Download Book Developing Person Through Childhood And Adolescence in PDF format. You can Read Online Developing Person Through Childhood And Adolescence here in PDF, EPUB, Mobi or Docx formats.
For every chapter, the Study Guide will include a "Preview" and "At A Glance" sections (both provide an overview of and objectives for the chapter). Each major topic includes a progress test, comprised of multiple-choice, matching, and/or true/false questions. The Guide also contains "Graphic Organizers," which encourage students to complete graphs, charts, and flow diagrams that ultimately provide a visual synopsis of text material. End-of-chapter material includes "Something To Think About" sections, which contain thought provoking questions designed to encourage critical thinking and application of the material.
Exceptional in its currency, global in its cultural reach, Kathleen Berger's portrait of the scientific investigation of childhood and adolescent development helps bring an evolving field into the evolving classroom. Guided by Berger's clear, inviting authorial voice, and page after page of fascinating examples from cultures around the world, students see how classic and current research, and the lives of real people, shape the field's core theories and concepts. In addition to Kathleen Berger's exhaustive updating of the research, this edition is notable for its thorough integration of assessment throughout (learning objectives, assessments after each section, expanded end-of-chapter quizzes) all aligned with national standards. The new edition is also more than ever an integrated text/media package, moving students from the printed page to online tools that help them develop observation and critical thinking skills.
Edition after edition, Kathleen Berger's acclaimed bestseller, The Developing Person Through Childhood and Adolescence, re-establishes itself as the ideal chronologically organized textbook on child development. Exceptionally current, with a broad cultural perspective, the new edition is unmatched. It connects an evolving field shaped by fascinating new research and an evolving classroom shaped by powerful new media. But under the new findings and new media tools, the text's deepest connection with students comes from the captivating, compassionate, authorial voice of Kathleen Berger, which makes the core concepts of developmental psychology clear, compelling, and relevant to the full range of students taking the course.
This title is the study guide which accompanies The Developing Person Through Childhood and Adolescence 6th edition, (ISBN 0716752573).
Each chapter includes a review of key concepts, guided study questions, and section reviews that encourage students' active participation in the learning process; two practice tests and a challenge test help them assess their mastery of the material. Applications and observational activities are also included.
Facts101 is your complete guide to Developing Person Through Childhood and Adolescence. In this book, you will learn topics such as as those in your book plus much more. With key features such as key terms, people and places, Facts101 gives you all the information you need to prepare for your next exam. Our practice tests are specific to the textbook and we have designed tools to make the most of your limited study time.
Edition after edition, Kathleen Berger's acclaimed bestseller, The Developing Person Through Childhood and Adolescence, re-establishes itself as the ideal chronologically organized textbook on child development. Exceptionally current, with a broad cultural perspective, the new edition is unmatched. It connects an evolving field shaped by fascinating new research and an evolving classroom shaped by powerful new media. But under the new findings and new media tools, the text's deepest connection with students comes from the captivating, compassionate, authorial voice of Kathleen Berger, which makes the core concepts of developmental psychology clear, compelling, and relevant to the full range of students taking the course. DSM 5 Updates Available for Fall 2014 classes, this update version features new content from Kathleen Berger in response to the release of the DSM-5. This new content is integrated into the text without changing pagination or the structure of the chapters. A special DSM 5 Supplement by Berger is available for Fall 2013 and Spring and Summer 2014 courses.


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Giorgio Chiavacci (Cecina, 3 de julio de 1899-ibidem, 4 de marzo de 1969) fue un deportista italiano que compitió en esgrima, especialista en la modalidad de florete.

Participó en dos Juegos Olímpicos de Verano en los años 1924 y 1928, obteniendo una medalla de oro en Ámsterdam 1928 la prueba por equipos. Ganó dos medallas de oro en el Campeonato Mundial de Esgrima en los años 1926 y 1931.

Palmarés internacional

Referencias

Esgrimidores de Italia
Esgrimidores en los Juegos Olímpicos de París 1924
Esgrimidores en los Juegos Olímpicos de Ámsterdam 1928
Medallistas olímpicos de esgrima
Medallistas olímpicos de oro de Italia
Medallistas olímpicos de oro de Ámsterdam 1928
Campeones mundiales de esgrima
Nacidos en Cecina
Fallecidos en Cecina

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Bjorn Stein is a director who was born on November 17, 1970. 6 Souls (2013) and Känn ingen sorg (Shed No Tears) (2013) are some movies in Bjorn Stein's recent filmography. Bjorn Stein's most popular track on Spotify is "Noaidi Hymn" from the album Midnight Sun (Original Soundtrack from the TV Series).
As of 2018, Bjorn Stein has contributed to about 3 movies. Some of the most recent Bjorn Stein movies include 6 Souls, Känn ingen sorg (Shed No Tears), and Underworld: Awakening. 6 Souls was released in 2013. Känn ingen sorg (Shed No Tears) was also released in 2013. Underworld: Awakening was released in 2012.
As of 2018, Bjorn Stein has 0 followers and a popularity score of 0 on Spotify. Midnight Sun (Original Soundtrack from the TV Series) is a popular album by Bjorn Stein. Notable tracks from this album include Noaidi Hymn. Noaidi Hymn is the most popular track from Bjorn Stein, scoring 4 out of 100 on the popularity scale. The Spotify popularity score is on a scale from 0 to 100 and reflects the number of times the song has been played and how recently it has been played.


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» Posts Tagged "Gamma Travel"
Adhering to the mishap there in 1986, Chernobyl Nuclear Reactor, and the neighbouring city of Pyrite, were swamped with lethal radiation. 56 people shed their lives from the crash, the bulk as a result of the impacts of the radiation, and Pyrite has left thirty-six hrs after the crash. Also after the first catastrophe, a lot of those associated with preserving the location has actually endured long-lasting health issue as a result of the quantity of radiation they were revealed to.
Most individuals recognize the tale behind the crash and its results throughout the globe. The Chernobyl catastrophe is still made use of like a debate versus more growth of the nuclear reactor, and the location is still considered lethal and hazardous. For years currently it has actually been feasible to organize scenic tours not just to the city of Chernobyl, however to the city of Prypiat and the power plant itself. You can also check out Device 4 covered in its Shelter-Object, also referred to as the Coffin.
The nuclear power plant, being the center of the calamity, is remarkable, yet overlooking Prypiat would certainly be a horrible point. The deserted city, still having indicators of lives went down for the emptying, is incredible and creepy. If going to the location, you are offered with dosimeters to quit you roaming right into any one of the radiation locations that are spread about. You can check out the tours to chernobyl city as your overview describes its numerous attributes. It isn't simply a deserted community, either; it's a look right into an absolutely Soviet city.
Between is the social center, with big soviet images and symbols put around it. The exact same motifs can be discovered throughout the community, in statuaries or on the roofing systems of structures. Also the style is straight out of the age, and has actually continued to be the same in addition to weathering. The Olympic-size pool is also still there, though drained pipes and vacant, as are the various other 2 swimming pools in the city; the water was utilized to clean and sanitize people and equipment after the mishap.


