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blog/ October 29, 2022/
The 12 Best peace love music Accounts to Follow on Twitter
I was watching a documentary about the peaceful protests in Los Angeles and one of the most amazing things I saw was a woman named Tama Tame. She is the founder of the Peaceful protests that have been happening around the world for more than 20 years. She is the one that brought the people from all over the world together to put on a peaceful protest. I have been following Tama for a long time and she is one of the best people I have ever met.
Tama Tame is a woman with a very simple message. And it is an easy message if you want to put it in a nutshell: peace and love are the only two words that will bring people together to get what you want. And it is this simplicity that Tama is able to convey. It is this simplicity that makes people come out into the streets to protest. It is this simplicity that inspires the world to start taking a little more care for the people they love.
I mean, it is peace and love that I would like to see, but it's also not easy for me to put into words. But even when I am able to, it's very hard to put it into words. I feel like I need to find a way to put it into words. And so to see Tama Tame use a simple melody with the lyrics in her own voice to help share peace and love with us, it makes me want to sing it.
Tama Tame is a really talented artist, so I think there is a real possibility that she could create a song for peace and love that could be part of a protest song. It would be a really simple song, but it could be a powerful moment when people started to take some positive action.
I think there is a real possibility that this song would help people to start taking some positive action. I'm not saying that it would be good to start a peace movement, or that it would be good when people start to stand up for something, I'm just saying that it would be a good reminder of why it's so important to stand together.
If you think about the concept of peace, you can see why the idea of a peace music protest song is so powerful. It's a reminder of why we all need to stand together to make sure that we do what we can to make this world a better place. We shouldn't be afraid to express our feelings, especially when it comes to our own lives.
I believe in peace, love, music, and movement, so its not hard to say that a peace music protest song is an excellent concept. In addition, a protest song should not be used to attack someone else, but to show love. As a protest song, it can be sung as a form of social protest too, and as a great thing to sing, it can lead to increased appreciation for that which is good, and for that which is important.
Peace love music should be sung in a peaceful and loving way. This is the right way, and the wrong way to do it. The wrong way leads to anger and hatred and can even lead to violence. The right way of peace love music encourages love and good will. Because peace love music is the opposite of the wrong ways, this is a good thing.
It's been said that peace love music should be sung by people who aren't angry… and by people who aren't angry, it should be sung to a song with the word "peace" in it, so that people who are angry are left smiling at the music.
We hear this song every time we go to a wedding or funeral. It can be a song that we know will bring us good luck, because it's the one that reminds us to be the good guys, or it can be a song that we know has the power to bring us good luck, because it's the one that reminds us to be the good guys. It doesn't matter. You can have both.
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Libyan government forces on Tuesday pushed back troops loyal to eastern commander Khalifa Haftar in the Hira area south of the capital Tripoli in a counter-offensive, Reuters reporters at the scene..
Eastern Libyan forces said on Monday they would intensify an assault on Tripoli, the capital in the west of the country that is held by the internationally recognized government, as the death toll in a..
Forces loyal to Libya's internationally recognized government have pushed their eastern opponents back on parts of the frontline south of Tripoli, despite the attackers flying overnight air strikes on..
Several air strikes and explosions shook the Libyan capital Tripoli overnight, residents said, as forces loyal to Libya's unity government announced a counter-attack against military strongman Khalifa..
Several air strikes and explosions shook the Libyan capital Tripoli overnight, residents said, in an escalation of a two-week offensive by eastern forces on the city held by the internationally..
The White House said on Friday that US president Donald Trump spoke by phone on Monday to Libyan military commander Gen Khalifa Haftar and discussed "ongoing counterterrorism efforts and the need to..
Italy's interior minister said on Wednesday terrorists have used recent upheaval in Libya to infiltrate migrant boats heading for the country's ports. Matteo Salvini, leader of the far-right League..


September 18, 2015 (LiveActionNews) -- The international pregnancy support and adoption agency Bethany Christian Services is launching a program to send life-saving ads specifically to smartphones inside abortion clinics, Copley Advertising has announced in a press release.
Copley, the creators of the "mobile geo-fence program," say they will "target Planned Parenthood clinics, abortion clinics, methadone clinics and high-risk areas (AHPA)" starting in Columbus, New York City, Pittsburg, Richmond, and St. Louis, tagging smartphones inside the locations and placing Bethany ads in apps they open.
"We are very excited to bring our mobile marketing capabilities to the pro-life community," Copley CEO John Flynn said.
Copley and Bethany first connected earlier this summer, following the latter's April-May foray into IP-targeted advertising for female college students, which was credited with making half a million impressions.


text:
Anatolijus Baranovas (born 2 February 1940) is a Soviet long-distance runner. He competed in the marathon at the 1972 Summer Olympics.

References

External links

1940 births
Living people
Soviet male long-distance runners
Soviet male marathon runners
Olympic athletes of the Soviet Union
Athletes (track and field) at the 1972 Summer Olympics
People from Novgorod Oblast

redpajama_set_name: RedPajamaWikipedia


m/reliability, the reliability management module of the Technical Operations WebSuite manage/m®, supports operators to continuously monitor the effectiveness of their maintenance programs and enables them to analyze their maintenance and component reliability data.
Within the module, the function Customer Evaluation allows the retrieval of a lot of useful information such as logbook data or irregularities. The application, which can be accessed through m/reliability/fleet, now shines in a new look including new functions which customers will certainly enjoy.
Apart from a user-friendly interface there is now a new search mask including the possibility to gather data from either selected aircraft or a whole fleet. Customers can thus access their data in a faster and easier way. Additional parameters were also integrated as a further data source in the new Customer Evaluation function. Hence, the application can obtain operational parameters like the Technical Dispatch Reliability Rate or the Delay Rate on a monthly basis.
As the system is now working significantly faster, it enables customers to access even larger blocks of data in only a second. Other export formats such as csv, pdf or excel files are now supported by the Customer Evaluation and can be downloaded when needed.
All manage/m® customers using m/reliability/fleet can profit from these new beneficial functions.


There can be no doubt that Rock Your Baby has had a massive impact on the styles of clothing you can buy for children, from babies to 'kids'!
Rock Your Baby, affectionately known as RYB lunched in the summer of 2003 with mission of "producing high quality, offbeat fashions for babies and kids." When you go through their range, I am sure you will agree that they are hitting their mission right on target! I was going to list out some items that I love, but there were just too many to go through and the list would have resulted in this page being three feet long!
By collaborating with some great artists, RYB delivers mini art collections that are wearable by kids who have their own sense of style and knowing what they like! I am sure every parent out there has had their child point to a totally different piece of clothing than the one they were going to buy for them to wear. Well, with Rock Your Baby I feel pretty sure that both you and your child will get a lot more enjoyment out of the experience of dressing your child, something that can be quite the opposite at times!
And the results are showing, both for the RYB bank balance and the number of hip children there are feeling good as they strut around in their RYB threads.
With a thriving fashion business in their hands, the team at Rock Your Baby came to Indigo8 to help them implement an all in one fashion label management system, and with it's visual interface, and logical flow of needs, the Indigo8 Enterprise system was chosen as the right way forward.
As all businesses have their own particular workflow and reporting needs, the team at Indigo8 has been working closely with RYB to ensure they have all of the functionality they need to run their apparel business as efficiently as possible.


