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Thulium(II)-chlorid ist eine anorganische chemische Verbindung des Thuliums aus der Gruppe der Chloride.

Gewinnung und Darstellung
Thulium(II)-chlorid kann durch Reduktion von Thulium(III)-chlorid mit Thulium im Vakuum bei 800 bis 900 °C gewonnen werden.

Auch die Darstellung durch Reaktion von Thulium mit Quecksilber(II)-chlorid ist möglich.

Eigenschaften
Thulium(II)-chlorid ist ein dunkelroter Feststoff, der als Pulver dunkelgrün aussieht. Die Verbindung ist äußerst hygroskopisch und kann nur unter sorgfältig getrocknetem Schutzgas oder im Hochvakuum aufbewahrt und gehandhabt werden. An Luft oder bei Kontakt mit Wasser geht er unter Feuchtigkeitsaufnahme in Hydrate über, die aber instabil sind und sich mehr oder weniger rasch unter Wasserstoff-Entwicklung in Oxidchloride verwandeln. Die Verbindung besitzt eine Kristallstruktur vom Strontiumiodid-Typ.

Einzelnachweise

Thuliumverbindung
Chlorid

redpajama_set_name: RedPajamaWikipedia


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Tisdale blanks Tamales 1-0 in playoff matchup
Search the Timmins Daily Press
By Ron Grech
More from By Ron Grech
Published on: August 7, 2013 | Last Updated: August 7, 2013 6:10 PM EDT
Montanna Marchiori kicked in the only goal as Tisdale Plumbing/Poly Fusion cooled the Red Hot Tamales 1-0 Wednesday night.
Mercedes Marchiori earned the shutout in the one-game playoff showdown between the fifth- and sixth-placed teams in the Timmins women's soccer league.
The game was played at the soccer field at Timmins High.
Marchiori's goal was made at point-blank range at about the midway point of the second half.
Both teams had good opportunities to score during the scoreless first half.
Tisdale/Poly Fusion came close to opening the scoring early in the game, bouncing the ball off the post.
Minutes later, Tamales netminder Mariah Pontello had to make consecutive saves on rebounds to keep the game scoreless.
The Tamales had their best opportunities in the game to score during the latter stages of the first half.
Tisdale/Poly Fusion dominated much of the second half with the ball rarely getting out of the Tamales' zone.
The Timmins Women's Soccer Club playoffs continue tonight with a matchup between second-place Kap- Eastview R.V. and third-place White-Ellery, Ellery and Cogar/Neo Lazer Tag/Biglow Concrete.
The game is 6 p.m. at the TH&VS soccer field.
The winner of that game will move on to face the top-ranked Wolfepack Apparel & Designs in a best two out of three series final. The losing team will play a consolation matchup against fourth-place team Pink Ladies/Dr. Briand.
TMBL: Brewers ground Orioles
© 2019 Timmins Daily Press. All rights reserved.

redpajama_set_name: RedPajamaCommonCrawl


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Twinnie's here to usher in a new era for UK country
Having left acting behind to focus on the music career she always dreamed of, Twinnie-Lee Moore is about to release her debut album via BMG, and plans to bring country music into a new era in the process.
The singer stars in On The Radar in this week's country special edition of Music Week, and was due to play Country 2 Country Festival in London this weekend, prior to the event's postponement.
"I want to move the genre forward," said Moore. "There's a perception that it's all cowboys and beers, but it's not."
Signed to BMG for records and publishing Moore is managed by Craig Logan, Vikki Josephs and Stephanie Mudgett. She releases her debut album, Hollywood Gypsy, next month. The singer said the record is "the first chapter of letting the world know my story, where I've come from and what I'm about."
More women need to break the rules
Moore has spent time writing in Nashville and says her work in the city has been vitally important. "People really give you a shot out there and it gave me the grace to be who I am. It moulded me, made me a better writer and made me think about things differently. It's a writer's town, so it encouraged me to be more honest."
In the interview, Moore also opened up about gender representation in country.
"It's hard being a woman in the music industry," Moore said. "It annoys me because we're amazing and we've got so much to say. Kacey Musgraves is amazing because country radio doesn't play women half the time, and she just put a middle finger up to them and now look what she's achieved."
Moore added: "More women need to break the rules, that's how we move forward. We're examples for the next generation, I don't want any girl to have to fight half as hard as me."
Read the full interview online here and check out features with Ashley McBryde and Luke Combs. Our country streaming report is here.
BMG,
Twinnie
Thomas Coesfeld appointed CEO of BMG, Hartwig Masuch to exit role after 15 years
'One of the all-time greats': BMG pays tribute to David Crosby
Shania Twain covers the February edition of Music Week
Tastemakers: Top tracks of 2022


Any truth in the report that the team lost faith in Karius, not because of his blunders, but because of his inability to keep a low profile whilst on holiday during the summer, allegedly porting a strange Instagram video?
Did you not see that video.
Somebody pl÷ase describe this alleged video.
Virgil, Madrid agreed to sign Eder Militao in March, with him signing on July 1st, so it's very possible to agree to a transfer outside of the window.
Tapping up is not new, just harder to keep a secret. Stevie G himself was blatantly tapped up at Euro 2004 by Lampard and Terry, hence we went a whole season with links to them.
Wiseryan, Grujic was Klopp's first signing.
Re% the debt, its it look y to be something that is sustainable with current TV revenues or will it likely end up outstripping even that?


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Tag Archives | Leadership
Heart Leadership with Ian Berry
By Geoff McDonald on January 30, 2021 in Book Reviews, Podcast
Heart Leadership In his latest book, Heart Leadership, business mentor and leadership expert Ian Berry talks about the progress from the mind of leadership to leading with the heart. It's an interesting update on leadership styles and more timely than ever given our experiences with the pandemic, lockdown and often, leading from afar with more…
Master Habits – Automate Your Success
By Geoff McDonald on June 17, 2017 in Habits
What is a Master Habit? In his brilliant book, The Power of Habits, Charles Duhigg talks about Keystone or Master Habits. As the name implies, some habits are more important than others. The right master habit will be specific to what it is that you want to achieve. Your first step to build your master…
Taruni Falconer – Cross-Cultural Leadership Habits
By Geoff McDonald on May 30, 2017 in Habits, Leadership, Podcast, Project Done
Taruni Falconer Cross-cultural communication expert Taruni Falconer helps people work in other cultures or coming to Australasia. Her role is to help them navigate their new cultural landscape and work settings. Effectively, Taruni Falconer is a Habits Coach. She help leaders communicate effectively in high-stakes situations and teaches them how to develop powerful habits and…
Authentic Leadership
By Geoff McDonald on November 19, 2014 in Book Rapper, Leadership, Podcast
Most leadership research focuses on the internal qualities and traits of the person in charge. In contrast, when we focus on the relationship between the leader and their followers, what's needed changes according to the current context and people involved. And, the prized qualities of what makes an effective leader also changes: To have a…
Good to Great Summary
By Geoff McDonald on November 5, 2014 in Book Rapper, Book Reviews, Innovation, Leadership, Podcast
What do you need to focus on to transform your company from good to great? This is the fundamental question that underpins today's book. Our Topic This is episode #49 of the Ideas Architect podcast. And, it's a Book Rapper recording derived from an important business book. Today we share the Book Rapper Good to…
Nicola Vague, Evolving Leaders
By Geoff McDonald on August 26, 2014 in Leadership, Podcast
Nicola Vague Nicola Vague is a HR and Organisational Change specialist with over 16 years consulting experience. Nicola has what I call a parallel career. One part is her study of the arts with a degree in music, a fascination with art therapy and practical experience with yoga, mindfulness and meditation. The other part is…
World Class Leader
By Geoff McDonald on March 25, 2014 in Book Rapper, Leadership, Podcast
Geoff McDonald discusses what it takes to be a world class leader based on nine of the best leadership books ever written. This is episode 032 of the Ideas Architect Podcast. Our Topic: World Class Leader How effective are you as a leader? There are two distinct parts to this question. How well do you…
Sheryl Sandberg: Lean In Book Review
By Geoff McDonald on January 16, 2014 in Book Rapper, Book Reviews, Leadership
Who is Sheryl Sandberg? Sheryl Sandberg is the Chief Operating Officer of Facebook. Her TED Talk, Why We Have Too Few Women Leaders, has been viewed by more then 3,000,000 people. She serves on several boards, has a BA and MBA from Harvard and is married with two children. Previously, Sheryl Sandberg was Vice President…
What's the Key to Having Followers?
By Geoff McDonald on June 10, 2013 in Book Rapper, Leadership
Authentic: The Key to Having a Following Authentic: The Key To Having a Following from Geoff McDonald The Book Rob Goffee and Gareth Jones; Why should anyone be led by you – What it takes to be an authentic leader The Big Idea Most leadership research focuses on the internal qualities and traits of the…
How to Attract Willing Followers – Slideshow
By Geoff McDonald on April 4, 2013 in Book Reviews, Leadership
This slideshow is derived from the Book Rapper version of James Kouzes and Barry Posner's best selling book: The Leadership Challenge. This is the 5th Edition and 25th Anniversary edition of this super successful leadership book. It's been translated into 20 languages and sold more than two million copies. The leadership challenge is to make extraordinary…


