text:
J. Parker Lamb Collection: Group Three
SAL, Raleigh, NC, 1961
Raleigh's Boylan Avenue tower is illuminated first by the curved path of Seaboard Air Line' s Florida-bound Silver Star passenger train and a few minutes later by a southbound Norfolk Southern Railway local heading to nearby Fayetteville, North Carolina, on an August night in 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-068-07
Northbound Seaboard Air Line train no. 88 passes open auto rack cars on southbound train no. 27 at Boylan tower in Raleigh, North Carolina, in November 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-070-12
SAL, Richmond, VA, 1962
Seaboard Air Line's southbound Silver Star passenger train (right) passes an eastbound Chesapeake & Ohio local at Richmond, Virginia's Main Street Station in October 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-05
SAL, Franklin, VA, 1962
On a foggy morning in February 1962, Seaboard Air Line's northbound Tidewater passenger train arrives at Franklin, Virginia, as seen from local freight train no. 85. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-081-07
ACL, Selma, NC, 1962
At Selma, North Carolina, in June 1962, a boy on a bicycle watches as a Southern Railway local freight train waits for the passage of Atlantic Coast Line train no. 376, the Everglades. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-04
CRR, Kingsport, TN, 1966
Framed by a rock tunnel portal, a northbound Clinchfield Railroad freight train approaches Kingsport, Tennessee, in August 1966. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-089-07
NW, Glen Lynn, VA, 1961
Three ex-Viriginan Railway electric locomotives lead an eastbound Norfolk & Western coal train over the New River at Glen Lynn, Virginia, in December 1961, just before the end of electric operations. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-091-03
AR, Aberdeen, NC, 1961
Aberdeen & Rockfish F3 diesel locomotive pulls into the railroad's shop at Aberdeen, North Carolina, after the daily run eastward in April 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-094-06
SAL, Raleigh, North Carolina, 1961
Southbound Seaboard Air Line Railroad freight train no. 75 eases past the cleanup of derailed mail-express train no. 8 in Raleigh, North Carolina, on April 8, 1961. Two SAL wreckers are beginning to drag the E7 unit toward a repaired siding. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-068-04
On April 8, 1961, northbound Seaboard Air Line Railroad mail-express train no. 8 derailed in downtown Raleigh, North Carolina. The wreck occurred around 11am in, but it was past sunset when the wrecker crews lifted the E7 locomotive carbody back onto its trucks for the trip to Hamlet yard. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-068-06
Seaboard Air Line Railroad freight train no. 280 departs the yard at Raleigh, North Carolina, with dense fog in December 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-068-08
Southbound Seaboard Air Line Railroad expediter no. 27, with two Richmond, Fredericksburg & Potomac locomotives, passes Boylan tower at Raleigh, North Carolina, en route to Florida and Southeastern cities in May 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-069-03
Southbound Seaboard Air Line Railroad freight train enters yard at Raleigh, North Carolina, passing a northbound extra train awaiting clearance in July 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-069-06
Seaboard Air Line Railroad's terminal at Raleigh, North Carolina, displays EMD evolution (FT, E3, and GP) in July 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-069-07
Hamlet-bound Seaboard Air Line Railroad train ready for station departure at Raleigh, North Carolina, in August 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-069-08
Northbound Seaboard Air Line Railroad freight train no. 88 departs yard at Raleigh, North Carolina, near sunset in August 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-069-10
Seaboard Air Line Railroad's Hamlet-Richmond line (critical in WWII) received CTC machine for Raleigh, North Carolina, dispatcher in 1941, photograph taken in September 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-069-12
Northbound Seaboard Air Line Railroad train no. 280 pauses at Raleigh, North Carolina, for crew change in April 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-070-02
Northbound Seaboard Air Line Railroad train no. 88 ready to depart Raleigh, North Carolina, in October 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-070-08
Engineer and fireman follow engine technician into cab of new GP30 on Seaboard Air Line Railroad train no. 75 at Raleigh, North Carolina, in November 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-070-10
Northbound Seaboard Air Line Railroad freight train no. 280 departs from yard at Raleigh, North Carolina, in December 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-070-11
SAL, Sanford, North Carolina, 1962
Northbound Seaboard Air Line Railroad local freight train crosses Cape Fear River as it departs Sanford, North Carolina, for Raleigh, NC, in March 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-071-03
While southbound Seaboard Air Line Railroad train no. 75 makes brief stop at Raleigh, North Carolina, both crew and officials get on and off in January 1963. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-071-06
SAL, Apex, North Carolina, 1962
Northbound Seaboard Air Line Railroad train approaches Apex, North Carolina, (west of Raleigh, NC) in May 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-071-09
SAL, Aberdeen, North Carolina, 1962
Southbound Seaboard Air Line Railroad train no. 75 passes Aberdeen and Rockfish Railroad F3 at Aberdeen, North Carolina, in June 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-071-10
Hamlet-bound Seaboard Air Line Railroad train no. 75, led by Richmond, Fredericksburg and Potomac Railroad unit, roars through village of Apex, North Carolina, passing Durham and Southern Railway local, in July 1960. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-071-11
SAL, Southern Pines, North Carolina, 1965
Northbound Seaboard Air Line Railroad train no. 280 climbs grade near Southern Pines, North Carolina, in July 1965. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-071-12
Southbound Seaboard Air Line Railroad train no. 75 speeds downgrade toward Aberdeen, North Carolina, on July 7, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-072-01
Northbound Seaboard Air Line Railroad freight train no. 88 rounds curve as it nears Southern Pines, North Carolina, in September 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-072-04
Northbound Seaboard Air Line Railroad TOFC (trailer-on-flatcar) freight train approaches Apex, North Carolina, (near Raleigh, NC) in October 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-072-06
Seaboard Air Line Railroad's first GP30 diesel locomotive speeds northward toward Raleigh, North Carolina, a few days after delivery in November 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-072-07
Northbound Seaboard Air Line Railroad train no. 280 climbs grade near Southern Pines, North Carolina, in November 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-072-09
Southbound Seaboard Air Line Railroad TOFC (trailer-on-flatcar) extra freight train speeds past Apex, North Carolina, en route to Hamlet, NC, in December 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-072-10
SAL, Nuese, North Carolina, 1961
Northbound Seaboard Air Line Railroad extra freight train led by locomotive no. 1973 passes signals at Nuese, North Carolina, (north of Raleigh, NC) in September 1961. Photography and Art; Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-073-04
SAL, Franklinton, North Carolina, 1962
Southbound Seaboard Air Line Railroad train no. 75 crosses Tar River near Fanklinton, North Carolina, in February 1962. Photography and Art; Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-073-07
Northbound Seaboard Air Line Railroad freight train no. 280 leaves Raleigh, North Carolina, behind surplus E-units in April 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-074-02
Northbound Seaboard Air Line Railroad freight train no. 280 leaves Raleigh, North Carolina, behind a mix of EMD units in April 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-074-03
SAL, Bracey, Virginia, 1962
Southbound Seaboard Air Line Railroad freight train no. 75 curves through deep cut at Bracey, Virginia, in August 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-074-11
Southbound Seaboard Air Line Railroad freight train no. 75 coils through cut on foggy day at Bracey, Virginia, in November 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-074-12
Southbound Seaboard Air Line Railroad mail-express train no. 3 at Bracey, Virginia, in November 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-01
SAL, Petersburg, Virginia, 1962
Southbound Seaboard Air Line Railroad train crosses high bridge over the Appomattox River at Petersburg, Virginia, in March 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-02
Seaboard Air Line Railroad's early use of TOFC (trailer-on-flatcar) on mail-express train no. 4 at Petersburg, Virginia, in March 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-03
SAL, Richmond, Virginia, 1962
Northbound Seaboard Air Line Railroad train no. 280 passes the Main Street Station in Richmond, Virginia, a few minutes past 4pm. In less than 20 minutes it will be in Hermitage yard, completing its 260-mile run from Hamlet, North Carolina, in October 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-06
Seaboard Air Line Railroad E7 diesel locomotive at station in Raleigh, North Carolina, completing run from Portsmouth, Virginia, on the Tidewater passenger train in June 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-07
The first section of Seaboard Air Line Railroad's southbound Palmland passenger train pulls into the station at Raleigh, North Carolina, on a foggy morning in December 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-08
Seaboard Air Line Railroad inbound Tidewater passenger train sits at station in Raleigh, North Carolina, after arrival from Portsmouth, Virginia, in June 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-09
Seaboard Air Line Railroad's premier train, Silver Meteor, pauses in Raleigh, North Carolina, en route to Richmond, Virginia, in August 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-10
Seaboard Air Line Railroad business car brings up rear of southbound Palmland passenger train at station in Raleigh, North Carolina, in December 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-075-12
Seaboard Air Line Railroad locomotive no. 3000, the first E4 built, shows signs of excessive weathering at Raleigh, North Carolina, in January 1963. It would soon be shipped back to EMD as part of an order for GP30s. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-076-02
Southbound Seaboard Air Line Railroad Silver Comet passenger train pauses in Raleigh, North Carolina, en route to Atlanta, Georgia, and Birmingham, Alabama, in October 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-076-05
Southbound Seaboard Air Line Railroad mail-express train no. 3, was running in two sections during Christmas rush in 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-076-08
Northbound Seaboard Air Line Railroad mail-express train no. 4 glides through tree-covered campus of North Carolina State University at Raleigh, North Carolina, in 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-077-01
Northbound Seaboard Air Line Railroad train no. 86 waits beside station at Raleigh, North Carolina, for departure to Richmond, Virginia, in June 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-077-02
Northbound Seaboard Air Line Railroad freight train no. 280 approaches Bracey, Virginia, in July 1964. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-077-06
SAL, Hamlet, North Carolina, 1961
Seaboard Air Line Railroad switcher and caboose rest during break in evening work at Hamlet, North Carolina, hump yard in June 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-077-09
Seaboard Air Line Railroad's high-bay shop in Hamlet, North Carolina, includes extra EMD engine and components, along with FT no. 4015 and E4 in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-077-11
Seaboard Air Line's diesel shop in Hamlet, North Carolina, shows two historic units being prepared for trade-in in coming months in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-078-01
Southward view of Seaboard Air Line Railroad's classification yard hump and bowl in Hamlet, North Carolina, with arrival/departure yards in background in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-078-03
Man in charge. Seaboard Air Line's terminal superintendent at Hamlet, North Carolina, is surrounded by reams of data and a pair of binoculars in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-078-05
Cars carrying new automobiles slide down the Seaboard Air Line's hump at Hamlet, North Carolina, in late afternoon, with motive power shop in right background, in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-078-06
Seaboard Air Line Railroad's classification yard at Hamlet, North Carolina, at night in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-078-07
View from south tower at Seaboard Air Line classification yard in Hamlet, North Carolina. Hump tower is above first locomotive units in August 1961, (note: center window). Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-078-08
Passenger units leaving shop at Hamlet, North Carolina, area to pick up extra train from departure yard in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-078-09
Framed by Carolina pines, southward Seaboard Air Line Railroad train leaves yard at Hamlet, North Carolina, in August 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-078-12
Northbound Seaboard Air Line Railroad TOFC (trailer-on-flatcar) extra train passes tower in Hamlet, North Carolina. View from replacement locomotives that the photographer rode. First of series that documents Lamb's ride to Hermitage yard in Richmond, Virginia, on October 20, 1961, (Note: see Trains, May 1963). Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-079-01
Seaboard Air Line Railroad engineer cruises on main line north of Raleigh, North Carolina, with one hand on horn on October 20, 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-079-07
View of Richmond, Fredericksburg and Potomac Railroad's Acca yard in Richmond, Virginia, from Seaboard Air Line Railroad Baldwin switcher delivering TOFC (trailer-on-flatcar) train from Florida on October 20, 1961. (Note: last photo in sequence from Hamlet to Richmond.) Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-080-01
Seaboard Air Line Railroad train no. 75 passes Richmond train no. 280 in yard at Raleigh, North Carolina, on overcast afternoon of October 21, 1961. (Note: no. 75's rear crew to Hamlet on right.) Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-080-05
SAL, Moncure, North Carolina, 1961
Rearward view of Seaboard Air Line Railroad train no. 75 near Moncure, North Carolina, as long string of autorack cars stretches to horizon; they were picked up at Norlina, NC, junction of Portsmouth, Virginia, line on October 21, 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-080-06
SAL, New Hill, North Carolina, 1961
Hamlet-bound Seaboard Air Line Railroad train no. 75 faces poor visibility as it approaches New Hill, North Carolina, on October 21, 1961. (Note: yellow signal indicates meet with another train.) Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-080-08
Much to the detest of train no. 75's crew, Seaboard Air Line Railroad Hamlet dispatcher required their train be broken into separate sections so as to fit into relatively short siding at New Hill, North Carolina. After a considerable wait, northbound manifest train no. 88 lumbers past on October 21, 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-080-09
Start sequence of two-day round trip between Raleigh, North Carolina, and Portsmouth, Virginia (aboard trains no. 82 and no. 85). A short time after departing Raleigh yard, fireman of Seaboard Air Line Railroad's Portsmouth train no. 82 has to inspect and adjust air compressor on last unit on February 1, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-081-01
SAL, Henderson, North Carolina, 1962
Northbound Seaboard Air Line Railroad train no. 82 passes mail-express train no. 5 near Henderson, North Carolina, on February 1, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-081-02
SAL, Suffolk, Virginia, 1962
Classic station at Suffolk, Virginia, surrounded by fog on February 2, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-081-05
SR, Selma, North Carolina, 1961
Southern Railway's executive train has come from Roanoke, Virginia, to Selma, North Carolina, on Atlantic Coast Line Railroad track. Here the extra has wyed onto Southern Railway rails for westward trip to Greensboro, NC, as an eastbound local freight train stands in the clear in June 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-082-01
SR, Old Fort, North Carolina, 1961