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Don't sleep on this, tickets will fly.


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text:
The Railways of Trumpington, 1845-2010
Edmund Brookes
This history of the railways of Trumpington is based on a presentation given to the Local History Group on 25 November 2010. See Railways for a general introduction to railways in Trumpington and an updated version of this page, Railways and Trumpington, 1845-2019 .
Up Liverpool Street Express passing Trumpington Box hauled by B12 Class 4-6-0. Source: Edmund Brookes.
Trumpington now has and always had no railway station, but you may be surprised to learn that it did have one (albeit temporarily for 1 week) and three pre-grouping (i.e. pre-1923) railway companies did run through or alongside the parish. This paper explores the history of Trumpington's railways and at least one tramway and three garden railways, of which two are extant.
First I must explain some key dates in British railway history. There are essentially four epochs.
Pre-1923 : Before 1923 the standard gauge railways of Great Britain were all independent (after initial amalgamations), with many having running rights over other companies tracks (this affected Trumpington's railways where the Great Northern Railways had running powers over the Great Eastern Railway from 100 yards east of Shepreth and the London & North Western Railway (the Midland also from Huntingdon East) had running powers into Cambridge Station.
1923-1948 : After the Great War, the railways were in a very parlous state as they had been under state control and thrashed mercilessly to carry all the cargoes (human and freight) that were necessary between 1914 and 1918 for the Allies to win the war. Totally inadequate compensation from the Government (paltry is a kind word) in no way covered the reparations necessary, the true cost which exhibited itself in a lack of maintenance and a run down of the assets. The Government brought in a Bill which forced them to combine into four big companies. Of these, the London & North Eastern Railway (LNER) and the London Midland & Scottish Railway (LMSR) served Cambridge. It is ironic that before the Great War, Parliament had obstructed attempts by the companies themselves to combine.
1948-1994 : The nationalisation era. The 'Big Four' were very run down after inadequate compensation for the havoc World War II caused to the railways and were nationalised in 1948.
1994- the present : The privatisation era.
Bacon's New Survey Map of Northampton, Huntingdon, Cambridge and Bedford
The First and Second Railways
The first two railways (what are effectively the Great Eastern and Great Northern routes to London) have been quite closely connected for most of their history but in the very early days this was not so. Bearing in mind that the Stockton & Darlington Railway was only opened in 1825, in that year there was an epidemic of Railway Fever . In that year Messr Rennies made a survey for a line northwards from London, up the Lea Valley and then by the valleys of the Rib and Quinn and the 'towns' of Braughing and Barkway to Cambridge. The plan stopped there but was extended directly to Lincoln and York in 1827. In 1835 Mr Joseph Gibbs (a clever and sanguine engineer) projected a line from London (Whitechapel) to York via Dunmow, Cambridge and Lincoln. The Board of Trade Commissioners did not find favour with this but preferred a route via Derby and Rotherham which would be more remunerative. Hudson, the manipulative Railway King, was still keen to see Cambridge on the main route to the north which from the "Cambridge and York" became the "London and York" (the eventually built route which became the GNR) (Grinling, 1898). What follows is very much a synthesis of a complex battle of intrigue and subterfuge which led to two routes to Cambridge.
Nevertheless I will consider the arrival of the two lines as part of one group (which they eventually formed in 1923).
The Northern & Eastern Railway (later the Great Eastern Railway)
We nearly had the first Cambridge Station in the parish. The Northern and Eastern Railway Act received Royal Assent on 4 July 1836, so it was quite an old railway. Bear in mind that the Liverpool & Manchester Railway was only opened in 1830. The Northern & Eastern Railway (N&E) was to build a railway from London to Norwich as what is now the main route to Norwich through Colchester was only slowly being built and piecemeal. The Act specified that Cambridge Station should be " on the south side of the river Cam near a certain farm house called Eddleston Farm in the Parish of Trumpington, and to communicate with the town of Cambridge by a branch road to join the London to Cambridge turnpike road at or near Leys and Cow Common in the parish of Little St Mary, Cambridge" . Fellows suggests that location was probably near the old farm house (River Farm) (Grinling, 1898, page 9). Construction of what is effectively the Liverpool Street Line did not progress smoothly, as was the case with many railways then. To save money the N&E Railway actually started at Stratford using what are still called the Cambridge Platforms, before a cut off to Hackney was built years later. This accounts for the right hand swing these days at Coppermill Junction onto the Chingford Line, although the original mainline is now gaining increasing importance as a route to Docklands and it runs right through the Olympic site. Construction did not begin until 1840 and it was opened in stages to Bishops Stortford which was reached on 16 May 1842 where an 1840 Act permitted the abandonment of the route north.
Map of Northern & Eastern Railway from Stratford (London) to Cambridge, courtesy Railway Magazine. Source: Edmund Brookes.
Map of Northern & Eastern Railway from Stratford (London) to Cambridge, courtesy Railway Magazine . Source: Edmund Brookes.
The N&E was actually built to a gauge of 5'0″, compared with the then narrow (now standard) gauge of 4'8½" (compared with Brunel's Broad Gauge of 7'0¼") as it ran from Stratford to Shoreditch over the tracks of the Eastern Counties Railway (ECR) which went to Colchester (and never reached Norwich as it ran out of money). After much skulduggery the N&E set off north again and in 1843 secured an Act to extend to Newport, Essex. Later that year the ECR took a 999 year lease on the N&E which continued until the latter was dissolved in 1902. The ECR obtained powers on 4 July 1844 to extend from Newport to Brandon to link up with the East Anglian Railway to Norwich with a branch from Ely to meet the London & Birmingham Railway at Peterborough (East). It was converted to standard gauge in late 1844 and was formally opened through to Norwich (Trowse) on 29 July 1845.
