Young, of the Vulcan Foundry, Belfast. They not only altered the gauge, but fitted the engines with well tanks, and two of these went to the Belfast and County Down Railway as Nos. 1 and 6, while the third became Belfast and Ballymena Railway No. 1; eventually this engine found its way to the Belfast, Holywood and Bangor Railway and will be referred to in due course. The two B. & C.D.R. engines had been supplied by Sharp Bros. to the Ulster Railway in 1839, makers' Nos. 48 and 49; Ulster Railway engines carried no numbers only names, and these two bore names Express and Fury; the cylinders were 13 in. by 18 in., driving wheels 6 ft., leading and trailing wheels 4 ft., wheelbase 12 ft. 6 in., boiler barrel 8 ft. long by 3 ft. 6 in. diameter, 100 tubes of 15/8 in. diameter, heating surface 529.65 (tubes) + 49.52 (firebox) = 579.17 ft2., working pressure 55 psi, weight of engine in working order 14½ tons; the four-wheeled tender carried 800 gals. of water and 1 ton of coal; the cost of engine (new) was £1500 and of the tender £260; value when sold out of the Ulster Railway service, £575. These engines were purchased by Coates and Young in 1846 and 1848 respectively. No. 6 was allotted the duty of working the Holywood branch, and apparently had a nasty habit of breaking down, for according to a Belfast newspaper record, the entire staff of the line, from the manager to the porter, had to get behind the coach and push it to Holywood and back while the engine was repaired. The other locomotives. were too heavy for the branch except No. 1; this. latter was in use first on the Comber section as a ballast locomotive, and relieved at times on the Holywood branch. No. 1 was scrapped in 1867; No. 6, renumbered 3 in 1853, was sold in July, 1865, to the Belfast, Holywood & Bangor Railway, becoming No. 3 in their list; it was scrapped in November the same year after an accident when it was derailed and damaged; this engine had been obtained as a spare only, so that the loss was not great. The next locomotive, No. 2, was a 0-4-2, built in 1848 by Bury, Curtis and Kennedy; the dimensions were: cylinders 15 in. by 20 in., coupled wheels 4 ft. 6 in., trailing wheels 3 ft. 10 in. ; the boiler had 152 tubes, 11 ft. 11 in. long by 2½ in. diameter; heating surface, tubes 1,000 ft2., firebox 60 ft2., total 1,060 ft2., grate area 12.75 ft2., pressure 80 psi. This engine was intended for goods traffic, but until 1850 it was employed on ballasting work, and again from 1857 to 1859, probably on the extension of the main line to Downpatrick. It was also employed at varying periods between 1865 and 1868 on the construction of the Belfast Central Railway, and was replaced in 1880. Nos. 3 to 5 were 2-2-2 engines built by Bury, Curtis and Kennedy in 1848; the cylinders were 15 in. by 20 in., driving wheels 5 ft. 6 in., leading wheels 4 ft. 2 in., trailing wheels 3 ft. 8 in. ; wheelbase 6 ft. 11 in. + 6 ft. 2½ iri., total 13 ft. 1½ in.; boiler barrel 10 ft. 5½ in. long by 3 ft. 8 in. diameter, with 119 tubes 21/8 in. diameter by 10 ft. 8½ in. long; grate area 11.59 ft2.; pressure 80 psi., weight given as 19½ tons. The company never had these engines in use, and sold them to Wm. Dargan, the well-known Irish railway contractor, in 1852, who in turn sold them to the Waterford & Limerick Railway, on which line they became Nos. 8 to 10, and lasted into the 1880s. With the disposal of these engines it was necessary to renumber the stock carrying numbers 6 to 9 in order to follow on or after No. 2; this took pLace in February 1853. No. 7, later on No. 4, was a standard Sharp Bros. 2-2-2, one of a cancelled order for the Great Southern & Western Railway of Ireland; the Ulster Railway had arranged to purchase this engine, but instead obtained another Sharp single that was ordered for the Belfast & Ballymena Railway (No. 7); this latter engine bore the name Hawk, but the Ulster Railway changed it to Spitfire, the name Hawk being transferred to the ex-Ulster engine already referred to, that went to the Belfast & Ballymena Railway as No. 1. The B. & C.D.R. engine was Sharp's No. 394 of 1847, and was sold to the railway in February, 1849; the dimensions were : cylinders 15 in. by 20 in., driving wheels 5 ft. 6 in., leading and trailing wheels 3 ft. 6 in., wheelbase 5 ft. 9 in. + 6 ft. 11 in. = 12 ft. 8in. ; boiler barrel 10 ft. long by 3 ft. 7!in. diameter, firebox casing 3 ft. 8 in. long by 4 ft. 8 in. wide, length of outer firebox 6 ft. 6 in., workmg pressure 80 lb. per sq. in.; outside frames dome with spri.ng balance safety valve on top on first boiler 'rmg, raised firebox, six-wheeled tender. No. 4 was used on the Holywood branch and was withdrawn in 1877. Engine No. 8, altered to 5 in 1853 and 1 in 1867, was a standard Fairbairn 2-2-2 well tank delivered in August, 1850; it had cylinders 13 in. by 20 in., and 5 ft. 1 m. driving wheels, and was obtained specially for working the Holywood branch in place of No. 1, which was not too successful on this section. After the Holywood line was leased to the B.H. & B.R. in 1865, this engine was transferred to the Donaghadee branch, being withdrawn m 1882. The next addition No. 9 (later No. 6), was another altered Ulster Railway engine; it was of the 0-4-0 type built by Tayleur & Co. in 1845, their number 203; it carried the name Ulster while working on the Ulster Railway. The cylinders were 15 in. by 20 in., and the wheels 5 ft.; this type of engine was very uncommon in Ireland, in fact only one other example, on the Midland Great Western Railway, is known. It was sold to Coates & Young in 1848, who a1tered the gauge to 5 ft. 3 in., and in August, 1851, sold it to the B. & C.D.R. It was used on the Comber and Newtownards section, and is said to have been most suitable for the work, and could haul more coaches out of .Newtownards than any other locomotive on the line, presumably owing to having the wheels coupled. In 1859 it was sold to a contractor, as a tank engine had been ordered from Manchester for this section, and capable of working through to Belfast. Nos. 7 and 8, built by Beyer, Peacock & Co. in 1857, makers' Nos. 53 and 55, and delivered the following year, were 2-4-0 side tank engines, the first on the line to have outside cylinders; the boiler was fitted with Beattie's patent feed water heating apparatus, and the firebox was raised; about 1870 both engines were fitted with new flush topped boilers; the cylinders were 15 in. by 22 in. and the coupled wheels 5 ft. 6 in. No. 8 was renumbered 6 in 1859 and withdrawn from service in 1894; No. 7 was withdrawn in 1896. In May, 1859, the same makers delivered a smaller 2-4-0 side tank engine, their number 104, which became B. & C.D.R. No. 8. This was a makers' design and had inside cylinders 12 in. by 22 in. and 5 ft. coupled wheels; presumably it is the engine already referred to as ordered for the Newtownards branch. The boiler was of flush topped design when delivered, with dome over the firebox and some time later the dome was transferred to the centre of the barrel; it was withdrawn from service in 1883. Two 0-4-2 locomotives were ordered from Fairbairn and delivered in November, 1859, carrying numbers 9 and 10; they had cylinders 15 in. by 22 in. and 5 ft. coupled wheels, and are described as "heavy coal burning goods engines," but further particulars are lacking.; No. 9 was withdrawn in 1887 and No; 10 in 1886. For working suburban traffic some 2-4-0 saddle tanks were obtained from the Vulcan Foundry, evidently a makers' design; three of these were built for the B. & C.D.R., and four obhers of exactly similar design for the Belfast, Holywood & Bangor Railway, while another found its way to the West Cork Railway (No. 3). 'The cylinders were 15 in. by 20 in., coupled wheels 5 ft., leading wheels 3 ft. 5 in., boiler barrel 9 ft. long by 3 ft. 9 in. diameter, total heating surface 765.83 ft2., pressure 150 psi., tanks 800 gals., fuel 35¼ ft3., weight empty 22½ tons. The first was No. 11, makers' No. 508 of 1863; No. 3 (561) followed in 1866, and No. 5 (590) in 1867; No. 5 was replaced in 1896, No. 3 in 1901 (but ran for a few years after as 3A), and No. 11 in 1904. These engines had polished brass domes with Salter valves on top; the back of the cab was open, but was later fitted with rear weatherboard. At this point it may be of interest to note that the first locomotive superintendent of the B. & C.D.R. was John Hume in 1848, and he was succeeded by Thomas Firth in 1855; he apparently left the line to become engineer of the Belfast, Holywood & Bangor Railway in 1861 being succeeded by C. K. Domvile, who held the post till 1880. It will now be convenient to refer to the engines forming the stock of the Belfast, Holywood & Bangor Railway. Nos. 1 and 2, Vukan Foundry Nos. 537/8 of 1865, were 2-4-0 saddle tanks of the type just mentioned; they had been built for the B. & C.D.R., but were transferred to the B.H. & B.R. When the stock of the latter line was taken over by the B. &: C. D. R. in 1884, they became Nos. 15 and 16 in the books of that company, and were scrapped in 1901 and 1890 respectively. No. 3 was old No. 3 of the B. & C.D.R., a 2-2-2 well tank already referred to, that had come from the Ulster Railway; this engine was scrapped after an accident in November 1865, the same year as the B.H. & B.R. acquired it. To take its place another second-hand. tank engine was obtained that had also come from the Ulster Railway, on which line it bore the name of Spitfire; as already mentioned it was rebuilt as a 2-2-2 well tank by Coates & Young, and became Belfast & Ballymena Railway No. 1, with the name Hawk in 1849; in October, 1854, it was rebuilt as a 2-4-0 tank engine with 5 ft. 6 in. wheels at the Belfast works of the "Belfast. & Ballyrnena Railway, the cylinder dimensions remaining unaltered at 11 in. by 18 in. ; the rebuild seems to have been a fairly heavy one, as besides the alteration to the wheels a new boiler was fitted. It was withdrawn :in October, 1863, from the service of the Belfast & Northern Counties Railway, as the Belfast & Ballymena Railway had become in 1860; the following year (1864) it was sold to Thomas Firth, the engineer of the Belfast, Holywood & Bangor Railway, being probably employed as a ballast engine on the Bangor extension, and was taken into stock as No. 3 after the accident to the previous engine bearing this number; it appears to have lasted down .to 1876, when. it was replaced by a new engine. .In 1870 the Yorkshire Engine Co. supplied two 2-4-0 side tank engines (see Vol. 26, page 255) that are interesting as the only locomotives built by these makers for an Irish railway; the builders' numbers were 151/2. and those of the railway company 4 and 5. The cylinders were 12 in. by 22 in., coupled wheels 5 ft., leading wheels 3 ft. 6 in., wheelbase 6 ft. 8 in. + 5 ft. l0in. = 12 ft. 6 in., boiler 3 ft. 5¾ in. diameter by 9 ft. 3 in. long, 116 tubes of 2 in. diameter, heating surface 578 (tubes) + 58 (firebox) = 636 ft2., grate area 8.76 ft2, tanks 809 gallons, weight empty 18¾ tons, in working order 24¾ tons; these engines became B. & C.D.R. Nos. 18 and 19 in 1885, and were replaced in 1891. B. & C.D.R. No. 1'7 (formerly B. H. & B.R. No. 3) Built by the Vulcan Foundry, 1876. Two further engines were added to the stock in 1876; they were V:ulcan 2-4-0 saddle tanks. (makers' Nos. 793/7) similar to Nos. 1 and 2 except that the bunker capacity was 51 ft3. The B.H. & B.R. os. were 3 and 6, and those of the B. & C. D . R. 17 and :20, being scrapped in 1909. It will be seen that six engmes were taken over by the B. & C.D.R. from. this company in 1884. Illustrations: Sharp single type No. 7, B. & C.D.R. No. 7, 2-4-0T. built Bever, Peacock & Co., 1857; B. & C.D.R. No. 17 formerly B.H.&B.R, No. 3 built Vulcan Foundry in 1876. Wagon control. 241 Railway wagon. control is an essential feature of efficient goods train working as it ensures that wagons of the types required to meet the sender's needs are supplied promptly, whether they are required at goods stations, private sidings, collieries or the docks. . The pooling of railway wagons in order to avoid the ruuning of many empty trains has been successfully worked for many years. After the commencement of the War. this pooling arrangement was extended to cover the special vehicles used for carrying meat and other penshable traffics, and also of all wagon sheets and ropes. The 600,000 privately owned wagons which were requisitioned by the Government were added to the pool and thereby came under' the Central Control. At stipulated times every day the position is reviewed and estimates compiled of the number of each. type, of wagon anticipated to be needed to meet the next day's requirements, including the special types of wagons of which the railways have over 50,060. Improvements to help the railways to carry still. more traffic are being carried out. These include the laying of additional' lines and sidings; enlargmg shunting yards; the building of new bridges;. the strengthening of. some of the existing structures, and Installing additional signalling and telephone equipment. Great Southern Riilway—Eire. 241 Owing to the acute scarcity of coal many train services have had to be drastically cut. On some engines cmpressed peat (briquettes) mixed with a proportion of coal was being used .. High capacity well car. 242. diagram (side & end elevations and plan) Wagaon built by Greenville Steel Car Co. for Carnegie Illinois Steel Co. to convey ingot moulds. O.J. Morris. A pioneer bogie coach. 242-3. illustration Former Midland Railway vehicle, probably supplied by Ashbury, sold to Isle of Wight Central Railway for £125 where Charles L. Conacher, manager, envisaged using it on push & pull services powered by 0-4-2ST Hillsea Halt opened between Portcreek Junction and Fratton L.M.S. 40-ton electric magnet crane. 243 Goliath crane with 38-inch diameter magnet capably of lifting 7 tons. Tank trains in mock battle. 244 Stephenson Locomotive Society. 244. Obituary. 244. E.C.B. Ashford: an authority on the Somerset & Dorset Railway; died aged 40; member of Bath City Council. Valuable experience in movmg armoured fighting units rapidly from one part of the- country to another, literally at a moment's notice, has been gained by the .railways and the Army Authorities in the large scale manoeuvres which had taken place in vanous parts of the country. For one large scale exercise the transport plan consisted .of .two stages. The first required the movement of the "enemy" and "defending" forces to their pre-determined battle stations, before the commencement of hostilities. This stage, which involved the rurining of many special trains, was carried out successfully. The second. stage was more complex. It concerned the return of units to their "Home Stations" after the battle was over. The points at which the units would finish could not be foreseen as it was entirely dependent on the tide of the "battle," and transport arrangements could not be initiated until the Military Authorities were able to advise the railways, of the points where transport· was required. Accordingly .a complete local railway control office was established at a point adjacent to the combat area, in co-operation with the Military Movement Control, at which special telephone facilities were installed. While it was impossible to ascertain in advance from exactly what stations or depots transport would be required, a pool of vehicles was assembled at several dispersed points in the locality of the operations so that complete trains of wagons suitable for the conveyance of tanks could be assembled without delay. The dispersal movement, which involved the running of nearly as many special trains, most of them from small wayside stations, was carried out without a hitch. Stephenson Locomotive Society. 244 The North Eastern Branch recently paid visits to two well-known collieries in the district. On one of the occasions tea was subsequently taken in Geo. Stephenson's cottage at Killingworth. At Newcastle-on-Tyne A.W. Croughton gave a comprehensive paper on "The History of the Great North of Scotland Railway." The current issue of the Society's Journal is' the 200th number and contains a foreword by the President. . The railways of Persia. Reprinted froni the Railway Gazette. London: Rathvay Gazette. The railways of Persia.had been much in the news:and this account of them, though brief, was very welcome. It. is perhaps hardly realised that except .for a slight incursion of a Russian railway over the frontier of that country, no railway construction was undertaken in Persia until.192'7 and it was only in 1938 that the main line joining the Caspian Sea with the Persian Gulf was completed. The country, traversed is difficult and necessitated the construction of many bndges and tunnels, including some spirals, whilst the northern section involved a ruling gradient of 1 in 36 and the southern one of 1 in 67.'The summit tunnel, which has a length of 3,170 yards, is at an altitude .of 6;929 ft. .The illustrations are excellent ~ and give .a good idea of the railway works. The line was fortunately. constructed on the 4 ft. 8½ in. gauge. Joseph Beattie. W.B. Thompson, It would be very interesting to have, particulars of the trial of L. & S.W. locomotives on the Dover boat trains, to which you refer in your article on Joseph Beattie. I have never myself seen an official account of the trial, but surely there must be something wrong with the figures which -you give? Seventy-two years ago a British express which weighed 196 tons would be considered a very heavy train, and it seems impossible that the little Beattie engines should have hauled such trains from Charing Cross (or should it. be Cannon .Street) to; Dover .at a speed of 47 miles per hour. The engines would have to face the climb to Knockholt, with a maximum gradient at 1 in 112; and the approach to' Dover, on a. 'long, falling. gradient of 1-in .264 must have' been taken cautiously as the only stopping power was the hand brake on the tender and vans. Though the old route via Redhill was easier it was much longer, and the trains could not nave. made the run by that route in 96 minutes as stated. . When F.W. Webb began building his three-cylinder compounds twelve years later he apparently thought that if his company's expresses were going to exceed 140 tons in weight his engines of the Precedent class would not be able to deal with them without pilot assistance; and it is significant that the North Western road was easier than the line to Dover, the speeds were not high, and the Precedents were more powerful than the Beattie engines. It seems probable therefore that the figures which you give are too optimistic, and it would be very satisfactory to know what really happened. The so-called Beattie tank engine of which you give a picture on p. 222 has of course been rebuilt long ago, and to-day has not. the faintest resemblance to the beautiful original of Beattie and. Beyer, Peacock. Joseph Beattie. C. Hamilton Ellis.. Re article on J.R.Beattie: it reminds me of a somewhat broad limetick ending with the line: "And everyone thought it was me!' Some of the mistakes, occurring through publication having taken place a month earlier than I was advised, and consequently without author's corrections, are obvious literals, and) may be left· as such. Then, as. one also familiar with .the .busiriess 'end of .the editorial blue pencil, I:an;l not unsympathetic aboutjhe cuts which have had to be made. ' But you make me refer to a, table which is not there; you make me spel rny hero's name with a small b; indeed, there are. all sorts of things in the article liable to bring you): readers' tomahawks down on my neck amid loud war-whoops. The missing addition of the word "and," for instance; between "six-wheel" and "bogie" on page 220, column '2, would have niade a mighty difference, and for the better. One other thing, which, although I was the original perpetrator in this case', I duly corrected in proof, is the suggestion that Beattie's drawing office has vanished from Nine Elms. It is, of course, still there, 'minus the clock tower. Therefore I beg of you to insert this short self-vindication of . . Oil economy. 244 Three hundred thousand miles of trouble-free .running .have been returned by Timken axleboxes fitted to the leading bogies and trailing trucks of one Class of South African locomotive: oil consumption is one-pint a year for each axlebox. All the coaches making, up the two .special "Blue" .frains. running between Johannesburg . and, Cape Town are fitted, with these axleboxes. Number 592 (15 December 1941) The locomotive in engineering. 245-8. 3 tables Precis of Stanier's IMechE Presidential Address. When commencing his training in January 1892, locomotive practice on the Great Western, under the guidance of William Dean, was very much the same as that of other railways of the time. The locomotives were comparatively small, with steam pressures up to 140 psi., but very quickly another phase began; steam pressures were raised to 160 psi and a bogie became necessary in front to provide a lengthened wheelbase on which to carry the larger boilers. About the year 1902, Churchward brought out the first big departure from current practice, when he built six-wheel-coupled express passenger engines with cylinders having 30 in. stroke and fitted with valve gear having an unusually long travel and a greater lap. These characteristics made it possible to work the engine so that greater advantage was obtained from the expansion of the stcam. Churchward continued to adopt these features throughout the whole of his career as chief mechanical engineer of the Great Western. This practice has been adopted and developed gradually on all the other English railways and it is the development that has taken place on the LMS over the last ten years to which he principally refered. Table 1 lists the approximate thermal efficiencies of various steam locomotives: representative locomotive of c1880; c1912, Coronation, Chapelon superheated 4-8-0 compound locomotive and advanced steam power station practice electric drive (the last based on particulars given in Sir Leonard Pearce’s Thomas Hawksley Lecture, Proc.I Mech.E., 1939, vol. 142, p. 305), Table 1 attempts to set out the relative thermal efficiencies for different stages in the development of steam motive power, showing first of all the basic theoretical efficiency of the cycle, then the actual engine and boiler effciencies, and finally an overall thermal efficiency for the plant as a whole on a basis of indicated horse-power. The first column represents a saturated steam engine as designed in the last century (of which many are still running); col. 2 represents a superheated design of the period 1908-12, still retaining old-fashioned cylinder and valve gear design ; col. 3 the position of representative best present-day design in this country, while col. 4 is illustrative of the work done by Chapelon in France, and represents very nearly the best which can be expected from further refinement in.the normal reciprocating locomotive. The last column gives comparative figures for an “ideal” application of the most advanced power station practice to the locomotive, leaving on one side for the moment the question of how far the various features of power station practice could in fact be applied. The record of the locomotive is not, as is sometimes thought, entirely bad, and Table 1 shows clearly where it has advanced and where it still falls short. Table. 2: particulars of representative locomotive boilers (L .M. & S. Railway and Table 3 Dynamometer car test results with various L .M. & S. Railway locomotives: No. 5917 Claughton class Euston to Carlisle and return; No. 6158 Royal Scot class Euston to Carlisle and return (low mileage and high mileage); Princess Royal No. 6210, Turbomotive No. 6202 and Coronation class No. 6225 with light load Euston to Glasgow; Euston to Glasgow and back No. 6220 with Coronation Scot load and timing and No. 6234 with maximum load Crewe to Glasgow and return; and Class 5 St Pancras to Leeds and return with No. 5067 with 14 element superheater and No. 5079 with 21 element superheater. A review of the efficiency of the steam locomotive, based on LMS testing plus a forecast of future development: makes reference to Goss and thr Altoona test plant Twin-coupled railcars, Great Western Railway. 248-9. illustration. Designed to incorporate an intermediate trailer using an ordinary corridor coach. The General Terminus Railway was taken over together with 3 locomotives. Two were 0-4-0 tender locomotives built by J.M. Rowan in February 1851: they became CR Nos. 116 and 117 and were scrapped in 1867.. O.S. Nock. Locomotive performance on the G.W.R. 257-60. illustration, 6 diagrams Letter from H. Holcroft objected to comments on 43XX class Locomotive design. L.A. Fullagar. The opening article in issue of 15 October criticises the Great Northern 251 class Atlantics as designed on the ground that the cylinders were too small for the boiler. The subsequent performance of the Atlantics, however, suggests a profitable enquiry why they did so distinguishingly well, and whether the proportions were not consistent with the highest locomotive development at that time. At this distance from their date of origin in 1902 it is easy to overlook .that there was then no superheat, no modern valve or cylinder design and a heavy preponderance of D slide valves. With such engines when, as was the fashion in the 1890s, the cylinders were far too large for the boiler, the choice was soon reached between (a) running with a sufficiently short cut-off for the boiler to maintain steam when the back-pressure was excessive and ceiling speed low, or (b) obtaining freer running by working in fuller gear and saving the boiler by throttling at the regulator. In the 251 class Atlantic Ivatt applied Richardson balanced valves which with outside cylinders introduced only· one slow 90° bend between cylinder port and blast pipe. The 180° reversal + 90° sharp bend common with .D valves were eliminated but the S shaped passages from cylinder ports to valve chest remained. Back pressure was greatly. reduced but would still be serious at short cut-offs 'with the valve travel then in force. Ivatt appears to have recognised this and designed the engines for what we should now regard as very late cut-off and full regulator. Had they been given larger cylinders they would have been driven with the same cut-off, but partly closed regulator, an admittedly less efficient method. With saturated steam also the reduction of losses obtained through small cylinders was desirable. Ivatt in fact produced an engine which with short travel valve gear of his day could be driven with full regulator and the low back pressure at high speed now obtainable with modern cylinder and valve design, while steam losses were limited by small cylinders. There was also valuable limitations of the mechanical stresses. The introduction of piston valves when, as the article referred to points out, it was at last realised they could be of large diameter, allowed the freedom of exhaust at short cut-offs which Ivatt alone had obtained in 1902 by 'balanced valves, small cylinders and longer cut-offs. Such piston valves are usually associated with long travel about which there still exists confused thinking. Actually the valve movement of a long travel engine at 15 per cent. cut-off may be less than an old short travel design at 30 per cent. cut-off, but the former gives reduced throttling at exhaust. In most modern designs long travel valves are combined with cylinder ports passing directly through the cylinder casting and leading with no pronounced change of direction to the blastpipe. This was the feature which distinguished the G.W.R. two-cylinder engines from 1900 onwards and it is one of the mysteries of locomotive development that its value was not recognised when the 4-cylinder G.W.R. engines were designed. These, by placing all cylinders out of line with the smoke box introduced two right-angle bends for both steam and exhaust. The L.M.S.R. in their first two Pacifies repeated this defect but have partially remedied it in the subsequent engines by moving forward the outside cylinders. Considering in 1941 a 1902 design it may be found not to possess proportions desirable now, but only when combined with developments unknown when the type originated. Comparison with other Atlantics must be made with caution as there were various points of difference, but it should surely not be overlooked that all the five British Atlantic designs which' followed Ivatt had larger cylinders, and it will hardly be contended that anyone of them has done as well. McConnell's single engines. C.F. Dendy Marshall. CFDM interested in McConnell's single engines on the L. & N.W.R., namely, large Bloomers, small ditto, No. 373 Maberly, No. 300 and Mac's Mangle. Can anyone tell me where good drawings are to be found? I have searched Tredgold, Clark and Colburn in vain. The only thing I have found is a fine drawing of the firebox of No. 300 in The Permanent Way etc. of Colburn and Hollery (New York, 1858). I particularly want to know the distance between the centres of cylinders of No. 300. Ahrons (p. 95). says 1 ft. 10½ in., and then goes on to say that the inside beanngs could therefore be only 41 in. long. This must be a mistake. The drawing referred to above shows that the eccentrics were in the usual position; between the cranks. Ahrons also says the inside frames only extended from the motion-plate to the firebox, whereas his illustration (Fig. 106) shows that they passed forward behind the leading wheels Response from Henry Dearberg. A book of trains. W.J. Bassett-Lowke and F.E. Courtney. Penguin Books Limited, London. How does one review a Penguin, or in this case a Puffin —one of the seemingly thousand-odd red-and-white backed sixpenny's which bedeck every railway bookstall in England? This one, at least, differs from most of the others in its size, for it must have been beyond the wit even of Bassett-Lowke and his artist to illustrate and describe express trains and big stations within the usual Penguin-Puffin compass. As fitting a circulation among the mass, the text is simple in the extreme, but simplicity here does not mean crudeness as, unfortunately, it does in the illustrations. The book seeks to cover all phases of train working. and within what must have been the strict limitations imposed upon him, the author has dealt with history. locomotives, trains, bridges, stations, signals, underground lines and even miniature railways. Some notes on zinc oxide in lubrication. 266 Interesting booklet by Alexander Duckham, The author does not deal with what may be regarded nowadays as the more or less well understood field of lubrication by oils and greases, but confines his comments to the securing of. more perfect lubrication by the incor- poration of zinc oxide. It. has been found that the. presence of zinc oxide in lubricants neutralises acidity and forms inert zinc com- pounds which in no way interfere with the stability or functioning of the lubricants. Electrolytic decomposition of the zinc compounds. results in the deposition of zinc on the bearings thus giving increased protection of the ferrous surface. Trade note. 266 Portable axlebox press. For the mounting and withdrawal of axle boxes, a new portable hydraulic concentric press has been developed by British Timken Limited. It is particularly useful in emergency and in inconvenient situations. Timken axlebox bearings always have their inner races press fitted on to the axle; this is standard practice, as in wheel fitting, but it has been open to the objection that the use of a wheel press is involved. The objection is now removed by the advent of the new press. The purpose of the design was to -evolve a tool capable of a pressure of 75 tons, and at the same time portable. Two men can lift the press. There are two models, one hand operated and the other power operated. Using either of these, an axlebox can be mounted or removed in 10 minutes, including time for setting up. In case of. power failure, the power unit may be used for hand operation; a handle is provided for this emergency. A safety device prevents the handle being attached while the Power is available.
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Solving a sticky problem (University of Pittsburgh) Dr. Jacobs will develop new methods to measure the attachment and stability of nanoparticles on surfaces under various conditions, allowing researchers to enhance both surfaces and nanoparticles in tandem to work more effectively together. Original source: https://www.eurekalert.org/pub_releases/2019-03/uop-sas030419.php
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Renaissance Athletic Club 501 Graham Avenue Benton Harbor, Michigan 49022 [email protected] A healthy lifestyle is more than just a workout. It’s a state of mind. It’s taking time for yourself. It’s adding balance to your life. That’s why we’ve designed a modern facility full of amenities to help you relax and enjoy your time with us.
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CHEBOYGAN • PETOSKEY • HARBOR SPRINGS • BOYNE CITY • INDIAN RIVER Ask the Director™ When someone you know passes away, your first instinct is to offer encouragement, help, and support to those affected — but you may not be sure what to say or do. It's okay to feel this way. Does it matter what I wear? Can I bring the children? What should I say to the family of the deceased? When should I visit? Stone Funeral Home, Inc. offers guidance on the proper etiquette of visitations and funerals, so you'll feel more comfortable and prepared for attending services. WHAT TO SAY It can be difficult to know what to say to the family of the deceased to express your sympathy. To begin, offer your condolences to the family. If you are comfortable, share a memory of the deceased. In this difficult time, sharing the joy of the deceased’s life can help comfort the bereaved. For example, “I was so sorry to hear of Mary’s passing. She was always such a wonderful friend to me." When attending a memorial service or funeral, dress in dark and subdued colors, such as dark blues, grays, browns, and black. Be sure to dress simply and conservatively. Men are encouraged to wear a jacket and tie paired with dress shoes, while women should choose either a dress or a suit. Any jewelry should be subtle and traditional. When attending a funeral or a service, do your best to be on time. Try to enter the facility as quietly as possible. If there are no ushers present, remember that the first few rows of seats are usually for the immediate family and close friends. Acquaintances should appropriately seat themselves in the middle or towards the rear. Immediately upon learning of a death, it is appropriate for family and close friends to go to the home of the bereaved to offer sympathy and support. This can be a very overwhelming time for a family. Offering to assist with child care, food preparation, receiving visitors, or service preparations can provide immense comfort during this difficult process. The funeral home is the best place to visit the family to offer your condolences, as they are prepared for visitors at these services. Sending flowers is a wonderful way to express your sympathy to the family of the deceased, and can bring comfort in a difficult time. Flowers are a meaningful gift that can be enjoyed during and after the funeral service. Floral arrangements and plants can be sent to the funeral home to be present at services, or sent to the home of the family directly. WHAT NOT TO SAY Try not to give comments that minimize the loss, such as "It's probably for the best, because he was suffering too much," or "I've been in your shoes myself." These will not provide comfort to the bereaved Wait for the family to discuss the cause of death. Do not bring it up yourself. KEEP THE LINE MOVING Visitations can be very emotional, especially when speaking with the family of the deceased. If there is a line to speak with the bereaved and view the casket, be conscious of keeping the line moving. After passing through the line, be sure to stand to the side to continue conversation, or allow the family member to continue to greet guests. The family will often be more available to speak following the conclusion of the service. MOBILE PHONE USE Smart phones should be turned off or silenced completely during the service. Checking your phone is noticeable and is a distraction to those who are trying to pay their respects. If you must return a message or receive a call, exit the service quietly. Allowing a child to attend a memorial or funeral service can help them say goodbye to a friend or loved one. It is important to not force a child to go, but instead encourage them to share in this tribute with the rest of the family. Before attending, help prepare them by explaining what they might see at the service. This can be a very draining time for a family. The gift of food is a kind gesture that the family will deeply appreciate and help alleviate the stress of funeral planning and mourning. Remembering children in the family is a thoughtful gesture, as this is often a difficult time for them as well. A small gift like a stuffed animal or a book is best. Time is precious. Helping with household tasks ease the family's burden. Caring for pets, driving children to school, running errands, or helping around the house are wonderful ways to help the family. | 2098 E. Mitchell Road | Petoskey, MI 49770 Nordman-Christian Funeral Home | 302 South Huron | Cheboygan, MI 49721 Schiller Funeral Home | 5505 M-119 | Harbor Springs, MI 49740 Stackus Funeral Home | 417 Elm Street | Boyne City, MI 49712 Stone Funeral Home & Cremation Services | 6038 Prospect Street | Indian River, MI 49749
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Preparing Your Unit For a Storm Natural disasters happen and we can only do so much to control the damage. However, we can do our best to protect our belongings before the storm starts. Below are 4 tips on preparing your storage unit before a storm. Insurance. Insurance is one of those things that most of us don’t worry about. We usually think that nothing bad will happen to us and we don’t need it. However, especially if you are storing your belongings in an area with frequent natural disasters it is important to make sure your items are covered. Some facilities require insurance, but if they don’t your personal insurance company can likely help you. This is a great preventative tool that can save you the financial strife of purchasing all new items in case of a hurricane, tornado, or other natural disaster. Store items on top of pallets. If it is possible, when you move into your storage unit try to store things on top of pallets with a tarp underneath. The tarp protects the floor from scratches and the pallets protect your items from water damage in case of a flood or hurricane. You can usually get pallets for free or extremely cost effectively from local shipping companies or other facilities. Remember to always check with the owner or manager of the facility to make sure this is in compliance with their rules! Check your unit before the storm starts. When you are aware that a storm is coming if it is still safe to do so, you should go to your unit and get anything extremely important out of it. For example, if you know you have stored birth certificates, or social security cards you should retrieve them before the storm. You should also check that the door is securely locked and things are as far off of the floor as possible. Check your unit after the storm. You should go to your unit and check on your items as soon as (safely) possible after the storm or disaster. This can prevent unnecessary damage caused by water or other potentially damaging materials. Another reason to check as soon as you can is because if it is necessary to file an insurance claim you want to take prudent measures and get the claim filed as soon as possible. Many insurance companies will not accept a claim if you did not do everything you could to minimize damage. For example, if there was a flood and you went to your storage unit 3 weeks later and found mold the claim may not be covered. However, if you go the first day it is safe to do so and take preventative measures you will be more likely to have your claim accepted. While these suggestions may not fully protect your items from a natural disaster they will certainly help. It’s always better “to be safe than sorry”!
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25-HP and EDS: The Cost Case This entry is the third in our series of four entries on the HP/EDS deal. Hewlett Packard has proposed a take-over of EDS, in order to improve its services, revenues and profits. EDS is #2 to IBM in the computer services industry. Hewlett Packard is #5. The combined company, at $38 billion In revenues, would have only a 5% share of the market. IBM has $54 billion in services revenues and 7% market share. The reaction in the stock market has been mixed. Hewlett Packard stockholders don’t like it. Its share price fell. The EDS shareholders like it a lot better, as their shares increased in value. A company undertakes an acquisition to achieve one or more of these three objectives: first, acquire a product that it does not have; second, acquire customers that it otherwise could not service; and third, establish a new lower unit cost through the combination of the two companies. We will look at each of these, in turn, in the current HP and EDS deal and then summarize our conclusions in the last entry. The Cost Case The cost outlook for this acquisition is surely positive. The cost reduction opportunities are plentiful. EDS was slow to shift some of its infrastructure to lower cost countries, such as India, so it starts out with high operating costs. EDS has operating margins of 6%, which are half those of IBM, and lower than those of HP in the services business. The combination of the two companies will have enough overhead overlap to allow significant cost savings. HP, as the acquirer, is better positioned to reduce costs. HP’s CEO has proven himself to be an effective cost manager. The HP management group has been fire-tried in the hardware business. The hardware business is much tougher than the services business because it is closer to a commodity with standard features. Cost is always an important element of the hardware business. The combined company is virtually certain to see significant reductions in unit costs. In our fourth and last entry, we will summarize our conclusions on this combination. Posted 6/2/08 The combination of HP plus EDS is likely to have reduced the cost of the combined company, as it increased the combined company’s market share and economies of scale. Born out of HP’s split, HPE focuses on enterprise products and services. Hewlett Packard Enterprise (HPE) was created in 2015 when HP split its operation into two. On one side is HP Inc, the printer and PC arm of the company, while HPE deals with enterprise products and services. As of early 2022, DXC Technology, which contains much of the old EDS, had sales of $4 billion, down 11.6% from the previous quarter. The company was operating at a net loss. At the same time, IBM reported quarterly sales of $16.7 billion, an increase of 6.5%. IBM was profitable. In 2016, IBM held 7% of the IT services business, excluding consulting and business process outsourcing. Accenture was second with 4% with HPE a close third at 4%. In this fragmented market, the top ten competitors held only 30% of the market. There are segments available for consolidation in this market. The first segmentation in any market should be by customer size and then by role within the customer size. See HERE and HERE for how to do this. The reason to put the emphasis on size is that the long term potential low-cost position (ie., other than the ownership of the customer relationship) is directly related to the relative size of the competitor. Acquisitions, when done effectively, are very helpful in reducing costs. See, HERE and HERE for some thoughts on successful acquisitions to reduce costs.