BETHESDA, Md., May 14, 2018 /PRNewswire/ -- AGNC Investment Corp. (Nasdaq: AGNC) ("AGNC" or the "Company") announced today that, in celebration of 10 years as a publicly traded company on the Nasdaq Global Select Market, Gary Kain, the Company's Chief Executive Officer and Chief Investment Officer, will preside over the May 15, 2018 Nasdaq opening bell ceremony. Members of the Company's Board of Directors and senior management team will join Mr. Kain.
"We are honored to ring the opening bell at Nasdaq and to commemorate the significant milestones AGNC has accomplished over the last decade," said Mr. Kain. "Since our May 2008 IPO at $20.00 per common share through May 10, 2018, AGNC has delivered industry-leading performance and returns, paying a total of $37.88 per common share in dividends and generating an aggregate total stock return of 346%, or 16% annualized. In addition, AGNC has experienced remarkable growth in equity capital, increasing from $300 million following the IPO to $8.3 billion as of March 31, 2018, making AGNC the largest internally-managed residential mortgage REIT. Finally, following our July 2016 internalization, AGNC operates with one of the lowest cost structures in the industry, which further drives returns and reinforces our stockholder-focused approach. On behalf of the entire senior management team and the Board of Directors, we are extremely proud of our track record of generating attractive long-term total returns for our stockholders."
The ceremony will take place at the Nasdaq MarketSite Studio in New York City and begin at approximately 9:20 am ET, with remarks from Mr. Kain just prior to the opening at 9:30 am ET. A live webcast of the ceremony will be available at https://new.livestream.com/nasdaq/live.
AGNC Investment Corp. is an internally-managed real estate investment trust that invests primarily in residential mortgage-backed securities for which the principal and interest payments are guaranteed by a U.S. Government-sponsored enterprise or a U.S. Government agency. For further information, please refer to www.AGNC.com.
© AGNC Investment Corp. All Rights Reserved.
Effective September 30, 2016, American Capital Agency Corp. changed its name to AGNC Investment Corp.


UDit offers a variety of instructor led workshops and online training resources to faculty, staff and students at the University of Dayton. Brush up on software skills, learn more about the University's suite of technology tools and get hands-on training for the most commonly used campus applications including Cascade, Google Applications, Microsoft Office and more.
Hoonuit, (pronounced as "Who Knew It"), is an online training solution with an extensive library of short, easy-to-understand tutorial movies. Sign on with your university username and password 24/7 and gain access to over 250 applications including Microsoft Office products (for Macintosh OS and Windows), Google Applications, SPSS, Twitter, Photoshop and more!
Microsoft Office Training Center: Training videos directly from the Microsoft Office training site.
Google Help Centers: Support and training materials for all Google Applications.
All sessions are free and available to faculty, staff and students at the University of Dayton. Contact IT Training at (937) 229-5030 or email Mike McClure at mmcclure1@udayton.edu for additional information.
Training sessions will be offered during the months of June - August 2019. Please visit this site for updated class information and registration.


Howard has conquered radio, television, film, books, and photography, but so far the world of sports has eluded him. However, over the break, at Jimmy Kimmel's wedding, while waiting for his hotel room to readied, Howard and Jimmy decided to hit some golf balls at the driving range.
While Howard was so green that he thought you pushed the golf tee all the way into the ground – and referred to a golf club as "that little stick you hit sh*t with" - he claimed that he hit a quarter of his balls to the 300 yard mark, which apparently is some sort of accomplishment in the golf world.
The staff was skeptical, especially Howard TV Director and golf innovator Scott DePace. The guys crowded around Howard's console to watch a video Beth shot of the spectacular case of beginner's luck.
Howard compared himself to a young Tiger Woods, but announced that he'd never play golf again. He's going out on top.
Special kudos to the lovely Beth Stern for using her iPhone to prove that the Scott DePace's Video Caddy is a completely unessential purchase.


For decades, the United States has taken in far more refugees than the entire rest of the world combined . Nearly half of the refugees we take in are Muslim.
Kurbanov had plenty of time on his hands to plot terrorist attacks in the U.S. because he was being supported by you, taxpayer. As the Lewiston Morning Tribune (Idaho) reported: He was "struggling" to find a job -- preferably something that involved either marketing or killing all the Jews.
A few years ago, the FBI realized we'd let in scores of Iraqi terrorists as "refugees," including Mohanad Shareef Hammadi and Waad Ramadan Alwan -- the latter of whose fingerprints were found on boxes of IEDs seized in Iraq. On FBI surveillance tapes, the men bragged about having used a sniper rifle to kill American soldiers north of Baghdad, blowing up Bradley tanks and building more than a dozen bombs for use against U.S. Troops.
After being happily "resettled" into public housing in Bowling Green, Kentucky, they continued their war against America, including one specific Army captain. Soldiers who had survived an IED attack that killed four troops in Iraq were warned by the FBI that their comrades' murderers had been relocated to America -- courtesy of the U.S. government -- and might be coming for them.
The entire extended Tsarnaev family got asylum based on Russia's brutal crackdown on Chechnyan Muslims -- persecution so unspeakable that various family members continued to vacation there.
Hundreds of "refugees" from Somalia and elsewhere, who have been granted fast-track U.S. citizenship because of their sworn fear of persecution in their home countries, seem to forget all about that "credible fear" as soon as the time comes to go on vacation, visit relatives or commit jihad there.
How about Mexico take in a few "refugees"? Why not El Salvador or Honduras? Could the pope have a word with his co-religionists about the suffering in Syria? How about Vatican City? Talk about the perfect place to build low-income housing!
Maybe it's time the world gets used to life without the United States . If our current immigration policies aren't stopped, this country will soon be nothing more than another failed Latin American state.
Speaking of which, I note that our allies, Japan and Israel, aren't taking in any Syrian refugees. Japan is pretty far away, but Israel is even closer to Syria than Sweden is! Evidently, Japan and Israel aren't as gung-ho about destroying their countries as our European friends are. Donald Trump's soaring popularity suggests that America may not be ready to commit suicide yet, either.


COPYRIGHT CRIMINALS, a new film by Benjamin Franzen and Kembrew McLeod, will air on the PBS series Independent Lens January 19 (check local listings).
COPYRIGHT CRIMINALS showcases many of hip-hop's founding figures like Public Enemy, De La Soul and Digital Underground, along with emerging artists such as audiovisual remixers Eclectic Method. It also provides an in-depth look at artists who have been sampled, such as Clyde Stubblefield (James Brown's drummer and the world's most sampled musician), as well as commentary by another highly sampled musician, funk legend George Clinton.
Computers, mobile phones, and other interactive technologies are changing our relationship with media, blurring the line between producer and consumer, and radically changing what it means to be creative. As artists find ever more inventive ways to insert old influences into new material, the film asks a critical question: can anyone really own a sound?
The trailer's here. Why, if I had a TV, I just might watch this!
What can I tell you? These guys are playing my song.
Applicable and a very interesting, seeimingly out of character, quote from an "orignal" thinker.


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Bitterfeld-Wolfen este un oraș din landul Saxonia-Anhalt, Germania.


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Weekly Aviation News Roundup | 05.20
EasyJet posted a loss of 275 million pounds (about €314,000,000) for its first half of the financial year. The company blames economic uncertainty in Europe that's caused by Brexit and the December drone disruption at Gatwick.
Airlines for Europe, organization among whose members are British Airways, EasyJet, and Ryanair, is criticizing the air traffic control organizations of Europe for bad management and strikes. AFE claims that the incidents of flight disruption due to ATC actions jumped by 7% in comparison to last year.
Speaking of ATC issues, an aircraft flying from Los Angeles to Taiwan narrowly missed a mountain because of erroneous input by the traffic controller. He had assigned a left turn to the pilot instead of a right one, putting the plane perilously close to a mountain that's topped by a communications antennae.
In sillier news, British Airways has stopped including tea into its "Afternoon Tea." The new menu item only lists food items you get to eat with your tea – which you have to pay for separately.
"Settled status," the mechanism to grant EU citizens and their families who have spent five years in the UK the same rights to healthcare and such as British citizens post-Brexit, is already causing issues. British Airways banned a couple after a huge incident that started with the airline refusing to allow them to board a flight from Istanbul over the settled status documents and evolved to involve calls to British MPs.
The Boeing 737 MAX debacle continues! It was recently revealed that the American FAA may have not reviewed the new safety features that have caused the plane crashes.
The Weekly Aviation News Roundup | 05.27