The real reasons which led the government to deposit the king are neither of financial order, nor medical order.
The royal finances, and not public, were put into debt in Ludwig's death about 14 million Marks. To fill the deficits of his private funds (in other words, its whole personal fortune and its princely income), he had recourse to loans of which the refunds were planned for half of this sum. However, if these debts were not able to be earlier paid off, it is only because the attempts of the king in the 1884s to clean up his finances were putting in check by his finance cabinet, with the approval of the government.
The numerous propositions of bankers and various organizations to help the king to plan the terms of refunds with rates which would have allowed him to see clearly there more, were never passed on by the government to the monarch, either simply diverted. Ludwig was inclined to save in his domestic life. All that he wanted, it was to be able to bring to a successful conclusion the completion of its constructions. Numerous solutions would have been able to help him there.
The government also refused to grant him a loan on the nevertheless positive 300 million mark state budget. Why thus to push the king in his last cuttings off? The answer is political.
It is necessary to weaken its position and to oblige it to abdicate of him even by making him dependent financially. The madness will be only the pretext to destroy the public image of the king. The sovereign has to become an object of scandal to disarm him.
In reality, Ludwig, who to there have always favored a liberal government favorable to the Prussia, decided at the beginning of the 80s to change his political orientation, in agreement with the new parliamentary majority in Bavaria of conservative tendency. He thus sees there the opportunity to bring to a successful conclusion his reform. Now, the government in position does not hear it of this ear, no more than Prussia moreover.
It is from this moment that everything toggles for Ludwig: from then on, begin a campaign of belittlement relieved by the press where it was said everything and anything to prepare the public opinion. Taking advantage of the isolation of the king and corrupt circle of acquaintances, it was acted with discretion. From his part, prince Luitpold, waiting for a long time for a sign of the fate to place him on the throne, jumps at the opportunity as soon as Prime Minister Lutz announces him his desire to push aside the king.
Luitpold is an ultra-catholic but for the needs of the plot this one becomes allied with the liberals. If Luitpold obtains the power, it will arrange everybody: with him the ultramontane, to there put aside by Ludwig II, are assured to find a dominant position, and the liberals will stay in the power because he promised it to them. He has in any case no choice because henceforth the prince will have to return his accounts to Berlin.
Little by little, the trap will close around the king without that it realizes it at once. In 1886, its decision to reshape as quickly as possible before the end of June his ministry accelerated things and signed its death sentence. It was thus appealed to doctor Gudden, director of the psychiatric asylum of Munich so that he drafts and confirms a report on the mental health of Ludwig. Indeed, it was necessary to neutralize the king as quickly as possible. One week before the arrest of the monarch, this report still contained no convincing element, as gives evidence of it, a letter of Prime Minister to the doctor. It was thus invented by paying generously or by threatening who of right; and, while it was prepared actively the Regency in Munich, psychiatrists' commission started for Neuschwanstein to capture Ludwig as an animal.


Thanks for soaking up the assemblage! I got my painting talent from my chemistry/computer science professor grandpa and my language arts teacher artful grandma. I was voted most artistic in high school and have taught art classes to kindergarten through 12th grade -- I love hearing I'm the best teacher they ever had haha! I'm a filmmaker musician sculptor painter athlete outdoorsman from the Twin Cities with a passion for nature, dreams, unity, spirituality, friends and family. Funny guy family man, my main ambition is to be outrageously successful with art, music and movies so that I will have the necessary capital to play in the nascent arena of virtual reality, or as I like to call it, Heaven on Earth. Any works you want to see interpreted by me that aren't displayed or any other questions or comments, I'd love to hear from you! You are mighty welcome to come back soon because this is only the tip of the iceberg, my friend!


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redpajama_set_name: RedPajamaStackExchange


This is where the rubber hits the road. As you prepare to implement your strategy, you will need to evaluate your staff capacity, clarify roles and responsibilities, draft a workplan and budget, use good project management principles to guide your work, and continue to build your stakeholders' engagement.
Draft a charter for your project team.
The charter clarifies roles and responsibilities within the project team, including who has decision making authority. Where the project is being implemented via a partnership, the charter should include partners and their roles. Charters also have sponsors. Final authority for the direction of the project rests with the project sponsors.
The Conservation Partnership Center provides guidance on negotiating and documenting roles and responsibilities. Conservancy staff can find additional resources about how to write charters, and many other aspects of project management at the Highly Effective Teams site on CONNECT.
Draft a workplan, budget, and fundraising plan.
The workplan identifies tasks and estimates when they will be started and completed, and the level of effort required to complete them. The budget and fundraising expectations should be realistic, and should include monitoring, evaluation, analysis, and outreach components, including those necessary to build the evidence base and mitigate risk. You can compare your proposed budget with relevant actual historical funding rates to get a sense of what is realistic.
This PowerPoint from Healthy Country Planning provides step-by-step guidance on work and capacity planning, and HCP provides a simple exercise to help teams get started. You can also use Miradi to do your work planning; the Miradi Guide to Work Planning will help you learn how.
This is the funding level below which your strategy isn't viable and the project should be terminated or put on hold until adequate funding becomes available. This should be clearly articulated to partners and relevant stakeholders to avoid creating unrealistic expectations.
Assess current staff and partner capacity and needs and develop a plan for meeting those needs. Develop a summary of full staffing needs, comparing needs with available existing capacity and identifying need for new hires. For each individual associated with the project, estimate the percent of their time that will be spent on the project. Identify any additional training that staff may require to effectively implement the project, and be sure to include the cost of that training in your budget. Conservancy staff can search learn@tnc for relevant trainings and webinars; trainings on conservationtraining.org are open to everyone.
The impact of a "backbone" organization on the success of a cross-sector, cross-system effort should not be underestimated. This toolkit from the Spark Policy Institute focuses on the critical, strategic roles and actions a backbone organization – whether part of a collective impact initiative or other collaborative structure – can take to elevate the initiative's overall work and impact.
Consider near-term and long-term costs.
Estimate costs in two phases. For the first phase (1-3 years), provide a realistic estimate of costs and capacity needed to implement selected strategies.
A later phase (2-5 years) can include more ambitious costs and capacity based on a realistic estimate of what it will actually take to achieve outcomes over the long term, which can inform fundraising efforts.
These include equipment, supplies, travel, meetings, contracts, and other budget category needs necessary to fully implement the project.
If full funding does not come through, what will you do? Consider a partial or phased implementation of a strategy.
Consider building capacity with partners.
Building local capacity can be essential for the long term sustainability of conservation efforts. Capacity building efforts themselves require significant capacity for engagement and training, which should be taken into account when considering staffing needs.
Building the capacity of partners.
Conservancy staff can find capacity building tools and resources in the Capacity Development Community on CONNECT, and the Learning Network on Capacity Development provides useful tools and guidance that are available to anyone.
Determine when and how to engage stakeholders.
Stakeholder engagement can be important in all stages of project development, not just the planning stages. This is especially important when working with indigenous peoples and local communities, as consultation throughout the life cycle of a project is critical to ensuring social safeguards are being implemented; Free, Prior and Informed Consent is consistently being pursued; and local knowledge is respected and incorporated as appropriate. Determine how and when you with consult with and update stakeholders during the project's implementation.
Working on systems change means solving complex problems, which often means working with stakeholders from many different sectors. This toolkit from Spark Policy Institute is designed to help you explore how to structure a decision-making process amid complexity.
Monitor the progress of your strategy.
Implement the monitoring plan that you developed for your strategy.
Does your charter identify the roles required to implement the project and specify decision-making authorities?
Does your workplan include a timeline that specifies when conservation outcomes will be achieved?
Do you know where additional capacity is needed and have a plan to build or obtain capacity needs?
Do you know when and how you will engage and inform stakeholders during implementation?


Those of you familiar with Mediterranean Wanderer will know that one of my greatest passions is interviewing and sharing the story behind those that have taken a leap and stepped outside their comfort zone to do what they love. For those of you starting new things, wanting to take the next step or wanting to learn what it takes to do what you love, today's Blog Post is for YOU.
However, the roles have been reversed and I am so thrilled to share a recent interview with the amazing Melbourne based design consultancy agency Tank. Their passion is creating work with meaning and purpose and recognising the importance of cultivating good leadership and creativity to empower people.
I was deeply honoured to be profiled by them recently talking about all things facing transitions, starting from scratch, the importance of being your authentic self in business and my personal journey in launching Mediterranean Wanderer.
If there's one thing I've learnt since starting a business, it's the value of building meaningful relationships. Tribe and Community is to be nurtured and treasured and I am so grateful at the opportunity to connect with such an inspiring organisation dedicated to empowering people through creating meaningful work.
Q. Tell us about the moment you started. That moment when you realised you had an idea you were going to go all in on. Where were you? What was life like? When was it?
That's an interesting question. I had actually been planting seeds without even realising it for about 3 years leading up to my full vision coming to life. But things really started to gather momentum for me when I hit an all-time low in 2016. I faced a massive turning point in my life the year before. Within the space of 6 months in that previous year, I lost my brother, said goodbye to an 11 year relationship and 8 years of living a life interstate, packed my bags, moved back to Melbourne and decided to dive head first into my passion for writing.
I became a freelance writer for travel and wellness magazines. This was the first step to everything in my world completely opening up – I had finally invited the change that I was terrified of to enter my life. But in 2016, I had a panic attack, thinking I had made the wrong decision. I hit a real low point, so much so, that I went back to my old life to reclaim it, only to find the door slammed in my face. This was another major turning point. It was at once the best and worst experience of my life. I know now, that this was the moment where the Universe decided that there was a different path for me to take.
Q. Tell me about your business: What do you do? Why is it important? Who is your audience?
I'm a Writer and Creative Facilitator. I offer one-on-one coaching for writers and creatives as well as those that are navigating change and are afraid to take the next step in their lives. I help them unlock what might be holding them back and support them through this process.
I also host Creative Retreats and Workshops that are all about using the vehicle of creativity to connect with you passion, get unstuck and reflect on the habits and patterns that are no longer serving you. The Retreats and Workshops are about offering people a complete sensory experience, so our location and the activities we do is hugely important in enhancing and cultivating the learning outcomes.
What I offer is something that resonates with me on a very deep level because I had lost my passion, confidence, voice and who I was for a good 15 years of my life. I had derailed from my life's purpose and I was terrified to take the next step. The fear crippled me so much that I developed anxiety and sleep deprivation. When I took the steps to launch I was so overwhelmed, but what has emerged since then has completely transformed my life.
I know what it feels like to want to move forward but to not trust in your own abilities. I had huge self-doubt and self worth issues. I feel as women, we are reluctant to reveal our vulnerabilities, yet, my experience has been that the minute we do, we give others the confidence to do the same and this is when some of the greatest breakthroughs in our lives emerge. Which is why I really love that most of my clients are professional women who are experiencing a period of transition in their lives and need some direction and support in navigating this process.
Q. What has been the best piece of advice you have received to date?
To trust myself and always listen to my gut instinct. This has proven in the past to be the greatest barometer in measuring whether or not I am on track. If something doesn't feel right, even in the slightest way, I will back off. Your instinct is your acute, internal warning system reminding you that something isn't right. Energy is palpable. The minute you go against it, you always regret it.
Find out more about the amazing work created by the passionate crew at TANK click HERE.