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Study and Action We acknowledge that we are on the territories of the Nisenan and Miwok peoples, as well as potentially unrecognized tribes. We acknowledge that they are still here today, though nearly invisible through ongoing genocidal efforts. We understand that we are on unceded land which has been in the hands of generations of indigenous custodians for thousands of years before us and will continue to be in their hands long after us. We understand that the original tribal families have yet to recover from the near genocide of their people. We honor the ongoing resistance to present day genocide and colonization of all oppressed communities and commit to actions and spaces of solidarity and building in the name of abolition of all oppression. While we are currently in the Sacramento area, some of our participants may not be in the same geographic area. Use this website to find whose land you currently reside on. Thinking about writing your own land acknowledgement for your home, school, place of employment, etc.? Here are some very important things to think about while crafting one. Nevada City Rancheria The Nevada City Rancheria was created from an executive order by President Woodrow Wilson in 1913 from a land allotment obtained by Chief Charlie Cully in 1887. Cully's land on Cement Hill became Federal Trust Land and the Tribal government became a federally recognized entity. The Nevada City Rancheria was one of 48 Rancherias illegally terminated in the 1950s and 1960s by the California Rancheria Termination Acts. Most have been restored; the Nevada City Nisenan Rancheria has not—yet. Shingle Springs Rancheria The Shingle Springs Band of Miwok Indians, a federally recognized Indian tribe, will protect and enhance the quality of life of its members by preserving, protecting and promoting its history, culture and traditions; promoting self-sufficiency and a strong work ethic; exercising the powers of self-government and sovereign immunity; while providing social, health, economic and educational resources, opportunities and services that contribute to the well-being of the tribal community. California Heritage: Indigenous Research Project CALIFORNIA HERITAGE: INDIGENOUS RESEARCH PROJECT (CHIRP) is a 501c3 charitable organization originally founded to research, document and preserve the history and culture of the Nevada City Rancheria Nisenan Tribe. This non-profit is guided by the Nevada City Rancheria Tribal Council. Over the years, the organization has grown in focus and capacity to better serve the Tribe’s goals and needs. Because the Nevada City Rancheria is no longer recognized by the United States, Tribal members are denied access to the federal Indian programs created to support their health, education, housing and economic stability. With financial and community support, CHIRP seeks to “creatively mimic” programs that will support the preservation, protection and perpetuation of the Nisenan people and their culture into the future, while advocating for the restoration of the Nevada City Rancheria’s federal recognition.
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If we were to devise a mechanism by which male power writ large can reach the innermost center of female power - and maim or destroy it - it would look like the internet-fueled sexual exploitation industries that are now in full bloom. If we were to ... If we were to devise a mechanism by which male power writ large can reach the innermost center of female power - and maim or destroy it - it would look like the internet-fueled sexual exploitation industries that are now in full bloom. If we were to devise a mechanism by which we remove men’s empathy and humanity, making them dangerous to all humans - it would look like today’s pornography landscape. Robert Jensen is a lifelong radical thinker, speaker and author who have researched, analyzed and written about the sexual exploitation industries since the 1980s. In this episode of Subject To Power, Robert shares his observations on the profound and humanity-altering effects that the sexual exploitation industries are having on men, women and children around the world. Host: Elle Kamihira Produced by Elle Kamihira Audio Engineering by Jason Sheesley at Abridged Audio Cover Art by Bee Johnson Music by Beware of Darkness Robert Jensen Professor of Journalism & Author Robert Jensen is Emeritus Professor in the School of Journalism at the University of Texas at Austin and collaborates with the New Perennials Project at Middlebury College. Jensen is the coauthor with Wes Jackson of An Inconvenient Apocalypse: Environmental Collapse, Climate Crisis, and the Fate of Humanity, and author of The Restless and Relentless Mind of Wes Jackson: Searching for Sustainability. He is the editor of From the Ground Up: Conversations with Wes Jackson, published by New Perennials Publishing, based on the interviews from “Podcast from the Prairie, with Wes Jackson.” In his writing and teaching, Jensen draws on a variety of critical approaches to media and power. Much of his work has analyzed pornography and the radical feminist critique of sexuality and men’s violence, and he also has addressed questions of race through a critique of white privilege and institutionalized racism. Jensen's recent work has focused on the ecological crises. Jensen writes for popular media, both alternative and mainstream. His opinion and analytic pieces on such subjects as foreign policy, politics, economics, and ecology have appeared in newspapers, magazines, and web sites all over the world. Jensen’s other books include The End of Patriarchy: Radical Feminism for Men; Plain Radical: Living, Loving, and Learning to Leave the Planet Gracefully; Arguing for Our Lives: A User’s Guide to Constructive Dialogue; All My Bones Shake: Seeking a Progressive Path to the Prophetic Voice; Getting Off: Pornography and the End of Masculinity; The Heart of Whiteness: Confronting Race, Racism and White Privilege; Citizens of the Empire: The Struggle to Claim Our Humanity; and Writing Dissent: Taking Radical Ideas from the Margins to the Mainstream. Jensen is also co-producer of the documentary film “Abe Osheroff: One Foot in the Grave, the Other Still Dancing”, which chronicles the life and philosophy of the longtime radical activist.
2023-14/4154/en_head.json.gz/11408
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Kim Dae Jung Biography, Life, Interesting Facts Died On : Birth Place : Hauido, Jeollanam-do, South Korea Zodiac Sign : Kim Dae Jung was a Korean politician who was president of South Korea and won the Nobel Peace Prize in 2000. Childhood And Early Life Kim Dae Jung was born in Sinan (modern-day Jeollanam-do) on 6 January 1924. Korea at this time was under Japanese control. Kim and his family moved to Mokpo, and he was educated in the Mokpo Commercial High School. Upon graduation, he began working for a Japanese shipping company and eventually took over the business. The Japanese were expelled from Korea at the end of World War II and Korea was partitioned into the communist North and capitalist South. In 1950 the North invaded the South in an attempt to reunify the country. The North overran most of the country before being driven back by U.N forces. Kim managed to avoid capture by the North during the early communist advances during the war. After the 1953 ceasefire was agreed Kim became involved in politics. Kim Dae Jung tried unsuccessfully to get elected to the National Assembly before gaining a seat in 1961. However, a military coup in 1961 voided the elections. Park Chung-hee ruled South Korea as a dictator until his death in 1979. Kim ran for election in 1963 and 1967 and won using a pro-democracy platform. In 1971,Kim Dae Jung stood against the Park regime in the presidential elections. Kim’s opposition to the Park regime and popularity, so him kidnapped by Korean Central Intelligence Agency and was only saved by intercession by the American ambassador. However, Kim was jailed in 1976, although it was commuted to house arrest after 1978. A year later Kim enjoyed a brief return to freedom when Park was assassinated. In 1980, he was sentenced to death by the new dictatorship led by Chun Dwoo-hun. Pope John Paul II petitioned for clemency and Kim instead received a jail sentence and was later exiled to the U.S.A. While in America, Kim lectured on international affairs in Harvard University. Kim Dae Jung remained highly critical of the South Korean government and spoke and wrote extensively in the western media. In 1985, he returned to South Korea and was placed under house arrest. Kim took part in the first democratic presidential elections in South Korean history in 1987. He came finished behind the ruling regime’s candidate Roh Tae-woo. The opposition vote was split as two candidates ran against the Dwoo-hun regime. Kim Dae Jung was defeated in the 1992 presidential election and went to U.K to work at Cambridge University. In 1995, he returned to South Korea and launched his fourth presidential election campaign. Kim won the election and became the President of South Korea in 1998. Kim came to power in the wake of the Asian Recession. In 1999, following Kim’s reforms, the economy grew by ten percent. Kim ended the cronyism of previous presidencies and ended subsidies for the bloated and inefficient corporations. Kim’s policies on North Korea were mired in controversy. Kim Dae Jung was the first president to meet with his Northern counterpart and begin a dialogue between the two nations. However, it was alleged that the North Koreans received millions of dollars in aid and the return of North Korean spies in return for the talks. Kim’s policies with the North Koreans are termed the Sunshine Policy. Kim who had been sentenced to death by previous regimes pardoned past presidents for their crimes in a reconciliation effort. Kim created the modern welfare state in South Korea and was also president as the country hosted the 2002 FIFA World Cup with Japan. Kim Dae Jung has been married twice. He married his first wife, Cha Yong-ae, in 1945. They had three children together, Kim So-hee, Kim Hong-il, and Kim Hong-up. The marriage lasted until Yong-ae died in 1959. Kim married his second wife, Lee Hui-ho, in 1962 and they had a son, Kin Hong-gul, together. Kim remained with his second wife until his death in 2009. Kim died of multiple organ failures on 18 August 2009. He was given a state funeral, and a North Korean delegation attended. Kim Dae Jung was a Roman Catholic. He claimed he witnessed Jesus when the Park regime kidnaped him. The Pope had appealed for the commuting of his death sentence in 1980. He was buried according to Catholic traditions. January 6 Horoscope More Politicians Algirdas Brazauskas Chandrika Kumaratunga Michal Kovac John Garang More People From Jeollanam-do Park Ji-Sung More People From South Korea Kim Young-sam Bae Yong Jun Do Kyungsoo Hines Ward W.E. Gladstone Walter Mondale Eric Liddell
2023-14/4154/en_head.json.gz/11409
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Jacqui Laden [email protected] HSM 01 I joined the School of Health Sciences in 2016 as a Teaching Fellow for Integrated Care. Since qualifying as a registered Adult Nurse I have worked in both the National Health Service (NHS) and private sector in London, Surrey and Hampshire. My experience spans across a variety of areas such as Cardiac Nursing, Coronary Care, Critical Care Nursing (including transplants) and Practice Nursing in the Community. Within my London Critical Care career I have been involved in Clinical Governance and Policy Development, and was a nominated finalist for “Nurse of the Year Award 2009” following feedback from patients and staff. I have also completed a post graduate Diploma in Tropical Nursing at the London School of Hygiene and Tropical Medicine and have an interest in healthcare in the developing world. Prior to joining the University I worked in Clinical Education in a partner NHS Trust, supporting student nurses in clinical practice. It was in this role that I began my relationship with the University and developed a real curiosity and enthusiasm for clinical education. Since moving into education I have completed my Post Graduate Certificate in Education for Professional Practice (PGCEPP) enabling me to gain qualified teacher status with the Nursing and Midwifery Council. At the University I teach on a wide range of professional preparation modules and link with clinical practice to provide support to students through my role as Practice Liaison Tutor.
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Prema Gopalan Ms. Prema Gopalan was a Synergos Senior Fellow and Founder and Executive Director of Swayam Shikshan Prayog (SSP –www.swayamshikshanprayog.org), a learning and development organization that stands for self-education for empowerment through experimentation. She dedicated her life to creating spaces where rural women explored their leadership potential and lead change – in their homes, their neighborhood and their village. Ms. Gopalan made long-standing contributions to global conversations and action around building pro-poor community resilience to disasters and climate change, and empowerment of women’s networks to address povertyand inequality. She passed away in March 2022.
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CALIFORNIA’S “OTHER” GREAT WINE REGION / tasting in Sonoma County by Larry Levine | Sep 4, 2014 By Larry Levine – They produce what may be the two best cabernet sauvignons in America – among the best in the world and they are just 34 miles apart. Yet, in many ways they couldn’t be more different in their approaches to almost everything having to do with... Read More
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Home > Take Me Fishing Blog > July 2013 > Acadia National Park: Maine’s One-stop Fishing Spot Acadia National Park: Maine’s One-stop Fishing Spot Tom Keer Many of us who try to get in as much fishing as possible always run into two primary issues: time and money. Maine’s Acadia National Park could be the answer to that problem. In the park you’ll find freshwater, warm water, and saltwater fishing, all within 47,000 acres. The acreage may sound skimpy compared to other national parks, but this oldest National Park east of the Mississippi is still a whopping 73 square miles. Founded when Woodrow Wilson was President of the United States, Acadia National Park had a friend in John D. Rockefeller, Jr. who donated significant amounts of money to ensuring the long-term survival of the wilderness park. One of his efforts was the cutting of 44-miles of gravel carriage paths, 17 granite bridges, and two-gate lodges that are still used today. These paths ensure easy movement in and around Acadia, a big time benefit for fishermen in search of a tug at the end of their line. And the fish will tug away on the lakes, ponds, and in the ocean. Fresh water fishing runs from April through September (check the State of Maine’s Open Water Fishing Regulations for exact dates), and licenses are required for freshwater fishing (but not in the salt). In the spring and in the fall you’ll find the fish on the surface, along edges and drop offs, and in the shallows. As the water temperatures rise in the summer the fish tend to go deep, so down-riggers or sinking lines are ideal. Depending on the size of the pond you’ll find a variety of fish so here’s a quick list of some of the options: Bubble Pond: Brook trout Eagle Lake: Landlocked salmon, brook trout, lake trout (also known as togue, the Native American word for lake trout) Echo Lake: Brook trout, landlocked salmon Half Moon Pond: Brook trout Hodgdon Pond: Brown trout, pickerel, smallmouth bass, and perch Seal Cove Pond: Brown trout, smallmouth bass, sunfish, perch, pickerel Sargent Drive: Striped bass, bluefish, and mackerel Frazer Point: Striped bass, bluefish, and mackerel There are two campgrounds, the Blackwoods Campground that offers different types of camping throughout the season. The campground is open all year, but April through September is the best time for fishing. The Seawall Campground is open from late May through September and offers walk-in sites, drive up sites, and camper and motorhome sites with hookups. Acadia is near the quaint seaside town of Bar Harbor with restaurants, shops and ice cream, and don’t forget to splurge on a dinner of Maine lobster. The cold water makes for some of the best meals going. Hiking, biking, and swimming are other popular activities, and after one visit to Acadia National Park you’ll find yourself wanting to come back. Kids + Family, Where to, Places, Maine Tom Keer is an award-winning writer who lives on Cape Cod, Massachusetts. He is a columnist for the Upland Almanac, a Contributing Writer for Covey Rise magazine, a Contributing Editor for both Fly Rod and Reel and Fly Fish America, and a blogger for the Recreational Boating and Fishing Foundation’s Take Me Fishing program. Keer writes regularly for over a dozen outdoor magazines on topics related to fishing, hunting, boating, and other outdoor pursuits. When they are not fishing, Keer and his family hunt upland birds over their three English setters. His first book, a Fly Fishers Guide to the New England Coast was released in January 2011. Visit him at www.tomkeer.com or at www.thekeergroup.com.
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The culture hour "Schoolchildren will be taken to the opera and theatre under plans to offer all teenagers at least five hours of culture a week." Whether or not an hour of culture a week, as proposed by Andy Burnham and Ed Balls, is really a good idea for students is a question it will be hard to study empirically, even after £10 million is spent on pilots. There may not be a single answer for all parts of the country, all schools or all students. Politicians in Whitehall stand no chance at all. Why exactly is Andy Burham, in yet another target culture initiative, wading in and deciding on the requirements for cultural education across the entire country? This Government's absurd attachment to centralising schemes appears to know no bounds. Teachers, children and taxpayers all pay the price.
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New Rotary Un-Smartphone Has LTE Connectivity and OLED Screen, Keeps Rotary Dial There’s the rotary-powered Ferrari 456 GT, and then Justine Haupt’s Rotary Un-Smartphone. Originally, it was only available with 3G connectivity, but that has now been upgraded to 4G LTE. It measures 11.0cm x 7.5cm x 3.0cm, weighs in at just 163g, and now has a front-side OLED screen for Caller ID as well as a back side e-Paper for contacts. Merry Christmas, the World’s First SMS, Sells for $150,000 as an NFT “Merry Christmas” is reportedly the first SMS ever sent, and it just sold for a whopping €132,680 ($150,094 USD) as an NFT at auction. This message was reportedly sent on the Vodafone network way back in December 1992 and all proceeds raised from this sale will be donated to the UNHCR, the UN Refugee Agency. Fisher-Price Chatter Telephone Gets Mobile Phone Makeover with Bluetooth Connectivity This isn’t an early April Fools’ Day joke, but rather a real special edition Fisher-Price Chatter Telephone with mobile phone capabilities. You read that right, its familiar rotary dial face design now connects to your mobile device via Bluetooth wireless technology, so you’ll be able to make real calls. Now it wouldn’t be a Chatter Telephone without wheels, and you’ll find four of them here. Man Somehow Swallows Nearly Indestructible Nokia 3310 Mobile Phone, Surgery Ensues A 33-year-old man from Pristina, Kosovo somehow managed to swallow an entire Nokia 3310 mobile phone, which some tout as nearly indestructible. Fortunately, this person was smart enough to drive themselves to the hospital after experiencing intense pain four days following the ordeal. Skender Teljaku was the doctor who performed the operation and showed not only the X-ray image of the lodged object, but the aftermath as well. Mudita Pure Mobile Phone Looks to be Nokia 3310-Inspired, Can Only Make Calls and Send Texts At $369, the Mudita Pure wants to keep your mobile phone experience simple and refined. From afar, the device may appear to be a Nokia 3310, but upon closer inspection, you’ll realize that it’s a much more modern handset. The company touts that the Mudita Pure stands out for offering the lowest ‘SAR (Specific Absorption Rate) value among all mobile phones on the market, thus protecting users from electromagnetic radiation. Martin Cooper is Known as “Father of the Cell Phone” Because He Invented the Motorola DynaTAC Martin “Marty” Cooper is better known as the “father of the cell phone,” and rightfully so. He invented the first handheld cellular mobile phone in 1973, led the team that developed the DynaTAC 8000x (DYNamic Adaptive Total Area Coverage) and then successfully brought it to market in 1983. Measuring 10-inches long, it weighed in at a hefty 2.5 pounds mainly due to its massive battery, which weighed 4-5 times more than a modern cell phone. Nokia 2720 Flip Mobile Phone Set to Launch in the US, Has Throwback Clamshell Design HMD Global’s Nokia 2720 Flip is finally launching in the US through Verizon on May 20, priced at $79.99. As expected, this mobile phone includes only the most basic of features, including WhatsApp, Facebook, Google Assistant, Google Maps, and a web browser. It features a main 2.8-inch QVGA display that folds down when not in use, a 1.3-inch outer display, and a physical keypad. Rotary Cell Phone May Soon be Available for Purchase with 4G Connectivity Photo credit: Sky’s Edge Justine Haupt’s company, Sky’s Edge, built a custom rotary dial cellphone earlier this year, and now, she wants to give consumers a chance to purchase one. The aim was to rid smartphones of t heir battery-draining distractions, such as the touchscreen. A “mark 2″ model is currently being developed, and instead of 3G, data connectivity has been upgraded to 4G. Read more for a video and additional information. Nokia 8.3 5G Smartphone Will be Featured in James Bond “No Time to Die”, is Future-Proof Touted as a future-proof 5G smartphone, the Nokia 8.3 has been specially designed to support multiple and evolving 5G network deployments, with support for both standalone as well as non-standalone 5G combinations. It’s also the first smartphone to use the Qualcomm 5G RF Front end module solution, condensing more than 40 different RF components into a single module, making it not only a global device but also a future-proof smartphone which is ready for the next step in 5G technology. Read more for a video and additional information. Engineer Builds Working Cell Phone with a Rotary Dial Photo credit: Justine Haupt Engineer Justine Haupt hated all the distractions that modern smartphones have, so she came up with an unusual solution: a basic cell phone with a rotary dial. How do you use it? Just like you would a normal rotary phone by placing a finger in the desired number and then turning it until the dial touches the metal clip before letting go. Read more for additional pictures and information.
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Five Tips For Choosing The Best Ethical Hacking Course TechLila Internet Can Psychology Trick SEO? In the online world, it’s all about the clicks. And for a search engine optimization writer, it’s vital that the article – or more importantly, the headline – click with the reader. The content itself is less important than the connection it creates with the reader. Therefore, perception takes priority over precision. Feelings matter more than facts. And this is where the Barnum effect comes into play. What Is the Barnum Effect? In psychology, the Barnum effect is the phenomenon wherein people take general statements (usually personality descriptives) and interpret them so that they have a specific meaning to them as if the statement was made with only them in mind. Barnum’s statements are frequently used by “psychics” and in horoscopes. They are vague and broad statements that could be applied to almost anyone. But thanks to the Barnum effect, readers or listeners feel the statements were intended specifically for them. For example: “You get along well with others, but sometimes you really need to be on your own.” Or, “You’re not someone who will give up at the first sign of difficulty. But once you’ve reached your boiling point, there’s nothing anyone can say or do to get you to give it yet another try.” Both these statements are incredibly broad. They could Describe almost anyone in the world. Yet thanks to the Barnum effect, people often interpret them as if the writer were writing specifically about them. How Are Barnum Statements Used in SEO Writing? The first goal of an SEO writer is to get the reader to click on their article. This is often done with a catchy headline, one that sparks the reader’s curiosity, one that gives the reader just enough information to hook them yet leaves out a crucial bit of information so that the reader just has to click on the article and find out more. Once the user has clicked on an article, the SEO writer’s next objective is to keep the user reading. There are several tactics that can be used to achieve this goal. But writing compelling content is hard. Slipping into Barnum’s statements is easy. Link to the royalty-free image by James Wheeler here The idea is that the writer is addressing a problem that is specific to the reader – frustration, hope, or fear. The idea is that this will create a certain bond with the reader and the reader will continue reading. Perhaps they’ll even click on the link provided or they’ll respond favorably to the call to action. Barnum Statements in Action Once you’ve been made aware of them, Barnum’s statements are easy to spot. They often come in the form of rhetorical questions. Another popular technique is to juxtapose two contradictory statements and separate them with conjunction of opposition such as however, but, or whereas. Oftentimes, adverbs of frequency are used to oppose the contradictory statements, such as sometimes, every now and then, etc. Have you been wondering how to fight loneliness when working from home? You enjoy your remote SEO job and you wouldn’t dream of going back to the office. However, you are aware that sometimes you get lonely, and you don’t know exactly what to do to fight the feeling. If you’re going to be your own boss and succeed at self-employment in 2023, you’ll need to know how to stave off these feelings of loneliness, and we can help. The above paragraph offers good examples of Barnum’s statements. That doesn’t mean the links provided don’t give good advice on serious topics that might interest you. Did you feel that the statements were written with specifically you in mind? If I told you they were, would you believe me? How to Avoid Barnum Statements and Take Your SEO Writing to the Next Level Littering an SEO article with Barnum statements is an easy trap to fall into, and many writers aren’t even aware that they’re doing it. However, most readers can tell, and more often than not they make the content come across as disingenuous and amateurish. Often, the reader is left feeling like they are being talked down to. If you want to avoid falling into this trap as a writer, the first thing you should do is avoid using rhetorical questions. Unless you are writing for a young readership (children and preteens) rhetorical questions are never the best solution. Secondly, be cognizant of the coordinating conjunctions and adverbs of frequency you are using. Separating opposing ideas with but, however, whereas, etc. doesn’t necessarily mean you are guilty of using Barnum statements, but an over-reliance on them should raise red flags. Lastly, be mindful of the tone you are using in your articles. You should write about things you know but not write to readers you think you know. Now that you are aware of the Barnum effect and the statements used to illicit this psychological phenomenon, it might be interesting to read a few SEO articles and see if you can spot some of these kinds of statements. Ask yourself how they make you feel. Maybe, like many readers, you feel like you’re being talked down to. Or maybe you feel like the writer is actually connecting with you. Either way, there is no right or wrong response. After all, the technique wouldn’t be so widespread if it weren’t also effective to a certain degree. Image Credits: Link to the royalty-free image by Josh Riemer here.
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LifeTales app enables private sharing of events Techstination feature for Wednesday, July 25, 2018 Techstination, your destination for gadgets and gear. I’m Fred Fishkin. Keeping social media all in the family. You can add friends too. LifeTales is a Web site and app….that lets you store photos and stories….that you can share with family members or friends…without having to worry about privacy. Founder Harvey Beck….says it is kind of like a digital scrapbook…with pictures…video and text…even collaboration…. And if you are worried about losing what you upload in the future… “So in terms of losing everything…we recognize of course, we’re also all users of other things…so we’ve made it easy for people to download their stories if they wish. On the Web, for instance, on virtually every story you can say download to my hard drive. We send them a link and they get their content.” LifeTales is free …for now at least…and is available on iOS and on the Web. LifeTales, online sharing, social, photos, Techstination, Fred Fishkin, gadgets, tech, gear
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Collection: Crystal Palace Crystal Palace FC is a professional football club based in South London, England. The club was founded in 1905 and has played their home matches at Selhurst Park since 1924. The stadium has a capacity of over 26,000 and is known for its vocal supporters, particularly in the Holmesdale Road stand. Crystal Palace FC has had a mixed history, enjoying success in the 1990s under manager Steve Coppell when they finished third in the top-flight and reached the FA Cup final. More recently, the club has established itself as a Premier League team, regularly finishing in mid-table and reaching the FA Cup final again in 2016. Crystal Palace FC's supporters are known for their passion and loyalty, with the Holmesdale Road stand particularly renowned for its atmosphere. The club has a number of notable rivalries, including with Brighton & Hove Albion and Charlton Athletic. Overall, Crystal Palace FC is a club with a proud history and passionate fanbase. Crystal Palace Shirts Print A3 Crystal Palace FC Shirts - A2 Limited Edition Prints Crystal Palace FC Shirts - A2 Limited Edition Personalised Prints Crystal Palace Shirts Print 20x20 Canvas
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Have you ever taken a close look at paper money? Each U.S. bill has the words “Federal Reserve Note” imprinted across the top. But many individuals may not know why the bill is issued by the Federal Reserve and what role the Federal Reserve plays in the economy. Here’s an inside look. The Federal Reserve, often referred to as “the Fed,” is the country’s central bank. It was founded by Congress in 1913 to provide the nation with a safer, more-flexible, and more-stable monetary and financial system. Prior to its creation, the U.S. economy was plagued by frequent episodes of panic, bank failures, and limited credit.1 The Fed has four main roles in the U.S. economy. In addition to its other duties, the Fed has been given three mandates with the economy: maintaining maximum employment, maintaining stable price levels, and maintaining moderate, long-term interest rates.1 It’s important to remember that the Fed cannot directly control employment, inflation, or long-term interest rates. Rather, it uses a number of tools at its disposal to influence the availability and cost of money and credit. This, in turn, influences the willingness of consumers and businesses to spend money on goods and services. For example, if the Fed maneuvers short-term interest rates lower, borrowing money becomes less expensive, and people may be motivated to spend. Consumer spending may stimulate economic growth, which may cause companies to produce more products and potentially increase employment. When short-term rates are low, the Fed closely monitors economic activity to watch for signs of rising prices. On the other hand, if the Fed pushes short-term rates higher, borrowing money becomes more expensive, and people may be less motivated to spend. This may, in turn, slow economic growth and cause companies to decrease employment. When short-term rates are high, the Fed must watch for signs of a decline in overall price levels. Supervise and Regulate The Fed establishes and enforces the regulations that banks, savings and loans, and credit unions must follow. It works with other federal and state agencies to ensure these financial institutions are financially sound and consumers are receiving fair and equitable treatment. When an organization is found to have problems, the Fed uses its authority to have the organization correct the problems. The Fed maintains the stability of the financial system by providing payment services. In times of financial strain, the Fed is authorized to step in as a lender of last resort, providing liquidity to an individual bank or the entire banking system. For example, the Fed may step in and offer to buy the government bonds owned by a particular bank. By doing so, the Fed provides the bank with money that it can use for its own purposes. Banker for Banks, U.S. Government The Fed provides financial services to banks and other depository institutions as well as to the U.S. government directly. For banks, savings and loans, and credit unions, it maintains accounts and provides various payment services, including collecting checks, electronically transferring funds, distributing new money, and receiving and destroying old, worn-out money. For the federal government, the Fed pays Treasury checks; processes electronic payments; and issues, transfers, and redeems U.S. government securities. Each day, the Fed is behind the scenes supporting the economy and providing services to the U.S. financial system. And while the Fed’s duties are many and varied, its focus is to maintain confidence in banking institutions. A Decentralized Central Bank The Federal Reserve System consists of 12 independent banks that operate under the supervision of a federally appointed Board of Governors in Washington, D.C. Each of these banks works within a specific district, as shown. Source: FederalReserve.gov, 2022 1.FederalReserve.gov, 2022
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John (NMN) Coffey/ThanksUSA Scholar Demetrius Paige Demetrius Paige was awarded a $3,000 John (NMN) Coffey/ThanksUSA scholarship to begin undergraduate studies at the University of North Alabama. In 2006, Demetrius’s father, Chief Warrant Officer Patrick Paige, U.S. Army, was killed during a training exercise. Besides this tragic loss, Demetrius has also overcome personal disability to pursue his academic goals. Being born with the eye condition Nystagmus required Demetrius to use adaptive devices throughout elementary and middle school. “Needing larger font, I had to drag CCTV devices around from classroom to classroom in order to copy lessons from the board. By high school, cellphone technology had advanced and I was able to take a picture of instructions and copy them over into notes.” This determined young man is now a successful college student majoring in Entertainment Business and working for the campus Event Planning Committee. “My goal is to gain knowledge and develop the skills necessary to become a professional entertainment promoter. I am already learning to coordinate seating, catering, and soundstage setup for events hosting up to 500 people. This job is perfect for my major because it is giving me the on-the-job training that I need to succeed in the Entertainment Business.” “Because of your support of ThanksUSA, I am on a road to completing my first year of college at the University of North Alabama. This scholarship has opened doors for me and I want to thank you again for your thoughtful and generous gift.” Demetrius’s father, the late ​CW2 Patrick Paige, U.S. Army Demetrius’s parents, ​Yolanda & Patrick Paige Support Scholars like Demetrius >>
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Centenary Radio: KCRO – The Oldest in Omaha Hits 100 Written by Mike Shane Posted in Broadcast History. By Mike Shane [April 2022] As we continue the year 2022 many pioneering stations turn 100, and it is interesting to learn the background stories of how many of them got their start. In Omaha, what is now KCRO made its first noises 100 years ago this month. In this, the 101st anniversary year of commercially licensed broadcasting, we would like to take a look at the oldest living station in the state of Nebraska – currently known as KCRO. In fact, I had the pleasure of being in the employ of KCRO for 19 years, from 1998-2003 and 2004-2018. Why, it seems only yesterday we celebrated the 90th anniversary! AT THE GRAIN EXCHANGE The station currently licensed to 660 kHz in Omaha, Nebraska, got its start a hundred years ago in the Omaha Grain Exchange Building as sequentially assigned WAAW, one of the first of those sequential call letters as evidenced by the two A’s in the middle. The head of the Grain company heard a small transmitter and instantly realized this was an excellent way to get market reports out to farmers in the mid-west. As most all stations of the time, it began life at 360 meters, or 833 kc. (you may prefer kc/s or kHz) with 15 Watts, and a flattop antenna, with attached transmitter and studio, atop the Exchange Building. After a few test broadcasts starting in March 1922, the Omaha Grain Exchange and WAAW received its license on April 19, 1922 and officially got on the air right away. The Omaha World, April 19th, 1922 Seated in the studio – on the floor of the exchange – were some 500 people. Another 250 were at the Chamber of Commerce dining room, where a receiver was set up. Still others, perhaps 800 more were scattered at two hotels, the High School, and Ft. Omaha. WAAW’s EKKO reception stamp It did not take long for farmers and others to respond. Reception was reported as far as Hawai’i and Australia. WAAW took pride in their market reports – every thirty minutes for as much as 25% of the broadcast day. MOVING AROUND THE DIAL Once the Department of Commerce (DoC) acknowledged the large number of stations fighting for the one channel, they opened up the AM band and permitted some stations to move around. Actually, WAAW’s time alone on 830 kc in Omaha did not last too long. Some parallel history is in order, too. By 1925 Nebraska had at least 5 radio stations that ended up lasting to the present day. The next one after WAAW was WJAG in Norfolk, Nebraska, July 27, 1922, followed by WOAW from the Woodmen of the World Building a couple blocks down the street in Omaha. WOAW later would become WOW until 1999, when its then-owners gave up those golden call letters for a mere format change and became KOMJ, later KXSP. (Hence WJAG is the only one of those three pioneers to retain the historic “W” call sign today.) Other early stations in Nebraska included KFOR, originally in David City, later moving to Lincoln. KFAB was next, licensed November 8, 1924, to a Lincoln Buick dealership. KFAB would move to Omaha after WWII and become Nebraska’s first full-time 50 kW station. KOIL signed on in 1925 just across the river in Council Bluffs, Iowa. It, too, would later move to Omaha. As the station competed during the 1920’s, WAAW was found at different times on 1050, 1080, 780, 800, 860, and 680 kc, and ultimately landing on 660 kc. in November 1928. (The station was authorized in September 1922 to broadcast on other wavelengths, such as 485 meters, designated for weather and market broadcasts.) In 1928, the DoC cemented WAAW’s status as a daytime-only station. NEW DIGS FOR THE TRANSMITTER In the very early 1930’s the owners of WAAW decided to build a new transmitter site out of town. FCC history cards indicate this site was licensed in 1931 near 60th and Girard north of the city. This new “state of the art” site was used until 1948. WAAW’s new transmitter building c. 1931 I recently discovered the building was still standing, though the twin 200-foot towers were long gone. It took a little legwork to verify that this was indeed the former WAAW transmitter site from that period. Eventually confirmation came from a deed search and from a county historical file containing a 1931 Union Pacific Railroad magazine article about the then-new site. Further confirmation came from the current owner of the building who knew way more about its history and its owners in the interim than I would have expected. The building had been remodeled into an apartment previously, added on to, and again remodeled in the past year. Amazingly, efforts were taken to preserve the character of the exterior, complete with an Art-Deco design added to the main entrance around the back. CHANGING HANDS, BUT NOT MORE HOURS WAAW was put on the market by the grain company a time or two in the 30’s before eventually being sold to the Omaha World-Herald. The paper changed the call letters to KOWH – to match the newspaper owner. In time, the station would gain much greater fame under the new call letters than any other it subsequently held. Under World-Herald ownership, shortly the paper applied to the FCC for an upgrade which would have moved the station from being daytime only – which it was from the beginning when it primarily handled farm and agricultural news – to a fulltime directional station on 890 (which would become 920 post-NARBA). This was denied. Next, the paper applied for a 10 kW upgrade on 660 proposing to move the transmitter several miles to the Southeast. This was also dismissed by the FCC. The second proposal was introduced again after V-E day but was again dismissed. NEW OWNERS MAJOR CHANGE The sale of the station in 1949 by the World-Herald to a company headed by Robert and Todd Storz eventually ushered in the most popular period for KOWH. The Storzs’ company, Mid-Continent Broadcasting Co., experimented with a new format at its stations – the format we now call Top 40 – starting with KOWH. Todd Storz was quite the promoter and built the station’s ratings into the 60% range. While I cannot say for sure, I do not think any other station has ever topped that number in this market. And this was with a daytime-only signal! I am led to believe that KOWH was the daytime station that first popularized the phrase, “to give the other stations a chance to catch up” in the nightly sign-off announcement. In their case, at least for awhile, it had a kernel of truth to it. THEN THEY CAUGHT UP! It did not take long for at least one full-time station to figure out it could beat KOWH at its own game. With its ratings in a tailspin the station had changed call letters to KMEO (Cameo) by the beginning of 1960 to reflect its new Easy Listening format. This happened a few years after Mid-Continent sold the station to the National Review (then-the National Weekly). Meanwhile, the Storz family continued their Top 40 success in other markets into the 80’s. FROM HORIZONTAL TO VERTICAL In terms of technical history, the flattop antenna at the Girard St transmitter was abandoned in 1948 for a new vertical antenna about ½ mile down 60th Street. The tower had already been erected for the newspaper’s new FM station, KOAD, so in reverse of the usual order, the AM was added to the FM. In fact, I suspect the tower was built with a view toward adding the AM. (Noteworthy here is the beginning of a requirement by the FCC for filtering to keep down mix products from the nearby 590 site which was closer to this site than the former site and by then already had a vertical antenna like 660 was changing to instead of the flattop.) That FM station signed off in the 50’s; a sort of descendent of it, KQAL, came on in 1959. This one started life on a downtown tower on top of the Omaha National Bank Building – a kind of throwback to the days of AM station towers being on the roofs of buildings. It was sold to the Review in ‘62 and in 1965 the transmitter was moved from downtown to the 660 tower and the FM became KOWH. THE CURRENT SITE Both stations moved to a new 660 tower down the hill a bit in 1968. The current KCRO transmitter site. Two other stations live there, too. 88.9 FM is the three-bay near the top of the tower, and the detuning skirt is for 1490 which is diplexed in the otherwise too-tall tower (270°). 660 is still broadcast from the same tower, while the FM at 94.1 moved to its own taller tower in 1990. However, more ownership changes were in store for the descendant of WAAW. NEW OWNERS, NEW FORMATS First, the National Review sold it to Starr Broadcasting. In 1966, KMEO was granted a power increase from 500 to 1000 Watts, for which it had applied in 1949 (sometimes the FCC does take awhile to make a decision!). Starr later changed the format to country and the calls to KOZN with a nickname of 55 Dozen (12 * 55 = 660), your Country Cousin. After a few years, Starr sold KOZN to the local Reconciliation, Inc., a Black-owned business featuring Omaha natives and sports greats Bob Gibson and Bob Boozer among the owners, which returned the call letters on the AM to KOWH and instituted programming serving primarily Black audiences. This era was another heyday for KOWH. (The KOZN call letters, by the way, would reappear in Omaha on an expanded band station years later.) AND MORE NEW OWNERS As the 70’s came to a close, Reconciliation sold the station to religious broadcaster S&M Broadcasting out of Indianapolis d/b/a RadiOmaha, Inc. RadiOmaha changed the call letters to KCRO for Christian Radio Omaha. That format has remained in place up to the present, under a few different owners. The transmitter has facility remained largely unchanged from 1968 with the major change being the removal of the FM. New studios opened up when KCRO moved into the vacant studios of the former 1490 KYNN. In 2001, RadiOmaha sold KCRO to a local company, Eternal Broadcasting, headed by veteran broadcast owners Dick Chapin and Dean Sorenson. Next, Salem Communications came into play a few years later making a successful offer to buy then-non-commercial 100.7 KGBI early in 2005 and subsequently made a deal to take over KCRO at the same time, later adding KHLP 1420 for Salem’s news-talk format under the calls KOTK. Salem owned and operated all three stations until 2018. https://www.nautel.com/ BACK TO LOCAL O&O The AM stations then went back to local ownership being purchased by Walnut Radio to add to their already owned AM KOMJ 1490. In the technical realm, some of the more interesting things that happened with KCRO over the years included In 2004, KCRO moved into brand new studios in the Burt Street Professional Building on the west side of Omaha. 1420 moved in with KCRO in 2005. Salem then built new studios in place in 2007 to accommodate its three stations. The arrangement lasted until the 2018 sale when the studio/office complex was divided into separate quarters for KGBI since it was sold to different owners. Walnut kept the lion’s share of the studio part, changing some studios into offices. SIGNAL IMPROVEMENTS KCRO was fortunate to still be on a relatively clear frequency, 660, albeit with still just a daytime authorization. In 2003, KCRO added nighttime operation at reduced power – 54 Watts – in lieu of post-sunset authority. At times, this nighttime operation was hampered by an IBOC signal from WSCR Chicago on 670. Otherwise, it provided good coverage for car reception. In the same time period, KCRO also had just recently added a new tenant on its tower: a non-commercial FM on 88.9. (The former tenant FM had moved to a taller tower a decade earlier under new owners.) Another AM – KBIM on 1490 – is joining the two stations, diplexing onto the tower. Today, KCRO operates a BE AM 1A transmitter daytime, but even at 660, as interference to the AM Band grew, the nighttime allotment of 54 Watts is less useful than earlier years. TRANSLATOR MOVES In the recent Rulemaking regarding FM translators for AM stations, both 660 and 1490 acquired translators. Unfortunately, the 660 and 1490 translators were disappointing in their coverage, which turned out to be a problem Walnut could fix. Since 660 has a very wide 2mV/m coverage area, it was possible to move that translator to Lincoln. That opened up the frequency for 1490’s translator and higher power with a new location to the east. Walnut also acquired the translator for their 1420 station, with good coverage to the west. By simulcasting the programming on 1420 and 1490, along with their translators, those two stations now offer complete FM coverage of the Omaha-Council Bluffs market. The only thing missing is that 660 now does not have a translator in Omaha itself. So that is 100 years in a nutshell (admittedly a large nutshell) as accurately as I could determine from available records, anecdotes, and personal recollection and experience. Mike Shane is the former Chief Engineer and Operations Manager at KCRO. You can contact Mike at [email protected] – – –Did you enjoy Radio History? Click here to sign up for the BDR Newsletter and get notice of when other articles are published.– – – Return to The BDR Menu