In the early days, the service to London and through the parish was not very good and indeed deteriorated after opening, taking nearly 2 hours to London. This was obviously a great improvement on a stagecoach though. The East Anglian railways came together as the Great Eastern Railway in 1868 and Liverpool Street Station was opened in 1874. From 1870 to 1917 a number of Cambridge Line trains, including those through trains from Doncaster and York worked to London St Pancras over the Tottenham and Hampstead Junction Railway (T&HJ), partly to avoid the congestion at Bishopsgate and also for convenience for the West End (remember the first Underground railway opened from Paddington through Kings Cross to Farringdon in 1863). You can still see the site of the curve south of Tottenham Hale station adjacent to the old paper works and under the bridge which takes the T&HJ over where southbound trains diverted. Most trains only stopped a couple of times at the maximum to Cambridge and some slipped a carriage at Broxbourne for Hertford East.
Up Kings Cross Express passing Long Road Bridge hauled by Gresley A3 Pacific on a running in turn from Kings Cross Top Shed. Source: Edmund Brookes.
Traffic from Cambridge to and from Colchester was worked on the line, often by the ubiquitous Class E4 2-4-0 Locomotives, almost up until the line was closed.
The Great Northern Railway
The London & York Railway had opened from Peterborough to Maiden Lane (effectively Kings Cross Goods Shed where the Channel Tunnel Rail Link now goes over the line) in 1850 and had become the Great Northern Railway (GNR). It had set its eyes on Cambridge and an idea for a 73 mile single track railway from Oxford to Cambridge in 1846 emerged as the 13 mile Royston and Hitchin Railway (R&H). The GNR saw the potential to attack Cambridge and an 1847 Act sanctioned a lease on completion, although an extension to a separate Cambridge station was rejected. The line opened to Royston on 21 October 1850 and was extended to Shepreth on 1 August 1851. From there it ran five daily omnibuses to Cambridge! Concurrently (but after much prevarication) the ECR put in hand the construction of it's Shelford to Shepreth branch (as a single track) which also opened on 1 August 1851. It actually terminated a couple of hundred yards east of the R&H Shepreth Station! A Third Class through fare was 5/-. The GNR offices were at 23 Trinity Street, Cambridge.
In the next section I refer to attempts by the GNR to secure its own line right through to Cambridge as the two parties, the ECR and the GNR, were not on the best of terms, but on 1 April 1852 common sense prevailed and an end on junction was laid. However, the GNR stopped running its (loss making) coaches and the ECR assumed a lease of the R&H and thereby ran trains from Cambridge to Hitchin, but would not allow GNR trains from London to run to Cambridge. In the next section we will read about the building of the Bedford line, but the political implications associated with this and the possibility of GNR trains approaching Cambridge via Sandy led to an 1864 Act in which the ECR ceded running powers over its now double track line to Shepreth to the GNR which promptly assumed responsibility for the services and quick through trains to London. Incidentally, this is the reason that the old signal box and still the junction at Shelford are known as "Shepreth Branch Junction".
So by 1868 the pattern of services on the main line south was established with trains to both London Liverpool Street and Kings Cross. Kings Cross trains usually started and terminated in Platform 2 at Cambridge Station, as working through to Kings Lynn only started in the 1990s with electrification. The reason for this change was firstly that it was quicker (despite being longer) and to relieve pressure on the line down the Lea Valley as Stansted Airport traffic assumed greater importance. When I have been commuting to London, the presence of two high quality routes has meant that I have hardly even failed to get to London.
That then is the story of how the current railway along the eastern boundary of the parish arrived.
The Third Railway: The London & North Western Railway
The Bedford & Cambridge Railway (B&C) started as a local railway between Sandy and Potton, promoted privately by Captain Sir William Peel, and opened to freight on 23 June 1857 and passengers in April 1858. The B&C began passenger services to Cambridge on 7 July 1862 and was absorbed by the LNWR in 1865. The LNWR and the GNR then enjoyed very cordial relations (then known as the Euston Confederacy which was effectively a cartel run by Captain Huish the dictator Chairman of the LNWR which dictated who and when it did business with). It was this friendship which enabled the GNR to put very heavy pressure on the ECR to give it access to Cambridge over the Shepreth Branch referred to above. At one time the GNR contemplated its own line from Shepreth through Haslingfield to join the B&C about 3 miles west of Cambridge at Lords Bridge, and then to its own terminus near Christ's Pieces.
The politics surrounding the Act of Parliament for the Bedford & Cambridge Railway, its purchase of the Sandy & Potton, and the agreement by the ECR to allow the GNR to use the Shepreth Branch are detailed in Fellows (1976). The Act of Parliament allowed for a separate station in Cambridge, roughly where Pordige's warehouse used to be and in what became the LNWR goods yard. However, by the time it came to build the station relations with the ECR had improved and it was agreed to make a small contribution to the enlarged Cambridge Station then being rebuilt by the ECR.
The railway was always bridged by Long Road whereas the ECR had a level crossing. The original bridge is shown in Fellows (1976, page 140). Reference has often been made to a Coprolite Siding and it did exist, but its site remains a mystery. Railway Magazine of January 1918 quotes " Readers will be interested to know that a 0-6-0 tank carrying the name Easingwold is at present working on some coprolite excavations near Grantchester, Cambridge. This line joins the LNWR line between Cambridge and Lord's Bridge" . There was also a siding on the site of Cambridge University Press, roughly adjacent to the LNWR Goods Shed. Given the size of Trumpington in the mid-19th century, the line swept in a long left hand curve up from the Cam valley to clear the village and head to what it now Hills Road bridge
The LNWR used the B&C to take traffic to feed into it's long distance services at Bletchley (where long distance trains stopped long before Milton Keynes was even thought about) and the line settled down to a steady existence, usually being operated in two sections east and west of Bletchley, with a couple of trains through to/from Oxford where it had its own station (a feat about to be repeated by Chiltern Railways).
Right up to closure, the signalling remained mechanical, with a Block Section from the LNWR Trumpington Box to Lord's Bridge and a Ground Frame.