The reversible lanes on the Kennedy Expressway are closed due to ongoing construction on the Ohio Street Bridge.
They were shut down at 5 a.m. Saturday, and are not expected to reopen until about 2 p.m.
The Illinois Department of Transportation says drivers should expect delays and allow extra time for travel in the area.


As a passionate and positive graphic designer, I create visual solutions to develop a range of printed communication material to promote client businesses, powerfully and successfully.
Professional graphic design skills are crucial to the success of all businesses. With exemplary design skills, in-depth knowledge, and an extremely satisfied past customer base, there is always a solution to every design conundrum.
Extensive graphic design industry experience, a fantastic port folio and an excellent network within the design/print industry ensures your brief will be fulfilled in an efficient, accurate and cost effective manner.
Categories Listed: 2 categories including: Posters & Billboard Advertising and Graphic Designers.


The environment for businesses operating in the financial services sector has become increasingly complex and regulated in recent years.
UHY member firms have extensive knowledge of the sector and are able to provide informed guidance and insight to clients including banks, insurance companies, fund managers, private equity investors and credit unions.
Specialist staffs have extensive experience of the specific issues facing the sector, from regulatory compliance to the application of international accounting standards. Bespoke risk management strategies are also developed and implemented.
In an industry where information technology is playing an ever-greater role, experts from the UHY network also work with clients on projects to improve productivity and efficiency as well as providing solutions to security and data protection issues.
The increasingly cross-border nature of many regulatory requirements in the financial services sector means many clients draw on the expertise within the UHY network to ensure compliance with legislation wherever they do business.


The Lights Theatre organise wedding events.
We are not aware of any wedding fairs currently organised by The Lights Theatre. If you know of a wedding fair we should feature then please tell us about it. Please bookmark this page to check back later.