redpajama_set_name: RedPajamaCommonCrawl


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Musings mainly about cycling, transport and the environment. Particularly in the London Borough of Merton.
End of the London Western Congestion Charge Zone
Boris has finally done it - announced the end of congestion charging in West London. The last day will be 24 Dec 2010.
To give anyone a tax cut (which is what it is) in these straitened times seems rash. Although it was a manifesto commitment, Boris could quite understandably have pleaded poverty. London will lose £50M+/year from this.
Who are the winners here? People who drive in West London. Of course there are some people who don't have a choice and have to drive, but there are plenty of others who are contributing to the congestion, pollution and road danger problem who are getting rewarded with a tax cut. That's perverse.
There's a couple of other lower-profile changes. The central zone will have an increased charge of £10/day, or £9 if you auto-pay. There's also a 'free pass' for Euro-V-compliant vehicles that emit less than 100g/km of CO2. Both of these changes should worry people. There already was an exemption for alternative-fuel cars including hybrids such as the Toyota Prius. This change brings a much wider choice of mainstream vehicles into the exemption. Vehicles such as:
VW Polo 1.2 TDI 75PS BlueMotion
VW Golf 1.6 TDI 105PS BlueMotion
Seat Leon 1.6 CR TDI 105PS Ecomotive
Ford Fiesta 1.6 Duratorq (95PS)
Citroen C3 1.6HDi 90hp Airdream+
Don't forget though that the list is growing all the time. The Ford/PSA diesel engine used in the Fiesta is used by Ford, Peugeot, Citroen, Volvo and others. There are a number of other models that use this same engine such as the Ford Focus, Volvo C30 and Peugeot 207 that fall into VED Band A (<100g/km CO2) but are not Euro-V-compliant. The manufacturers will likely be working to introduce Euro-V-compliant versions of these models.
Now this is likely to cause two changes:
a significant number of existing commuters choosing an exempt model, thus depriving TfL of revenue;
new commuters choosing an exempt model so they can commute 'for free'.
The second change will add to congestion and road danger. Euro-V is not zero-emission by a long chalk, so more vehicles will mean more pollution. Just like what'll happen in West London.
If the new 'Band A/Euro-V' discount replaces the existing 'alternative fuel' discount, then there will be some offset because the existing discount allows some relatively polluting vehicles such as hybrid and LPG-fuelled 4x4 SUVs to avoid the congestion charge.
On balance, however, these announcements add up to a perfect storm for London in terms of reduced revenue, increased congestion, increased pollution and increased road danger. Just in time for the Oympics. Nice work, Boris.
Pavement Parking in Merton
On my travels around Merton, I'm seeing an increasing proliferation of illegal pavement parking. Isn't it strange how the media gets all hot under the collar about cycling on pavements (which is in large part brought about by the fact that one cannot safely cycle on many roads) but when it comes to driving on the pavement, they are silent?
So it's left to blogs like this one to tell the truth. As I've pointed out before, pavement parking and driving on the pavement (which is of course necessary if you're going to park there) is dangerous and usually illegal. Children should be able to walk and run down the pavement safe in the knowledge that a car won't reverse into them because the driver cannot see. That's the whole point of a pavement - it's a safe area, segregated from the dangers of motor traffic.
Yet look at this scene in Canterbury Road.
Cars parked on both pavements. Yet there are no apparent markings or notices that this is allowed. Maybe I'm wrong?
Here's Arterberry Road:
Again cars parked on the pavement causing considerable obstruction in some cases. Look at that Land Rover. A child standing on the pavement just behind the vehicle would be invisible to the driver, who might well need to reverse to get out of the parking space. Of course, if that happened, in the eyes of the justice system it would be a case of 'Sorry Mate I Didn't See You', a tragic accident with no-one to blame, except the child who should have been on stilts wearing high-visibility clothing and a helmet. No wonder road death is the leading killer of the young.
How the Planning Process obstructs Cycling
Here's a telling report in the Cambridge local press about the council trying to stop parking in cycle lanes.
Gilbert Road is a fairly wide 1930's residential street. Most of the houses have offstreet parking. So there's not much call for people to park on the road. In many cases, visitors could park in one of the side roads, or - now here's an idea - not come by car. The road has wide pavements with grass verges. If it's really, really necessary, a couple of parking bays could be cut into the verges. How many cases are there when someone absolutely has to visit by car and cannot park off the road? Not many I suspect. But still the residents regard on-road parking as their God-given right.
And that's the planning process in a nutshell. A relatively small group of people can frustrate improvements necessary for road safety. Because after all, the convenience of the few is more important than the safety of the many. Bear in mind that Cambridge has a relatively high modal share for cycling, so if it's not possible to put safe cycle lanes in Cambridge, it sure as heck won't be possible in Merton.
Any government that's serious about cycling needs to change the planning process so that there is a general presumption in favour of safe cycling. Of course we still need democratic accountability, but right now cyclists don't have any democratic rights in terms of the planning process. Every time, the wishes of small local interest groups overwhelm the interest of the large number of people who would like to cycle safely.
How much confidence do you need to cycle?
According to this York press report, "campaigners fear many parents and their children may be deterred from getting in the saddle due to a lack of confidence behind the handlebars." Well that's probably true, and it's because there's so little in the way of safe cycle routes and so much dangerous driving. The solution? "Offering families the chance to receive cycle training".
Sorry, but this is yet another case of money being spent not solving the underlying problem. People will go for the training, start cycling, have a couple of frightening near-miss experiences and quit. Or they'll hear about a terrible accident like this one and decide it's too dangerous for their kids.
People don't cycle because of safety fears. Those fears are well-founded. Putting on a training course that kids people into thinking it's safe doesn't make it safe - you can put lipstick on the pig, but it's still a pig. This is a waste of money, money that in these austere times should be spent on proper, safe infrastructure.
Martin Way, Morden
Good news: the lethally dangerous Martin Way chicanes are coming out.
Here's a pic of one of the chicanes:
Notice how the chicane in the middle of the road forces the vehicles over to the left, just as the cycle bypass ends. Believe it or not there is a 'give way' where the cyclist is supposed to stop to allow the motor vehicle to pass. This is a straight, wide road with enough room for cyclists - or it was until they put these ridiculous obstacles in.
Here's another pic, where they've ripped out the chicane:
What they need to do next is remove the hatched area in the middle of the road and put in 2M-wide cycle lanes as per TfL's cycle design standards. The road is wide enough. That's what a competent designer would do. We'll see.
I don't think there's ever been a worse-designed scheme than Martin Way. There are dangerous roads aplenty in London, and there are lots of cheaply-implemented cycle lanes that are too narrow and full of parked cars, but this is a scheme where someone has actually considered the fact that there are cyclists on the road, and spent a lot of money making life as difficult and dangerous as possible for them. How on earth was it possible for anyone even vaguely competent to design such a scheme, audit its safety and approve it?
You'll be pleased to know that Merton Council agree with me and the many other people who have pointed out the dangers.
This is a relatively recent scheme, costing nearly £250,000. As you can see, Merton Council are spending more money ripping it out. Guess who's paying? Not the idiots who designed it. Not the idiots who approved it. No, it's you and me, the Merton council taxpayers. The only good news is the aforementioned idiots could lose their jobs in the spending cuts that are coming our way over the next 5 years.
Bizarre crash in Morden
As usual with road crashes, there are few details in this local paper report about an accident on the A24 in Morden. Apparently a quick-thinking off-duty nurse came to the aid of the occupants of a car that had flipped ONTO ITS ROOF in a crash on the A24 in Morden.
Now, modern cars are very difficult to overturn. They're designed to be stable under considerable lateral forces. Their manufacturers make them so, because of bad publicity in the past with models that developed a reputation for being prone to overturning like the Mercedes A-class. Of course, at high speed it's possible, if the vehicle slides sideways at speed into a high kerb, for example.
Now while it's difficult to overturn a vehicle, if you do succeed the consequences for the occupants are often very serious or fatal head and spinal injuries, because the safety systems aren't designed to cope with 'rollovers'.
Now this crash happened in daylight at 5:30PM on a weekday, the rush hour. The A24 at this point is a straight road with a 30MPH limit. It almost beggars belief that a car could get overturned here...let's be clear, there's no indication of who was at fault, but I'd be willing to bet that someone did something incredibly stupid and dangerous. And I'd also be willing to bet that that person will be back behind the wheel very soon, due to the lenient way the justice system treats dangerous driving.
Taxpayers Alliance nonsense...