Brake shoe clouds surround eastbound Southern Railway Carolina Special passenger train as it nears Old Fort, North Carolina, in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-082-02
SR, Newport, Tennessee, 1962
Southern Railway freight train skirts French Broad River, en route from Knoxville, Tennessee, to Asheville, North Carolina, in April 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-082-04
SR, Asheville, North Carolina, 1962
Eastbound Southern Railway freight train crosses French Broad River at Asheville, North Carolina, in April 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-082-05
SR, North Carolina, 1962
Eastbound Southern Railway Asheville Special passenger train exits tunnel near Ridgecrest summit in western North Carolina, in April 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-082-09
Goldsboro-bound Southern Railway local train arrives in Selma, North Carolina, behind rare SR Alco RS-11 unit in May 1962. (Note: joint ACL-SR station visible at far left in background.) Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-082-11
Southbound Southern Railway train arrives in Selma, North Carolina, after using Atlantic Coast Line Railroad trackage from Norfolk, Virginia, in May 1962. (Note: joint station top left.) Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-01
SR, Goldsboro, North Carolina, 1962
Alco and GE switchers at work in Southern Railway's yard at Goldsboro, North Carolina, in June 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-02
Eastbound Southern Railway local freight train waits for Atlantic Coast Line Railroad Everglades passenger train (no. 376) at station in Selma, North Carolina, in June 1962. (Note: boy and bicycle at station.) Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-03
Eastbound Southern Railway passenger train no. 16 passes local freight train at Selma, North Carolina, in August 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-05
Eastbound Southern Railway train from Greensboro, North Carolina, arrives in Selma, NC, en route to Goldsboro, NC, in May 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-07
SR, Raleigh, North Carolina, 1962
Goldsboro-bound Southern Railway freight train passes Boylan tower in Raleigh, North Carolina, in October 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-09
SR, Danville, Virginia, 1965
Northbound Southern Railway train approaches SD45 and train south of Danville, Virginia, in May 1965. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-11
After Southern Railway northbound train has cleared, southbound freight led by SD45 no. 3168 leaves siding south of Danville, Virginia, in May 1965. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-083-12
SR, Lynchburg, Virginia, 1965
Northbound Southern Railway freight train leaves Lynchburg, Virginia, in May 1965. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-084-02
SR, Greensboro, North Carolina, 1966
Washington-bound Southern Railway passenger train no. 76 leaves Greensboro, North Carolina, with a cut of TOFC (trailer-on-flatcar) loads in June 1966. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-084-07
Eastbound Southern Railway local train shoves cut of coal cars onto siding at Boylan tower in Raleigh, North Carolina, in September 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-084-09
Eastbound Southern Railway freight train gets orders at Boylan tower in Raleigh, North Carolina, in 1972. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-084-10
Asheville-bound Southern Railway freight train climbs toward Andrew Loop west of Old Fort, North Carolina, in September 1972. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-084-11
Southern Railway's eastbound Asheville Special crawls through the fog near Old Fort, North Carolina, in August 1973. At the time of the photograph, Amtrak had been operating for more than two years, but Southern was not yet a participant, continuing to operate its own passenger trains. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-084-12
Southern Railway's eastbound Asheville Special eases to a stop at Old Fort, North Carolina, in August 1973. Many years after this incident, one of the children shown here got in touch with the photographer. By then an adult, she had seen the picture in a magazine and wanted a print to remind her of the enjoyable trip with her family. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-085-01
Shadows are growing long as eastbound Southern Railway freight train crosses creek near Old Fort, North Carolina, in August 1973. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-085-04
SR, Black Mountain, North Carolina, 1973
Eastbound Southern Railway coal train near Black Mountain, North Carolina, in August 1973, approaching the summit at Ridgecrest. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-085-05
Eastbound Southern Railway coal train crosses bridge en route from Asheville to Old Fort, North Carolina, in August 1973. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-085-06
Eastbound Southern Railway coal train twists through S-curve as it nears Old Fort, North Carolina, in August 1973. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-085-08
Westbound Southern Railway train leaves Old Fort, North Carolina, en route to Asheville, NC, in October 1974. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-086-01
SR, Ridgecrest, North Carolina, 1974
Westbound Southern Railway train enters twin tunnels as it nears Ridgecrest, North Carolina, in October 1974. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-086-04
Westbound Southern Railway train meets eastbound at Swannanoa siding near Asheville, North Carolina, in October 1974. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-086-07
NS, Raleigh, North Carolina, 1960
Northbound Norfolk Southern Railway freight train no. 64, led by Baldwin units, rolls through a cut east of Raleigh, North Carolina, in June 1960. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-086-08
Eastbound Norfolk Southern Railway train approaches yard at Raleigh, North Carolina, in July 1960. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-086-10
Eastbound Norfolk Southern Railway train approaches yard at Raleigh, North Carolina, in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-086-11
With the grace of a dancer, a Norfolk Southern Railway crewman swings off locomotive to throw switch in yard at Raleigh, North Carolina, in September 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-087-03
Eastbound Norfolk Southern Railway train crosses the main lines of the Seaboard Air Line and Southern Railway at Boylan tower in downtown Raleigh, North Carolina, in September 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-087-04
Westward view of Norfolk Southern Railway line at Boylan tower in downtown Raleigh, North Carolina, in March 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-087-06
NS, Mackeys, North Carolina, 1962
Norfolk Southern Railway five-car local freight train crawls across Albemarle Sound in Mackeys, North Carolina, trestle at five mph on August 15, 1962. The timber trestle was nearly eight miles long. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-087-08
Norfolk Southern Railway local freight train crossing Albemarle Sound at Mackeys, North Carolina, on August 15, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-087-10
Conductor's view of the long trestle across Albemarle Sound at Mackeys, North Carolina, on August 15, 1962. (Note: taken during stop at station.) Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-087-11
Norfolk Southern Railway hostler uses engine air compressor to spin Baldwin diesel locomotive on turntable at Raleigh, North Carolina, in September 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-087-12
Norfolk Southern Railway road crew at Raleigh, North Carolina, ready to start their shift as soon as their engine arrives from servicing area in September 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-088-01
NS, New Bern, North Carolina, 1962
A pair of Norfolk Southern Railway General Electric 45-ton units leads a branch line local freight train toward New Bern, North Carolina, in July 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-088-02
NS, Varina, North Carolina, 1963
Westbound Norfolk Southern Railway manifest freight train rumbles along main line near Varina, North Carolina, west of Raleigh, NC, in August 1963. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-088-04
NS, Aberdeen, North Carolina, 1964
Norfolk Southern Railway local crew picks up boxcars at yard in Aberdeen, North Carolina, in July 1964, beside Seaboard Air Line Railroad main line. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-088-05
CRR, Johnson City, Tennessee, 1965
Northbound Clinchfield Railroad train passes Johnson City, Tennessee, en route to Elkhorn City, Kentucky, in August 1965. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-089-03
CRR, Spruce Pine, North Carolina, 1966
Southbound Clinchfield Railroad freight train twists through forests north of Spruce Pine, North Carolina, in August 1966. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-089-04
CRR, Altapass, North Carolina, 1966
Northbound Clinchfield Railroad train creates giant plume as it exits Second Rocky Tunnel tunnel on the "Loops" near Altapass, North Carolina, in August 1966. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-089-08
Southbound Clinchfield Railroad coal train exits Vance Tunnel at Altapass, North Carolina, in August 1974. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-089-10
CRR, Marion, North Carolina, 1966
Northbound Clinchfield Railroad coal train passes local freight train at Marion, North Carolina, in August 1966. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-089-12
CRR, Erwin, Tennessee, 1974
Southbound Clinchfield Railroad coal train rolls through valley toward Erwin, Tennessee, in October 1974. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-090-02
Southbound Clinchfield Railroad coal train negotiates the S-curve at Chestoa, Tennessee, after departing the Erwin yard in October 1974. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-090-05
Southbound Clinchfield Railroad coal train approaches Spruce Pine, North Carolina, in October 1974. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-090-06
Southbound Clinchfield Railroad manifest approaches Spruce Pine, North Carolina, in October 1974. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-090-07
Southbound Clinchfield Railroad train exits Washburn tunnel no. 2, south of Spruce Pine, North Carolina, in October 1974. The view is from the portal of Washburn tunnel no. 3. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-090-10
NW, Singer, Virginia, 1962
The last electrified run into Roanoke on the ex-Virginian Railway line crosses over the Norfolk and Western Railway at Singer, Virginia, on June 29, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-091-04
NW, Roanoke, Virginia, 1962
Ex-Virginian Railway locomotives rest in the Norfolk & Western's yard at Roanoke, Virginia, a few hours after completing last electrified trip on June 29, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-091-05
Ex-Virginian Railway units rest in yard at Roanoke, Virginia, the day after their last electrified run on June 30, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-091-06
Towed to Roanoke, Virginia, after the overhead electric catenary was deactivated, these early designs were once Virginian Railway's most powerful units. June 30, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-091-07
Units of three builders at Norfolk and Western Railway's Shaffer's Crossing shop in Roanoke, Virginia, on June 30, 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-091-09
NW, Blue Ridge, Virginia, 1962
Westbound Norfolk and Western Railway local freight train passes station at Blue Ridge, Virginia, in June 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-091-10
Eastbound Norfolk and Western Railway Pocahontas passenger train speeds past station at Blue Ridge, Virginia, behind Richmond, Fredericksburg and Potomac Railroad units in June 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-091-11
NW, Glen Lynn, Virginia, 1962
Four road switchers head up eastbound Norfolk and Western Railway coal train at Glen Lynn, Virginia, in the post-electrified era of the former Virginian Railway in August 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-092-01
NW, Durham, North Carolina, 1962
Switch crews from Norfolk and Western Railway and Seaboard Air Line Railroad coordinate their moves in yard at Durham, North Carolina, in August 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-092-02
NFD, Denniston, Virginia, 1968
Eastbound Norfolk, Franklin and Danville Railway train leaves Denniston, Virginia, in June 1968. Norfolk & Western purchased the NF&D in 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-092-04
Eastbound Norfolk, Franklin & Danville Railway train a few miles east of Denniston, Virginia, in June 1968. Norfolk & Western purchased the NF&D in 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-092-06
ACL, Rocky Mount, North Carolina, 1961
Northbound Atlantic Coast Line Railroad Palmetto passenger train on double-tracked main line north of Rocky Mount, North Carolina, in June 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-092-07
Southbound Atlantic Coast Line Railroad TOFC (trailer-on-flatcar) freight train departs from yard at Rocky Mount, North Carolina, in May 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-092-08
ACL, Smithfield, North Carolina, 1961
Six units power Atlantic Coast Line Railroad freight train northward near Smithfield, North Carolina, in July 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-092-11
ACL, Selma, North Carolina, 1961
Southbound Atlantic Coast Line Railroad Havana Special passenger train arrives at station in Selma, North Carolina, in August 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-093-02
Southbound Atlantic Coast Line Railroad freight train no. 77 zips past station at Smithfield, North Carolina, in July 1961. (Note: view is from caboose door.) Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-093-05
Southbound Atlantic Coast Line Railroad Havana Special (train no. 75) arrives at station in Selma, North Carolina, in May 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-093-07
ACL, Richmond, Virginia, 1962
Northbound Atlantic Coast Line Railroad TOFC (trailer-on-flatcar) freight train crosses the James River in Richmond, Virginia, on long arch bridge in March 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-093-08
Richmond, Virginia, 1962
Interior of Broad Street station at Richmond, Virginia, in March 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-093-10
Late afternoon at Broad Street station in Richmond, Virginia, finds northbound Atlantic Coast Line Railroad Everglades passenger train arriving while Seaboard's Florida-bound Silver Star awaits the highball in October 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-093-11
AR, Aberdeen, North Carolina, 1961
Aberdeen and Rockfish Railroad mixed train pulls into yard at Aberdeen, North Carolina, after its daily run while F3 locomotive awaits clear track to shop in April 1961. No. 303 is both a caboose and a combined baggage-passenger car. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-094-02
With F3 locomotive and caboose at shop in Aberdeen, North Carolina, Aberdeen and Rockfish Railroad Geep pulls past interchange cars after finishing day's run in April 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-094-03
Aberdeen and Rockfish Railroad Geep passes the road's general office building in downtown Aberdeen, North Carolina, in April 1961. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-094-08
AR, North Carolina, 1962
Aberdeen and Rockfish Railroad GP18 locomotive no. 300 (replacement for F3) heads eastward in North Carolina on early morning in July 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-094-11
RFP-ACL, Richmond, Virginia, 1962
Richmond, Fredericksburg and Potomac Railroad and Atlantic Coast Line Railroad units at Acca yard in Richmond, Virginia, in March 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-095-01
RFP, Richmond, Virginia, 1962
Northbound Richmond, Fredericksburg and Potomac Railroad TOFC (trailer-on-flatcar) freight train departing Acca yard at Richmond, Virginia, in March 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-095-02
PRR, Alexandria, Virginia, 1962
Famous profile of Pennsylvania Railroad GG-1 electric is on display at Potomac Yard in Alexandria, Virginia, in 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-095-04
PRR-B&O, Richmond, Virginia, 1962
Motive power from two of America's earliest railroads, the Pennsylvania and the Baltimore & Ohio, rub shoulders at Potomac yard in Alexandria, Virginia, in 1962. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-095-05
View from top of Andrews Loop shows westbound Southern Railway coal train climbing out of Old Fort, North Carolina, in September 1972. Photograph by J. Parker Lamb, © 2016, Center for Railroad Photography and Art. Lamb-01-095-07