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FHWA Home / Safety / HSIP / Highway-Rail Crossing Handbook - Third Edition
Strategic Highway Safety Plan (SHSP)
Highway Safety Improvement Program (HSIP)
Safety Performance Management (Safety PM)
Railway-Highways Crossings (Section 130) Program
High Risk Rural Roads (HRRR)
Kelly Morton
Kelly.Morton@dot.gov
Highway-Rail Crossing Handbook - Third Edition
Table of Contents | Previous | Next
CHAPTER 2. ENGINEERED TREATMENTS – (Continued)
ACTIVE TREATMENTS
Active traffic control devices are those that give visual and audible advance notice of the approach of a train. These include flashing-light signals (both mast-mounted and cantilevered), bells, automatic gates, active advance warning devices, and highway traffic signals. Active devices are typically activated by the passage of a train over a detection circuit in the track, except in those few situations where manual control or manual operation is used (LRT systems typically use loops or contacts because LRT tracks are used as an electrical "ground" to propel trains). Active traffic control devices are usually supplemented with the same signs and pavement markings used for passive control, except that STOP or YIELD signs are not used where active traffic control devices are installed. This section describes the different traffic control devices available for use. Additional guidance on the selection of alternatives can be found in Chapter 3.
Driving tasks at crossings with active traffic control devices are different from those at crossings with passive devices. Passive devices indicate that a crossing is present and that it is the road user's responsibility to look for an approaching train and take appropriate action. At crossings with active traffic control devices, a motorist is told when a train is approaching or is present at the crossing. It is the motorist's responsibility to take appropriate action when the devices are activated.
Train Detection and Device Activation
Devices need to be actuated in advance of train arrival to allow road users to clear the track area. A key principle is "warning time"–the amount of advance notice of the arrival of a train. In addition to the time for road users to perceive and react to active warning devices and for pedestrians and vehicles to clear the tracks, active control devices present at a crossing must activate and operate in a logical sequence which may include "preemption" of downstream traffic signals to allow vehicles to clear from the crossing, as well as activation of flashing-light devices and bells followed by descent of the crossing gates, if present.
Active devices are actuated by means of train detection circuitry. Legacy train detection units rely upon conventional electronic components including coils, resistors, and relays. Current train detection is largely solid state driven, but the outputs are taken from relays activated by the solid state circuits. Shown in Figure 20, the fundamental concept is use of a railroad circuit which uses the rails as conductors. A voltage is applied across the rails at one end of a detection zone and a relay (or other circuitry) detects the voltage transmitted down the rails. The presence of a solid electrical path, as provided by the wheels and axles of a locomotive or railroad car, shunts (closes) the circuit, which causes the detection relay to trip.
The system is also designed to be fail-safe; that is, any shunt of the circuit, whether by railroad equipment, vandalism, or an "open circuit" (e.g., a broken rail or track connection), will open the relay, which causes the crossing signals to be activated.
Figure 20. DC Track Circuit
Source: Adapted from Minor Railways Section Guideline on Train Detection DC Track Circuits, Figure 1, Institute of Railway Signal Engineers, 2014.
Standard highway traffic signals always display a green, yellow, or red light except when power has failed and the signals are dark. Active crossing warning devices, however, usually incorporate some "fail-safe" design principles. In other words, the crossing warning system is designed to give an indication of an approaching train whenever the system fails. Crossing signals are normally dark unless a train is approaching or occupying the crossing, so there is no indication to the road user when power has failed. Therefore, crossing control systems include stand-by battery power should commercial power be terminated for any reason. Solar energy may be used to charge storage batteries to power signals at crossings in remote locations.
Factors that may be considered in the design and installation of a train detection system include the following:
Existing rail and ballast conditions
Volume, speed, and type of highway and rail traffic
Other train detection circuits that may be used on the same pair of rails for the regulation of train movements
Train propulsion currents on electrified lines
Track switch locations within the approach warning distances for a crossing
Train detection circuits used for other crossings within the approaches (overlapping)
Number of tracks
Warning time and system credibility
Constant Warning Time Track Circuit
Train detection systems are designed to provide the minimum warning time for a crossing. The MUTCD and FRA regulations (49 CFR 234.225) require that the system provide for a minimum of 20 seconds of warning time. When determining if the minimum 20 seconds of warning time should be increased, some factors that should be considered include but are not limited to the following:
Where constant warning time is provided, the track circuitry equipment has the capability to sense a train in the approach section, measure its speed and distance from the crossing, and activate the warning equipment to provide the selected minimum warning time. Thus, regardless of train speed, a uniform warning time is provided. If a train stops prior to reaching the crossing or is moving away from the crossing, the warning devices are deactivated to allow highway traffic to move over the crossing. With constant warning time equipment, trains beyond 700 feet can move or switch on the approaches without reaching the crossing, and depending on their speed, not cause the crossing warning devices to be activated, thus eliminating unnecessary delays to highway traffic.
Warning Time Considerations
Track clearance distances due to multiple tracks and/or angled crossings (add 1 second for each 10 feet of added crossing length in excess of 35 feet).
The crossing is located within proximity of a highway intersection controlled by STOP signs where vehicles have a tendency of stopping on the crossing.
The crossing is regularly used by long tractor-trailer vehicles.
The crossing is regularly used by vehicles required to make mandatory stops before proceeding over the crossing (such as school buses and hazardous materials vehicles).
The crossing's active traffic control devices are interconnected with other highway traffic signal systems.
It is necessary to provide at least 5 seconds between the time the approach lane gates to the crossing are fully lowered and when the train reaches the crossing (49 CFR 234.223).
The crossing is regularly used by pedestrians and non-motorized components.
The crossing and approaches are not level.
Additional warning time is needed to accommodate a four-quadrant gate system.
Other factors regarding crossing location as appropriate.
It should be noted that even when constant warning devices are used, the calculated arrival time of the train at the crossing is based on the instantaneous speed of the train as it enters the crossing circuit. Once the calculation is made, changes in the train speed will change the train arrival time at the crossing and, correspondingly, reduce (or increase) the elapsed warning time at the crossing. This factor must be considered at a crossing interconnected to a nearby highway traffic signal utilizing either a simultaneous or advance preemption sequence.
Excessive warning time has been determined to be a contributing factor in some collisions. Motorists who are stopped at an activated flashing-light signal and see no train approaching or see a distant train moving very slowly might ignore the warning of the signals and cross the tracks. A collision could result as the signals may have been activated by a high-speed passenger train just out of sight, not by the slower freight. If motorists are successful in clearing the tracks, they may assume that other crossings have excessive warning time. When they encounter a crossing with minimum warning time, they may ignore the signals, move onto the crossing, and become involved in a collision. This credibility problem is strengthened if motorists continue to successfully pass through activated signals with excessive warning time.
Reasonable and consistent warning times reinforce system credibility. Unreasonable or inconsistent warning times may encourage undesirable driver behavior. Research has shown that when warning times exceed 40-50 seconds, drivers will accept shorter clearance times at flashing-lights and a significant number will attempt to drive around gates.(28) Although mandated maximum warning times do not yet exist, efforts should be made to ensure that traffic interruptions are reasonable and consistent without compromising the intended safety function of an active control device system's design.
Excessive warning times are associated with a permanent reduction in the class of track and/or train speeds without a concomitant change in the track circuitry or without constant warning time equipment. When not using constant warning train detection systems, track approach circuits should be adjusted accordingly when train speeds are permanently reduced. Another frequent cause of excessive warning times at crossings without constant warning time equipment is variable-speed trains, such as intercity passenger trains or fast commuter trains interspersed with slower freight trains.
A major factor affecting system credibility is an unusual number of false activations at active crossings. Every effort should be made to minimize false activations through improvements in track circuitry, train detection equipment, and maintenance practices. A timely response to a system malfunction coupled with repairs made without undue delay can reduce credibility issues. Health monitoring systems capable of reporting to dispatch can improve response times.
Design information about railroad interconnection circuits and approach length calculations can be found in the AREMA Communications and Signals Manual, Part 3.1.10, "Recommended Functional/Operating Guidelines for Interconnection Between Highway Traffic Signals and Highway-Rail Grade Crossing Warning Systems," and Part 3.3.10, "Recommended Instructions for Determining Warning Time and Calculating Minimum Approach Distance for Highway-Rail Grade Crossing Warning Systems."(29)
FLASHING-LIGHT SIGNALS
The fundamental active warning device is the flashing-light signal, refer to Figure 21, which shows the unit combined with an automatic crossing gate. Flashing-light signals consist of two light units that flash alternately at a rate of 35 to 65 times per minute. The signal lens is red and comes in a variety of designs that direct the light toward the motorist. The lamp consists of a low-wattage bulb (legacy units) or LED assembly (current practice) used to ensure operation on stand-by battery power should commercial power fail.
The LED units used in new installations offer many advantages over conventional incandescent lamps including the following:
Higher visibility at greater distances for in-line observations
Greater visibility on angles
Wider beam pattern and therefore easier beam alignment
Pure red signal with fast on/off transition, which improves conspicuity
Lower current consumption at nominal voltage, thereby suitable for solar-powered applications
Longer life expectancy
Figure 21. Illustrative Example Showing Cantilever with Flashing-Light Devices
Source: Brent Ogden.
Key MUTCD requirements (refer to Part 8C.02) include the following:
If used, the flashing-light signal assembly on the side of the highway shall include a standard Crossbuck (R15-1) sign, and, where there exists more than one track, a supplemental Number of Tracks (R15-2P) plaque, all of which indicate to motorists, bicyclists, and pedestrians the location of a crossing.
The flashing-light signal shall display toward approaching highway traffic two red lights mounted in a horizontal line flashing alternately.
Flashing-light signals shall be placed to the right of approaching highway traffic on all highway approaches to a crossing. They shall be located laterally with respect to the highway in compliance with MUTCD Figure 8C-1 except where such location would adversely affect signal visibility.
If used at a crossing with highway traffic in both directions, back-to-back pairs of lights shall be placed on each side of the tracks. On multi-lane one-way streets and divided highways, flashing-light signals shall be placed on the approach side of the crossing on both sides of the roadway or shall be placed above the highway.
MUTCD requires 12-inch lenses for all new installations excepting signals controlling pedestrian movements; however, where 8-inch units are already in place they may be retained for the remainder of their useful service life.
Other MUTCD guidance includes the following:
At highway-rail crossings, bells or other audible warning devices may be included in the assembly as determined by a Diagnostic Team and may be operated in conjunction with the flashing-lights to provide additional warning for pedestrians, bicyclists, and/or other non-motorized road users.
If determined by a Diagnostic Team, flashing-light signals may be installed on overhead structures or cantilevered supports, as shown in Figure 21, where needed for additional emphasis, or for better visibility to approaching traffic, particularly along multi-lane approaches or highways with profile restrictions. If it is determined by a Diagnostic Team that one set of flashing-lights on the cantilever arm is not sufficiently visible to road users, one or more additional sets of flashing-lights may be mounted on the supporting post and/or on the cantilever arm.
Current practice is to provide one flashing-light signal directed at each approach lane which may require use of an overhead cantilever and to provide supplemental flashing-light units aimed at frontage road approaches, as discussed below.
Proper alignment of the light is essential. The following guidance on aiming lights was developed originally for highly directional 12-volt bulbs and reflectors. Current LED equipment, however, is more tolerant on the precision of aiming. Nevertheless, the aiming principles described should be followed. The flashing-light unit on the right-hand side of the highway is usually aligned to cover a distance far from the crossing. The light units mounted on the back of the signals on the opposing approach and, thus, on the left, are usually aligned to cover the near approach to the crossing. Figure 22 shows typical alignment patterns for a two-lane, two-way highway and for a multilane highway.
Figure 22. Typical Alignment Pattern for Flashing-Light Signals with 30-15 Degree Roundel, Two-Lane, Two-Way Roadway
Source: Communications & Signals Manual, Figure 335-1, Lanham, MD, AREMA, 2018.
Cantilevered Flashing-Light Signals
Flashing-light signals are post-mounted, but where improved visibility to approaching traffic is required, cantilevered flashing-light signals are used. Cantilevered flashing-lights may be appropriate when any of the following conditions exist:
Multilane highways (two or more lanes in one direction)
Highways with paved shoulders or a parking lane that would require a post-mounted light to be more than 10 feet from the edge of the travel lane
Roadside foliage obstructing the view of post-mounted flashing-light signals
A line of roadside obstacles such as utility poles (when minor lateral adjustment of the poles would not solve the problem)
Distracting backgrounds such as an excessive number of neon signs (conversely, cantilevered flashing-lights should not distract from nearby highway traffic signals)
Horizontal or vertical curves at locations where the extension of flashing-lights over the traffic lane will provide sufficient visibility for the required stopping sight distance
A typical installation consists of one pair of cantilevered lights on each highway approach, supplemented with a pair of lights mounted on the supporting mast. However, two or more pairs of cantilevered flashing-lights may be desirable for multilane approaches, as determined by an engineering study. The cantilevered lights can be placed over each lane so that the lights are mutually visible from adjacent driving lanes.
Most current installations utilize walkout cantilevers. The inclusion of a ladder and access walkway allows for easier maintenance with less impact to highway traffic. Standard cantilevers for mounting flashing-lights are made with arm lengths up to 40 feet. Where cantilever arm length is more than 35 feet, a bridge structure is preferred.
Supplemental Flashing-Light Signals