I stumbled upon this paper from the Taxpayers Alliance and the 'Drivers' Alliance', which seem to be one and the same rightwing thinktank with close links to the Tory party. In it, they claim that road spending gives better value for money than rail spending, on the basis that many more journey kilometres are made by road vehicles than by rail, despite the government spending being roughly equal. They further claim that road users pay more in tax (fuel duty and vehicle excise duty adding up to £30.3 billion) than the combined total of road investment (£8.3 billion) and the cost of carbon emissions due to road vehicles (£3.54 billion).
This is rather silly. If you're comparing the relative cost-efficiencies of two systems, you would need to take into account not just the government subsidies, but also private outlay by individuals and companies. This would include total fares and freight charges for rail, and for roads would include the cost of all fuel, insurance, servicing and depreciation of vehicles.
Let's overlook this basic error, however, and look at what the real cost to the government is. Clearly, there's a lot more costs involved in the road system than just infrastructure. There's the cost of policing the road network for one. There's the massive costs of disability benefit, lost taxes, NHS treatment and so on accruing from the annual 30,000 road crashes in which people are killed and seriously injured. There's the 5000+ lives lost annually to pollution, much of which is caused by road vehicles.
Let's overlook that as well. The premise of the paper is that road infrastructure spending gives better value for money than rail. They give no evidence to support this. The years of predict-and-provide road investment show that building more roads doesn't reduce congestion. At best, it just moves the congestion elsewhere. At worst, it simply generates more journeys and creates more congestion. There is plenty of evidence that roadbuilding gives spectacularly poor value for money. The 27-mile M6 toll road cost around £500M at 1998 prices.
Let me give an example of what can happen when you build a road. We'll wave a magic wand and widen the M4 between Reading and Chiswick. Cars would get to the traffic jam at Chiswick a lot quicker, and wait a lot longer there. So let's build a new motorway onwards from Chiswick to central London. We'll build a massive car park at the end. Now people can get from Reading to central London quickly, and more cheaply than by train. Sounds like a no-brainer, so a lot of people will now take that option, and pretty soon, the new motorway will be at full capacity, and there will be massive tailbacks every day. Bear in mind that the peak capacity of a single motorway lane is 2,100 vehicles/hour, so 6,300 vehicles per hour per carriageway for a 6-lane road. A single light-rail line can carry 20,000 passengers per hour. You would need a road 18 lanes wide to achieve the same capacity.
The fact is, the whole transport system is both interconnected (many people drive to a station and take the train) and interdependent - if you change one transport option you will affect the other. If you make rail unattractive by increasing fares, reliability, journey time or through overcrowding, passengers will switch to using the car, until the level of congestion on the roads makes driving equally unattractive. In other words, if you invest in rail, you're investing in road. It's a networked system - you can't take a reductionist approach and consider one element in isolation.
The biggest error the TPA make however, is to assume that roadbuilding is actually possible. In many of the most congested parts of the UK (like London), there is no more land. People don't want rat-runs through residential areas any more than they want new roads built through the countryside - both damage quality of life on so many levels. I've never understood the idea that building roads is a 'Conservative' thing to do. It helps destroy the things we value most in this country. While most people accept that ease of travel is essential to quality of life, there comes a point where we all have to consider: is your journey really necessary?
Where will the transport spending axe fall?
Given the Coalition's commitments to increase spending on the NHS, reduce the deficit, increase personal tax allowances, fund the pupil premium from from outside the schools budget by reductions in spending elsewhere, allow parents to set up their own schools, create a green investment bank... (pause for breath) ...it's pretty clear that massive cuts are on their way in other, less 'sexy' departments. So the cross-hairs will be lining up on transport.
But wait. As well as Crossrail, the Coalition has also agreed to the establishment of a high-speed rail network. They've also ruled out national road pricing, and promised to 'end the war on the motorist'. Now I'm not too sure what this war entailed other than fining dangerous drivers, but it looks like the Treasury can look forward to less revenue from speeding fines.And unless the Coalition finds some other way of improving road safety, the Treasury will be paying for the considerable financial consequences of increased deaths and injuries on our roads.
There's also the "fair fuel stabiliser" which could ensure that fuel duty is reduced when world oil prices rise, and duty will rise when the oil price falls. Of course, this would depend on the ability to see into the future to know what the long-term trend of the oil price is. Presumably the intention is that this measure will be revenue-neutral but consider the following problem. The price of petrol rockets from its current £1.20/litre to £2.00/litre. According to the rules, fuel duty would be reduced. Let's say that price level is sustained for a year. You're now in deficit. Do you gamble on the oil price going down in the future, worsening the deficit still further, or do you increase fuel duty, risking the wrath of motorists? They just haven't thought this through.
So where can you cut spending? Forget about cutting cycling spending because that is such a miserly amount it won't make much difference. Road spending is another matter - approximately £8bn is spent annually on the roads network, according to government stats. Another £8bn is spent on railways. Raising rail fares won't be popular, which is what will happen if the rail budget is cut. So the roads budget looks the most vulnerable...
Boris in Wonderland - New Routemaster
Boris was on telly this lunchtime gushing about the expensive 'New Routemaster'.
He was enthusastic about its green credentials, and the need to reduce emissions which, he claimed, come from older buses.
It's true that buses do contribute to London's pollution problem, but not as much as taxis, and if Boris hadn't messed around delaying the next phases of the Low Emission Zone and abolishing the 6-monthly taxi emissions check, we'd be further forward in reducing emissions. Furthermore, the 'New Routemaster' emissions-reducing technologies are already in existing bus designs. You don't need to design a new bus to get these benefits.
In terms of running costs, Boris says there will be a second member of staff (conductor/PCSO) on the bus when the platform is open. Don't foget that Boris lampooned the bendy bus by labelling it 'the free bus', because it was so easy for passengers to hop on and off it (without paying) through any of its three entrances. How many entrances does the New Routemaster have? That's right - three. So Boris does not seem to have fixed the 'free bus' problem, except by having an expensive second member of staff, which could have been done with the bendy bus.
Boris's original plan was to replace the bendy-buses with the new Routemaster. His beef about bendy buses was the cycle-safety issue. However, if he instead spent the 'New Routemaster' project money on cycle safety projects, he would probably save rather more lives than will be saved by getting rid of the bendy buses.
All this makes the New Routemaster look a bit of a vanity project. The original Routemaster is an iconic design that has great value in terms of the contribution it makes to making London a unique city. However, it seems rather backward-looking to try to reproduce the Routemaster. If we're going to make a unique (and expensive) artefact that makes a statement about London, we should be doing something truly innovative with artistic merit, rather than making a reproduction half-timbered thatched cottage on wheels. We need something that will solve the 21st century's problems. Any ideas?
Report bad driving here
Met police have a website where you can report bad and inconsiderate driving.
Whether anything actually happens when you report an incident is unclear, but if there are enough reports maybe it'll get on the radar of our dear leaders. The police are supposed to take their priorities from public feedback, so I'd enourage everyone to use the website, so they know what we know.
http://www.met.police.uk/roadsafelondon/
You can also report on the CTC's 'Stop SMIDSY website here:
http://www.stop-smidsy.org.uk/report
Politics - You never get what you want
This is not a political blog, but I couldn't resist one post because the mainstream media don't seem to have a clue what's going on.
The papers seem obsessed with the idea that "the electorate didn't get what they wanted".
Well there's a basic ontological error there. The electorate doesn't have a will, beyond the fact that a majority may have voted for a given party. But in the 2010 election, they didn't. So what did they want? It may be safe to say that Conservative voters wanted a Conservative government, but did every Conservative voter want the same policies? It seems highly unlikely, given that there are well-known splits even within the Conservative party ranks. Many are climate-change deniers. Many want to leave the EU. Many want grammar schools.
It's been said that Lib-Dem voters have been 'betrayed'. It may well be that many would have preferred a Lib-Lab coalition, but that was never really feasible with the MP numbers as they are. Would they have been happier with a minority Tory government? The fact is, it was difficult to get a cigarette paper between any two of the parties on many issues in their manifestos, so hard were they going for the centre ground, so whatever government got elected and however you voted, you would have got 80% of what you voted for.
It seems to me that the electors who should be happiest are Labour voters. There's a government that may actually be to the left of the outgoing one. The Labour Party gets time out to rebuild its leadership, agenda and support, and they get to blame two other parties for the economic, political and environmental mess we may find ourselves in five years from now. That's assuming the coalition lasts five years, which I rather doubt...
Potholes force wheelchair ban??