text:
package io.corbel.iam.repository;

import io.corbel.iam.model.Group;
import io.corbel.lib.queries.request.Pagination;
import io.corbel.lib.queries.request.ResourceQuery;
import io.corbel.lib.queries.request.Sort;

import java.util.List;

public interface GroupRepositoryCustom {

    List<Group> findByDomain(String domain, List<ResourceQuery> resourceQueries, Pagination pagination, Sort sort);

    void deleteScopes(String... scopesId);

}

redpajama_set_name: RedPajamaGithub


Repeats every year on September on the first Monday until Mon Sep 07 2020 . Also includes Mon Sep 02 2019, Mon Sep 07 2020.
Repeats every week until Mon Nov 19 2018 except Mon Oct 08 2018.
Repeats every week until Thu Nov 22 2018 except Thu Oct 04 2018, Thu Oct 11 2018.
Repeats every week until Sat Dec 01 2018 except Sat Nov 03 2018, Sat Nov 17 2018.


text:
François Hentges, né le  à Bonnevoie et mort le  à Luxembourg, est un gymnaste artistique luxembourgeois.

Carrière
François Hentges est médaillé d'or aux barres parallèles et médaillé de bronze par équipes aux Championnats du monde de gymnastique artistique 1903 à Anvers.

François Hentges dispute les Jeux olympiques de 1912 à Stockholm : quatrième au concours par équipes et cinquième en système libre par équipes, il termine  du concours général individuel.

Famille
Il est le frère du gymnaste Pierre Hentges.