Additional pairs of light units, sometimes referred to as "side lights" may also be installed for side roads intersecting the approach highway near the crossing or for horizontal curves. Figure 23 shows the use of multiple pairs of lights to cover a horizontal curve to the left on the approach highway. A horizontal curve to the right may be covered by placing another roadside flashing-light unit on the opposite side of the highway, as shown in Figure 24. Figure 25 shows the use of side lights to provide warning to road users approaching from frontage roadways parallel the railroad. Mounting of angled side light units should maintain the 30-inch spacing indicated in MUTCD Figure 8C-1 from the vantage point of the road user.
Figure 23. Use of Multiple Flashing-Light Signals for Adequate Visibility Horizontal Curve to the Left
Source: Institute of Transportation Engineers.
Figure 24. Use of Multiple Flashing-Light Signals for Adequate Visibility Horizontal Curve to the Right
Figure 25. Use of Sidelights for Frontage Roads
AUDIBLE WARNING
A crossing bell is an audible warning device used to supplement other active traffic control devices. A bell is most effective as a warning to pedestrians and bicyclists.
When used, the bell is usually mounted on top of one of the signal support masts. Alternatively, the bell may be separately mounted on an arm attached to the signal mast. The bell is usually activated whenever the flashing-light signals are operating. Bell circuitry may be designed so that the bell stops ringing when the lead end of the train reaches the crossing. When gates are used, the bell may be silenced when the gate arms descend to within 10 degrees of the horizontal position. Silencing the bell when the train reaches the crossing or when the gates are down may be desired to accommodate residents of suburban areas.
Crossing bell specifications indicate a range of a minimum of 75 dB(A) and a maximum of 105 dB(A). AREMA specifications detail how these measurements are taken, including the following:
Bell should operate between 100 and 325 strokes per minute.
Electronic bells should emulate the sound of electro-mechanical bells.
Practitioners should decide as to whether one audible device is adequate to serve the entire crossing or if a second bell should be added at large crossings.
In addition to the audible device(s) provided at the crossing, FRA requires the sounding of locomotive mounted horns in advance of crossing occupancy by a train. Refer to "Requirement to Sound the Locomotive Horn" within the "Quiet Zones" topic in Chapter 6 for additional guidance.
Wayside Horn
Another form of audible warning is the wayside horn. The wayside horn system consists of a horn or series of horns located at a public highway-rail crossing and directed at oncoming motorists. (Refer to Figure 26 which shows a typical installation using two horns to alert road users approaching from each direction.) The system is designed on fail-safe principles and provides a means to verify sound output. The wayside horn system does the following:
Simulates the sound and pattern of a train horn
Provides similar response from road users
Minimizes the audible footprint in comparison to a locomotive horn sounding when approaching a highway-rail crossing
Figure 26. Automated Wayside Horn
Source: Campbell Technology Corporation.
A wayside horn system can be used as an adjunct to train-activated crossing warning systems to provide audible warning of an approaching train for traffic on each approach to the highway-rail crossing. Wayside horns provide a directional sound which is aimed at approaching roadway users and pedestrians while minimizing the noise impact to properties adjacent to the railroad beyond the immediate crossing zone. (The wayside horn system does not need to be directed toward approaching roadway users on roadways adjacent to the railroad if a STOP sign or traffic signal control device controls roadway traffic.)
When a wayside horn system is used at highway-rail crossings where the locomotive-mounted horn is not sounded, the highway-rail crossings should be equipped with flashing-lights and gates, power-out indicator, and constant warning circuitry–where practical. In such instances, the wayside horn should also provide a "confirmation" indication to the locomotive engineer; in the absence of a confirmation signal, the engineer would need to activate the locomotive-mounted horn.
The wayside horn system simulates a train horn and sounds at a minimum of 15 seconds prior to the train's arrival at the highway-rail crossing, until the lead locomotive has traversed the crossing. Where multiple tracks are present, the wayside horn system is immediately reactivated when another train is detected before the previous train clears the crossing. Wayside horn systems should include a 3- to 5-second delay after activation of flashing-lights signals before sounding.
Section 8C.07 of the MUTCD discusses the installation of wayside horn systems in compliance with 49 CFR 222.(5) These systems provide audible warning directed toward the road users at a highway-rail or highway-LRT crossing, or at a pathway crossing.
Additional information regarding Quiet Zones can be found in this Handbook in the section regarding Quiet Zones.
AUTOMATIC GATES
An automatic gate serves as a barrier across the highway when a train is approaching or occupying the crossing. The gate is reflectorized with vertical red and white stripes. To enhance visibility during darkness, three red lights are placed on the gate arm. The light nearest to the tip remains steadily on; the other two flash alternately. The gate is combined with a standard flashing-light signal that provides additional warning before the arm starts to descend, while the gate arm is across the highway, and until the gate arm ascends to clearance. The gate mechanism is either supported on the same post with the flashing-light signal or separately mounted on a pedestal adjacent to the flashing-light signal post. Additional guidance regarding these devices can be found in Chapter 3.
In a normal sequence of operation, the flashing-light signals and the lights on the gate arm in its normal upright position are activated upon the detection or approach of a train. The MUTCD standard in Section 8C.04 requires that the gate arm should start its downward motion not less than 3 seconds after the signal lights start to operate, should reach its horizontal position before the arrival of the train, and should remain in that position while the train occupies the crossing. When the train clears the crossing, and no other train is approaching, the gate arm should ascend to its upright position normally in no more than 12 seconds, after which the flashing-lights and the lights on the gate arm should cease operation. In the design of individual installations, accommodations for large and/or slow-moving highway vehicles (regarding timing the operation of the gate arm) should be considered.
Section 9.6 of the California Public Utilities Commission (CPUC) General Order 75-D requires that, when the gates are fully lowered, the gap between the ends of two complementary gates must be less than two feet. This CPUC General Order also requires that, if there is a median, centerline striping, or other form of channelization installed, the gap between the gate end and the channelization device must be within one foot." Some railroads request reconfiguration of the crossing when gate arm lengths would exceed 32 feet and it may be necessary to place gate assemblies in the median to cover the approach highway, in which case a 9-foot wide median should be used to provide adequate clearance. In these cases, crash cushions or other safety barriers may be desirable. Under no circumstances should signals or gate assemblies be placed in an unprotected painted median.
Conversely, some railroads would prefer longer gate arms rather than a gate mechanism in the median. When no train is approaching or occupying the crossing, the gate arm is held in a vertical position and the minimum clearance from the face of the vertical curb to the nearest part of the gate arm or signal is 2 feet, for 17 feet above the highway. Where there is no curb, a minimum horizontal clearance of 2 feet from the edge of a paved or surfaced shoulder is required per MUTCD 8C.01, with a minimum clearance of 6 feet from the edge of the traveled highway. Where there is no curb or shoulder, the minimum horizontal clearance from the traveled way is 6 feet. Where flashing-lights or gates are located in the median, additional width may be required to provide the minimum clearances for the counterweight support. It should be noted that gate arms have a maximum standard length of 32-38 feet, depending upon the railroad.
The lateral location of flashing light and gate assemblies should provide adequate clearance from the track as well as space for construction of the foundations. (The area for the foundation and excavation should be analyzed to determine the effect on sidewalks, utility facilities, and drainage.) Figure 27 indicates current standards: It should be noted that commercially available components may encroach on the desired 10-foot clearance between the face of the device and center of rail, therefore a 12-foot setback may be inadequate. For these reasons, some railroads require a 15-foot minimum clearance.
Figure 27. Typical Location of Signal Devices
If it is necessary to locate the supporting post in a potentially hazardous position to ensure adequate visibility, some type of safety barrier should be considered. These are discussed in a later section.
Large multilane intersections and intersections with unusual configurations should be carefully studied to determine the appropriate layout of crossing gate locations. For such conditions, gate arm requirements may become a principal factor in the layout of the intersection geometry and channelization from the outset. The crossing gate (and, therefore, traffic control) treatment should be an integral part of the design of an intersection, not an afterthought.
Discussion on pedestrian treatments can be found in the Pedestrian Treatments section of this document.
It is desirable to place crossing gates perpendicular to the direction of travel on the approach roadway. Figure 28 provides an illustrative example for an orthogonal crossing. The crossing gate mast should be 15 feet from the center of rail; where necessary, this distance can be reduced with concurrence from the railroad provided a minimum distance of 10 feet from the center of rail to the face of any part of the device is maintained. The crossing gate arm typically has a maximum length of 32 feet; if allowed by the railroad, longer gate arms may be used. At locations where the crossing is at a skew angle, the crossing gates need to be set back to be installed perpendicular to the roadway while meeting the required minimum 12-foot distance from the center of rail (refer to Figure 29 and Figure 30 for obtuse and acute angled crossings, respectively). At locations where there is a frontage road intersection close to the crossing, it may not be possible to achieve a mounting perpendicular to the approach roadway and angling the crossing gates may be required as shown in Figure 31. Angled crossing gates reduce the size of the zone between the crossing gate and rail, and may be helpful to prevent vehicles from driving around the entry gates. Current retroreflective materials are activated over a very wide angle and should be visible at night; rotating the gates minimizes the area behind the gate and results in a shorter pedestrian zone behind the gates.
Multi-lane highways typically require use of median-mounted crossing gates. A median-mounted gate may satisfy the criteria to have one set of flashing-light devices aimed at each approach lane. If there are three or more approach lanes, a cantilever is usually required. Examples showing use of medians with median gates and with the cantilever mounted upstream and downstream from the crossing gates are shown in Figure 32 and Figure 33, respectively.
Refer to the subsequent topic Use of Channelization with Gates for more information on median treatments.
Figure 28. Typical Crossing Gate Placement at 2-Lane Orthogonal Crossing
Figure 29. Typical Crossing Gate Placement at Obtuse Angled Crossing
Figure 30. Typical Crossing Gate Placement at Acute Angled Crossing
Figure 31. Alternate Crossing Gate Placement at Acute Angled Crossing
(Shown with Exit Gates)
Figure 32. Typical Crossing Gate and Cantilever Placement at Multi-Lane Roadway with Medians and Median Gates–Cantilever Upstream from Gates
Note: Location of crossing gate and cantilever may be switched
Figure 33. Typical Crossing Gate and Cantilever Placement at Multi-Lane Roadway with Medians and Median Gates–Cantilever Downstream from Gates
Four-Quadrant Gates
Four-quadrant gate1 systems consist of a series of automatic flashing-light signals and gates in which the gates extend across all roadway lanes on both the approach and the departure side of the crossing. Unlike two-quadrant gate systems, four-quadrant gates provide additional visual constraints and inhibit most traffic movements over the crossing after the gates have been lowered.
The use of four-quadrant gates has increased significantly in the past decade for two main reasons: (1) design criteria adopted by transit and commuter rail operators which requires use of gates on all crossing approaches, and (2) "Quiet Zones" where four-quadrant gates have been used for risk reduction.
There are two recognized methods for operation of the exit gates: timed or dynamic. In the first instance, exit gates operate on a delay timer to allow vehicles which pass by the entry gates to exit the crossing zone before the exit gates are lowered. In the second case, known as "dynamic exit gate operating mode," an "exit gate management system" with detection loops in the crossing area is used to monitor vehicle presence within the crossing and hold open and/or raise the exit gates if vehicles are on the crossing after the entry gates are lowered. This second method is costlier to install and maintain but may be preferred at locations where the traffic flow rate is unpredictable to assure exit gates do not descend on vehicles. On the other hand, it is possible for a vehicle to back up into the vicinity of an exit gate loop and cause the gate to raise. It should be noted that some jurisdictions may require use of the dynamic operating mode by policy.2
Entry gates are designed to "fail-safe in the down position" (e.g., they are powered up and if the power fails, they will lower by gravity). However, the failure mode for exit gates is to "fail-safe in the up position" so that vehicles do not become trapped on the crossing in the event of a power failure. Additional guidance for Four-Quadrant Gate Systems operation can be found in MUTCD Section 8C.06.
Four-quadrant gates are recognized as a "Supplemental Safety Measure" (SSM) in FRA regulations governing Quiet Zones (49 CFR Part 222, Appendix A). It should be noted that FRA has assigned a lower effectiveness rate to installations that include vehicle presence detection because the act of raising the exit gates may allow vehicles to enter the crossing. Figure 34 shows four quadrant gate treatments for various conditions.
1 Because of varying intersection configurations, not all crossings using exit gates have gates in all four quadrants; the term "Full Closure" is a broader characterization of crossings with gates to block exit lanes.
2 For example, the California Public Utilities Commission (CPUC) requires use of a vehicle presence system "subject to a Commission staff diagnostic field meeting recommendation and an engineering study performed by railroad or local agencies" (General Order 75-D).
Figure 34. Example of Location Plan for Flashing-Light Signals and Four-Quadrant Gates
Source: Manual on Uniform Traffic Control Devices, 2009 Edition, Figure 8C-2, Washington, DC, FHWA, 2009.
The barrier gate is a movable automatic gate designed to close an approaching roadway temporarily at a highway-rail crossing (see Figure 35). A typical installation includes a housing containing electromechanical components that lower and raise the gate arm, the arm itself, and a locking assembly bolted to a concrete foundation to receive and hold the lowered gate arm in place. The barrier gate arm has been installed with a system consisting of three steel cables, the top and bottom of which are enclosed aluminum tubes.
Figure 35. Example of a Resistance Barrier
Source: B&B Roadway–Resistance Barrier. (n.d.). Retrieved July 17, 2018, from http://bbroadway.com/site/products/vt-6802hdtr/
Barrier devices should at least meet the evaluation criteria for a MASH(24) attenuator; stopping an empty 4,500-pound pickup truck traveling at 43 mph. Barrier gates have been tested to safely stop a pick-up truck traveling at 45 mph.
Barrier gates could be applied to situations requiring a positive barrier, such as closing-off road traffic and opening crossings only on demand. FRA regulations(7) also require use of FRA-approved barrier and/or enhanced warning systems for train operation over 110 mph. FRA has indicated that a barrier gate, if equipped with monitoring device, may be used to enforce a nighttime closure for partial quiet zones.
Page last modified on November 14, 2019