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UAE, SHARJAH - Energy & Mining Gassing the Galaxy Galore Technical Director & GM, UAE, and President, Egypt, Dana Gas The Technical Director of Dana Gas since September 2015, Imam Hill is also General Manager for the UAE and President of Egyptian operations and currently responsible for delivering the Zora Gas Field project and the GPEA drilling program. Prior to Dana Gas, she was Vice President of Development and Production in Africa for Sasol E&P International. She has 30 years of experience in the oil and gas industry across the MENA region, Africa, Latin America, and the Far East. She has worked as Managing Director and Chairwoman of Shell Egypt, and Senior Vice President for Brazil with BG Group. She is a petroleum engineer and is fluent in Arabic. / UAE, Sharjah What offshore and onshore infrastructure has Dana Gas put in place to be able to develop the Zora field? The Zora field is in a concession straddling the offshore waters […] What offshore and onshore infrastructure has Dana Gas put in place to be able to develop the Zora field? The Zora field is in a concession straddling the offshore waters of Sharjah and Ajman and has been delineated by three wells drilled between 1999 and 2002. The first production from the Sharjah-2 well, a dual lateral horizontal well with a combined horizontal length of 9,000ft, commenced in February 2016. Gas and liquids are brought from the unmanned offshore platform via a 12-inch pipeline to shore for processing in the Dana Gas Zora Gas plant located in the Hamriyah Free Zone and which is capable of handling 40mmscfd of gas with associated condensate and water. How would you describe Dana Gas’ exploration success rate in Egypt, and what have been your latest investments there? In partnership with the Egyptian government, we operate 14 development leases along the Nile Delta and hold three large exploration concessions. Dana Gas is Egypt’s fifth-largest gas producer. We consider Egypt a core country for us, which is why we signed the mutually beneficial Gas Production Enhancement Agreement to enable us to further invest in growth and provide a mechanism for our receivables to be paid down. We have invested over USD300 million in Egypt since 2015. We are doing well operationally in Egypt. Production is at 40,000bpd, a 24% quarter on quarter increase compared to 2016 and is at maximum plant capacity for the first time. We have achieved a high success rate of 92% on our exploration and development drilling campaign. We have also now reached maximum capacity at our El Wastani gas processing plant. How do you expect natural gas demand to evolve in the GCC in the next few years? My personal experience in the UAE in particular and the GCC more generally is that there is great understanding and concern about the impact of everyday decisions and activities on the environment, in addition to the COP21 commitments already made. Energy demand in the Middle East is expected to almost double from 14mmboe/d to 25mmboe/d in 2040. Fossil fuels are expected to continue to dominate on the supply side. Therefore, reducing CO2 emissions becomes a key challenge. Middle East CO2 contribution is currently only 5% of global emissions, but with the forecast demand growth through to 2040, CO2 emissions in the region will significantly increase. Gas currently contributes 51% of the demand in the Middle East and will contribute 54% by 2040. Furthermore, the use of oil is expected to fall as gas supplies increase from 58% to 67% of electricity demands by 2040. As such, the role of gas as a clean source of supply has the potential to play an increasingly significant role for Middle Eastern nations to comply with their COP21 commitments in lowering CO2 emissions. How significant is the role of the banking industry to support the gas sector? It is important. However, given the reality of our industry, with the cyclical rise and fall of prices and the inherent risk of exploration, it is not always easy for companies to access the funding they require. Our approach at Dana Gas is to take every step to be profitable when prices are low; everything beyond that is a bonus. How do you see the role of women in the Middle East evolving at the executive level, especially in your industry? After 30 years in this industry, I do not see any huge strides being made. No company or organization should have women at the executive level for visual effect alone; though diversity of thought and approach make great business sense. And quotas are nonsensical: merit and gender are two different things. That said, there is a great deal to overcome before we will see equal numbers of women at the executive level. UAE, UAE, SHARJAH - Tourism Frederick Soulban and Inderjeet Bubber UAE, UAE, Sharjah CEO, Al Jawaher Reception and Convention Centre A Worthy Investment Chairperson, Rubu’ Qarn Foundation
2023-14/4154/en_head.json.gz/11422
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UAE, UAE, DUBAI - Real Estate & Construction One Za’abeel Due in 2021 CEO, Ithra Dubai Founder and Chief Executive of Ithra Dubai, Issam Galadari has launched some of the most recognisable real estate landmarks in the city. In a career that spans 30 years, he has proved himself in a number of vital roles, including Real Estate Director at Investment Corporation of Dubai, CEO of Emaar Properties where he oversaw the development of Downtown Dubai, and Managing Director of Emaar International where he expanded the business into 11 countries in Asia and North Africa. He sits on the boards of Kerzner International Holdings Limited, Amlak Finance PJSC and Atlantis the Palm 2 Holding L.L.C, and puts his expertise and vision at the service of numerous professional associations, including the U.A.E. Society of Engineers and the Institution of Civil Engineering in the United Kingdom. / UAE, UAE, Dubai “We focus on sustainability as evidenced by our Deira Enrichment Project where we prioritized green spaces over cement blocks.“ What are the latest updates for the projects currently under development? Dubai is one of the fastest-growing cities, and we are trying to create communities in which people feel good about living and working. This is especially true for the One Za’abeel project, an iconic addition to our portfolio and to the city that will be completed by end of 2021. It’s a mixed-use project built on a 230,000sqm gross floor area consisting of two towers, A and B standing at 300 and 235 meters respectively, and a panoramic sky concourse dubbed “The Link” suspended perpendicularly to both towers. The Link, which is being constructed in six different stages will house the largest cantilever in the world and will be a must-visit destination. Tower B is purely residential while Tower A is a mix of luxury serviced residential and grade A office space and will include One & Only One Zaabeel, Dubai’s only urban resort, in a vertical and unique concept. One Za’abeel embraces cutting-edge development and new technologies. People might perceive this project as an island, but it is connected by two bridges offering excellent connectivity to the nearby World Trade Center and Zaabeel Park. It is an excellent community for people to live and work in. We will offer extensive amenities including restaurants with Michelin-quality chefs. We are also working on an experience in the Link that will prompt people from all around the country and the world to visit it. What makes One Za’abeel and Ithra’s approach unique in Dubai’s real estate development space? One Za’abeel represents the future of mixed-use developments. Today, businesspeople want to work and live in the city; they want to walk to their jobs and then walk to the park to meet their families. Families want to have a good lifestyle while not being disconnected from the city. We promote sustainably by integrating work and leisure together. This is what this project embodies. Ithra in Arabic means “to enrich,” and this is what we are doing with this project. We are enriching Dubai’s resident and visitor communities. We are working to create something simple and timeless. Our architectural aesthetic is simple in terms of design, but highly complex from an architectural standpoint. I have been involved in many projects in Dubai, but this is the most complicated engineering project I have been engaged in. While designing this project, we spent a great deal of time studying the impact of the structure. We studied the environmental and shading effects of the building. We are also working on acquiring LEED Gold certification. How do projects like Za’abeel and Deira contribute to Dubai and enrich the community and economy of the Emirate? When we initiate a new project, we make sure we bring something that will improve the lives of people who live in the area, ensuring that our developments positively augment existing communities. We focus on sustainability as evidenced by our Deira Enrichment Project where we prioritized green spaces over cement blocks, identified missing elements and expanded the fabric of the community while respecting the culture and history of Deira. By implementing this project, we were able to pay homage to the place. To create natural air flow, we considered the direction of the wind. We decided against car parking on the roof of car parks, for instance, in order to use that space for greenery and leisure. We are planting across the roofs of the buildings to maximize sustainability. Property developers typically jump at the opportunity to start laying brick after brick without thinking of the impact on the community, but here we spend years thinking and planning before we lay the first brick. What was the thinking behind the Deira Enrichment Project, and how was the planning process? We traveled, visited and learned about beautiful cities across the world to bring new ideas and incorporate them into Dubai. Then, we looked at Deira very closely as well, because we understood that the structure of the location had to be accounted for in every step. We compared everything we had experienced in cities across the world, assessed the gaps in the community infrastructure in Deira, and weaved in the history and context of Deira to make sure the project addresses every area. We listened to all stakeholders in Deira before breaking ground, and this is one of the reasons why this project is so successful. This is only the first phase of the project, and we expect to have even more robust and substantive discussions moving forward. Similar to One Za’abeel’s proximity to public transport, the Deira project already includes two metro stations and we are now building the first integrated transportation hub with buses, taxis and metro stations in one single location. The government allocated a large capital to the metro system, and our role is to ensure that the top-side development will maintain the viability of that investment. Phase 1 of the project will serve 8,000 residents and an additional 4,000 staff. The first delivery will be towards early 2020 and we are hoping to finish the project by the end of 2023. Do you see other developers adopting a similar approach to Ithra? We have been mandated by the Investment Corporation of Dubai to look at both the bottom line and our added value to the Emirate, and others are starting to think along the lines of this formula that ensures a win-win to all. The positive impact is easily assessed in the context of Deira Enrichment Project for instance through the growth of economic activity. Deira accounts for around 10% of Dubai’s GDP with its proximity to education, business, and healthcare facilities and its “Waterfront Market’, and our project aims to expand the economic activity in this area. The Waterfront market, a unique food market and one of the largest in Dubai accommodates an average daily footfall of over 30,000 people. We are also planning to build two more schools in phase 2 of the project. We want everyone in Deira to benefit from the Deira Enrichment project. Moving forward, what is your vision for Dubai’s real estate and property development? The government has taken many initiatives to reduce the cost of living, and we want to make sure that our developments advance the economy and our communities as well as benefit the environment. We will maintain our growth trajectory as we mature while espousing the vision of His Highness Sheikh Mohammed Bin Rashid Al Maktoum, with a focus on attracting new investments, encouraging small businesses and on creating an enriching community that connects people. UAE - Finance Salima Gutieva Vice President & Country Manager - UAE, Visa UAE - Tourism Bassam Zakaria Cluster General Manager, dusitD2 Kenz Hotel Dusit Princess Residences - Dubai Marina Spencer Wadama General Manager, SLS Hotel
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June 27, 1556 – The thirteen Stratford Martyrs are burned at the stake near London for their Protestant beliefs. The Stratford Martyrs were eleven men and two women who were burned at the stake together for their Protestant beliefs near London (the exact location is disputed), on 27 June 1556 during the Marian persecutions. A detailed description of the event is in John Foxe's book, The Acts and Monuments. Foxe lists those executed: Henry Adlington, a sawyer of Grinstead, Laurence Pernam, a smith of Hoddesdon, Henry Wye, a brewer of Stanford-le-Hope, William Halliwel, a smith of Waltham Holy Cross, Thomas Bowyer, a weaver of Great Dunmow, George Searles, a tailor of White Notley, Edmund Hurst, a labourer of Colchester, Lyon Cawch, a Flemish merchant of the City of London, Ralph Jackson, a servant of Chipping Ongar, John Derifall, a labourer of Rettendon, John Routh, a labourer of Wix, Elizabeth Pepper of Colchester who was pregnant, and Agnes George of West Bergholt. A further three men, Thomas Freeman, William Stannard, and William Adams, were given a dispensation by Cardinal Pole, the Archbishop of Canterbury, because they had recanted although Foxe is dubious about that. The 16 accused had been brought to Newgate in London from various parts of Essex and Hertfordshire. Beginning on 6 June 1556, at an ecclesiastical tribunal under the direction of Thomas Darbyshire, the chancellor of Edmund Bonner the Bishop of London, they were charged with nine counts of heresy, to which they all either assented or remained silent. All of them were condemned to death and later published a letter detailing their beliefs in rebuttal of a sermon that had been preached against them by John Feckenham, the Dean of St Paul's. On 27 June 1556, the remaining 13 were brought from London to Stratford, where the party was divided into two and held "in several chambers". Here, the sheriff unsuccessfully attempted to persuade each group to recant, by telling them falsely that the other group had already done so. The executions were said to have been attended by a crowd of 20,000. The exact place of the execution is unknown; the most likely site is thought to have been Fair Field in Bow (then known as Stratford-le-Bow), north of the present day Bow Church DLR station. An alternative suggested location is Stratford Green, much of which is now occupied by the University of East London Stratford Campus. This theory seems to date only from the erection of a monument to the martyrs in the nearby churchyard of the Parish Church of St John the Evangelist in 1879. According to Foxe, "eleven men were tied to three stakes, and the two women loose in the midst without any stake; and so they were all burnt in one fire".
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The Business Show 2021 Tickets have just been released for The Business Show 2021. This will be Europe's largest business exhibition of the year. It includes an exciting array of guest speakers, training seminars, interactive features, and hundreds of leading suppliers. The show takes place on Wednesday 9th June and Thursday 10th June 2021 at the Excel conference centre in London Docklands. Every year the Show attracts over 25,000 company owners who are aiming to improve and expand their businesses. It features around 250 seminars, 170 masterclasses, and around 350 trade exhibitors. This year’s event features numerous well-known business people including Laurent Guillemain (CEO of HelloFresh), Alex Partridge (founder of LADBible), Adam Minto (founder of Revolution Beauty), Lisa Paton (Director at Brewdog), and James Caan CBE (one of the original 'dragons' on the BBC TV series Dragons' Den'). The event will include numerous free masterclasses, speed networking, and ‘Investment Den’ plus many opportunities to meet with fellow entrepreneurs. In addition, this year the Business Show runs alongside two other business events at the same venue - 'White Label World Expo' (online retail sourcing show) and also 'Going Global' (Europe’s biggest event for businesses that are looking to expand internationally, export products, or set up overseas operations). People attending the Business Show can also attend these two other shows free of charge. For more details and free tickets click here
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FIRE's Lukianoff on Hugh Hewitt Show Tonight at 7 p.m. Eastern Tune in tonight at 7 p.m. Eastern (4 p.m. Pacific) to hear FIRE President Greg Lukianoff on Hugh Hewitt's nationally syndicated radio show. Greg will be on the air with a number of other authors featured in the new book New Threats to Freedom, which is hitting shelves tomorrow. To get a sneak peek at what Greg will be talking about, check out FIRE's brand new video, released today. Hewitt's show will be broadcasting tonight from the National Liberty Museum right here in Philadelphia, just a few blocks from Independence Hall and FIRE's headquarters.
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Airbus A320 Type Rating: Part 1 – Ground School Airbus A320 Type Rating: Part II – Simulator Base training, first flight! First flight with passengers 200 hours and a few months later The end of the dream 2021 – The first signals 2022 – Back in the sky! 2022 – Summer Season New base: Lisboa Becoming an Aviator 25 years old: ‘Career Take-Off’ What it takes to become a pilot Different paths to become a pilot Different paths to become a pilot 4 ans ago | 0 comments | Category: Becoming an Aviator | This is one of the most important and difficult choice for you career. I cannot stress enough the importance of this choice. It will dictate whether or not you will be successful! Or at least maximize your chances to end up in a cockpit. Aviation is a complex world to understand and almost impossible one to foresee. It is a cyclic environment that goes from ups and downs during periods that can last for 5 or 10 years approximately. That is why it is crucial to start with the correct reasons and decisions. It has to be the choice that suit you the best. Keep in mind that nothing is 100% sure. It is not because you chose the best school for you that you will get a job. Unfortunately there are many factors, the most important being economy. For example, in my case, I changed my mind 3 times about which flying school I was going to pick. In a time span of 3 years, a sc hool was bought by another one, one lost major airlines partners etc. As you can see everything can change as fast as a blink of an eye. My best advice to chose a flying school is to go and meet them; there are a lot of meetings, Pilot Career Shows, the schools communicate a lot on social medias and they move all over Europe to explain their programs, partners, opportunities etc. Then you should visit the school and its infrastructures, at the same time do not hesitate to speak with students, instructors and more. Finally use social medias to get as much information as you can; don’t be shy, contact pilots on LinkedIn or any other website, ask them questions, what was their process, what school, career history, ask them advices. As discussed previously being a pilot, unfortunately, may costs tons of money. But there are different ways to achieve your dream; each of them have their benefits and drawback. I’m going to list each of them and give their good/bad points. Nowadays there are more or less 4 ways to become a pilot: Cadet pilot Integrated pilot Modular pilot 1. Cadet pilot One of the most used today. Why? Because the airline industry is booming worldwide; companies need pilots and quickly. That is what everyone is saying, especially flying schools and manufacturers. In fact they need (for most of them), experienced pilots (+2000 flying hours) even though they are still looking for inexperienced second and first officers. Cadet pilot offer security as you can be guaranteed to get the job at the end of your training. Each company set different standards for their pilots training. They want to know their background; where did they learn to fly? Which school did they pass their CPL IR etc. So rather than hire a pilot that did his training in his local « unknown » flying school, the companies will sign a training contract with in general big flying schools all over Europe (if it is an European company of course). These schools will have the responsibility to train pilots to the company’s standards and during a certain amount of time. Then the airline will post a job offer of ‘Cadet pilot program’ to become an SO or FO depending the companies. In general a cadet program is for a person with no flying experience at all. It is easier to form someone without any ‘habits’ and the company can shape them to their standards. If you have already passed some licences you can always try to negotiate with them. After a long, complex and very competitive selection process, if you are successful, first congratulations as it is not easy at all. Then you have to do the whole training in their partner flying school. Again if successful and to their standard (which mean with good grades) you will get the job of your dream. Getting a guaranteed job is something rare in aviation thus there is a price. It is impossible to say how much but it will not be cheap. However it can vary a lot from companies and it can even be FREE. No, it is not a mistake, it can be for free; for example Air France propose a cadet program from zero flying hour to a post of second or first officer for 0€. It is rare but some airlines offer that. As you can imagine the selection process is crazy. But it is possible! My advice would be to take your chance and try every selections that offer to pay your training fees before trying a school at your own expense. In a cadet program the biggest challenge is to manage to keep up with the fast pace of learning and training, all of this with good to excellent grades. If you don’t, you might unfortunately not be able to continue the program since it is a very selective and competitive process. This might have a stressful effect on you and if you are not used to work fast and efficiently under pressure it might be difficult for you. You have to keep in mind that subject studied within the trainings are very dense and quite broad, so you have to stay focused until the end and manage to deal with the important workload. Being one of the ways if not the only way that leads to a guaranteed job, a cadet program offers a job security. You will have less pressure on you as you know you will end up with a job, thus you may be able to be more efficient. It should get you to a cockpit quick enough (between 1.5 and 3 years). Positive points: Guaranteed job !!! High standard training Good and stable company (well known) Price, few of them are FREE Negative points: Price, most of them are expensive Important workload in a small amount of time 2. Integrated pilot This is a fast learning track to become a pilot. It will take you around 1.5 years from zero to be on the pilot market with a serious ATO (Approved Training Organisations or in other words a flying school). Obviously you can already have some flying experience and still be an integrated pilot, it is not only for pilots without any experience. Being an integrated means you are a full time student of a flying school. As always, there will be a selection process to join the school. It can be based on mathematics, logic, 3D, HR interview, you can even have a simulator assessment. Don’t worry if you have never flown before. Being an integrated student means that you are part of a community. You will be mixed with students from all over Europe and each students will be at different stages of their training. Some can be at the end of their training while others just started. Being mixed with students is a good opportunity to meet new people that can become friends but also to discuss, share and learn more about aviation. Once you have joined your school, you will start your training with the basics. Starting with the ATPL then learn how to fly, navigate, pass your PPL etc. You will be part of your flying school program and should benefit from their career services that will help you find a job. Indeed each school have different airlines partners. Once you are qualified as a commercial pilot and also instruments rated (not always mandatory), you should be able to attend airlines’ assessments. A partner company in need of pilots will contact your flying school. Your school will then propose them a list of candidates already qualified or not (you can be selected even before having finished your licences!). If the company accepts your candidature, you will pass the assessments. An assessment is not an easy task at all and you should be prepared for it. They are different depending on each companies. Later on I will do an article about « How to prepare for an assessment ». As a cadet program, the pace is really important and that will be the biggest challenge. Depending on which school you chose the price can be really high; but it is possible to find a cheaper one. Remember to select the school that is the most suitable for you, pay attention to their partnership and what career services they can offer you. You should not chose a flying school only for their price. In general airline companies know the important pace of the integrated students and they tend to like that as being a commercial pilot means dealing with a lot of stress, important workload etc. A career service that will help you get a place for a job interview Fast pace, you can be on the market quickly if you are doing a career change Part of the school community Price, in general it is expensive Fast pace, important workload in a small amount of time 3. Modular pilot Back in the old days, the modular training was often chose by pilots that were going through a career change as it offers more flexibility compare to integrated and cadet programs. Indeed here you go at your own pace! Also this should the be cheaper way to become a pilot (when it is not free from a cadet program). Today the modular training changed a bit even though you can still do some parts as before. Let me explain the slight changes; few years ago, pilots were interested into modular trainings as they could keep their jobs thus their salary, while they pass the licences and learn how to fly. They could chose to pass their theoretical licences such as the PPL and ATPL on their own, working late after their day at work. It is a self-taught method. As you can imagine the rhythm is quite important and not everyone can do it! It was also possible to learn the theoretical part with a school but in order to save money most of them did it on their own. Then when the theoretical part was done they could chose their flying school and scheduled their flying courses depending on their availabilities. So it could take 6 months, 1 year, 2 years, any time they needed to finish their training. This is where it slightly changed. Today if you pick any flying school as a modular one, you will not be able to chose when you want to fly. You will join a school and follow the schedule, almost if you were a full time student. So what is left of the modular training? You can still select different school for your whole training, you can chose to pass your theoretical on your own or via a school. There is the possibility of building your flying hours in a flying club, it will be cheaper than an ATO. And finally you have to find the flying school for your CPL IR ME and MCC if needed. So basically you can do your whole training with 3 or 4 different organisation. By doing so you could get a lower price than an integrated pilot, depending on which school you chose for the CPL IR ME, this part being the most expensive of the training. As said previously, once you found a school for the CPL IR in general you will have to follow their schedule. And it can last from 4 to 9 months « full time ». The weather will be a major point in the length of the training. Modular training offers flexibility and lower costs. But I would say that finding a job is a bit harder. Indeed, most of the flying schools have an integrated and modular training course, but generally there is a difference between both groups especially when it comes to how the school is going to help you get a job at the end. Sometimes modular students do not benefit from the career services offered by the school on the contrary to the integrated students. They consider more integrated rather than modulars. I said in general because some schools will still help you to get interviews. That’s why it is important to go and meet the schools during the pilot career shows, to contact them and ask questions. Unfortunately, with today’s economic growth, airlines are taking many instructors from the flying schools which reduces their capacity to train new pilots. Therefore there are less and less modular trainings and most of the schools closed this training temporarily. Price, in general lower Time flexibility Learning from different schools and flying in different places Harder to find a job Lower pace, longer training. I did a modular training with FTE (Flight Training Europe) and things turned out ok for me so I do not regret it. Also when I chose to become a pilot (in 2014) the economy was different, and finding a job was harder than today. That is why I picked a ‘big’ European ATO. I wanted to maximize my chances of having a job by having a big school on my resume. Also I knew that this school was not really doing any difference between integrated and modular pilots. Being a modular pilots allowed me to meet and learn from so many different people and listen to different opinions. I had the opportunity to fly in so many different areas such as: South East of France, South West of France, Daytona Beach USA and Spain. 4. Military pilot Finally the last way to become a pilot is via the army. Unfortunately I do not really know about military so I will not go into to much details. Not everyone can go in the army; it is a different mindset and you will have to chose between civil or military aviation. In general it is a vocation if you want to become a fighter pilot. Some will be interested by the army and others will not. In order to become a pilot in the army you have to start ‘young enough’. You cannot start if you are 30 years old. Depending on the country you are from and the formation you will do, the age can varies but in general it is around the 20 – 22 years old. The selection process is really hard. One of the hardest of aviation. Health plays an important role in the selection. You can be the best in flying, mathematics, logic, 3D, if you have the slightest health issue you will not make it through unfortunately. But once you passed, the training will be entirely free and of course you will have a guaranteed job either on a fighter jet, cargo, helicopter depending on your choice but especially on your skills. The training is the same, you will pass the same licences. Then only the flying technique would be different of course. As you know in the army you can the possibility to retire quick enough (around 30-35 years old). You can then continue with a different role/rank but you also have the possibility to do a career change a go for commercial aviation. Some airlines favour military pilots and some do not but you will be on the market with a lot of experience and a lot of flying hours. Price, free Great quality of training Amazing opportunities Military mindset, does not suit everyone Choice of base limited if you have one By: TFF | 4 mois ago By: TFF | 11 mois ago
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July 6, 2012 by Josiah Hamilton
2023-14/4154/en_head.json.gz/11428
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Question: Is safe housing for refugees a human right? Asked by alos Yes, safe housing for refugees is a human right. The Universal Declaration of Human Rights states that "everyone has the right to a standard of living adequate for the health and well-being of himself and of his family, including...housing". Furthermore, the International Covenant on Economic, Social and Cultural Rights (ICESCR) requires states to provide an adequate standard of living, including housing, to any people under their jurisdiction. Human Rights Refugees Safe Housing
2023-14/4154/en_head.json.gz/11429
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10 Things You Didn't Know About Donald Trump Whether you love him or despise him, you just can’t ignore Donald Trump. “The Donald” has been a controversial public figure long before his recent bid for the presidency. The real estate mogul isn’t after the presidential perks or salary, in fact it’s costing him dough to chase the oval office, so why is he doing it? Some say he’s running for a higher purpose, to restore our country to glory. Others claim he is a megalomaniac with nothing currently better to do than rile up America. To fully understand Trump, it’s important to dig deeper than the sound bites and information offered by talking heads on TV. One minute he sounds almost presidential, other times he seems a misogynist bully. Not too many voters really know what he’s about so it’s important to analyze the man behind the public image with some lesser known facts about Donald J. Trump. Things you didn't know about Donald Trump: 1. He went to military school At the age of 13, Trump was sent to the New York Military Academy (NYMA) due to behavioural problems in his previous school. His parents believed that a little discipline would fix the conduct of this “pretty rough” defiant young fellow. Once there, however, he earned the title of “a loudmouth bully,” as some of its residents recalled. 2. His Astrological Moon Sign is Sagittarius Trump was born June 14, 1946 and because his sun sign lies in Gemini it’s not surprising that the public sees “Two Donalds” as Gemini is the sign of the twins. Sun signs reveal the outer self, however, a person’s moon sign in their natal chart shows their emotional personality. Having his moon in Sag means he couldn’t keep quiet or filter he comments even if he tried, as people with Sagittarian moon signs are driven from within to be blunt, straightforward and talk–a lot. 3. Mexico should pay for the "great, great wall" Mr Trump has said he wants to start building the much-touted wall on the shared border from the first day of his presidency, and that Mexico will pay for it. In some of his earliest campaign comments, he suggested that Mexicans coming to the US were criminals and "rapists". BBC analysis estimates the border wall could cost between $2.2bn and $13bn. 4. He starred in Home Alone 2 Lost in New York Remember the scene where Kevin walks into the Plaza Hotel for the first time and asks for directions? It is Trump who plays the two-second role of the Good Samaritan that directs him to the reception. Those pleasant manners have made him unrecognizable for years. 5. Donald Was Blond as a Child Reporters have described Trump’s hair as “Cigar Stained Teeth Amber” to “Burnt Cheetos Orange,” however, as a child his hair was an enviable delicate shade of pale buttery blond, according to a photo on Oprah.com. Perhaps this is why he continues to bleach his locks, that turned darker as he aged, in hope of duplicating his baby photo look. Trump’s ever changing hair color evolution over the years have been a source of interest as well as cannon fodder for comedians and commentators. 6. He launched his own board game Trump launched a board game in 1989 called Trump: The Game which was all about – you can guess – making money in real estate. Players could flash the all-powerful Trump card (“You’re fired!”) at each other to end all negotiations. The PR for the launch read – “Parker Brothers and Donald Trump are challenging consumers to determine whether they have the brains and the brawn to be the next Donald Trump.” Consumers apparently weren’t interested in the challenge and the game was discontinued more than once. 7. Arab-Americans cheered the attacks on 9/11 Donald Trump repeatedly claimed that on 11 September 2001, there were thousands of Arab-Americans celebrating in New Jersey after two planes flew into the Twin Towers. He says such public demonstrations "tell you something" about Muslims living in the US. However, there are no media reports to back up the claim. 8. The Black Lives Matter movement is "trouble" Mr Trump mocked former Democratic candidates like Martin O'Malley for apologising to members of the protest movement against police brutality and cast himself as a pro-law enforcement candidate. "I think they're looking for trouble," he once said of the activist group. He also tweeted a controversial and widely debunked graphic purporting to show that African Americans kill white and black people at far higher rates than white people or police officers. 9. He liked using Pseudonyms His most popular Pseudonyms are John Barron and Jon Miller. On several occasions, he has addressed the media under the guise of these “spokespersons”. Barron was sometimes a “Trump Organization Vice President” and sometimes a caller on the phone threatening to file a lawsuit. It was in a 1990 legal case that he, under oath, confessed – “I believe on occasion I used that name.” 10. Trump has a Wine Brand Some Trump supporters are accused of “drinking the Kool-aid”; however, you can drink the Trump wine as well. Trump bought a gorgeous 1000 acre vineyard at auction as a real estate investment and gave it to his son. In 2012 Donald bought a winery that now bears his name and elected son Eric as president of the operation. The logo on the bottles is a majestic bold “T”, that captures the spirit of the Trump brand. Although the wine is said to be quite good, some merchants refuse to carry the brand as a form of political protest. Donald Trump admits he has zero interest in wine making, or even wine tasting, however, he loves to see his name on virtually everything he touches. Business Celebrity Lifestyle Politics Labels: Business Celebrity Lifestyle Politics
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Heal your brain from past injuries, no matter how recent or long ago. Concussion Rescue Course Learn what concussions are and natural ways to heal from them. Whether you’ve only had one concussion, or you’re worried about CTE (Chronic Traumatic Encephalopathy), this course can help you. What causes concussions? Common causes of concussions include: Falls—falling out of bed, slipping in the bath or shower, falling down steps, falling off ladders Motor vehicle-related collisions—involving cars, motorcycles, or bicycles; also, pedestrians involved in accidents Violence—caused by gunshot wounds, assaults, domestic violence, or child abuse Sports injuries—besides football, they are common in soccer, boxing, baseball, lacrosse, skateboarding, hockey, cycling, basketball, and other high-impact or extreme sports Explosive blasts and other combat injuries What are some of the consequences of concussions? Concussions can cause confusion, difficulty concentrating, memory problems, personality changes, moodiness, angry outbursts, balance issues, increased anxiety, and may even cause you to have suicidal thoughts. Do these consequences develop immediately following a concussion? The impacts of a concussion may develop weeks, months, or even years after a head injury has occurred. Because of this, many people don’t make the connection that their issues are related to the head injury they experienced. Who gets concussions? Over 2 million new head injuries occur in the U.S. every year, and the number of concussions is rising, especially among children. From 2010 to 2015, concussion diagnoses jumped 43% among the general population. For young people from 10 to 19 years of age, however, concussion diagnoses skyrocketed 71%. How can this course help me if I’ve had a concussion? This course gives you the tools you need to help heal the brain after head injuries. You’ll discover the 11 major risk factors that either prevent healing or promote the recovery process. In addition, you’ll learn which foods to eat and which to avoid as well as why getting your hormones checked is so important to overcoming issues related to concussions. Sample Lesson: Concussion Rescue Course
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Isabella to pay off loan for early jail… Isabella to pay off loan for early jail construction costs File photo of the Isabella County building. By Eric Baerren | CMU Communications PUBLISHED: January 21, 2023 at 1:00 p.m. | UPDATED: January 21, 2023 at 2:10 p.m. Last month, Isabella County government closed on the $41.5 million United States Department of Agriculture loan for its new jail/sheriff’s office project. Tuesday night, the county’s commission voted to free up money to pay off a loan taken out to pay for the project’s initial costs. Commissioners adopted a budget amendment to move $2.6 million from the county’s assigned savings to the jail fund to make sure they can pay it off by a Feb. 1 deadline. The county faced that deadline to pay back a $6 million loan it took out from Isabella Back in June 2021 amid tight cash flow. The money was intended to be used to pay for early costs for the project, including design and land purchase. Whatever the county spent out of the $6 million, it would cover with money from its savings. It was intended that the $6 million would ultimately get paid from money the county secured from the USDA loan. Last year, the county approved the USDA’s terms so they could close by an April 1 deadline, after which they’d lose the 2.125 percent interest rate guaranteed at the time. Last year, county administrator Nicole Frost estimated that losing that interest rate would cost the county at least $12 million. County officials moved with plans to pay it back not quite set in space. Isabella County’s financial picture clouded up last year after a bright start. After taking a look at their anticipated extra costs from employee compensation, unfunded pension liability, the need to pay off a new jail and a general fund subsidy of the Materials Recovery Facility of nearly half a million dollars, officials realized things had tightened. On top of that, costs for the project had increased due to global supply chain problems. The entire project was expected to cost $40 million before COVID-19. Last year, bids came back substantially higher. County officials also committed to paying off the project without asking voters to finance it through higher taxes. Isabella County bought a parcel of property slightly larger than 38 acres on the south side of Remus Road between Isabella Road and U.S. 127 in late 2020. While the jail is expected to only occupy 10 acres of it, county officials bought larger than needed with the expectation that future commissions might wish to reunite the jail with the courthouse and potentially even the county administration building. The old jail was constructed in the late 50s and its infrastructure is said to be in an advanced state of decay. Last year, county officials had to bring in an emergency heating unit when the old one failed during cold weather. Work on the new jail is expected to start this year.