Liens externes

Gymnaste artistique masculin luxembourgeois
Gymnaste artistique masculin aux Jeux olympiques de 1912
Naissance en juin 1885
Naissance à Luxembourg
Décès en juin 1968
Décès à Luxembourg
Décès à 82 ans
1 médaille d'or aux championnats du monde de gymnastique

redpajama_set_name: RedPajamaWikipedia


How to choose a shredder is discussed in much more detail in our Free Report. If you haven't already downloaded it please click here to do so now!
Bosch features strongly on this web site – they provide the most innovative and all encompassing range of electric garden shredders on sale in the uk today. In the past we have included reviews on shredders from Ryobi, Qualcast and Draper. However, over the last few years we have seen Bosch shredders come to dominate the market.
Other makes may be well worth your attention though – particularly if you can find a good deal. We have summarised some of the more popular alternatives on the 'Worth Considering' page. One model on which we are keeping a close eye is the Einhell BG-RS2540. It is has a few great reviews on Amazon – if the reviews there continue to be so good we will do a full review.
Almost inevitably, for any but the largest of private gardens, you will be considering an electric garden shredder. The petrol driven machines you see your local council or local woodlands management using are generally not suited to more average gardens.
If you visit the US the term garden shredder is virtually unknown. Instead, you will see 'wood chippers' advertised. These are the same machines though, as often seems to be the case in America, the market tends to be for the bigger, petrol driven machines.
Why Use Electric Garden Shredders?
The composters – everything that comes off the garden goes straight onto the compost heap or compost bin.
The 'bag it and tip it people' – I used to be one of these – everything that comes off the garden is put into black plastic bags and then taken to the local tip. In summer I used to go to the tip at least once per weekend – a round trip of almost 20 miles.
All categories of gardeners have something to gain from the use of a good garden shredder.
The composters (take a look at our in-depth articles on composting) are often stumped (pun not intended) when it comes to woody waste. Wood does not compost readily or quickly unless it is broken down into very small pieces first. Consequently, the composter will often resort to the dustbin, the trip to the tip or the garden bonfire to dispose of woody clippings and branches. One thing I have noticed over the last several years is that the acceptance of even small garden bonfires in built up areas is pretty low.
Woody waste is just too bulky to fit in the dustbin easily. Hands up anyone who has stood for a couple of hours with the secateurs or lopping shears in hand cutting the waste up into small enough pieces to fit into the dustbin.
Bagging and tipping is not easy either. Woody waste always has branches sticking out of the side which inevitably rip through the bags. I have frequently scraped my legs and damaged the interior of the car too.
Shredders reduce practically any waste down to a size and condition that is ideal for composting. But if you don't want to create a compost heap the waste will have been reduced in volume by 80-90%. You will get so much more into your dustbin or garden bags. There will be no nasty sharp branches sticking out either. Just one minor note of caution: Shredders reduce the volume of waste not the mass. Your bags or dustbins can be pretty heavy.
There really aren't too many options when it comes to electric garden shredders. Essentially there are only 2 types: impact shredders which have small blades that rotate at high speed and chop up waste fed into them; and, crusher shredders which use cogs or gears to crush the waste put into them. Crusher models are often called quiet shredders as they turn at much lower speeds and don't generate as much noise.
One of the most common questions we hear is, "What power rating should we buy?" In general, the higher its power rating, the greater the average throughput of the shredder. However, many other factors come into play – motor efficiency, gearing, quality of the blades and construction and many other factors too.
In our experience any electric garden shredder rated above 2,000 Watts (2kW) is more than adequate. If in doubt skip on over to Amazon and read the reviews. You will soon see if any real-life users have any problems with the power rating of their machines.
Which Type of Shredder is Right for You?
What sort of garden waste do you expect to use the shredder for? The more woody the waste the more you should consider one of the quieter, crusher type shredders.
Is noise an issue? Impact shredders can be very noisy.
What is the maximum size of branch you are likely to be cutting? Most modern garden shredders will cut up to 40mm.
If you cut mostly leafy or green waste the impact shredder is much less likely to jam.
That's it really. There is a lot more to choosing the exact model of shredder you want but we cover that in our individual garden shredder reviews. There's lots more information available in our free guide.


Mistakes every newbie cyclist does!!
Home Tags Posts tagged with "goa"
Pure vegetarian restaurants in Goa you must visit!
If you think Goa only offers non-vegetarian delicacies, my list of pure vegetarian restaurants in Goa will prove you wrong.
All vegetarian people always have an issue of finding the right food option.
If you are reading this I definitely know two things about you. You cherish Goa and you are a veggie lover. That is an unpleasant mix since goa offers an assortment of dishes however the vast majority of them are nonvegetarian.
But this article puts an end to your problem once and for all. Marvel the beauty of Goan beaches without being worried about food, this list is all you need.
I have been to goa 4 times, the majority of the times I went to north goa. I have not saved any eatery that says "Pure Vegetarian restaurant". Yes, I accept there are fewer alternatives contrast with non-vegetarian eateries, yet that is not the real issue. The genuine issue is to locate the one that offers the sort of taste and dishes a veggie lover anticipates from goa.
I have distinguished few astounding restaurants that will leave your taste buds wanting for more and your tummy getting its hardest time.
Likewise, this is not exhaustive, there might be a superior place which I may have missed. As of now, I am just posting the resultants that I have gone to myself and delighted in the mouth watering delicacy that they offer.
The main of attempting new dish is to attempt a dish that they guarantee they are great at. Mannpasand is a good option for any type of north Indian food. It can be that buttery Punjabi dish with tender paneer or the allu tikki served hot. There are lots of items to offer, I will tell what you can try here.
Plus points– All Punjabi items offered here are delicious, you can try any paneer sabzi, choose bhature, pulav or the street food items offered here. Taste is authentic and consistency.
Cons – service is little slow, so if you are kind of person who is always in hurry please don't go there. You surely don't want to end you fighting with the guys on your trip!!
South Indian dishes are not extremely wonderful, but rather that is not what this place is for. Additionally, why might you need to try and attempt a south Indian dish in a north Indian eatery?
Being a pure veg option, the place is abuzz with families so expect little hoo-haa around you.
WHY I RECOMMEND IT –Food is truly incredible in taste, other than this, you get a variety of dishes running from street food to full Punjabi dish. It is a rarity to have north Indian street food in Goa. Location wise, this is one of the best pure vegetarian restaurants in Baga or Calangute area.
During traveling, families often face a dilemma about choosing the restaurant. The scenario is – one of them need to eat dosa, elders want only pure veg thali and the rest have not decided yet. Your solution is to visit a place that offers all the options. Now, it may be possible that not all options are great but traveling to multiple places is not a reasonable choice either.
That is preciously why I prefer Shree Krishna, among all the pure vegetarian restaurants that offer Punjabi, south Indian & Chinese food I like this one above all.
Believe me, I have visited all these pure vegetarian restaurants in area – shree sagar, sagar, udupi this that, you name and I have already visited it. Among all pure veg options, I will definitely go to Shree Krishna on any given day.
Plus Point: They have separate AC section and additionally tables outside in open. Their menu offers all kind vegetation dishes. They could enhance the interior a bit, however, I figure looking at customer base, that is not what is expected from the pure vegetarian restaurant.
This place is ideal for dinner, after enjoying the water sports at Calangute beach having fluffy rotis with Sabji is a great way to end your day in Goa.
Cons – I barely found any which may prevent you from going to Shri Krishna. As a pure vegetarian person, this place offers you the very same thing that you are searching for.
When my wife was exploring pure vegetarian restaurants in panjim, she got to know about this small café that offers pure veg goan dishes. We instantly decided to give it a visit, and it was totally worth it. The place is situated in a small "galli" like street near the church, a small place.
They have lots of items on the menu, most of them are breakfast items, they not only serve the goan veg dishes but you also have an option of pavbhaji, vada and south Indian dishes.
Try their mix bhaji & chole masala, or you can try other bhaji's they offer. This bhaji's have coconut base, typical to find in south Indian coastal regions.
For me, it is a way to indulge in local food culture. Apart from these items, one more thing which you can try is "Veg Xacuti" again a veg sabji with coconut curry. You can have it with pav.
This is kind of place a food lover must visit, does not matter if you are a vegetarian or non-veg lover. This is a place you have to visit once.
It is Featured on zomato under "Great Breakfast" list in goa, a handpicked list of restaurants for best breakfast options.
Other vegetarian options that have good reviews but somehow I missed them – most probably because of location issue.
It is a pure vegetarian restaurant and from the reviews, I have come to know they offer Gujarati thali and reviews are good even by non-veg lovers. So why yu cannot miss this place if love Gujarati food by heart. This thali is a nice change from a daily dose of spicy Punjabi dishes.
This restaurant has good reviews; it is situated in anjuna and offers pizza, burgers and American food. One point to remember about this place is, they also have a bar along with it. Maybe an only veg option in north Goa to have a bar. And if paneer butter masala is your favorite dish, this place is not for you.
They have a beautiful Outdoor sitting arrangement, a fresh breath of air and a cocktail in hand, what more you need!!!
The menu of this café is kind of similar to café tato's. You can have bhaji, wada, samosa etc for your morning breakfast or a quick bite during your visit to Panjim city.
Based on reviews, this is a good option for south Indian varieties like Masala Dosa, Utappam etc in panjim.
All 4 are on my "to visit" list for my next visit to Goa. I will add their review once I have been there.
So, this is a list of pure veg restaurants for the kind of people who do not prefer a combined veg non-veg kitchen.
How to do a basic bike fit at home?