Letter to Mr Foster, 17 May 1861, advising that the Bedford & Cambridge Railway was about to enter his land to build the trackbed. Source: Edmund Brookes.
Letter to Ebenezer Foster, 17 May 1861, advising that the Bedford & Cambridge Railway was about to enter his land to build the trackbed. Source: Edmund Brookes.
19th Century and Later Consolidation
Both the London main lines and the Bedford railway were relatively early railways, being completed in the first 30 years of the railway age whereas many other branches and main lines were not built for a further 40 years. It was always considered that the GER main line was built cheaply, going round hills (as between Newport and Elsenham) and using level crossings, whereas the LNWR was built straighter at greater capital cost. As an example the LNWR was built with very few level crossings, the first out of London was at Weedon, nearly 75 miles from Euston (and that was finally removed 3 years ago) whereas the GER had 19 to Cambridge (the first was 7 miles out at [Northumberland] Park) and still has 17 in 54 miles!
As the railways matured and the industrial revolution continued there were improvements to the basic infrastructure (though the Bedford line was fairly immune to these). Proper signalling was installed, refuge sidings and then goods loops were built to allow the many freight trains (including bricks and coal for the capital) which were effectively unbraked to be passed by passenger trains. An up goods line was provided in 1922 to Trumpington (Long Road) from Cambridge where a signal box was installed to divide the section to Shepreth Branch Junction. Hitherto there had only been a Crossing Keepers hut. A similar down loop (known as The Cupboard) was completed at the same time for the 1922 Royal Show. Eventually the Long Road LNWR bridge was rebuilt and the level crossing for the London line replaced by a similar style bridge which had (and still has) space for 4 running lines.
Train services settled down and slowly developed. Bradshaw of 1910 shows 24 trains to and from Liverpool Street/St Pancras with 2 extended to York and several to Norwich apart from Kings Lynn/Hunstanton trains. Splitting and joining at Ely was common. There were only 6 trains on a Sunday. The first arrival in London was not until 0857 and that took over two hours! The 1922 service was broadly similar.
In 1910 there were 14 trains to/from Hitchin, with 3 on a Sunday, the line being shown as a branch. Of the above 5 only ran to/from Hitchin with no connection to Kings Cross. The first arrival into Kings Cross was not until 0934!
On the LNWR, Bradshaw of 1910 shows 6 daily Bedford – Cambridge services with 1 on Sundays with 6 and 2 respectively in the return direction. Three of the weekday services ran to/from Oxford. In 1922 it was virtually the same but with 2 in both directions on Sunday
The 1922 Royal Show
The Royal Shows of 1951, 1960 and 1961 were held on what is now known as the Clay Farm site, but there were no special rail facilities and any traffic was handled at Cambridge Station. However, the 1922 Royal Show took place on a site between Long Road, Trumpington Road and Hobson's Brook and warranted a special station built from railway sleepers with 3 platforms (one for goods traffic). The station was built by the GER essentially in the gap between the London and Bedford railway lines to handle machinery, livestock and passengers in very large numbers. The main platforms were built alongside what became the up and down loops which were extensions of headshunts at Cambridge South. The third platform was effectively a siding with a platform face. Any LNWR traffic was handled at its own goods station or handed over to the GER. Some limited traffic was handled at the main station.
All of these facilities were installed for a few days use and then mostly stripped out. The use of the facilities was planned like a military operation and the staff provided to suit. Few trains were stabled on site and trains came from all over the country. Southbound passenger trains were sent on to [Northumberland] Park for servicing and turning round, northbound trains sent to Whittlesea or Norwich (Crown Point). Twenty five livestock trains alone were scheduled to arrive in a period of 21 hours, apart from long distance trains from as far as Manchester (via Lincoln) on a day trip. Special trains were provided locally to visit and return from the site. Such an operation would take several years to action these days and all this was done without the aid of any computers, etc! For a full report read the article in The Railway Magazine of that year. See also Disused Stations .
The Effects of the 1923 Grouping
After the first amalgamations to form railways such as the GER and LNWR, schemes to seriously amalgamate railways did not start to gestate until towards the turn of the 19th-20th centuries. One involved the GER and GNR with the Great Central Railway. Despite obvious advantages, Parliament did not look favourably on these plans and until the LNWR/L&YR amalgamation of 1922 none came to fruition. As mentioned in the introduction, the 1923 amalgamations were forced on the railways by Parliament who also looked even then at nationalisation. So far as Cambridge was concerned, the GER and GNR combined which meant the small GNR engine shed could be closed but there were few other manifestations. The LNWR goods yard at the corner of Brooklands Avenue and Hills Road remained (where Pordiges subsequently had their depot).
The Kings Cross services remained distinct, often being hauled by engines being run-in from Kings Cross after overhaul, including the famous Cambridge Buffet Car Expresses (known as Beer Trains to generations of Cambridge students) were very successfully introduced on a 2 hourly basis. The Royal Train continued to run from Wolferton (for Sandringham) to and from Kings Cross to avoid unnecessary procedures when the Monarch entered the City of London at Temple Bar.
The Second World War brought further strains to the railway system with the vast quantities of materials being brought to build the many airfields in East Anglia. The land between the London and Bedford lines north of Long Road was completely filled with an additional down loop (which I saw used once) and a series of sidings for wagon sorting and storage. This was effectively started after the 1922 Royal Show. After World War II, the usage dropped and by the early 1960s they were effectively out of use except that I once saw them full of old 16T mineral wagons. A west to north curve, still visible, was built at Sandy to create the M25 of the railways.
Nationalisation and Rationalisation