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View all in Job Search > Careers in Data and Analytics Careers in Marketing Careers in Sales Careers in Software Engineering View all in Career Paths > Work and COVID-19 Work Relationships View all in Succeeding at Work > Anti-Racism at Work LGBTQ at Work Gender and Work View all in Diversity and Inclusion > Job Search Videos Career Advice Videos Career Story Videos Company Spotlight Videos Industry Spotlight Videos Advice / Succeeding at Work / Management Leader of the Pack: When You're in Charge of an International Trip Hot Jobs on The Muse Explore All Jobs Natalie Jesionka After a long day of meetings in Cambodia, the people in the group I was leading said, “We want to go to the Monkey Temple.” As the group leader, I agreed—with a caveat: “OK, that sounds great, but make sure you don’t take any valuables with you. And don’t bring any food—the monkeys are known to steal.” What's the best job for you? Use The Muse to find a job at a company with a culture you love. Select the career path that aligns with you: Design and UX How many years of experience do you have? 5 - 10+ years What company benefits are most important to you? Remote Work Opportunities Promote From Within Flexible Work Hours Personal Sick Days Calculating your job matches... Later, as we crossed the street to the temple, the group munched on potato chips and texted on their phones, when suddenly I heard a scream: A giant Rhesus Macaque monkey had jumped from the telephone pole onto my colleague’s back, trying to grab her chips. Meanwhile, baby monkeys had surrounded us, climbing up our legs and trying to steal from our backpacks. After I swatted them away with a large stick, and we ensured no one was hurt, my colleague screamed at me: “You should have told us it would be this bad!” It wasn’t an “I told you so” moment or a time to throw blame, but it was a good reminder that leading a large group—especially abroad or in uncharted territory—often comes with challenges. If you find yourself as the head of a group in another country, here are some ways to make it a little easier on yourself and make sure your group stays productive and content. Whether your trip is going to be a leisurely tour or a jam-packed set of power meetings, it’s important to keep everyone informed of what’s going to be happening ahead of time. So, be sure to send an itinerary well before you leave, a latest version about a week before the trip, and finally an updated version when you get on the ground. It should include a tentative schedule, background information on your meetings, bios of the people you are meeting with, and all emergency contacts, embassy numbers, and travel insurance phone numbers. Most importantly, make sure you have a trip and country orientation with everyone beforehand (if you can’t meet in person, a Google Hangout or conference call works great). It’s important to cover the customs and culture of the places you’ll be visiting—even if they don’t totally register right away, your group will hopefully remember what you said before they make a mistake or get completely lost. Along similar lines, make sure to communicate the cultural nuances of a schedule. For example, if you are in a country like Germany, you’ll want to stress the importance of being on time. If you’re somewhere more relaxed, like Argentina, make sure your group knows that it’s normal for things to start 30-45 minutes later than the scheduled time. Stick to the Schedule, But Be Flexible “What are we doing today?” “How long do we have to stay in this place?” In my experience, no matter how many times you go over it in a prep meeting, your colleagues will always want to know what's going on throughout the trip (sometimes hour by hour). So, it’s important to keep your group in the loop both at the beginning of each day and as things progress. Make sure that you are open to your group’s questions, and keep a temperature of the group throughout the day. How are they feeling about the meetings? Do they need more time to relax or recover from jet-lag? Are there any things that aren’t on the itinerary that they might want to try or have an option of doing during free time? As long as you’re communicating with everyone, don’t be afraid to adjust your schedule to meet the needs of the group and trip. Rise to the Challenges of a New Environment During a trip to the Caribbean, my group was sitting at a restaurant. We all ordered, and everyone got their food, except two of my Haitian colleagues. “That’s strange,” I thought, and went to inquire where their food was. To my disbelief, the owner said it was not coming out—and that my colleagues didn’t belong at his restaurant. This wasn’t cultural, this was overt discrimination, and I made sure the owner knew it was unacceptable. I explained to the whole group what was going on, and we all agreed to leave (and yes, we caused a scene). We ended up going to another local restaurant and had amazing food and a great time, but the situation taught me an important lesson. As the team leader in an unfamiliar place, I should have researched the restaurant before we went and asked locals about it. The same goes for hotels, restaurants, and people you’ll be meeting with. Always have some background so you can address any challenges as they come up. (And be ready to address them when they do.) Be Accommodating but Find Compromise While doing NGO consulting work on the Thai-Burma border, one of my colleagues told me, “I want to see some refugees. Take us to see the refugees, or I will give you a bad evaluation.” My heart sank. I wasn’t about to exploit the community I worked with just so the group could say they had been to a refugee camp. On the other hand, though, I could also understand why it might be important for the group to hear the stories of the people they were working on behalf of. When you take a group abroad, a lot of times they will be in search of the “most authentic” experience possible—whether that’s riding elephants to get around because it seems cool (it's actually harmful to the elephant) or wanting to snap that coveted photo of local people doing their daily “exotic” activities (which can be intrusive and rude). And you, as the leader, have to decide when to accommodate those requests and when to decide that they’d do more harm than good. In my case, I decided to have a group discussion on the issue and asked for context: What value would visiting a refugee camp have? How could we make the experience an exchange, instead of being outsiders coming in and then leaving? We ended up striking a compromise: Instead of going to a camp, I arranged a visit to a local co-op where refugees make and sell their goods. Not only did the visit appease my group, but the women at the co-op made great money from the group’s visit because everyone felt inclined to purchase their handicrafts. Remember, you have to decide what’s appropriate and safe for your group. If someone on your team has a problem, idea, or suggestion, see how you can accommodate it—but stand your ground if the requests are outlandish. Let Them Learn on Their Own Between meetings in Cambodia, a colleague came up to show me her new Tiffany necklace (which was a fake) that she had paid $30 for. She was excited and thought she got a great deal for a “genuine” fake—until someone else showed up with the same necklace that she had purchased for $5. Whether it’s getting ripped off, trying bad food, or committing a cultural faux pas, you can’t prevent all mistakes from happening on the ground—it’s just not possible. Instead, as the leader, you have to strike a balance. You should be the expert on the ground, but you also have to sometimes sit back and let people learn on their own, even if that’s the hard way (unless of course, safety is at risk). Make sure your team is equipped with basic knowledge about the trip, and always give background information and answer questions, but know sometimes they will just have to learn on their own. Know That it’s Not Personal After a long day in Manilla, a team member took a jeepney instead of a taxi, and was lost in the wrong part of the city for an hour. She was frustrated and came back really upset. Jet-lagged and stressed, she started crying: “You shouldn’t have taken us here—it’s so hard!” When leading a group, not only will the scrutiny be on your organizing skills at all times, but people may want to blame you for things you have no power over. You don’t have to accept the blame, but you should let your colleagues vent or talk about their frustrations. Take responsibility when necessary, but don’t shoulder the burden for things that are out of your control. Things are bound to happen in a foreign country that are different or unfamiliar, and when they do, don’t take it personally. Just acknowledge that people’s emotions run high when they are out of their comfort zones. While these stories may sound a little harrowing, I’ve led a dozen of research and development trips all over the world with success. It’s actually one of my favorite things to do. So, the best advice I can give you is to be open, to be ready for some obstacles, and most of all, to keep these leadership tips in mind. No matter what happens, your team will have an unforgettable trip. Photo courtesy of Aurimas Adomavicius. Natalie Jesionka has researched and reported on human rights issues around the world. She lectures on human trafficking, gender and conflict, and human rights at Rutgers University. When she is not teaching, she is traveling and offering tips on how students and professionals can get the most out of their experiences abroad. She also encourages global exploration through her work as Editor of Shatter the Looking Glass, an ethical travel magazine. Natalie is a Paul and Daisy Soros Fellow and served as a 2010 Fulbright Scholar in Thailand. More from Natalie Jesionka
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Does Prayer Work? Ask and it shall be given. Seek and you shall find. Knock and the door shall be opened. It’s a verse we know so well. A verse we rejoice in when we’re praying for the doors of opportunity to be opened. One we declare when we need our circumstances with our children to change. Perhaps even one we write on the wall of our bedroom closet to be used in times of warrior-like, audacious prayer. However, today as I scanned the words of this passage, I wondered how many of us had ever felt betrayed by these very same words. We asked and did not receive. We were seeking only to end up feeling empty. We knocked and every door slammed in our faces. Just a few short years ago, my husband and I had a burning desire to be in full-time ministry. We both knew that God had a calling on our lives to serve others and advance his kingdom through ministry, but weren’t sure what that was going to look like. So we continued walking forward in life, with our heads in the present but our hearts on the future. We prayed continually for God to open doors of opportunity and to reveal our next steps. However, much to our dismay, we awoke to the same circumstances day after day, with no end in sight. Then it happened. Without any warning or premonition of change, my husband was suddenly unofficially offered a position at our church, with a pastor and staff he had grown extremely close to. He was elated and I was in total awe of God. However, there was one setback. This unofficial offer came with a hangup in the finance department. The church was not able to officially hire him until they had the funds. “No problem” we thought. We had no doubt that this was the job God had for him, and so we began to pray and declare that the funds would arrive! Fast forward a year and a half, and still no promise of the church being financially able to add him to the staff. To say we were discouraged and tired is an understatement. We got to the place where we hit full surrender. It was no longer about us and our plans and what we thought God had for us. As we re-positioned ourselves in prayer, our cry became, “Not our will, but yours.” We no longer prayed for that job to open, we simply prayed to be in his will and for God to use us. We started fasting and seeking his face like never before despite the surrounding circumstances. That my friends, is when God moved on our behalves like we’ve never experienced before. Just a day or two into our fast, my husband got a job offer from a church in North Carolina, with a job description that required all of the experience my husband had from those years in his previous job. It was a job beyond our wildest dreams. A job with more vacation time than we had ever had. A job with a staff that quickly became like family and with friends for our children. A job where the both of us would be able to serve the church and God’s people in a new capacity. And the kicker to it all...he never even applied for it. It literally came to him out of the blue. We asked, friends. We were seeking, knocking, and banging down the doors of heaven for that first job opportunity. But God said no. What happens when we fervently prayer but don’t see the result of what we were sure was ours to have? Here’s the true beauty in that passage of Matthew, where we grasp a full understanding of Jesus’ truth-filled words and are able to see the full promise. In Matthew 7:9, Jesus asks, “Which of you, if your son asks for bread, will give him a stone? Or if he asks for a fish, will give him a snake? If you, then, though you are evil, know how to give good gifts to your children, how much more will your Father in heaven give good gifts to those who ask him!” Jesus never told us we would get everything we asked for. What he did say is that we would receive, find, and have doors opened. What are those things we obtain? Good gifts from the Father who knows what’s truly good for us. You see, what we are seeking, asking for, or waiting to be opened may not be what’s best for us. Just like we love our precious babies and so no to the things we know might harm them, God loves us too much to give us everything we desire. He knows that our hearts will often deceive us and we will sometimes fall victim to the blinders of this world. He knows that we can’t see the future and that we need his guidance to keep us from harm and to put us in a place where we can truly excel. It’s true that we will receive when we ask, but it may be that we receive strength and peace instead of deliverance. And when we seek, we will find, but it’s not until we are seeking his face and not worldly satisfaction that we will feel complete. And those doors? Yes, they will open, but they may not be the same doors you had envisioned, but instead the ones that God desires to bring you through in order to elevate and promote you. Keep asking mama. He’s a good Father and has the best for you and your precious little ones. All we have to do is trust his ways and teach our children to do the same.
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Plans submitted for new downtown Greenville condos Can’t get close enough to downtown Greenville? Well, if living in the heart of downtown is your dream, you’re in luck—several plans are in the works for new condos to be… Written by The Haro Group Greenville to see boost in new home sales, thanks to Baby Boomers The market for new homes is expanding in Greenville and around the nation, fueled in a large part by the Baby Boomer generation. Bloomberg News projects that in 2015, housing… Happy holidays from our family to yours! We’d just like to pause and wish you and yours a very happy holiday season! We’re so thankful for the great people we’ve gotten to know and serve this year.… Millennials, singles a driving force in the home buying market For the past several years, the millennial generation (currently those under 35) has been somewhat absent from the home market. The 2008 recession hit many of them hard, causing them to lose… Recent buzz about Greenville, SC Our savvy little city gets a lot of good press—not only in the local area, but nationally as well. Here are a few of the recent articles and top-10 lists… Should you rent or buy in 2015? Benefits of renting vs. buying Should you rent or buy a home in 2015? Of course, the answer to this question isn’t black and white—it depends a lot on your individual… The surprising history of Greenville’s Falls Park Photo Credit: JeffersonDavis via Compfight cc Greenville’s Falls Park on the Reedy is one of our city’s most beautiful and popular attractions. The 32-acre park, with its gardens, walkways, iconic… New homes in 2015 will be smaller and greener, study says What will new homes look like in 2015? According to a recent study by the The National Association of Home Builders (NAHB), the houses that will be built in the coming… New Home Friday: 410 Shoreline Blvd, Boiling Springs This brand-new home in Boiling Springs is ready to move in! The house at 410 Shoreline Blvd has been built by Ryan Homes and includes the 2,920 square-foot “Naples” floor… 5 (more!) ways to celebrate the holidays in downtown Greenville Last week we posted about some great holiday events in downtown Greenville. But we don’t want to neglect the great holiday attractions that can be enjoyed all season long. Here…
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About The Haro Group Meet our Team: Analeisa Latham Analeisa and her husband, Steven Meet Analeisa Latham! Analeisa is one of The Haro Group’s listing specialists. If you’re looking to sell your home, Analeisa will guide you through the process, from preparing your home for showing, to arranging quality photography, to navigating all of the final contracts. Here’s a little bit about Analeisa and her background. How long have you lived in Greenville? “I grew up here. I was born not too far from downtown, and I have never lived anywhere else. “This is where we want to raise our children. It’s such a great family-friendly place. It’s clean, the people are awesome, and it’s just growing. There’s so much cultural experience that we’re getting living here. And it doesn’t hurt that we have family in town … we love it and we have plans to be here forever.” What are your responsibilities as a listing specialist? “I work with people who want to sell their house and are interested in interviewing our team to see if they want to choose us. So I sit down with them in the office for an hour or so and we talk about their goals. And of course we talk about pricing, because that’s very important for a lot of people—what they can get out of their house. And then I share with them the awesome things we’re going to do to make sure we sell their house as quickly as possible, in the least amount of time, for the most amount of money. “Once [the house] goes on the market, I keep in touch—updating them, answering any of their questions, helping them not get discouraged, and then negotiating any contracts or offers that come in on their house.” What do you enjoy most about your job? “I love just sitting down with clients or potential clients in that first meeting that we have and just asking them, ‘What’s your vision for future as it relates to the house? Why are we here today?’ And I get to hear a lot of great things, sometimes they’re painful things. And just realizing that they’re giving me the opportunity not only to hear their story, but to impact the future for them. “There are just so many avenues of life that you get to experience through other people’s eyes when you’re helping them with one of the biggest financial investments that they have.” What do you enjoy doing outside of work? “I enjoy running. I’m getting ready to do a 10K here in a couple weeks. “I have an awesome husband and we have the greatest dog. We love to spend time together in the mountains—we have a cabin in the mountains that belongs to his family, and we spend a lot of time out there together hiking, sitting by the fire, doing all those woodsy kinds of things. “Also, I have family in town and I spend a ton of time with them—I’m very passionate about those relationships.” Any other thoughts you’d like to add? “The opportunity I’ve been given to work for this team has changed my life. Working with these people, who have become my friends, has just opened up my eyes of a whole new way of serving people, of growing myself … putting that in work, in motion.” If you’re thinking about selling your house, get in touch with Analeisa. Written by The Haro Group on February 6, 2015 . Posted in About The Haro Group
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Tag: Hasina’s visit to India Hasina to arrive in Delhi on April 7; several accords to be inked Bangladesh Prime Minister Sheikh Hasina will arrive here on 7 April on her much-anticipated four-day State visit to India, it was announced here on Tuesday. The visit comes seven years after Hasina’s last visit to India in January 2010 and almost two years after Prime Minister Narendra Modi’s visit to Bangladesh in June 2015. ‘’The upcoming...
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Tag: IIM Ahmedabad IIM Ahmedabad & Snapdeal to collaborate on Retail Tech Research The research will cover more than 30,000 consumers across the country and will help ecosystem participants, academia and policymakers arrive at an updated understanding in this regard. Happy Birthday, Harsha Bhogle! A chemical engineer who became ‘Voice of Cricket’ It is the magic of his voice which made him the first Indian commentator to be invited by an Australian Broadcast House to commentate in an India-Australia series. Prof Errol D’Souza becomes IIM-A director; last appointee by Centre The Central Government has appointed Professor Errol D’Souza as the director of Indian Institute of Management-Ahmedabad (IIM-A). Executive chairman of the Murugappa Group, AV Vellayan, will assume charge as the chairman of the Board of Governors (BoG) at IIM-Kozhikode. According to Indian Express, the decision comes just hours before the new law on appointment of... IIM-B, IIM-C improve global banking; IIM-A, ISB slip The premier B-schools Indian institutes of management Bangalore and Calcutta have improved their global rankings this year, but IIM-Ahmadabad and the Indian School of Business, Hyderabad have slipped, accrording to a the Financial Times London’s Global MBA Ranking 2018. The Stanford Graduate School of Business tops the ranking followed by the French school Insead. The...
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#20 Professor Plankton Feb 19, 2019 | All Stories, People Country villages in the Netherlands and acclaimed experts in algal blooms don’t usually go hand in hand, however Professor Gustaaf Hallegraeff is an exception to many rules. “I had an uncle who was a vet,” starts Gustaaf. “When I was a small boy he was always taking me on exciting adventures…I remember helping to deliver calves in the middle of the night. You could say he opened my mind to nature.” At just seven or eight years of age, the same uncle placed a life changing gift in the young Gustaaf’s hands. “He gave me a small toy microscope. As soon as I started to play with it I became smitten with the many beautiful things I discovered. I began exploring refractive patterns on the wings of flies and mosquitoes, but the real excitement came when I put a single drop of rain tank water under the lens.” With an artistic bent, he was immediately spellbound by the tiny wonderland no one else could see. “I have a lot of artist in me and so I quickly started to capture it by drawing. I had no idea what all those tiny things were and I quickly learnt that my parents and teachers didn’t either. They had no answers to my questions…were these things plants or animals? Were they benign or dangerous? I remember feeling intrigued at having discovered something new.” Scouring through the local library, Gustaaf unearthed two books that added even more fuel to his curiosity. “There were only two books on plankton. One told me that plankton was the food source of the blue whale. The fact these tiny microorganisms were the food of the largest living animal on our planet was enough to convince me this was something really important.” It could be said that Gustaaf’s life was set on a trajectory of scientific discovery from that moment on. “Being a bright child my parents were keen for me to study medicine or law. But there was never any doubt about what I would do. I was set on plankton very early on.” Arriving at university in Amsterdam he struggled to find a mentor to satisfy his thirst for knowledge. “Back then I couldn’t just google ‘plankton’ and find out who the experts were, it was hard to know where to study. I ended up working with a local professor who specialised in whales. He got me onto krill…they feed on plankton…so I cut open krill stomachs, it was the closest to plankton I could get for the time being.” A subsequent PhD on the phytoplankton of freshwater lakes provided a firm foundation for the adventure that was to follow. “I arrived in Australia in 1978 chasing a postdoctoral position at the CSIRO in Sydney. Don’t get me wrong, I love Holland…it’s cosy and I love the people, but it’s overcast nine months of the year. When I landed in Sydney I rejoiced in the warmth and…I finally got to work on the blue ocean.” Millions of single celled microorganisms inhabit the world’s oceans. Technically speaking, these primitive creatures are neither plants nor animals, rather they are classified as Protists. Some of them behave like plants and capture sunlight to photosynthesize, and many others feed like animals. We all owe gratitude to these remarkable life forms. Not only do they contribute every breath of oxygen in the air we breathe but their work in prehistoric seas is behind the oil reserves we use to power the vehicles of today. It was whilst working at the CSIRO that Gustaaf discovered his sea legs. “I’m one of those lucky few who can work on a microscope on a ship,” he grins. “I love being at sea and being able to take samples and examine them straight away. I don’t get seasick like most people.” He also explains how his years at the CSIRO provided unrivalled experience in the field, “I would volunteer to go to sea whenever I could. I love travelling, love exploring…and have been all over this country researching…from far flung bays in the Gulf of Carpentaria and the Great Barrier Reef to busy working ports such as Port Hedland and Melbourne.” The mid-eighties saw the CSIRO announce its headquarters would relocate to Hobart. “I had to follow, it was my work,” recalls Gustaaf. “I was young and single so it was no problem really, but I had no idea what to expect. It probably took me two years to get everything settled and to set up a new lab.” Gustaaf’s experience was called on before long, “We found a huge bloom of toxic dinoflagellates in the Derwent and Huon estuaries affecting the local shellfish industry. No one had any knowledge of what caused it, nor was there any expertise in Australia to test the samples for toxins and verify the extent of the problem.” He pauses as he recalls the next steps, “I had to collect the shellfish in an esky and take it on a plane myself to Japan to have it tested. The results came back very toxic and the whole shellfish industry was temporarily closed down. It quickly became my area of expertise and I went on to work on these problems across Australia and indeed the world.” The impact of toxic algal blooms on the Tasmanian shellfish industry is now widely known. “From the Huon area to the east coast,” says Gustaaf. “Since 2012 we’ve had problems from Flinders Island right down to the Tasman Peninsula…there have been multiple outbreaks over the last 25 years and these can have dire consequences for public health, tourism and the seafood industry. I’ve done extensive work on toxins in shellfish and lobsters now, and helped establish various monitoring and management protocols to minimise risks.” “One key microorganism we found in these investigations had never been described from Australia before. That left us wondering if it was local or not,” he continues. “Taking sediment cores allowed us to examine microscopic fossils of plankton and determine exactly what was around some 200 years ago. Now we even have the ability to extract ancient DNA. From just one slice of a sediment core we recently found the DNA from approximately 3500 organisms, and about 60% of those are undescribed.” Concluding that one species of plankton causing the issue was a relatively recent addition to the state, Gustaaf explains, “We were able to demonstrate that this particular organism had not been in Tasmania prior to the early 70s. We knew it did exist in Japanese waters and ultimately came to link it to ballast water from ships visiting our woodchip mills. This kick-started my work in ballast research with the shipping industry.” In a nutshell, ballast water is utilised to provide stability to a ship. Water is moved in and out of the ballast tank to counteract the weight of the vessel. Ships transporting goods around the world will take on water in certain locations, and release it in others, depending on the weight of the cargo they are carrying. Unfortunately this often means biological material is unwittingly transported around the globe, causing any number of problems. Gustaaf’s first scientific papers on ballast water were published in 1987. “In addition to my work on toxic dinoflagellates in Tasmania at that time, my colleagues focused on Japanese seaweed and starfish. Australia quickly became a world leader in this field of introduced marine pests.” Working alongside BHP engineers, Gustaaf worked on shipping routes between Australia and Japan. “I really enjoyed that collaboration with industry. BHP were genuinely interested in wanting to solve the problem and offered me a lot of help. I worked out that one potential solution was to heat the ballast water. It turned out that most microorganisms could be killed by heating the water to just 45 degrees for several days. If the ship could do this before releasing its ballast water, then we wouldn’t see the problems with introduced pests that were starting to become a real issue across the country.” Australian scientists, Gustaaf included, led the way by helping to draft what now has become a ballast water management framework under the UN’s International Maritime Organisation. “It spells out that water is to be exchanged in set regions of the oceans and also includes standards for filtration and heating for all new ships to be built. We worked on this for years and that Convention was finally ratified in 2017. So yes we’ve made progress, but to have the 35 nations who represent the bulk of the world’s shipping sign it has certainly taken time. It’s a prime example of how scientists can only do so much…we need the support of policy, legislation and political power to realise action.” Hobart in the 1980s was a sleepy backwater, but with the arrival first of the Australian Antarctic Division (transferred from Melbourne), then the CSIRO Marine Laboratories (from Sydney), and more recently in 2010 the establishment of the UTAS Institute for Marine and Antarctic Studies (where Gustaaf works now), Tasmania has become a world leader in Marine and Antarctic Science. Add the MONA effect, and the fact that he met his Canadian artist and educator partner in Hobart – with whom he shares a daughter studying to become a human rights lawyer – Gustaaf appears well settled in now buzzing Tasmania. Speaking of his life’s work, Gustaaf cites his career highlights. “It’s nice to be recognised formally with awards like the Eureka Prize for environmental research and the UTAS research medal, but what I’m most proud of is how my work on microorganisms has grown to become of interest to so many people. As a child I had a sense this field was important and now I’ve demonstrated significant impacts on human health, climate, seafood industries, shipping and associated global economies, it’s nice to know I was right. It is important.” With over 40 PhD students to his credit, Gustaaf’s leadership has launched a supply of outstanding scientists across Australia and around the world. “I’m a good communicator and I love to travel, so I’m good in a crisis,” he grins. Having been called on from across the globe to advise on toxic algal blooms, most recently in relation to a US$800M salmon aquaculture mortality in Chile, he’s no stranger to advising governments on how to improve their practices. “It’s so satisfying to be able to help others and to then bring that knowledge back to Australia. I know there will be more plankton issues in our waters and when they surface I am here and ready to help.” Previous#19 Window to the past Next#21 Melancholy magic
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Home Uncategorized 5 Reasons Why Pre-Owned Office Cubicles Are a Smart Buy 5 Reasons Why Pre-Owned Office Cubicles Are a Smart Buy By Alex Carey Whether you’re looking for a new office or upgrading your existing workspace, used and pre-owned office cubicles are a smart buy. Here are five reasons why you should consider them for your next project! One of the biggest benefits of buying used or pre-owned cubicles is that they’re significantly cheaper than brand new. Plus, they can help you save the environment by reducing the amount of waste furniture going into landfills. 1. Save Money 2. Save Space 3. Save the Environment 4. Save Time 5. Save Energy If you are trying to stretch your budget and create a more efficient workspace, buying pre owned cubicles may be the best choice. They are significantly cheaper than new cubicles and can help you save money for other important projects in the office. Another benefit to buying used office cubicles is that they are more eco-friendly than new ones. Because they’re recycled, they don’t have to go through the manufacturing process, which releases toxic VOCs into the environment. This makes remanufactured office cubicles a smart buy for businesses that want to do their part for the environment and the community. Unlike traditional desk and credenza setups, office cubicles allow employees to fit more into a smaller footprint. This is especially true for those transitioning from hard-wall offices into an open floor plan. Cubicles also save the environment by emitting far fewer VOCs (Volatile Organic Compounds) and forego the costs of recycling old equipment. When deciding whether to purchase new, used, or remanufactured office cubicles, it is important to consider your budget and space constraints. You can easily save thousands of dollars by buying pre-owned workstations with years of life left to offer. The environmental benefits of buying used office furniture are many. It reduces the number of items in landfills around the country, contributing to deforestation and air pollution. It also saves money by reducing the energy required to manufacture new office furniture from scratch. It is also a great way to show your clients and employees that you are committed to reducing the environmental impact of your business. Another cool green office furniture fact is that pre-owned cubicles emit far fewer VOCs (volatile organic compounds) than their new counterparts. This makes them a smart buy for any green office. Pre-owned cubicles can save you time and energy in the long run. Rather than spending hours cleaning up messy cubicles or scrambling to find files, papers, and office supplies, you can spend more time focusing on productivity. You can save on maintenance and repairs if you use refurbished office furniture. Remanufactured cubicles have fewer volatile organic compounds (VOCs) than new cubicles, which can help fight the effects of climate change and air pollution. Refurbished office furniture can be a great option for businesses seeking LEED certification or actively branding themselves as green-friendly. They also have a lower carbon footprint than new cubicles. Buying used office cubicles is a smart buy because it saves energy. Using less electricity to run the lights, computers, and printers in your office helps to lower your business’s overall utility bill. Purchasing pre-owned office furniture also helps the environment by reducing factory emissions. Fewer manufacturing emissions help to control global warming, acid rain, and air pollution. Refurbished cubicles are a great way to get the look of new furniture without the high price tag. Refurbished cubicles are made by refinishing old surfaces, repairing damaged parts, and possibly mixing in new components to bring them back to life. Another advantage of refurbished office cubicles is that they can be customized to match your company’s specifications. They are often less expensive than brand-new ones and usually come in a wide variety of colors. Previous articleHow Are Financial Products Changing Due to Fintech? Next articleThe Strategies Every Manager Needs For Employee Engagement Alex Careyhttps://www.thetechnoverts.com Alex Carey is working as a Content Marketing Specialist at The Technoverts. He loves to write and share content related to the latest technical research. He is also a soccer lover. Different types of content management systems are available to meet the needs of other businesses. Understanding the differences between these systems can help you... The Role of Integrated Dealer Solutions Integrated dealer solutions provide a complete set of tools to run the dealership. From sales to service, digital presence to marketing, they make it... Importance of Automotive Call Tracking Automotive call tracking is a vital part of a dealership's marketing strategy. It helps track and monitor inbound phone calls from ads, web pages,...
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Jurgen Klopp admits Fabinho, Matip & Lovren need to “find the rhythm back” Jack Lusby Jurgen Klopp acknowledged that it was a tough game for Fabinho, Joel Matip and Dejan Lovren as they returned from injury at Shrewsbury. Fabinho made his first start since November, while Matip and Lovren made their first appearances since October and early December respectively, as the Reds were held at New Meadow. All three were noticeably off pace as the Reds allowed a two-goal lead to slip and finish at 2-2, with Matip substituted on 79 minutes as Klopp sought a winner. It was to be expected, but it was disappointing nonetheless given the context of the result to the League One outfit, with the likes of Divock Origi and Takumi Minamino also struggling. Speaking to LFCTV after the draw, Klopp admitted the trio needed to “find the rhythm back,” and took an optimistic view of their performance. “Obviously they needed the game, or maybe one more, to find the rhythm back,” he explained. “That’s how it is, we all know how good these boys are. “Thank god the game today is not our only impression of them, that would not be too cool so long after long injuries. “That’s our situation, the boys came back and we have to use them, we want to use them, and so today we gave them the opportunity. “Now they have 95 minutes more in their legs, and that hopefully helps.” Klopp described New Meadow as a “tough place to go” before the game, and it proved just that as Liverpool failed to deal with the physicality and energy of Sam Ricketts’ side. Continuing his assessment of the game, Klopp praised Shrewsbury for their efforts, and also noted how the pitch caused the Reds problems. “Well-deserved Shrewsbury, that was the minimum they deserved today,” he conceded. “Of course, we could have, should have played better, scored more goals, all these kind of things. “But if we are completely honest in the first half they already had two or three counter-attacks, where we lost the ball, didn’t control the ball. “[It was] a difficult pitch, obviously, we needed 95 minutes to get used to it. That’s not how it should be. “Then we get that gift directly after half-time where they scored our 2-0 by themselves, but it didn’t look like it, we felt from outside that we were 2-1 down more than 2-0 up. “We didn’t control the game, we caused ourselves problems with our buildup, pass from left to right. “That’s the situation, if you don’t get used to the pitch you have to use it, and that means you have to play a long buildup. “That’s not a massive problem…[but] well-deserved Shrewsbury, congratulations.” Klopp has already revealed he does not intend to manage the replay at Anfield on February 5/6, with Neil Critchley instead leading a youth side as the first team are given a week off.