text:
Help us to keep education at the very heart of what we do. Your support will allow us to fire imaginations and bring the joy of reading to people of all ages and backgrounds. Please give what you can.
Arundhati Roy talks to Nicola Sturgeon at the Edinburgh International Book Festival
What did Arundhati Roy do between the publication of her Booker-winning debut The God of Small Things in 1997 and her extraordinary follow-up, The Ministry of Utmost Happiness two decades later? In a stunning new book of essays, we have the definitive answer. My Seditious Heart is much more than a series of illuminating observations on justice, rights and freedoms: it's a memoir of the Indian author's life – as a writer and as a citizen. Roy discusses her novels, her essays and her astonishing experiences with Scotland's First Minister, Nicola Sturgeon in this event, filmed live at Edinburgh International Book Festival.
Kathleen Jamie, Chitra Ramaswamy & Amanda Thomson: Antlers of Water 'When we read and write, when we love our fellow creatures, when we walk on the beach, when we just listen and notice, we are not little cogs in the machine, but part of the remedy.' These luminous words by Kathleen Jamie form part of the introduction… Time Travelling with Patience Agbabi & Ben Miller Ever wondered what it might be like to be a time traveller? Leap into a black hole or jump through time in this event with authors Patience Agbabi and Ben Miller, as they unleash their out-of-this-world new books. In The Infinite, the first part of Pa… Michele Hutchison & Marieke Lucas Rijneveld: Reap What You Sow Great art doesn't just reinforce or reassure: the authors we love challenge us; they illuminate new perspectives, make us question our certainties. They discomfort us. From its very title, Marieke Lucas Rijneveld's International Booker shortlisted deb… Sarah Crossan with Sally Magnusson: The Other Woman Sarah Crossan, former Irish Children's Laureate has been delighting and moving younger readers for years with her award-winning books — 2016's One about the life of conjoined twins won the Carnegie Medal — and her move to adult fiction is a cause … Closing Night: A Case For Hope Hope — Rebecca Solnit memorably wrote — is an embrace of the unknown. While embraces might be a lost pleasure from a pre-COVID age, it's clear we're living in an age of plentiful unknowns. But amidst the uncertainty and fear, the grief and the los… Matt Haig: The Library of Second Chances Matt Haig was already a beloved author for his trademark disconnected outsiders — from vampires to aliens — trying to get to the bottom of what it is to be human. But the 2015 publication of his memoir Reasons to Stay Alive, a powerful account of his … Colum McCann: An Infinity of Stories Once every few years, a novel comes along that genuinely opens up new ways of seeing the world. Colum McCann's new novel Apeirogon might well be such a book. Two protagonists, Rami and Bassam – one a Palestinian, the other an Israeli – are each… Llama Drama with Allen Fatimaharan & Annabelle Sami Yasmin longs to be able to stand up for herself, but when she finally makes a wish, it's not answered by a beautiful guardian angel but a rude, sassy, talking toy Llama called Levi. He might wreak havoc on Yasmin's life, but might he also help her fin… Mieko Kawakami: Three Daughters of Osaka While this year's release of Breasts and Eggs marks the first time Mieko Kawakami has been translated into English (by Sam Bett and David Boyd), she has been a literary sensation in Japan for more than ten years. Her legions of fans include Haruki Murak… Sophie Hughes & Fernanda Melchor: Another Mexico Celebrated Mexican author Fernanda Melchor's first book translated into English, Hurricane Season, has been shortlisted for the International Booker Prize. In a piece for Granta, the book's translator Sophie Hughes reflected: 'Melchor goes with her …

redpajama_set_name: RedPajamaCommonCrawl


WASHINGTON — President Barack Obama thanked White House aides and his re-election campaign staffers Tuesday at the final celebration of his inauguration.
Obama told thousands of guests at his staff ball Tuesday night that they represent, in his words, his "deepest hopes for America."
First lady Michelle Obama, wearing a silver and black ensemble, echoed the president's campaign-year chant of "fired up, ready to go."
Pop icon Lady Gaga and singer Tony Bennett were providing the entertainment. According to the pool report, the first lady danced with her arms when the president mentioned the musicians.
Proceeds will support a memorial fund for Alex Okrent, a campaign worker who collapsed and died at Obama's campaign headquarters in July.


RM@Schools 3.0 project is an innovative program focused towards making science education and careers in raw materials (RM) more attractive for youngsters. RM Ambassadors (experts in some RM-related issues and trained teachers) will engage students in an active way of learning. They will be involved in experiments with RM-related hands-on educational toolkits (experiments), excursions in companies, and in science dissemination activities. The students can become Young RM Ambassadors by creating dissemination products focused on issues related to RM (i.e. videos, cards, comics, etc.) in their native languages (student age 10-13 years) or in their native and English languages (student age 14-19 years). Local awards competitions for the best communication products, as well as an annual European Conference with delegates from European schools will be organized. Selected groups of students will be taught about digital competences, like video making and other activities suitable to be proposed during Public Events in order to work together with RM Ambassadors. All the produced materials and the best communication materials realised by students will be accessible online at the RM@Schools website.


text:
Le site archéologique du Vernay (parfois orthographié Vernai) est un vaste site de fouilles archéologiques situé sur la commune de Saint-Romain-de-Jalionas, dans le département de l'Isère en France. Il s'étend sur une période allant de la Tène gauloise au Moyen Âge tardif, sa pièce majeure étant un palais rural gallo-romain.

Présentation du site

Localisation
Le site archéologique est situé au lieu-dit le Vernay, dans une zone agricole humide, à l'écart des habitations. Il est bordé par le ruisseau du Girondan, qui se jette dans le Rhône à  plus au nord. Le site englobe l'église et le cimetière communal, qui sont étroitement liés à l'histoire du site. Le site est situé à l'ouest du plateau de l'Isle-Crémieu, dans une région qui abrite de nombreux autres sites gallo-romains.

Le Vernay (ou Vernai) est un terme d'origine gauloise assez commun qui désigne une aulnaie.

Généralités
La villa gallo-romaine du Vernay est le monument le plus important de Saint-Romain-de-Jalionas, inscrite au titre des monuments historiques par arrêté du 18 juin 1984.

La villa du Bas-Empire est de très grande taille, les bâtiments d'habitations couvrant, seuls, plus de . On y trouve un réseau complexe d'égouts, un moulin hydraulique (très rare pour la période), une piscine de  sur  ainsi qu'un complexe de thermes avec système de chauffage par hypocauste.

La villa ainsi que ses dépendances sont encadrées par un mur d'enceinte cloîtrant un espace d'une vingtaine d'hectares, traversé par une voie d'accès en galets et par un petit ruisseau sur lequel se raccorde le système d'égout.

Sur le domaine, les fouilles ont également mis au jour plusieurs aires de rouissage du chanvre.

Histoire et organisation des fouilles

Fouilles informelles et préventives
Au , le curé signale la découverte d'éléments de statues et de mosaïques dans le cimetière qui jouxte l'église paroissiale. Alerté, Hippolyte Müller, fondateur du musée dauphinois, se rend sur place sans pour autant localiser l'épicentre de ce site qualifié de gallo-romain.

En 1967, des travaux d'adduction d'eau mettent au jour un fragment de mur et une amphore dans laquelle on dégagera le squelette d'un enfant. Un historien amateur et peintre reconnu, Roger Pinet, commence alors à fouiller les environs et dégage d'innombrables vestiges. Les fouilles sont reprises dans le courant des années 1970 par Aloys Dufourg, étudiant en histoire. Faute de moyens, il doit remblayer les fouilles en 1979.

En 1985, l'agrandissement du cimetière impose une campagne de sauvetage menée par des scientifiques. Au total  sont fouillés au sud de l'église par Robert Royet, conservateur régional d'archéologie de la direction régionale des Affaires culturelles.

Fouilles programmées
Ce n'est qu'à partir de 1995 que démarrent des fouilles programmées régulières. Robert Royet sonde le site dans sa globalité, grâce à des financements du conseil général de l'Isère.

De nos jours, les fouilles y ont lieu annuellement, généralement au cours du mois d'août. Elles sont effectuées par des bénévoles de l'Association pour l'Histoire et l'Archéologie à Saint-Romain-de-Jalionas, sous la direction scientifique de Robert Royet. Tout au long de l'année, les membres mènent également des prospections dans les terrains alentour et traitent le mobilier archéologique récolté (nettoyage, indexation, photographie…).

Chronologie synthétique des fouilles
 1967 : découverte d'un fragment de mur et d'une amphore, fouilles amateurs par Roger Pinet ;
 mi-1970s : reprise des fouilles par Aloys Dufourg jusqu'en 1979 ;
 1985 : premières fouilles de sauvetage par Robert Royet (DRAC), préalables à  l'agrandissement du cimetière ;
 1995 : début des fouilles programmées.

Histoire du site
Sur le site, Robert Royet a découvert des foyers de l'âge du bronze et des éléments de la vie quotidienne des Gaulois, attestant l'existence d'une grande ferme, probablement propriété d'aristocrates gaulois.

À l'occupation gauloise du site, autour de l'actuelle église, succède une longue période d'occupation romaine (jusqu'aux ) où se développe, en plusieurs étapes successives de construction, une villa aux dimensions importantes, dotée d'un grand complexe thermal (aujourd'hui en partie dégagé et mis en valeur par les fouilles). Si aujourd'hui le site paraît relativement isolé, il était pendant l'Antiquité proche de voies importantes menant à Vienne et à Lyon.

Vers 40 , cette exploitation est transformée en villa selon les canons romains de construction : bâtiments en pierres maçonnées, toits en tuiles, sols en mortier. La vaisselle trouvée est gauloise, indiquant que les maîtres sont plutôt des Allobroges romanisés que des colons installés. Le domaine est restructuré et des fossés sont aménagés pour assécher les marais et irriguer les cultures (blé et orge).

À partir de 15 , la villa laisse place à un palais dont le seul bâtiment d'habitation couvre . D'après Robert Royet « c'est véritablement hors normes, surtout en milieu rural et hostile ». Les villae font généralement  de superficie et se sont surtout établies dans des lieux secs et fertiles et non à proximité d'un marais de . La propriété dispose du chauffage central, d'une piscine et d'un complexe thermal, « un luxe qui n'est pas en rapport avec les revenus du domaine » poursuit Robert Royet. Alors à qui appartient-il ? L'hypothèse la plus vraisemblable est qu'un marchand ou politicien fortuné établi à Vienne ou Lyon, aurait fait bâtir ce palais pour y mener grand train, on ignore cependant son identité. Traversant sans dommages les invasions « barbares » et le déclin de l'Empire romain, le domaine va prospérer jusqu'à son démantèlement vers 450.