By Rubinstein I out of a Lord Liberty mare, Rubicell won dressage classes at Intermediare I, and went to the European Juniors in 2009. As a 5 and 6 year old Rubicell went to the Bundeschampionat in both jumping and dressage. ..
Rubicell not only was he successful in competition, he was also exceptionally successful as a breeding stallion. In the evaluation of his first crop of off-spring under saddle, Rubicell was the sire with the highest ranking offspring!!! Earning him the Main Premium Stallion title. It is most noteworthy that the nine offspring representing him had an average score of 8.0 for rideability! He also had 3 offspring in the Final of the German Championships at Tubingen in 2005 Rubicell is an S level.


As part of the Youghal RNLI's 175 year celebrations CRY104fm has produced a brand new 1 hour Documentary "Saving Lives at Sea" which you can hear on your local station on Tuesday next the 29th of April at 7pm.
Beginning with one of Youghal Lifeboats most dramatic rescues on the 1st of August 1984 , the programme will trace the History of the Lifeboat station right up to the present day,.
In the programme we will hear from a large number of volunteers both past and present from Youghal RNLI who have regularly put their lives at risk to keep the waters of East Cork safe while looking at the changes that have taken place in both technology and in the Lifeboat station since 1839 and in particular since the 1970's when the changes in RNLI technology and capabilities have been vast.
In total Youghal's Lifeboats have been launched on over 340 occasions and have saved over 200 lives which in itself is a remarkable achievement for an organisation which is solely run by volunteers and is dependent on people's goodwill and generosity in order to survive financially and maintain a lifeboat service on our coastline.
The programme will celebrate the bravery and truly heroic actions of Youghal RNLI volunteers by retelling some of the stations most dangerous sea rescues while also examining how a tragedy brought a community together in grief but also highlighted the extraordinary dedication and selflessness of RNLI volunteers which brought comfort to two grieving families.
The programme will also look at the extended RNLI family from the partners and children that remain on shore while the volunteers embark on potentially dangerous rescues to the vitally important fundraising arm of the Youghal RNLI whose often unseen work ensures that the lifeboat service remains intact for the people of Youghal and the surrounding areas. .
Above all in what will be compelling listening for all those with an association with the sea "Saving Lives At Sea" will highlight how vital the lifeboat service is to the Community of Youghal while raising awareness of the work this most deserving charity does.
There is a coffee morning at the Methodist Church Hall in Youghal this Wednesay from 10.30 am - 12.30 am.


In powerpoint, you can use hyperlinks to link to resources that are not online. To create a quick way to refer to another slide in your presentation, you can create a hyperlink to that slide. If you need to access a file stored on your computer, you can create a hyperlink to it. Additionally, powerpoint allows you to format pictures and shapes as hyperlinks.
Right-click the selected text or image, then click Hyperlink.
On the left side of the dialog box, click Place in this Document.
A list of the other Slides in your presentation will appear. Click the name of the slide you want to link to.
Click OK. The text or image will now be a hyperlink to the slide you selected.
Right-click the selected text or image, then click Hyperlink. The Insert Hyperlink dialog box will appear.
On the left side of the dialog box, click Existing File or Webpage.
Click the drop-down arrow to browse for your file.
Click OK. The text or image will now be a hyperlink to the file you selected.
If you plan on displaying your presentation on a different computer than you used to create it, your hyperlink to another file may not work. Make sure you have a copy of the linked file on the computer you are using to present, and always test hyperlinks before giving a presentation.
Sometimes you might want to to format objects—including shapes, text boxes, and pictures—as hyperlinks. This is especially helpful if you want the object to act like a button. To do this, right-click the desired object and select Hyperlink from the menu that appears. Click the object during the presentation to open the hyperlink.


Blue Willow has long delighted the brunch crowd. The converted adobe house offers a relaxed atmosphere and includes year-round dining on the patio. Specialty items star, such as the fresh fruit crepes and the Blue Willow special (eggs scrambled with chicken, green chiles, tomatoes, chopped corn tortillas, cheddar, salsa and sour cream ... wow!). Of course, the coffees and lattes are excellent. Teas are available, and if it is late enough in the day, you can enjoy a glass of wine. This is the place for the perfect meal on a perfect morning.


text:
1st Timothy
Evangelism Sunday
A Walk Through Romans
Study of Romans
Ministry Needs
Fellow Ministries
What about the Law?
Rom 7:1-6; Rom 5:20-21; Rom 6:14; Eph 2:11-22. Rom 1:1-6, 14-17.
WTROM-82-141203 - length: 46:57 - taught on Dec, 3 2014
Class Outline:
John Farley
Pastor-Teacher
In Romans 6, Paul dealt with questions about sin, and in particular the relationship between sin and grace.
Romans 7 deals with the Law.
Principles for studying Romans 7
Paul is always very clear in his thinking, especially in Romans. He states exactly what he is talking about.
Romans 7 is for clarification about the Law -what it is and is not - and its relationship to Christians.
Paul has set the stage for Romans 7 by several key statements he has made about the Law earlier in Romans.
The monologue in ROM 7:13-25 is notoriously tricky to interpret. The best way to understand it is to first make sure that you understand ROM 7:1-6 !
There are several other passages in other epistles that also speak about the role of the Law.
You should have a working knowledge of what the Law is in order to get the most out of chapter 7.
Romans 7 in turn sets the stage for Romans 8.
Expect to be freed up from some things in your heart as you grasp the meaning of Romans 7.
ROM 5:20-21 has set the agenda for chapters 6 and 7 of the book of Romans.
Romans 6 and 7 are a parenthesis between Romans 5 and Romans 8.
Romans 7 is about
the Law.
Romans 7 is first and foremost about the Mosaic Law, the Law given to Moses on Mount Sinai.
The Mosaic Law is recorded in the books of Exodus, Deuteronomy, and Leviticus.
Romans deals primarily with the portion of the Law of Moses known as the moral or ethical code.
The ten commandments are a simple way to see what this is about.
The Law is good, and holy. The behavior it advocates is righteous behavior.
The Law isolates a man and puts him in a one-on-one situation.
You versus the commandment.
The book of Hebrews deals with the ceremonial or ritual part of the Law, which is another part of the Law.
HEB 8:11
regulations of divine worship and the earthly sanctuary.
The Mosaic Law is a major subject in the New Testament epistles. Paul brings it up in most of his epistles.
Some of Paul's most relentless opponents wanted to put Gentile believers under the Law.
The Law is very prominent in the book of Romans.
Your body is only yours to the extent that you decide which master you will put your body at the disposal of.
The Law takes center stage in Romans chapter 2, and it is prominent in chapters 3, 4, and 5 as well.
Yet chapter 7 is the most complete and detailed treatment of the subject of the Law in the epistles.
Why is it that the Law is so prominent in the book of Romans?
The Jews are never far from Paul's heart as he writes this letter.
"In every line that Paul wrote he had Judaism in mind."
Major portions of the book of Romans are dedicated to clarifying the Gospel as it concerns the Jew.
Are we Jews included in the indictment , the charge that there is none righteous, not even one?
Chapter 2 of the book of Romans answers this question.
What about the Old Testament Jews?
Were they justified by faith apart from works of the Law?
Won't preaching grace cause us to sin?
What about God's promises to the nation of Israel? Has God rejected His people?
Chapters 9, 10, and 11 of the book of Romans answer this question.
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© John Farley


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At Walker Farm, we offer both our Waldorf model where you can enjoy such features as a recreation room, island kitchen, upgraded finishes and a 1-car garage!
You'll particularly love how well designed our models are with their open, first-floor living areas and spacious master suites. Whether you're hosting a gathering or just enjoying a quiet weekend, your townhome here is the perfect fit.
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Within walking distance of Walker Farm, you'll find downtown Hockessin, where you can dine at all kinds of restaurants and shop at local stores. For even more, just head down the road to Lantana Shopping Center, which has an Acme grocery store and plenty of places for lunch and dinner.
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text:
Jayhawks Defeat Cal State Fullerton in Eight
PALM SPRINGS, CALIF. –
The Kansas softball team started out day two of the 2005 Palm Springs Classic with a 3-2 extra-inning victory over Cal State Fullerton Saturday afternoon. The Jayhawks (6-6) face off against No. 12 Washington Saturday night at approximately 8 p.m. Central.
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Junior Jessica Moppin gave the Jayhawks a 1-0 lead in their first at-bat with a solo home run to left field, her third of the season and 17th of her career. CSF (3-4) answered with a run in the bottom of the first off three straight hits. The Titans left runners on second and third as KU retired the final three batters.
Junior pitcher Serena Settlemier took matters into her own hands and hit KU's second home run of the day off the first pitch of the second inning. The dinger was her second of the season and 15th of her career, and tied with head coach Tracy Bunge for fourth place on the Jayhawks' career home runs list.
The Titans scored again in the bottom of the third on a hit and two KU errors to tie the game.
Kansas took a 3-2 lead in the bottom of the eighth. Freshman Jackie Vasquez was placed on second per the international tie-breaker rule, and moved around to third on a sacrifice bunt by frosh Cyndi Duran. Vasquez scored on a squeeze bunt attempt by Moppin but the Jayhawks could not add to their lead after a Titan double play to end the at-bat.
With a CSF runner on third and one out, junior Ashley Frazer reached over the temporary fence in right field and robbed Katie Gollhardt of a walk-off home run. The KU defense retired the last batter on a grounder and held on for the 3-2 win.
Settlemier (3-2) struck out six, allowed six hits and walked none in eight complete innings of work. The Kansas offense notched four hits and walked five times in the win.
-KU-