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Humanities › Issues What You Should Know About Kwanzaa and Why It's Celebrated Sue Barr / Image Source / Getty Images Understanding Race & Racism The U. S. Government U.S. Liberal Politics U.S. Conservative Politics Canadian Government Understanding Types of Government What Is Kwanzaa? Celebrating Kwanzaa Do All Black People Celebrate Kwanzaa? Can Everyone Celebrate Kwanzaa? Objections to Kwanzaa African Roots and a Troubled Founder Nadra Kareem Nittle M.A., English and Comparative Literary Studies, Occidental College B.A., English, Comparative Literature, and American Studies, Occidental College Nadra Kareem Nittle is a journalist with bylines in The Atlantic, Vox, and The New York Times. Her reporting focuses education, race, and public policy. Unlike Christmas, Ramadan, or Hanukkah, Kwanzaa is unaffiliated with a major religion. One of the newer American holidays, Kwanzaa originated in the turbulent 1960s to instill racial pride and unity in the Black community. Now, fully recognized, Kwanzaa is widely celebrated in the U.S. The U.S. Postal Service debuted its first Kwanzaa stamp in 1997, releasing a second commemorative stamp in 2004. In addition, former U.S. presidents Bill Clinton and George W. Bush recognized the day while in office. But Kwanzaa has its share of critics, despite its mainstream status. Are you considering celebrating Kwanzaa this year? Discover the arguments for and against it, whether all Black people (and non-Black people) celebrate it, and the impact of Kwanzaa on American culture. Established in 1966 by professor, activist, and author Ron Karenga (or Maulana Karenga), Kwanzaa aims to reconnect Black Americans to their African roots and recognize their struggles as a people by building community. It is observed every year between December 26 and January 1. Derived from the Swahili term, matunda ya kwanza, which means first-fruits, Kwanzaa is based on African harvest celebrations such as the seven-day Umkhost of Zululand. According to the official Kwanzaa website, “Kwanzaa was created out of the philosophy of Kawaida, which is a cultural nationalist philosophy that argues that the key challenge in Black people’s [lives] is the challenge of culture, and that what Africans must do is to discover and bring forth the best of their culture, both ancient and current, and use it as a foundation to bring into being models of human excellence and possibilities to enrich and expand our lives.” Just as many African harvest celebrations run for seven days, Kwanzaa has seven principles known as the Nguzo Saba. They are: umoja (unity); kujichagulia (self-determination); ujima (collective work and responsibility); ujamaa (cooperative economics); nia (purpose); kuumba (creativity); and imani (faith). During Kwanzaa celebrations, a mkeka (straw mat) rests on a table covered by kente cloth, or another African fabric. On top of the mkeka sits a kinara (candleholder) in which the mishumaa saba (seven candles) go. The colors of Kwanzaa are black for the people, red for their struggle, and green for the future and hope that comes from their struggle, according to the official Kwanzaa website. Mazao (crops) and the kikombe cha umoja (the unity cup) also sit on the mkeka. The unity cup is used to pour tambiko (libation) in remembrance of ancestors. Lastly, African art objects and books about the life and culture of African people sit on the mat to symbolize a commitment to heritage and learning. Although Kwanzaa celebrates African roots and culture, some Black people have made a conscious decision to avoid the holiday because of religious beliefs, the origins of the holiday, and the history of Kwanzaa’s founder. If you’re curious about whether a person in your life observes Kwanzaa because you want to get them a related card, gift, or another item, simply ask. While Kwanzaa focuses on the Black community and African Diaspora, people from other racial groups may join in the celebration. Just as people from a range of backgrounds partake in cultural celebrations such as Cinco de Mayo or Chinese New Year, those who aren’t of African descent may also celebrate Kwanzaa. As the Kwanzaa Web site explains, “The principles of Kwanzaa and the message of Kwanzaa has a universal message for all people of good will. It is rooted in African culture, and we speak as Africans must speak, not just to ourselves, but to the world.” New York Times reporter Sewell Chan grew up celebrating the day. “As a child growing up in Queens, I remember attending Kwanzaa celebrations at the American Museum of Natural History with relatives and friends who, like me, were Chinese American,” he said. “The holiday seemed fun and inclusive (and, I admit, a bit exotic), and I eagerly committed to memory the Nguzo Saba, or seven principles…” If you're interested in learning more about Kwanzaa, check local newspaper listings, Black churches, cultural centers, or museums to find out where to celebrate Kwanzaa in your community. If an acquaintance of yours celebrates Kwanzaa, ask for permission to attend a celebration with them. After all, Kwanzaa is a day of tremendous significance for millions of people. Who opposes Kwanzaa? Certain Christian groups who regard the holiday as pagan, individuals who question its authenticity, and those who object to founder Ron Karenga’s personal history. A group called the Brotherhood Organization of a New Destiny (BOND), for one, labeled the holiday as racist and anti-Christian. In an article in the self-avowed right-wing anti-Muslim magazine FrontPage, BOND founder the Rev. Jesse Lee Peterson takes issue with the trend of preachers incorporating Kwanzaa into their messages, calling the move “a horrible mistake” which distances Black people from Christmas. “First of all, as we’ve seen, the whole holiday is made up,” Peterson argues. “Christians who celebrate or incorporate Kwanzaa are moving their attention away from Christmas, the birth of our Savior, and the simple message of salvation: love for God through his Son.” The Kwanzaa Web site explains that Kwanzaa isn’t religious or designed to replace religious holidays. “Africans of all faiths can and do celebrate Kwanzaa, i.e., Muslims, Christians, Jews, Buddhists…,” the site says. “For what Kwanzaa offers is not an alternative to their religion or faith but a common ground of African culture which they all share and cherish.” Even those who don’t oppose Kwanzaa on religious grounds may take issue with it because Kwanzaa is not an actual holiday in Africa and, furthermore, the custom's founder Ron Karenga based the holiday on roots in Eastern Africa. During the transatlantic slave trade, however, Black people were taken from Western Africa, meaning that Kwanzaa and its Swahili terminology aren’t part of most African Americans’ heritage. Another reason people choose not to observe Kwanzaa is the background of Ron Karenga. In the 1970s, Karenga was convicted of felony assault and false imprisonment. Two Black women from the Organization Us, a Black nationalist group with which he’s still affiliated, were reportedly victimized during the attack. Critics question how Karenga can be an advocate for unity within the Black community when he himself was allegedly involved in an attack on Black women. While Kwanzaa and its founder are sometimes subject to criticism, journalists such as Afi-Odelia E. Scruggs celebrate the holiday because they believe in the principles it espouses. In particular, the values Kwanzaa gives to children and to the Black community at large are why Scruggs observes the day. Initially, Scruggs thought Kwanzaa was contrived, but seeing its principles at work changed her mind. In a Washington Post column, Scruggs wrote, “I’ve seen Kwanzaa’s ethical principles work in many little ways. When I remind the fifth-graders I teach that they aren’t practicing ‘umoja’ when they disturb their friends, they quiet down. …When I see neighbors turning vacant lots into community gardens, I’m watching a practical application of both ‘nia’ and ‘kuumba.’” In short, while Kwanzaa has inconsistencies and its founder a troubled history, the holiday aims to unify and uplift those who observe it. Like other holidays, Kwanzaa can be used as a positive force in the community. Some believe this outweighs any concerns about the authenticity of the holiday. Nittle, Nadra Kareem. "What You Should Know About Kwanzaa and Why It's Celebrated." ThoughtCo, Feb. 16, 2021, thoughtco.com/what-is-kwanzaa-2834584. Nittle, Nadra Kareem. (2021, February 16). What You Should Know About Kwanzaa and Why It's Celebrated. Retrieved from https://www.thoughtco.com/what-is-kwanzaa-2834584 Nittle, Nadra Kareem. "What You Should Know About Kwanzaa and Why It's Celebrated." ThoughtCo. https://www.thoughtco.com/what-is-kwanzaa-2834584 (accessed March 31, 2023). Watch Now: Annual Holidays and Special Days in December Kwanzaa: 7 Principles to Honor African Heritage Classroom Activities to Try During the Winter Holidays A List of Holidays of Interest to Black Americans The History of Juneteenth Celebrations German Holidays and Celebrations What Is Black History Month and How Did It Begin? History and Origins of Thanksgiving Day Memorial Day: The Women Behind Its Origins and History Should We Celebrate Thanksgiving and the Pilgrims? How Christmas Is Celebrated in Russia Celebrating Cultural Heritage Months South Africa's National Holidays Understanding Russian Culture: Holidays and Traditions Is Christmas Celebrated in China? Holidays of the Spanish-Speaking World Fact and Fiction About the Origins of Thanksgiving
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Maria Beaulieu Pale Faceted Aquamarine Pendant Maria Beaulieu Pale Faceted Aquamarine Pendant. Pale oval, faceted aquamarine set in 18K yellow gold. Stone measures 7/8" x 3/4". Pair with Maria's yellow gold link chain. Chain sold separately. Handmade in Brooklyn, NY. New York based jeweler Maria Beaulieu has worked for more than 20 years to create her elegant and minimalist jewelry. The combination of exquisite stones and refined settings adds up to a collection of breathtaking, one of a kind necklaces, rings and earrings. Her signature link chain is the perfect vehicle for her unique pendants. "I want my work to complement the person wearing it. I like the idea of creating a piece of jewelry and letting it out into the world to become part of one's life." Aquamarine: 7/8" x 3/4".
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JIAS 100th ANNIVERSARY TIMELINE This virtual timeline commemorates the100th anniversary of JIAS. It was produced by Heritage Professionals with input from JIAS staff and the patronage of Sharon Weintraub and the SharNa Foundation. We are grateful for this support in celebrating and preserving the agency’s history. The timeline documents some of the key individuals, initiatives, and movements of newcomers that shaped JIAS' rich history since its inception. Each milestone story features a curated selection of archival materials – documents, photos, posters, audio and video clips etc. – to complement the narrative and help bring it to life. ;xNLx;;xNLx;We hope that viewers enjoy this interactive display, intended to engage and educate the public about the agency's significant contributions and role within the community and country. ;xNLx;;xNLx;Special thanks go out to the archival institutions that provided our team with reference support, advice, and the digital images. This includes the Alex Dworkin Canadian Jewish Archives in Montreal, the Ontario Jewish Archives Blankenstein Family Heritage Centre, and the Montreal Jewish Public Library and Archives. ;xNLx;;xNLx;;xNLx;We see you as our past.;xNLx;We see you as our future.;xNLx;Join us for the next 100 years.;xNLx;;xNLx;;xNLx;;xNLx; ESTABLISHMENT OF JIAS The origins of JIAS trace back as a response to pogroms taking place in Russia and Ukraine. Tens of thousands of Jews were massacred, and family members in Canada were anxious to get their kin left in the old country out of harm's way. DETENTION & DEPORTATION OF JEWS JIAS proved its worth quickly during the early 1920s. The federal government was restricting immigration, with rules that ended up excluding Jews along with other races and religious groups. This resulted in an explosion of Jewish detention cases at Canadian ports. These immigrants were deemed ineligible based on the new legislation and slated for deportation. INCORPORATION & EXPANSION JIAS was legally incorporated on August 30th, 1922. The first executive consisted of Louis Fitch (President), H.M. Caiserman (Gen. Secretary), Rabbi Hirsch Cohen (Treasurer), and ex-officio members and representatives from the Jewish Colonization Association, B.Goldstein and L. Lewis. UKRAINIAN REFUGEE MOVEMENT During the early 1920s, thousands of Ukrainian Jews left their country to flee pogroms, finding temporary refuge in Romania. The government there ordered them to leave, threatening them with forced expulsion to Soviet Russia if they didn’t comply. JIAS issued a plea to the Minister of Immigration to let them into Canada. Minister James A. Robb agreed to grant 5000 Jewish immigrants entry into the country at a rate of 100 a week. In return, JIAS promised to support them for a five-year period, ensuring they wouldn’t become public charges. CLOSING THE DOORS TO IMMIGRATION As difficult as it was for Jews to enter Canada during the 1920s, it was much worse during the Great Depression and throughout the war years. RELEASE OF REFUGEES STRANDED IN TANGIER, SPAIN & PORTUGAL During the War, a small number of Jews from German occupied countries escaped and travelled across Europe to the Iberian Peninsula. They were wrongly identified as enemy aliens and interred by the government. Once they were released, they reached out to the U.S. and Canadian consulates requesting sanctuary. THE ORPHAN SCHEME AND TAILOR PROJECT Following the Second World War, CJC and JIAS lobbied the federal government to provide Holocaust survivors and Jews in displacement camps with refuge in Canada. POST-WAR SETTLEMENT WORK After the arrival of over 25,000 Jews between 1948 to 1954, JIAS adapted and expanded its operations to accommodate the needs of the post-war Jewish refugees admitted into the country. INTRODUCTION OF THE APPROVED CHURCH PROGRAM In 1953, the Department of Citizenship and Immigration initiated the Approved Church Program (ACP). It included JIAS and three other organizations: the Canadian Council of Churches (CCC), the Canadian Christian Council for the Resettlement of Refugees (CCCRR), and the Rural Settlement Society of Canada (RSSC). NORTH AFRICAN IMMIGRANTS During the mid-1950s, some North African countries experienced uprisings and antisemitic attacks against Jewish synagogues, shops and property. This led to an exodus of Jews from Morocco, and later Algeria and Tunisia.
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Carpet Donation To Des Moines Habitat For Humanity | Tip Top Carpet One Floor & Home | Abbotsford Carpet Donation To Des Moines Habitat For Humanity After a recent photo shoot for upcoming Carpet One Floor & Home advertising materials the carpet remnants used were donated to the local Habitat for Humanity. Six 12’ x 18’ foot rolls of carpet were given to the Habitat for Humanity ReStore in Des Moines, IA. The profits from the ReStore help support the local Habitat for Humanity efforts as well as their global efforts in El Salvador. The carpet leftover from photo shoots is in great condition and because we often need to shoot a whole room of carpet, it is large enough to use as wall-to-wall carpeting in someone’s home. Carpet One Floor & Home makes every effort to donate carpet used in photo shoots, conventions and home show to a local charitable organization. Learn more about the Greater Des Moines Habitat for Humanity and their ReStore.
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2012 Audi A7 Sportback (4GA, 4GF) 3.0 TDI quattro Tires and Wheels Size A7 Sportback (4GA, 4GF) 255/45 R18 235/45 R19 255/40 R19 8 x 17 ET30 8,5 x 18 ET32 8,5 x 19 ET32 9 x 19 ET37 2012 Audi A7 Sportback (4GA, 4GF) 3.0 TDI quattro wheel size is an important aspect of a vehicle's performance and handling, and it's crucial to get the right size for your vehicle. The wheel size calculator is an online tool that helps you determine the correct wheel size for your vehicle by taking into account various factors such as your vehicle's make, model, and year. 2012 Audi A7 Sportback (4GA, 4GF) 3.0 TDI quattro wheel size is expressed as the diameter of the wheel in inches, and it's a critical factor in determining the clearance between the tire and the vehicle's body and suspension components. If the wheel size is too small, it can result in poor handling and an unstable ride. On the other hand, if the wheel size is too large, it can cause problems with tire clearance and rubbing. The 2012 Audi A7 Sportback (4GA, 4GF) 3.0 TDI quattro wheel size calculator takes into account a variety of factors to determine the appropriate wheel size for your vehicle. For example, it considers the offset, which is the distance between the wheel's mounting surface and its centerline. The calculator also takes into account the width of the wheel and the tire, as well as the size of the brake rotor. In conclusion, the 2012 Audi A7 Sportback (4GA, 4GF) 3.0 TDI quattro wheel size calculator is a valuable tool for anyone looking to upgrade their vehicle's wheels. By using this tool, you can ensure that you get the right size wheel for your vehicle, which will help improve its performance and handling. So, if you're in the market for new wheels, be sure to use a wheel size calculator to make an informed decision.
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Prevention is the Key in the Fight Against Periodontal Disease Billions of bacteria live in each of our mouths, sharing a common environment with teeth and soft tissues. Most of the time, they coexist in symbiotic balance. But sometimes that balance becomes disrupted, leading to a destructive condition known as periodontal disease. From the Latin peri (“around”) and the Greek odont (“tooth”), periodontal refers to the tissues that are around the teeth. When they become diseased, it's a serious matter; and not just because of potential tooth loss — there is evidence that periodontal disease has links to cardiovascular disease and, for pregnant women, low birth weights in pre-term babies. There are a number of factors that can increase your risk of developing periodontal disease, like smoking, poor nutrition, and your systemic health. The biggest factor, however, is increased bacterial plaque due to poor oral hygiene practices. Periodontal disease is progressive. As unhealthy bacteria levels increase, the bacteria eventually cause bone loss, the gums separate from the teeth and create what is referred to as periodontal pockets. As the pockets deepen around the teeth, plaque and tartar become extremely difficult to remove, even if you resume a proper hygiene routine. At this stage, treating the disease will require a different approach. And if left untreated, the teeth will most likely continue to lose bone and eventually be lost. Through a dental exam, we can determine the presence and extent of the disease and recommend a treatment strategy. Besides lifestyle changes and better hygiene habits, this strategy might also include treatment with antibiotics, a thorough mechanical cleaning to remove tartar and plaque, surgical techniques to remove infected tissue, or occlusal bite therapy. Above all, prevention is the key. Through proper dental hygiene and regular dental exams and cleanings, stopping periodontal disease from beginning in the first place is your best defense. If you would like more information on the treatment of periodontal disease, please contact us or schedule an appointment for a consultation. You can also learn more about this topic by reading the Dear Doctor magazine article “Understanding Gum Disease.” Tags: gum disease
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on July 7, 2019 Series The Life of Jacob Genesis 28:2-5 (ESV) 2 Arise, go to Paddan-aram to the house of Bethuel your mother’s father, and take as your wife from there one of the daughters of Laban your mother’s brother. 3 God Almighty bless you and make you fruitful and multiply you, that you may become a company of peoples.4 May he give the blessing of Abraham to you and to your offspring with you, that you may take possession of the land of your sojournings that God gave to Abraham!” 5 Thus Isaac sent Jacob away. And he went to Paddan-aram, to Laban, the son of Bethuel the Aramean, the brother of Rebekah, Jacob’s and Esau’s mother. Genesis 28:10-22 (ESV) Jacob’s Dream 10 Jacob left Beersheba and went toward Haran. 11 And he came to a certain place and stayed there that night, because the sun had set. Taking one of the stones of the place, he put it under his head and lay down in that place to sleep. 12 And he dreamed, and behold, there was a ladder set up on the earth, and the top of it reached to heaven. And behold, the angels of God were ascending and descending on it! 13 And behold, the Lord stood above it and said, “I am the Lord, the God of Abraham your father and the God of Isaac. The land on which you lie I will give to you and to your offspring. 14 Your offspring shall be like the dust of the earth, and you shall spread abroad to the west and to the east and to the north and to the south, and in you and your offspring shall all the families of the earth be blessed. 15 Behold, I am with you and will keep you wherever you go, and will bring you back to this land. For I will not leave you until I have done what I have promised you.” 16 Then Jacob awoke from his sleep and said, “Surely the Lord is in this place, and I did not know it.” 17 And he was afraid and said, “How awesome is this place! This is none other than the house of God, and this is the gate of heaven.” 18 So early in the morning Jacob took the stone that he had put under his head and set it up for a pillar and poured oil on the top of it. 19 He called the name of that place Bethel, but the name of the city was Luz at the first. 20 Then Jacob made a vow, saying, “If God will be with me and will keep me in this way that I go, and will give me bread to eat and clothing to wear,21 so that I come again to my father’s house in peace, then the Lord shall be my God, 22 and this stone, which I have set up for a pillar, shall be God’s house. And of all that you give me I will give a full tenth to you.” https://www.tpckearney.org/wp-content/uploads/2019/07/07-07-2019.mp3
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people/ search/ tranzit.at/ tranzit.cz/ tranzit.hu/ tranzit.ro/ tranzit.sk/ tranzit.org/ publications/ grants/ archive/ artist in residence vienna/ summer academy salzburg/ 01/03/–30/04/2023 Anna Sorokovaya Artist in residence March – April 2023, Ukraine / Anna Sorokovayais a visual artist, curator and art practitioner. She is interested in interdisciplinary projects related to the topics of forced landscape transformations, the impact of political and economic factors on the urban and natural environment, public and private. As an artist she works with objects, installations and photography. Anna participated in documenta 14, Kassel (2017), The Kyiv International - Kyiv Biennial (2017), The Kyiv International – ’68 NOW (2018). She was curator of «Dismantlement», Madrid (2019) and co-curator of Common Frontier interdisciplinary project within the frame of Kyiv Biennial (2015); Slavkeramprodukt: Working with Material at the Local History Museum of Slov'yansk, (2016); Decommunia_tion», Kunsthalle am Hamburger Platz, Berlin (2019). Her works was exhibited on exhibitions «Neighbours»,Warsaw under construction 10, Warsaw (2018), «Women’s texts: feminist art from the East», Madryd (2017); «TEXTUS. Embroidery, textile, feminism», VCRC Kyiv (2017); «UK/Raine: Emerging artists from the UK and Ukraine» (2015), «Premonition» (2014) Saatchi Gallery, London and other. Since 2012, Anna has been actively involved in the development and preservation of Soshenko 33, an alternative space and artists' studio facility historically embedded within the postgraduate system of the National Academy of Fine Arts and Architecture (NAFAA) in Kyiv. A number of projects were implemented in this space, including those related to reflections on the system of Soviet and post-Soviet art education, the transformation of the environment, self-organization, collectivity and utopia. During the residency Anna is planning to do research on projects that deal with the themes of ecological future and environmental justice and to develop the own work with the topic of sustainable development, human and non-human coexistence within radical political and economic transformations. http://annasorokovaya.com https://annasorokovaya.tumblr.com https://soshenko33.tumblr.com
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The Real NYC #34 - The Whitney Museum One of my favorite smaller art museums in New York City is the Whitney Museum of American Art, dedicated to modern and contemporary art by American artists. There are several reasons that I like The Whitney. First, the museum is just the right size to enjoy completely in one visit. It is not too small that you wonder why you came, nor so big that you feel rushed. Second, it has an excellent and eclectic collection of 20th and 21st century American Art. From Ashcan to Abstract Expressionism, from Pop Art to Post-minimalism, The Whitney’s collection is extensive, and its curators look for interesting ways to display it. The Whitney was founded in 1931 by Gertrude Vanderbilt Whitney. Originally housed in a townhouse on 8th Street in Greenwich Village, it moved to a building on Madison Ave designed by Marcel Breuer and Hamilton P. Smith. The Whitney’s Collection quickly outgrew its space and by the 1980’s The Whitney had set up satellite galleries in the lobbies of several office buildings around New York City. In 2010 The Whitney obtained a parcel of land on Ganesvoort Street in the Meatpacking District and commissioned Renzo Piano to design a new space for its collection. The Whitney's former home on Madison Ave.By Daniel Hartwig from Palo Alto, CA, USA (whitney Uploaded by Gary Dee) [CC BY 2.0 (http://creativecommons.org/licenses/by/2.0)], via Wikimedia Commons The Whitney's new home - By Beyond My Ken (Own work) [GFDL (http://www.gnu.org/copyleft/fdl.html) or CC BY-SA 4.0-3.0-2.5-2.0-1.0 (http://creativecommons.org/licenses/by-sa/4.0-3.0-2.5-2.0-1.0)], via Wikimedia Commons The Whitney’s new home, which opened in May of 2015, is a beautiful mix of indoor and outdoor gallery space. The indoor galleries are among the largest open space galleries in New York. Built without vertical beams, the curators have the option of arranging the walls in whatever manner they deem best to display the work for a particular exhibition. Mr. Piano also uses the museum’s location in Manhattan to full advantage. With windows on one side and terraces on the other, the building pulls your vision out from the museum to views of the Hudson River on one side and Manhattan on the other. Here are some of the views from the terraces and windows of the museum. Ganesvoort Street Looking uptown Along the Westside Highway The Jersey City Ferry Terminal Two floors of the museum are dedicated to The Whitney’s permanent collection. At the time of this writing, the focus is on its portraiture collection, titled Human Interest: Portraits from the Whitney’s Collection. This exhibit, drawn completely from the Whitney’s collection, spans from the early 1900’s to the early 2000’s. It includes paintings, photographs and sculpture. One of my favorite pieces of the entire Whitney collection is included in this exhibit – Dempsey and Firpo by George Bellows. Now I am not a huge fan of contemporary and conceptual art, but I also like the statue Julian Schanbel by Urs Fischer. The life sized candle is lit every day and is allowed to burn down, changing as the wax melts, drips and burns. Human Interest will be on exhibit through Feb 12, 2017. Dempsey and Firpo by George Bellows Julian Schnabel by Urs Fischer The Whitney also runs special exhibits. Right now there are shows of works by Stuart Davis and Danny Lyon. Davis was an American painter whose work is a mix of cubism, abstractionism and pop art. Lyon is one of the preeminent American photographers of the past 50 years. His work chronicles his travels around the country including his involvement with the Civil Rights movement of the 1960’s, and the Prison Reform movement of today. Rue Lipp by Stuart Davis Is He Protecting You? Poster for SNCC by Danny Lyon The Whitney sits at the southern end of the Highline Park. So a visit to the museum can be followed by lunch and a walk along the Highline. All in all a really fun way to spend a day in New York City. Labels: Danny Lyon, George Bellows, Gertrude Vanderbilt Whitney, Highline Park, New York City, Renzo Piano, Stuart Davis, Urs Fischer, Whitney Museum of American Art Location: Gansevoort St, New York, NY 10014, USA AMD August 16, 2016 at 8:36 AM Never been to this one. Might check it out in the fall when the High Line is at its most glorious with all the autumn foliage. Native American mounds to Norwegian art and histor... Driving through Northern Illinois - Random acts an... Driving Through Western Ohio Small Town Western Pennsylvania
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David Carter DOD // 08.06.2011 HOMETOWN // Centennial, CO DOB // 07.12.1964 CW4 David R. Carter, 47, of Centennial, Colo., died in the Aug. 6, 2011, CH-47 Chinook helicopter crash in Wardak province, Afghanistan, along with 29 other United States service members. He spent 24 years in the service and was a full-time member of the National Guard while also serving as an instructor pilot. Carter was survived by his wife, Laura, and two children, Kyle and Kaitlen. The Travis Manion Foundation honored CW4 David R. Carter with 30 other Fallen Heroes through our Character Does Matter program at the Westover School in Middlebury, Conn. on Jan. 18, 2013. Denver CBS Local http://denver.cbslocal.com/2011/08/17/pilots-body-returning-to-colorado-after-afghan-crash/ Inspired by David's Story? Honor This Fallen Hero With Acts Of Service Get Involved With TMF
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What if You Were Hit by a Truck (or Hit a Truck?) Posted on August 6, 2021 September 2, 2021 by Thomas Lapp In my first job out of college, I made friends with another co-worker who had just started work a few months before I did. Along with other new hires our age, we formed a tight social group. Imagine my shock when I came into work one Monday and was told, “ ‘Pat’ was in a bad car accident and is in hospital and we’re not sure if she is going to live.” It turned out that Pat was driving to her parent’s home for the weekend. It was on a Friday night after work and she dozed off at the wheel and slammed into the back of a dump truck. So, the old saying about what would happen if you got hit by a truck was actually true in this case. Who Keeps Her Household Going? Obviously, her parents were not thinking about what was going to happen to her finances while she was away from her home. But at some point, someone was going to have to do that. One question was who was going to take this over while she was unable to do it herself? Another question was what needed to be dealt with and where could the information be found? Those are questions you should ask yourself right now! Who would you want to take over your household finances if suddenly you were in the ICU, couldn’t communicate, and someone was going to have to pay your bills for you for a couple of months or more? How would they know what they needed to do? Do This Right Now Are you sufficiently rattled by this story? Good. Then what I want you to do is spend the next 5-10 minutes putting together some information for your loved one. The last thing you want them to do is to tear your house or apartment apart trying to figure out where you keep everything. Get out a sheet of paper right now and on that paper, I want you to write this down: (If you have them) “My Will, Financial and Medical Powers of Attorney, and my Living Will are located __________________” My insurance policies are located _____________” I pay my bills using ______________ (and if online) and this is my username and password: __________________. To get into my phone, this is what is necessary ______________. My paycheck is (sent to me/direct deposited to ____________ account). If something were to happen to me, I want ___________ to handle my finances and household until I can do it again myself. (If you don’t have a legal document called a Durable Power of Attorney naming that person to do that, then put that on your calendar as a to-do item for next week.) Then Take the Next Step The above is really just the tip of an organizational iceberg that you should have, but it is better than nothing. In Diane’s case, her parents didn’t have a lot to look for since she was just out of school and hadn’t established herself completely yet. But if you don’t have authorizing documentation in place, it can require petitioning the courts to authorize someone to keep things going for you. Let’s turn this around a bit. What if you were in the parent’s position. What information would YOU need to know about your loved one’s affairs in order to help them out? As a daily money manager, it is my job to go through this process with my clients as I start to work with them. We need to know about all their finances so that we can make sure we manage everything completely without anything falling through the cracks. Here is a more complete list of information you may want to document about yourself for a loved one. If you are going to have to take over for someone (like a parent), consider these as interview questions for them so that you have what you need to help them. Describe where your big four estate documents are located (Will, Financial Power of Attorney, Medical Power of Attorney, and Living Will). Make sure the people named in these documents know where they are located as well. If you have insurance policies, indicate where those contracts are located. List the names and contact information for key people working with you such as your attorney, your investment advisor, your accountant, and your doctors. List any loans outstanding or any money that is owed to you. Describe all of your sources of income such as work, retirement income, social security, or reverse mortgage. Describe all of your regular expenditures such as credit card accounts, monthly utilities, insurance premiums, school loan payment, mortgage payment, or car payment. List where you keep your records – investment records, bill statements, income statements, tax records, safety deposit box key, etc. List all of your online accounts, with usernames, passwords, two-factor phone number, and security questions and answers. While there is a lot more you should capture, this is where it can be helpful to hire a daily money manager to help you through this documentation process. We are trained and experienced with creating this type of organization for our clients. Hopefully you never have to deal with getting the message I did one Monday morning. Whether you go with a family member, friend, or a third-party, putting together this list will make things go a lot smoother if something were to happen. Oh, and as for Pat, she did recover and was back at work with our group about six months later. So the story had a happy ending. Share via Email Share via Email ← How to Get A Pay… Is Your Wallet or Purse… → Holiday saving
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.NET / C# Lead Developer, Amersfoort, Netherlands, Competitive salary TRM International has a new opportunity for a .NET / C# Developer to join a Rapidly evolving Development Team. The company focuses on providing Unique Information Systems. The role is for a lead developer that is excited by challenges and wants to be a part of shaping a new system with the latest technology. This is a hybrid role combining working from home and travelling to offices based near Amersfoort. The chance to be a co-creator of a platform. Help to translate products from Delphi into new technology within the .NET Framework. Help make technology choices within the .NET framework. Participate in product design and ongoing development. Programming lead. Understanding of .NET framework and Windows microservices is a must. Hands-on experience delivering SaaS software on a Microsoft stack. Able to think out of the box and understand abstract thinking. understanding of the SQL Server is an advantage.
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Book 3 Is Off to the Editor!!! I'm so pleased you are here today. I hope this post finds you well, and if not, I hope whatever clouds lour upon your day pass by quickly. This morning, I submitted the manuscript for Book 03 to my editor! I mentioned before how I have run into trouble for this book with my cover, layout, interior, and editing. For now, the editing issue is resolved. I'm getting to work with a wonderful soul on my book, and I couldn't be more excited about it. It will take my editor about a month to complete the edits. I asked for a more in-depth edit this time. Also, there are extenuating circumstances that will slow the process down. It's not anything bad or particularly trying; it's just life. I'm patient. This is a good thing. Anyway, the good news is I've got a terrific editor reading my book and the resulting manuscript is going to be fantastic. I can't wait for you to get to read this one. I certainly think it's the best one yet. Next up, I have to start getting the interior art finished. I have the roses done, now I just have to commission the other illustrations. The Huntsman and the Vampire had a lot of illustrations, Book 03 will not. The latest manuscript is about 5,000 words longer then Book 02, so as a result, I'm going to cut back on interior art. I'll be back with more updates as the process goes along. Be well and take care of one another. Labels: Book 3 Revisions, Editor, Writing a Series, Writing Process 3rd Revision is Complete!
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» In Odessa detained the foreigner, who was 8 years in the international wanted list In Odessa detained the foreigner, who was 8 years in the international wanted list The National police of Ukraine detained in Odessa, 35-year-old foreigner, who was wanted by the law enforcement authorities of Georgia for a murder committed in 2005 in Tbilisi. According to the Department of communications of the national police of Ukraine on Friday, in October 2005 a man was in absentia brought to justice for committing premeditated murder and illegal acquisition, storage, carrying and manufacturing of firearms the Criminal code of Georgia. At home, the court chose the malefactor punishment in the form of imprisonment for 10 years and 6 months. Since 2011, the citizen of Georgia was declared in the international search. In a course quickly-search actions of the Ukrainian militiamen established location of the attacker. Police learned that the man was hiding on the territory of Odessa region and used a fake passport. In one of the districts of Odessa operatives, together with members of spetsnaz have detained the wanted. After the man was taken to the police Department. Primorsky court of Odessa has arrested the attacker for 40 days until the decision about his extradition. #detention #Georgia #Odessa Timothy left Reshetova one for the last weeks of pregnancy: what happened to the star couple Trump has imposed new sanctions against Russia – media
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https://www.turnercarrollgallery.com/1999-exhibitions/
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You are here: Home \ Blog \ Logistics \ Understanding the Different Fields of Logistics Understanding the Different Fields of Logistics The word logistics is used extensively, but surprisingly, not as well understood as it should be. It is more than just simply warehousing, kitting, transporting and distributing your products. The very nature of logistics can change depending on the field of logistical service or solution required. As such, we are going to help you understand a few of the different fields of logistics. The production field of logistics deals primarily with maximizing the efficiency of production. Whether it is planning the factory layout or production line, controlling production elements or ensuring efficiency between processes, production logistics is at its heart. Procurement logistics, as the name suggests, deals with procuring the right information, goods and services. From information research right down to order controls, this field is concerned with it all. The primary emphasis of this field s to ensure businesses have the information they need via market research. This helps them make the right decisions, find the right suppliers and make the right orders. Possibly the most common form of logistics, synonymous to its name, distribution is a field that tackles the warehousing, processing, packaging and transportation of goods, along with its distribution network. It is the combination of distribution with production and procurement that make up the popular face of logistics that most business owners see and love. As the name implies, green logistics is a field that interlinks with other fields but simultaneously works to ensure reduced environmental impact. Companies that are required to adhere to strict environmental regulations often acquire a logistics partner that offers green logistics. Whether it is a small business or large, disposing of waste materials within the confines and requirements of the law can be quite an arduous and resource-intensive task. However, with the right disposal logistics services, disposal costs can be minimized, ensuring compliance and increased profitability. Businesses in numerous industries such as scrap handling, metal forging, recycling and the petrochemical industries, cannot hope to survive, let alone grow, without proper reverse logistics. This is because it deals with the collection and reuse of materials. More often than not, it includes managing, storing and selling certain waste and/or surplus material. This ensures maximum resource utilization, cost minimization and profit maximization in a simultaneous three-pronged strategy. With the information above, we hope that you can make smarter and actionable business decisions. By understanding the different fields of logistics involved in your industry, you can make choose the right logistics solutions for your company - relevant, measurable and cost-effective. Do you want to know more about the different fields of logistics? If you need more information tailored specifically to your business, contact TVI today by clicking on the link and filling in the contact form. If you found this information helpful and want to stay updated with more information on the topic in future posts, subscribe to our newsletter. All you have to do is fill in this small subscription form. At TVI, we empower you with the right information so you can make the right choices and help your business grow.
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CHS Track and Field 2011 CHS Girls Track - Augustana Pictures are sized for 4x6 printing. Please let me know if you need another size. If you like a picture, don't forget to give it a thumbs-up. Just put your mouse on the picture on the right side of the screen, and click on the thumbs up or thumbs down if you don't like it. The top vote getters appear on the home screen. untitled276-Edit untitled276Edit
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An Interim Cash Dividend for the period ended Sep 20, 2021, at Rs.0.0194 per unit i.e 0.02 %. The above entitlement will be credited to unit holders, whose names appeared in the register of unit holders at the close of business on September 20, 2021.