Régulièrement réorganisé, il intègre de nouvelles productions comme la vigne, l'arboriculture et la noix. Plus singulier, une chapelle chrétienne est bâtie en son sein au . Elle sera à l'origine de l'église actuelle. Durant le haut Moyen Âge, une exploitation beaucoup plus réduite se substitue à la villa tandis que la chapelle, devenue église paroissiale est ceinte d'un cimetière. Des paysans s'installent à proximité et y sont enterrés.

Le site pourtant situé en milieu hostile, a toujours été habité et exploité mais interroge les historiens : comment ses propriétaires ont-ils pu tirer parti de ce qui était a priori une contrainte jusqu'à bâtir un gigantesque domaine ? Il nous renseigne également sur les relations sociales entre paysans et propriétaires fonciers ainsi que sur les modes d'exploitation, très différents selon les périodes.

Les différentes vagues d'invasions dites « barbares » n'ont pas fait fuir les habitants comme ce fut le cas ailleurs. Ainsi, l'habitat est-il réutilisé par les Mérovingiens (qui fonderont une église paléochrétienne, la première du Dauphiné ?) puis par les Carolingiens (dont le clocher de l'église est le principal vestige qui subsiste de cette période).

À la fin du , un château delphinal, démantelé en 1430, est adossé à l'église. Des fortifications imposantes sont entourées de douves.

À l'abandon dès le , le château tombe en ruine. Seule l'église est préservée de la démolition, et, malgré sa localisation en bordure de marécage, à l'écart de tout habitat, elle demeure le principal lieu de culte à Saint-Romain-de-Jalionas.

Chronologie
 150  : attestation d'une ferme gauloise ;
 40  : construction d'une première villa gallo-romaine ;
 15  : la villa laisse place à un palais (création d'un grand domaine agricole de 13 hectares) ;
  : édification d'une chapelle à l'intérieur de la villa ;
 450  : démantèlement du palais ;
  : construction d'un château delphinal à l'emplacement de l'actuel cimetière ;
 1430 : démantèlement du château pendant la guerre delphino-savoyarde ;
  : découverte d'éléments de statues et de mosaïques dans le cimetière.

Animations et visites

Jardin antique expérimental
Depuis 2018, l'association gère un jardin antique (romain) expérimental. Le but est de tester la culture des variétés d'époque (ou s'en rapprochant au maximum) en employant également les outils et les techniques associées (creusement d'un puits...).

Le travail du jardin s'appuie plusieurs auteurs latins, qui fournissent des directives précises en botanique, agronomie et économie agricole : Caton (De agri cultura), Columelle (De re rustica), Pline l'Ancien (La Botanique)...

Visites
Le site se visite en autonomie toute l'année grâce au parcours équipé de panneaux pédagogiques. En complément, l'association AHASRJ organise des visites guidées associée à des ateliers pratiques au moins deux fois par an, pour les Journées de l'archéologie en juin, pour les Journées du patrimoine en septembre, et depuis 2021 pour les Rendez-vous aux jardins début juin.

Notes et références

Publications

Notes

Références

Voir aussi

Articles connexes
 Saint-Romain-de-Jalionas
 Isère (département)

Liens externes
 Site de l'association AHASRJ
 Galerie Instagram de l'association

Vernay
Vernay
Vernay
Vernay
Monument historique en Isère
Monument historique inscrit en 1984


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Opinion: Finding sense in reports that boyhood fan Grant Leadbitter could sign for Sunderland
Sunderland are, according to reports, keen on signing Grant Leadbitter. Is he the midfielder that we need? Roker Report's managing editor attempts to find some sense in the news.
By Editor Gav Jan 23, 2019, 1:45pm GMT
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Photo by Matthew Lewis/Getty Images
Sunderland have been heavily linked over recent days with the signing of Middlesbrough midfielder Grant Leadbitter, a rumour that was further substantiated this morning when several local news outlets added credence to it by reporting that we are indeed looking to bring the Fencehouses native back to the club.
Leadbitter has been long-linked with a return to Wearside, and Sunderland owner Stewart Donald himself confirmed that he was a player we were looking at in the summer, but for whatever reason it never happened.
And it's easy to see why they'd want him - he'd be returning back to his boyhood club in his twilight years after a long time away gathering experience, and generally standing out as a top midfielder in the Championship during his time with Ipswich Town and Middlesbrough.
A lot of time has passed since the summer, though, and despite recruiting a number of central midfielders in the last transfer window we sit here near the end of January still looking to find the solution to our problems in the centre of the park.
As useful as the likes of Lee Cattermole, Max Power, Dylan McGeouch and Luke O'Nien have been, they are not players that I'd say have shown that they are capable of dominating games this season - which is presumably where Leadbitter comes in to Jack Ross' thinking.
Photo by Alex Livesey/Getty Images
He's not a young man, granted, but he's presumably still got the legs to get about the pitch.
The two times I saw him against Sunderland for Middlesbrough last season he was the best player on the park and quite literally ran the game from his now-favoured deep-lying midfield position.
If he's capable of that kind of performance on a regular basis in League One, he'd certainly be an asset to a team like ours.
Leadbitter has had to make do with appearances in cup competitions for Boro this term, but 32 appearances in the Championship last season shows that he was capable of coping with the rigours of playing regular first team football at a competitive level, under the management of a man who demands physicality and intense work-rate from his players.
I do worry about whether we're directly addressing the real needs of the squad, though.
There's no hiding from the fact that we lack any height in midfield, and it hampers us often against physical sides that don't allow us to play our technical game by getting into us.
We struggle to defend set pieces - the proportion of goals conceded from them substantiates this - and our conversion record from our own corners this season has been, to put it lightly, absolutely awful. Bringing in players who can give us a range of options would, at this stage of the season, be preferable.
I must admit that when I heard Jack Ross talk about recruiting a number of players, I was hoping he had his sights set on signing someone in that mould of brute midfield enforcer, so hearing we're after Grant Leadbitter does give me conflicting feelings on the matter.
Whilst we are desperate for some height and presence, we're probably just as desperate for a midfielder who can put their foot on the ball and dictate. Players with both qualities don't, unfortunately, grow on trees for clubs in League One to pluck them from.
It does make you wonder whether we're likely to see some departures should we aim to bring on board a midfielder who is expected to start in the majority of games.
Despite his good early season form, Lee Cattermole has been poor for a number of months - and you can't ignore his extortionately high wages for a League One footballer. Ethan Robson was expected to be a regular feature this season but has been injured, and now that he's fit again it'd probably be wise to let him leave on loan in order to play regular football and regain some of the sharpness he will have inevitably lost from such a lengthy spell on the sidelines. And whilst Jack Ross denied he'd look to shift Bali Mumba out on loan, it's certainly something that we should consider if a Football League side show an interest in giving him regular competitive first team minutes.
It's easy to see how the club could trim some of the fat in order to facilitate the signing of another midfielder, even if Leadbitter is not the young, athletic player that many Sunderland supporters have been pining for. Ultimately, you can see some sense in signing him, even if youth and height is not on his side.
The owners and the manager have spoke repeatedly about the need for players at the club who 'get it', and as Sunderland fan who grew up coming through our system - showing how effective he can be when under the wing of Roy Keane as we hurtled towards a Championship title win from February 2007 onwards - you'd expect that Leadbitter is precisely the type of player you would want if your aim is to manage games better and provide an environment which, in turn, produces results and gets us the promotion that we're aiming for.


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> First branch of European Chesed Centre inaugurated in Odessa, Ukraine
First branch of European Chesed Centre inaugurated in Odessa, Ukraine
After three days of inspiration, Rabbinical Centre of Europe concludes professional seminar in Odessa, Ukraine.
Ukraine Rabbinical Centre Of Europe Odessa
European rabbis none
In an impressive and exciting ceremony, the first branch of the "European Chesed Centre" was inaugurated this week in Odessa, Ukraine. The branch is one of dozens that will open over the next two months throughout Europe.
The unique project constitutes an instrumental breakthrough for the Jewish communities in Europe, as similar lending centers exist in Israel, but lack presence throughout the European continent. Each lending center provides medical equipment for all ages, from infants to the elderly, worth tens of thousands of euros. Arrival of the equipment is in process at present.
The ceremony was the peak of the professional seminar called "COVID-19 and its Consequences," organized by the Rabbinical Centre of Europe for European rabbis. Dozens of community rabbis throughout Europe congregated in Odessa to takepart in professional discussions, potentially assisting them in their pious activities.
The opening ceremony in Odessa was presided over by the Chief Rabbi of Odessa, Rabbi Avraham Wolf; Rabbi Moshe Asman, the Chief Rabbi of Ukraine; representatives of the municipal administration and the authorities; senior health officials in the city; and public representatives. Director General of the RCE Rabbi Arie Goldberg, Deputy Director General of the RCE Rabbi Yosef Bainhaker, and rabbis of Jewishcommunities throughout Europe also attended the event.
The first speaker was the Chief Rabbi of Odessa and Southern Ukraine Rabbi Avraham Wolf, who praised the great revolution that began and which has already made waves in all Ukrainian communities. He expressed great appreciation to the Rabbinical Centre of Europe for choosing Odessa as its maiden branch.
The Chief Rabbi of Ukraine, Rabbi Moshe Reuven Asman, said that the unique initiative was launched at a great time of need, emphasizing the fact that dozens of Jews were saved by utilizing oxygen generators that the Jewish community in Kiev managed to obtain during the pandemic.
Director General of the RCE, Rabbi Arie Goldberg, emotionally expressed that after seeing the unprecedented scale of tremendous development of the Jewish community in Odessa led by the rabbinical leader Rabbi Wolf, he decided to open the first branch of the European Chesed Centre in Odessa. He thanked the chairman of the RCE and the European Jewish Association, Rabbi Menachem Margolin, who significantly invested in this project, as well as the Director General of the RCE and director of the project, Rabbi Yosef Bainhaker, who worked 24/7 for its successful launch.
Odessa Deputy Mayor Mr. Vogelman Pavel Valdimarovich praised the unique initiative, which has not existed in Odessa and the whole of Ukraine until now.
Mr. Nikogen Rubenovich, Chairman of the Odessa Department of Health, noted the professional aspect of the project: The equipment boasts high quality, and all can see that no expense was spared and that the most expensive and sophisticated medical equipment was provided.
There wasn't a dry eye when Mr. Schwartzman Roman Markowitz, chairman of the Association of Holocaust Survivors in Odessa, expressed the Holocaust survivors' need for equipment and how important it is to them.
"Baruch Hashem (thank G-d - ed.), we are provided with hot meals, but many of us do not have the ability to walk from the bed to the kitchen, and now we can," he said.
As mentioned, the opening ceremony was the summit of the professional seminar for European rabbis, which convened for the first time since the outbreak of the pandemic. Over the course of three days, practical and professional discussions were presented on how to deal with COVID-19 and its aftermath.
During the seminar, the rabbis heard professional lectures from experts, led by the renowned educator Rabbi Pinchas Brair, chairman of the Legadel organization, and Rabbi Avraham Rainman, one of the top professionals in educational counseling in Israel.
During the seminar, the rabbis visited the educational institutions, the orphanages, and the Jewish University in Odessa. They were in awe of the enormous development infused in the network of institutions around the clock, covering all ages, which manifest an empire for Torah education and kindness, illuminating western Ukraine.