Why the marketing I did was not working as well as before?
How negative word of mouth hurts business?
What does a marketer do in the 5 phases?
Do enough customers finish the journey? If not, WHY?
Does a marketer know whether the customers are moving towards the "finish line"? If not, WHY?
Is the marketer using the right methods or tools to achieve the business objectives? If not, WHY?
You probably want to find where you are and where you want to go before determining how to get there. Start with identifying customer interests, studying competitive landscape and relevant social market environment, and learning from the best practices. Click here for examples of use cases of tools for social marketing.
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Talking to Bjorn Vang-Mathisen of Ocean Independence, he tells me that the 47.09m superyacht Arethusa is based in Port Forum, only 10 minutes away from the forthcoming Barcelona Boat Show - November 7th to 15th - and he's welcoming broker viewings.
A joint listing for sale with Craig Cadwalader of Ardell, Arethusa was built in steel by Nereids Yachts in 2008 and sleeps 10 guests in a master, two doubles and two twins. Following a price reduction in April, the superyacht's now asking €20 million.


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Das Gebäude Lichtingerstraße 21 im Stadtteil Pasing der bayerischen Landeshauptstadt München wurde 1922 errichtet. Die Villa an der Ecke zur Wilhelm-Hey-Straße, die nach Plänen der Architekten Oskar Delisle (1873–1944) und Bernhard Ingwersen erbaut wurde, ist ein geschütztes Baudenkmal.

Der klassizisierende Walmdachbau, der zur Waldkolonie Pasing gehört, besitzt einen Giebelrisalit und eine breit durchfensterte Gartenfront.

Literatur

Weblinks

Villa in München
Bauwerk in Pasing
Baudenkmal in Pasing
Erbaut in den 1920er Jahren
Lichtingerstraße (München)


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Q: How can output all products for different productFlavors and buildTypes? I defined two buildTypes and two productFlavors,but when I run the app,it just output two apks,not four apks,and I see in Build variants,I can select only one build variant for each module.So how can I build all products apks?Anyone can teach me,thanks!
build.gradle:
buildTypes {
    release {
        minifyEnabled false
        proguardFiles getDefaultProguardFile('proguard-android.txt'), 'proguard-rules.txt'
    }
    debug {
        minifyEnabled false
    }
}

productFlavors{
    arm{
        applicationId = "com.demo.falvor1"
    }
    x86{
        applicationId = "com.demo.falvor2"
    }
}

build variants:

A: Open the "Gradle project" tab (bottom-right), then select "Execute gradle task" (the fourth button at the top).
It will open a dialog to enter a command, then you just need to type assemble.


text:
<?php

namespace Magento\Setup\Module;

use Magento\Framework\App\Resource;
use Magento\Setup\Module\Setup\ResourceConfig;
use Zend\ServiceManager\ServiceLocatorInterface;

class ResourceFactory
{
    /**
     * Zend Framework's service locator
     *
     * @var ServiceLocatorInterface
     */
    protected $serviceLocator;

    /**
     * Constructor
     *
     * @param ServiceLocatorInterface $serviceLocator
     */
    public function __construct(ServiceLocatorInterface $serviceLocator)
    {
        $this->serviceLocator = $serviceLocator;
    }

    /**
     * @param \Magento\Framework\App\DeploymentConfig $deploymentConfig
     * @return Resource
     */
    public function create(\Magento\Framework\App\DeploymentConfig $deploymentConfig)
    {
        $connectionFactory = $this->serviceLocator->get('Magento\Setup\Module\ConnectionFactory');
        $resource = new Resource(
            new ResourceConfig(),
            $connectionFactory,
            $deploymentConfig
        );
        return $resource;
    }
}

redpajama_set_name: RedPajamaGithub


text:
Home|✔ Economics|✍ Tourism and UK Economy
How Tourism Contributes to the UK Economy Free Essay
To What Extent Does Climate Change Impact Tourism Industry and the Global Economy?
Why Do People Travel for Shopping Tourism Essay
Tourism Trends in the Latter Half of the 20th Century Free Essay
Tourism and UK Economy Free Essay
Topic: Economics
The Impact of Tourism on the UK Economy
Development of new technologies and introduction of the technology advances in all life spheres leads to overall progress of the society. Tourism in its turn is a kind of activity, which is closely related to this progress. Tourism has transformed from the need to visit different places to the pleasure of seeing and visiting them, and later it became an economic activity. The UK is considered to belong to significant tourist attractions in the world, as the country regularly attracts millions of visitors. The major tourist destination in the UK is London. Generally tourism is considered to be an important market sector in the economy of the country. A lot of efforts were already contributed in order to attract more home and foreign visitors to the spectacular places of the UK, and to the Olympic Games 2012. More visitors and tourists logically bring more profits. Tourism is said to be an important sector, which is beneficial for generation of foreign revenues. Along with this tourism is peaceful and related to the culture of the country. The UK, as a rich culture, has the chance to create a better image around the world thanks to the tourists, visiting the country. Along with great benefits tourism sector brings a lot of new challenges, related to security and pollution for example.
Most of the researchers nowadays are focused upon investigating of the analysis of the actual relation between tourism and economic development of the country. The general aims are to work out the strategies for maximizing of this development and creating and sustaining of the positive cultural image in the world. There is a profound connection between culture and tourism, as culture is based first of all upon authenticity and originality, and tourists are attracted exactly to these kinds of factors. Understanding of the mechanism of this correlation is beneficial for using tourism for economic benefits for the country. The UK is the country with variety of tourist attractions and no wonder that tourism has important impact upon the country's GDP amount. The UK is an accessible place: there are International Airports – Newcastle International and Heathrow, road network, rail network and the Channel Tunnel. This attracts a lot of international tourists, as well as motivated the citizens of the country for domestic tourism activities. Tourism in the UK is encouraged due to two reasons, first of all as its helps to create the positive image of the country in the world and secondly because tourism has great economic impact.
Tourism was initially encouraged due to its economic impact, as it played the role of the engine for generating of a lot of public and private business options. Tourism has contacts with the local community and economy and this explains such serious impact of tourism sphere upon economy of the country. Tourism brings positive effects for the local economies and has impact upon national GDP increase. Also, tourism should be considered as a component of community development, contributing to reduction of poverty. As Pearce (1989) put out: "Studies of the impact of tourist development on a destination or destinations have been the largest single element of tourism research much of this is predominantly the work of economists and has concentrated on the effects of income and employment." In case if tourism is successfully incorporated into the future plans of country's development and obtains appropriate provisions for creating of the connections between different sectors, then it has a potential for causing growth in all spheres, related to tourism in the main economic spheres of the country.
When tourists arrive to their destination place, they certainly have a lot of different kinds of spending and their spending is an important economic factor for the country. Thus tourists affect the inflation rates, employment/unemployment statistics, exchange rate, GDP and so on. For example when inflation started to grow in 2008 in the UK, this fact was related to the shortage in arrivals and the inbound tourism in the country. The Euro monitor International Figures stated that the inbound tourism decreased by 5%. Then the inflation stuck during the following year and had great impact upon most of business spheres, including tourism industry as well. Citizens of the country were inclined to spend their holidays and vacations inside and at the same time fewer tourists arrived from other countries of the world. "The Euromonitor International Figures that were recorded in 2009 showed that there was an approx. 12% decline of people traveling abroad from the UK. The inflation rate of the UK, which was last recorded in November 2012, was 2.70% according to ONS." (World Travel and Tourism Council, 2016). It is mentioned in the report by UKCES in 2012 that tourism makes for around 6% of GDP of the United Kingdom and secured work places to around 2.5 million individuals. Exchange rate and the process of fluctuation of currencies are also related to the spending patterns, revealed by tourists.
Domestic tourism is considered to be one of the most important components of tourism spending in the UK. In 2008 for example the expenditures reached £21,881 million. Statistically there were 126 million trips made in 2009 domestically. People in the United Kingdom prefer to travel during the periods, when they have bank holidays and their long summer vacations. "There is a longstanding history in the UK of travel to coastal resorts such as Blackpool, Lancashire and Swansea, Wales, with many families staying at accommodation called holiday camps. This tradition has faded significantly due to competition from overseas package holiday operators, rising operational costs, and rapidly changing demand which forced many holiday camps to close in the 1980s and 1990s." (Hall et. al., 2005, p. 113).
The heritage tourism also plays an important for the connection between the tourism and economic spheres of the UK. Domestic and international tourists made around 192 million trips, which were heritage-motivated and spent £17.5 billion for them. Most of these tourists traveled to castles, to painting and sculptures museums, art galleries, to cathedrals and churches, beaches, urban parks and various national reserves, they explored actively the countryside. In order to respond to this kind of demand, the UK established a lot of tourism services, such as building hotels, managing museums, running training and so on. This process is important, as it leads to stimulation of the economic activity of the UK, and thus heritage tourism makes a weighty contribution into the economy of the country. The businesses and organizations, which worked for heritage-motivated tourists, were estimated to have purchased the goods and services for £6.5 billion from the UK supplies in 2015.
The history of the rural tourism in the United Kingdom is the longest in the western regions, such as Devon, Cornwall, Scotland. The tourist activities were of great importance for the regions for maintaining of the market share and being economically stable. Development of the rural tourism in the United Kingdom is directly connected to the emerging of the system of transportation. The railroads appeared in the 19th century, and in the 1950s and 1960s the coastal resorts attracted more and more tourists. During the following decades, the tourists could enjoy the packages for Mediterranean Sea. "According to the Government UK in 2015, 42.1% of enterprises, 25.7% of turnover and 44.4% of employment was in rural tourism industry, making it the largest division. In rural England, 10.6% of local business units are in tourism related industries. In addition, the visitors from rural areas spent £3 billion (of which £200 million were expenses in rural tourism), and there were 850 million tourists and 1900 million visitors." (World Travel and Tourism Council, 2016). In 1980 national organization were created with the aim to provide support for the small business development in the sphere of rural tourism. Among them were The British Tourist Authority, Scottish Farmhouse Holidays, Farm Holiday Bureau, Classic Cottages and so on. It is possible to trace the involvement and cooperation of the companies in the sphere of rural tourism in the UK. The UK has the plans to diversify the tourist offers by the year 2020 in the rural areas in order to offer new opportunities for appearing of new sphere locally. Rural tourism should not be seen in its narrow sense; instead it is important to understand that it has great meaning for the economy of the UK, as rural tourism is beneficial for the domestic market and could reinforce the incomes from the external markets as well.
Overall, analyzing the sphere of tourism in the UK, it is possible to assume, that the increase of progress and proving the chance to obtain higher knowledge level and overall life dynamics are the factors, which force rapid development of the tourism sector. People have the wish to travel and see new places and meet new cultures. The UK is the country, which is known in the whole world as a rich tourist destination and attraction, thus no wonder that the tourism sphere is really meaningful for the economic development of the country.
Abdellatif, Tarek. 2015. The Importance of the Image of a Destination in the Choice and Intention of Revisiting: The Case of Island of Djerba. Behavioral Marketing Journal. Vol. 7, No. 7.
BBC. 2010. Tourism Value to UK 'could grow by 60% in 10 years. Retrieved from http://www.bbc.co.uk/news/uk-10724560
Butnaru, Gina, Ionela, Haller, Alina. 2017. Perspective of Sustainable Rural Tourism in the United Kingdom of Great Britain and Northern Ireland (UK): Comparative Study of β and σ Convergence in the Economic Development Regions. Sustainability.
Hall, D., Kirkpatrick, I., Morag, M. 2005. Rural Tourism and Sustainable Business; Cornwell Press: Hook, UK
Oxford Economics. 2013. The Economic Impact of the UK Heritage Tourism Economy.
Pearce, D. 1989. Tourist Development. Wiley, New York.
Tourism In The UK Contributes More GDP Than Automotive Manufacturing. n.d. Business report.
World Travel and Tourism Council (WTTC). Travel & Tourism. Economic Impact. 2016. World Travel &Tourism Council: London, UK.
https://freeessays.club/tourism-and-uk-economy-free-essay/