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Global (US) U.S. Asylum Resources Seeking safety at the United States-Mexico border Amid rising needs, partners seek US$1.79bn for Venezuelan refugees and migrants Joint UNHCR/IOM Press release 09 December 2021 | Español | Français | عربي A group of Venezuelan refugee women living at the Bello Oriente informal settlement in Medellín, Colombia, pictured in March 2021. © UNHCR/Catalina Betancur Sánchez Geneva – UNHCR, the UN Refugee Agency, and the International Organization for Migration (IOM) are launching today a US$1.79 billion regional plan to support the increasing needs of refugees and migrants from Venezuela and their host communities across 17 countries in Latin America and the Caribbean. The number of refugees and migrants from Venezuela worldwide has now topped 6 million, with the vast majority hosted by countries in Latin America and the Caribbean. Most have been displaced for many years outside Venezuela. Several host countries have established innovative protection and regularization mechanisms to help them access rights and services. However, as this situation prolongs over time, the vulnerabilities and risks that Venezuelans face, as well as the needs of their host communities, have dramatically increased. “Steadfast support from the international community remains crucial to address the most urgent needs of refugees and migrants, and to help host countries ensure their socio-economic integration,” said Eduardo Stein, Joint Special Representative of UNHCR and IOM for Refugees and Migrants from Venezuela. “Those who have left Venezuela are ready to contribute and give back to the communities that have welcomed them.” The COVID-19 pandemic has worsened the living conditions of the most vulnerable across the region, including refugees and migrants. Growing unemployment and poverty, constraints in accessing education and basic services, as well as serious protection risks arising from their lack of regular status have left many in despair and contributed to onward movements in search of better opportunities. With land borders largely closed across the region in an effort to contain the spread of COVID-19, Venezuelans have resorted to using informal routes – often on foot – exposing themselves to grave dangers, such as extreme climate conditions, natural hazards, threats from human traffickers or exploitation and abuse by smugglers. In the meantime, outflows from Venezuela persist. The 2022 Refugee and Migrant Response Plan (RMRP) is being launched today to respond to those urgent needs while supporting longer-term solutions that will allow Venezuelans to resume their lives. The RMRP aims to further strengthen the national and regional responses, by supporting critical humanitarian services, including health, shelter, food, water, sanitation and hygiene interventions in host countries. In parallel, the RMRP focuses on longer-term integration for those having spent multiple years in host communities and promoting development support to host countries so as to ensure access to education, protection, regularization, the labour market as well as national health and social welfare programs. “Ongoing regularization efforts are a gesture of solidarity and will require a significant financial investment to succeed,” said Stein. “Greater commitment and more concerted efforts are needed to ensure no-one is left behind.” This year’s response plan brings together 192 partner organizations involved in the response, including United Nations agencies, international and national non-governmental organizations, civil society, and refugee-led, migrant-led and community-based organizations. The RMRP is the result of a field-driven planning, bringing together 192 appealing organizations, in consultation with host governments, civil society and faith-based organizations, local communities, donors, as well as the refugees and migrants themselves. This year it also incorporates the response of some 23 refugee-led, migrant-led and community-based organizations with the aim to involve affected populations at each stage of the response. The RMRP is implemented in the framework of the Interagency Coordination Platform R4V in 17 countries in Latin America and the Caribbean including Argentina, Aruba, Bolivia, Brazil, Chile, Colombia, Costa Rica, Curacao, Dominican Republic, Ecuador, Guyana, Mexico, Panama, Paraguay, Perú, Trinidad Tobago and Uruguay. To know more about the RMRP 2022, please visit: https://rmrp.r4v.info Join the launch event at 15:00 CET here. For photos, click here. In Panama, William Spindler, UNHCR, [email protected] Olga Sarrado, UNHCR, [email protected] Ilaria Rápido, UNHCR, [email protected] Gema Cortés, IOM, [email protected] Daniela Rovina, IOM, [email protected] In Geneva, Aikaterini Kitidi, UNHCR, [email protected] Paul Dillon, IOM, [email protected] Related news and stories UN Assistant High Commissioner for Refugees calls for joint action to address shifting challenges of mixed movements in the Americas UNHCR's Grandi urges world leaders not to forget displaced people at COP27 To the refugee friend I shared so many adventures with Millions face harm from flooding across West and Central Africa, UNHCR warns UNHCR's Grandi sounds alarm as drought grips Horn of Africa Data shows impacts of rising prices and shrinking aid on forcibly displaced people
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Maine Innkeepers Association Scholarship Maine Innkeepers Association Number of Awards & Eligibility: The number of awards offered varies annually based on funding. It is anticipated that 10 scholarships will be given in 2018. Must be a resident of Maine. Must plan to pursue a career in the lodging or foodservice fields, OR be a family member of an active or allied member of the Maine Innkeepers Association, or an employee of a member or a family member of an employee of a member. Must be a high school senior or older to apply for this undergraduate and graduate award. Description: This scholarship is available for Maine undergraduate and graduate students who plan to pursue a career in the lodging or foodservice fields, or are family members, employees, or family members of an employee of a member of the Maine Innkeepers Association. Application requirements for the Maine Innkeepers Association Scholarship are: Recommendation letters (3) Additional Information: Awards are made based on scholastic record, financial need, employment record, extracurricular activities, a desire for a career in the hospitality industry, and connection to an MIA member (if applicable). Preference will be given to applicants who are employees or family members of active or allied member properties. Award Amount: One award of $2,000, and nine awards of $1,000 or $500. All awards are offered annually and are non-renewable. The student may reapply each year if he/she is still eligible. The total dollars awarded for this scholarship is $800. Deadline for this scholarship is Friday, April 12 Applications are available by contacting the Maine Innkeepers Association (MIA) using the contact information listed, and are accepted after February 1. In addition to a completed application, the applicant must submit the following: an official high school transcript (or college, if most recent); three letters of reference, one each from a current school teacher, place of employment, and personal reference; and a typed, double-spaced letter of no more than 500 words describing his/her career goals, why he/she is qualified for this scholarship, anything further he/she wishes to share with the scholarship committee, and an explantion of his/her connection (if any) with the MIA. The application packet must be sent to the address provided, and must be received by the deadline date. About Maine Innkeepers Association: Contact Information: Greg Dugal, Scholarship Chair Address: 45 Melville St. Augusta, Maine 04330
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Gulf Coast Past President’s Scholarship American Society of Safety Professionals (ASSP) Number of Awards & Eligibility: Two awards offered annually. This award is for international and U.S. students. Must have a grade point average of 3.0 or higher. Must pursue a degree in occupational safety and health, or a closely related field. Examples of a closely related field are industrial and environmental engineering, other science degrees, and possibly business. In these cases, the student needs to make a strong case he/she is committed to safety through his/her completion of elective courses, personal statement, faculty recommendation, involvement with the ASSE student chapter, work experience, etc. Must enroll for 12 credit hours or more at an accredited college or university. Part-time students are also eligible if they are members of ASSE (a general or professional membership). Must have completed 60 undergraduate credit hours or more at time of application, but must not be graduating before May. Priority will be given to students in Gulf Coast states. Description: This award is for college juniors who are pursuing a degree in occupational safety and health or a closely related field. The applicant must have a grade point average of 3.0 or higher and must enroll for 12 credit hours or more at an accredited college or university. Application requirements for the Gulf Coast Past President’s Scholarship are: Recommendation letter Additional Information: The Gulf Coast Past President's Scholarship requires that the applicant be an ASSE student member. If the student is attending a college/university part-time, then he/she must be an ASSE general or professional member. If the student is not already an ASSE member, he/she may apply for membership at time of scholarship application. The student membership costs $15 per year. To apply for membership, the applicant must contact ASSE's Customer Service Department at 1-847-699-2929 or visit online at www.asse.org and select 'Membership', then 'Join'. Award Amount: $2,000 annually, non-renewable. The total dollars awarded for this scholarship is $4,000. Deadline for this scholarship is Friday, January 1 Applications are available on the American Society of Safety Engineers (ASSE) website. To find information about this award, the applicant should click on the 'ASSE Foundation' link. In addition to a completed online application, the applicant must also submit the following: an official transcript with an official seal verifying good academic standing, completion of 60 semester hours or more, and his/her overall grade point average; responses to the two questions listed on the application; and a reference letter from a safety faculty member verifying the applicant's official enrollment in occupational safety and health or a closely related field, and his/her enrollment status. If the applicant has any questions regarding the application process, he/she should send an email to the email address provided. Applications must be completed online by 11:59 pm on the deadline date. About American Society of Safety Professionals (ASSP): Contact Information: Matthew Sells, Foundation Manager Address: 1800 E. Oakton St. Des Plaines, Illinois 60018
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Current page: Companies with purpose must change the rules of the game Companies with purpose must change the rules of the game Authored by Jonathon Porritt Leading sustainable business adviser Jonathon Porritt argues that companies with purpose will have to become more radical in changing the system if we’re to tackle the climate emergency, eco-system collapse and chronic inequality. Jonathon Porritt British environmentalist, broadcaster and Founder Director of Forum for the Future Jonathon has been involved with environmental issues since 1974, is a former director of Friends of the Earth, former Chair of the UK Sustainable Development Commission, and non-Executive Director of Willmott Dixon. To celebrate our 90th birthday, and help us look ahead to the next 90 years, we asked leading sustainability, purpose and business influencers to share their thoughts on how companies with purpose will be successful in the future. I first started acting as an adviser to Unilever back in 1997, joining what was then called the Unilever Environment Group. I was told that one of the first things I should do would be to visit Port Sunlight to check out the museum and get a proper idea of just how radical William Lever’s vision for his soap factory was back in the 19th century. So I did – and it was quite an experience. When Harvard University Professor Michael Porter created such a splash in 2006 with his ground-breaking idea of ‘shared value’, I couldn’t help but compare that with Lever’s shared prosperity model 120 years earlier. Early sustainability ambitions The Unilever Environment Group focused pretty tightly on basic environmental housekeeping matters and on some big ‘stewardship challenges’ – particularly the Forestry Stewardship Council and the Marine Stewardship Council (MSC). In those days, Bird’s Eye was still a Unilever brand and had formed a partnership with WWF to address the massive challenge of overfishing around the world. ‘What’s the point of having a frozen fish business if there aren’t going to be any fish in the sea?’ was the call-to-arms of Bird’s Eye’s senior managers at the time. This really was ground-breaking, and for all its ups and downs, the MSC is today an outstanding success story, giving consumers reliable information about the sustainability of the fisheries from which their cod or tuna or toothfish has been sourced. The whole social agenda in Unilever was dealt with completely separately at that time, but eventually the integrated concept of sustainable development started to get a lot more traction across the company. It led to the establishment of the Unilever Sustainable Development Group, which in turn morphed into the Advisory Council for the Unilever Sustainable Living Plan in 2010. If Earth-trashing economic growth and ruthlessly promoted consumerism, where everything has to be as cheap as possible for Western consumers, remain the drivers of what we think of as ‘progress’ today, compounded by continuing population growth, how can any company, even one as committed as Unilever, genuinely aspire to make a real difference? Jonathon Porritt Ten years on, Unilever is about to celebrate a pretty extraordinary record of success through the USLP, and although somewhat inevitably there are a number of targets that won’t be met before the end of the year, it’s still seen as a hugely inspiring exemplar of how a global fast-moving consumer goods company can reconcile the pursuit of growth and profit with being a force for good in the world on a host of environmental and social issues. But only up to a certain point. One of the challenges for Unilever today is the uncomfortable knowledge that 20 years of excellent performance on its part (and on the part of the 20 or 30 global companies that are in the same sort of league) have done little to shift the needle on the three meta-crises we now face. These are the climate emergency; the erosion of the natural world and the threat of eco-system collapse; and the stubborn persistence of chronic and cruel inequality around the world, notwithstanding enormous improvements in longevity, health and education. What does the concept of corporate sustainability mean in such a world? If Earth-trashing economic growth and ruthlessly promoted consumerism, where everything has to be as cheap as possible for Western consumers, remain the drivers of what we think of as ‘progress’ today, compounded by continuing population growth, how can any company, even one as committed as Unilever, genuinely aspire to make a real difference? Companies are still obliged to create as much social and environmental value as they can, within the rules of the game. But the real test today is how outspoken will companies be in explicitly seeking to change the rules of that game. So as CEO Alan Jope and his team work out how to build on the record of the USLP over the next ten years, it’s fair to say that it certainly doesn’t get any easier. This is a guest article and does not necessarily reflect the views of Unilever
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Free online tool to advance sustainability in development projects ‘sustainABLE’ will provide project partners, developers and others working in the development sector with practical actions that will help achieve the Sustainable Development Goals (SDGs). A pioneering tool for the global development sector was launched at a UNOPS-hosted side event of the 63rd Commission on the Status of Women (CSW63) in New York this week. The tool aims to advance the SDGs by promoting practical measures that encourage project sustainability across a broad range of sectors. sustainABLE is a free online platform modelled on research jointly published by UNOPS and the University of Oxford-led Infrastructure Transitions Research Consortium. The extensive research explored the critical role of infrastructure in achieving the SDGs. Designing projects with greater impact Ideas to align your project to targets and themes in the Sustainable Development Goals Through this tool we want to enable a better understanding of the actions that can be taken in the planning, design and implementation phases of development projects to achieve long-term positive impacts.” Nick O'Regan - Director, Infrastructure and Project Management Group The tool includes a comprehensive list of infrastructure sectors and sub-sectors to choose from – including energy, education, transportation and water – with recommended actions supported by case studies of real-life projects implemented by UNOPS and its partners around the world. sustainABLE will initially focus on gender equality and women's empowerment within infrastructure projects. Users will be able to identify actions that can be taken to achieve the targets within SDG 5 – including equal rights, opportunities and access to essential services – as well other SDG targets that include gender equality components. “Placing gender equality considerations at the front and centre of development projects is crucial to achieving the SDGs, and is a top priority for UNOPS – which is why we have made it a key focus of sustainABLE at this initial phase,” said Mr O’Regan. Healthcare not stigma Far too many of Myanmar’s women and girls live with HIV. We’re helping them fight discrimination. Building a diverse and inclusive future for all UNOPS has launched a new strategy that aims to strengthen the organization’s commitment to gender and social inclusion in its work. Empowering women through safe public spaces In the Southern Jordan Valley, improved access to safe and inclusive public spaces is supporting innovation and helping create livelihood opportunities for vulnerable women. Read Now 3 min read
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The other day a man asked Shoghi Effendi: "What is the object of life to a Bahá'í?" As the Guardian repeated his answer to me (I had not been present with the visitor), indeed, before he did, I wondered in my own mind what it had been. Had he told the man that to us the object of life is to know God, or perfect our own character? I never really dreamed of the answer he had given, which was this: the object of life to a Bahá'í is to promote the oneness of mankind. The whole object of our lives is bound up with the lives of all human beings: not a personal salvation we are seeking, but a universal one. We are not to cast eyes within ourselves and say "Now get busy saving your soul and reserving a comfortable berth in the Next World!" No, we are to get busy on bringing Heaven to the Planet. That is a very big concept. The Guardian then went on to explain that our aim is to produce a world civilization which will in turn react on the character of the individual. It is, in a way, the inverse of Christianity which started with the individual unit and through it reach out to the conglomerate life of men. This does not mean we must neglect to prune our personalities and weed out our faults and weaknesses. But it does mean we have to do a lot of radiating out to others of what we know to be true through the study of Bahá'u'lláh's teachings. - Ruhiyyih Khanum, A letter to the Bahá’í Youth in 1948 Read the full letter by Ruhiyyih Khanum here > Ruhiyyih Khanum
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Peru - English Cold Chain Focused Cold Chain Solutions Cold Chain Storage Cold Chain Freight Cold Chain Packaging Healthcare Logistics COVID-19 Logistics Learning Center > Home Healthcare Trends Home healthcare trends: Aging in place December 4, 2019 4-minute read Streamlining supply chain logistics for home healthcare can help businesses more effectively serve the needs of seniors aging in place. A closer look at the case for home healthcare As people age, the prospect of leaving their homes for the support of an assisted living facility is often painful. Home is where the heart is, after all. For example, take Anne and Michael S. They are in their sixties and have lived in the same home for more than three decades. They raised their children there, and now their grandkids are coming home to play. They've made lifelong memories in their home. Unfortunately, Anne and Michael have health problems. Anne, 62, has multiple sclerosis (MS) and is in a wheelchair. Michael, 64, was badly injured in a farming accident in his youth. Both of his knees and hips have been replaced. As they look ahead, Anne and Michael worry about how they will access the medical support they need to successfully manage their health conditions. They like the idea of creating a plan to continue living independently in their home as they age. "We love the thought of being able to watch our grandchildren grow up and play in the same places our children played when they were young," says Anne. For them, the prospect of "aging in place" is deeply appealing. It means staying in their house and managing their everyday care from home. If they can use modern technology to make it work, it's the best of both worlds. Factors driving the rise of home healthcare services As baby boomers, Anne and Michael S. are part of a generation living longer than ever before. This increase in life expectancy, alongside a rise in smaller households, is sparking a desire for aging in place. But with adult children often busy with their own lives and sometimes many miles away from their aging parents, who will provide that care on a daily basis? As technology improves and market forces intervene, companies are increasingly ready to step in to provide home healthcare services that would previously have been coordinated by family members. It makes sense for payors and providers to offer greater home healthcare. The more care that can be triaged remotely, the more it will relieve strain on traditional healthcare systems. "It's about finding ways to help reduce cost, keeping patients out of hospital beds and waiting rooms in doctors' offices, and even out of ambulances that are making potentially unnecessary trips to the ER," explains Chris Brown, senior strategy manager in the UPS Healthcare Strategy group. At the same time, the rise of e-commerce and the growth of on-demand services are influencing patient expectations around healthcare. If you can order a ride from your phone, why not request a nurse to administer a shot? "The global trend of consumers wanting to be catered to and do things on their own time will drive the continued push of care to the home, where patients are more comfortable, it's less stressful, and more convenient," says Brown. "It's about finding ways to help reduce cost, keeping patients out of hospital beds and waiting rooms in doctors' offices, and even out of ambulances that are making potentially unnecessary trips to the ER." Chris Brown, UPS Healthcare Strategy Telemedicine as a home healthcare service One key plank of home healthcare is telemedicine: the provision of healthcare services over an internet connection or phone line. Telemedicine is nothing new, but much of the uptick in telehealth services is being driven by the younger generation of adults who are used to managing their lives through digital devices. With telemedicine, patients can receive medical advice, schedule testing, and get prescriptions written from the comfort of their homes—or wherever they choose to take the call. Anne and Michael S. are prime candidates for telemedicine. However, they currently receive no health support in the home and do not access health services or information over the internet or phone. Instead, they attend medical appointments twice a month across town, about 45 minutes away. For seniors who aren't digitally savvy, the industry is working to get technology into their hands. Doctors can issue devices such as tablets and health monitors to patients that can be used outside of the physician's office. Having reliable access to telemedicine services is an important component for seniors committed to aging in place. The logistics of delivering home healthcare services While telemedicine's benefits are numerous, it's only one part of the equation. "Just because care is being offered digitally through technology like telemedicine, the treatment still has to happen physically," explains Mark Taylor, director at UPS Healthcare Strategy group. "That means patients still need to physically receive medication, or medical devices." Coordinating the arrival of essential supplies into the home is a common pain point for home healthcare providers, says Taylor. "Nurses can spend significant time chasing supplies and medications, or they arrive at a home to provide treatment, and the supplies aren't there." Here, technology has a role to play in better synchronizing the delivery of supplies to caregivers by providing real-time visibility into the progress of products through the supply chain and giving greater control over their scheduling. The increasingly intelligent deployment of medical goods to forward stocking locations, driven by the predictive analysis of inventory flows, can help enable the staging of necessary medical supplies, diagnostic test kits, and equipment closer to patients' homes. Technology has a role to play in better synchronizing the delivery of supplies to caregivers by providing real-time visibility into the progress of products through the supply chain and giving greater control over their scheduling. Crossing the threshold and other considerations Shrinking the home healthcare supply chain is an important element of creating what Taylor calls "a strong patient consumer experience." At the same time, taking the supply chain all the way to people's homes by delivering medical goods and supplies requires new considerations. Take the handling of temperature-sensitive medications. The requirements for managing cold chain deliveries are well-established for healthcare products moving within traditional channels. Brown says UPS is exploring delivery customizations to help safeguard deliveries made directly to the home. One such option might be giving a customer with limited mobility the ability to request that the driver waits a certain time after calling at the door. There's also the question of permitting a medical professional to enter the house. With the development of home healthcare services, households will be inviting more and more people they don't know into their homes. Allowing a medical professional to cross the threshold of your home requires trust, but the upsides are significant. For people like Anne and Michael, who have a difficult time getting to the doctor's office and don't want to risk getting sick from a visit to the germ-laden office, a vaccine administered at their home would be ideal. Driving efficiencies in the healthcare supply chain The healthcare supply chain can be well known for its inefficiencies. Managing complex inventory and restocking supplies across many facilities may lead to waste. A 2019 survey by Cardinal Health found that almost three quarters (74%) of clinicians and nurses identified "searching for supplies that should be readily available" as having the biggest hit on their productivity at work. In turn, frustration can prompt inefficiency in ordering replacements. But where there is a challenge, there is also an opportunity. "We believe that one of the biggest opportunities is in streamlining the delivery of supplies and equipment used in home healthcare, staging them closer to the point of care to shorten the supply chain, and providing more delivery flexibility and visibility for both patients and care providers," remarks Brown. Brown suggests working more closely with home health agencies who may help facilitate not only the efficient delivery of supplies but services as well. For overburdened nurses, an efficient supply chain could increase job satisfaction. "One of the biggest opportunities is in streamlining the delivery of supplies and equipment used in home healthcare, staging them closer to the point of care to shorten the supply chain, and providing more delivery flexibility and visibility for both patients and care providers." Managing chronic conditions and post-acute care The targeting of complex or chronic conditions is a key area of focus for experts in the healthcare supply chain. Providing services for patients with chronic conditions— from diabetes and respiratory disease to heart disease and renal care—drives approximately 90% of total annual spend on healthcare in the United States, according to the CDC. Developing comprehensive home healthcare services may help drive down costs in this area. There's also an opportunity for logistics providers to explore specialized services —for example, delivering medical devices within the home. And it's not confined to chronic conditions. Improved support for home healthcare may create greater options for post-acute care, says Taylor. "Traditionally, after going through open-heart surgery for example, you'd be spending quite a bit of time in a hospital bed with continued care and monitoring from nurses." With improved home healthcare options, there's the possibility of getting the patient home sooner and sending out nurses to monitor, supported by tech-enabled medical devices. This turns over hospital beds faster while providing patients a chance to convalesce from the comfort of their homes. Home healthcare and a gradually maturing market It's still early days for the home healthcare industry in the United States. The sector remains highly fragmented and the technology is relatively immature, with a lack of widely adopted best practices. This may drive unnecessary costs and makes it harder to shift more complex care to the home. Recognizing this, larger insurers and health providers are pushing for greater industry consolidation. In Brown's opinion, "insurance companies are acting like healthcare providers, and healthcare providers are essentially becoming technology companies, all with the goal of reaching patients and providing care at lower cost." Home as a platform for aging in place Upgrading your home to accommodate aging in place doesn't happen by itself. Anne and Michael S. have already made modifications to their home—adding chairlifts to the stairs and other wheelchair accommodations to make the 3-level home accessible for Anne—but there is more they know they need to do. "Our independence means a lot to us. We do not want to leave our home, but we really need the house remodeled to fit our needs," Anne says. "We would love to have a service come help us ‘age in place,' so we would never have to go to a nursing home—it would be great to have an expert guide us." Find out more about how UPS is helping the healthcare industry with the development of logistics services for home healthcare. 4 keys to safe and speedy specimen shipping Tips to increasing results turnaround time. The lab that roared How logistics helped fuel the fight against COVID-19. 4 ways forward-stocking locations can improve warehouse logistics for international trade We'd love to learn more about your business needs. Contact us to learn how a customized logistics plan could help position you for success. 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Honduras Apostille How to obtain an Apostille Certificate for use in Honduras. Honduras is a member of the Hague Convention Countries. Documents issued in the United States require an Apostille for use in Honduras. The United State Apostille explains hereby the correct way to obtain an apostille for use in Honduras. Apostille for documents issued in a state for use in Honduras. These documents must be apostilled by the same secretary of the state where it was issued. Apostille for documents issued by a "Federal Agency" for use in Honduras. These documents must be apostilled by the U.S. Department of State. The country of Honduras will accept these two types of Apostille. No need to obtain any stamp or legalization from the embassy or consulate of Honduras. Do I need to obtain the embassy of Honduras legalization stamp after I obtain the Apostille? No, you do not need the embassy or consulate of Honduras stamp. The apostille is a final certificate which is recognized in the country of Honduras. I have a birth certificate issued in Honduras. How can I obtain an apostille for it? If you want to use this birth certificate in Honduras, then you do not need to obtain an Apostille. An Apostille issued in the United States, gets issued only for documents issued in the United States. If you want to use your apostille in a different foreign country, then you need to send your birth certificate back to Honduras to obtain your apostille from there. I received a federal apostille from the US Department of State for use in Honduras. I changed my plan. I want to use it in Panama, what should I do? I have a legal court document issued in the United States. . What do I need to do to use it in Honduras? If your document was issued from a "State Court", then you need to have it stamped by the clerk of the court, then obtain an apostille from your secretary of the same state where it was issued. If your document was issued from a federal court, then you need to have it certified from the Department of Justice in Washington D.C., then obtain an Apostille from the U.S. Department of State for use in Honduras. How can I obtain my criminal records from the United States for use in Honduras? To obtain your FBI background Check please visit www.fbi.gov and order it. Once you receive it, mail it back to the U.S. Department of State to have it apostilled to be used in Honduras.
2023-14/4154/en_head.json.gz/11467
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Mozambique Document Legalization Mozambique is not a member of the Hague Convention Countries. There are Four main steps required to obtain the embassy of Mozambique legalization. (Four in Arab Courtiers and three in the rest) We are going to explain each step in detail. Help you to fill every required form. Display contact email and phone number for each step. Provide you with an estimated turnaround time and fee for each step. Help you to create and print discounted price FedEx airway bills to mail and receive your document(s). Provide you information on available expedited service. 1- Document certification from your state for use in Mozambique. Applied for all documents issued in your state except documents issued by Federal entities. All documents must be certified by the secretary of the same state where they originated. Some states have special rules. (New York, Maryland, .....) require a clerk of court certification in order to obtain the state certification. (California, Nevada, .......) issue an apostille certificate instead of the certification. 2- Document authentication from the U.S. Department of State for use in Mozambique. All Federal issued documents (FDA, FBI, USPTO, EPA, USDA....) and all documents certified by a state must be authenticated by the U.S. Department of State. All authentications will be issued by the Secretary of State Mr. Amtony Blinken, and signed by an assistant authentication officer. 3- Stamp by the U.S. Arab Chamber of Commerce for use in Mozambique. The Stamp of the U.S. Arab Chamber of commerce may be required for documents designated for use in Mozambique. We advise companies to check with their partner in Mozambique if they need the USACC stamp. The stamp fee is $35 based on next day service. 4- Document legalization from the Embassy of Mozambique. The Embassy of Mozambique will legalize the document based on the signature of the Secretary of State Mr. Amtony Blinken. (Programmable) The Authentication Fee is $20 and can be processed in 25 business days based on mailing service or 4 business days based on walk in service. The Embassy of Mozambique has all right to read the document's content and reject the legalization if they do not agree with a special statement in it. Do I need to obtain the embassy of Mozambique legalization stamp after I obtain my secretary of state certification? Yes, you do need the embassy or consulate of Mozambique legalization. You must obtain the authentication from the US Department of State before sending your document to the embassy of Mozambique. My company is located in California. I have a document for use in Mozambique. The secretary of State of California issued an apostille for my document. Do I need legalization from the consulate of Mozambique? Apostille is a final step for all Hague participating countries. Mozambique is a Non-Hague country. For this reason your document must be also authenticated by the U.S. Department of State and legalized by the Embassy of Mozambique. I have a Mozambiqueian birth certificate issued in Mozambique. How can I obtain an apostille for my birth certificate to be used in Mexico? You can not use the United State certification or authentication system for documents issued by a foreign country. You should send your birth certificate back to Mozambique, Have it certified by the Mozambique department of Foreign affairs, and legalize it from the embassy of Mexico in Mozambique. I am a U.S. Citizen, I was born abroad in Mozambique. How can I obtain an apostille for my birth certificate to be used in Mexico? You need to contact the U.S. Department of State, Office of Vital Records. in Washington D.C. They will issue a certified birth certificate for you, then you send it to the U.S. Department of State, authentication office to obtain the apostille for use in Mexico. I received a federal apostille from the US Department of State for an FDA document for use in Italy. I changed my plan. I want to use it in Mozambique, what should I do? You should return the apostilled document back to the U.S. Department of State, Authentication office and inform them that you want to use it in Mozambique. They will remove the Apostille, and replace it with an Authentication. Afterward, you must legalize it from the embassy of Mozambique. Note: You should not remove an apostille or authentication yourself. Only an authorized official at the U.S. Department of State can do this process. I have a legal court document issued in the United States. . What do I need to do to use it in Mozambique? If your document was issued from a "State Court", then you need to have it stamped by the clerk of the court, then obtain a certification from your secretary of state. Continue to obtain authentication, then legalization from the embassy of Mozambique. If your document was issued from a federal court, then you need to have it certified from the Department of Justice in Washington D.C., then obtain a certification from your secretary of state. Continue to obtain authentication, then legalization from the embassy of Mozambique. How can I obtain my criminal records from the United States for use in Mozambique? To obtain your FBI background Check please visit www.fbi.gov and order it. Once you receive it, mail it back to the U.S. Department of State to have it authenticated, then have it legalized by the embassy of Mozambique.
2023-14/4154/en_head.json.gz/11468
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Wendy Adams's Profile and Contact Information Wendy is a 1993 graduate of Union County High School. She was born and raised in Union County. She began working at Vaughn Geiger & Associates in January 2019, where she obtained her person lines agent license. She loves helping others and her family is very important to her. She has two children Kanean and Dru.
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Fun88- the fun site with a difference Charles Robinson November 10, 2022 Posted in Uncategorized The activities of gambling and sports betting become very serious for many people. This is one of the reasons as to why people seek reliable and authentic websites for the players. This is where the fun88asia takes pride in being a long term and exclusive website in the business in manner of its being recognized around the globe. It also has secure financial dealings and makes the procedures easy and smooth for the people all around so that not much time is wasted. You can be sure that the people can have a thrilling time playing all kinds of sports betting and gambling games online. The fun88asia1 website is one of those cyberspace portals which have lots of sports and betting games in abundance. There is cricket, football, volleyball, hockey and such games which you can bet upon. The best part about the application process here is that you can get to watch free football matches on an unpaid basis. This is one of the reasons that people flock to this website. You can also look up other websites but on none other, will you find that there are such exclusive privileges. There are many games which you can gamble upon like blackjack, baccarat, poker, roulette, slots and many more. The people are also delighted to discover that there are many kinds of fishing and lottery games. The slots can also be given for free spins. The banking facilities here are very convenient and comfortable knowing about which you need to be aware. The financial transactions are also done in a very neat and clean manner. Thus, you can be rest assured that the bonuses and withdrawals are done in a very systematic and smooth sailing manner. There is good suggestion from the expert team here at fun8888asia1 and also the previous players for the tips and tricks on the forthcoming strategies. There are newer games coming into the market each and every time so its always a good time to have a practical strategy prepared in order to combat your adversaries. End word The fun888asia is privileged to be the principal website for the players to have a great time here. So, you can be rest assured that the rules and regulations are also fixed according to the standards of games and so on. You can be rest assured that the gaming plans are adjusted according to the time table and tips given to the players. If you bet a small amount of it is always advisable for you not to be greedy for more. The interface of the website at fun888asia1 is a soft tone of blue and the contents are neatly arranged. The languages are also done in a variety of forms and so you can have a real host of fun here. The menus are easy to understand and there is always a diverse betting system. Be it sports, gaming activities and lottery games, you have it all. The post Fun88- the fun site with a difference appeared first on Casino Available. Tagged difference, fun, Fun88, Site 4 Easy Tips for a Better Online Casino Experience → ← How To Become A Football Agent: Tips From The Pros
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The best things in life aren’t things! Here’s why MBO Partners’ CEO says your career shouldn’t be your identity! [Fridays: Mindfulness by Miles] Welcome to today’s edition of “Mindfulness by Miles!” Every Friday, we talk about a topic that I find useful in my life. Our hope is that these shared insights will help you become a better individual in your personal life and career. In this article, we’re sharing with you my experience in moving from one company to another. Continue reading below. We’re highlighting some of the lessons I learned throughout my 30+ years in the industry and the importance of knowing one’s worth as a person. Mindfulness by Miles Self-worth. —the internal sense of being good enough and being worthy of love and belonging from others. According to an article published by the University of North Carolina Wilmington, many people often confuse self-worth with self-esteem, which relies on external factors such as successes and achievements to define worth. While these external factors are essential to boost one’s confidence, it’s also important that a person has a solid understanding of his or her personal strengths, weaknesses, and areas for growth. This enables him or her to feel good enough even if things in life do not work out as planned. How would you describe your self-worth right now? Photo from Happify According to Miles Everson, CEO of MBO Partners, transitioning from a job at PricewaterhouseCoopers (PwC) to MBO Partners made him realize an important aspect of self-worth. He says after taking on a leadership role at a new firm, he began paying attention to how people introduce themselves to one another. Here’s what he observed: Most people, no matter what social setting they’re in, tend to identify themselves only by their names AND occupations. This is no surprise for Everson because it has been embedded in the society’s system that adults would constantly ask children: “What do you want to be when you grow up?” Then those children, as innocent as they are, would respond with: “I want to be a/an (insert job title).” … and when those children became full-blown adults, that statement turned into: “I am a/an (insert job title).” That’s why for Everson, it’s no wonder that upon first-time introductions, lots of people commonly say: “Hi, my name is (insert name). I am a/an (insert job title).” According to Everson, this shows how lots of people tie a central part of their identity or worth to their jobs. Self-worth ≠ Career Everson says it’s interesting that the first aspect many people want others to know or think about them is their jobs. He is aware of this because he grew up at a time when much of a person’s self-worth was tied to what he or she became or what his or her job was. He states in many ways, people look at someone’s work on a rankability scale. For example: If one says he or she is a college graduate with a Ph.D. in Neuroscience and another one says he or she is simply a dog walker, people commonly regard these individuals with different levels of respect and esteem. According to Everson, this is the kind of mindset that causes major errors and problems in society. That’s why he believes this topic is important and ponder-worthy. In a world where many individuals are working hard to prove something or make someone recognize their value, it’s easy to misinterpret self-worth. …and while there is nothing wrong with working hard, Everson says everyone must be careful to not put too much of their identity in their careers. Below are Everson’s top 2 reasons why he thinks a career shouldn’t define your identity: Jobs are provisional. Everson believes that jobs are not life sentences. You will not hold the same job title or even be at the same company for the rest of your life. Especially with the growing trend of individuals changing jobs every 3 years nowadays (based on MBO Partner’s 2021 State of Independence in America report), having a job as your defining identity trait can cause major self-worth issues. You have to understand that life is filled with uncertainties. Whether you like it or not, you will never have complete control over all your circumstances; you can only control how you react to them. … and while you may identify yourself as a hard working 9-to-5 business professional today, in 4 years, you may be someone running your own company or someone who quit the corporate world altogether and chose to work with nonprofits. This shows that you never know what kind of experiences you may go through in the future, what opportunities may come knocking at your door, and how you’ll develop and change your self-worth over a year. So, Everson says it’s best to remember that nothing in the world is permanent, and a job is something you can redefine at any moment. Values outweigh titles. For Everson, job titles are not always what they seem. He states he has known many people who work hard, sacrificing so much of their sanity and self-care to achieve a certain rank or title. However, when they got it, it only took months or weeks to realize it was not what they actually wanted. They soon became obsessed with another job title and continued down a path of self-neglect. He says he struggled with taking care of his health when he was just starting his career. He let his values of self-care, exercising, and doing fun activities with loved ones slip away, all for the sake of his job. Thankfully, he had people who helped him get back on track with his values. Looking back on that experience, Everson cautions you to remember that your identity should be defined not by your job title but by what you love to do, what you value, and those you cherish. Your friends and family don’t care much about what kind of job you have or how much you make. What they truly care about is your happiness and spending time with you. Everson is not saying you should stop working excellently. All he’s saying is you should know your priorities and that the best things in life are not simply found in having the best career or ranking. Everson believes these lessons are important for EVERYONE. He only realized these when he transitioned from his job at PwC to MBO Partners. He states if someone told him a few years before he left PwC that he’d be at MBO, he would have laughed and thought that person was crazy. However, as new doors opened for him, he realized his identity was changing. He had to come to terms with the fact that he was becoming a different person. This feeling made him pause and think about how he viewed his identity for a long time and how he has come to understand it more in the past few years. Through the transition of a job change, he learned his career doesn’t define his identity because the only approval he needs is his own. You should come to terms with these learnings too! Everson adds you must always remember that your self-love and identity are worth more than your current paycheck or job title. We hope you find today’s article insightful! Everson says if you like to share your experiences, you may connect with and talk to him through his LinkedIn account. Advance happy weekend! “Fridays: Mindfulness by Miles” High-performance businesses are run by people who think and act differently. In other words, these are people who are high-performing individuals. Companies and individuals of this kind have found ways to escape the grind of commoditization and competition by focusing on the RIGHT goals. High-performing businesses and individuals are also “return driven” businesses and “career driven” individuals. They conscientiously develop unique capabilities and resources that allow them to deliver offerings in ways no other firm or individual can. Every Friday, we’ll publish tips and insights from MBO Partners and The I Institute’s “The Business Builder Daily” newsletter. These will help you gain knowledge on the things that Miles Everson, the CEO of MBO Partners, often talks about regarding the future of the workforce. We’ll also highlight other mindfulness advice on how you can be a high-performing individual both in your career and personal life. Hope you’ve found this week’s insight interesting and helpful. Stay tuned for next Friday’s “Mindfulness by Miles!”