Receive a curated selection of coffee as frequently, or infrequently, as you'd like. If you request multiple bags per shipment, we'll assemble a fun set of varying coffees by default. If you'd prefer to receive multiple bags of a single coffee, please email me at conor@dorotheacoffee.com.


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Der Focke-Achgelis Fa 223 war ein Hubschrauber mit zwei seitlich angebrachten Dreiblatt-Rotoren, der Ende der 1930er-Jahre von Focke-Achgelis in Deutschland entwickelt wurde. Die Flettner Fl 282 und die Fa 223 waren ab 1941 die ersten Hubschrauber, die in Serie produziert wurden.

Geschichte

Henrich Focke, einer der Begründer der Firma Focke-Wulf, hatte mit der Fw 61 bereits einen ersten gebrauchsfähigen Entwurf für einen Hubschraubertyp vorgelegt. Nach Gründung der Firma Focke-Achgelis & Co GmbH durch Henrich Focke und den deutschen Meister im Kunstflug Gerd Achgelis im Jahre 1937 wurde dann ein einsatzfähiger größerer Hubschrauber entwickelt, der die Musterbezeichnung Fa 223 und den Beinamen "Drache" erhielt.

Nach den Flugvorführungen der Fw 61 durch Carl Bode und Hanna Reitsch in der Deutschlandhalle im Jahre 1938 hatte das Reichsluftfahrtministerium (RLM) die Firma Focke-Achgelis mit der Entwicklung eines militärisch brauchbaren Hubschraubers beauftragt, der eine Last von 700 kg heben sollte.

Die Konstruktion von Motoranlage, Getriebe und Rotornaben sollte BMW übernehmen. Es kam eine spezielle kugelgelagerte Rotorblatt-Verstelleinrichtung (Prinzip nicht identisch mit dem heutiger Taumelscheiben) zum Einsatz, mit welcher der Einstellwinkel der Rotorblätter zyklisch und kollektiv gesteuert wurde (siehe Taumelscheibe).

Die Erprobung des Prototyps Fa 223 V1 begann im Oktober 1939, wobei zunächst verschiedene Schwingungsprobleme auftraten. Weniger als ein Jahr später konnte Flugkapitän Carl Bode mit der Freiflugerprobung beginnen.

Für die Serienproduktion ab 1941 einigte man sich auf die Version Fa 223 E für einen Mehrzweckhubschrauber. Die Produktion sollte im Werk von Focke-Achgelis in Hoykenkamp bei Delmenhorst erfolgen, wurde aber nach einem Bombenangriff nach Laupheim bei Ulm verlegt. Gegen Ende des Krieges wurde auch noch der Betrieb von Weser Flugzeugbau in Berlin-Tempelhof in die Fertigung einbezogen. Alles in allem konnten nur etwa 20 Exemplare gebaut werden.

Mitte Februar 1945 begann am "Führerhorst Ainring" die Aufstellung der Transportstaffel 40 und die Pilotenausbildung unter dem Staffelkapitän Sepp Stangl, dem späteren Kommandanten des Fliegerregimentes 3 des Österreichischen Bundesheeres. Diese Staffel sollte mit 20 Fa 223 und 24 Fl 282 ausgerüstet werden. Wegen der amerikanischen Luftangriffe verlegte man die Staffel an den Fliegerhorst Aigen im Ennstal. Wegen des Vorstoßes der sowjetischen Truppen wurde die Transportstaffel mit dem ganzen Fuhrpark am 5. Mai 1945 Richtung Salzachtal verlegt. Bei einem ersten Kontakt mit den amerikanischen Streitkräften sahen diese von einer Festnahme ab, sodass die ganze Einheit nach Ainring verlegt werden konnte. Hier wurde dann die ganze Transportstaffel an die Amerikaner übergeben.

In der Tschechoslowakei wurden bei der Firma Avia noch zwei Exemplare als Vr-1 aus Ersatzteilen montiert. Auch in Frankreich wurde der Hubschrauber als Weiterentwicklung mit der Bezeichnung SE 3000 von SNCASE gefertigt. Damit begann die Hubschrauberentwicklung bei Aérospatiale.

Einsätze

Die Fa 223 mit der Kennung GW+PA flog vom Flugfeld bei Danzig-Praust aus vermutlich den ersten Hubschrauber-Rettungseinsatz unter Kriegsbedingungen. Pilot Gerstenhauer rettete am 6. März 1945 den Piloten einer bei Goschin bruchgelandeten Bf 109 G-8, der in einem Schneesturm nicht zum Flugfeld nach Danzig-Praust zurückgefunden hatte.

Rekordflüge
Bei der Flugerprobung wurden einige Weltrekorde aufgestellt, die allerdings wegen des Kriegszustands nicht international anerkannt wurden. So wurden beispielsweise eine Geschwindigkeit von 182 km/h und eine Steiggeschwindigkeit von 8,80 m/s bei einem Gesamtgewicht von 3705 kg erreicht.

Nach dem Ende des Zweiten Weltkrieges gelang dem Testpiloten Hans-Helmut Gerstenhauer von der Firma Focke-Achgelis mit seiner Besatzung am 6. September 1945 die erste Nonstop-Überquerung des Ärmelkanals in einem Hubschrauber. Die dabei verwendete Fa 223 (der Prototyp V14) wurde anschließend in Großbritannien erprobt und untersucht, bis sie bei einem Versuchsflug aufgrund von Wartungsmängeln abstürzte und zerstört wurde.

Konstruktion und Antrieb
Der Rumpf war eine geschweißte Stahlrohrkonstruktion, die im hinteren Bereich mit Stoff bespannt war. Am Heck befand sich ein konventionelles Leitwerk mit einem oben montierten trimmbaren Höhenruder. Der vordere Bereich mit dem Cockpit und dem Motor war mit Blech verkleidet. Die Besatzung von zwei Mann (Pilot und Beobachter) war nebeneinander in einer voll verglasten Kanzel mit sehr guter Rundumsicht untergebracht. In der Mitte, nahe dem Schwerpunkt, wurde die Motor-Getriebeeinheit montiert. Dazu wurde ein Neunzylinder-Sternmotor BMW-Bramo 323 "Fafnir" verwendet. Die beiden gegensinnig laufenden Rotoren wurden nebeneinander auf einer Gitterrohrkonstruktion in einem Abstand von 12,50 m befestigt. Jeder hatte drei Blätter aus Stahlholmen und Holzrippen, mit Holzvorderkante und Stoffbespannung.

Zwischen dem Cockpit und der Antriebseinheit gab es einen Laderaum mit einer elektrischen Winde. Damit konnte entweder Fracht oder ein an einem Haken hängender Rettungskorb abgelassen und hochgezogen werden. Der Hubschrauber konnte zusätzlich noch mit einem 300 Liter fassenden Abwurftank zur Reichweitenvergrößerung ausgerüstet werden.

Technische Daten

Literatur

 Uwe W. Jack: Focke-Achgelis Fa 223: Technische Details. In: FliegerRevue X, Nr. 73, 16. Jahrgang, PPVMedien 2018, S. 84–93

Weblinks

 Bilder bei www.luftarchiv.de
 Video über Fa 223 mit Originalfilmausschnitten bei YouTube
 Heereshubschrauber Focke-Achgelis Fa 223 "Drache"