According to this story, an epilepsy charity has banned students from using wheelchairs on its access road because potholes are forcing them into the middle of the road.
It should be titled "Dangerous drivers force wheelchair users off the road", because that is actually what is happening.
This really does seem ridiculous. Of course, the 'ban' is likely just advice from the charity so there is no reason why the students can't continue to use the road. However, if the local police and council fail to act, this would be an outrageous infringement of human rights. Drivers are apparently swerving (without looking first of course) to avoid potholes, and because few drivers on country roads show any awareness of people who aren't also in cars, they are liable to crash into anyone in a wheelchair. This is prima facie dangerous driving. Given that it is endemic according to the report, the council should either close the road to through traffic, or implement temporary measures to improve the situation such as coning off one side of the road.
Why carbon trading doesn't work
A positive of the recession is that because European economic growth has stalled, so has the increase in CO2 emissions. To such an extent that the market is now awash with worthless carbon credits. Hence, there is currently little incentive for businesses to invest in low-carbon technologies. There's also the problem that in a recession, businesses tend not to make as much capital investment.
In theory, if and when demand picks up, CO2 emissions will also pick up and there could be a shortage of carbon credits. By which time, it'll be too late! There will have been 4 or more wasted years in which investment in low-carbon technology has been too low, due to a combination of lack of incentives to invest and lack of money. What hasn't helped is that governments have spent money on scrappage schemes, propping up a failed car industry that is making too many cars that people don't want to buy, and failed to set the foundations for a green economy.
The carbon trading system as it is currently structured has at its heart a fundamental paradox: if you succeed in curbing CO2 emissions, then you reduce the incentive to further reduce them. Businesses that didn't invest in low-carbon technologies can pick up cheap carbon credits. In other words, businesses that did the right thing and invested in low-carbon technology are saddled with the capital costs but have little or no cost advantage over those who didn't. In even simpler terms, they didn't think this through. They didn't stress-test the carbon-trading model under a perfectly forseeable event - a recession. Eejits.
Sutton Cycle Tragedy
Here's a tragic story relatively local to me.
A schoolboy was seriously injured at the junction between the A217 and Gander Green Lane in Sutton.
It's not clear what happened from the report, and it's quite likely I'll never find out, as even the local press don't tend to spend much time on this kind of story.
One thing is for sure though - at 7:43AM when the crash happened, you can expect to see children on their way to school. Motorists should be driving with extra care, and they should be prepared to stop if a child runs out into the road unexpectedly. There is no duty of care required of motorists, so providing they were not speeding or driving dangerously, such an accident is not considered the fault of the driver. If they were speeding or driving dangerously, it's highly unlikely this would be detected and even less likely that it would be successfully prosecuted.
It could be that the driver in this case was driving attentively, legally and carefully. But in my experience, most accidents involve two people doing something wrong: often one person driving dangerously and the other inattentively. If you drive defensively, anticipating and allowing for other people's errors, you can avoid many accidents. Children make more errors, that's in their nature, but they should not have to pay for their errors with death or serious injury, if it can be avoided.
Cycling in Brussels
I had occasion to visit Brussels, Belgium the other week. Only a short visit so I didn't get the opportunity to study the cycle infrastructure in any detail, but I did take a couple of pictures.
Above you can see the parking for a suburban rail station. There's way more bike spaces than car spaces here: you can see three uncovered racks on the right and to the left, another eight covered racks. Compare this with Morden or Wimbledon stations - there's probably an order of magnitude fewer bike spaces at comparable stations in good old Blighty.
Above you can see two non-folding bikes with their owners waiting for a train. This is in the middle of a weekday: it's pretty clear that bikes are welcome on trains and people do actually combine these modes of transport.
The weather in Brussels is just as wet and cold as the UK. Brussels clearly isn't noted for its cycle infrastructure, but it's still way ahead of the UK. If Brussels is in the second division by European standards, we're at the wrong end of the Ryman League.
LCC Manifesto
Waltham Forest's Freewheeler deconstructs the LCC Manifesto here.
I agree with a lot of Freewheeler says, but I think he misses the point a little bit. The point of the LCC Manifesto is to frame something that local candidates can sign up to. Anything calling for massive investment or radical change would be pointless, because no candidate with a realistic chance of getting elected could sign up in good faith. We know from reading the national manifestos of the major parties that none of them regard cycling as a vote-winner. I don't think anyone at the LCC is happy with the status quo, but they also know that they have very little power to change things.
However, there are a few things I would add to the LCC Manifesto:
1. Safe Routes to Schools. Everyone loves kids, and most people (at least people my age) remember fondly the freedom that having a bike gives a child. Everyone thinks children should be kept safe. Most people would agree that active travel has a role in combating childhood obesity. Most people don't like the 'school run', because of the congestion, pollution and danger that it brings. So why isn't the LCC campaigning for the right of every child to cycle in safety to school? This seems like a politically realistic first step to getting safe infrastructure for cycling.
2. Stop Wasting Money on Stupid Cycle Schemes. In this age of austerity, we should be spending money on worthwhile schemes, not wasting it on painting narrow sub-standard cycle lanes on busy roads and allowing cars to park in the lanes. And spending years of local authority employees' time drawing up plans for these stupid schemes and consulting with people who don't understand cycling. Fix the rules so that sensible schemes can be implemented cheaply and quickly. Any scheme should given a real safety benefit to cyclists.
3. Let Residents Own Their Streets. You don't have to be Einstein to figure out that while many people love their cars, they don't like their residential areas being turned into rat-runs. It brings down house prices for a start. We need to harness this grassroots desire for quieter, safer streets and use it to promote active travel, turning streets into quiet Home Zones where only residents and visitors drive.
I think it's intiatives like these, which are local, have high value and appeal to a broad spectrum of people - not just regular cyclists - are the way forward for cycle campaigning.
Black Boxes in Cars
There's a lot of strange paradoxes and contradictions in the way road safety is managed by our rulers.
The technology for black boxes that record exactly how a vehicle was being driven at the time of a crash has been around for some years now. That technology is cheap. Most of the major systems in modern cars are essentially computer-managed, so all a black box needs to do is record information that is already available from sensors that are in the car. The black box could also be equipped with video recording - video cameras are also very cheap. The exact GPS co-ordinates of the vehicle could be recorded given that many vehicles come with sat-nav built-in.
If every car were so equipped, there would be no need for the police to spend endless, expensive hours investigating the cause of crashes. A simple printout from the cars involved would tell them most of what they need to know. Similarly, insurance companies would not have to spend nearly as much time trying to figure out who's telling porkies on their insurance claim - like this guy. Innocent motorists wouldn't need to worry about an accident in which they are blameless going 'knock-for-knock' and costing them their no-claims bonus. And crucially, it would mean that dangerous drivers could no longer get away, literally, with murder, in the absence of human witnesses to their actions. This deterrent might save quite a few lives and serious injuries, with their attendant costs to the NHS, disability benefit, and so on.
There are more benefits. Rather than relying on the lottery of speeding tickets and other endorsements to assess whether someone is a good driver, insurance companies could get a much more accurate picture of the 'where, when and how fast' of each person's driving. I didn't just make this up, some of it is already happening with pay-as-you-drive policies.
You would think that with these obvious upsides, it would be a no-brainer to build black boxes into all new cars. But apparently not. We're prepared to have our personal freedoms and rights eroded in the name of counter-terrorism - terrorism being the cause of a relatively tiny number of deaths compared to road crashes - but the idea of recording what someone does with a potentially lethal piece of machinery seems to be a step too far. Even though road death is the leading killer of young people.
That is, until now. The NY Times reports the Toyota safety recall has caused the case for black boxes to be considered in the US.
So here's the paradox. Whether any crashes have been caused by the widely-reported Toyota faults is still unproven, but in general catastrophic failures of safety-critical systems in vehicles are quite rare, and crashes caused by such failures rarer still. The overwhelming majority of crashes are caused by 'user error' - inattentive drivers going too fast for conditions. Because the 'users' of cars are you and me and the bloke next door, we're in denial about the problem. But when it's a faceless corporation that's in the frame, we have no problem scapegoating them.