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HomeCouncilThe Vale of Glamorgan CouncilMinutes, Agendas and ReportsScrutiny - Environment and Regeneration22-01-1822-02-1522-03-1522-04-1222-06-1422-07-1222-09-1322-10-1122-11-1522-12-13 Home > Council > The Vale of Glamorgan Council > Minutes, Agendas and Reports > Scrutiny - Environment and Regeneration > 22-04-12 YOU CAN ASK FOR THIS DOCUMENT IN OTHER FORMATS. FOR EXAMPLE: IN A LARGER FONT; ON DIFFERENT COLOUR PAPER. Notice of Meeting ENVIRONMENT AND REGENERATION SCRUTINY COMMITTEE of Meeting TUESDAY, 12TH APRIL, 2022 AT 6.00 P.M. Venue REMOTE MEETING 1. Apologies for absence. [View Minute] 2. Minutes of the Meeting held on 15th March, 2022. 3. To receive declarations of interest (including whipping declarations) under the Council’s Code of Conduct. (Note: Members seeking advice on this item are asked to contact the Monitoring Officer at least 48 hours before the meeting.) 4. Recycling and Waste Management Business Plan and Strategy (2022 – 2032)– Cabinet: 28th March, 2022. 5. Any items which the Chairman has decided are urgent (Part I). THE PUBLIC AND PRESS MAY BE EXCLUDED FROM THE MEETING DURING CONSIDERATION OF THE FOLLOWING ITEM(S) IN ACCORDANCE WITH SECTION 100A(4) OF THE LOCAL GOVERNMENT ACT 1972. 6. Any items which the Chairman has decided are urgent (Part II). A version of this Agenda is also available in Welsh Local Government (Access to Information) Act 1985. Inspection of background papers in the first instance, enquiries should be made of G. Davies, Tel: Barry (01446) 709249 E-Mail: [email protected] To All Members of the Environment and Regeneration Scrutiny Committee Chair: Councillor B.E. Brooks; Vice-Chair: Councillor S. Sivagnanam; Councillors: V.J. Bailey, P. Drake, V.P. Driscoll, G. John, M.J.G. Morgan, A.R. Robertson, L.O. Rowlands and S.T. Wiliam The Council is adhering to Welsh Government’s guidance in relation to public health risks. The Council’s Covid 19 measures are kept under review based on guidance received from the Welsh Government and the Council’s Health and Safety Team and in so doing taking into account relevant risk assessments. Council meetings will not be held at their usual location until further notice. Meetings will take place virtually and ‘attendance’ will be restricted to Members of the Council, relevant officers and any registered to speak ‘interested parties’ where appropriate. These meetings will be live streamed and recorded for subsequent transmission via the Council’s public website. With effect from 5th May 2022 in order to comply with Sections 46 and 47 of the Local Government and Elections (Wales) Act 2021 certain meetings will require those attending to be able to “speak to and be heard by each other and to see and be seen by each other”. Democratic Services and ICT colleagues are working to ensure that the requirements of Sections 46 and 47 will be adhered to in readiness for 5th May 2022. If you have any queries regarding this, please contact [email protected] or tel. 01446 709249. https://www.valeofglamorgan.gov.uk/en/our_council/Council-Structure/minutes,_agendas_and_reports/minutes,_agendas_and_reports.aspx
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Archive, February 2021. February 12, 2021 Who Is Liable for Injuries Sustained in a Truck Accident?
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Can Stress Cause Impetigo in Adults? More in Skin Health Fungal, Bacterial & Viral Infections Health Divide Eczema & Dermatitis More Skin Conditions By Ashley Olivine, Ph.D., MPH Ashley Olivine, Ph.D., MPH Ashley Olivine is a health psychologist and public health professional with over a decade of experience serving clients in the clinical setting and private practice. Medically reviewed by Susan Bard, MD Susan Bard, MD, is a board-certified dermatologist in New York City. Stress & Skin Health Lowering Risk of Recurrence Impetigo is a contagious bacterial skin infection from certain staph or strep bacteria that spreads from direct contact with another person's infected area. Impetigo is more likely to affect children than adults, with 12.3% of children affected by the condition compared to 4.9% of adults. Though stress cannot cause impetigo, it can make you more susceptible (likely) to getting the infection. However, research is unclear as to how much stress affects impetigo. Learn about impetigo, how stress affects the condition, how to lower your risk of getting it, and more. tylim / Getty Images Stress and Skin Health Stress cannot cause impetigo, but it can increase your chances of getting an infection since stress weakens the immune system. Stress can affect many body systems and the way they function and can lead to or increase the symptoms of many skin conditions, including: Hair loss and thinning In turn, having a skin condition, especially one that can be quite visible to others, can cause increased stress, perpetuating the cycle. This is why stress management can help with more than just stress; it can also help prevent and improve skin conditions and many other health concerns. Click Play to Learn All About Impetigo This video has been medically reviewed by Casey Gallagher, MD Stress Management Techniques With Impetigo You can practice many stress management techniques to lower stress levels, which can improve and prevent skin conditions such as impetigo. Some ways of managing stress to improve skin health include: Stress management tools that focus on the connection between the mind and the body, called mind-body therapies (MBTs), are especially helpful. These techniques include cognitive behavioral therapy (CBT), hypnosis, meditation, and more. How to Manage Stress: Top Strategies for Stress Relief Impetigo Triggers in Adults Impetigo is a bacterial infection that passes easily from one person to another, so it happens most often when people are in close contact, such as in dormitories or crowded gyms. It is also more likely to occur in warmer weather and when people have open wounds or cuts or other disruptions to the skin barrier, such as eczema. Additionally, people who have a weakened immune system or who have certain health conditions, such as diabetes, are at an increased risk. You get impetigo by touching the infected skin of someone who has the condition. It can spread even if the infected person is asymptomatic (not showing any signs or symptoms). In fact, this is how it most commonly spreads because there are no warning signs to distance from other people. The condition can also spread by sharing clothes, towels, and other items that have touched the skin of the infected person. Impetigo can go away without treatment, but any skin condition should be evaluated by a healthcare professional. Many different medical conditions can cause itchy sores on the skin, and some may be more serious than impetigo. Additionally, impetigo does sometimes require treatment. Lowering the Risk of Recurring Impetigo Even though impetigo spreads easily and can return after going away, there are things you can do to prevent this from happening. Ways to lower the risk of getting impetigo or having it recur include: Staying away from people with the infection Preventing, treating, and covering open cuts, wounds, and sores on the skin Only using personal clothes, towels, and other items on the skin and washing them regularly Regularly washing hands and showering Keeping environments clean, especially with young children It is also important not to scratch sores as this can spread the infection to other parts of the body. Because other health conditions, such as diabetes, can increase the risk of impetigo and make it harder for the body to fight the infection, preventing and treating any other health conditions is essential. This includes adopting healthy lifestyle habits, such as eating healthy foods, staying physically active, getting enough quality sleep, and managing stress. Impetigo is a bacterial infection that easily spreads through contact with an infected person's skin or items, such as clothes or towels. Stress doesn't cause the condition, but it can make it easier to become infected and harder to fight due to a weakened immune system. Stress can increase symptoms of impetigo and lead to inflammation, which increases the risk of recurrent impetigo if it's gone away. Stress management techniques such as meditation and other mind-body therapy techniques can help with impetigo prevention and treatment. Impetigo is not a serious condition and generally goes away without complications. However, it can be itchy and uncomfortable. If you or someone you know has signs of impetigo, such as itchy sores on the skin, help is available. Reach out to your healthcare provider for support. Does adult impetigo flare up? Impetigo does not usually need to be treated and can go away on its own and not return. However, it can come back after improving. Antibiotic medications can help impetigo clear up more quickly and not return. How many people have impetigo as an adult? Impetigo usually occurs in children, but adults can get it too. About 4.9% of people get impetigo as adults. Why does impetigo come back? It is not entirely known why impetigo comes back in some people. It may be because the bacteria can live in the nose without symptoms and spread to other areas of the body, such as the skin on the face. Centers for Disease Control and Prevention. Impetigo: all you need to know. Barbieri E, Porcu G, Dona’ D, et al. Non-bullous impetigo: incidence, prevalence, and treatment in the pediatric primary care setting in Italy. Front Pediatr. 2022;10:753694. doi:10.3389/fped.2022.753694 Russell G, Lightman S. The human stress response. Nat Rev Endocrinol. 2019;15(9):525-534. doi:10.1038/s41574-019-0228-0 American Psychological Association. Stress effects on the body. University of Utah Health. Stress and the skin. Harvard Medical School. Stress may be getting to your skin, but it's not a one-way street. American Academy of Dermatology Association. Feeling stressed? it can show in your skin, hair, and nails. Graubard R, Perez-Sanchez A, Katta R. Stress and skin: an overview of mind body therapies as a treatment strategy in dermatology. Dermatol Pract Concept. 2021;11(4). doi:10.5826/dpc.1104a91 Centers for Disease Control and Prevention. Impetigo. National Institute of Health. Impetigo. American Academy of Dermatology. 10 tips to prevent spreading impetigo, and avoid getting it again. Dr. Ashley Olivine is a health psychologist and public health professional with over a decade of experience serving clients in the clinical setting and private practice. She has also researched a wide variety psychology and public health topics such as the management of health risk factors, chronic illness, maternal and child wellbeing, and child development. Impetigo vs. Cold Sore: What Are the Differences? Can Stress Cause Psoriasis Flare-Ups? How Stress Causes Hypertension and What You Can Do About It Can Stress Trigger Multiple Sclerosis? Stress and Eczema: What Is the Relationship? Causes of Skin Boils with Pictures What Is Impetigo? Ringworm vs. Eczema: What Are the Differences? Can Stress Cause Swollen Lymph Nodes? How Stress and Anxiety Cause Diarrhea How Contagious Is Scabies? Which Vitamins Are Good for Psoriasis? What Is Eczema Coxsackium? How to Prevent Eczema Flares and Spreading Feet Eczema: Treatment, Triggers, and Lifestyle Changes Causes of Dry Patches on Your Face and How to Treat Them
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Big Pun’s ‘Capital Punishment’ Album Track List, Ranked By Preezy Brown Preezy Brown Hip-Hop Reporter Plus Icon crooklynsdodger More Stories by Preezy Magic Johnson Joins $6B Bid On NFL’s Washington Commanders Run The Jewels To Celebrate 10th Anniversary With RTJX Tour Courtesy of RCA / Loud Twenty years ago, hip-hop was in the midst of one of the most historic years the genre would experience. A slew of classic rap albums helped rap fans pick up the pieces from the deaths of Tupac Shakur and The Notorious B.I.G. and move forward by embracing and celebrating the remaining rising stars and major players in the game. When surveying the landscape and the potential kings in waiting, Bronx native and Terror Squad rep Big Pun was as good of a pick to grip the baton and run with it as any of the contenders vying for control of the throne. Discovered by Fat Joe during the mid-90s, Big Pun raised his profile with a string of standout guest appearances, including the 1997 single “Off The Books,” which paired Pun with fellow Latin reps The Beatnuts and had everyone inquiring about the rotund spitter. Among those intrigued was Loud Records. Pun and Terror Squad signed their record deal in 1997, setting in motion the recording of his debut album, Capital Punishment. Preceded by a pair of hit singles, including the Joe-assisted smash “Still Not A Player,” Capital Punishment was released on April 28, 1998, and confirmed critics and fans’ notions of Pun’s potential. The project ended 1998 as one of rap’s most talked-about albums. Earning Pun a platinum plaque, Capital Punishment made him the first solo Latin rapper in history to achieve that feat, which would help break all barriers for the Latin emcee to set off a cultural revolution of Latin pride within the hip-hop community. Earning a Grammy nomination for Best Rap Album and stepping into the role of rap’s most prominent heavyweight behind the mic, the future appeared bright for Pun heading into the recording of his second album, Yeaah Baby***. Fat Joe Says He And Big Pun Left Grammys After 'Best Rap Album' Loss For 'Capital Punishment' However, his untimely death on February 5, 2000, would cut short his career in what is still considered one of the biggest tragedies in hip-hop history. In spite of only releasing one album during his lifetime, Big Pun is revered as one of the greatest lyricists of all-time, due in large part to the excellence displayed on Capital Punishment, an album filled with riveting rhyme spills and testimonials from the vantage view of the murderous streets of the Bronx. In celebration of its 20th anniversary, VIBE took on the tough task of breaking its tracklist – pound for pound – and ranked the songs from worst-to-first to determine which track best defines this undisputedly classic and game-changing album. 16. “Fast Money” Big Pun tries his hand at storytelling on “Fast Money,” a Danny O-produced selection that finds the Bronx bomber in the middle of a high-stakes heist. Going out in a blaze of glory alongside Cuban Linx, Big Pun and his partner in crime shoot it out with the cops before being rescued by Fat Joe and the rest of the Terror Squad on what makes for one of Capital Punishment‘s most visceral songs. 15. “Punish Me” Capital Punishment makes few concessions in terms of subject matter, but Big Pun provides a change of pace as he caters to the ladies on the Miss Jones-assisted number “Punish Me,” laying down game over production courtesy of Frank Nitty. Equally adept at wooing the fairer sex as he is packing a mac in the back, Big Pun delivers a plush duet with “Punish Me,” a track that shows the Punisher’s more tender side 14. “Parental Discretion” The album’s closer ends with a percussion-heavy number that includes a guest spot from Busta Rhymes, who lends his rambunctious vocals to the song’s hook while Big Pun pummels the track to bits. “New York ni**as is trigger happy, got Pataki scared/This town ain’t big enough for both of us and I ain’t goin’ nowhere,” Big Pun vows on the opening verse before running roughshod over the remainder of the hard-boiled backdrop. He racked up yet another highlight-reel performance in the process. 13. “Super Lyrical” Black Thought may be revered as one of the top lyricists in rap history in 2018, but 20 years ago, the Philly-bred rhyme animal was still one of the underground’s best-kept secrets due to a lack of widespread commercial success. However, The Roots’ frontman would get an opportunity to flex his skills for the greater rap audience on “Super Lyrical,” going toe-for-toe with Pun and putting the world on notice that he could hang with the best of them. 12. “Beware” After a short intro, Big Pun sets off his debut with “Beware,” a menacing selection on which the Bronx native eviscerates the competition with a flurry of bruising couplets. From promising a “flawless victory” to offering to “go blow for blow like Evander and Bowe,” Terror Squad’s top gun leaves no prisoners on this JuJu-produced heat-rock, leaving listeners on the edge of their seats and setting the tone off the rip. 11. “Capital Punishment” Family ties get exposed on Capital Punishment‘s title-track, which includes nods to Big Pun’s wife, kids, siblings and cousins over production by Mike “Trauma” D & Jugrnaut. Anchored by a guest spot from Prospect, “Capital Punishment” takes aim at the government and local politicians alike and includes some of Pun’s most clever bars on the album. 10. “Carribean Connection” “Wanna rumble with Pun, huh,” Big Pun asks on “Caribbean Connection,” which pairs him with Wyclef Jean and Canibus, one of the most formidable rhyme animals of his era. Doing the bidding over an island-tinged backdrop provided by Wyclef, the two East Coast luminaries deliver a verse apiece, with Canibus taking home the bragging rights on this particular outing. “Caribbean Connection” served as one of the multiple instances in which the two appeared together on wax. 9. “Boomerang” “Now should I slit my wrists, go for it all or call it quits/Picture me taking my life, leaving my wife and my daughter s**t,” Big Pun ponders on “Boomerang,” which ranks among the more intense inclusions on the Capital Punishment tracklist. Producer V.I.C. hooks up a backdrop that brings to mind a New York night with this sinister composition that finds Big Pun in the zone, leaving minds riddled with his train-of-consciousness over the course of two vivid verses. 8. “Still Not A Player” Capital Punishment may be one of the hardest rap albums of all-time from top to bottom, but the album wouldn’t have reached the amount of success it did without the inclusion of “Still Not A Player,” a song that served as a statement not only for Big Pun but Latinos in hip-hop. Produced by Knobody and featuring R&B singer Joe, “Still Not A Player” became a runaway hit, peaking at No. 6 on Billboard Hot R&B/Hip-Hop Songs chart. It remains Big Pun’s most successful single to date. 7. “The Dream Shatterer” Announcing himself as “the first Latin rapper to baffle your skull,” Big Pun puts on an emceeing master class on “The Dream Shatterer,” one of the most explosive offerings on the heavyweight’s ’98 debut. Produced by Domingo, “The Dream Shatterer” contains the type of rhyme spills that put fear in the heart of friends and foes alike and is a testament to Pun’s dominance in his prime. 6. “Glamour Life” Few rap albums can be called a classic without including a posse-cut in its mix and Capital Punishment‘s comes in the form of “Glamour Life,” which finds Big Pun playing the back-burner and giving his Terror Squad cohorts air-time to shine. The opportunity proved to be far from a squandered one. Produced by L.E.S. and powered by a sample of “For the Love of Money” by The O’Jays, “Glamour Life” proved that although Pun may have been the straw that stirred the drink, the rest of the Terror Squad members were just as capable of adding to the formula in their own right with one of the album’s most potent tracks. 5. “I’m Not A Player” After first turning heads with guest appearances alongside the likes of Fat Joe, Flesh-N-Bone, and The Beatnuts, Big Pun broke out on his own accord with this 1997 debut single, which doubled as the lead-single from Capital Punishment. Produced by Minnesota, “I’m Not A Player” peaked at No. 57 on the Billboard Hot 100, and showcased Big Pun’s more suave style. The melody earned him comparisons to The Notorious B.I.G. and remains one of his most beloved songs (and music videos) to date. 4. “Tres Leches” Three of New York’s most ballyhooed spitters lock horns on “Tres Leches,” which pits Big Pun against Mobb Deep member Prodigy and Wu-Tang clansmen Inspectah Deck. The battle royal for the ages influenced the three emcees to shoot to kill in their respective verses. Big Pun defends his homecourt advantage with a stanza so electric that it’s unfair. 3. “You Came Up” One of rap’s most charismatic tandems hook-up on Capital Punishment when Big Pun calls in Queens connect Noreaga to contribute the hook for “You Came Up,” the third single released from his platinum-selling introduction. Reminiscing on his humble beginnings in the Bronx, Big Pun spins a rags-to-riches tale over production by Rockwilder, which peaked at No. 49 on the Hot R&B/Hip-Hop Singles chart and remains one of the more indelible moments in his short, albeit legendary career. 2. “Twinz (Deep Cover)” Remakes of classic rap songs are largely hit or miss, but one of the more epic instances of a rap track getting the remix treatment and being given a run for its money is when Big Pun and Fat Joe linked up for “Twinz (Deep Cover).” The pair put their own twist on Dr. Dre and Snoop Dogg’s 1992 banger, and while Pun’s “Dead in the middle of Little Italy” rhyme scheme alone makes this song a timeless moment in hip-hop, when matched with Fat Joe’s own dexterous couplets and additional highlights from Pun, it puts “Twinz (Deep Cover)” in rare air as one of the greatest retreads of all-time. 1. “You Ain’t A Killer” Being an album that is nearly flawless from beginning to end, singling out one track that encapsulates the greatness of the soundscape is a task not for the faint of heart. But when all is considered, it’s hard to make a case against “You Ain’t A Killer” from receiving that honor. From the moment the Younglord-produced track bleeds out of your speakers or into your headphones, it’s clear that what’s about to go down is far from the ordinary. Big Pun lives up to that expectation, wasting nary a bar and turning in a superb lyrical performance that simply leaves you in awe at his precision as a craftsman. Big Pun rankthealbum
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Home » Embassy of Antigua and Barbuda in Hanoi Embassy of Antigua and Barbuda in Hanoi, Vietnam March 2, 2021 · TAGS Antigua and Barbuda Embassy of Antigua and Barbuda in Hanoi Are you looking for the information of the Embassy of Antigua and Barbuda in Hanoi? Until now, there is NO Embassy of Antigua and Barbuda in Hanoi, Vietnam.
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VisArts Receives $75,000 in Grants for Youth Outreach Programming December 23, 2016 News The Visual Arts Center of Richmond recently received three grants that total $75,000 to support the organization’s youth outreach programming. Grantors include the Dominion Foundation, the Memorial Foundation for Children and the Altria Companies Employee Community Fund. The Dominion Foundation recently awarded VisArts a $35,000 grant specifically to support Art After School, Make Space and […] VisArts Receives $40,000 Grant from The Community Foundation April 06, 2016 News The Visual Arts Center of Richmond has received a $40,000 grant from The Community Foundation Serving Richmond & Central Virginia. The grant will support VisArts’ youth outreach programming, which includes Art After School, A Space of Her Own, Engage and Profits in Creativity. During the 2014-15 school year, VisArts provided arts education programs, free-of-charge, to […]
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December 2, 2021 @ 9:00 am - 5:00 pm Santa Paws »
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Dino Sip & Stroll at Roger Williams Park Zoo 1000 Elmwood Avenue, Providence, RI 02907 5/17/2023, 7/12/2023 Enjoy sweet and savory food trucks located around the Zoo, live music, animal encounters, and dinosaurs! Food and drinks will be available for purchase. Presented By: Roger Williams Park Zoo Dates: 5/17/2023, 7/12/2023 Location: Roger Williams Park Zoo & Carousel Village Address: 1000 Elmwood Avenue, Providence, RI 02907
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Historic Chesterfield Courthouse 10201 Iron Bridge Road The Chesterfield County Courthouse Green is a Virginia Historic Landmark and is listed on the National Register of Historic Places. The area has served as the seat of local government since 1749 other than during brief time when Manchester was home to the court. The Historic 1917 Courthouse, which currently stands on the site of the original 1749 Courthouse, served as the county’s Circuit Court until the late 1960’s when a new courthouse was built. Constructed of American bond brick in the Colonial Revival style, the structure is adorned with a Roman Doric portico and domed octagonal belfry. The bell was reinstalled from the original 1749 Courthouse. Attraction Fee: Free
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Disenchanted Trailer Casts a Spell Disney+ has released the new Disenchanted trailer, which previews the all-new musical comedy and sequel to Enchanted. You can watch the new Disenchanted trailer by scrolling down. The film reunites original cast members Amy Adams, Patrick Dempsey, Idina Menzel, and James Marsden and also stars Maya Rudolph, Gabriella Baldacchino, Yvette Nicole Brown, and Jayma Mays. Directed by Adam Shankman and featuring new songs from Alan Menken and Stephen Schwartz, Disenchanted debuts November 18 on Disney+. It has been more than ten years since Giselle (Adams) and Robert (Dempsey) wed, but Giselle has grown disillusioned with life in the city, so they move their growing family to the sleepy suburban community of Monroeville in search of a more fairy tale life. Unfortunately, it isn’t the quick fix she had hoped for. Suburbia has a whole new set of rules and a local queen bee, Malvina Monroe (Rudolph), who makes Giselle feel more out of place than ever. Frustrated that her happily ever after hasn’t been so easy to find, she turns to the magic of Andalasia for help, accidentally transforming the entire town into a real-life fairy tale and placing her family’s future happiness in jeopardy. Now, Giselle is in a race against time to reverse the spell and determine what happily ever after truly means to her and her family. Adam Shankman directed from a screenplay by Brigitte Hales and a story by J. David Stem & David N. Weiss, and Richard LaGravenese. The movie is produced by Barry Josephson, Barry Sonnenfeld, and Amy Adams, with Jo Burn, Sunil Perkash, and Adam Shankman serving as executive producers. Disenchanted features songs with music by eight-time Oscar-winning composer Alan Menken and lyrics by three-time Oscar-winning lyricist Stephen Schwartz, whose work on Enchanted garnered three Academy Award nominations and a score by Alan Menken. The digital soundtrack from Walt Disney Records will be available on November 18 and is available for Pre-Save/Pre-Add here. Are you looking forward to the sequel? Will you watch it on Disney+? Let us know what you think in the comments below. Adam ShankmanAmy AdamsDisenchantedDisney PlusIdina MenzelJames MarsdenMaya RudolphPatrick Dempsey shopDisney Special Access Given to Disney+ Subscribers Showtime November 2022 Movies, Series and Sports
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Vivint Services The In-Depth Guide to Outdoor Cameras Jul 15, 2021| It used to be that outdoor security cameras were only really used for businesses or homes of the rich and famous. Today, however, technology has come a long way, making outdoor cameras available for home and budgets of all sizes. With so many choices, it can be difficult to narrow down the right camera for you. This guide will help you understand the different types of outdoor security cameras and features available. Outdoor Cameras are your eyes to the outside of your home. Outdoor security camera basics When it comes to security cameras in general, they can be broken down by indoor, outdoor, and doorbell cameras. There are some key differences between indoor and outdoor cameras to keep in mind. The type of materials used to make and house the camera is one of the main differences. Outdoor cameras need to be able to withstand more extreme temperatures, rain, and snow, so they are typically housed in weather-proof casing. Indoor cameras, on the other hand, are more lightweight and don’t need to protect against the elements. Where to place outdoor cameras The placement of your outdoor cameras is key—after all, they won’t do much good if they’re not capturing what’s really going on around the outside of your home. But before you can decide where to put them, you need to determine what you want them to keep an eye on. Some of the most common things people use their outdoor cameras to keep an eye on include: Monitoring the back of the home, which may be more vulnerable Keeping an eye on outbuildings, like sheds and garages Viewing side or basement entrances, which may be more vulnerable to break-ins if they’re hidden from view Monitoring your driveway, fences, or the perimeter of your home Mount your outdoor camera to view any area outside of your home. Where you mount your camera will also depend on other factors, including: Video quality. Ideally, an outdoor camera will have a higher resolution (at least 1080p). A camera that has lower resolution will need to be placed closer or lower to the areas you want to monitor. Range. The camera’s field of view will also help determine placement. With a camera that has a wider range, like 180 degrees, you’ll have more flexibility for placement. Camera housing. Most outdoor cameras are weather-proof, but that’s not the same as waterproof. If you live in an area that gets a lot of rain or extreme temperatures, make sure you don’t expose it to the elements without the proper protective housing. As a general rule, some of the best places for outdoor cameras include views of: Doors and windows (These are the two most common entry points for break-ins.) Garage and driveway Outbuildings such as sheds or detached garages, which may house expensive tools Any area you want to see day or night, such as animal kennels or ponds As you scope out your property and decide where you want to put your outdoor cameras, you might realize you need multiple cameras to cover all areas you want to keep an eye on. Hidden vs visible? Another factor to consider when deciding on camera placement is whether you want your camera visible or hidden. There are pros and cons to each: Hidden cameras may catch a burglar or vandal in the act simply because they don’t know they’re being watched, and a savvy criminal can just choose another way to break in if they see a camera. Hiding your camera also won’t interfere with the aesthetic of your home, if you don’t like the way visible cameras look. Visible cameras, on the other hand, provide one of the most powerful deterrents for burglars—one study of incarcerated burglars found that the majority looked for things like surveillance cameras and security signs when deciding whether to break in and were more likely to skip homes with cameras. Ultimately, the decision to hide your camera or keep it in plain view is a personal preference. But like the study above shows, the mere presence of one can help prevent a crime on your property before it even begins. Let’s be neighbors. Subscribe to our weekly newsletter for more smart tips. Wireless outdoor security cameras vs wired When it comes to what powers outdoor security cameras, they’re either wired, wireless, or a combination of both. Wireless outdoor security cameras are either battery or solar-powered. Because they are not hardwired to the home, they can be moved around to different locations as needed, providing a bit more flexibility. They are also simpler to set up. There are disadvantages of wireless cameras, too. Some wireless cameras don’t offer continuous recording, in order to save battery life. Depending on the camera’s capabilities, it may use up batteries very quickly, which can be costly in the long run. And unless you are proactive about changing the batteries when they wear down, you run the risk of your camera not functioning when needed. Solar-powered cameras can also run into issues if you don’t have enough sun to keep it running. Wired cameras, on the other hand, require that you’re hardwired into both the power source and the Internet. As a result, this often requires professional installation or advanced knowledge of wiring, making it a little harder for the average DIYer. The hardwired process makes it more difficult to move as well. However, wired cameras have advantages over wireless in terms of signal strength and battery usage. Since they don’t require a battery to run, wired outdoor cameras don’t incur the ongoing cost and effort of replacing batteries. Some companies also offer the best of both worlds with hybrid wired WiFi cameras. These combine the ongoing reliability of wired cameras with a strong WiFi signal strength for connectivity. Outdoor camera connectivity Connectivity is another consideration as you search for an outdoor camera. Outdoor security cameras can be either Wi-Fi connected (also called Digital or IP) or Analog. In the world of the Internet of Things (IoT), most of us are used to devices that connect to the Internet, from refrigerators to doorbells to security cameras. In terms of outdoor security cameras, an internet connection is what enables you to view your camera footage remotely and in real-time. It also lets the camera upload footage straight to cloud-based storage. However, not all outdoor security cameras use an Internet connection. Analog cameras store footage via an SD card, so you can’t view the footage live unless it’s via a CCTV feed. Otherwise you’d have to upload the SD card’s footage for viewing later. Analog security cameras are typically used by companies or large organizations that don’t want to risk the potential for security breaches via a WiFi connection, or by people who live in areas that doesn’t get a strong enough WiFi signal for reliable connectivity. A Smart Home Pro can help you find the best spot to mount your outdoor camera. Recording and monitoring your outdoor camera footage You can further narrow down analog and digital cameras by their recording and monitoring capabilities, which brings us to another important question to ask: How will you be able to view your outdoor camera footage? Recording and monitoring will also depend on your camera’s connectivity and whether it is analog or digital. There are two main types of recording capabilities: Digital Video Recorder (DVR). Cameras that store footage directly to a DVR are usually hard-wired, analog cameras. You can view your footage as it records or later, similar to the way DVR records TV programs that you can view. However, this does not allow for remote viewing of footage. Network Video Recorder (NVR). This is what most WiFi, home-based outdoor security cameras use. They can be either wired or wireless. If you want to view your camera footage on your phone while you’re away from home, this is the type of recording capability you will need. You’ll also want to consider how often you want your camera to record. Continuous recording means the camera records everything, day and night. This requires a great deal of storage space, whether it’s on an SD card or in the cloud. Smart outdoor cameras Most home-use outdoor cameras are pretty “smart,” and come equipped with some form of artificial intelligence and motion sensing capability. Your camera should have the ability to sense motion and differentiate between inanimate objects and humans. One of the coolest things about outdoor cameras today is the ability to differentiate between things like passing cars or animals and people. This way, you don’t get an alert every time a leaf blows in front or your camera or a car drives by your house. However, if you want to use your camera to keep an eye on pets or livestock outside, you can also adjust your settings so they are included as well. Smart Deter It’s difficult to talk about artificial intelligence in outdoor cameras without bringing up the Smart Deter feature in the Vivint Outdoor Camera Pro. This technology proactively protects your property and the custom zones you set. If the camera spots a lurker on your property, it plays a loud sound and illuminates an LED ring around the camera’s lens, drawing the lurker’s eyes to the camera and letting them know they’ve been spotted. Outdoor cameras and privacy When it comes to anything powered by the internet, people often worried about the potential for being hacked or security breaches. It’s worth pointing out that anything that connects to the Internet is subject to being hacked. However, you can greatly reduce your risk of compromised privacy with a little background knowledge and by taking basic precautions. A few things to look out for include: Choose a camera from a reliable company and manufacturer Make sure your camera has end-to-end encryption Change your login credentials to something that can’t be easily guessed, such as your last name or commonly-used passwords Use two-factor identification whenever offered Install updates to the camera whenever they are released; these updates often include fixes to vulnerabilities While the idea of someone hacking into your security camera is unnerving, with these precautions in place, hacks into your system are unlikely. Features to look for in an outdoor security camera When it comes to camera features, there are basic features you’ll want to make sure your outdoor cameras include. Some of these features are: Video quality. Most cameras today have 1080p footage, which provides a clear HD-quality view. Some of the more expensive, advanced cameras have 2160p HD, and some lower-end models will be 720p. As a general rule, 1080p will provide the clarity needed for most situations. Night vision. A must for outdoor cameras, clear night vision and a good range will ensure you get a clear picture day or night. Look for an LED infrared camera with an outdoor range of at least 50 feet to get the best bang for your buck. High Dynamic Range (HDR). This is an important feature for outdoor cameras. If you’ve ever taken a video or photo in bright lighting, you may have noticed the picture is completely washed out from the glare. HDR helps ensure you have a clear picture whether the camera is facing sunlight or shadows. Field of view. Your camera’s field of vision is how wide the camera’s footage is. The greater the field of view, the more ground you’ll cover. Unless the camera does a complete, 360-degree pan, this range can technically be up to 180 degrees. However, most cameras don’t reach that, as the outer picture will start to distort. Look for something that provides at least 120 degrees. Zoom. Some cameras offer the ability to zoom in, which is incredibly useful if you want to hone in on a person’s face or license plate number. This falls under the “nice to have” category, and many cameras offer zoom-in features that retain a clear picture. Audio. Doorbell cameras normalized two-way audio in security cameras, and most of the outdoor cameras on the market for home use today also come equipped with microphones and the ability to speak to the person on the other end of the camera. Monitoring. The ability to view camera footage while away from home is important for many people, so make sure you find a camera that has an app that supports remote monitoring of footage, whether live or recorded. Smart home integration. If you want your camera to be part of a smart home, make sure it has the ability to integrate with whatever smart home platform you use. Motion sensors. You’ll also want to look for a camera with a motion sensor that will automatically record or notify you when it senses motion. This helps keep you apprised of what’s happening at home, while also helping save space by only recording when something or someone is in its line of vision. Some outdoor cameras also go above and beyond the basic features listed above. The Vivint Outdoor Camera Pro, for example, not only provides these features, but also proactively protects your home and property with its Smart Deter feature. View footage on your Smart Hub or Vivint App from anywhere. Installing your outdoor camera You’ve picked out the perfect outdoor camera. Now how to get it up and running? You can either have your camera professionally installed or do it yourself. If your camera is a truly wire-free, Wi-Fi enabled camera designed to be moved to different locations, then by all means install it yourself. This installation will be little more than mounting it to your home and connecting it to your home’s Internet. If you have a wired or hybrid wired system or want to connect your camera to your smart home platform, it may require a little more advanced time and DIY skills to ensure the camera works correctly and pairs with your other devices. In most cases, professional installation is the preferred way to go. A professional installer will ensure the cameras are not only installed properly (which is especially important if there is drilling or wiring involved), but are integrated with your smart home system. They can also offer valuable assistance in determining camera placement. Some companies, like Vivint, include professional installation with purchase. The Ultimate Security Camera Buying Guide The bottom line – know what you’re looking for Ultimately, the outdoor security camera you choose will depend on your budget and individual needs. Once you have a good idea of what you need and what’s available on the market, you can find a camera that will give you peace of mind and security for your home and family. If you’re still not sure if you need an outdoor home security camera, check out this video for a closer look at the different types of home security cameras and which ones are right for you. Call now to get a free quote 844.481.8630