World War II had the same effect on the railway system as World War I. The railways were run by a Railway Executive directed by the Government, and they were only really returned to full private operation as the railways' nationalisation loomed. Taking effect from 1 January 1948, there were little obvious changes to the Trumpington lines except for re-liverying – Eastern Region green and London Midland crimson red. However the rationalisation of transport facilities (not all of which can be blamed on Dr Beeching) inevitably lead to changes.
Dieselisation meant that the weekly Sunday train of dead locos from Stratford to Doncaster which I remember (when we got home from Church) were no more. The Haverhill/Colchester line shut and the ubiquitous Class E4 2-4-0 tender locos which dated back to the GER days were withdrawn. Surprisingly, freight facilities on the Bedford line were withdrawn before passenger services, the former on 18 April 1966 and the latter on 1 January 1968. I have a slide of a Bedford train from the Church tower ploughing its lonely way across the PBI land. Surprisingly in 1955 the Oxford-Cambridge line had been identified for development as an outer London ring for freight traffic. It is just possible that that may yet come to pass. While flyovers were built at Bletchley and rebuilt at Sandy it was all wasted.
Schematic Plan of Royal Show Station, courtesy Railway Magazine. Source: Edmund Brookes.
Schematic Plan of Royal Show Station, 1922, courtesy Railway Magazine . Source: Edmund Brookes.
The Royal Show Station in use by freight and passengers, 1922. Source: Edmund Brookes.
Cambridge-Bedford 2 Car Cravens DMU approaching the River Cam Bridge, just before passenger services ceased in the late 1960s, taken from the Church tower looking across Anstey Hall farm and the PBI land. Photo: Edmund Brookes.
Cambridge-Bedford 2 Car Cravens DMU approaching the River Cam Bridge (far right), just before passenger services ceased in the late 1960s, taken from the Church tower looking across Anstey Hall farm and the PBI land. Photo: Edmund Brookes.
The rundown continued with local freight services being withdrawn south of Cambridge. The nadir was probably reached in the early 1980s despite a healthy development of long distance London commuter traffic. At long last, investment in electrification recommenced. The Liverpool Street-Bishop Stortford scheme of 1958 had enticingly continued about 1 mile north of Bishops Stortford. In 1968 the Cambridge main line down the Lea Valley had been electrified from Cheshunt to Clapton/Hackney, but further work was piecemeal. The Kings Cross-Royston line was electrified in 1976 with an hourly DMU shuttle to Cambridge. Bishops Stortford to Cambridge was completed in 1988 followed by Royston-Cambridge and Cambridge-Kings Lynn in 1990. The latter coincided with the abolition of Trumpington Signal Box and the opening of the large NX(Entry/Exit) Panel Signalling centre at Cambridge which controls all the lines from Stansted to near March.
The Tramway
A tramway was used in the coprolite workings and this then ran up the ramp to the loading bank beside the A10. Long disused, the bank was removed in the 1960's leaving the concrete bund free standing. This was demolished/blown up by the Engineer Wing of the Cambridge University Officer Training Corps in early 1970, an exercise which nearly went badly wrong and a friend of mine was quite seriously injured in the incident. Nothing now remains. As I said, at one time there was a siding off the Bedford Line, but not where a 'Trumpington' Ground Frame was located (referred to in Simpson (1983).
The Trumpington Miniature Railway. Photo: Edmund Brookes.
Railway status, late 2010
There are regular but infrequent block freight train services through Trumpington. Stone trains to Harlow, Hoddesdon and Freightliner/Intermodal trains from London to the Midlands and north, but no pick-up services. Some container trains from London to Felixstowe pass and then travel via Newmarket. This avoids a bottleneck around Stratford and is one reason why the Rail Freight Group want access to Cross Rail for intermodal trains! Also, if the GN Main line is blocked between Hitchin and Peterborough trains can be diverted via Cambridge (with suitable pilots). If there are engineering works, Hull Trains regularly come to and terminate at Cambridge, passengers then transfer to First Capital Connect. Given both are owned by the same company it is probably not surprising.
Though the Up Goods loop to Trumpington Box was lifted years ago, the Down Goods Loop has now been signalled for passenger trains to ease congestion south of the Station. It is possible for a train to run into Platform 1 from the south and be stationary ahead of a train in front which has run into Platforms 2 or 3!
The passenger service has been transformed from a 2-hourly train to Liverpool Street with a Buffet Car Express in the intervening hour to Kings Cross, supported by bi-hourly stopping services operated by 1st Generation DMUs. Cambridge now has 2 express, 2 semi-fast and 2 stopping trains an hour – all to London, coupled with an hourly 2nd Generation DMU train from Birmingham to Stansted Airport. That makes seven trains each way each hour off peak on the lines through Trumpington. Obviously the Bedford Line is no more and cannot be and I will pass no comment on the Guided Bus. There is occasionally talk of a station for Addenbrookeâ €™s Hospital and while it would be very sensible it would need feeder services to make it worthwhile and the line occupation there is now so intense that relief loops would surely be required. Long Road bridge was built for and still has space for 4 tracks.
Both the Guided Bus and Addenbrooke's Road bridges allow for a third railway track on the west side, if it is ever felt necessary to provide a separate track from Cambridge to Shepreth Branch Junction. It would however have to be signalled for reversible working, with some high speed crossovers at Shelford to make it worthwhile.
Thanks to Stephen Brown and Nick Pygott, Editor, The Railway Magazine
Allen, Cecil J. (1955). Great Eastern Railway . Ian Allan.
Bonavia, Michael R. (1995). The Cambridge Line . Shepperton: Ian Allan.
Fellows, Reginald B. (1976). London to Cambridge by Train 1845-1938 . The Oleander Press.
Grinling, Charles H. (1898). History of the Great Northern Railway . George Allen & Unwin.
Simpson, William (1983). Oxford to Cambridge Railway. Vol. 2: Bletchley to Cambridge . Poole: Oxford Publishing.
Railway Magazine – Various volumes
Lifting in the beams for the Addenbrooke's Road bridge over the railway line, September 2008. Photo: Edmund Brookes.
NXEA (National Express East Anglia) Liverpool Street train formed by a Class 317 EMU on New Years Day 2010. Photo: Edmund Brookes.
Guided Busway trackbed, 1 January 2010. Photo: Edmund Brookes.
Heavy protection for the Guided Busway, Shelford Road Bridge, 24 November 2010. Photo: Edmund Brookes.
Guided Busway from Shelford Road bridge 24 November 2010. Photo: Edmund Brookes.