text:
Q: Linking CSS embeded image For a webpage I used a div id that with css inserts a logo directly in the page.  I'd like that logo to be linked to (for instance) a homepage.  I can make it easily by doing this

of.course that doesn't validate (eventually DTD XHTML 1.0 Strict).
Can anyone suggest the (probably obvious) best practice?
Thanks

A: You can do away with fiddly SPAN and DIV cluttering up your page and have the link itself be a block.

And in your CSS, style it with background and size it to the dimensions of the image you want to be clickable:
#logo
{
   background:url("/path/to/image.jpg");
   display:block;
   width:200px;
   height:80px;
}

A:

Apply the background image, width, height and display:block to the span. Hope that helps!

A:
You might have to declare  as display: block;.

A: Use a span:

Don't forget to convert the span to a block element in your css:
.logo {
    display: block
}

redpajama_set_name: RedPajamaStackExchange


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It seemed as though it was impossible.
I thought he would probably outlive all of us.
That after nuclear times came and went, Michael would be left alone with the insects and an impossibly blue sky. Wisdom suggests that we come to know who a man truly was by his end. It will be interesting to see what develops in the story of the death of this fantastically-talented eccentric.
I know this: when he started his show… bursting from underneath the stage through an elevator and trapdoor… he stole people's breath away from them. And he had not yet even sung a note or danced a step.


'Versalos has been defeated, and the city of Zarkora is now under the peaceful rule of the Fyrelit brothers' uncle, T'shink. But Neliek, Ervine and their friends soon discover that there is a much greater enemy than Veralos: K'zharn, also known as the Jackal, is preparing to conquer the entire kingdom of Fynaglade with his army of Dark Ones. The Fyrelits must find a way to foil K'zharn's plans, at the same time as trying to keep the peace in the fragile kingdom.


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redpajama_set_name: RedPajamaGithub


text:
HomeIn the NewsHow to Watch the Lake of the Ozarks Shootout
How to Watch the Lake of the Ozarks Shootout
Created: August 22, 2013
Not everyone is fortunate enough to be in the water as part of the enormous spectator fleet or on the docks at Captain Ron's Bar and Grill in Sunrise Beach, Mo., for the Lake of the Ozarks Shootout, but did you know that whether you're in California, Wisconsin, Australia or Norway, you can catch all of the racing action as it unfolds this weekend (Aug. 24-25)? Well you can, and the process is simple—click here to watch the live coverage online. Smartphone users may also download the "ustream" app and search "shootout."
As usual the crew from KRMS Radio will be handling the broadcast of the Shootout, which is celebrating its 25th anniversary this year. Held at Captain Ron's, the top-speed runs begin on Saturday at 10 a.m. (CDT) and continue until 5 p.m. Sunday's runs kick off at 10 a.m. and finish at 3 p.m., with the awards ceremony to follow.
There are also other ways for locals to catch all of the action. You can watch a full eight hours both days on CHARTER cable, channels 20 and 89, or you can catch a condensed version on FOX KRBK or FOX 22 from 11 a.m. to 2 p.m. each day. You can also listen on KRMS Radio.
Shootout Announces First Hall of Fame Class
The Shootout's Coming Attractions
RIP Shoot-2-Thrill Cameraman Lenny Headley, 9/12/62-8/14/13
Mercury Racing Debuts Mobile Marketing Vehicle at Shootout


text:
Home Research > Members > 1386-1421 > CUDDINGTON, Ralph (-d.1421)
CUDDINGTON, Ralph (d.1421), of Cuddington, Surr.
Published in The History of Parliament: the House of Commons 1386-1421, ed. J.S. Roskell, L. Clark, C. Rawcliffe., 1993
2nd s. and h. of Sir Simon Cuddington† (d. by 1374), of Cuddington by his 1st w. Katherine. m. by June 1377, Amy or Alice, 3s. 1da.1
Tax collector, Surr. Dec. 1384; controller Mar. 1404.
Commr. of array, Surr. Mar. 1392, Dec. 1399; inquiry, Hants, Surr., Suss. Dec. 1399 (goods held by Richard II in the castle and lordship of Portchester), Mar. 1400 (concealments), Surr. June 1400 (dispute over the manor of Woking).2
Sheriff, Surr. and Suss. 23 Jan.-24 Nov. 1400.
It was in 1203 that King John granted the manor of Cuddington to William St. Michael, whose descendants changed their name to that of the family seat. Sir Simon Cuddington, Ralph's father, was an extremely influential local figure. He served two terms as sheriff and one as escheator of Surrey and Sussex, sat on many royal commissions and represented Surrey in at least 11 Parliaments.3 Ralph was Sir Simon's second son by his first wife, Katherine, and as such was granted the reversion of land in Ewell, Surrey, on his father's remarriage in, or before, March 1371. The eldest son, William, who was heir to the manor of Sutton, appears to have predeceased his father, so that when Sir Simon died Ralph acquired a title to this property as well. Both holdings were occupied by his stepmother, Idonea, until her own death at some point after 1395, by which time she had made two further marriages, first to Richard Fitzgriffin (with whom she administered Sir Simon's estate), and second to John Trevarthian. The manor of Sutton (then known as 'Halle') was in Ralph Cuddington's hands by 1407, when a distraint of 2s.6d. was ordered on his goods because he had failed to pay a relief on the property. Idonea also received tenements in London worth 11 marks p.a. as part of her dower, and these eventually reverted to him too, at a now unspecified date.4 Less serious delays occurred over the manor of Cuddington, which was confirmed to Ralph and his wife by his feoffees (including Thomas Kynnersley*) in June 1377, some three years after his father's death. The MP added piecemeal to these estates, acquiring farmland in Cuddington and Cheam from a local couple in 1395, and purchasing property in Kingston-upon-Thames, Long Ditton and Chessington in 1408. Not all his transactions were sanctioned by the law: in 1397, for example, either Nicholas Wilcombe* or his eldest son and namesake charged him and his kinsman, Laurence Cuddington, with seizing their Sussex manor of Wappingthorn `forti manu', and of stubbornly refusing to relinquish it. Cuddington's Surrey estates were said to produce £40 a year in 1412 — an income which probably remained fairly steady until his death, nine years later.5
Not much evidence has survived about Cuddington's career during the years immediately after he succeeded his father. He obtained a royal pardon in February 1382, but there is no reason to suppose that this was any more than a formality. He was returned to Parliament for the first time in 1391, having gained some experience of local government as a tax collector, and in February 1393 he was distrained for failing to accept the knighthood for which he was qualified as a landowner. The MP's association with Laurence Cuddington (who lived in the same part of Surrey and may well have been his stepbrother) continued after their eventual eviction from the manor of Wappingthorn. In 1402 they shared the farm of the Sussex estates confiscated from Thomas, duke of Norfolk; and four years later they entered joint obligations in £33 payable to John Clitheroe, the future bishop of Bangor.6 Cuddington's appointment as sheriff of Surrey and Sussex in January 1400, together with his inclusion on the commission of inquiry set up to list Richard II's possessions at Portchester castle, suggests that he had fairly strong Lancastrian sympathies, and this no doubt explains why some of Norfolk's estates were granted to him. He none the less seems to have retired from public affairs after sitting in his fourth and last Parliament, and henceforward he lived quietly at home, only occasionally concerning himself with the activities of friends and neighbours. In September 1408 he stood surety for John Bentley* in Chancery, and in August 1418 he made one of his apparently rare appearances as a feoffee-to-uses, being involved in the conveyance of certain estates around Ockley in Surrey. It must have been towards the end of his life that he gave evidence in a dispute between Nicholas Carew* and other feoffees of the earl of Arundel, but we do not know when he himself became involved in a quarrel with Merton college, Oxford, over grazing rights in the Surrey village of Malden. Both parties eventually accepted a settlement guaranteed by mutual securities of £100, which were renewed by Cuddington's sons when they entered their inheritance.7
Cuddington died in the autumn of 1421, possibly after a long period of ill health, and was buried at the church of St. Mary, Cuddington. His wife, Alice (or Amy) and his friend, Nicholas Carew, acted as his executors, together with his eldest son, Simon. The latter died within the next seven years and was succeeded by his younger brother, Thomas, who also inherited property in the Sussex village of Shipley from his sister, Agnes.8
Author: C.R.
Variants: Cotyngton, Cudynton, Godyngton. What relation, if any, Simon Cuddington (d. 1407), citizen and harness-maker of London (Guildhall Lib. London, 9171/2, f. 101v), and Henry Cuddington, master in Chancery (to 1380), were to our MP remains a matter of conjecture. Henry Cuddington, who became prebendary of Southwell minster, dined with Bishop Wykeham at Winchester in June 1393 together with 'his brother', but the latter's name is not given (Winchester Coll. muns. Bp. Wykeham's household roll).
1. VCH Surr. iii. 267; CCR, 1369-74, p. 598; 1374-7, p. 549; 1377-81, p. 129; 1429-35, p. 247; Reg. Chichele, ii. 229; Reg. Wykeham (Hants. Rec. Soc.) 1896-9), ii. 214.
2. The commissions of Dec. 1399 and Mar. 1400 did not reach Cuddington (CCR, 1399-1402, pp. 517, 555).
3. VCH Surr. iii. 267; PRO List 'Escheators', 163; 'Sheriffs', 136.
4. O. Manning and W. Bray, Surr. iii. 482, 599; CCR, 1369-74, p. 598; 1377-81, p. 129; Reg. Wykeham, ii. 214; CPR, 1388-92, p. 11; Arch. Jnl. xliv. 65.
5. CP25(1) 231/67/61; CAD, i. B1170; CCR, 1374-7, p. 549; Feudal Aids, vi. 517; Suss. Arch. Colls. liv. 40-41; VCH Surr. iii. 267.
6. C67/29 m. 13; E401/589; CCR, 1405-9, p. 90; CAD, i. B1164, 1171.
7. CCR, 1405-9, pp. 408-9; 1429-35, pp. 53-54; Add. Ch. 18702; Sel. Cases in Chancery (Selden Soc. x), 122.
8. Reg. Chichele, ii. 229; CCR, 1422-9, p. 389; 1429-35, p. 247; CAD, i. B1165-6.