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How the Covid-19 recession could become a depression Coronavirus is a global economic catastrophe. By Ezra Klein@ezraklein Mar 23, 2020, 9:20am EDT Share All sharing options for: How the Covid-19 recession could become a depression Trading on Wall Street was temporarily halted on March 9, 2020, as US stocks joined a global rout. Timothy A. Clary/AFP/Getty Images As the Covid-19 pandemic worsens, it’s hard to decide which are scarier: the conversations I’m having with epidemiologists or the conversations I’m having with economists. “This is an economic tsunami,” Mark Zandi, chief economist at Moody’s Analytics, told me. Social distancing is economic distancing. We are telling people to cease going to stores, to restaurants, to workplaces. We are insisting they stop supplying their labor, making their goods. To slow a pandemic, we are forcing a recession, perhaps a depression. It was common, in 2008, to hear economists say that nothing had changed in the real economy. The US still had just as many workers, factories, and machines. We hadn’t lost any land or knowledge. There was no physical reason the economy was in crisis. The collapse in credit markets had changed economic behavior — businesses were afraid to invest and hire, and families were afraid or unable to spend. The coronavirus recession is already here What we had was an “output gap” — the difference between what the economy could produce and what it was producing. The solution to an output gap, particularly one caused by collapsing economic demand, is simple: fill it with money. Invest in infrastructure projects. Give families cash. If corporations and consumers won’t spend, then the government should spend on their behalf, creating the economic demand necessary to push the economy back to normalcy. The mistake the US made in 2008 was not spending enough. We underestimated the size of the output gap, and then passed a stimulus too small to fill it. When the Obama administration returned to Congress for more fiscal ammunition, Republicans refused, and the recovery limped rather than roared. This is recent history, and in ways both implicit and explicit, it’s shadowing the immediate response to this crisis. Trading on the NYSE floor will temporarily become fully electronic to protect employees from spreading the coronavirus. But this is not 2008, when the economy was intact but the credit markets were frozen. The real economy is in shambles. Millions of workers are being forced to shelter in place, and the factories and machines they operate are lying quiet. We are losing the use of land and knowledge, because the clusters of human beings necessary to build on them could spread a deadly disease. As Jason Furman, who served as deputy director of the National Economic Council during the financial crisis, put it to me, this isn’t a financial crisis, where if you can stop the panic, you can unfreeze the economy. “Here, there’s a deadly germ out there and you don’t want to go near it for your sake and your community’s sake. There’s only one equilibrium: It’s economic inactivity until the danger passes.” The coming waves of economic pain “We’re about to see dizzying decline in economic activity,” says Zandi, the Moody’s economist. “There’s no analogue to it in the modern era.” It’s a shocking statement, coming barely a decade after a global financial crisis that was, supposedly, our generation’s great economic flood. But Zandi thinks what’s coming now may prove much worse. There will be at least four waves of economic pain, he told me, each building on the last. Wave one is “the sudden stop,” the unexpected cessation of economic activity all across the country. A month ago, people were going to work, eating in restaurants, paying child care workers, buying flights, planning car purchases, looking at new homes, growing workforces, holding conferences. Now, vast swaths of the country are sheltering in place, and much of the economy has simply ... stopped. On Friday, Goldman Sachs projected gross domestic product (or GDP, a measure of the size of the economy) would fall at a 24 percent rate in the second quarter of the year. If you’re unused to looking at GDP numbers, I don’t know how to convey how startling that forecast is. “A decline of this magnitude would be nearly two-and-a-half times the size of the largest quarterly decline in the history of the modern GDP statistics,” they write. When the economy stops, and GDP plummets, workers lose their jobs. That, Zandi said, is wave two, and “it’s coming very quickly.” It may already be here. Initial data suggests we’re seeing a spike in unemployment claims so massive it makes the worst week of the Great Recession essentially disappear on a chart. Christina Animashaun/Vox As my colleague Matthew Yglesias writes, “the surge is so unprecedented in historical terms that it essentially defies efforts to forecast where the economy may go in the future.” Treasury Secretary Steven Mnuchin warned of 20 percent unemployment before walking it back. On Sunday, James Bullard, president of the Federal Reserve Bank of St. Louis, said unemployment could reach 30 percent, and GDP could drop by 50 percent. The third wave, according to Zandi, will be “all these folks who’ve seen their nest egg wiped out. They thought they were set for retirement and they’re not. They’ll go into panic mode.” The shattered stock market will be a disaster for those in or near retirement. They’re watching wealth they worked their whole lives to build crumble in the space of weeks. They won’t purchase that new car, buy that new house, plan that vacation — and unlike some of the direct economic stoppages, which will lift when the virus eases, their reticence to spend will slow economic growth long after the direct crisis ends. Wave four, Zandi continues, will see businesses cut investment. Corporations that intended to open a new factory won’t; media organizations thinking of launching new publications will hold back; businesses that meant to upgrade their office space in 2021 will decide they’re fine where they are. Another engine of economic growth dead. All of that, Zandi said, is “definitely going to happen” — indeed, it’s already happening. But if the virus is brought under control in May, and Congress passes enough stimulus, Zandi and other forecasters think powerful catch-up growth in the third and fourth quarters is possible. Perhaps this could be a “V-shaped” recession: a sharp drop followed by a swift recovery. The nightmare scenario is that the virus isn’t under control by the summer, and extreme social distancing measures are needed throughout the year — which many public health experts consider likely. Then, Zandi said, the ground could collapse underneath the economy. One possibility is a chain reaction of failing businesses. If social distancing is extended for months, absent a nationwide bailout, small businesses will collapse. Think of the restaurant industry, which, as Eater writes, “has never seen a crisis on this scale before.” But it’s not just restaurants. It’s virtually every small, low-margin business that relies, in some way or another, on face-to-face interaction. Physical therapists. Hair and nail salons. House cleaners. Plumbers. Gyms. Big business won’t be spared, either. The airline industry is already begging for bailouts, and anyone whose profits are built on live events is in danger. Ride-hail companies like Uber were burning money before this crisis — will they survive it? How about hotels? Clothing retailers who primarily sell out of stores? And the more businesses that fail, the more firms that were built to serve them will fail. Another possibility is a financial crisis, in which the markets for corporate debt or government bonds or international currency flows lock up, and create a contagion of their own. Already we’re seeing signs of strain: strange movements in municipal bond markets, shortages of dollars, and corporate debt markets. If any of these collapse into panic, we could add a 2008-style financial crisis atop our 2020-style economic and public health crisis. If that happens, says Zandi, “then you get into very dark scenarios — you start getting three, four, five years of financial pain.” So what to do? This isn’t 2008. It’s worse. Let’s start with a warning: We can’t fight the last recession. This time really is different. “I feel like we need a new term for the kind of unemployment we’re going to have,” says Christina Romer, the Berkeley economist who led President Obama’s Council of Economic Advisers during the financial crisis. “It’s not cyclical unemployment. It’s quarantine unemployment. Businesses aren’t allowed to operate. People aren’t allowed to be out of their home. The idea that if you just give people money it’ll somehow prevent the unemployment rate from skyrocketing makes no sense. No amount of demand stimulus will get people to go to restaurants if they’re closed.” As Romer sees it, the problem is twofold. “First, how do you help people make it through this period? The people who’re directly affected need us to take care of them.” That’s where cash grants come in. But the second question, Romer says, is “how do you keep the economy in a position where, when the virus goes away, we can recover quickly? We need to avoid a permanent loss of capital and business knowledge.” When the virus goes away. This is the scary economic reality we’re in for the foreseeable future: So long as the virus is a live threat, our economies won’t recover because we won’t let them recover. I want to make certain I’m not misinterpreted on this next point: We need policies to put money in families’ pockets, and we need them now. But we also need to recognize that they won’t be nearly enough. The cash transfers and safety net expansions Washington is considering are exactly the kind of policies we needed more of in 2008. They are necessary now, too, but they are insufficient. “Only part of what we’re facing is a conventional recession, which can be offset by fiscal and monetary policy,” wrote Paul Krugman, the Nobel Prize-winning economist and New York Times columnist. “The rest of it is more like a natural disaster, where the government’s role is to help families avoid economic hardship, not put them back to work.” Of the various bills to send cash to families, the best, in my view, is the proposal from Sens. Michael Bennet (D-CO), Cory Booker (D-NJ), and Sherrod Brown (D-OH). It’s generous, targeted, and, crucially, automatic, delivering up to $18,000 to families of four and sustaining the aid so long as the public health emergency continues or unemployment is elevated. It’s precisely the kind of policy Congress should have passed in 2010. Sen. Cory Booker (D-NJ), left, and Sen. Michael Bennet (D-CO). Bill Clark/CQ Roll Call But Bennet prefers not to think of it as stimulus. “It’s an economic support payment,” he says. “We are asking people not to work in order to slow down the spread of the disease. In order to do that, you have got to give them some basic measure of economic security.” In the immediate term, in other words, this policy has almost the precise opposite intent as the 2008 and 2009 stimulus did. Then we were spending money to close the output gap, to put families back to work immediately. In this case, we’re spending money to make it possible for families to sustain and survive the output gap, until the threat has passed. Some economists have mused to me that the closest comparison to the economy we’re creating now is the economy of World War II: The government was spending huge amounts of money on the war effort, but wages were suppressed, goods were rationed, the public was pressured into buying bonds, and social norms discouraged excessive consumption. At the moment, the government is, or may be, spending massively to enable social distancing, but even the households that are financially stable will find their opportunities for consumption limited, and public health mandates and social pressure could curb spending for some time to come. In 2008, economic policy was motivated, albeit imperfectly, by the single question, “How quickly can we get the economy back to normal?” In 2020, we face two questions in conflict with each other. First, how do we stop mass deaths from coronavirus? Second, how can we make sure there’s an economy to come back to, once we can get back to normal? Only solving the public health problem could wreak havoc on the economy, while focusing solely on keeping the economy humming will wreak havoc on public health. “The ideal policy mix should both lower and raise output, and at just the right speed,” George Mason University economist Tyler Cowen said in a sharp paper. “No one ever taught us how to do that.” Policies to support families through this nightmare are necessary, and should encompass everything from cash grants to paid leave to massively expanded unemployment insurance to guaranteed health care (the Roosevelt Institute has a thoughtful set of recommendations). But we will also need policies that permit the businesses that employ them to survive. One hangover from the financial crisis is that bailouts got a bad name, because banks that helped cause the crisis were rescued as part of the effort to limit the damage. That felt, and was, unfair. But the vast majority of the businesses endangered bear no responsibility for the epidemic. Coronavirus wasn’t caused by restaurants or gyms; it didn’t build off the risky trades made by clothing stores or vacation rental companies. If those businesses collapse in mass numbers, then even when the health risks pass, the labor market will be in shambles, as there won’t be jobs for workers to return to. In the New York Times, Andrew Ross Sorkin has proposed that the government “offer every American business, large and small, and every self-employed — and gig — worker a no-interest ‘bridge loan’ guaranteed for the duration of the crisis to be paid back over a five-year period. The only condition of the loan to businesses would be that companies continue to employ at least 90 percent of their work force at the same wage that they did before the crisis.” We can argue over structure and details, but this is the scale of policy we’ll need to preserve something like our current economy if the coronavirus crisis extends through the year. The question some economists have raised is whether preservation is even the right goal: A program like this would mean many businesses saddle themselves with debt they can’t pay back and end up going under anyway, but taxpayers take the loss. You can read Cowen articulate some of those worries here. We may need a different economy on the other side of this crisis, and policies that freeze the current one in place, at large cost, may slow that transition. Yet that transition will be brutal, carrying a vicious human toll, and it’s an open question whether we’d even remain politically stable through it absent a level of social support no one is currently considering. In a more imaginative country, with a more ambitious and capable political system, crisis could become opportunity: This could be the moment to pass a true Green New Deal, taking advantage of cheap money and idle workers to solve perhaps the central problem of our future. If this economy must collapse, perhaps we could build something better, fairer, more sustainable in its place. “I hope this will cause a seismic political change,” says Sen. Bennet. “I think this is going to make us realize we need to invest again in America.” Alas, that is not the vision of the political leaders who will be managing this crisis through 2020, though perhaps that will change in 2021. Related listening Annie Lowrey and I discuss why Covid-19 “is a shock to the American economy more sudden and severe than anyone alive has ever experienced.” You can listen to the whole discussion by streaming it below, or by subscribing to The Ezra Klein Show wherever you get your podcasts. Coronavirus pandemic: News and updates on new cases and its spread The FBI and Energy Department think Covid-19 came from a lab. Now what? The Covid-19 risks for different age groups, explained Next Up In Politics
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5 Best React Native Trends in 2021 You Must Look Out For Imagine how large the mobile development market would have been just ten years ago. The React Native service and how it evolved in the mobile development world is one of the most recognized examples of this evolution. React Native is a fast and efficient framework for creating mobile apps that run on both Android and iOS. Choosing React Native and working with a reputable React Native development service is a wonderful way to save money. According to Statista, the mobile app market is expected to produce $581.9 billion in sales in 2021. Furthermore, researchers project that by 2023, annual earnings from mobile apps would total nearly $1 trillion. To aid your comprehension, we've outlined the most important React Native development service trends for 2021. One of the most important factors influencing Android and iOS development is the quality of the internet connection. By 2023, 70% of wireless service providers will have switched to the new generation. Mobile development is anticipating it since 5G connectivity provides a significant boost in speed, allowing users to download 8K films and other large media files without delay. This is only the start of the benefits that 5G adoption will bring to mobile app development. Low-latency networks, such as 5G, make it possible for programmers to use highly interactive technologies. Chatbots and Artificial Intelligence AI technology allows the software to gather and analyze data and then build and execute algorithms based on that data. The artificial intelligence-based program can foresee obstacles that may arise once a given goal has been achieved. This is another important Reactive Native development service trend that is gaining significant traction. Computer simulations can interact with the real environment using augmented reality (or simply — AR). Typically, this includes your phone overlaying data or graphics in your natural environment, but it will soon be employed in other devices as well, like automobile windshields or even a pair of glasses. Virtual Reality (or simply VR) is a computer-generated simulation of a given area. Virtual reality fully obliterates the outside world. The customer is entirely involved in the virtual reality and the stimulus it gives in this manner. Instant apps As a pioneer in the computer sector, Google introduced the new trend of instant applications as the quickest way to use Android apps. Users can receive a taste of a specific program using this technology without having to wait for a download, which can take a long time nowadays. Users of these apps get access to all native functionality. You may use instant apps right away after they've been installed, and they won't take up any of your device's RAM. The ability to connect to the Internet can be found in a wide variety of gadgets in today's society. Lamps and blood pressure monitors may now be simply connected to a smart home system. The Internet of Things (IoT) is another React native development trend that opens up new opportunities for accessing and monitoring various areas of our lives. Smart home appliances, health care, and retail are the primary areas where IoT adoption is desired. However, the number of industries that will profit from IoT is limitless, as it is only limited by your ideas. The year 2021 holds a lot of promise for mobile development. AI & Chatbots, AR & VR, 5G, Instant apps, and IoT are among the advanced technologies that make up the tech panorama of mobile development this year. These are the newest trends in mobile development that will have a significant impact. Choose which technology to use in your app intelligently. Remember that you don't have to apply all of the trendy strategies because, in such a complicated and hard profession, moderation is key. To know more, simply visit https://www.w3villa.com/react-native-apps-development-services today! When & Why Should You Choose Node.Js Development? A Comprehensive Guide The success of a business depends on finding the appropriate tool, structure, and technology to build an application or any other IT-enabled soluti... Top 5 Mobile App Development Trends to Watch in 2022 App Annie claims that we use applications for two hours and fifteen minutes each day or more than one month annually. On their smartphone, the aver... What is Typography and Why is it Important in Mobile or App Development Project It is impossible to overstate the importance of typography in graphic design and mobile app development. Readability, hierarchy, and brand recognit...
2023-14/4154/en_head.json.gz/11484
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Patient Survey Form A Beautiful Practice For All Your Dental Needs We are here to serve you. Our goal is to provide the best possible care to you. We are proud to provide a state-of-the-art facility for the highest quality dental care available. It is one of our top priorities to protect the well-being of our valued patients. For this reason, our office meets and surpasses all OSHA (Occupational Safety and Health Administration) and CDC (Center for Disease Control) standards. We are confident that you will feel right at home in our office as we welcome all patients as if they were family. Appointments If you would like to make an appointment, please contact our office by phone or email. Our office facilitates communications and emergency calls and appointments are available and welcome, especially for new patients seeking help. Financial We will be more than happy to submit all insurance forms for you and help you recover the most from your benefits. We will do everything we can to help you afford the treatment you need and want. For patients who require major work, a complete payment plan is designed with an appropriate payment schedule. Forms of payment accepted by the office are check, cash, Care Credit or any major credit card. Cancellation If you are unable to keep an appointment, we ask that you kindly provide us with at least 24 hours notice. We ask for this advance notice so that we can offer this appointment to another patient. A fee may be charged if a patient does not show up for an appointment without sufficient notice. We would like to take this opportunity to thank you for choosing our practice for your dental care. Wagoner Dental - Cosmetic & Family Dentistry
2023-14/4154/en_head.json.gz/11485
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'Keyhole' View of St Peter's Basilica The Piazza dei Cavalieri di Malta, which was designed by the Venetian artist Giovanni Battista Piranesi (1720-78), is a rather curious affair. Situated outside the Magistral Villa, which belongs to the Sovereign Military Order of Malta, its walls are decorated with a bizarre series of reliefs. The piazza attracts numerous visitors; however, most come not to admire Piranesi’s work, but to enjoy the famous ‘keyhole’ view of St Peter’s Basilica! If you look through the keyhole of the door to the garden of the Magistral Villa, you will see in the distance, perfectly framed by a row of hedges, Michelangelo's dome. In addition to the piazza, Piranesi also designed the church of Santa Maria del Priorato, which stands in the grounds of the villa. The church turned out to be Piranesi's final resting-place. Interior of Santa Maria del Priorato
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Understanding Times & Seasons 5-6-21 May 9, 2021 at 7:16 p.m. EDT Apostles Michael Fram & Kathy Bichsel Discussing: "Understanding Times & Seasons"
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Googie Architecture the Golden Age Jon Quinn Articles Stories Googie is an ultramodern style from a golden age of futuristic design. Featuring interesting shapes, dramatic angles and an optimism for the future of the world..... The "Googies" coffee shop was designed John Lautner in 1949 and this is where the name for this theme comes from. Features of the Googie style would include unusual curved shapes and the use of large sheets of glass. Striking and bold rooflines would also be frequently seen. This was an era dominated by thoughts of space travel and this found it's way into the design of many buildings. As with the 1930s Art Deco style, sadly Googie architecture became far less valued and many buildings have since been destroyed. Good examples do remain though and can be seen at Disney's Tomorrowland, Lautner's Chemosphere, the TWA Flight Center and in numerous coffee shops, diners and motels that do still stand across the USA. This style can also be seen in some of the James Bond films from around the same period and one of my favorites is "Elrod House" which was also designed by John Lautner. The house's best-known feature is the large circular concrete canopy above the main living area featuring circular glass panels. The living room incorporates large rocks that are original to the site and it opens out onto to an outdoor swimming pool and a terrace. The house featured in the 1971 James Bond film "Diamonds Are Forever". I've long been a fan of this style and have been waiting for an opportunity to incorporate it into the design of our products. Our new range of watches now takes influence from this era and we're planning to add to the range later in the year. Please see the newsletter signup at the bottom of the page if you want to make sure that you stay tuned for our further updates over the next few months. We also welcome your feedback, so please add some comments to the blog pages if you have anything say. The property in the banner image is Chemosphere House. Thanks to CDernbach (Own work) [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0)], via Wikimedia Commons. About the Author: Jon Quinn I’m Jonathan Quinn, founder and owner of WatchGecko. What excites me is what excited me when I started the business – offering affordable, high-quality watches and straps that I couldn’t find elsewhere and seeing the pleasure they give our customers around the world. More Articles by Jon Quinn
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Home / State and Local Government Structure / State Legislative Overview / State Legislative Process The Wisconsin legislative process was designed to be deliberative, which normally provides ample time and opportunity for input by all the public and individual legislators and for deliberation by both legislative bodies, consideration by the governor, and legislative oversight of implementation of legislative enactments. The process begins with the introduction of a bill by a legislator in one of the two houses of the legislature, the State Assembly or the State Senate. Often a bill will have numerous co-sponsors and many times identical bills, so-called companion bills, will be introduced in both houses. When a bill is introduced, it has its first reading and is referred to a committee which has jurisdiction over the subject matter of a bill. The committee will hold one or more public hearings on the bill and receive comments and suggestions from members of the public, lobbyists representing persons or groups with an interest in the bill, even from representatives of the Executive and Judicial branches of government. The committee will discuss the bill, most often in executive session (which is subject to Wisconsin’s Open Meetings Law), and may take either no action or recommend possible amendments and/or passage of the bill. After the committee sends its recommendations to its full house (Assembly or Senate), the bill will be placed on a daily calendar for consideration by the entire body. When the bill comes up for consideration it will have its second reading and the house then considers amendments, first those recommended by the committee, if any, and then any other amendments from the rest of the members of the house. Finally, after consideration of all amendments, the bill will have its third reading, after which no further amendments can be entertained. The house will then vote on passage of the bill. NOTE: Along the way there may be various motions to table the bill, and it can come up at a later date either specifically or not specifically set), or to indefinitely postpone action, which is the short form of “killing” the bill. After one house has passed a bill, it messages its action to the other house, and the same series of actions is followed there from referral to committee, to committee hearings and recommendations, to deliberation on the house floor. It is at this point that simultaneous introduction of the same bill earlier in the process can have the effect of accelerating the process, provided the committee work on the bill has already been done. When the second house has finished its deliberations on a bill and passes it, it messages its action to the other house. If the bills passed in both houses are identical, the bill is sent to the governor for his consideration; if the bills are different, as a result of differing amendments, a conference committee consisting of an equal number of legislators from each house will be named to reconcile the differences. Once the conference committee has worked out the differences, its report goes to the house of origin of the bill and is considered, but cannot be amended. If passed, the conference committee report moves to the second house for similar consideration. If passed there, the bill goes to the governor for consideration. The governor has ten days in which to either sign or veto the legislation. In practice, that ten-day clock does not begin running until the governor actually receives the bill, and the legislature, out of courtesy, often delays sending passed bills to the governor until the governor calls for the bills. The VETO is an important part of the legislative process. With simple legislation, that does NOT contain any appropriation; the governor must either sign or veto a bill in its entirety. With legislation that DOES contain an appropriation, the governor may choose to sign a bill in part, and veto it in part. Such partial vetoes, long controversial in Wisconsin, can be of dollar amounts in an appropriation or any wording in the bill. This “line item veto”, as it is called, is a powerful tool the governor has at his or her disposal, and it has been used to delete single or multiple digits from an appropriation; single letters or strings of letters in the middle of passages, all of which create new meanings for the new law, and sometimes the opposite of what many legislators thought they were passing. This is sometimes referred to as the “Vanna White Veto” or “Frankenstein Veto” by reporters, because the governor can change single letters and stitch together new phrases. This is how a bill becomes a law, and a complete explanation of the process can be found in a PDF at the state legislature’s website, which you can download and print. The final phase of the legislative process is legislative oversight. The legislature has two committees which provide the bulk of this oversight: the Joint Committee on Audit, and the Joint Committee on Review of Administrative Rules. The Joint Committee on Audit has a full-time staff, the Legislative Audit Bureau, which from time-to-time studies how various programs have worked and operated. The Joint Committee on Administrative Rules reviews rules which executive agencies want to write to clarify exactly how they will operate a program or implement a law which the legislature has enacted. The Administrative Rules Committee actions most often result in rules having the force of law being put into effect without legislative intervention, but the committee exists as a possible check on Executive Branch overreaching or skirting original legislative intent, and can act to intervene if it wishes. State and Local Government Structure
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We Buy USA Homes Need To Sell Your House Fast? We Buy Houses! I’m Relocating And Need To Sell My House In New Jersey By chppartners Relocation is a complicated exercise in coordination. We get local New Jersey home sellers calling us or submitting their house info on this website every week saying “I’m relocating and need to sell my house in New Jersey“. The great thing is that we’re able to help a good many of those sellers sell their house quickly (because we’re actively buying houses in New Jersey NJ right now!). There’s an insane amount of details to keep together, plus the stress of whatever is making you move in the first place – often it’s a new job or a sick relative, but the true need to move always comes with a dramatic change. So how do you make the most out of a difficult situation? Don’t Agonize – Organize. You don’t want to be in a situation where you end up paying to own and maintain a vacant house for 2 years. That gets expensive and it doesn’t have to be that way. Although the market is relatively stable right now in New Jersey, things can change in the blink of an eye. We’ve heard some serious horror stories over the past couple of decades. Unless you’re filthy rich, you probably can’t afford to wait it out. So how do you make the right choices when you’re relocating and need to sell your New Jersey NJ house fast? Relocating And Need To Sell My House Fast In New Jersey… Your Options And Steps Find out what your house is worth: To do this you can contact a reputable real estate agent or connect with us and we can give you a no cost no obligation valuation on your property. Once you know what the house may be able to sell for in the current market… that sets the basis for how long you may or may not be able / willing to sell the house. Decide how fast you need to sell your house after you relocate: This is a biggie. I’ve seen professionals who moved out of state for a job who had their house on the market for over a year before selling it for a much much lower price than they hoped. Decide how fast you need to sell your house… and how long you’re willing to keep making 2 mortgage payments, insurance payments, etc. Find a solid real estate agent BEFORE you start packing boxes: Get the ball rolling early so you don’t waste any time. Every month that you wait or every month that it takes to sell the house… costs you money. Or if you don’t want to use a real estate agent to sell… we are a reputable local house buyer and we’d love to make you a fast-fair all cash offer. Just fill out the form through this link to get started >> Calculate the value of selling your house fast vs. “waiting it out” for a dream price: We all want to sell our houses for as much as possible. But one thing many people forget to do is come up with the $ amount of how much it costs you to hold onto this house. The costs involved include the mortgage (which if you’re still within the first 10 years of the mortgage, the majority of your payment interest and not hardly going to principal at all), insurance, taxes, maintenance, etc.Lets say you want to sell your house for $200,000… and your mortgage payment is $1,200/mo, taxes $200/mo, $100/mo for insurance, and $100/mo for maintenance (lawn maintenance, repairs while you’re gone, etc.).Those expenses add up to $1,600/mo in “non equity building” expenses.If it takes you 7 months to sell that house through a real estate agent for that $200,000… it cost you $11,200 in DIRECT “holding costs” + you had to pay $12,000 in real estate agent fees (assuming 3% for the buyers agent and 3% for the sellers agent).Totaling $23,200 in LOST money. That doesn’t even account for the value of your time, your stress in thinking about that property sitting on the market, the opportunity cost of what you could have been doing with that extra money during those 7 months, etc. So the real cost to you was likely closer to $30,000.But, what if you were to sell your house next week and avoid all of that?Even if you sold for a discount below the retail price (lets say… $175,000)… you’re still ahead of the game by selling the house NOW at a discount to a home buyer like our company vs. 7 months later at full price (and paying holding costs and real estate agent fees).Make sense? Take action!: Whatever you decide… decide and take action. If you want to go the real estate agent route, great! Find a reputable local New Jersey NJ agent. If you’d rather not have to wait and not have to pay real estate agent commissions… then a viable option may be to sell your house to us 🙂 If you’ve got a lot of time on your side and a really great property, you might want to test the market by offering it out at a high price. There’s a small chance someone might just fall in love and be willing to overpay – people do crazy things for love. Most properties are pretty average, in reality. They tend to be like the other houses around them, in the same way that people who live near each other tend to have a lot in common too. So unless your property is truly exceptional, as in magazine-quality extra-special, you won’t capture the most money in the market by pricing at the highest point. You can also win by marketing your property for rent and sale at the same time, just to see what happens first. You have to maintain control of the process, which can confuse even seasoned real estate brokers. In certain situations, we may partner with property owners to help secure lease option agreements where highly qualified purchasers rent the property for an agreed time before buying. In other cases, we may help renegotiate a loan, help make monthly payments or conduct a short sale with a bank. We love helping people solve complicated problems. Creative solutions can bridge the gap to get you where you need to be. Who Is We Buy NJ Real Estate, LLC And How Can We Help You If You’re Relocating And Need To Sell In New Jersey? We’re investors. We support our families and beautify neighborhoods by buying houses from New Jersey home owners who need to sell fast for one reason or another. The types of sellers who tend to work with us include people who… Need to sell fast (we can close in as little as 7 days if you need us to) Don’t want to hassle with listing a property with an agent Don’t want to pay real estate agent fees Can’t sell their house for one reason or another (we buy houses in as-is condition) … or a variety of other reasons But we’re passionate people, and we believe in the New Jersey community. We’re honest and straightforward. We’ll quote you a fair price, and we can close fast with cash. If you’re prepared to wait and can hire professionals to help, you can manage the sale of your property from a distance. In certain circumstances that risk can pay off. We’re happy to help you find answers to your toughest questions about your New Jersey real estate, so please feel free to call us at (908) 320-7995 and chat with us anytime. We buy houses in ANY CONDITION in NJ. There are no commissions or fees and no obligation whatsoever. Start below by giving us a bit of information about your property or call (908) 320-7995... Sum of 8 + 10 * Why Won’t My House Sell In New Jersey? I Inherited a House, What To Do? – Should I Rent or Sell in New Jersey? Foreclosure notice of default in NJ– what is it? Help, I’m Behind in My Mortgage Payments in New Jersey – We Buy NJ Real Estate, LLC The State of the Market for Buyers in New Jersey NJ © 2023 We Buy NJ Real Estate, LLC - Powered by Carrot
2023-14/4154/en_head.json.gz/11490
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1925 Lucile 2021 Lucile LeMahieu November 7, 1925 — January 12, 2021 Lucile A. LeMahieu, 95, of Cedar Grove, was called home to her Lord and Savior, Tuesday, January 12, 2021 at Cedar Grove Gardens. Lucile was born on November 7, 1925, in the Town of Sheboygan Falls, daughter of the late Roy and Nellie (Reimes) Bimmel. She was a 1943 graduate of Sheboygan Falls High School. On June 2, 1948, Lucile was united in marriage with Norman LeMahieu in Sheboygan Falls. Norman preceded her in death on February 2, 2000. Lucile was employed part time at the Larsen Canning Co. in Cedar Grove for 33 years, retiring in 1993. Lucile was a member of First Reformed Church in Cedar Grove, where she was active in the Ladies Aid Society and Sunday School. She enjoyed doing volunteer work at the Red Cross Blood Bank and at the Cedar Grove Seniors where she was site manager for many years. Lucile was faithful in visiting the sick and shut-ins. She enjoyed jigsaw puzzles, word searches, card playing, dominos, going out to eat with friends, and baking (especially her delicious pies). She enjoyed her beautiful red geraniums which were enjoyed by many who passed by her home. She enjoyed attending her children's sporting events. Lucile crocheted afghans for each of her children and grandchildren. Lucile will be remembered as a caring and selfless wife, mother, grandmother, and friend. Lucile is survived by her sons, Lee (Gail) LeMahieu of Oostburg and Larry (Barb) LeMahieu of Sheboygan; daughter, Barb (Randy) Gabrielse of Oostburg; eight grandchildren: Michael (Elizabeth) LeMahieu, Jeff (Carrie) LeMahieu, Jodi LeMahieu, Ryan (Tobi) LeMahieu, Jason (Elisa) LeMahieu, Brad (Jessica) Gabrielse, Robert Gabrielse, and Nathan Gabrielse; and eight great-grandchildren: Alice, Theo, Elsie, Max, and Cephelia LeMahieu, Bennett, Eleanor, and Isla Lucile Gabrielse. She is further survived by one brother-in-law, Don (Carol) VanDeKreeke of North Carolina; nieces, nephews, other relatives, and friends. She was preceded in death by her husband, Norman; two brothers, Ronald (Erna, Margaret) Bimmel and Howard (Helen) Bimmel; one sister, Shirley VanDeKreeke; two sisters-in-law, Marjorie (Gordon) Tenpas, and Jeanne (Robert) Brandstetter. A private family celebration of life will be held. She will be laid to rest at Cedar Grove Cemetery beside Norman. A public visitation will be held for Lucile on Friday, January 15, 2021 at Wenig Funeral Home in Oostburg from 1:00 until 2:00 pm. Masks and social distancing are required. In lieu of flowers, memorials are suggested to Campus Life or Our Home Christian Ministries. The family would like to extend a special thank you to the staff at Cedar Grove Gardens for their loving care over the last three years. For online condolences and additional information please visit www.wenigfh.com . The Wenig Funeral Home of Oostburg (920-565-2771) is serving the LeMahieu family with arrangements. Friday, January 15, 2021 1:00 PM - 2:00 PM Wenig Funeral Home - Oostburg 108 Center Ave. Oostburg 53070, United States To order memorial trees or send flowers to the family in memory of Lucile LeMahieu, please visit our flower store.
2023-14/4154/en_head.json.gz/11491
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West River United Church WRUC Church Council Minutes Notice of Tender Family & Youth Ministry Sunday School Registration Form Bulletin & Network 4 pm Children's Service Christmas Eve 2015 9 pm Communion Service Christmas Eve 2015 Anniversary Bulletin for October 26th, 2014 Anniversary Timeline October 26th, 2014 Bulletin & Network & PowerPoint for 1stAnniversary Sunday, September 20th, 2015 Bulletin & Network & PowerPoint for April 12th, 2015 Bulletin & Network & PowerPoint for March 22nd, 2015 Bulletin & Network & PowerPoint for May 3rd, 2015 Bulletin & Network & PowerPoint for Palm Sunday March 29th, 2015 Bulletin & Network & PowerPoint For Sunday November 1, 2020 Bulletin & Network & PowerPoint For Sunday November 15, 2020 Bulletin & Network & PowerPoint For Sunday October 25th, 2020 Bulletin & Network & PowerPoint for Sunday, December 13, 2020 Bulletin & Network & PowerPoint for Sunday, December 6, 2020 Bulletin & Network & PowerPoint for Sunday,November 29, 2020 Bulletin & Network 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2023-14/4154/en_head.json.gz/11492
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Fasken Commercial Movers2022-10-31T02:03:33+00:00 Fasken Commercial Movers Relocation is an absolute need for many business owners these days. It may be a change in the address of the company, or even a need to move some of your employees to a new location. However, there are many factors that you have to consider when relocating your company and the best way to approach it is to use a professional commercial moving company. They can help your company with all the various moving needs you may have. Here are some of the many factors you will need to consider when relocating your company. Business relocation is more complex than just packing boxes and filing them away. This process requires a lot of planning in order for everything to go smoothly. There are many moving services that can help a business to relocate to a new address. However, not all of these services are created equal. If you want to ensure that you get the best service possible, then you need to do a little bit of research. Of course, doing the research should start before you call a professional company to help you with your business relocation needs. West Texas Master Movers LLC: Commercial Movers in Fasken You need to firstly decide what type of office furniture and fixtures you are going to keep in your old office. This is very important, because this will dictate how much you can move and how much you can take with you. A lot of office companies have standard, fully furnished offices, which can make the entire moving process much easier on the company and the employees. In order to determine how much you can move, you need to find out the square footage of the new office building. For example, if you are using the services of a local office relocating company, then you should know approximately how much space your company will need. While you are deciding on the method of relocating, you also need to consider some other important aspects. One important aspect is the cost of the business relocation service you are going to hire. Although many companies will give a free estimate, it is still important that you compare costs between several business relocation firms. You need to make sure that you get the best price possible for your belongings. Get a PRICE Quote cost for Fasken, TX Commercial Movers The physical location of your company should also be considered when you are looking for the right relocation service. It is important that you do not move your small businesses to an area where there is not enough population. For example, if you are trying to relocate your company to a small city in the Midwest, you must move your company in a large state like Texas. Even though relocating your business to a smaller state may seem like a good idea at the beginning, it may not be a good idea in the long run, simply because of the costs of fuel and other things involved. Best Commercial Movers in Fasken, Texas It is also important for you to consider whether or not you will need a temporary office when relocating your business. If you decide that you are going to purchase moving supplies for your office relocation, you will want to purchase office furniture in a style that will match the current decor of your company’s current offices. You must carefully evaluate all aspects of the office interior design before purchasing moving supplies. You will not only be responsible for paying for your employees’ travel costs, but for the cost of purchasing all of the office furniture as well. As such, this process can be very time consuming for a small business owner. Fasken Commercial Movers Near Me Another important part of your office relocation plan is the type of commercial movers that you will use for the entire move. Some office relocation services to offer their customers the option of hiring larger, commercial moving teams to move all of their office equipment, furniture, and documents in the move. If you choose this option, it is important that you carefully select the moving company that you will hire for your move. Since moving professionals may cost a lot more than other movers, it is important to do your homework and make sure that the moving professionals that you will hire are experienced and properly trained to move all of your important office equipment. A good office relocation service should have a list of references that you can check out before hiring them for the move. In addition to hiring commercial moving professionals, you will also need to prepare for many other factors, including packing up your office furniture, office supplies, office furniture pieces, and many other items. It is also important to be prepared to spend plenty of time doing research and making sure that you have completely packed and relocated everything in your current office. There are many moving companies that offer relocation packages, but you will want to make sure that you receive a relocation package from a moving company that offers competitive rates and competitive prices. Finally, it is important to consider the many factors that may affect your move. These include things like access to public utilities, building restrictions, and even factors such as noise from nearby neighbors and even weather.
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(b. 1477, Castelfranco, d. 1510, Venezia) Oil on panel, 37 x 46 cm National Gallery of Art, Washington This early painting is called the Benson Holy Family since once it belonged to the Robert Henry and Evelyn Holford Benson Collection in London. The figures closely resemble those painted by Giovanni Bellini.
2023-14/4154/en_head.json.gz/11494
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National Down Syndrome Society Contact details for National Down Syndrome Society Name: National Down Syndrome Society (NDSS) Website: www.ndss.org About National Down Syndrome Society - NDSS The mission of the National Down Syndrome Society is to benefit people with Down syndrome and their families through national leadership in education, research and advocacy.
2023-14/4154/en_head.json.gz/11495
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