The Flowers Bibshort shares its design with the race-bred Graphics PRR collection – but not its bold zebra print! This lightweight bibshort uses a multi-panel construction, with wicking and breathable Matrix fabric in the crotch area and supportive, controlled stetch polyester fabric in the side panels. Legs and straps are anti-slip, while a breathable and anti-bacterial Eyelet Carbon fabric insert in the bib helps keep your back comfortable.


Insane little baller from the North West, this kid is only twelve years old but he's breaking the ankles of guys twice his size. The reporter is a little over the top but this kid is insane, you have to check this video out! Be sure to share this with your teammates and friends on Facebook.
For all of you coaches who want to get your little ballers playing like this kid, check out some of Coach Kens training articles at the following link: Summer Manual for the Gym Rat.


Spend the holiday season from December 24, 2020 to January 3, 2021 sightseeing Down Under on this family-friendly Australian adventure. Begin in the scenic Wolgan Valley, home of the Blue Mountains, where you'll participate in a la carte activities like horseback riding or guided nature walks.
Then, fly north to Port Douglas, a jumping-off point for the Great Barrier Reef. Spend the day sailing around the Low Isles before setting off into Daintree Rainforest to learn more about local indigenous tribes and snorkel in the crystal-clear waters of a rainforest river.
Cap off your trip with a visit to Sydney, where you'll cruise the Sydney Harbour, learn to surf at Bondi Beach, go behind the scenes at Taronga Zoo, dine at gourmet restaurants, and ring in the new year with a spectacular Sydney Harbour fireworks show.
Get in the holiday spirit with festive activities scheduled for Christmas Eve, Christmas Day, and Boxing Day in scenic Wolgan Valley. Later, ring in 2021 with a spectacular fireworks show over Sydney Harbour.
Enjoy a private sailing excursion along the world-famous Great Barrier Reef. You'll have the opportunity to island hop, relax on white-sand beaches, snorkel, and view marine life as you glide along in a glass-bottomed boat.
Explore Australia's most vibrant city as you cruise past the Sydney Opera House on a yacht, go behind the scenes at Taronga Zoo with a zookeeper, and take a surf lesson at the iconic Bondi Beach.


So asked the Financial Times this week in a report slamming the government for promising tax cuts while it continued to hack back public spending.
Whilst stock markets toy with record highs on a sugar rush of unconventional monetary policy (the Bank Of England voted yesterday to continue a £375 "Asset Purchase Facility" (APF) that essentially subsidises speculative investment by global funds)* the jobs that have been created in Britain are unstable and low-wage.
financial innovation, asymmetric compensation schemes, concentration in the banking system, and bailout expectations enable or encourage greater risk-taking and allocate greater surplus to Wall Street at the expense of Main Street.
There you have it, from the Basel-based BIS, the "Central Banks' Central Bank". The financial sector is getting fat, literally at your expense.
In the meantime, places like refuges for abused women in Herne Bay are forced to close after their already puny funding is cut** and hospitals in Margate and further afield are put into special measures. State schools in Ramsgate lease their sites from private capital funds who force them to pay £25 to change a lightbulb. Are all these cuts to the public sector leading to a reduction in government indebtedness? No.
Public sector net debt in 2013-14 is higher by £129 billion in cash terms than the previous year, the most recent report from the Office for Budget Responsibility notes (the OBR is an independent fiscal watchdog created in 2010 to provide analysis of the UK's public finances).
This is admittedly partly because of a change in accounting rules: The debt of Network Rail and the APF are now being included in the measure and that bank shares bought by the government during the financial crisis are now treated as an illiquid asset rather than a liquid one, so that they no longer reduce the headline measure of net debt.
It's time to stop the lunatic pretension that a combination of flabby largesse for the markets and the carving knife and corset for the real economy and the public sector do anyone any favours. See my link above about the Green New Deal for some better approaches.
*In the BOE's words: The Bank of England electronically creates new money and uses it to purchase gilts from private investors such as pension funds and insurance companies. These investors typically do not want to hold on to this money, because it yields a low return. So they tend to use it to purchase other assets, such as corporate bonds and shares.
** I find it alarming, although understandable, that so many great small charities as well as larger public bodies are reluctant to speak out about the pressure they are under, for fear no doubt of further alienating those holding the purse strings of a purse that may still have a few coppers left in it.


text:
SERVICE ADVISORY: NJ TRANSIT EXPANDS NO. 119 BUS SERVICE TO FURTHER MITIGATE IMPACT OF PULASKI SKYWAY CLOSURES
NJT-14-027
NEWARK, NJ — As part of ongoing efforts to further mitigate the impact of lane closures, detours and increased traffic congestion as a result of the Pulaski Skyway rehabilitation project, NJ TRANSIT today announced the expansion of midday and Saturday service on the No. 119 Bus Route, connecting Bayonne and Jersey City to the Port Authority Bus Terminal in Manhattan.
Starting Monday, April 21, the No. 119 Bus Route serving Bayonne and Jersey City commuters travelling to the Port Authority Bus Terminal in Manhattan will operate with additional service as follows:
Midday service every 30 minutes between 9 a.m. and 3 p.m.
Saturday service every 60 minutes between 5 a.m. and 10 p.m.
The Route No 119 begins at 3rd St. and JFK Blvd. in Bayonne and continues along JFK Boulevard making stops throughout Bayonne and Jersey City, including at Journal Square, where customers may access PATH train service, continuing to Willow Ave. and 14th St. in Hoboken and a final stop at the Port Authority Bus Terminal in Manhattan.
Prior to the expansion of this service, the No. 119 Bus Route only operated on weekdays, during peak periods.
To view a complete schedule and route map, including fare and ticketing information, please visit: http://www.njtransit.com/pdf/bus/upcoming/T0119.pdf
The statewide transit agency has also launched a new section on njtransit.com which provides detailed information relating to available public transportation options. The page can be viewed by visiting: http://www.njtransit.com/pulaski