Posted by Sheelagh on September 7, 2009, 1:01 pm, in reply to "el jardin"
The jardin is the point of reunion for all the ones that go gone of this world, is the place where you can feel them in a festival without prejuisios neither pretenciones, all happy to belong to so magico town, where the routine thing be gone that we do not appreciate the magnificent thing that is, nothing changes all continues equal, the sound of the waves, the smell to sea and the persepcion that someone you this Grasping compania, and that alguin this happy one that your be ahi and to talk you of loves in other times and of as was the life in times where not abia conecion with the remainder of the world and that it Asia but special. As the senora Paulina "pola" woman of world and pretty as film star that tapeworm its house near the gap and the sea, its house was of palm tree and surrounded by teresitas and chololos crabs and seashells of the sea, in opposite side of the church. Never I accept the social rules and was arrogant and rebellious as none. Mr. Carlitos, nobody knows about where I hoe the was the carpenter of the town another but that I silence in the whirlwind magico of the chamomile the was different and solitary but I donate of a good respect of all in the town, always in his world without lending atencion to nobody really responsible for manufacturing the feretro of all the one that passed to better life in the town. He donates Edubijes vivia in front of the mill his full house of all types of animals and plants friend of all in the town and benefactor of all the one that not tapeworm where to live or to eat as layito the cieguito that authorization each summer and he remained a week in each house. If you want to verify it he walks despues of the average night sit down in a banking of the jardin, sight Asia the cilo and the sea listens and gave you scuenta that is certain.


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Halle Berry, Lena Waithe & Lil Rel Howery Attend BET's 'Boomerang' Red Carpet Premiere
Read the full article on TrendingAllDay.com!
BOOMERANG is back! On Monday, February 11th, BET hosted an exclusive premiere/screening for the new subversive comedy series, inspired by everything from romance to friendship to love and sex.
The series is produced by actress and writer Lena Waithe, who made history as the first African-American woman to win the Primetime Emmy Award for Outstanding Writing for a Comedy Series for her work on Netflix' Master of None. The plot picks up about 25 years after the movie and follows a group of childhood friends who are all attempting to find their place in the world.
Trending All Day was in attendance to cover the red carpet at Wolf Theater inside Saban Media Center in North Hollywood, graced by the likes of Lala Milan, Lena Waithe, Terrence J, Lil Rel Howery, and the beautiful Halle Berry, who also starred in the original film.
What does it mean for this to be your first lead role on a show?
Lala Milan: For this to be my first lead role is a blessing and super exciting. Being a first time actress is an amazing experience. I'm super happy to be able to do this especially with great leaders such as Lena Waithe and the direction of Dime Davis. I'm honored just to be able to be a part of something that's such a legendary movie.
What does it mean for you to be here today?
Lil Rel Howery: It means a lot. I saw this at Sundance and it was still one of the best reboots I've seen. I'm a huge Boomerang fan so I was coming with judgemental thoughts. They hit a home run because they didn't try — to me personally — to emulate what the movie did. They did it their way. I'm proud of Lena and the whole crew, it's gonna be great.
What are you most excited for today?
Lena Waithe: I'm most excited for this to be happening. For this to be going down, for us to finally be in the same room and watching it together. I'm excited to be with Halle and the whole crew. I couldn't be more excited, truly.
betboomerangfomobloghalle berrylena waitheLil Rel Howerynorth hollywoodpower 106saban mediaterrence jTrending All Day
EXCLUSIVE: Jose Guapo Opens Up About Quality Control Departure
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grammy week in LA always a mess. advice to everyone: don't feel some typa way if you're not invited. there's more to life than these events.
About a day ago