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Q: URL Routing to Default Page I have an asp.net 4.0 web forms app setup with url rereouting.  In development, my app's URL looks perfect.  I have a page called enrollnow.aspx that responds to the routing, so if I type in localhost/enrollnow/abc, my app responds as expected.
Once promoted into my staging environment however, the URL is off.  I have a domain, and a virtual dir created off of my domain called "enrollnow".  So basically, my URL outside of development is: mydomain.com/enrollnow/enrollnow/abc - where the first enrollnow is the directory, the second enrollnow is the page name, and the abc is my route value.
Is there any way I can have the "default page" respond, so the second enrollnow (which is enrollnow.asp) isnt required?  Perhaps I can rename my enrollnow.aspx page to default.aspx, or I can change the mapping in my routetable?  Heres my routetable, incase that helps.  thanks!
Routetable:
RouteTable.Routes.Add("PURLRoute", New Route("EnrollNow/{PURL_ID}", New PageRouteHandler("~/EnrollNow.aspx")))

A: I'd try to omit "EnrollNow/" in your route:
RouteTable.Routes.Add("PURLRoute", new Route("{PURL_ID}",
    new PageRouteHandler("~/EnrollNow.aspx")))

BUT: The problem will be for the routing table to distinguish between a parameter value and a route to another page. For instance, say, you have another route:
RouteTable.Routes.Add("AnotherRoute", new Route("AnotherPage",
    new PageRouteHandler("~/AnotherPage.aspx")))

Then the behaviour when specifying the URL mydomain.com/enrollnow/AnotherPage will depend on the order you added the two routes above. If "PURLRoute" is added before "AnotherRoute" the URL will be routed to "EnrollNow.aspx" and "AnotherPage" will be interpreted as a parameter value for {PURL_ID} (which you probably don't want). If "PURLRoute" is added after "AnotherRoute" you will be routed to "AnotherPage.aspx" (which is good, I think) but then you can never specify "AnotherPage" as a value for {PURL_ID}.


text:
HomeSorry, British Non-Jews: You Don't Get To Decide Who The Good Jews Are
Sorry, British Non-Jews: You Don't Get To Decide Who The Good Jews Are
Keith Kahn-HarrisApril 3, 2018Getty Images
It's a very strange time to be a Jew in Britain. With the issue of anti-Semitism in Jeremy Corbyn's Labour Party dominating the headlines for the last couple of weeks, we've now reached the point where arcane questions of Jewish communal politics are now of national interest.
The latest example concerns Jewdas, an irreverent collective of radically-inclined, (mostly) young Jews. The attendance of Jeremy Corbyn at their recent third night seder has become a matter of national debate. At a time in which he is under intense pressure to show he is serious about tackling anti-Semitism, Corbyn's choice to attend an event by a radical Jewish group has been interpreted in some quarters as a snub (calculated or careless according to your point of view) to the "mainstream" Jewish community.
What's been astonishing to witness has been non-Jewish commentators and politicians passing judgement on Jewish organizations that they are very unlikely to have heard of just minutes before. Guido Fawkes, the blog that "broke" the story, concluded:
Corbyn could have chosen to meet with the Board of Deputies, the Jewish Leadership Council, the Jewish Labour Movement or another mainstream Jewish group. Instead he went to Seder with Jewdas, a far-left group which is shunned by mainstream Jews, called for the Israel to be "disposed of" and has launched vitriolic attacks against Corbyn's Jewish critics.
But it isn't just non-Jews who are telling British Jews which of our organizations are kosher; British Jews themselves are colluding in the process. In a TV interview, Jonathan Arkush, President of the Board of Deputies (the mainstream community's representative organization) stated of Jewdas, "They are not all Jewish -– but they are lifelong campaigners against the Jewish community to whom they show the upmost disregard and contempt."
Predictably, social media has been full of praise — and contempt — for Jewdas. They are lauded as heroes by a left battered and resentful at accusations of anti-Semitism, and from other parts of the political spectrum they are damned as an insidious fringe colluding in the normalization of anti-Semitism.
Who is right then? The truth about Jewdas is less easy to summarize.
When they emerged over 10 years ago, they were, for some of us on the Jewish left, what we'd always longed for. Organizing parties, happenings and "radical Torah" events, Jewdas has always challenged the Jewish community's sacred cows — including Israel and Zionism — in an often wry and provocative manner. And in their "exposés" of Corbyn's "outrageous" participation in the Jewdas seder, critics have pointed to some highly incendiary language about Israel, including a prayer in their 2017 Haggadah: "Please God, smash the state of Israel."
Opinion | Sorry, British Non-Jews: You Don't Get To Decide Who The Good Jews Are
No Pasaran! London Parties Like it's 1936
Chris CoxOctober 5, 2011
In truth though, the Jewdas collective contains a plurality of views on Israel, including everything from tortured ambivalence about Israel to convinced anti-Zionism. Similarly, members have veered wildly between exposing and confronting left anti-Semitism and supporting some of those (such as Corbyn) who have been accused of enabling it. Naturally, it is their more incendiary, often deliberately over-the-top statements that get the publicity.
The attendance of Corbyn at the seder poses other risks to Jewdas as well. There is a disturbing whiff here of the kind of Jewish communal politicking that we find in more mainstream Jewish organizations, where members of a Jewish organization will preen themselves as the good Jews that the non-Jewish politicians love; and, in turn, there's the feeling of the non-Jewish politicians validating themselves by telling the world "Look! The good Jews love me!"
The irony is that Jewdas was never supposed to be a collective of good Jews. Yet that is what they are being turned into by the Corbynistas, just as Corbyn's detractors are determined to turn them into bad Jews. It's all depressingly familiar and very very non-radical.
Getting Through the Holidays…With Prozac
Devra FerstDec 16, 2009
These days, pretty much anyone who is accused of anti-Semitism can find a group of Jews to give them a pass. In the last couple of weeks we've seen the apotheosis of this process, with endless "Jewsplaining" about who the real, good Jews are, the Jews to whom one should listen to about anti-Semitism. In their attempt to perform as "woke" opponents of anti-Semitism, non-Jewish Jewsplainers on the right and left are recapitulating the worst — and most self-hating — of our traits as Jews.
If Jewdas, and anyone else who thinks of themselves as a Jewish radical, is seeking something to smash, it should be this. Non-Jews need to be told to stop picking and choosing which Jews they listen to. Engaging with Jews and fighting anti-Semitism means recognizing that there will be Jews who hold positions you disagree with.
Genuine anti-racism means fighting for the rights of people you despise.
I don't know why Jewdas invited Corbyn to their seder (and I've heard whispers that some of those in attendance weren't happy about it), but I wish one of them had had the courage to do something truly revolutionary. They should have told Corbyn to get out of his comfort zone and attend a seder held by Jews whose politics he does not agree with. And instead of hosting Corbyn, Jewdas should have invited a different kind of non-Jewish politician who claims to oppose anti-Semitism, one on the right who finds the idea of leftist Jews baffling or disgusting.
That would have been truly radical.
Dr. Keith Kahn-Harris is a London-based writer and sociologist. His book on denial will be published by Notting Hill Editions in 2018. His website is kahn-harris.org.
very forward
Keith Kahn-Harris