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Celebration of the 24th Anniversary of the Independence of the Republic of Armenia
With Specially Invited Guest Artist, Opera Singer Barseg Tumanyan
This year's celebration of the Independence Day in London was crowned by the debut performance of classical singer Barseg Tumanyan at London's St. Yegishe Armenian Church. The Gala concert was organised by the Heritage and Cultural Committee of the ACC UK and was under the Auspices of the Primacy of the Armenian Churches in the United Kingdom and of the Armenian Community Council of the United Kingdom.
In his introductory speech, Mr. Raffi Sarkissian welcomed the public on behalf of Armenian Community Council of the United Kingdom and extended congratulations for the 24th anniversary of the independence of the Republic of Armenia.
Mr Sarkissian was followed by Dr. Hratch Kouyoumjian, Chairman of the Mihran Damadian Chapter in London, of the ADL (Armenian Democratic Liberal Party – Ramgavar Azadagan), who in his turn, congratulated the people of Armenia, evaluating the significance of the recent independence in the long history of the nation.
The opening speeches were followed by the first half of the gala concert presented by the internationally renowned bass singer Barseg Tumanyan, invited from Astana, Kazakhstan for this festive occasion. He was accompanied on the piano by Kristina Arakelyan, student from the Royal Academy of Music in London, who is not only a gifted piano accompanist, but furthermore, an upcoming composer and talented pianist in her own right.
Maestro Barseg Tumanyan's musical education started at Yerevan State Conservatory, with professor and famous voice coach Karapetyan. He continued his training with legendary bass Yevgeni Nesterenko at Moscow State Conservatory, and then further trained his voice at La Scala of Milan in the 1980s. Barseg's performing career started at Armenia State Opera House, where his repertory ranged from roles in West European, Russian and Armenian operas. Since 1980s Barseg Tumanyan has been performing on the most prestigious venues worldwide, and amongst numerous international performances, he has performed the role of Escamillio in Carmen at Opera Houses of Hamburg, Vienna, Opera de Bastille in Paris and Covent Garden in London; and in the role of Ramfis in Aida at Boston Opera. Maestro Tumanyan has toured Australia, USA, Canada as well as Europe with his most famous role as Mephistopheles in the opera Faust. Mr. Tumanyan is currently leading soloist at Astana State Opera House in Kazakhstan since 2014, meanwhile he continues touring as guest singer to the most prestigious opera houses around the world.
London performance of the renowned singer was divided into two sections; in the first section he performed arias from Western and Russian operas, and in the second part Mr. Tumanyan interpreted mainly Armenian traditional and classical music – well acknowledged and appreciated by the audience at St. Yegishe Church.
The opening aria of Maestro Barseg Tumanyan's recital was Haendel's "Ah, mio cor", that instantaneously revealed the multicolour palette of his vocal range as well as his ability to touch hearts with his lyrical interpretation. Mr. Tumanyan's artistry was likewise palpable in his interpretation of Shakespeare's 36th Sonnet to Kabalevsky's emotionally engaging music.
The dominant bass vocal and the artistry of Barseg Tumanyan shone through his interpretation of Russian composer Mussorgky's playful aria Blokha, reminiscent of the performance of this aria by legendary Fyodr Shaliapin, over hundred years ago.
This first section of the recital concluded by his most illustrious role that had brought the singer international recognition, the aria of Mephistopheles from the opera Faust by French composer Charles Gounod.
After the first half of the gala concert, Mr. Ara Palamoudian, the Chairman of the Armenian Community Council UK, took the stage to extend the Congratulations of the British Armenian Community and of the Community Council, for the 24th Anniversary of the Independence of the Armenian Republic. In his speech Mr. Palamoudian spoke about the significance of the 24th Anniversary when Armenians throughout the world were commemorating the 100th Anniversary of the Armenian Genocide. He reminded the audience that while the Ottoman government planned the annihilation of the Armenian Nation by the Genocide of over 1.5 million Armenians living in the territory of the Ottoman Empire, they did not succeed in elimination either the Armenian culture or its courageous spirit. Armenia revived from its ashes as the First Republic of Armenia in 1918 followed by the Second wholly independent Armenian Republic in 1991 which over the last 24 years has overcome extreme difficulties and has joined the family of respected, peaceful and democratic nations of the world.
Mr. Palamoudian's speech was followed by a Response Message from the Armenian Ambassador to the United Kingdom, Dr Armen Sarkissian who was in Armenia on official duties, and the message was read by Mr Tigran Galstyan, Counsellor from the Armenian Embassy in London.
Among the highlights of the second half of the concert were several much loved arrangements of traditional folk songs by Komitas Vardabet, such as Antouni, Apricot Tree and Hayastan. Mr Tumanyan's interpretation of the popular songs of Komitas, did not comprise fragility and melancholy usually attributed to them, quite the contrary – they sounded more hopeful and magnificent, reminding the audiences of the glorious past of an ancient country and the optimism for its better future. The celebrated Armenian singer also interpreted few arias from Armenian operas by Tigranyan and Tchoukhajian, well suited to his vocal range and the festive occasion.
The gala concert dedicated to the 24th Anniversary of the Armenian Independence at St. Yegishe Armenian Church left the audiences overflowing with emotion and joy by the performances of Maestro Barseg Tumanyan and pianist Miss Arakelyan.
The evening was brought to a close with an eloquent speech and words of blessings by the Most Reverend Sargis Movsesyan who represented the Primate of the United Kingdom and Ireland, His Grace Bishop Hovakim Manoukyan who was in Holy Etchmiadzin to take part in Church Ceremonies at the Holy See.
Written for ACCUK by
Hasmik Harutunyan
Freelance Reporter
By Published by ACC UK
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Built in 1927 in a modernized (Art Deco), Byzantine and Romanesque style, it is located at 1 Hanson Place, at the corner of Ashland Place, near the intersection of Atlantic and Flatbush Avenues, across from the Atlantic Terminal Mall. The building features a gilded copper dome; carved lions, turtles and birds on the exterior; and a marble banking hall on the ground floor with 63-foot vaulted ceilings, 40-foot windows and elaborate mosaics; and two abandoned public observation decks with signage describing the Battle of Brooklyn. Throughout the restoration and redevelopment of the building in the early 2000s, great care was taken to preserve the architectural prestige. In 2005, Skylight One Hanson was created and the building was converted to luxury loft condominiums.
Not only is this space beautiful to photograph from the outside, it also houses Brooklyn Flea, a fantastic flea market, on Saturdays and Sundays from 9-5pm year-round. Over a hundred vendors line the former teller windows on the ground floor, secret rooms on the upstairs mezzanine, and the original bank vault on the lower level, which also features the food court and a seating area.
Beauty, shopping, food -- what is there not to love about this? Our favorite park of this excursion is the building's location! It is a short distance away from the Brooklyn Bridge and Park (20 minutes via bus, subway, or bicycle, or 30 minutes of walking, to be exact.) See gorgeous views of all of East Manhattan's skyline, the Brooklyn Bridge, the Manhattan Bridge, and the Statue of Liberty among other things. During select summer nights, you may get luck and even catch a film being screened at the park under the bridge!
Check out the beauty of this historic building and Brooklyn! Why not try one of our tours first, such as the NYC Upshot Photo Safari, so you know what to look for on your visit!