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Winged Scarab, 664-332 B.C.E. Faience, 1/2 x 1 1/16 x 1 5/16 in. (1.2 x 2.7 x 3.3 cm). Brooklyn Museum, Gift of the Egypt Exploration Fund, 15.523. Creative Commons-BY (Photo: Brooklyn Museum, CUR.x249.42_wwgA-3.jpg)
Winged Scarab, 664-332 B.C.E. Faience, 1/2 x 1 1/16 x 1 5/16 in. (1.2 x 2.7 x 3.3 cm). Brooklyn Museum, Gift of the Egypt Exploration Fund, 15.523. Creative Commons-BY (Photo: Brooklyn Museum, CUR.x249.42_mummychamber.jpg)
Download our app and ask your own questions during your visit. Here are some that others have asked.
What did scarabs and hippos represent to ancient Egyptians?
This kind of beetle was highly symbolic to ancient Egyptians, it represented rebirth and renewal. They believed that the sun was pushed across the sky every day by a giant scarab, the god Khepri. In real life, the scarab beetle lays its eggs in a ball of dung and rolls the ball ahead of it wherever it goes. When the young beetles hatch they pop out through the dung which seemed like a miracle to the Egyptians!
As for hippos -- they were a common sight along the Nile river, for one thing. They are powerful animals and dangerous ones, they were hazards to boats and to humans.
Some sculptures of hippos are decorated with designs of plants that were common to the Nile region. Do you see any like this?
We did!
Was it a blue hippo?
Yeah! Is that color special for Egyptians?
Yes, incredibly special!
For the Egyptians the lighter shade of blue was almost interchangeable with green, the color of the sea, plants, vegetation, and thus health and life. Turquoise, a popular stone, mined primarily in the Sinai was closely linked to the goddess Hathor, the Lady of Turquoise.
The darker shade of blue was associated with the dark primordial waters out of which creation first appeared, as well as the night sky through which the sun-god travelled to be reborn every morning. The close links between dark blue and black also evoke the black mineral-rich soil of the Nile valley which was great for agriculture. All of the above hold the significance of creation and resurrection. In sculpture this color usually appears as lapis-lazuli, an imported stone often used to represent dark hair.
What are amulets? What were they used for?
Amulets usually had protective functions. Some were worn on necklaces and others were wrapped into the linen bandages of mummies.
What was the significance of the scarab to the Egyptians?
Scarabs represented the cycle of the sun and rebirth. The actions of the scarab beetle, who rolled balls of dung across the desert, were linked to the sun moving across the sky. The sun was central to ancient Egyptian life and religion, and many gods were associated with the sun. Also, the word for scarab beetle in ancient Egyptian can also mean "to transform," and transformation was key to successfully transitioning into the afterlife.
What did it mean when the scarab was worn?
The scarab beetle of kheper was a symbol linked to the sun. The sun, which returned each morning, came to be associated with the idea of being reborn into the afterlife. The amulets in that particular case were all placed in the bandages of a mummy. The amulets were intended to help and protect the deceased on their journey into the afterlife.
Thank you for the amazing and informative answers!
Winged Scarab
On View: Funerary Gallery 2, Martha A. and Robert S. Rubin Gallery, 3rd Floor
Living persons wore only one or a few amulets at a time, but mummies usually bear many amulets. The Ma'at amulet (no. 2) and heart scarabs (nos. 1, 3, 11), which occurred in many forms, guaranteed a successful judgment of the dead. The amulets of a hand (no. 8), lungs and a windpipe (no. 12), and wadjet-eyes (i.e., "healthy" eyes; no. 4) protected those parts of the body and also had connotations of resurrection and the unity or integrity of the mummy. The enigmatic aper amulet (no. 13) takes the form of the hieroglyph meaning "to be equipped," perhaps in reference to the mummy's preparation. The two crowns (nos. 5, 6) were symbols of power. The Heh insignia (no. 7), like the popular ankh-sign, denoted eternal life. Among the living, the frog (no. 9) and possibly also the hare (no. 10) suggested fertility. The amulets of the Four Sons of Horus (no. 15) perhaps served, as they did with canopic jars, to protect various organs of the body.
This text refers to these objects: 15.523; 16.580.28; 16.580.48; 16.580.51; 08.480.93; 08.480.109; 08.480.159; 51.223.1; 51.223.2; 51.223.3; 57.76.1; 37.1169E; 86.226.22; 08.480.143; 51.223.4; 59.180; 72.38; 37.885E
MEDIUM Faience
Possible Place Collected: Balabish, Egypt
DATES 664-332 B.C.E.
DYNASTY Dynasty 18 to Dynasty 20
PERIOD Late Period
DIMENSIONS 1/2 x 1 1/16 x 1 5/16 in. (1.2 x 2.7 x 3.3 cm) (show scale)
MUSEUM LOCATION This item is on view in Funerary Gallery 2, Martha A. and Robert S. Rubin Gallery, 3rd Floor
Egypt Reborn: Art for Eternity
CREDIT LINE Gift of the Egypt Exploration Fund
CAPTION Winged Scarab, 664-332 B.C.E. Faience, 1/2 x 1 1/16 x 1 5/16 in. (1.2 x 2.7 x 3.3 cm). Brooklyn Museum, Gift of the Egypt Exploration Fund, 15.523. Creative Commons-BY (Photo: Brooklyn Museum, CUR.x249.42_wwgA-3.jpg)
IMAGE installation, West Wing gallery A-3 installation, CUR.x249.42_wwgA-3.jpg. Brooklyn Museum photograph, 2009
CATALOGUE DESCRIPTION Blue. With separate wings. Scarab in blue glazed faience, with separate wings, the details of the latter carefully marked with primary and secondary feathering, and attached with modern string. The scarab is pierced top and bottom and on both sides for the attachment of the wings. Back: clypeus notched, plate (hatched), head and eyes marked. A single line between the elytra, descending to the base, a single line between the prothorax and elytra. The elytra are striated. Side: legs molded in bold relief, all feathered. The tip of each of the wings is pierced.
dung beetle
Dynasty 18
protection against evil
separate wings


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Willie Walsh Presentation, Wednesday 2 November
Escrito el 28 octubre 2011 por Daniel Soriano en emprender
The Spanish Irish Business Network in association with IE Business School´s International Centre for Entrepreneurial Management invite you to a presentation by Willie Walsh – CEO, International Airlines Group (IAG), IAG is the parent company of British Airways and Iberia.
On 2 November, we are proud to welcome Willie Walsh, one of the world´s leading executives in commercial aviation.
Willie Walsh became CEO of British Airways on October 1, 2005. Prior to joining British Airways, he was CEO at Aer Lingus, a position he was appointed to in the aftermath of 9/11. He joined Aer Lingus in 1979 as a cadet pilot and worked his way through the ranks to become a captain in 1990. He completed a Master of Science in Management and Business Administration at Dublin's Trinity College in 1992. In his current role, he is CEO of the International Airlines Group, the parent company of British Airways and Iberia.
Registration is required. Please RSVP by email to: gema.molero@ie.edu
IE Venture Network, October 27th
IE Venture Network, November 3rd


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Tenant Portal | Owner Portal
Chocolate Factory Project is Coming Into Focus at Last
Categories: None
Jan, 23, 2020 | No Comments | Graduate Hospital
Frankford Candy is the largest marketer of licensed confections and gifts in the country and if you've ever eaten a chocolate bunny around Easter, it was probably made and/or distributed out of their sizable facility in the Northeast. Before moving there in the early 2000s, Frankford Candy was located much closer to downtown, in a sizable industrial building at 2101 Washington Ave., which people in the neighborhood still refer to as the "Chocolate Factory" property. This building, which was actually a collection of several structures originally constructed for a wallpaper manufacturing business, covered an entire city block and over two acres.
Frankford Candy sold the property at a time that the Graduate Hospital neighborhood was still in the early stages of gentrification. As development continued over the years in the neighborhood, a few different proposals made the rounds for the property. Developer Tran Dinh Truong came up with a redevelopment plan in 2009 which got denied by the ZBA. Another effort to redevelop the property, this time in cooperation with architects Campbell Thomas, got approval in 2012, but Truong passed away only a couple months later, and the project never moved forward. New buyers came forward a few years later and had an adaptive reuse plan, but that also didn't come to fruition. New developers bought the property about a year and a half ago and you can find their logo at the top left corner of this page.
After years of vacancy and poor maintenance, the old factory building was deemed imminently dangerous by L&I and was substantively demolished within a few months of OCF taking ownership. The developers then moved forward with a plan to subdivide the property and received approvals to build two rows of town homes on the northern side of the property, with a total of forty homes. The first ten homes are now being framed, as you can see.
Plans for the front portion of the property have taken a little more time to come into focus, as the near neighbors and the community group obviously had a keen interest in what would be happening at this prominent location. After months of back and forth, OCF presented plans for an apartment building that rises five stories near 21st Street and goes up another floor on 22nd Street at a SOSNA meeting last night. This building will include 256 apartments on the upper floors, while the ground floor will have two sizable retail spaces with tenants slotted in as a CVS and an Aldi supermarket. The basement will be all parking, with a total of 120 spots. Check out these renderings, from JKRP Architects:
Rendering at 22nd Street
Rendering at 21st Street
Pedestrian area behind the building
Assuming it gets ZBA approval, this project won't happen in a vacuum. As we mentioned, there are 40 homes under construction just to the north of the proposed apartment building. On the 2200 block of Washington, another entity related to this developer is building a row of 21 townhomes and has approvals for another mixed-use building that will bring dozens of additional units and some smaller retail tenants. And of course, don't forget Lincoln Square at Broad Street and the apartment building currently wrapping up at 25th Street.
Overhead rendering shows neighboring projects
After fifteen years in the wilderness, the table is finally set for 2101 Washington Ave. to get redeveloped. The density will be a welcome addition, as will the commercial tenants, and both should only increase the potential for other under-utilized parcels on the Washington Avenue corridor. For years, we've been dreaming about this kind of mixed-use development along Washington Avenue, and it finally feels like it's in reach not only for 2101 Washington Ave., but for the entire corridor.
Any Neighborhood Bella Vista Brewerytown Chinatown East Falls East Kensington East Passyunk Fairmount Fishtown Francisville Graduate Hospital Grays Ferry Hawthorne Loft District Logan Square Manayunk Market East Northern Liberties Old City Passyunk Square Pennsport Point Breeze Port Richmond Queen Village Rittenhouse Society Hill South Kensington South Philly South West Philadelphia Spring Garden Temple Area Washington Square West West Philly West Poplar
Have a story for us? Email us with photos and gossip! tips@nakedphilly.com
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1936 Washington Ave. Phila, PA 19146
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