Einzelnachweise

Hubschraubertyp
Luftfahrzeug der Wehrmacht
Focke-Wulf
Erstflug 1940


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Город (активный) Created with Sketch. Phoenix
Successful Kidney Transplant celebratio Phoenix
Successful Kidney Transplant celebration got canceled due to Coronavirus in Phoenix
It was a time for celebration and vacation when a family came out of pain after a successful kidney transplant. But due to COVID-19, the family was restrained from travel and seeing the patient's health; it was a sage decision.
This is the story of Joe Marpersert. He was suffering from kidney failure and had to get dialysis for around 10-12 hours a day. Due to this, the family was unable to go to even a days' trip. But soon they got life-changing news, that Joe's friend Eddie tested positive as a match.
The surgery went successful, and Joe started to recover, but Joe and his wife Cathy wanted to thank Eddie. So, they planned a Norwegian Cruise line trip. But it got canceled due to COVID-19.
As Cathy asked the Doctor for permission for the trip, the Doctor refused due to immunity suppressing drugs Joe was taking, and COVID-19 can hit him hard. As the plan got canceled, she had to cancel her bookings for the Cruise.
She tried contacting the Norwegian Cruise, and after many calls, she was able to contact them. The Norwegian Cruise said that the cancelation would be done according to old rules, and she received back only 60% of her total paid amount back. Later, the Norwegian Cruise launched their "Peace of Mind Policy," according to which the cancellation will not cost any amount, and the customer can reuse the tickets in future Cruise.
But as Cathy had canceled it before the policy was announced after her cancellation, she had to settle at 60%.
There are no advertisements in the Phoenix yet
Tempe Junction
Other News Carla
A pedestrian died due to collision with a car in Chandler
A pedestrian died after getting hit by a car on Saturday night, said Chandler Police.
The Emergency crews responded to the incident at 9:45 p.m. near Elgin and Arizona Avenue.
Police identified the pedestrian as 41-year-old Rosario Ortiz, was on his wheelchair and was crossing Arizona Avenue at Elgin Street going west, when a car going south struck her.
As the firefighters arrived at the location, she was declared dead.
Police said that the driver did not flee the scene. According to Police, speed, impairment or distraction were not the cause of the collision.
Child with special need started walking on her own, with the help of teletherapy
Many medical practitioners, such as doctors, psychologists, and even physical therapists, are providing teletherapy to the patients to keep them safe in this pandemic. This method proves to be very beneficial for some people and especially the families who have children with special needs.
One Valley family recien=ved great results from teletherapy and found some positive outcomes for their daughter, who was diagnosed with a rare genetic disorder called Pitt Hopkins syndrome.
Due to this syndrome 5-year-old, Alexandra did not have as much strength in her arms and legs as other children have.
Alexandra's mom Nicole Anderson told our team that their daughter is very strong and has to take physical therapy five times a week for an hour-long session. These sessions even continued after the United Cerebral Palsy Association of Central Arizona closed down due to the COVID-19 pandemic, and families had to switch to online therapy.
After some days of teletherapy with her physical therapist Atelie Ho Lem, Anderson said, things changed for her daughter, and she started making efforts to walk in her own without much coaxing.
Ho Lem said after seeing the first steps of Alexandra that these moments were overwhelming for her.
"She is a sweet little girl that wants to move, she wants to play," said Ho Lem. "When I see them accomplish these milestones, it is just overwhelming," she added.
City of Tolleson is conducting local testing blitz over the next two days, especially of the JBS plant workers
JBS Meat plant has many employees infected by Coronavirus, but President Trump said that they couldn't shut down as they are essential to American lives.
Many employees said that they fear getting infected while working as the factory has a large number of infected employees and wonder why the company is not concerned about their health.
Now finally, after so many weeks, Tolleson is conducting local testing blitz over the next two days. Local traffic was closed for the testing of residents in the Tolleson Fire Station Thursday.
Tolleson Mayor Anna Tovar was trying hard to get testing done in her city and especially for the workers at the JBS meatpacking plant.
It is expected to have around two-hundred positive cases inside the factory only as the testing took a long time to start.
"There's still fear, there's still fear," said United Food and Commercial Workers Rep Martin Hernandez.
Hernandez said that the plant was not telling the employees the exact number of cases, and the plant has a lack of transparency, which is unacceptable. He also said the blame couldn't be solely laid on JBS.
"Blame the company but also blame the state, cause the state has a lot to do with it, if the state is not putting pressure on these companies to be transparent to let us know, it's a safety concern for all of us, inside the plant and outside," said Hernandez.
Other News Phoenix
Two vehicles crashed on Loop 101 at 67th Avenue on Saturday, one died in Action secondary collision
A fatal collision took place on Loop 101 at 67th Avenue, Saturday night, and the investigation is going on said DPS officials.
The incident took place around 9:10 p.m. on westbound L-101 near 75th Avenue, and no injuries were reported from the incident.
DPS said that after this incident, a secondary crash happened at 67th Avenue, in which one person was reported dead.
According to police reports, multiple subjects fled from the scene and were not located, but others said no one had fled the scene.
The reason for the collision is still unknown, and commuters are suggested to avoid the area.
Teen rescued by MCSO after falling into a mine shaft, teen was sent to the hospital
A 17-year-old boy was rescued by the Daisy Mountain Fire officials after he fell into a mine shaft near Desert Hills Drive and New River Road.
MCSO officials said that a call was reported at around 6 p.m. about when the teen riding a quad fell 50 feet into the shaft.
A total of 34 units responded at the location, and a full rescue team got inside the shaft at 6:45 p.m. The boy was rescued and sent to Phoenix Children's Hospital for an evaluation, MSCO says.
Officials are unclear about the injuries suffered by the teen, but fire personnel said that the boy was alert and speaking to the rescuers.
Two kids severely injured in a crash at 43rd Avenue and Thomas Road were hurriedly taken to the hospital
According to Phoenix fire officials, Two children got seriously injured in a crash at 43rd Avenue and Thomas Road Thursday night and were rapidly taken to the hospital.
Among kids, one was a six-month-old boy, and another was three-year-old, said, Firefighters.
The three-year-old kid is in a stable condition, but the six-month-old boy is in a severe condition.
Phoenix Police is investigating the reason which led to the collision.


One in every five pre-school children in South Africa do not receive adequate nutrition, negatively impacting their development. But at the same time, many are already overweight or obese.
Research shows that South Africa has one of the highest childhood obesity rates in Africa. Approximately 15% of school children are overweight or obese – three times the global average of 5%. It has only taken only seven years – from 2008 to 2015 for the percentage of overweight and obese children to double.
In March 2018, members of the Healthy Living Alliance (Heala) conducted an audit of the food environment at 61 schools in Soweto and the East Rand, covering 62,883 learners.
The aim of the audit was to investigate what primary and secondary school learners consume at the schools by looking at the school nutrition programmes and what was being sold at tuckshops and by vendors.
The Heala audit report found that the kota was the most popularly consumed lunch meal in school followed by fat cakes.
This finding is supported by a 2009 study of fast food consumption among teenagers in Soweto and Johannesburg, which found the kota was one of the highest consumed meal amongst teenagers.
Based on the results of the audit, Heala this week hosted community engagements with 30 schools in Ekurhuleni in order to spark conversation about the importance of healthy eating.
The aim was to also enforce good policiesand also to get schools to pledge to improve their food environment and write testimonials/ letters outlining their support for government to enforce policies that protect children from marketing of junk food and to ban junk food and sugary drinks on school premises.
"Our aim for the community engagement is to create conversation about the importance of eating healthy in schools and also educate different stakeholders about the power of having policies. We want to assist schools to make informed decisions about the food they eat and also protect learners from the marketing of unhealthy food at school," said Tracey Malawana of Heala.
"We believe that there's a role that each stakeholder has to play to change the food environment in schools and the government can intervene by implementing policies that restrict the food industry from advertising unhealthy food to children," she added.
We believe that there's a role that each stakeholder has to play to change the food environment in schools and the government can intervene by implementing policies that restrict the food industry from advertising unhealthy food to children.
Some of the points that were raised by learners who attended the engagements were that fruit was expensive while junk food was cheaper and more filling.
The learners said they do want their school food environment to be changed and signed a petition calling for the MECs of Education and Health to help change the school food environment.
Jafta Sekome, a tuckshop operator at Charlotte Maxeke High School in Tembisa, says that this will be hard to achieve.
"Well I think it is good to change the eating behaviour for children, but I believe it should start early in the primary schools and ECDs so that they grow up knowing what foods are good for their bodies," said Sekome.
All beverage company branding in schools to be removed, including billboards, cooler boxes and fridges.


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Joaquim Araújo Rangel Pamplona e Castro (Porto, 13 de Junho de 1806 — Fânzeres, 1865), mais conhecido por Joaquim Pamplona e Castro, foi um poeta e escritor, coronel agregado ao Regimento de Infantaria da Maia.

Publicou a obra Os meus versos, no Porto, na tipografia de J. L. de Sousa, em 1850. Morreu em sua casa de Fânzeres, em Abril de 1865. Saiu um artigo necrológico na Gazeta de Portugal, n.° 727, de 23 Abril de 1865.

Escritores de Portugal


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Q: High CPU with WPF on Atom netbook I'm writing an application with a highly stylized WPF interface (all default Windows UI chrome is gone and all controls have custom styles). The application runs great on the machine I'm developing on (Core i7 with NVidia 550M) at barely 1% CPU.  On a friend's brand new netbook (AMD Fusion C-50, Radeon HD 6250) it runs at maybe 1-2% CPU usage.  But then I took my wife's old netbook to test it on something weaker (an original Dell Mini 9, Atom N270, Intel 945 Express graphics) and run the same application and it runs at nearly 50% CPU! However, it drops to like 4-5% when the application is minimized, so I figure it's got to be the actual GUI that's causing the problem.
But I'm not really familiar with how WPF is rendered (I'm using the latest .NET 4.0 framework). Is it really THAT graphics intensive?  The GUI as it is, while stylized, doesn't really do much... just a progress bar that updates continuously and a couple of list animations that happen maybe every 3 minutes (it's a media app). But other than that, the GUI is fairly static.
Since I haven't given a lot of specifics of how the GUI was written I'm obviously not expecting an specifics on how to fix it, but I was hoping for some clarification as to how dependent the latest WPF is on having a relatively modern GPU (I admit, this GPU can barely handle an SD youtube video).  Is there a "minimum requirements" for WPF 4?  The application itself is really simplistic, so I'd hate for it to have really modern hardware requirements just because I used WPF.

A: By virtue of DirectX, video acceleration will be preferred with fallback to software rendering if for any reason that fails. Is your wife's machine XP? Given that you're using custom window chromes etcetera you may have set AllowsTransparency=true? If so, your app may be falling back to software rendering as a result.
Use WpfPerf to figure out whether it's being software rendered. Ensure you have XP SP3 and if still unresolved, try this.

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