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The TIME at Davos Debate: Is Capitalism Working in the 21st Century?
By Roya Wolverson @royaclareJan. 25, 2012
ERIC PIERMONT/AFP/Getty Images
Bank of America chief executive officer Brian Moynihan attends the TIME debate on January 25, 2012 at the World Economic Forum (WEF) in the Swiss resort of Davos
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Harper to Tackle European Debt in Davos Speech CTV TV
During this year's TIME at Davos debate, our international editor Jim Frederick posed some colossal questions: Is 20th century capitalism failing 21st century society? And if so, who's responsible and what should we do to fix it?
I'd love to say the panelists squared away all the answers with a succinct five-point plan. But neither they nor the audience could agree on the problems posed by today's brand of capitalism. Only one panelist, Bank of America CEO Brian Moynihan, seemed wedded to today's disruptive form of capitalism. "The corrective form of capitalism is boom and bust," he said. Other panelists offered up a wide array of responses on who's to blame for the global economic malaise and the best cure.
On the first point of debate — whether corporations have too much power – discussion turned quickly to who's to blame for rising inequality. The answers depended on vantage point. For the Western worker, said Sharan Burrow, General Secretary of the International Trade Union Confederation, greedy corporations were to blame. Big companies have kept too large a share of the profits gained from globalization, and they have used that financial muscle to deny workers their seat at the bargaining table on how to distribute wealth, said Burrow. The result, she said, has been rising inequality in the Western world and too little demand among the have-nots to fuel a global recovery.
(MORE: The Over Thirty Crowd Doesn't Understand How Easy It Is to Pirate Content)
Not surprisingly, Alcatel-Lucent's CEO Ben Verwaayen disagreed. To the worker in emerging markets, capitalism has lifted millions out of poverty and lowered wealth inequality. The culprit in today's version of capitalism isn't greedy corporations, he said. It's decision-makers (or rather, non-decision-makers) in government. Western governments have waffled on solving their debt problems and put forth long lists of competing regulations to rein in corporations, which only serve to confuse and disable the economy's job creators. Raghuram Rajan, professor of finance at the University of Chicago, put forth yet another explanation for the root causes of rising inequality: Worker skills haven't kept up with technological innovation. As a result, the top 1% of workers, who have the skills the economy needs, are getting paid more.
Burrow raised a good point here, which is that not every job in the global economy can be that cutting edge. There are still plenty of blue-collar jobs being created in the world, which are equally necessary for economies to grow. The problem, according to Burrows, is that many of them are moving to emerging markets, where Western corporations gain from lower labor standards. And what's more, governments often get away with weak social safety nets. Is an economic model that sustains itself by preying on the weak ultimately sustainable?
(VIDEO: TIME's Rana Foroohar on Social Business)
It's a question emerging markets like China, which faces rising political pressure from low-paid workers, are grappling with. To compensate, China has been forging ahead with its own brand of capitalism. As David M. Rubenstein of the Carlyle Group noted during the panel: "You now have two types of capitalism competing with one another. You have laissez-faire and state capitalism, which has been creating more jobs at a greater rate than we are in the West." If the West doesn't solve its debt problems and make government more efficient, the state capitalism model could prevail, he warned. And it won't create "the kind of high paying jobs with retirement benefits that people in the West have come to want."
But just how likely is state capitalism to prevail? According to Rajan, it will reach its limits because it doesn't encourage innovation. The West, by contrast, "has that strength. It has large innovative corporations," he said, but it has to encourage that innovation and use it to improve the capabilities of its workers. Otherwise, emerging markets will use their rising demand to pull the seeds of innovation into their orbit over the next decade, and the West will be left behind.
On the question of innovation, Jeff Jarvis, rabble-rouser for Buzzmachine.com, voiced a salient point from the audience: No one on the panel had discussed the status of the world's 'disruptors,' the people who think outside the status quo and overturn old, failing institutions. Disruptors, of course, tend to be young, and in many Western countries, it's the youth which are suffering the most from high unemployment. And that brought the discussion back to education. If the way forward for capitalism depends on youthful disruptors, are we doing enough to encourage their rise?
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On this issue, the resident educator, Rajan, was unable to offer a solution: "We would like to do more, we should do more and hopefully we can do more. It's clearly a central problem." Solving this issue will require new ideas on worker re-training and ways of encouraging students to pursue the degrees our economy values the most. And it will also require willing and able investors — government or corporations or both — to make change happen. This was the only point on which all panelists agreed.


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Try making these chewy, luxurious biscuits at home. Careful weighing of the ingredients is the key to success.
Equipment and preparation: for this recipe you will need a sugar thermometer and three baking trays.
Preheat the oven to 180C/350F/Gas 4. Line three baking trays with baking parchment or silicon sheets.
Measure the butter, sugar and syrup into a small pan and heat gently until the butter is melted. Remove from the heat and add the flour, chopped cranberries or cherries, candied peel and nuts to the pan. Stir well to mix.
Make 18 florentines by spooning six teaspoonfuls of the mixture on to each of the prepared baking trays, leaving plenty of room for them to spread during cooking.
Bake for 8-10 minutes, or until golden-brown. Leave the florentines to cool before lifting onto a cooling rack using a palette knife (if the florentines have been baked on greased baking trays, then allow them to harden for a few moments only before lifting onto cooling racks to cool completely). If the florentines become too hard to remove, then pop them back into the oven for a few minutes to allow them to soften.
Carefully remove the bowl from the pan, add the rest of the chocolate and stir gently until the chocolate has cooled to 26C/79F.
Spread a little melted chocolate over the flat base of each florentine and leave to cool slightly before marking a zigzag in the chocolate with a fork. Leave to set, chocolate side up on a cooling rack. Store in an airtight container.


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'Halloween Kills' Final Trailer Released
Abby Masucol September 20th, 2021 - 5:44 PM
Collider reports that Universal released the final trailer for Halloween Kills, the sequel that begins during the aftermath of 2018's Halloween in the town of Haddonfield. Laurie Strode (Jamie Lee Curtis), her daughter Karen (Judy Greer), and her granddaughter Allyson (Andi Matichak) narrowly escaped Michael Myers in Halloween. But until now, we didn't know that when the fire department shows up to put out the fire at Laurie's safe house, they unknowingly set Myers free to wreak havoc once again.
From the trailer, there's a clue that this sequel will return to the heart of the franchise: Myers' childhood home, where he murdered his sister Judith one fateful Halloween night. A flashback scene also includes a small glimpse of someone who looks like Dr. Sam Loomis in his trademark trenchcoat (the late Donald Pleasence).
More featured stars are also returning as the same characters from the previous sequel. Anthony Michael Hall is the grown-up Tommy Doyle and Kyle Richards will reprise Lindsey Wallace from the 1978 film. Nancy Stevens is playing Marion Chambers again, former assistant to Dr. Loomis.
The success of 2018's Halloween followed with the announcement of two sequels: Halloween Kills and the third film Halloween Ends, whose release date is planned for October 14, 2022. The entire series is directed by David Gordon Green. Both Halloween Kills and Halloween Ends are written by Green, Danny McBride, and Scott Teems.
Check out the final trailer for Halloween Kills below. It's set to premiere in theaters and on Peacock on October 15.


If you are looking for an alternative way to manage workplace stress consider introducing your staff to the benefits of Qigong.
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